vikal

A

PROJECT REPORT ON

STUDY AND FABRICATION

OF

FLEXIBLE ROAD DIVIDERSUBMITTED BY

------------

---------

----------------

---------------

---------------

PROJECT GUIDE

PROF. --------------------

H.O.D.

PRINCIPAL

PROF.------------

SHRI.------------------

DEPARTMENT OF MECHANICAL ENGINEERING.-----------------

-----------200----200---

---------------------------------

200----200---

C E R T I F I C A T E

Certified that this Report submitted by Shri/Kum -------------------- Roll/Seat No. ----------------------------a student of FINAL YEAR of the course in ---- IN MECHANICAL ENGINEERING as a part of Seminar / Project work as prescribed by the Board of Technical Examination for the subject -------------------------------- And that I have instructed/guided him for the said work from time to time and I found him to be satisfactorily progressive; And that following students were associated with him for his work. However his Contribution was proportionate :1. -------------------------------- 4.-------------------------

2.--------------------------------- 5.-------------------------

3.---------------------------------

And that the said work has been assessed by me and I am satisfied that the same is upto the standard envisaged for the level of the course. And that the said work may be promoted to the External Examiner.

[NAME OF GUIDE & SIGN] [NAME OF H.O.D & SIGN] [NAME OF PRINCIPAL & SIGN]

DATE----------------- DATE-------------------- DATE------------------------------ --------------------------- ( -- )

200-----200--------

S U B M I S S I O N

I, ( Full Name) Shri /Kum -----------------------Roll/ Seat No.-------------------- a student of FINAL YEAR of the course in DIPLOMA IN MECHANICAL ENGINEERING humbly submit that I have completed from the Seminar / Project work as described in this Report from time to time by using my own skill and study between the period From AUGUST 200 TO APRIL 200 as per the instruction / guidance of (Name of Teacher)----------------------------------

And that, following students were associated with me for this work. However, the teacher has approved quantum of my contribution. And that, I have not copied the Report or its an appreciable part from any other Literature in contravention of the academic ethics.

1. -------------------------------- 4.-------------------------------------

2.--------------------------------- 5.-------------------------------------

3.---------------------------------

Date:----------------------

( Signature of the Student)

------DEFINATION OF PROJECT------

P => Planning before carrying out the work R => Raw material required for the work O => Organization of the work J => Joint effort put in to the work.

E => Estimation of material required in the work.

C => Costing of the work.

T => Techniques used in performing.Acknowledgement

We express esteemed gratitude and sincere thanks to our worthy lecturer guide PROF. -------------- our vocabulary do not have suitable words benefiting to high standard at knowledge and extreme sincerity, deviation and affection with they have regularly encouraged us to put heart and soul in this work.

We are also thankful to our H.O.D. PROF. ----------- whose advices and kind co-operation wrought out through discussion provide for completion of this project and also thanks to our workshop superintendent and all the Assistants, who helped a lot, for completion of this project.

We also convey great thanks to our Honorable Principal ---------------- who helped a lot for completion of this project.

Our parents and relatives who always bear with us in very critical situation have contributed a great deal in making this for us. As we give expression to our love and appreciation for them our heart infill.

Thanking.

INDEX

Sr.No Name the topicsPage

1ABSTRACT

2NEED FOR PROJECT

3SELECTION OF PROJECT

4INTRODUCTION OF NON-CONVENTIONAL ENERGY

5SOURCES OF ENERGY

6WORKING OF PROJECT

7METHODOLOGY

8LITERATURE SURVEY

9MACHINE DESIGN

10MANUFACTURING

11ADVANTAGES & DISADVANTAGES

12GENERAL GUIDELINE

13MAINTENANCE

14COST ESTIMATION

15PRECAUTIONS & SAFETY

16BIBLIOGRAPHY

FIGURES

SR NO.DESCRIPTIONPAGE NO

1Set up flow diagram

2

3

4

5

6

7

8

9

10

11

12

13

CHAPTER-01

ABSTRACT

A road is an identifiable route, way or path between places. Roads are typically smoothed, paved, or otherwise prepared to allow easy travel; though they need not be, and historically many roads were simply recognizable routes without any formal construction or maintenance. Traffic flows on the right or on the left side of the road depending on the country. In countries where traffic flows on the right, traffic signs are mostly on the right side of the road, roundabouts and traffic circles go counter-clockwise, and pedestrians crossing a two-way road should watch out for traffic from the left first. In countries where traffic flows on the left, the reverse is true.

About 34% of the world by population drive on the left, and 66% keep right. By roadway distances, about 28% drive on the left, and 72% on the right, even though originally most traffic drove on the left worldwide.Road construction requires the creation of a continuous right-of-way, overcoming geographic obstacles and having grades low enough to permit vehicle or foot travel. and may be required to meet standards set by law or official guidelines. The process is often begun with the removal of earth and rock by digging or blasting, construction of embankments, bridges and tunnels, and removal of vegetation (this may involve deforestation) and followed by the laying of pavement material. A variety of road building equipment is employed in road building.

After design, approval, planning, legal and environmental considerations have been addressed alignment of the road is set out by a surveyor The Radii and gradient are designed and staked out to best suit the natural ground levels and minimize the amount of cut and fill. Great care is taken to preserve reference Benchmarks

Roadways are designed and built for primary use by vehicular and pedestrian traffic. Storm drainage and environmental considerations are a major concern. Erosion and sediment controls are constructed to prevent detrimental effects. Drainage lines are laid with sealed joints in the road easement with runoff coefficients and characteristics adequate for the land zoning and storm water system. Drainage systems must be capable of carrying the ultimate design flow from the upstream catchment with approval for the outfall from the appropriate authority to a watercourse, creek, river or the sea for drainage discharge.

A Borrow pit (source for obtaining fill, gravel, and rock) and a water source should be located near or in reasonable distance to the road construction site. Approval from local authorities may be required to draw water or for working (crushing and screening) of materials for construction needs. The top soil and vegetation is removed from the borrow pit and stockpiled for subsequent rehabilitation of the extraction area. Side slopes in the excavation area not steeper than one vertical to two horizontal for safety reasons.

Old road surfaces, fences, and buildings may need to be removed before construction can begin. Trees in the road construction area may be marked for retention. These protected trees should not have the topsoil within the area of the tree's drip line removed and the area should be kept clear of construction material and equipment. Compensation or replacement may be required if a protected tree is damaged. Much of the vegetation may be mulched and put aside for use during reinstatement. The topsoil is usually stripped and stockpiled nearby for rehabilitation of newly constructed embankments along the road. Stumps and roots are removed and holes filled as required before the earthwork begins. Final rehabilitation after road construction is completed will include seeding, planting, watering and other activities to reinstate the area to be consistent with the untouched surrounding areas. Processes during earthwork include excavation, removal of material to spoil, filling, compacting, construction and trimming. If rock or other unsuitable material is discovered it is removed, moisture content is managed and replaced with standard fill compacted to 90% relative compaction. Generally blasting of rock is discouraged in the road bed. When a depression must be filled to come up to the road grade the native bed is compacted after the topsoil has been removed. The fill is made by the "compacted layer method" where a layer of fill is spread then compacted to specifications, the process is repeated until the desired grade is reached.

CHAPTER-02

NEED FOR PROJECT

In our country due to increased paying capacity, advanced lifestyle and rapidly growing industrialization, the need & demand of transportation is increasing day- by- day. The number of vehicles rolling on the road is increasing daily. Hence chances of accidents are increasing while crossing the road especially by the children and old persons. So it became necessary to install the road divider which is flexible in nature. The basic road divider are those which is fixed and divide road in equal part but the need of traffic is that in the pick hour one side of road is jam and other side of road is free out of traffic which causes uncomfortable to driver on both side. So we are going to decide to design and develop such a traffic control system in which divider it self make movable during pick hour divider is sifted portion of road to make relief to drive vehicles.

We know insulation of our system is coastally and difficult but once this system is install problem of road traffic is solved.

CHAPTER-03TYPES OF ROADVarious types of road are in use around the world. Roads range in size from private driveways, to the stereotypical two-lane highway, to high capacity dual carriageway routes, such as freeways, motorways and high-quality dual carriageways. The names associated with a particular type of road vary around the world, and many names are partially equivalent but not exactly equivalent to each other. As a result, the name given to a road in one country could apply to a different type of road in another country. Details for each road type are covered in the specific articles about each type of road.

