Information Systems and Business Essay Example | Topics and Well Written Essays - 500 words

Information Systems and Business - Essay Example In this background, this paper analyzes the questions where these researchers make significant compromises and who does the better job of operationalization in their research article. In their article, Hirschheim and Sabherwal make significant compromises when they deal with the issue of alignment between IS and the business strategies which has traditionally been a key issue facing IS management. Due to insufficient research being conducted on how such alignment is achieved and sustained over time, the authors find it difficult to conceptualize and operationalize their original variables. "Thus, our view of strategic alignment focuses on an organization's ongoing efforts to establish and maintain a series of interdependent relationships between business and IS strategies. These relationships involve the movement (i.e., change) of business strategy and/or IS strategy in such a way that the two are in alignment." (Hirschheim and Sabherwal, 2001, p. 87).

Contextualization of the Archaeology of Qumran and the Dead Sea Essay

Contextualization of the Archaeology of Qumran and the Dead Sea Scrolls - Essay Example In the aftermath of de Vaux’s excavations in the 1950’s up until the mid 1980’s, it has been commonly assumed that the Dead Sea Scrolls discovered in the nearby caves constituted the library of a Jewish sectarian community (most probably of the Essene sect that lived at Qumran). However, despite such apparent consensus, we ought not to narrowly focus our interpretation of the Scrolls, its authors (for which most scholars seem to agree are the Essenes) and the Qumran site itself when it comes to a proper analysis of contextualizing all three. In light of recent scholarship, the traditional sectarian explanation of Qumran combined with a more nuanced approach may possibly reveal that the site had at least a dual purpose beyond that of a certain sectarian settlement and more specifically was a place for the development of communal activities, including the production or manufacture of pottery. Moreover, could it have been possible that the Essenes employed non-Essen es to do certain functions? To be certain, it has long been argued since de Vaux’s excavation reports, that when placed in a proper historical and archaeological context, the caves, the scrolls and the ruins are altogether interconnected.To shed some historical perspective, according to Davies, Brooke and Callaway, the basis for this interconnectivity was originally the texts themselves found in Cave 1 and their later interpretation by de Vaux’s team of excavators, the members of the Cave 4 editorial team and most other scholars

My Account of Second Language Learning Essay Example | Topics and Well Written Essays - 1500 words

My Account of Second Language Learning - Essay Example The course I undertook at King Khalid University for four years was a specialization in English. Much of skills on both pronunciation and writing at this level were acquired due to the interaction with a lot of people from various parts of the world who communicated mostly in English. Similarly, I put my own effort and did personal studies. I got employed as an English teacher in a primary school in Al Jubail Industrial City. This was a good opportunity for growth from the basic level with the primary school children, most of whom depended on visual aids for understanding. This being an industrial city, many inhabitants came from different parts of the world and would interact with the students outside of school. English being a common language among most of them, learning English among these students was not a major challenge. After a year, I moved on to teach adults from varied technical faculties in a technical college. It is here that I got the opportunities to improve my teachin g skills through the regular training sessions organized by the institution. Through this process of learning, there are two factors that greatly influenced my personal outcome; these are motivation and my learning strategies. Learning of the second language varies from one individual to another (Slevc & Miyake, 2006). One of the factors that influenced my proficiency in learning English as a second language is my motivation since my experience with my Bangladeshi teacher who could converse only in English.... One of the factors that influenced my proficiency in learning English as a second language is my motivation since my experience with my Bangladeshi teacher who could converse only in English. According to Csizer and Dornyei (2005), motivation refers to the desire for achievement of an ideal language through reduction of the variation between the actual and the ideal states. It encompasses the subject that provokes action in a person, the period that such a person is willing to sustain it and the effort put towards its pursuance. This could be instigated by the desire to later attain some reward which pushes the learner towards the attainment of the anticipated reward. In my case, the desire was in reducing the gap between the actual incompetence in English language and the ideal state of being proficient in the language so as to communicate well with my teacher. There was a desire in me to excel academically through achievement of English proficiency which made me proceed to even spe cialising in the language at university level. Dornyei (2002) also points out that there is a reward that sustains motivation. Some of the rewards that second language teachers could use include encouragement and applause for achievement, which in general push the inner self of the learner towards attainment of the set goals. Having observed the close ties that Saudi Arabia had with the Western world, it was obvious that English would be an advantage to me when interacting with the people from those nations even in learning institutions. The Ministry of Education in Saudi Arabia was introduced in 1942 and since then, English language has been taught among its citizens (Al Sadan, 2000). This language has been given a second priority after the

