Malcolm X Essay Example for Free

Malcolm X Essay During the 1960’s, the powerful speeches spoken about equality by two men about black empowerment, ultimately lead to them to their deaths. The words spoken by Martin Luther King Jr. and Malcolm X were so strong and influential, helping them gain great audiences and followers. King preached out over the â€Å"brotherhood† among races, and the importance of non-violence. Malcolm X, also advocated for the end to segregation, but emphasized the needs for blacks to become independent of the white man, and stand up for themselves. Both King and Malcolm X had similar goals in their minds, but took distinct paths to attain those goals. Both of their many speeches varied with great distinction. While the content and underlying ideas of the speeches may have different examples and ideas, they both use many common literary devices and rhetorical strategies to attain their audience’s attention. It is through Malcolm X’s use of emotion, together with the use of other strategies, that he ultimately created a more passionate influence on his audience. The early lives that these men lived had much influence on how they would later view racism, and speak out on segregation. Martin Luther King Jr., born Micheal Luther King Jr., was raised with a middle-class family, where his mother and father stressed the importance of obtaining an education (Martin). Malcolm X, born Malcolm Little, came from a place filled with fear and danger, where the â€Å"Klansmen shouted threats and warnings [about how] ‘the good old Christian white people’ were not going to stand for [his] father’s ‘spreading trouble’† (X, Malcolm and 1). Malcolm’s early childhood experiences would be there to haunt him for the rest of his life. The experiences that these men encountered at a young age, planted the seeds to how they would flourish into the voices of the oppressed African-American people, and the ways in which they would deliver their speeches. Malcolm X, was furious at the idea that whites where trying to keep b lacks in their place, and were the reason why equality was still not being achieved. From a young age, Malcolm had suffered the effects of racism, never forgetting his eighth grade teacher telling him that â€Å"[he had] to be realistic about being a nigger. A lawyer- [that was] no realistic goal for a nigger† (X, Malcolm and 38). X, an intelligent student sharing similar dreams as King of becoming a lawyer, where soon shattered, causing him to drop out of school, and turn to drugs in order to get money. After being in jail for six years, Malcolm finally turned to Allah, where he began preaching black supremacy, and the separation between blacks and whites. Martin Luther King Jr.’s most prominent â€Å"I have a Dream† speech is lucid with its use of emotion, and all ­usion. King argues that African-Americans are not free according to the rights outlined in the United-States constitution. King not only presents his argument to the African-American community, but rather to all Americans, white and black. King delivers his argument successfully through his use of ethos. Throughout the speech, King alludes to his Christian morals, speaking out on how, â€Å"one day every valley shall be exalted, and every hill and mountain shall be made low, the rough places will be made plain, and the crooked places will be made straight; and the glory of the Lord shall be revealed and all flesh shall see it together† (Luther King). King acknowledges the fact that the majority of his audience believes in Christianity, therefore understanding the allusion to the bible. Finally, King refers to his audience as â€Å"his people.† This implies that King sees his audience equal and also it shows that not only the black people are â€Å"his people.† King presents his argument towards freedom, strategically placing emphasis on his moral authority. Malcolm X, flustered by King’s peaceful approach to obtaining African-American rights, wrote, â€Å"The Ballot or the Bullet,† as a direct response to King’s famous â€Å"I Have a Dream† speech spoken only a month before. Like King, Malcolm appeals to the emotions of his young black audience, stirring them with anger; and simultaneously, striking fear into the minds of his white listeners. Malcolm’s goal for this speech was to persuade his audience to take action into their own hands and bring about a serious long lasting change. â€Å"The Ballot or the Bullet† begins with Malcolm’s attempt to connect with his audience. He begins by greeting both his friends and enemies speaking out, â€Å"I just can’t believe everyone in here is a friend and I don’t want to leave anybody out† (X, Malcolm. Speech). X, immediately grab s the attention of his audience by, identifying with them, also putting aside religious aspects and focusing on simply â€Å"working together and putting aside their differences to fight for their rights† (Critical). As Malcolm continues delivering his speech, his use of repetition keeps his audience aroused with anger. X repeats, â€Å"I am not†¦Ã¢â‚¬  allowing his audience to identify with him, especially when he says that he is â€Å"not an American, but a victim of Americanism† (X, Malcolm. Speech). Here, Malcolm has fallen victim to racism. When X refers to â€Å"Americanism† he refers to things the United States is guilty of, like sexism, racism, and the power that the government has over people. In this quote, he doesnt feel like a citizen of America anymore, although he should. He is equal to everyone else, but is treated otherwise just because he is African-American. The strong and powerful words that these two men spoke out will always be remembered in the history of the civil rights movement. Although King is a heroine in the eyes of the movement, his methods of obtaining a change were very amicable. It was Malcolm X’s strong militant diction, and his power to stir the crowds’ emotions that helped him instill more passion in what he was arguing for. X’s approach may have arisen from his catastrophic childhood, instilling him to speak out on black supremacy, and the liberation from having the government having control over them. Nevertheless, King’s approach allowed him to gain more followers, but it was Malcolm X’s rage against the white man, that allowed him to create a more passionate audience. Works Cited Boyer, Paul S. The Turbulent Sixties. The Enduring Vision: A History of the American People. Lexington, MA: D.C. Heath, 1990. Print. Biography. Martin Luther King -. N.p., n.d. Web. 24 Sept. 2012. . Critical Analysis: The Ballot or The Bullet. Socyberty. Web. 02 June 2012. . Luther King, Martin. Speech. I Have a Dream. Washington D.C. 28 Aug. 1963. American Rhetoric. Web. 02 June 2012. . Malcolm X. Dir. Spike Lee. Prod. Spike Lee. By Spike Lee and Arnold Perl. Perf. Denzel Washington, Angela Bassett, Albert Hall, and Al Freeman. Warner Bros., 1992. DVD. Martin Luther King, Jr. SparkNotes. SparkNotes. Web. 05 June 2012. . X, Malcolm, and Alex Haley. The Autobiography of Malcolm X. New York: One World/Ballantine, 1992. Print. X, Malcolm. Speech. The Ballot or the Bullet. Cory Methodist Church, Cleaveland. 3 Apr. 1964. Social Justice Speeches. Web. 02 June 2012. .