Road materialsRoads are constructed from many materials. The material used depends on local conditions and other factors such as the amount of traffic the road is designed for and the weight of the vehicles allowed to use the road. Some of the materials used to build roads includes:

Asphalt concrete

Brick

Cobblestone

Concrete

Gravel road

Ice road

Descriptive road termsSome terms used to describe roads cover characteristics of the road and can be used on many types of roads. These terms include:

Dual carriageway (also known as a divided highway)

Toll road

Low capacityLow capacity roads are generally low speed local roads serving a particular village, town, neighborhood, or city. They provide access to and from roads designed with higher capacities and for higher speeds. They often also serve the broadest variety of road users such as pedestrians, automobiles, motorcycles, trucks, animals, wagons, and carriages. This category includes:

Alley

Arterial road

Court

Cul-de-sac

Driveway

Frontage road

Lane

Road

Street

High speed roadsMost countries have major roads of medium capacity that connect cities, places, other routes, or other significant points of interest. They may have multiple lanes of traffic, a median or central reservation between lanes of opposing traffic, and partial access control (ramps and grade separation). Often they are restricted to motorized vehicles that can maintain high speeds. However, they can also be as simple as a two-lane shoulderless road.

These roads go by names like:

2+1 road

2+2 road

High-quality dual carriageway

Expressway

Farm to Market Road

Highway

Parkway

Super two

High speed restricted access roadsMost high capacity roads are built to a higher standard than general purpose roads. In order to provide for higher traffic volumes, access is restricted to certain categories of motorized vehicles and limited to a certain number of access points where grade separations and ramps enable through traffic to proceed without interruption. These high capacity routes are almost always divided.

Multi ModalMulti-modal roads are a newer concept in which a dedicated HOV or carpool lane is also set with light rail tracks. This single lane serves dual purpose of providing priority to Buses, Lightrail, as well as carpools.

Mathematical theoriesSome traffic engineers have attempted to apply the rules of fluid dynamics to traffic flow, likening it to the flow of a fluid in a pipe. Congestion simulations and real-time observations have shown that in heavy but free flowing traffic, jams can arise spontaneously, triggered by minor events ("butterfly effects"), such as an abrupt steering maneuver by a single motorist. Traffic scientists liken such a situation to the sudden freezing of supercooled fluid.[3] However, unlike a fluid, traffic flow is often affected by signals or other events at junctions that periodically affect the smooth flow of traffic. Alternative mathematical theories exist, such as Boris Kerner's three phase traffic theory.

Because of the poor correlation of theoretical models to actual observed traffic flows, transportation planners and highway engineers attempt to forecast traffic flow using empirical models. Their working traffic models typically use a combination of macro-, micro- and mesoscopic features, and may add matrix entropy effects, by "platooning" groups of vehicles and by randomising the flow patterns within individual segments of the network. These models are then typically calibrated by measuring actual traffic flows on the links in the network, and the baseline flows are adjusted accordingly.

Economic theoriesIndia's economic surge has resulted in a massive increase in the number of private vehicles on its roads overwhelming the transport infrastructure. Shown here is a traffic jam in Delhi.

Congested roads can be seen as an example of the tragedy of the commons. Because roads in most places are free at the point of usage, there is little financial incentive for drivers not to over-utilize them, up to the point where traffic collapses into a jam, when demand becomes limited by opportunity cost. Privatization of highways and road pricing have both been proposed as measures that may reduce congestion through economic incentives and disincentives. Congestion can also happen due to non-recurring highway incidents, such as a crash or roadworks, which may reduce the road's capacity below normal levels.

Economist Anthony Downs, in his books Stuck in Traffic (1992) and Still Stuck in Traffic (2004), argues that rush hour traffic congestion is inevitable because of the benefits of having a relatively standard work day. In a capitalist economy, goods can be allocated either by pricing (ability to pay) or by queueing (first-come first-serve); congestion is an example of the latter. Instead of the traditional solution of making the "pipe" large enough to accommodate the total demand for peak-hour vehicle travel (a supply-side solution), either by widening roadways or increasing "flow pressure" via automated highway systems, Downs advocates greater use of road pricing to reduce congestion (a demand-side solution, effectively rationing demand), in turn plowing the revenues generated therefrom into public transportation projects. Road pricing itself is controversial, more information is available in the dedicated article.

ClassificationQualitative classification of traffic is often done in the form of a six letter A-F level of service (LOS) scale defined in the Highway Capacity Manual, a US document used (or used as a basis for national guidelines) worldwide. These levels are used by transportation engineers as a shorthand and to describe traffic levels to the lay public. While this system generally uses delay as the basis for its measurements, the particular measurements and statistical methods vary depending on the facility being described. For instance, while the percent time spent following a slower-moving vehicle figures into the LOS for a rural two-lane road, the LOS at an urban intersection incorporates such measurements as the number of drivers forced to wait through more than one signal cycle.[4]Negative impactsTraffic congestion detector in Germany.

CountermeasuresIt has been suggested by some commentators[who?] that the level of congestion that society tolerates is a rational (though not necessarily conscious) choice between the costs of improving the transportation system (in infrastructure or management) and the benefits of quicker travel. Others[who?] link it largely to subjective lifestyle choices, differentiating between car-owning and car-free households.

Road infrastructure Junction improvements

Grade separation, using bridges (or, less often, tunnels) freeing movements from having to stop for other crossing movements

Ramp signalling, 'drip-feeding' merging traffic via traffic signals onto a congested motorway-type roadway

Reducing junctions

Local-express lanes, providing through lanes that bypass junction on-ramp and off-ramp zones

Limited-access road, roads that limit the type and amounts of driveways along their lengths

Reversible lanes, where certain sections of highway operate in the opposite direction on different times of the day/ days of the week, to match asymmetric demand. This may be controlled by Variable-message signs or by movable physical separation

Separate lanes for specific user groups (usually with the goal of higher people throughput with fewer vehicles)

Bus lanes as part of a busway system

HOV lanes, for vehicles with at least three (sometimes at least two) riders, intended to encourage carpooling

Slugging, impromptu carpooling at HOV access points, on a hitchhiking or payment basis

Market-based carpooling with pre-negotiated financial incentives for the driver

[edit] Urban planning and designCity planning and urban design practices can have a huge impact on levels of future traffic congestion, though they are of limited relevance for short-term change.

Grid plans including Fused Grid road network geometry, rather than tree-like network topology which branches into cul-de-sacs (which reduce local traffic, but increase total distances driven and discourage walking by reducing connectivity). This avoids concentration of traffic on a small number of arterial roads and allows more trips to be made without a car.

Zoning laws that encourage mixed-use development, which reduces distances between residential, commercial, retail, and recreational destinations (and encourage cycling and walking).

Carfree cities, car-light cities, and eco-cities designed to eliminate the need to travel by car for most inhabitants.[5]

HYPERLINK "http://en.wikipedia.org/wiki/Traffic_congestion" \l "cite_note-5#cite_note-5" \o "" [6]

Transit-oriented development are residential and commercial areas designed to maximize access to public transport.

Supply and demandSee also: Transportation Demand Management HYPERLINK "http://en.wikipedia.org/wiki/File:Autoroute_M25.jpg" \o "Enlarge"

INCLUDEPICTURE "http://en.wikipedia.org/skins-1.5/common/images/magnify-clip.png" \* MERGEFORMATINET

Widening works underway on the M25 motorway to increase the number of lanes.

Congestion can be reduced by either increasing road capacity (supply), or by reducing traffic (demand). Capacity can be increased in a number of ways, but needs to take account of latent demand otherwise it may be used more strongly than anticipated. Critics of the approach of adding capacity have compared it to "fighting obesity by letting out your belt" (inducing demand that did not exist before).[7]

HYPERLINK "http://en.wikipedia.org/wiki/Traffic_congestion" \l "cite_note-7#cite_note-7" \o "" [8] Reducing road capacity has in turn been attacked as removing free choice as well as increasing travel costs and times.

Increased supply can include:

Adding more capacity at bottlenecks (such as by adding more lanes at the expense of hard shoulders or safety zones, or by removing local obstacles like bridge supports and widening tunnels)

Adding more capacity over the whole of a route (generally by adding more lanes)

Creating new routes

Traffic management improvements (see separate section below)

Reduction of demand can include:

Parking restrictions, making motor vehicle use less attractive by increasing the monetary and non-monetary costs of parking, introducing greater competition for limited city or road space.[9] Most transport planning experts agree that free parking distorts the market in favour of car travel, exacerbating congestion.[10]

HYPERLINK "http://en.wikipedia.org/wiki/Traffic_congestion" \l "cite_note-10#cite_note-10" \o "" [11]

Park and ride facilities allowing parking at a distance and allowing continuation by public transport or ride sharing. Park-and-ride car parks are commonly found at metro stations, freeway entrances in suburban areas, and at the edge of smaller cities.

Reduction of road capacity to force traffic onto other travel modes. Methods include traffic calming and the shared space concept.

Road pricing, charging money for access onto a road/specific area at certain times, congestion levels or for certain road users

"Cap and trade", in which only licensed cars are allowed on the roads.[12] A limited quota of car licences are issued each year and traded in a free market fashion. This guarantees that the number of cars does not exceed road capacity while avoiding the negative effects of shortages normally associated with quotas. However since demand for cars tends to be inelastic, the result are exorbitant purchase prices for the licenses, pricing out the lower levels of society, as seen Singapore's Certificate of Entitlement scheme.[13]

Congestion pricing, where a certain area, such as the inner part of a congested city, is surrounded with a cordon into which entry with a car requires payment. The cordon may be a physical boundary (i.e., surrounded by toll stations) or it may be virtual, with enforcement being via spot checks or cameras on the entry routes. Major examples are Singapore's electronic road pricing, the London congestion charge system, and the Stockholm congestion tax.