Personal ethics Essay Example | Topics and Well Written Essays - 2250 words

Personal ethics - Essay Example Ethics is considered to be a set of standard rules that must be followed appropriately (Yahoo! Education Dictionary, 2009). In my personal opinion, ethics is the exercise of having the right behavior and doing the right thing at the proper time and the proper place. I regard ethics as the right behavior or attitude which must be displayed appropriately at the right time and right place because certain situations calls for various correct responses from the individuals concerned. Since it is important that everybody must known the set of standard rules which are required at any given setting; and should be able to adhere with said rules in order to establish better understanding and communication with people from a personal or professional level.Leadership entails many salient characteristics that a certain person must possess; being a good leader calls for having the ability to do what one sets out to do, together with the spirit to carry on until the planned task is accomplished (Gu tierrez et al, 2004). I regard this as the best meaning of leadership because a leader must be able to produce expected results by having the cooperation and loyalty of his or her followers. In gaining the cooperation and loyalty of others, the good and wise leader must possess the skill to direct and control the efforts of his or her followers. This will lead the entire team to move in one direction that will make collation of all necessary skills to produce positive outcomes. 3. Service Service pertains to being employed and having a certain load of duties or responsibilities to carry out daily with a particular company or organization (Yahoo! education Dictionary, 2009). This is the most suitable meaning of service to me, because generally speaking providing service means being employed or having been hired by a particular corporation or government entity. Hence, being employed involves the provision of service or work which is necessary for both the employee and employer to surv ive financially. Service contributes mainly to the income of the organization and the salary of the worker or employee. 4. Character The ideal definition of character in my opinion is the unique personal traits of a certain individual, which separates him or her from others. The characteristics of people vary because each and everyone have acquired different principles during their formative years. Environmental factors like school, friends and home affect the character or personality of people. Personality clashes often happen in any setting (like the office or workplace) due to character differences and various perceptions that people have. Pressing Ethical Issues Two of the most critical issues that majority of business organizations including their respective leaders face at present are whistle blowing and employee rights and duties. These two organizational concerns are often times met with skepticism and apprehension by top management and company personnel because they involve values that people adhere to; including the extent and limitations of company rules and regulations. Whistle Blowing Whistle blowing is the disclosure or revelation of any misconduct or law violations that usually occur within a given entity, private or government (Nadarejan, 2010). Whistle blowing in relation to the practice of democracy carries with it two vital features, which are: 1) the exposure of any legal wrong doings and misconducts; 2) necessitates â€Å"accountability of public bodies and private entities† (Nadarejan, 2010). It is important to understand that the general public needs to know if a breach of law or

My Choice Is Illinois State University Personal Statement

My Choice Is Illinois State University - Personal Statement Example In fact, the idea of getting out of school has crossed my mind. Unfortunately, not much had changed when I started college because of struggling with a degree in psychology. Honestly, I was not genuinely passionate about that endeavor and at the same time, I lacked the necessary skills in effective learning. Concurrently, despite the challenges, one’s love for my family and recognition for a desire to pursue a career in nursing prompted me to move on.  After reflecting on all of my mistakes, I realized that these experiences were instrumental in making me a strong, independent and passionate woman that I am today. Being a full-time mom, worker, and the student is hard and only after I quit my full-time job to fully devote one’s time for my family and my schooling, was I able to capitalize on my full potentials. There is this innate desire for a healthcare profession and realized that I enjoy assisting people in need. By providing patient care, there is a rewarding fee ling for being able to give my time for a good cause while gaining some knowledge about nursing care. I even volunteered at the hospital down the street from home once a week for a few hours to fulfill my desire for serving and learning. I began to study like I have never before, got a tutor in the spring semester of this year, and was able to learn some very valuable skills in studying. I plan not to let anything hinder me in receiving my nursing degree and I am a testimony to other students who are struggling in school, that with the right tools one can overcome weaknesses and succeed in the plans earmarked in life. My academic strengths are studying, time management, being focused, and learning the necessary skills required to support one’s field of endeavor. My GPA is only 3.15 but my nursing prerequisite GPA is 3.66.