Evaluating Life Cycle of Pavements

Evaluating Life Cycle of Pavements Case Study from Nevada Department of Transportations Perspective Nowadays increasing number of agencies and companies have started to shift to the principles of sustainability in conducting business and activities. These principles also make good business sense as we try to improve the environmental, social and economic value of a product. The transportation industry is no different and many Departments of Transportation (DOTs) have already shifted to this by incorporating Life Cycle Analysis of pavements. Life cycle analysis of pavements is a comprehensive approach where economic costs of different alternatives during the life of a pavement are evaluated and the best one is chosen to be implemented. It is a complex process and varies from one DOT to another but usually there are some guidelines laid down by the Federal Highway Administration that are followed. For our case study, we have selected the Nevada Department of Transportation, also known as NDOT. This report presents a brief overview of the various components and strategies used in pavement analysis, maintenance and rehabilitation are discussed in detail. NDOT has a defined Pavement Management System to collect data and the application of LCA for construction of pavements has already been started. The various parameters considered in LCA as well as the limitations are discussed in this report. Keywords: Pavement, Life Cycle Analysis, NDOT, Maintenance, Rehabilitation Pavements, like any other thing, have a definite life cycle. They are constructed by keeping a certain period of utility in mind. The continuous use of roadways often leads to their degradation in their serviceability. The rate of this deterioration is dependent on many factors both environmental and load related. Using appropriate maintenance and rehabilitation techniques at the right time also can impact the life of a pavement drastically. The life cycle of pavements can be very broadly described as Stage 1: New Pavement Newly constructed pavements fall into this category. They require almost no repairs while in use. Stage 2: Minor Repairs After some initial time, the utility of the roads begins to decrease. Some maintenance work is favored. Stage 3: Major Repairs After long time in service the roads become deficient structurally and continuous use of roads in this state is not recommended. Stage 4: Complete Reconstruction Roads in this state of disarray are not be used except under extreme circumstances and require a complete overhaul and construction of new pavements. However, some agencies have been lagging in their effort to properly preserve their roadways. This has led to one third of the roads in United States being in poor or weak condition. Annually an estimated of 70 billion dollars to maintain the highway network in USA. This considerable sum has led people to try and manage pavements more efficiently. Constant evaluation of pavements has been adopted by many state DOTs to try and limit pavement deterioration once it is in use. There are two major categories for repairs of pavements in general terms are Maintenance Rehabilitation Maintenance is the process of repair of roads is done on a small scale as the pavements contain only minor faults and are fixed relatively easily. Some common maintenance techniques include fog seals and crack sealing and mainly slow down the deterioration rate of the pavements [1]. Rehabilitation is the procedure where existing portions of damaged pavements are completely redone as the damage is of significance. Rehabilitation techniques include in-place recycling and overlays and reset the whole process of deterioration [1]. The cost of either maintenance or rehabilitation of pavement is substantive and continuous to rise even today. This has lead highway agencies to use tools that can help combine economics and operations research to achieve pavements that are both cost effective without compromising their long-term properties. The most common method in use is the Life Cycle Cost Analysis or the LCCA [2]. It is a process where the value of the total project is calculated using the initial cost and discounted future costs over the life of the pavement. The components of LCCA is defined by different DOTs independently. For this report the case of Nevada DOT is chosen and LCCA used by NDOT will be explained later. The Nevada DOT was founded in 1917 and has since built and maintained almost 5,400 miles of road. There is an additional of more than 46,000 miles of public road mostly maintained by local agencies. The roads maintained by NDOT account only for 20% of roads in Nevada but these roads account for 52% of all traffic and 82% of heavy truck traffic of the state [3]. In the fiscal years of 2013 and 2014, NDOT spend around 270 million dollars on maintenance rehabilitation repair works. As one can infer from the figures the process of maintaining the roadways is costly and therefore NDOT uses various tools that can help to minimize this cost in the long run. Some of these tools are discussed in this report. Connecting the empirical data collected from the field and theoretical data calculated by an engineer in the lab has been one of the most difficult task in pavement engineering. Long term pavement performance has gained importance as it is a major component of any cost analyses that is conducted on the pavements. Therefore, predicting long term performance of pavements with good accuracy can provide valuable data for pavement modeling. Field data collected from various sites can also be used to verify whether the materials possesses required qualities or the design was sufficient. This can in their turn help in altering future pavement designs to better perform in the field. This has led to the creation of a Pavement Management System by pavement engineers. Data collected from various sites in the field is collected in the PMS and stored for further analysis by engineers. This collected data can be utilized to develop and verify pavement performance models The PMS used by NDOT was established in 1980 and is accordance with ISTEA guidelines. It monitors various pavement characteristics with time on a mile-by-mile basis for the entire NDOT system. The data collected includes cracking, rut depth, patching, surface condition, and ride with data on traffic and accidents are collected for informational purposes only. Using the data collected from the field seven performance indicators are calculated to classify pavements into four repair categories. The performance indicators calculated are Ride Rut Depth Cracking Patching Bleeding Raveling Present Serviceability Index (PSI) The PSI used by NDOT is calculated by the following formula PSI = 5*e-0.0041*IRI 1.38RD2 0.01(C+P)0.5 Where IRI = International Roughness Index (in/mile) RD = Rut Depth (in) C = Cracking Area (ft2/1000 ft2) P = Patching Area (ft2/1000 ft2) For the considered pavement points are assigned for the severity and extent of each of the distress indicators. The total summation of the points is used to assign the pavement into one of four repair categories which are Do Nothing Maintenance Overlay Reconstruction For details refer to Development of Pavement Performance, Analyses and Procedures [4]. The PSI of pavements is kept in check by performing routine maintenance and rehabilitation activities. As explained maintenance as a process only slows down the rate of deterioration while on the other hand rehabilitation will show an initial change in PSI and may also change the rate of deterioration of pavement. Generally, one observes that the cost of maintenance of pavement tends to be lower than the cost of rehabilitation. Therefore, if one has to be cost effective there needs to be a balance between the maintenance and rehabilitation of pavements. That is using only one type of repair work will be more economically inefficient. NDOT has chosen specific repair activities to catalog in the state of Nevada based on availability of previous data. If a technique was chosen without sufficient performance data, then the model would be of limited use only. The techniques thus used by NDOT include Maintenance Techniques: Rehabilitation Techniques: Sand Seals, Chips Seals. Flexible Overlays, Roadbed Modification, Mill and Overlays Sand Seals Sand seal is the application of an asphalt emulsion being sprayed on with a layer of clean sand or fine aggregate being embedded in the emulsion either by spreading immediately or using a pneumatic tire roller. After application of the tire-roller excess particles are removed from the pavement. The sand seals are useful for improving the surface properties of pavements and can also help in filling up any fine cracks of pavement surface. In addition, the sand can also improve the skid resistant properties of the road while reducing the chances of raveling. [5]. Chip Seals Chip seals have become one of the most used surface treatment technique for roads with less traffic. Similar to a sand seal, a chip seal is the process of spraying asphalt and applying a layer of aggregate over it. The asphalt applied could be in form of hot asphalt cement, cutback or emulsified asphalt. After the application of any of the listed types of asphalt aggregate layer is administers onto the surface, before the asphalt either cools down or the emulsion breaks so as to maximize adhesion. The aggregates in the asphalt matrix are further seated and reoriented using a pneumatic roller. Afterwards the excess aggregates are removed from the surface by use of brooming. Chip seals are used as a protection from