Road space rationing, where regulatory restrictions prevent certain types of vehicles from driving under certain circumstances or in certain areas.

Number plate restrictions based on days of the week, as practiced in several large cities in the world, such as Athens,[14] Mexico City and So Paulo.[15] In effect, such cities are banning a different part of the automobile fleet from roads each day of the week. Mainly introduced to combat smog, these measures also reduce congestion. A weakness of this method is that richer drivers can purchase a second or third car to circumvent the ban.[citation needed]

Permits, where only certain types of vehicles (such as residents) are permitted to enter a certain area, and other types (such as through-traffic) are banned.[15] For example, Bertrand Delanoe, the mayor of Paris, has proposed to impose a complete ban on motor vehicles in the city's inner districts, with exemptions only for residents, businesses, and the disabled.[16]

Policy approaches, which usually attempt to provide either strategic alternatives or which encourage greater usage of existing alternatives through promotion, subsidies or restrictions.

Incentives to use public transport, increasing modal shares. This can be achieved through infrastructure investment, subsidies, transport integration, pricing strategies that decrease the marginal cost/fixed cost ratios[17]

HYPERLINK "http://en.wikipedia.org/wiki/Traffic_congestion" \l "cite_note-link-17#cite_note-link-17" \o "" [18], and improved timetabling.[19]

HYPERLINK "http://en.wikipedia.org/wiki/Traffic_congestion" \l "cite_note-19#cite_note-19" \o "" [20]

Cycling promotion through legislation, cycle facilities, subsidies, and awareness campaigns.[21] The Netherlands has been pursuing cycle friendly policies for decades, and around a quarter of their commuting is done by bicycle.[22]

HYPERLINK "http://en.wikipedia.org/wiki/Traffic_congestion" \l "cite_note-22#cite_note-22" \o "" [23]

Telecommuting encouraged through legislation and subsidies.[24]

Online shopping promotion,[25]

HYPERLINK "http://en.wikipedia.org/wiki/Traffic_congestion" \l "cite_note-dft-25#cite_note-dft-25" \o "" [26] potentially with automated delivery booths helping to solve the last mile problem and reduce shopping trips made by car.[27]

Traffic managementUse of so-called Intelligent transportation system, which guide traffic:

Traffic reporting, via radio or possibly mobile phones, to advise road users

Variable message signs installed along the roadway, to advise road users

Navigation systems, possibly linked up to automatic traffic reporting

Traffic counters permanently installed, to provide real-time traffic counts

Convergence indexing road traffic monitoring, to provide information on the use of highway on-ramps

Automated highway systems, a future idea which could reduce the safe interval between cars (required for braking in emergencies) and increase highway capacity by as much as 100% while increasing travel speeds[citation needed]

Parking guidance and information systems providing dynamic advice to motorists about free parking

Other associated School opening times arranged to avoid peak hour traffic (in some countries, private car school pickup and drop-off traffic are substantial percentages of peak hour traffic).[citation needed]

Considerate driving behaviour promotion and enforcement. Driving practices such as tailgating and frequent lane changes can reduce a road's capacity and exacerbate jams. In some countries signs are placed on highways to raise awareness, while others have introduced legislation against inconsiderate driving.

Visual barriers to prevent drivers from slowing down out of curiosity (often called "rubbernecking" in the United States). This often includes accidents, with traffic slowing down even on roadsides physically separated from the crash location. This also tends to occur at construction sites, which is why some countries have introduced rules that motorway construction has to occur behind visual barrier

Speed limit reductions, as practiced on the M25 motorway in London. With lower speeds allowing cars to drive closer together, this increases the capacity of a road. Note that this measure is only effective if the interval between cars is reduced, not the distance itself. Low intervals are generally only safe at low speeds.

Lane splitting/filtering, where space-efficient vehicles, usually motorcycles and scooters, ride or drive in the space between cars, buses, and trucks. This is however illegal in many countries, being perceived as a safety risk.[28]

By countryAustraliaTraffic during peak hours in major Australian cities, such as Brisbane, Sydney, and Melbourne, is usually very congested and can cause considerable delay for motorists. Australians rely mainly on radio and television to obtain current traffic information. GPS, webcams, and online resources are increasingly being used to monitor and relay traffic conditions to motorists.[29] Measures put in place by the federal and state government to combat traffic congestion include construction of new road infrastructure and increased investment in public transport. In Brisbane, ongoing road works projects on many major roads have caused ongoing congestion throughout the city and increased commutes considerably.[citation needed]Typical traffic jam in So Paulo downtown, despite road space rationing by plate number. Rua da Consolao, So Paulo, Brasil.

In Brazil the recent records of traffic jams over the major big cities are recognized by public authorities as one of the main challenges for So Paulo, Rio de Janeiro, Belo Horizonte, Brasilia, Curitiba and Porto Alegre, where due to the country's economic bonanza, the automobile fleets have almost doubled in several of these cities from 2000 to 2008.

According to Time Magazine, So Paulo has the world's worst traffic jams.[30] In 2008, the accumulated tailbacks have reached in average more than 120 miles (190km) during rush hours, and on May 9, 2008, the historical record was set with 166 miles (266km) of accumulated queues out of 522 mi (835km) being monitored.[31] Despite implementation since 1997 of road space rationing by the last digit of the plate number during rush hours every weekday, traffic in this 20 million city still experiences severe congestion. According to experts, this is due to the accelerated rate of motorization occurring since 2003, in So Paulo the fleet is growing at a rate of 7.5% per year, with almost 1,000 new cars bought in the city every day, and the limited capacity of public transport. The subway has only 38miles (61km) of lines, though 22 further miles are under construction or planned by 2010. Every day, many citizens spend between three up to four hours behind the wheel. In order to mitigate the aggravating congestion problem, since June 30, 2008 the road space rationing program was expanded to include and restrict trucks and light commercial vehicles.[32]

HYPERLINK "http://en.wikipedia.org/wiki/Traffic_congestion" \l "cite_note-32#cite_note-32" \o "" [33][edit] New ZealandNew Zealand has followed strongly car-oriented transport policies since after World War II (especially in the Auckland area, where about one third of the country's population lives),[34] and currently has one of the highest car-ownership rates per capita in the world, after the United States.[35] Because of the negative results, congestion in the big centres is a major problem. Current measures include both the construction of new road infrastructure as well as increased investment in public transport, which had strongly declined in all cities of the country except Wellington.

United KingdomIn the United Kingdom the inevitability of congestion in some urban road networks has been officially recognised since the Department for Transport set down policies based on the report Traffic in Towns in 1963:

Even when everything that it is possibly to do by way of building new roads and expanding public transport has been done, there would still be, in the absence of deliberate limitation, more cars trying to move into, or within our cities than could possibly be accommodated.[36].

The Department for Transport sees growing congestion as one of the most serious transport problems facing the UK.[37] On 1 December 2006, Rod Eddington published a UK government-sponsored report into the future of Britain's transport infrastructure. The Eddington Transport Study set out the case for action to improve road and rail networks, as a "crucial enabler of sustained productivity and competitiveness". Eddington has estimated that congestion may cost the economy of England 22 bn a year in lost time by 2025. He warned that roads were in serious danger of becoming so congested that the economy would suffer.[38] At the launch of the report Eddington told journalists and transport industry representatives introducing road pricing to encourage drivers to drive less was an "economic no-brainer". There was, he said "no attractive alternative". It would allegedly cut congestion by half by 2025, and bring benefits to the British economy totalling 28 bn a year.[39]

On Fridays in California, Interstate 5 is often congested as Los Angeles residents travel north for the weekend.

United StatesThe Texas Transportation Institute estimated that, in 2000, the 75 largest metropolitan areas experienced 3.6 billion vehicle-hours of delay, resulting in 5.7 billion U.S. gallons (21.6 billion liters) in wasted fuel and $67.5 billion in lost productivity, or about 0.7% of the nation's GDP. It also estimated that the annual cost of congestion for each driver was approximately $1,000 in very large cities and $200 in small cities. Traffic congestion is increasing in major cities and delays are becoming more frequent in smaller cities and rural areas.

In 2005, the three areas in the United States with the highest levels of traffic congestion were Los Angeles, New York City, and Chicago. The congestion cost for the Los Angeles area alone was estimated at US$9.325 billion.[40]Between 1980 and 1999 the total number of miles of vehicle travel increased by 76 percent.[41] [42] National and local highway construction programs have accommodated some, but not all, of this traffic growth.