Mars chocolate supply chain process Essay Example for Free

Mars chocolate supply chain process Essay The chocolate supply chain involves everyone who plays a part in producing chocolate,from local governments to international certification organizations and multi-national manufacturers. To achieve sucess, all of these players must collaborate effectively and prioritize farmer benefit at origin over competitive advantage. By putting farmers first and training them , Mars is aiming to strengthen its supply chain as a whole and to move towards a more sustainable cocoa economy. Most of the cocoa imported by MARS is grown by individual cocoa farmers and their families on plots smaller than five acres (two hectares) in rural parts of West Africa, Asia and the America. Local buyers in these countries collect cocoa beans from many farmers, either after harvest or after they have been dried or fermented. Exporters then buy cocoa beans from a network of the local buyers and prepare them for international shipping and processing to Mars factories . The exporter can be a local marketing company, a global commodity trader, an international agricultural business, a cocoa processor or a government In Africa, Mars has signed a Memorandum of Understanding with the Ivorian government for long-term collaboration and investment in cocoa. It is also working closely with the Ghana Cocoa Board (COCOBOD), the Brazilian National Research Center (CEPLAC) and the Indonesian Ministry of Agriculture to obtain better quality for chocolate manufacturing. Mars is the first global chocolate company to commit to sourcing all of their cocoa from certified sources by 2020. In 2011, they purchased 10% of their cocoa from certified sources, and in 2012 exceeded it to 20 percent and become the world’s largest user of certified cocoa. They currently buy cocoa certified by the Rainforest Alliance, UTZ Certified and Fairtrade. While consumer choices determine demand throughout the cocoa market, it is the manufacturer that meets this demand directly and so sets standards that affect the whole supply chain. Having such an influential role means manufacturers have a duty to ensure that the supply chain supporting their products operates in a responsible and sustainable way. Although Mars cannot have direct relationships with every individual farmer, by choosing to use certified cocoa in their products, the company aims to enable industry-wide improvements in productivity, incomes and sustainability. When the cocoa beans arrive at the factory they are processed into the cocoa products that can be used in manufacturing chocolate. These include cocoa liquor, cocoa butter and cocoa powder. Most processing occurs away from the countries where cocoa is grown because it is more efficient to process and manufacture the products close to where they will be consumed.. What happens during processing has a direct effect on the flavor and qualities of the resulting chocolate. The taste and texture of a particular chocolate product depends on the each recipie , which remains a guarded secret of the company. Mars uses different types and proportions of cocoa liquor, cocoa butter and other ingredients such as milk and sugar to make their products consistent with the brand. They use a mix of beet and cane sugar in our chocolate and confectionery products and source most of it within the region in which it will be used. For several years, they have worked closely with direct suppliers to ensure our sugar is responsibly sourced, while maintaining the highest levels of quality . They need a consistent and high-quality supply of peanuts for some of our most popular products, including SNICKERSÂ ® and MM’SÂ ®. Jointly funding the U. S. Peanut Resources and Efficiency Measures Report conducted by the independent research firm IHS Global Insight, which found major potential improvements in farming practices among U. S. peanut farmers as they are its major suppliers . Dairy ingredients are a critical component of many of our milk chocolate and caramel brands . These are obtained by collaborating with other consumer brand companies and suppliers throughout the local markets that comply with the companys supplier code of conduct . The finished chocolate product is then packaged. The packaging is made in the factory usuing materials such as metal , paper and plastics which is purchased locally. Their strategy is to reduce, recycle and rethink our packaging. This is not easy, as alternative materials that appear more sustainable in one respect often have a greater impact elsewhere. They use lifecycle assessment to ensure that they do not make progress in one area, only to undermine it somewhere else . For packaging they also work with suppliers, universities, other industries and expert partners to share learning and innovation. In Australia, Wrigley committed to the National Packaging Covenant in 2005, and has signed the updated Australian Packaging Covenant . The finished product is via the company owned transport local distributors. The distributors can be individuals , a private enterprise or the government which transport the chocolate to local stores and marts and also to exporters of the finished products . As one of the leading food manufacturers in the world, Mars has a significant international presence in more than 73 countries.