further raveling as well as seal any small cracks that are in the pavement. Sometimes use of lightweight aggregates is justified in chip seals in cases where heavier aggregates might become a cause for windshield cracking. LWA are manufactured mainly from light minerals like shale, slate or clay and are usually more expensive and less durable than normal aggregates but these are much lighter in weight. This light weight prevents these aggregates from being able to crack windshields in the case they become projectiles. The cracking of windshields can also be prevented by use of polymer modified emulsion [5]. Flexible Overlays Flexible overlay is a method of rehabilitation wherein on top of the old structure a new intermediate layer is constructed. The major purpose of this new layer is to both add an additional structure to the pavement and to prevent the proliferation of reflective cracks from the structure underneath. The old structure can still provide a uniform support. The design and planning of the overlay should be done keeping into consideration the expected traffic loading that the pavement will be under. As such this technique usually causes an increase in the highway profile. Care also has to be taken to prevent moisture from getting between the overlay and old structure. To prevent this the materials uses in the overlay should be tested for both moisture susceptibility and durability [6]. Roadbed Modification Asphalt roads are also reclaimed using roadbed modification. This technique is usually applied to pavements where the PSI has fallen way below desired level. Pulverization of existing pavement is done to a depth depending upon the structure of the old pavement. The pulverization process sometimes also includes base materials sometimes if the depth of pulverization is greater than the bituminous layer. On the other hand, if the depth is lower than that of existing structure then use of cold milling can be beneficial as this will lead to minimal disturbance to the materials underneath. The materials pulverized is then mixed with cement and water, where it acts basically as aggregates. This concrete is spread out and compacted according to the design intended. Pavements with very weak or uneven foundations can benefit from this technique [7]. Mill and Overlays The mill and overlay method is a method of rehabilitation where the top surface of the damaged pavement is removed, usually up to 2 inches. This removal is done by the use of a milling machine capable to perform the task. The removal of the top layer comprises of the milling portion of the method and usually takes around a couple of days. Afterwards a new layer of bituminous layer is constructed on top of the structure, in place of the removed surface. The surface of the milled pavement is coated with liquid asphalt that acts as a tack coat between the old structure and the new bituminous layer. The construction of the overlay can take around one to two days depending upon the width of pavement and the traffic. The asphalt overlay to be placed on pavement is usually embedded to a depth of 1ÂÂ ½ using a paver [8]. When developing NDOTs pavement performance model three categories of data were considered Structural, Environmental and PMS. A list of factors from these categories was created that could possibly affect pavement performance was compiled into standard data collection form. Analyzing all the standardized data the following data sets were finally used when developing the model- Materials data of activity being modeled: These data include the types and percentages of asphalt binder and aggregates used in the maintenance or rehabilitation activity for which the performance model is being developed. Materials data of existing pavement layers: These data include the types and percentages of asphalt binder and aggregates used in the layers underlaying the maintenance or rehabilitation activity for which the performance model is being developed. Structural data: These data include the thickness of the various layers in the pavement structure including the thickness of the maintenance or rehabilitation activity that is being modeled. The structural number (SN) as defined by the AASHTO design guide was used to normalize the structural data among all of the pavement section. Reference 3 describes the method used to convert the layer thicknesses into SN values. Pavement performance data: These data include the PSI, percent cracking, and average rut depth values as obtained from the NDOT PMS data base. Traffic data: The equivalent single axle load (ESAL) was used as the traffic element. The average daily ESAL figures were obtained from the PMS data base and used to obtain the cumulative ESALs over the life of the maintenance or rehabilitation activity. Environmental data: These data include maximum and minimum temperatures, number of freeze/thaw cycles, number of wet days, and annual precipitation. LCCA is a tool that is used by NDOT to evaluate the economic assessment of pavements when considering the entirety of its useful life. It takes into consideration the initial costs as well as maintenance and repair cost that the pavement is likely to undergo in its life. This tool can be used by pavement engineers to optimize their budget to improve the overall useful life of the pavement. Different alternatives for repairs are considered and the one with the most utility or least cost is chosen to be put forward for consideration. LCCA is made from the following steps- All initial treatment alternatives must be identified For each alternative, their analysis period as well as treatment scheme should be determined The price of annual and each alternatives maintenance should be computed The economic assessment calculated for each alternative should be compared The alternative with the best economic assessment should be selected based on LCCA When performing LCCA, NDOT uses the AASHTO prescribed Present Worth method. This method is highly recommended and frequently used by state highway agencies. In this method, any future expense is converted to present value of the dollar. The present value of future expenses is the amount of money which will need to be invested at a particular compound interest rate for the total sum to be equal to the value of the future expense. The formula used in calculation is PW = F(1/(1+i) n) Where F = The future expense after n years i = Discount rate n = Number of years Since the costs of production keeps on changing with time due to inflation and other economic factors, a discount rate is chosen to compare the cost across all time periods. LCCA is performed on the pavement for a specific analyses period. The length of this analyses period has been calculated for various types of roads keeping important factors into consideration. Highway Class Analysis Period (Years) High Volume Urban 30 50 High Volume Rural 20 50 Low Volume Paved 15 25 Low Volume Aggregate Surface 10 20 For newly constructed flexible pavements NDOT recommends an analysis period of 25-40 years while for rehabilitation they recommended a period of 20 years. This data is derived from two major conditions, (a) It represents a realistic life of asphalt mixtures and (b) one or two rehabilitation periods are included in the period. Pavements have a defined life cycle. Regular repair work must be done during the useful life of a pavement to maintain it to a serviceable level. NDOT uses PSI as an indicator to determine the serviceability level of pavement. PSI can range from 0 to 5.0 and repair is done on a pavement when the PSI drops below an unacceptable level. NDOT uses 2.5 as the terminal level of PSI with roads having average daily traffic of more than 750. NDOT also has placed some reality checks in place for calculating the pavement performance period. They are not considered in when in performance models because they can act as an empirical check to the values obtained from theoretical models. These checks include data such as traffic accidents, high maintenance costs, specific site failures, etc. LCAA also include cost factors that encompass all the expenditure that is incurred by the pavement from the design phase till the end of its useful life cycle. These costs have to be properly compared for different alternatives in LCCA to arrive at the most economic pavement. These costs can include First Costs: These include both the expenditure for the initial construction of the pavement and the cost for the operations that occurred to facilitate the construction like surveys, designs and analyses. Annual Maintenance Costs: These include the expenditure that is use to maintain an optimum PSI level of the pavement so as to provide a smooth ride to the drivers. Road User Costs: These are the costs that are associated with driving on the road and include things like increase in travel time, accidents, change in fuel consumption by vehicle etc. Salvage Value: This is the value of the road at the end of its life cycle. These casts can be either positive or negative depending on the condition of the road. 1. Pavement Interactive 2. Evaluation of pavement life cycle cost analysis: Review and analysis 3. State Highway Preservation Report 4. Development of Pavement Performance, Analyses and Procedures 5. https://www.fs.fed.us/eng/pubs/html/99771201/99771201.htm 6.http://onlinemanuals.txdot.gov/txdotmanuals/pdm/flexible_base_overlay_and_flexible_base_thickening.htm 7. https://www.nevadadot.com/uploadedFiles/NDOT/About_NDOT/NDOT_Divisions/Operations/Construction/CM%20Section%206%20-%20300.pdf 8. https://www.stpaul.gov/departments/public-works/street-maintenance/mill-overlay