VenezuelaWhile most of the world is troubled with high gas prices, Venezuela has the lowest gas price in the world. They pay 0.097 strong bolivars an equivalent of $0.03 cents per liter or $0.12 per gallon. Venezuela has fixed their price of gasoline at this rate since 1998, even though it is estimated that the government could save $3 billion dollars a year by cutting 30 minutes from the average drive time. Zarhay Infante leaves home shortly after 5am on a 30km (19 miles) drive to her job in the capital. If her journey goes well, she gets there three-and-a-half hours later. Three years ago she could gotten to Caracas in 45 minutes on the motorway. According to Zarhay, It gets worse every day. No president has been able to increase the price of gasoline, due to protests that arise every time there are talks of doing so.

( in true sense speed reducers) at the school building or Hospital building- side road or highway. If these speed breakers Yes! In true sense it is speed and ultimately breaker the opposing impact energy supplied by the hard speed breaker will apply massive thrust impact on the soft leaf spring and suspension system of the vehicle, which perhaps may get broken. Also it may cause damage to the occupant goods or passengers.

Hence we, the group of our class found the need of designing and manufacturing such a system, which will make the speed breaker somewhat flexible, soft which will not damage the vehicle more also the impact energy being absorbed by the generation system will be utilized to convert it in to electricity rather than this hard impact transferring to damage the suspension. Here on working this group task we over-comed our following needs:-

we became able to have market survey

doped capability of designing a system by collecting necessary data.

Learnt actual practical fabrication processes of the sub-components of the system.

Planning the cost estimation ands budget.

Duties of a technician or an Engineer.

CHAPTER-03

PROBLEM OF TRAFFIC

Traffic congestion has a number of negative effects:

Wasting time of motorists and passengers ("opportunity cost"). As a non-productive activity for most people, congestion reduces regional economic health.

Delays, which may result in late arrival for employment, meetings, and education, resulting in lost business, disciplinary action or other personal losses.

Inability to forecast travel time accurately, leading to drivers allocating more time to travel "just in case", and less time on productive activities.

Wasted fuel increases air pollution and carbon dioxide emissions (which may contribute to global warming) owing to increased idling, acceleration and braking. Increased fuel use may also in theory cause a rise in fuel costs.

Wear and tear on vehicles as a result of idling in traffic and frequent acceleration and braking, leading to more frequent repairs and replacements.

Stressed and frustrated motorists, encouraging road rage and reduced health of motorists.

Emergencies: blocked traffic may interfere with the passage of emergency vehicles traveling to their destinations where they are urgently needed.

Spillover effect from congested main arteries to secondary roads and side streets as alternative routes are attempted ('rat running'), which may affect neighborhood amenity and real estate prices.

CHAPTER-03

SELECTION OF THE PROJECT

A engineer is always focused towards challenges of bringing ideas and concepts to life. Therefore, sophisticated machines and modern techniques have to be constantly developed and implemented for economical manufacturing of products. At the same time, we should take care that there has been no compromise made with quality and accuracy.

In the age of automation machine become an integral part of human being. By the use of automation machine prove it self that it gives high production rate than manual production rate. In competition market every one wants to increase their production & make there machine multipurpose.

The engineer is constantly conformed to the challenges of bringing ideas and design into reality. New machines and techniques are being developed continuously to manufacture various products at cheaper rates and high quality.

CHAPTER -06

WORKING OF PROJECT

The flexible road dividing project works on the principle of high torque dc motor and chain drive system in which we make a box shaped casing for entire movable assembly with 4 mm thick mild steel plate. The divider assembly is mounded on chain drive which is hold between two set of sprocket mounted on shaft and pedestal bearing arrangement. The chain drive system is driven by high torque dc geared motor by separate chain drive mechanism.We make whole assembly on separate plate for ease in maintenance of system.

CHAPTER 08

LITERATURE SURVEYIMPORTANCE OF SYSTEM

This system very suitable for our country because we have wide range of road.

State/UTTotal Road LengthAreaPopulationRoad Length (km)

(km)(sq.km)(million)(per 100(per 1 million

sq.km)of population)

A & N Islands122482490153497

Andhra Pradesh17266927506873632354

Arunachal Pradesh10240837431129394

Assam680797843825872693

Bihar855651738779549898

Chandigarh1723114115112127

D & N Haveli51849101053047

Delhi2658214831317922132

Goa7457381421965108

Gujarat13385019602446682883

Haryana279074421219631467

Himachal Pradesh29610556736534753

J & K13042222236961408

Karnataka14275419179150742839

Kerala14185638863323654509

Madhya Pradesh19893644344676452617

Maharashtra359262307690881174070

Manipur10760223272484678

Meghalaya8391224292373780

Mizoram6910210811337943

Nagaland13732165792838975

Orissa210238155707351356015

Pondicherry234349514732320

Punjab5815150362231152550

Rajasthan13463234223951392638

Sikkim183470961263596

Tamil Nadu205706130058601583412

Tripura147261048641404256

Uttar Pradesh237358294411161811477

West Bengal775798875276871019

Denver, Colorado is one of the first implementations of Multi-modal lanes in North America. In Denver, Lightrail is run manually to prevent any accidents. The second iteration of light rail, called the T-REX Project successfully implemented 17 miles of dual-track light rail, bike path, and also widened conventional roadways along most major arteries in the Denver Metro Area

Big Idea for Transportation in Bangalore - Plan for Non Motorized Transportation in Bangalore

When people refer to Bangalore, they immediately visualise the chaotic traffic scenario. A lot of concern has been expressed over the years on the congestion issue with government launching several schemes to improve its traffic (Building several Roads, Flyovers etc) but alas no solution!!

Problem

Bangalore has approximately 6.8 million trips daily. Urban sprawl in years has increased the trip lengths, which has resulted in decreasing mode share of public transportation and increase in private automobiles. The problem is not insufficient roads as made out by the authorities but the priority given to improve vehicular flow rather than improving people movements. The transportation share is nearly 20% of the Bangalore's landuse which simulates international practice. Than why so much congestion?As per my estimate Bangalore loses out nearly 208 million Rs per day due to congestion (A very Conservative Estimate).The root cause for congestion can be known from the fact that the 88% of total vehicles constitute only two wheelers and four wheelers, which contribute only 39% of total Trips.

Solution

It is very surprising to know that nearly 25% of trips are made in range of 1-5 km. Nearly 40% of those trips are made by motorised share (Cars/Bikes). We need to eliminate those trips by using non motorised transportation such as by walking, cycling etc.

Provide Pedestrian Facilities.

Bangalore lacks good pedestrian facilities. Pedestrians have to compete with vehicles, hawkers and encroachment to gain space. It is fact that nearly 40% of people killed in accidents in Bangalore are pedestrians. Improving footpaths are very economical way of sustainable transportation, which we often neglect. The pedestrian crossings are very rare to find in Bangalore roads. In fact you may find more number of flyovers in Bangalore than grade separated pedestrian facilities. Authorities need to improve footpaths/ provide pedestrian facilities at war footing.

Provide Cycling Facilities

Cycling as a mode of transport is virtually non-existent in Bangalore (less than 2%). Bangalore has nearly 477853 cycles. Such a large number of cycles does not transform into trips on roads basically due to lack of facilities (less than 15% operational trips). If proper facilities such as cycle tracks are provided by the authorities than the mode share has the potential to improve in Bangalore. It can also be developed as a feeder to public transportation by providing small parking facilities near prominent bus stops. Internationally the City-Bike System is the new big thing. It involves provision of city bikes with proper infrastructure (monthly-annually-fees) with several parking lots provided by the private party. It is considered to be the best option to demotorise thus having a sustainable city.

Traffic congestion is a condition on networks that occurs as use increases, and is characterized by slower speeds, longer trip times, and increased queueing. The most common example is the physical use of roads by vehicles. When traffic demand is great enough that the interaction between vehicles slows the speed of the traffic stream, congestion is incurred. As demand approaches the capacity of a road (or of the intersections along the road), extreme traffic congestion sets in. When vehicles are fully stopped for periods of time, this is colloquially known as a traffic jam.

Congestion caused by evacuees fleeing Hurricane Rita. Traffic in all lanes of the highway is traveling in the same direction.

Traffic congestion occurs when a volume of traffic or modal split generates demand for space greater than the available road capacity. There are a number of specific circumstances which cause or aggravate congestion; most of them reduce the capacity of a road at a given point or over a certain length, or increase the number of vehicles required for a given throughput of people or goods. About half of U.S. traffic congestion is recurring, and is attributed to sheer weight of traffic; most of the rest is attributed to traffic incidents, road works and weather events.[1] Speed and flow can also affect network capacity though the relationship is complex

Traffic research still cannot fully predict under which conditions a "traffic jam" (as opposed to heavy, but smoothly flowing traffic) may suddenly occur. It has been found that individual incidents (such as accidents or even a single car braking heavily in a previously smooth flow) may cause ripple effects (a cascading failure) which then spread out and create a sustained traffic jam when, otherwise, normal flow might have continued for some time longer.[2]CHAPTER 5

MATERIAL SELECTION

The proper selection of material for the different part of a machine is the main objective in the fabrication of machine. For a design engineer it is must that he be familiar with the effect, which the manufacturing process and heat treatment have on the properties of materials. The Choice of material for engineering purposes depends upon the following factors:

1. Availability of the materials.

2. Suitability of materials for the working condition in service.

3. The cost of materials.

4. Physical and chemical properties of material.

5. Mechanical properties of material.

The mechanical properties of the metals are those, which are associated with the ability of the material to resist mechanical forces and load. We shall now discuss these properties as follows:

1. Strength : It is the ability of a material to resist the externally applied

forces

2. Stress: Without breaking or yielding. The internal resistance offered by a part to an externally applied force is called stress.