Improving Car Chassis Stiffness

Improving Car Chassis Stiffness Introduction The purpose of the project is to increase the stiffness and reduce the weight of the existing car chassis, without disturbing the shape provided for engine mountings and drivers space and other constraints provided by the existing chassis model. Why is it so important to increase the stiffness and reduce the weight of the chassis? In general to define chassis in this way, first a clear meaning of structure should be known. In general perspective a structure can be defined as a specific arrangement of material to resist loads. This structure should also enable to the location of the components such as engine mountings, transmission, fuel tank, suspension system etc. So it must resist loads without breaking, and without more deflection. If the chassis cannot resist loads it leads to a serious handling problems, and will not support the engine and transmission system, also the chassis should be light enough to maintain weight to power ratio and better handling in corners. 1.1 Background to project The principle loads that includes on the chassis are, by the engine, the aerodynamics, brakes, road irregularities, the inertia loads due to masses under accelerations and vibrations. Also the chassis must with stand impact loads, having absorbed part of crash energy by deformation which includes the bending, torsion, combined bending and torsion, also lateral and longitudinal loads. So the chassis structure should be strong in stiffness in design case rather than strength. The chassis and body developments should also reduce weight because it improves the vehicle ride, handling, improves the performance of car by reducing the drag because of high weight to power ratio, and also will reduce the need for power there by increases the fuel efficiency. Because of this now even mass produced passengers cars lightened up by the most detailed weight-watcher engineering techniques due to corporate Average Fuel Economy (CAFE) regulations of the federal government. Lighter vehicle requires less power, hence less fuel, for equal performance. History The demand for the chassis with high torsion stiffness and low weight had increased from the World War 2. This demand had led to the innovation of many kinds such as Space frame, stressed skin etc. These types had become universal among the European road race cars following its appearance in the Lotus MK and the Mercedes-Benz 300SL in 1952. These are the cars which used strictly space frame chassis and the attention they received had popularized the idea. Major automobile industries in present era are purchasing the competitive vehicles and disassembled them carefully to study the weight and stiffness of car for comparison with the equivalent part of their own vehicle. So this lead to a competitive reasons than for increase fuel economy. Today have been included to expand the following three reasons: A means for recognising opportunities for overall weight reduction for better fuel economy. The means for determining centre of gravity (CG) location and polar moment of inertia. Detail weight estimates provides target figure of cost estimates of all parts. To resist inertial loads under accelerations, accidents etc. Structural efficiency A designer can achieve enough stiffness for a chassis from any form of construction, if enough material is used. This is not the criteria of a designer, to assess the efficiency of structure its stiffness must be considered in relation to the weight. The below shows the absolute increase in stiffness achieved in recent years is the increase in stiffness to weight ratio. Vehicle year Torsional stiffness(lb-ft/degree) Structure weight (lb) Stiffness/weight ratio Lotus 21 F1 1961 700 82.0 8.5 Lotus 24 F1 1962 1,000 72 13.9 Mc Laren F1 1966 11,000 Na Na Lotus 79F1 1979 3,000 95 31.6 Lotus 79 F1 Late 1979 5,000 85 58.8 Lotus F1 1980 10,000 75 133.33 Lola F1 1993 30,000 80 375 Table1: Demand for increase in structural efficiency. Literature Review Introduction: The loads that are experienced on a chassis are light commercial loads due to normal running conditions are considered. That is caused as the vehicle transverses uneven ground as the driver performs various manoeuvres. Basically there are five load cases to consider. Bending case. Torsion case. Combined bending and torsion case. Lateral loading. Fore and aft loading. 