Conceptualizing Naval Helicopter Landing Gear Engineering Essay

Conceptualizing Naval Helicopter Landing Gear Engineering Essay The landing gear is an important part of an aircraft as far as the take-offs and landings are concerned. The landing gear mechanisms (or structures) are pretty simple in case of the commercial helicopter as compared to the commercial airplanes. But, that is not the case for the naval helicopters. Because of the not-so-friendly landing conditions, the naval helicopter must have sophisticated landing gear mechanism connected with its fuselage. The design of the landing gear mechanism for the naval helicopter should be such that the helicopter can land safely in aircraft carrier as well as in ground; also, the mechanism should not fail under the sea wave excitation, while in ground condition. b. Research on landing gear During the initial days of the human flying history, the flyers used to have the Skids as landing gears. The skids are still very much in use for commercial helicopters. But, for the airplanes and for the naval helicopters wheels are used mostly for the landing gears. The wheels are connected with the shock absorbers to form the landing gears. The landing gear, then, get connected with the fuselage in various fashions based upon the size of the aircraft. All the wheel based landing gears can broadly be categorized in three main categories: Conventional Tri-cycle Tandem Fig.1: Showing three basic types of wheel based landing gears Two front wheels and a rear tail wheel are used to form the conventional landing gear. The older aircrafts still have this type of landing gear. Ground handling is bit difficult here. The tri-cycle configurations has two (or multiple of two) wheels at rear and minimum of one nose wheel (s) at front. It gives better ground handling comfort and used widely for small sized aircrafts. On the basis of the wheel arrangements, different types of tri-cycle arrangements are possible (as shown below) Fig.2: Showing different types of Tri-Cycle configurations (as per Federal Aviation Administration nomenclature) The multiples of landing gears are placed in line to form a complex tandem landing gear system. Different combinations of tandem are possible (as shown below): Fig.3: Showing different types of Tandem configurations (as per Federal Aviation Administration nomenclature) c. Conceptualizing Naval helicopter Landing Gear After studying different types of available landing gears configurations, I have decided to develop the landing gear concept of Single wheel main gear with dual wheel nose gear configuration. It s a kind of tri-cycle configuration. Fig.4: Showing the rough landing gear concept I have decided to use only torsion spring as shock absorbing elements for the concept. d. Preliminary Design Calculations In order further developing the concept, I have used the following data: Total mass of the helicopter = 5126 Kg Sprung mass on each spring, m = 2563 Kg Distance between the front and rear gear = 5 m Distance between the two rear gears= 2m Normal landing: Vertical descent speed of the helicopter = 0.5 m/sec Vertical deck speed = 0 So, the relative speed between the deck and the helicopter, v =0. 5 m/sec=500 mm/sec So, the kinetic energy of the helicopter, KE = 0.5*m*v^2 = 320375000 kg-mm^2/sec^2 The energy stored in the torsion spring, SE= 0.5*k*r^2 =0.5*k Where, k= spring rate in N-mm/degree r=deformation of the spring =1 degree (assumed) Now, as KE = SE .eqn.1 So, k= 640750000 N-mm/Degree I will use this spring rate for rest of the two landing conditions to find out the deformations of the torsion springs. Hard landing: Vertical descent speed of the helicopter = 3 m/sec Vertical deck speed = -3 m/sec So, the relative speed between the deck and the helicopter, v =6 m/sec=6000 mm/sec K= 640750000 N-mm/degree So, by using the eqn.1: r= 12 degree Crush landing: Vertical descent speed of the helicopter = 15 m/sec Vertical deck speed = 0m/sec So, the relative speed between the deck and the helicopter, v =15 m/sec=15000 mm/sec K= 640750000 N-mm/degree So, by using the eqn.1: r= 30 degree So, I will start my ADAMS design with the values obtained from this hand calculation and gradually fine tune the values in order to meet the landing criteria. e. Converting the Conceptual Design to ADAMS Mechanisms I have used the MSC ADAMS software for preparing two landing gear mechanism design options out of the conceptual design and the hand calculations. The two design options differ in terms of heights. Parametric design advantage of the ADAMS software is utilized for creating the two design options. While creating the two mechanism design options, the following ADAMS options are utilized: Point : Points are used for creating basic locations of all the important elements of the design (like centre of the wheels etc.) Torus : Wheels of the landing gears are created using the torus option. Link : All the structural members (like top frame, axels etc) are created using this option. Box : This tool is used for creating the landing deck of the air craft carrier. Torsion Spring : This is for creating the front and rear torsion springs. Hinge Joint : This option is for creating all the revolute joints of the mechanism. Translational Joint : This option is used for creating the translational joints. Contact : The contacts between the wheels and the deck are created using this option. e.1. ADAMS Mechanism Option-1 The mechanism option-1 looks like below: Fig.5: Showing the ADAMS Mechanism option-1 Arrangement The points table for the mechanism option-1 looks like below: Fig.6: Showing the point table for the mechanism option-1 e.2. ADAMS Mechanism Option-2 The mechanism option-2 looks like below: Fig.7: Showing the ADAMS Mechanism option-2 Arrangement The points table for the mechanism option-2 looks like below: Fig.8: Showing the point table for the mechanism option-2 e.3. Selecting the Optimum ADAMS Landing Gear Mechanism The selection of the best design out of the two options is done by observing the acceleration values. The acceleration plots for the hard landing conditions (descent velocity of the helicopter = 3 m/sec and upward deck speed = 3m/sec) for both the concepts are shown below: Fig.9: Showing the hard landing condition acceleration plots for both the concepts The above plot is showing that the maximum acceleration value for the design -2 is more than 50 m/sec2. The acceleration plots for the crush landing condition (descent velocity of the helicopter =15 m/sec and upward deck speed = 0 m/sec) for both the options are shown below: Fig.10: Showing the crush landing condition acceleration plots for both the concepts The above plot is showing that the maximum acceleration value for the design option-2 is much higher in case of the crush landing condition. So, on the basis of the above two tests, it can be concluded that the design option-1 is better among the two options. Hence, I have selected the design option-1 for further analysis. f. Testing the Selected ADAMS mechanism (design option-1) Against the Specified Landing Conditions Normal Landing Condition: The acceleration plot for normal landing condition (descent velocity of the helicopter = 0.5 m/sec and upward deck speed = 0m/sec) for the design option-1 is shown below: Fig.11: Showing the normal landing condition acceleration plots for the Design Option-1 The above plot is showing that the maximum acceleration value for normal landing condition for the design option-1 is 7.5 m/sec2. Hard Landing Condition: The acceleration plot for normal landing condition (descent velocity of the helicopter = 3 m/sec and upward deck speed = 3m/sec) for the design option-1 is shown below: Fig.12: Showing the hard landing condition acceleration plots for the Design Option-1 The above plot is showing that the maximum acceleration value for hard landing condition for the design option-1 is 48.1 m/sec2. Crush Landing Condition: The acceleration plot for normal landing condition (descent velocity of the helicopter = 15 m/sec and upward deck speed = 0m/sec) for the design option-1 is shown below: Fig.13: Showing the crush landing condition acceleration plots for the Design Option-1 The above plot is showing that the maximum acceleration value for hard landing condition for the design option-1 is 119.6 m/sec2. g. Running the Vibration Analysis for the Selected ADAMS Mechanism The vibration analysis is performed for the Design option-1 using the ADAMS vibration plug-in. For simulating the sea wave oscillations, two acceleration actuators are used at front and the rear axles. One output channel is created at the COG of the top frame. The output channel is used for measuring the acceleration at the COG of the frame. Fig.14: Showing the Frequency Response Analysis plot for the Design Option-1 The pick of the above frequency response plot indicates the resonating frequency for the design option-1. So, the resonating frequency here is 64.5 Hz. h. Consolidated Results for Design Option-1 Parameters Values Maximum Normal Landing Acceleration (m/sec2) 7.5 Maximum Normal Landing Acceleration (m/sec2) 48.1 Maximum Normal Landing Acceleration (m/sec2) 119.6 Resonating Frequency (Hz) 64.5 i. Discussion Task-1: This task is covered in the section-c and section-d. Task-2: This task is covered in Section-f. Task-3: This task is covered in section-g. Task-4: This task is covered in section-e. j. Conclusion The ADAMS is a powerful tool for creating and testing a mechanism under specified conditions. The parametric feature of ADAMS helps creating different design iterations easier. The design option-1 passed all the landing conditions specified for the assignment. Also, the resonating frequency observed for the design option-1 is 64.5 Hz. k. References http://www.faa.gov/airports/resources/publications/orders/media/Construction_5300_7.pdf http://www.allstar.fiu.edu/aero/flight14.htm http://www.helis.com/howflies/skids.php http://www.aoe.vt.edu/~mason/Mason_f/M96SC.html