3. Stiffness: It is the ability of material to resist deformation under stresses. The modules of elasticity of the measure of stiffness.

4. Elasticity: It is the property of a material to regain its original shape after deformation when the external forces are removed. This property is desirable for material used in tools and machines. It may be noted that steel is more elastic than rubber.

5. Plasticity: It is the property of a material, which retain the deformation produced under load permanently. This property of material is necessary for forging, in stamping images on coins and in ornamental work.

6. Ductility: It is the property of a material enabling it to be drawn into wire with the application of a tensile force. A ductile material must be both strong and plastic. The ductility is usually measured by the terms, percentage elongation and percent reduction in area. The ductile materials commonly used in engineering practice are mild steel, copper, aluminum, nickel, zinc, tin and lead.

7. Brittleness: It is the property of material opposite to ductile. It is the

Property of breaking of a material with little permanent distortion. Brittle materials when subjected to tensile loads snap off without giving any sensible elongation. Cast iron is a brittle material.

8. Malleability: It is a special case of ductility, which permits material to be rolled or hammered into thin sheets, a malleable material should be plastic but it is not essential to be so strong. The malleable materials commonly used in engineering practice are lead, soft steel, wrought iron, copper and aluminum.

9. Toughness: It is the property of a material to resist the fracture due to high impact loads like hammer blows. The toughness of the material decreases when it is heated. It is measured by the amount of absorbed after being stressed up to the point of fracture. This property is desirable in parts subjected to shock an impact loads.

10. Resilience: It is the property of a material to absorb energy and to resist rock and impact loads. It is measured by amount of energy absorbed per unit volume within elastic limit. This property is essential for spring material.

11. Creep: When a part is subjected to a constant stress at high temperature for long period of time, it will undergo a slow and permanent deformation called creep. This property is considered in designing internal combustion engines, boilers and turbines.

12. Hardness: It is a very important property of the metals and has a wide

verity of meanings. It embraces many different properties such as resistance to wear scratching, deformation and mach inability etc. It also means the ability of the metal to cut another metal. The hardness is usually expressed in numbers, which are dependent on the method of making the test. The hardness of a metal may be determined by the following test.

a) Brinell hardness test

b) Rockwell hardness test

c) Vickers hardness (also called diamond pyramid) test and

d) Share scaleroscope.

The science of the metal is a specialized and although it overflows in to realms of knowledge it tends to shut away from the general reader. The knowledge of materials and their properties is of great significance for a design engineer. The machine elements should be made of such a material which has properties suitable for the conditions of operations. In addition to this a design engineer must be familiar with the manufacturing processes and the heat treatments have on the properties of the materials. In designing the various part of the machine it is necessary to know how the material will function in service. For this certain characteristics or mechanical properties mostly used in mechanical engineering practice are commonly determined from standard tensile tests. In engineering practice, the machine parts are subjected to various forces, which may be due to either one or more of the following.

1. Energy transmitted

2. Weight of machine

3. Frictional resistance

4. Inertia of reciprocating parts

5. Change of temperature

6. Lack of balance of moving parts

The selection of the materials depends upon the various types of stresses that are set up during operation. The material selected should with stand it. Another criteria for selection of metal depend upon the type of load because a machine part resist load more easily than a live load and live load more easily than a shock load.

Selection of the material depends upon factor of safety, which in turn depends upon the following factors.

1. Reliabilities of properties

2. Reliability of applied load

3. The certainty as to exact mode of failure

4. The extent of simplifying assumptions

5. The extent of localized

6. The extent of initial stresses set up during manufacturing

7. The extent loss of life if failure occurs

8. The extent of loss of property if failure occurs

Material used

Mild steel

Reasons:1. Mild steel is readily available in market

2. It is economical to use

3. It is available in standard sizes

4. It has good mechanical properties i.e. it is easily machinable

5. It has moderate factor of safety, because factor of safety results in unnecessary wastage of material and heavy selection. Low factor of safety results in unnecessary risk of failure

6. It has high tensile strength

7. Low co-efficient of thermal expansion

PROPERTIES OF MILD STEEL:

M.S. has a carbon content from 0.15% to 0.30%. They are easily wieldable thus can be hardened only. They are similar to wrought iron in properties. Both ultimate tensile and compressive strength of these steel increases with increasing carbon content. They can be easily gas welded or electric or arc welded. With increase in the carbon percentage weld ability decreases. Mild steel serve the purpose and was hence was selected because of the above purpose

BRIGHT MATERIAL:It is a machine drawned. The main basic difference between mild steel and bright metal is that mild steel plates and bars are forged in the forging machine by means is not forged. But the materials are drawn from the dies in the plastic state. Therefore the material has good surface finish than mild steel and has no carbon deposits on its surface for extrusion and formation of engineering materials thus giving them a good surface finish and though retaining their metallic properties

CHAPTER -09

MACHINE DESIGN

Machine designI N T R O D U C T I O N

The subject of MACHINE DESIGN deals with the art of designing machine of structure. A machine is a combination of resistance bodies with successfully constrained relative motions which is used for transforming other forms of energy into mechanical energy or transmitting and modifying available design is to create new and better machines or structures and improving the existing ones such that it will convert and control motions either with or without transmitting power. It is the practical application of machinery to the design and construction of machine and structure. In order to design simple component satisfactorily, a sound knowledge of applied science is essential. In addition, strength and properties of materials including some metrological are of prime importance. Knowledge of theory of machine and other branch of applied mechanics is also required in order to know the velocity. Acceleration and inertia force of the various links in motion, mechanics of machinery involve the design.

CONCEPT IN M.D.P.

Consideration in Machine Design When a machine is to be designed the following points to be considered: -

i) Types of load and stresses caused by the load.

ii) Motion of the parts and kinematics of machine. This deals with the

iii) type of motion i.e. reciprocating . Rotary and oscillatory.

iv) Selection of material & factors like strength, durability, weight, corrosion resistant, weld ability, machine ability are considered.

v) Form and size of the components.

vi) Frictional resistances and ease of lubrication.

vii) Convience and economical in operation.

viii) Use of standard parts.

ix) Facilities available for manufacturing.

x) Cost of making the machine.

xi) Number of machine or product are manufactured.

GENERAL PROCEDURE IN MACHINE DESIGN

The general steps to be followed in designing the machine are as followed.

i) Preparation of a statement of the problem indicating the purpose of the machine.

ii) Selection of groups of mechanism for the desire motion.

iii) Calculation of the force and energy on each machine member.

iv) Selection of material.

v) Determining the size of component drawing and sending for manufacture.

vi) Preparation of component drawing and sending for manufacture.

vii) Manufacturing and assembling the machine.

DC GEARED MOTOR

DESIGN OF DC MOTOR

Power of motor = H.P = 746 x .25 = 186.5 N- m /s

Rpm of motor = 1800 rpm

Out put rpm required = 24rpm

Max load = 100 kg = 100 x 9.81 = 981 N

Max load transported = 120kg = 120x 9.81 = 1177 N

Number of stage in gear box = 2

Ratio of gearing =1 : 74.8

CALCULATION FO FINAL SPEED & TORQUE OF SYSTEM

Power of motor=P=186.5 watt.

2 N T

P = -----------------

60

Where, N Rpm of motor =1800

T Torque transmitted

2 x 1800 x T

186.5 = ----------------------

60

T= 0.989N-m

T= 989.9 N-mm

T= 990 N-mm

CALCULATION OF TORQUE OBTAIN BY GEAR BOX

In put torque of gear box = 990 N- mm

In put rpm of gear box = 1800 rpm

Torque & rpm obtain at gearing

As reduction ratio is 1:22

So,

Out put rpm of gear box is

N 2 = N 1 / 22

N 2 = 1800

22

N 2 = 81.8 rpm

N 2 = 82 rpm

TORQUE AT GEAR BOX OUT PUT

N 1

T 2

=

N 2 T 1

1800 x

=

82 990

x = 1800 x 990

82

x = 21731 N-mm

T2 = 21731N-mm

Load of system = 100 kg = 100 x 9.81 = 981 N

Max load transported = 120kg = 120x 9.81 = 1177 N

TOTAL LOAD = 981 + 1177 = 2158 N

We know T = F x R

So

21731 = F x 46 / 2

F = 21731 x 2 \ 46

F = 944.8 N

F = 945 / 9.81 = 96 kg

As out put of gearing system is insufficient to lift the total load of 300 kg so further more speed reduction is required to increase the torque value.