2.1.1. Bending case This type of loading is caused due to the weight of components distributed along the frame of the vehicle in the vertical plane which causes the bending about y-axis. The bending case depends mainly on the weight of the major components in the car and the payload. First the static condition is considered by determining the load distribution along the vehicle. The axle reaction loads are obtained by resolving the forces and by taking the moments form the weights and positions of the components. 2.1.2. Torsion case The vehicle body is subjected to the moments applied at the axels centrelines by applying both upward and downward loads are at the each axle in this case. Because of this it results in a twisting action or torsion moment about x-axis of the vehicle. The condition of pure torsion does not exist on its own because of the vertical loads always exist due to gravity. However for the calculation purpose the pure torsion is assumed. The maximum torsion moments are based on loads at the lighter loaded axle, its value can be calculated by the wheel load on the lighter loaded axle multiplied by the wheel track. The loads at the wheels are shown in the above figure. So the torsion moment is given as: RF  tf =  RR  tr 2 2 Where tf  and tr  are front and rear track respectively and R  f  and Rr  are front and rear loads. These loads are based on the static reaction loads but dynamic factors in this case are typically 1.3 for road vehicles (Pawlowski, 1964). 2.1.3. Combined bending and torsion In practice the torsion will not exist without bending as gravitational forces are always present. So the two cases must be considered when representing a real situation. Fig3: combined bending and torsion. 2.1.4. Lateral loading This type of loading is experienced by the vehicle at the corner or when it slides against a Kerb, i.e. loads along the y-axis. The lateral loads are generated while cornering at the tyre to ground contact patches which are balanced by the centrifugal force MV2  / R, M stands for vehicle mass, V vehicle velocity , R is the radius of the corner. The disaster occurs when the wheel reactions on the inside of the turn drop to zero, that means that the vehicle ready to turn over. In this case vehicle will be subjected to bending in x-y plane. The condition that applies to the roll over is shown in the below figure and it also depends up on the height of the vehicle centre of gravity and the track. At this particular condition the resultant of the centrifugal force and the weight that passes along the outside wheels contact patch. And hence lateral acceleration is V2/R=gt/2h Lateral force at the centre of gravity MV2/R = Mgt/2h. Front tyre side forces YF  = Mgt b/2h(a+b). At the rear tyres YR  = Mgt a/ 2h(a+b). From the lateral acceleration it is clear that it is t/2h times that of the gravitational acceleration. Kerb bumping will cause high loads and will roll over in exceptional circumstances. And also this high loads will cause in the bending in the x-y plane are not critical as the width of the vehicle will provide the sufficient bending strength and stiffness. 2.1.5. Fore and aft loading At the time of acceleration and breaking longitudinal forces will come into picture along the x-axis. Traction and braking forces at the tyre to ground contact points are reacted by mass times acceleration inertia forces as shown in below figure. The important cases such as bending, torsion, bending and torsion will come into play as these determine the satisfactory structure (Pawlowski, 1964). 2.1.5.1 Longitudinal loading At the time of vehicle accelerates or decelerates, the inertia forces are generated. The loads generated can be transferred from one axle to another by the inertia forces as the centre of gravity of the vehicle is above the road surface. While accelerating the weight is transferred from front axle to the rear axle and vice versa at the time breaking and decelerating condition. To have a clear picture of forces acting on the body a height of the centres of gravity of all structures are required. And its not so easy to determine. A simplified model considering one inertia force generated at the vehicle centre of gravity can provide useful information about the local loading at the axle positions due to breaking and traction forces. Front wheel drive, the reaction on the driving wheel is: RF = Mg(L-a) Mh(dV/dt) L Rear wheel drive, the reaction on the driving wheel is: RR = Mga + Mh(dV/dt) L In braking case the reactions on the axles are: RF = Mg(L-a) + Mh(dV/dt) L 2.1.6. Allowable stresses From the above discussed loads it is clear that it will induce stresses in all over the structure. So it is important that under the worst load conditions that the stresses induced into the structure are kept to acceptable limits. In consideration of the static loads of a limited amount should give a stress level certainly below the yield stress. If analysed the bending case for a road gong car is considered the maximum allowable stress should be limited as follows: Stress due to static load Ãâ€"Dynamic factor ≠¤ 2/3Ãâ€" yield stress. The above equation says that under any worst load condition the stress should not exceed 67% of the yield stress. Alternatively the safety factor against yield is 1.5 for the worst possible load condition. 