cold war Essay -- essays research papers

World War II divided Korea into a Communist, northern half and an American-occupied southern half, divided at the 38th parallel. The Korean War began when the North Korean Communist army crossed invaded non-Communist South Korea. As North Korean army, armed with Soviet tanks, quickly overran South Korea, the United States came to South Korea's aid. General Douglas MacArthur, who had been overseeing the post World War II affair of Japan, sent the US forces, which began to hold off the North Koreans at Pusan, at the southernmost tip of Korea. Although Korea was not strategically important to the United States, the political environment at this stage of the Cold War was such that policymakers did not want to appear soft on Communism. The US step in as part of a "police action" run by a UN international peace- keeping force. With the US, UN, and South Korean forces pinned against the sea at Pusan, MacArthur orchestrated a daring amphibious attack on Inchon a port on the western coast of Korea. Having made this landing, MacArthur defeated the North Korean army and recaptured Seoul, the capital of South Korea. Instead of being satisfied with his defeat of South Korea, MacArthur crossed the 38TH Parallel and pursued the North Korean army all the way to the northernmost provinces of North Korea. Afraid that the US was interested in taking North Korea as a base for operations against Manchuria, the People's Republic of China secretly sent an army across the Yalu River. This Chinese army attacked the US/UN/ROK forces. Only after the appointment of Lt. General Matthew Ridgway as commander of ground forces did American the motivation begin to swing against the Chinese Communists. Although President Truman hoped to end the war quickly and pressed MacArthur to be more tactful, the brilliant strategist went against presidential orders and continued spouting incendiary lines about his hopes to reunify Korea. After gaining the support of the Joint Chiefs of Staff Truman relieved MacArthur of command. The move was extremely unpopular in America MacArthur was perceived as a popular war hero. Only the support of the Joint Chiefs of Staff saved Truman from impeachment after the firing. Ridgway took MacArthur's command and held off the Communists with strong forts and entrenchment’s just north of the 38TH Parallel, sending occasional offensives against the Iron Tria... ... terms. Although the United States attempted to keep the war on a very small scale, it quickly snowballed out of proportion, involving China, at times seeming as if it might become a World War III. Looked at another way, though, the Korean War can be considered a success: although the war did at times get out of hand, the US and the USSR were able to avoid direct confrontation, especially since the USSR fought mainly by proxy. Perhaps most importantly of all, though it was fought just five years after Hiroshima and Nagasaki were bombed, the Korean War was not an atomic war, avoiding both the possibility of immediate nuclear and setting a pattern that would continue throughout the Cold War. The Korean War had a huge effect on the US government. One of the main reasons that the war was fought was to stop communism from taking over the world. The war strengthened our relationship with Britain. This war also let the US avoid a confrontation with the USSR, which would have hurt the economy drastically. If this war would not have happen I believe that the world would have been conquered by communism. Instead of living our lavish US life I believe that we would be living like Russia.

Presidents And Affirmative Action :: essays research papers

Presidents and Affirmative Action In 1965, President Lyndon B. Johnson issued Executive Order #11246 at Howard University that required federal contractors to undertake affirmative action to increase the number of minorities that they employ. He wanted to ensure that minorities were recruited to have real opportunities to be hired and then eventually get a promotion. In 1969, the Department of Labor exposed widespread racial discrimination of the Construction Department so President Richard M. Nixon decided to encorporate a system of "goals and timetables" to evaluate federal construction companies according to affirmative action. This idea of "goals and timetables" provided guidelines for companies to follow and comply with affirmative action regulations. During the presidency of Gerald R. Ford, he extended affirmative action to people with disabilities (3) and Vietnam veterns (4) but there were no goals or timetables for these two groups. This type of affirmative action required recruitment efforts, accessability, accommodation and reviews of physical and mental job qualifications. President Jimmy Carter consolidated all federal agencies that were required by law to follow the affirmative action play into the Department of Labor. Before Carter did this, each agency handled affirmative action in its own individual way, some were not as consistant as other agencies were. He created the Office of Federal Contract Compliance Program (OFCCP) in 1978 to ensure compliance with the affirmative action policies. Affirmative action began to go downhill when Ronald Reagan and later George Bush came into office. Affirmative action lost some gains it had made and was mor or less ignored by the Republicans in the White House and in Congress. Affirmative action was silently being "killed" by our federal administrators. But among this destruction there was one positive aspect, the passage of Americans with Disabilities Act of 1990 (5). Finally to the Presidency of Bill Clinton. The Republicans are attempting to scare people into changing their party lines by misusing affirmative action. They are saying that affirmative action is nothing more than a quota (6) or reverse discrimination (7).

Acceptance of Electronic Tax Filing System Essay

LITERATURE REVIEW Governments around the world are started relying on e-government system such as e-filing system to improve their efficiency and effectiveness in tax return. The number of literatures is getting more on e-filing system. According to Azmi and Bee (2010), Azmi et al. (2012), Fu et al. (2006), Schaupp et al. (2010) and Suhani Anuar and Radiah Othman (2010), they assessed the acceptance intention of the e-filing system by using Technology Acceptance Model (TAM) and Theory of Planned Behavior (TPB). In the previous literatures, the determinants of e-filing tax system in the TAM which widely used are perceived usefulness and perceived ease of use. Besides the technology adoption determinants, perceived risk is also an important prediction that used to examine the attitude of taxpayers toward e-filing tax system. In the five existing literatures and studies, perceived usefulness, perceived ease of use and perceived risk are the determinants of variables which used to measure and examine the intention of use or behavioral intention. See more: Defining research problem and setting objectives Essay Perceived usefulness is defined as the user’s perception of the probability of using a system will increase his or her job performance and perceived ease of use is defined as the perception of the degree of effort the user needs to use the system (Azmi and Bee, 2010; Fu et al., 2006). Perceived risk is defined as the perception of the amount of loss or uncertainty that a user will encounter while pursuing a desired outcome (Ng and Bee. 2010; Fu et al, 2006; Schaupp et al., 2010). From the mentioned literature, the other factors which used to examine the intention to use included subjective norms/social influence (Fu et al., 2006; Schaupp et al., 2010), self-efficacy (Fu et al, 2006), facilitating conditions (Fu et al., 2006; Schaupp et al., 2010; Suhani Anuar and Radiah Othman, 2010), amount of information (Suhani Anuar and Radiah Othman, 2010) and optimism bias (Schaupp et al., 2010). Based on the findings, all the results show that the intention of use of e-filing system was largely driven by perceived usefulness. This result  indicates that the behavioral intention of users will increase when perceived usefulness increase because taxpayers would like to have a system which is useful to them. Past researches were inconsistent on whether perceived ease of use was significant positively influence the intention of use. Azmi and Bee (2010) and Suhani Anuar and Radiah Othman (2010) found that perceived ease of use was positively affected behavioral intention. On the other hand, Azmi et al. (2012), Fu et al. (2006) and Schaupp et al. (2010) shows that perceived ease of use was negatively affected behavioral intention which was insignificant influence. The contrary results might reveal some taxpayers do not think that an easy system could affect their intention to use e-filing system because they might have their own point of view. While some other taxpayers would like to have an easier system to assist them in dealing with tax return. According to Azmi and Bee (2010), Azmi et al. (2012) and Suhani Anuar and Radiah Othman (2010), they found that perceived ease of use has the significant positive influence on perceived usefulness. This justifies that a user-friendly system is considered as useful system to consumers.