We use spur gearing having reduction ratio = 1 : 3.4

So torque at out put speed of spur gearing

As reduction ratio is 1:3.4

N 2 = N 1 / 3.4

N 2 = 82

3. 4

N 2 = 24.1 rpm

N 2 = 24 rpm

TORQUE AT GEAR BOX OUT PUT

N 1

T 2

=

N 2 T 1

82 x

=

24 21731

x = 82 x 21731

24

x = 74247.58 N-mm

T2 = 74248 N-mm

Torque = force x distance

Torque = force x radius of out put gear

74248 = F x 60 /2

F = 74248 x 2 / 60

F = 2474.59 N

F = 2475 N

F = 2475 / 9.81 = 252.2 kg

F = 252 kg

This Force Value Is Sufficient So Transmission Is Safe.

FORCE REQUIRED Fr = 220 kg

SO OUTPUT FORCE OF SYSTEM Fs= 252 kg

Fr < FsAs out put force is more than required force value so design of transmission system is safe.

DESIGN OF CHAIN DRIVEWe know ,

TRANSMISSION RATIO = Z2 / Z1 = N2/N1 = 30/30= 1

For this transmission ratio number of teeth on pinion sprocket is in the range of 35 to 25 , so we select number of teeth on pinion sprocket as 30 teeth.

So , Z1 = Z2 = 30 teeth

SELECTION OF PITCH OF SPROCKET

The pitch is dicided on the basis of RPM of sprocket.

RPM of pinion sprocket is vaeiable in normal condition it is = 72 rpm

For this rpm value we select pitch of sprocket as 12.7mm from table.

P = 12.7mm

CALCULATION OF MINIMUM CENTER DISTANCE BETWEEN SPROCKETS

THE TRANSMISSION RATIO = Z2 / Z1 = 30/30 = 1 which is less than 3.

So from table,

MINIMUM CENTER DISTANCE = C + (30 to 50 mm )

Where C = Dc1 + Dc2

2

C = 112 + 112

2

C = 112 mm

MINIMUM CENTER DISTANCE = 112 + (30 to 50 mm )

MINIMUM CENTER DISTANCE = 150 mm

CALCULATION OF VALUES OF CONSTANTS K1 K2 K3 K4 K5 K6

Load factor K1 = 1.25 ( Load with mild shock )

Factor for distance regulation K2 = 1.25 ( Fixed center distance)

Factor for center distance of sprocket K3 =0.8

Factor for position of sprocket K4 = 1

Lubrication factor K5 = 1.5 (periodic)

Rating factor K6 = 1.0 (single shift)

CALCULATION OF VALUE OF FACTOR OF SAFETY

For pitch = 12.7 & speed of rotation of small sprocket = 72 rpm

FACTOR OF SAFETY = 8.55

CALCULATION OF VALUE OF ALLOWABLE BEARING STRESS

For pitch = 12.7 & speed of rotation of small sprocket = 72rpm

ALLOWABLE BEARING STRESS = 2.87 kg / cm2

= 2.87 * 981 / 100 =28 N /mm2

CALCULATION OF COEFFICENT OF SAG K

For horizontal position coefficient of sag K = 6

CALCULATION OF MAXIMUM TENSION ON CHAIN

As we know maximum torque on shaft = Tmax = 18 x 103 N-mm

Where ,

T1 = Tension in tight side

T2 = Tension in slack side

O1,O2 = center distance between two shaft

From fig.

Sin ( = R1 - R2

O1O2

Sin ( = 100 - 30

660

Sin ( = 0.1

( = 6

TO FIND (

( = (180 2( ) X 3.14/180

( = (180 2*6 ) X 3.14/180

( = 2.9 rad

we know that,

T1/T2 = e((T1/T2 = e0.35 x 2.9

T1 = 1.1 T2

We have,

T = ( T1 T2 ) X R

18000 = ( 1.1 T2 T2 ) X 100

T2 = 1800 N

T1 = 1.1 X 1800

T1 = 1980 N

So tension in tight side = 1980 N

We know ,

Stress = force / area

Stress induced = 1980/ ( 3.14 * 82 / 4 )

Stress induced = 39.41 N /mm2

As induced stress is less than allowable design of chain is safe .

CALCULATION OF MINIMUM BREAKING LOAD OF CHAIN

Calculation of chain velocity = (3.14*Np) / (60000Sin (180 / Z1) )

v = (3.14*72) / (60000Sin (180 / 30)

v = 0.035m / sec

We know,

Q = N*75*n* Ks / v

Where ,

N = rpm of small sprocket

Q = minimum breaking load of chain

V = chain velocity

.n = allowable factor of safety

Ks = K1*K2*K3*K4*K5*K6

Q = 72*75*8.55*1.875 / 0.035

Q = 2473392.86 kgf

As minimum load bearing capacity is much more than applied load so design of chain is safe.

DESIGN OF SHAFT

BENDING:

The material forces that are developed on any cross section of the shaft give rise to stresses at every point. The internal or resisting moment gives rise to so called bending stresses.

TORSION:

When the shaft is twisted by the couple such that the axis of the shaft and the axis of the couple coincides, the shaft is subjected to pure torsion and the stresses at any point of cross section is torsion or shear stresses.

COMBINED BENDING AND TORSION:

In practice the shaft in general are subjected to combination of the above two types of stresses. The bending stresses may be due to following

1. Weight of chain & sprocket

2. Pull of chain

3. Eccentric Mounting

4. Misalignment

The torsional movement on the other hand may be due to direct or indirect twisting. Thus any cross-section of the shaft is subjected simultaneously of both bending stresses and torsional stresses.

Shaft is made up of M.S SAE 1040 having Sut = 680 Mpa & Syt = 380Mpa.

Length of shaft = 620 mm

This shaft has two support placed at equal distance from center

Horizontal force = 713.46N

Vertical force = 267 N

Vertical force = 18000 N

HORIZONTAL LOAD DIAGRAM

18000 N

505mm

A

C115mm B

620mm

Ra = 3339 N Rb = 14661 N

Ra + Rb = 18000

Taking moment about A

Rb x 620 = 18000 x 505

Rb = 18000 x 505

620

Rb = 14661.29 N

Ra + Rb = 18000

Ra = 18000 - Rb

Ra = 18000 14661

Ra = 3339 N

CALCULATION OF MAXIMUM BENDING MOMENT

We see maximum bending moment occur at point C

Max bending moment = Ra x 505

Max bending moment = 3339 x 505

Max bending moment = 1686195 N mm

Maximum bending moment = 1686195 N-mm

Maximum torque = 24860 N-mm

Apply guest theory of failure

Equalent torque = Tmax 2 + Mmax 2

Equalent torque = 24860 2 + 16861952

Equalent torque = 1686195 N mm

Using tortion formula

Te

= /16 x ds3 x fs

1686195= /16 x 303 x fs induced

fs induced =76 N / mm2 < 90 N / mm2

As induced stress is very less in torsion design of shaft is safe

DESIGN OF C-SECTION

Material: - M.S.

The vertical column channel is subjected to bending stress

Stress given by => M/I = fb / y

In above equation first we will find the moment of inertia about x and y

Axis and take the minimum moment of inertia considering the channel of

ISLC 75 x 40 size.

l = 40

t = 5

B = 75b = 65

We know the channel is subject to axial compressive load

In column section the maximum bending moment occurs at channel of section

M = Rc x L/2

M = 18000 x 530/2

M = 4770000 N-mm

We know

fb = M/Z

Z = t (l x b + (b2/6))

Z = 5 (40 x 65 + (652/6))

Z = 3304 mm3Now check bending stress induced in C section

fb induced = M/Z

fb induced = 4770000 /3304 = 14.43 N / mm2As induced stress value is less than allowable stress value design is safe.

fb = Permissble bending stress = 120 N / mm

fb induced < fb allowable

Hence our design is safe.

Design of welded joint OF CHANNEL :

The welded joint is subjected to pure bending moment . so it should be design for bending stress. We know minimum area of weld or throat area

A = 0.707 x s x l

Where s = size of weld

l = length of weld

A = 0.707 x 5 x ( 75 + 40 + 35 + 58 +35 )

A = 0.707 x 5 x 243

A = 859 mm2

Bending strength of parallel fillet weld

P = A x fb

fb = 80 N / mm2As load applied at the end of channel joint is 18000 N . So moment generated at the welded joint is

M =P x L

= 18000x 75

= 1350000 N mm

we know fb = M /Z

Z = BH3 bh3 ----------------------

6H

40 x 753 35 x 583 Z = -----------------------------------

6 x 75

Z = 209824

Calculating induce stress developed in welded joint

fb induced = 1350000 / 209824

= 6.43 N /mm 2As induce stress is less then allowable stress the design is safe.

CHAPTER- 10

MANUFACTURING

The process of conversion of raw material in to finished products using the

three resources as Man, machine and finished sub-components.

Manufacturing is the term by which we transform resource inputs to create

Useful goods and services as outputs. Manufacturing can also be said as an

intentional act of producing something useful . The transformation process is

Shown below-

Input

Conventional process

out put

Element

Transformation Useful product

Material

Machines

Products

Data

Interpretation

Knowledge

Energy

Skill

Services

Variable cost

Fixed cost

Revenue

It s the phase after the design. Hence referring to the those values we will plan

The various processes using the following machines:-

i) Universal lathe

ii) Milling machine

iii) Grinding machine

iv) Power saw

v) Drill machine

vi) Electric arc welding machine

FABRICATION AND OPERATION SHEET

NAME OF THE PART SHAFT

MATERIAL

BRIGHT STEEL

QUANTITY 2

SR.NO.DETAIL OPER.M/C. USEDTOOL USEDACCESMEA.INST.

1.

Marking on shaft - - -Scale

2.Cutting as per dwgPower hack saw Hock saw bladeJig & fixturesScale

3.

Facing both side of shaftLathe machineSingle point cutting toolChuck Vernier caliper

4.

Turning as per dwg size - - - -

5.Filling on both endFlat fileVice -

COMPONENT: FRAME

MATERIAL:- M.S. PLATEQUANTITY : -1

SR. NO

DESCRIPTION OF OPERATIONMACHINE USEDCUTTINGMEASUREMENTTIME

1Cutting the plate of 4 mm thick in to length as per dwgGas cutting machineGas cutterSteel rule15min.

2Cutting the slot on top plate piece as per dwgGas cutting machineGas cutterSteel rule15min.

3Filing operation can be performed on cutting side and bring it in perpendicular C.S. Bench viceFileTry square15 min.

4Weld the plate to the required size as per the drawingElectric arc welding machine-------Try square20 min

5Drilling the frame at required points as per the drawing.Radial drill machineTwist drillVernier calliper10 min.

COMPONENT: SPROKETMATERIAL:- M.S

QUANTITY : -4SR. NO

DESCRIPTION OF OPERATIONMACHINE USEDCUTTINGMEASUREMENTTIME

1Take standard sproket as per design--------------------------------------

2Face both side of hub portionLathe machineSingle point cutting toolVernier caliper15 min.

3Hold it in three jaw chuck & bore inner dia as per shaft size Lathe machineSingle point cutting toolVernier caliper20 min.

4Cut key way as per dwgSlotting machineSingle point cutting toolVernier calliper10 min.

5Filling burrsFlat fill-------------------------5 min.

COMPONENT: MOTOR BASEMATERIAL:- M.S

QUANTITY : -1

SR.NO.

OPERATIONMACHINETOOL/GAUGETIME

1.

Cut M.S. plate of 4mm thickness of required dimensions.Hand lever cutting machineSteel rule15 min.

2.

It is bent at its edges Hand pressBending dies20 min.

3.

Weld at bottom plate edgeWelding machineWelding rod10 min.

4.

Corners are rounded off -----------Hand grinder 10 min.

5.

It is coated with red oxide and then after paintedAir compressorRed oxide and green paint20 min

TIME ACCOUNTINGMACHINING TIME ESTIMATION:-

This machining cost estimation gives us time require to machine a particular component on machine. This gives us an estimation of how much time will be required to hire the machine for that particular component.

This is done for all components except standard parts.

PROCEDURE FOR CALCULATING MACHINING TIME

1) After the machining time has been calculated including allowance for each component because a component can have more than one operation to be carried out. Hence, rates of machine are different.

2) The machining time is calculated using standard working rates.

3) The time required to manufacture a given component on a machine is multiplied by machine rate to give machine cost.

4) The estimation of machining cost for total number of components gives us machining cost estimation.

5) Machining time of components are estimated in order to know total manufacturing cost of component.

Total time includes basic time & various other factors which are taken into

consideration & they are : -

1) Up time & down time = 10% of basic time.

Transportation time= 10 minutes.

Centrime time

= 20 minutes

Inspection time

= 20 minutes

Other allowances taken into consideration are :

1) Personal allowance

= 5% of basic time

2) Fatique allowance

= 7% of basic time

3) Contingency allowance = 5% of basic time

TIME ANALYSIS

A) Turning Operation

The machining time in a lather work can be calculated for particular operation. If speed of job, food & length of job is known as J.C. Time taken for complete cut

= 1 min

= s x n

Where,

.s = feed per revolution

.n = No. of revolution / min of job

.l = Length of job to be m/ced

B) Shaping operation

If length of cutting stokes, breadth of job feed & cutting speed are known time required to complete job may be calculated as;

T = L X B (1 + m)/1000 R V x S.

Where,

T = Total time taken to complete cut.

L = length of stoke in mm

R = The ratio of return time to cutting time

V = The cutting speed expressed in m/min

S = Feed expressed in mm/per double stroke

C) Milling operation

Time required to mill any component surface can be given as,

T = A/sz x z x n

Where,

T = Time required to complete cut in min

L= Length of table travel to complete cut in mm

SZ= Feed per tooth in mm

Z= No.of teeth of cutter

.n= No.of revolutions of cutter per minute

D) Drilling operation

Machining time in drilling operation can be determined by formula.

T = 1/sr x n mm.

Where,

T= Machining time in min.

.l= Length of travel of drill per min.

.n= No.of revolutions of drill in mm.

.sr= Feed per revolution of drill in mm.

E ) Grinding operations.

Time taken for grinding operation is given by,

T= li/sd x np x k

Where,

.li= Length of longitudinal travel

.sd= Longitudinal feed in mm/revolutions

.np= Speed of workpiece in rpm.

.k= Coefficient depending on the specific grade of accuracy & class of

surface finished (K = 1.3 to 1.7)

TIME REQUIRED FOR MACHINING TIME COMPONENTS

1) Frame

Angle measuring= 30 min

Angle cutting

= 45 min

Welding

= 120 min

Total time

= 195 min

2) Linkage

Measurement

= 15 min

Cutting

= 15 min + 10 min = 25 min

Drilling

= 20 min

Welding

= 10 min

Total time

= 70 min

3) Bearing seat

Facing

= 20 min

Turning= 25 min

Drilling= 10 min + 20 min = 30 min

Boring

= 20 min

Total time= 95 min

4) Bush

Facing

= 20 min + 20 min = 40 min

Turning= 20 min + 30 min + 10 min = 60 min

Drilling= 20 min + 20 min = 40 min

Boring

= 25 min

Total time= 165 min

5) Shaft

Facing

= 20 min + 20 min = 40 min

Turning= 60 min + 60 min = 120 min

Total time= 160 min

6) Casing

Cutting= 120 min

Bending= 40 min

Drilling= 30 min

Riveting= 25 min

Total time= 115 min

7) Slots

Cutting= 15 min

Milling= 180 min

Boring = 15 min

Total time= 210 min

8) Rest plates

Cutting= 15 min

Bending= 10 min

welding= 25 min

Total time= 50 min

9) Rollers

Cutting= 20 min

grinding= 25 min

welding= 20 min

Total time= 65 min

METHOD STUDY:

Method of the study is the systematic recording & critical Examination of

existing & proposed ways of doing work, as a means of developing & applying

easier & more effective methods & reducing costs.

OBJECTIVES;

(1) The improvements of processes & procedures.

(2) The improvements of factory, shop & work place. Layout & design of

plat & equipment.

(3) Economy in human effort.

(4) Improvements in the use of materials, machines & manpower.

(5) The development of better physical working environment.

RECORDING TECHNIQUES:

The next step in basic procedure after selecting the work to be studies is to

record all the facts relating to existing methods.

PURPOSE OF RECORDING:

(1) To enable the process to be clearly understood.

(2) To present the existing facts for analogs.

FLOW PROCESS CHARTS:

Flow process chart is defined as a graphic representation of all storages,

occurring during a process or procedure which includes information considered

necessary for analysis such as time required quantity & distance moved etc.

TYPES OF FLOW PROCESS CHART:

(a) man type : It records what the worker does.

(b) material type: It records what happens to the materials.

(a) Equipment type: It records how the equipment is used.

Flow process chart gives a complete picture at what is being done & helps the

man to understand the facts & their relationship to one another.

OBJECTIVE OF FLOW PROCESS CHART:

(1) To visualize the complete sequence of events occurring in process.

(2) To study the events in a systematic way for the complete analysis of the

manufacture of the component part for the following purposes.

(a) To improve the layout

(b) To improve material handling

(c) To reduce delays.

(d) To diminutive, combine or re-arrange the events in a systematic

way.

(3) To submit the proposals to managements in a form which can be easily

understood.

(4) To guide supervisors & operators regarding detailed operating

instructions.

According to the nature of job being studies & purpose for the record is

required.