Innovation Report for Bajaj

1. A critical review of its overall business strategy. (15%) Introduction of the company The group was founded in 1926, from the height of the British independent movement in India has a glorious history. Bajaj Group is one of the top 10 commercial establishments in India. Its footprint across a wide range of industry sectors, including automobiles (two-wheelers and three-wheelers). The Group's flagship company, Bajaj Auto, is listed as the world's fourth largest two-and three-wheeled motorcycle manufacturer Bajaj brand is well-known in several countries of Latin America, Africa, Middle East, South Asia and Southeast Asia. ttp://www. bajajauto. com/bajaj_corporate. asp * Company profile, (vision ,mission, brief history) Vision and Mission Statement Bajaj line of, vision and mission statement they defined its brand essence and brand value. The corporate brand is the visual expression of their own thoughts and actions convey their intent to continue to inspire confidence. The essence o f their brand, the brand is the soul of the enterprise. They are doing their own brand value, its value learning, innovation, perfection, speed and transparency. ValueLearning Learning is to how Bajaj ensure positive. This is a value; it contains a knowledge platform for building a moderately prosperous notice, reasonable and decisive action. Innovation Innovation is how Bajaj creating the future. This is a value, triggering significant beyond the pursuit of more than ordinary. Perfect Perfection Perfect is how Bajaj Jishu Li new standard. This is a value to show our determination, Excel, and efforts to establish a new benchmark, all the time. Speed Speed how Bajaj convey the clear conviction.This is a value; significant response reflects our commitment to our goals and process. Transparency Transparency is how Bajaj characteristics. It is a value worth through the credibility of integrity, trust sensitivity and loyalty through interdependence. http://corporatemissions. blogspot. s g/2007/10/bajaj-auto. html A Brief History – Integrity, dedication, resourcefulness and determination to succeed, today is the characteristics of the group, often be traced back to its birth in those days the tireless dedication to a common cause.Jamnalal Bajaj, founder of the Group, is a close friend and disciple of Mahatma Gandhi. In fact, Gandhi had by him and his son. This close relationship, deeply involved in his independence movement did not leave Jamnalal Bajaj too much time is spent in his new commercial enterprise. In 1942, his son, Kamalnayan Bajaj, then 27, took over the business rule. He is too close to Gandhi's independence in 1947, his business is able to give his full attention. Kamalnayan Bajaj not only consolidated the Group, but also extended to a variety of production activities.The Rahul Erbaguji, Chairman of the Group, is responsible for the business in 1965. Under his leadership, the turnover of the Bajaj Auto's flagship company from INR. 72 million INR . 120 billion, its expanding product portfolio and brand to find a global market. He is one of India's most distinguished business leaders, his business acumen and entrepreneurial spirit to be respected and internationally. * Company current business situation of the company. as per the above chart company financial position is mush stable and in a strong shoes of profitability. ompany is growing and developing back to back year by year. that's the reason behind it; it started recognizing as India's top two wheeler company and even company started globalizing very fast, it started creating footprints all over the world. before these last three years company face few number of looses that's the reason because of international crises. one of the another reason for these good business is its most challenging innovative products and its products demand in the market, today customers wait for the innovative product of the company. Current product/technology/process/patent that the compan y is having. Product- Currently Bajaj auto deals in both two wheelers and three wheelers vehicles. Technology Take a long time, use DTSI technology; Bajaj introduced the three Terry Poole SPRAK plug technology spark plug in the part-load conditions for better fuel efficiency, provide unprecedented performance and efficiency – and best combustion, and to ensure low emissions. Process Technology, this new status symbol Change a new, vibrant Bajaj Auto Is in close contact with customers, and believe in Speed nd innovation, to create excitement Through its products, focus on transparency. It is an identity, is to inspire confidence. It represents a new India Company. Patent Patent is in the two-wheeler sector product quality, technology up-gradation, customer service, changing environment http://www. universityessays. com/example-essays/english-language/the-bajaj-auto. php http://www. universityessays. com/example-essays/english-language/the-bajaj-auto. php#ixzz2Dn3XEfa3 * Curre nt industry (what is happening that can affect the business.Bajaj Auto introduced a new graphics engine as promised Bajaj India has launched the new 2012 models pulsars in January 2012. It was named â€Å"pulsar 200ns of. It is cooled by the liquid 200cc engine of 23. 17 horsepower at 8000 rpm at 9500rpm for a maximum torque of 18. 3 nm. However, it is expected that Bajaj pulsar line to rise. The face-lift is very necessary, because the pulsar was launched nearly a decade ago. Anyway, 200ns pulsar is a new product; new exhaust layout is now below 200 Duke Engine. The pulsar 200ns new styling and technology.It has a new design alloy wheels, instrument panel, fuel tank and the side of the spoon. http://autos. maxabout. com/bikes/bajaj/pulsar-2008/pulsar-200 2. Why is it necessary for them to employ innovation into the company (20%) (Application of theory from your lectures is required. ) Your analysis on innovation will focus on any of the following within the MNC(select min 2 theori es) You are expected to link /incorporate theories into the focus areas that you write. You are required to identify what is the issue that drives them to innovation.Thus you need to write on drivers to innovation. * Materials technology DTSI technology DTS-Fi wireless network connection and DTS-SI engine technology mother is very fuel-efficient. Engine technology also helps to reduce emissions and keep the environment clean and green. Technical innovations include new products and processes, product and process technology changes. If it has been on the market an innovation (product innovation) has been implemented. For example: – Bajaj Pulsar 200 NS bike next technological innovation known as pulsars, it is found these days in Mumbai.Reveal of technology innovation Bajaj car in the pulsar 2001 season and release pulsar in the last edition of the 2009 season. The organization also proposed that all release occurred in the pulsar motorcycle. The pulsar 200 NS is a 4-valve pres sure stage of technological innovation curiosity multiple technical innovation, providing better gas range and efficiency of the results. NS bare game. DTSI technology- Patented technologies pulsar follow road, the R & D lab bike competition.In the Automotive industry, driven technology innovation in different parts of the vehicle, and this trend will continue to be observed in all the major areas such as chassis, powertrain, electronics and security, among others. Such technical developments will occur not just in these areas, the arrival of new modular assembly techniques will transform the court systems and methods together. http://www. anticiv. info/tag/technological-innovation/ http://stats. oecd. org/glossary/detail. asp? ID=2688 http://www. efytimes. com/e1/fullnews. asp? edid=16466 * Factory process controlProcess innovation is the implementation of a new or significantly improved production or delivery method (including significant changes in technology, equipment and / or software) small changes or improvements to increase the capacity of production or service through increased production or logistics systemis very similar to those already in use, stop using it not be seen as a process, simple capital replacement or extension, change purely from changes in the prices of the factors of production, customization, regular seasonal and cyclical nature of the change, the new trading or significantly improved product innovation. http://www. innoviscop. com/en/definitions/process-innovation For example: – Bajaj Auto â€Å"Total Productive Maintenance† as a means to create a safe and participative work environment, the goal is to eliminate the loss of all employees, to continue to enhance the capacity, flexibility, reliability and ability to process, resulting higher staff morale to improve the profitability of the organization. The re-design of the processes, manufacturing