(A) CHARTS : Outline process chart

Flow process chart : man type

Flow process chart : material type

Flow process chart : equipment type

(B) CHARTS : using time scale

i) multiple activity chart

ii) simo chart

iii) P.M.T.S. chart

( C) DIAGRAMS INDICATING MOVEMENTS & MODELS:

i) Flow diagrams

ii) String diagrams

iii) Cycle graph

iv) Chromo cycle graph

v) Travel chart

(3) To compare between two or more alternative methods.

(4) To select operations for a detailed study.

Following chart shows the method study chart for manufacturing different

Objects :-

SYMBOLS

ACTIVITYPREDOMINATED RESULT

OperationIt indicated main steps in a process, method or procedure.

InspectionInspection is an act of checking for correctness of the quantity or quality of the items.

Transport

This indicates a movement of workers, Materials, or equipment from place to place.

Delay (temporary storage)

Delay occurs when something stops the process & product waits for next event.

StorageIt indicates, when any object is internationally retained in a state or location & removal of the object requires proper authorization.

Change of operation

It indicates change of operation or process.

Operation cum Transportation

Example Articles are being painted as they are transported by the chain conveyor.

Inspection cum OperationExample A powder milk tin is being weighed.(inspection) As it is filed. Both the events occur simultaneously.

FLOW PROCESS CHARTS (MATERIAL TYPE)

(1) PART M.S.Channels

SR. NO.DISCRIPTION OF ACTIVITY

1Inspection of raw material

2Raw material purchasing

3Marking and cutting of material

4Change of operation

5Chamfering the edges

6Inspection of finished angles

7Storage

PART M.S.PLATE FRAMESIZE AS PER THE DRAWING

Sr.No.Activities

1.Raw Material

2.Moved to m/c shop

3.Cutting

4.Taken to welding m/c.

5.Wedding

6.Moved to surface grinder

7.Grinding

8.Moved to grinding shop

9.Grinding

10.Taken to fitting shop

11.Drilling

12.Wait

13.Tapping

14.Moved to m/c shop

15.Inspection

16Send to storage

CHAPTER-11

ADVANTAGES AND DISADVANTAGES

Following are the different advantages and disadvantages of FLEXIBLE ROAD DIVIDER unit.

ADVANTAGES :-

Following are the various advantages:-

1) It is easy for maintenance.

2) It requires very no skill or no skill for its operation being the self activated.

3) It is multi-purpose.

4) So many installation locations having zero scarcity but ampleness of the space.

DISADVANTAGES:-

1) it required periodical maintenance

2) special road construction is required to be designed

3) The system becomes trouble some in rainy season.

CHAPTER

MAINTENANCE

Maintenance:-

No machine in the universe is 100% maintenance free machine. Due to its continuous use it is undergoing wear and tear of the mating and sliding components. Also due to the chemical reaction takes place when the material comes in the contact with water, makes its corrosion. Hence it is required to replaced or repaired. This process of repairing and replacing is called as maintenance work.

AUTONOMOUS MAINTAINENCE ACTIVITY:-1) Conducting initial cleaning & inspection.

2) Eliminate sources of dirt, debris, excess lubricants etc.

3) Improve cleaning maintainability.

4) Understand equipment functioning.

5) Develop inspection skills.

6) Develop standard checklists.

7) Institute autonomous inspection.

8) Organize and manage the work environment.

9) Manage equipment reliability.

CLAIR ( CLEANING , LUBRICATING , ADJUSTMENT, INSPECTIONCLEANINGWhy cleaning ?

Prevent or eliminate contamination.

Find ways to simplify the cleaning process.

Facilitates through inspection when done by knowledgeable operators and \ or maintainers.

CLEANING IS INSPECTION.

What to look for when cleaning.

Missing part

Wear

Rust and corrosion

Noise

Cracks

Proper alignment

Leaks

Play or sloppiness

VISUAL AIDS TO MAINTAIN CORRECT EQUIPMENT CONDITION

Match marks on nut and bolts

Color marking of permissible operating ranges on dials and gauges

Marking of fluid type and flow direction of pipes

Marking at open / closed position on valves

Labeling at lubrication inlets and tube type

Marking minimum / maximum fluid levels

Label inspection sequences

ADJUST & MINOR REPAIR

Minor repairs if

Trained

Experienced

Performs safety

Simple tool required

Not longer than 20/30 minutes

CHRONIC DEFECTS

EQUIPMENT IMPROVEMENT

1. Restore obvious deterioration throughout.

2. Establish plan select pilot area , determine bottleneck.

3. Study and understand the production process.

4. Establish goals for improvement.

5. Clarify the problem, collect the reference manuals contact resources.

6. Conduct evaluation through such techniques as RCM analysis, FMECA, FTA (Root cause failure analysis).

7. Determine improvement priorities, costs and benefits.

8. Execute improvement in pilot area standardize technique and document what you have done.

9. Monitor results and optimize based on those results.

10. Implement plant wide

EQUIPMENT RESPONSIBILITIES OF OPERATOR

Operation with the proper standard procedure.

Failure prevention.

Failure resolution.

Inspection.

Equipment up keep.

Cleaning.

Lubricating.

Lightning fasteners.

Minor repairs.

Trouble shooting.

CHAPTER 14

COST ESTIMATION

The machine tool designer must furnish the management with an idea of how much tooling will cost, and how much money the productions methods save over a specified run. This information is generally furnished in a form of cost worksheets. By referring to the cost worksheets the final cost of machine is calculated.

Cost estimation is defined as the process of forecasting expenses that are incurred to manufacture a product. These expenses take into account all expenditure involved in designing and manufacturing with all the related service facilities such as material handling, heat treatment and surface coating, as well as portion of general administrative and selling costs.

NEED OF COST ESTIMATION :

1) Determine the selling price of a product for a quotation or contract, so as to ensure a reasonable profit to the company.

2) Check the quotations supplied by the vendors.

3) Decide whether a part or assembly is economical to be manufactured in the plant or is to be purchased from outside.

4) Determine the most economical process or material to manufacture a product.

5) Initiate means of cost reduction in existing production facilities by using new materials which result in savings due to lower scrap loss and revised methods of tooling and processing.

6) To determine standards of production performance that may be used to control costs.

ELEMENTS OF COST ENCOUNTERED IN THE PROJECT :

The cost encountered in this project are material cost, labour cost, cost of standard parts, designing cost and cost of indirect expenses.

1) DESIGN COST :

The designing cost is calculated by considering the amount taken by the designer (if so) and the cost of designing material.

2) MATERIAL COST :

The material cost can be calculated by finding the total volume of the material

used and the weight of the material. For calculation the value and the weight, the

following procedure is adopted :

a) In actual procedure, there are some holes and shapes cut. But they are considered to be solid while calculation the total volume of material used.

b) While calculation the volume the triangle shaped parts and the T shaped parts are considering as rectangular or square plates.

c) The weight of the parts is calculation by multiplying the total volume and the density of the material (M.S.) which is equal to 7.76665x10 3 Kg/Cc.

d) The total cost can be obtained by multiplying the total weight by the rate of material.

A ) RAW MATERIAL & STANDARD MATERIAL COST

SR NO

PART NAMERATEQTYTOTAL

1FRAME MILD STEEL PLATE 4 mm50/ kg100kg5000

2MOTOR180011800

3SHAFT55/kg8440

4SPROKET8/teeth72576

5CHAIN300/ M3 M900

6PEDESTAL BEARING35041400

7CHAIN SPROKET SET4001400

8CHANNEL40/ kg5200

9SPRING1501150

10DIVIDER2001200

11ELASTOMER2501250

12NUT BOLT WASHER---------------250

1312 V CONVERTOR3501350

14WELDING ROD5 /pcs25125

15COLOUR300/lit0.75 lit225

TOTAL-----/-

B ) DIRECT LABOUR COST

Sr.no.

OperationHoursRate per hourAmount

1.

Turning101501500

2.

Milling2150300

3.

Drilling7100700

4.

Welding161752800

5.

Grinding360180

6.

Tapping340120

7.

Cutting840320

8.

Gas cutting850400

9.

Assembly2100200

10.

Painting2100200

TOTAL6720/-

INDIRECT COST

Transportation cost = 500/-

Coolent & lubricant = 100/-

Drawing cost

= 500/-

Project report cost= 2000/-

TOTAL INDIRECT COST = 2100/-

TOTAL COST

Raw Material Cost + Std Parts Cost + Direct Labour Cost +Indirect Cost

Total cost of project = ----- + 6720 +2100

Total cost of project = ------ /-

CHAPTER 15

PREACUTIONS & SAFETY MEASURES

Following precautions and safety measures are taken to make our creation a grand success.

PRECAUTION:-

1) the spring tension in the top plate of road divider plate should be adjusted uniformly2) the alignment of chain drive arrangement should be properly done.

3) Do not allow the vehicle to touch divider4) The system should be robustly designed.

SAFETY MEASURES:-

1) Do not touch the top plate when the vehicle is passing by.

2) Do not touch the open wires of the transmission system.

CHAPTER-16

BIBLIOGRAPHY

Following different references are taken while collection and manufacturing

Literature and project: -

1) WORKSH