approach was changed towards Lean Manufacturing (in lines of Toyota Pro duction System). Moving Towards lean production Changes in the results and focus – * Retain professional and critical process of internal and outsource the rest. * Multi-model assembly line and off-line settings. * Flexible machining centers – quick-change modules and tools. * One-way flow of plant layout. Lean production plants in the chakan plant * Process quality assurance (testing). * Quality Assurance SPC error proofing. * Rationalization of suppliers – to consolidate in the first-tier suppliers. * Direct line supply on the basis of pull systems (kanban). * Non-store materials and products promising. Multi-skilled labor, self-monitoring and self-certification. TPM (Total Productivity Management), a Japanese methodology a SPC (Statistical process Control), manufacturing operation. http://www. scribd. com/doc/22572622/Bajaj-Auto * MarketingDesign A closer look shows that about 40% of the R & D expenditures original equipment manufacturers and suppliers of all investments into innovation, never let the bike or never produced in sufficient quantities, due to the lack of market acceptance. Remaining 60% to 20% of necessary serial development.Another 20% is to fulfill the law of innovation, but does not add to the unique nature of the product. Under normal circumstances, these innovations do not pay off. This makes 20% of the profitable innovation investment, leaving only a small. More and more technology intense fighting in the sweet spot. Moment only about 10% of the development of automotive technology has the potential to become a blockbuster innovation. These technologies combine the two most relevant categories: the first category, the market potential is huge, including the purpose of the function, customer recognition, compliance and price level.Other classes, the high degree of innovation, the establishment of the technical differences in the market, better protection of intellectual property rights, high profits and long-term harv est. http://www. oliverwyman. com/pdf_files/CarInnovation2015_engl. pdf http://www. oliverwyman. com/pdf_files/CarInnovation2015_engl. pdf 3. What are the challenges when deployment of this innovation? (20%) Define the type of innovation use and how have they been deployed. Product innovation and challenges Write on the challenges encountered by the company when they introduced innovation. How are they overcome.What is the success todate? Compare with the previous before innovation. Support with evidence. Occupy wheeler market in India three years later, at the end of 1999, BAL consumer preferences change from the four-stroke motorcycles, motorcycle engines and forecast that this trend will continue in a higher scale. Motorcycle Sales in 2001 decreased by 41%, which is a real threat to the existence of BAL. A new set of emission standards (equivalent to Euro II emission standards) into force in 2000 two-stroke gasoline engine. Therefore, the scooters out of favor with the two-stroke engine.Applying the modified model proposed above, Bajaj Auto was losing market share due to change in consumer preferences, development of new market segments, and the availability of better products and scooters manufactured by their competitors. In the first step, the President of company Rahul Bajaj which is a change agent also identified the need for change suggested by Kurt Lewin, the current situation of making AIR hired conscious problems, a performance gap and the need for change. At the same time, he was commissioned and provided new leadership roles to the younger generation such as Rajiv Bajaj (Managing Director).In an attempt to regain market share, the company increased its production by 67. 6% in 2001 as a production motorcycle GEARED scooters fell by 44%. By 2001, the company was making as many as motorcycle gear Couple of Challenges Bajaj auto faces in between the ongoing process of innovation like lake of finance, public demand etc. The biggest challenge Bajaj aut o faces is to introduce new face product in the market for which Bajaj auto is not recognized in the market, problem was hesitating will customer like the innovation or not.The second thing making barriers in doing innovation is searching for knowledge employees. Bajaj find very difficult in searching for well skilled labor and even in molding the resident employees in the changing and innovating procedure in introducing new product. Because the stage was very crucialfor company when they started applying innovation even competitors was very aggregative in doing the same so company was left with no other option then creating successful innovation. Played an important role in the success of this phase of the leadership qualities change agent change.Change agent in the chair, the current market environment analysis and to identify the importance of change, in order to maintain market share and bring success on the road to pull Hu Erbaguji, who is our mission. He figured out in differe nt areas, such as the implementation of paragraph cruise segment, the high-end market, the best, etc. He also introduced into the company of young people, to give them more power to create customer surveys and general production requirements the idea is very important in a highly competitive market.Time and again, the 500 R and huge after the siege. Bajaj Auto Limited's portfolio, this change, these changes in a very short time after launched a new version of the motorcycle in every aspect, as part of the implementation of the â€Å"Boxer† and â€Å"character†, â€Å"the destroyer cruise segment ‘push', ‘the Avengers' and' found in the high-end market, the motorcycle industry in India, which is a huge success. This shift public by Bajaj scooter motorcycle thinking stereotype, especially the new generation, who are looking for more performance and stylish bike caused a huge impact.The turning point in this process of change is the introduction of the produc t, ‘Knock' and ‘DTSI technology, to help them capture their names under the two-wheeler market, and victory over their rivals Hero Honda. ‘ In June 2006, the company announced its plans to increase the production capacity from 3. 5 million units in 2009 to 5. 1 million units a year, of which two-wheelers is 4. 6 million units of capacity. According to their plan, they recently launched 220cc variant of its popular pulsar motorcycle. 004 Bajaj Auto to change their old identity and create a new logo and brand line, in order to update its new brand identity. This proved something of a visual help to clarify the organization needs to move in the direction (Cote, 2007). These visions and their achievements, the stability of the organization in a new state of equilibrium. http://www. ukessays. com/essays/india/bajaj-auto-limited. php 4. Evaluate Business Success (40%) Compare the before implementation ( market share/position/revenue/process/structure/strategies†¦ et c) to today’s outcome.Contrast them in terms of your writing ( theories you apply). Product innovation DTSi technology DTS-I A patented technology, achieved the pulsar follow road, the R & D lab bike competition. In the heart of each pulsar is one of the country's most advanced engine technology. DTS-i system. A technological marvel to ensure the highest performance, lowest consumption and emission levels possible. We will be happy to let a Pulsar maniac like you to know this breakthrough technology behind the secret of the pulsar. DTS-i engine Dual-spark ignition Normal ignition system has a single spark plug.Spark-generated flame front will take some time to reach the entire combustion chamber. Therefore, the combustion of the air – fuel mixture is slow and incomplete. The case of two spark plugs, both spark plugs fire simultaneously. This simultaneous firing and eddy current, in the complete combustion of the air – fuel mixture results. This action is the DTS -i digital control system (dual spark plug Smart CDI, TRICS III) Interests -Complete combustion of the air – fuel mixture without sacrificing mileage output case, gives the maximum power. To ensure that the emissions of environmentally friendlyDTS-i engine TRICS III Power and torque requirements constantly change, depending on the rider cruising, acceleration or high speed / maximum speed. The throttle response ignition control system – III is an intelligent system that can quickly adapt to the ignition time, in order to adapt to different riding characteristics. Interests: TRICS III will help to achieve a good balance between the low-to mid-range torque and top-end power. This helps to easily ride in different conditions, such as flyovers, hilly terrain, dense traffic and highway cruising The TRICS III patent Bajaj Motors LimitedDTS-i engine Intelligent C. D. I. Intelligent capacitor discharge ignition contains a microprocessor, which continuously sensing a different speed and the engine load, and by changing the ignition timing in response. The memory of the microprocessor together work with TRICSIII system, provide optimum ignition timing for any given engine speed, thereby obtaining the best combustion performance. Interests: Improve fuel efficiency and reduce engine noise and vibration, smoother power delivery. Bajaj Auto's patent Smart CDI DTS-i engine EXHAUSTECExhaust is a device that is registered in the exhaust system. TEC representative of torque expansion chamber. It is fitted into a tuning box (resonators) of the exhaust manifold The low speed area, ExhaustTEC helps to create a negative pressure pulse (vacuum) of the exhaust valve to suck the air – fuel mixture into the more the intake valve opening the cylinder. Interests: ExhaustTEC produce high torque. Does not require frequent shifting of flow, as the vehicle, even in the lower speed higher gear pull capability. ExhaustTEC patented by Bajaj Auto Ltd. 4 VALVESThe combustion chamber has 1/3 of the area covered by the valve head of a typical 2-valve engine, but an increase of more than 50% 4-valve head region. Also improved due to the flow passage area of the intake port and an exhaust valve port / channel. This is conducive to the induction of more the amount of charge (air – fuel mixture), and all the combustion gas of the combustion chamber is evacuated to ensure faster, cleaner and more efficient combustion. This engine has two intake and 2 1, 2-valve engine into a gas and the exhaust valve of the exhaust valve.These valves are small compared to the 2-valve engine, light weight. 4 valves (two intake and two exhaust valves), to improve the breathing method – the engine's intake and exhaust process†¦ PULSAR CLASSIC 2000 – 2001 October 2001 The nineties witnessed ‘and' generation was born. Work hard and party hard, Western and Indian values. The calm young Indians, masculine, stylish, well-deserved different. But they get a 100cc commuter bike. Changedforever in 2001. The first generation of pulsar is a huge success. It is not only the introduction of a new motorcycle, but also to create a new dimension – performance.When the family to discuss mileage, pulsar riders start talking about torque, rebound power – weight ratio. With pulsars, the bike no longer just a means of transport, rather than the person with the machine between the relationships began to be forged. Pulsar launch two variants, 150 ml and 180 ml, is indeed the man† PULSAR UG1 2002 – 2003 October 2003 Since the time of its launch pulsar ruled the heart of this country has been the rule of the road, and its first upgrade. Sold more than three times higher than competitive cycling, the pulsar is a rapidly bad boy on the block.Revolutionary DTS-i technology, introduced in the the excessive competition pulsar bike, it still has a clear competitive advantage. DTS-I's advertising campaign, along with the launch of this generation pulsar also redefined the Indian motorcycle ad – This is the first bike ads show one wheel off the ground bike – irreverent image pulsar was born. Increase power to 16 and 13 PS 180 and 150, respectively. PULSAR UG2 2004 – 2005 November 2004 Each pulsar upgrade two aspects – styling and technology. Significant change at the same time, each time re-defined section.The game continuously toes try to keep at least just to keep behind the pulsar pulsarpulsar madman ahead. The UG2 many technology upgrades, launched during this period until the date of the pulsar, and a standard in the industry – 17 â€Å"alloy wheels, allowing greater suspension travel, nitrogen oxide suspension and the legendary ExhausTEC. In shape on the wider rear tire, tire environmentalists and all black cast Pulsar180. Improve the power of the 180 and 150, respectively, in 16. 5 and 13. 5 PS†¦ PULSAR UG3 2006 October 2006 Pulsar road in 2006, crossed the one million mark, many pulsar madman.Pulsar is no longer just a bike, which is a youth brand, and market leader in the field of sports, with a 50% market share, and that is to keep to the date. Our leadership, through hard work and toil Bajaj Auto Team – UG3 number of the largest total upgrade, ushered in the digital age. This is the first time, digital odometer, backlight switch, self-cancel indicators, and LED taillights introduced. Multiple sensors and digital mixer bike rider's overall performance, a lot of information, and promote additional power, to pulsars thrown confidence. The increased power of 14 PS 150 PULSAR200 DTS-I PULSAR220 DTS-FI 2007 – 2008February 2007 India's first bike to break 200 ml obstacles on the road – Pulsar 200 and 220. Change and Pulsar bike in India once again lead this revolution. Although 200CC is equipped with a carburettor, 220cc fuel injected! These babies might throw downs power of 18 and 20 ps, and blatantly oil cooler. 220 al so have front and rear disc brake. PULSAR UG4 2009 May 2009 On Road 2,000,000 pulsar delivered in three years, more than 3 million of the total number of pulsars India. This time to the sports field is also extended to the more than 15 brands from all the major manufacturers, such as Honda, Yamaha, Hero Honda, TVS.The segment accounted for about 17% of the total motorcycle sales, pulsar, its 50% market share, it still maintained a half contribution. 150 the clip-handle and 15Ps of power in February 2010. January 2010 Looking for the legendary 200 customers and the general public needs Pulsar220 also launched a deep-rooted in the minds of a Street Fighter avatar. The fastest growing segment in the motorcycle industry, 50% of the market share, more than 4 million of the pulsar is sold. Exports to over 30 countries, the pulsar is by far the biggest brands in the Indian motorcycle and eyes hegemony in the world soon. ttp://mypulsar. com/technology. aspx http://mypulsar. com/history. asp x Process Innovation Model in the late 1990s, the early 2000s – will lean production * economic situation, development through liberalization * Fierce competition. * Improve the customer's wishes – More models and upgrades. Third level * 110% of the to do the project in the late 1990s, Bajaj Auto Lean Manufacturing at Chakan Plant * Re-design process, manufacturing methods, and change to * lean production (Toyota Production System) line. * TPM (Total Productive Management), Japan's methods and SPC (statistical process control) manufacturing operations. Moving towards Lean Manufacturing * The result of the change and focus – * Retention of professional and critical process of internal and outsource the rest. * Set more model assembly line and off line. * Flexible machining centres – quick-change modules and tools. * The plant layout * The single one-way flow. Lean Manufacturing at Chakan Plant * The process of quality assurance (testing). * By SPC error pr oofing quality assurance. * Rationalization of suppliers – to consolidate in a supplier. * Directly online supply based on pull systems (kanban). Of shops promising material and products. * Multi-skilledlabor force, self-monitoring and self-certification. Towards lean manufacturing – a huge change * This is a huge change. * Bajaj car driving through the railway's new factory. * (About 20 km away from Pune plant) * A small number of major suppliers of railway factory. * Improve our near these plants, which gives a good advantage. Lean Manufacturing at Chakan Plant * The project 110% was supported by Project 110% IT. * Bajaj Auto implemented SAP ERP. * Towards lean manufacturing – IT support * supply chain processes MRP planning schedule * Schedule SAP portal vendors visibility. * that is based on daily necessities supply lines consumption. * The introduction of the E-Kanban. † * supplies sequencing the paint shop, assembly line production schedule synchroni zation. * JIT supply (our request) the major suppliers – * Components and sub-assemblies in accordance with JIT requirements * Supply, in 2-4 hours’ time interval. Towards Lean Manufacturing – Electronic Kanban * material supply and service revenue * Create on the the electronic billboards line the consumption in the system. Suppliers establish open E-Kanban quantity invoice. * verify invoice after upload to our SAP system * The use of Internet-based EDI. * Unique ASN (advanced shipping notice), each power supply. * EDI numbers is what we call * Then printed on the invoice number of bar code EDI. * Forwarded by scanning EDI No. materials in plants * The creation of genetic resources without the need for manual data entry. Towards lean manufacturing – * Hair this lean supply process results. * productivity per employee – Vehicles – increase10 ten * Component inventory – reducing the stock of the week and a half shift. finished goods in ventory – to reduce the stock of one to three days * Quality improvements – Improved 20000 PPM