2.1.7 Bending stiffness It is equally important to consider the bending stiffness weather to say the structure is sufficiently strong or not. So an equal and important assessment is given to the structural stiffness. Therefore many designers consider the stiffness is most important than strength. It is possible to design a structure which is sufficiently strong but yet unsatisfactory because of insufficient stiffness. Designing for acceptable stiffness is therefore often more critical than designing for sufficient strength. For vehicles the bending stress is determined by the limits of deflection of the side frame door apertures. In case of excessive deflection the doors will not shut properly. Local stiffness of floor is also important because it minimises the safety of the passenger. 2.1.8 Torsion stiffness If the stiffness is low the driver may feel that the vehicle in front will be shaking with the front wing structures moving up and down. The practical problems of doors failing to close properly will also be seen. A similar thing will be seen in the jacking points that are positioned at the corners of the vehicle. For fast moving cars the torsion stiffness is very important because it may cause serious handling problems. Therefore care should be taken in maintaining sufficient torsion stiffness. So from the all above dimensions of forces and handling of a vehicle chassis should be stiff enough and also should be less in weight. 2.1.9 Chassis types Chassis are classified into several types they are: Ladder frames. Cruciform frames. Torque tube back bone frame. Space frame. Monocoque. In the present era of automotive industry designers are using the space frame and monocoque for the justification of design problems and to sufficient structural stiffness. 2.1.9.1 Space frame A space frame chassis is a development of four tube chassis, both of them look quite similar. But the space frame differs in several key areas and offers very good advantages when compared to the predecessor. A space frame is an arrangement of many straight tubes in which the loads acting are either in tension or compression. The figure below shows the clear idea of a space frame. But from the above figure it is clear that the diagonal member is pulled in tension when a load is acted on it. This above illustration is the simple idea of the space frame chassis. This experiencing of loads in either tension or compression is a major advantage. So none of the tubes will be subjected to the load will tend to bend in the middle. Since the space frames are very good in torsion stiffness. The three dimensional space frame chassis are used for specialist cars such as sports racing cars. This type of vehicle design is used for low volume and mass production as well. In this type of structure it is imperative to ensure that all planes fully triangulated by doing so the beam elements are essentially loaded in tension and compression. In the space frame welded joints are done it retains bending and torsion at the joints, but to rely on this restrains will render the structure less stiff. The stiffness is provided by the diagonal member subject to direct tension or compression. 2.1.9.2 Space frame principles A space frame is three dimensional arrangements of tubes loaded in pure tension and compression. The joints between them can be replaced by the ball joints without affecting the stiffness. Other important feature is all loads enter and leave the structure at the points of intersection of three or more tubes. The structural elements do not have to be tubes and the joints do not have to be welded. In terms of torsional stiffness the space frame attempts to connect the four spring anchorages so that is impossible to twist the pair without stretching and compressing the tube. AIMS The first thing to undertake this research is to set some basic aims that need to be achieved. As the aim of the project is stated to reduce the weight and increase the stiffness of existing vehicle chassis. So the main aims are in terms of weight, stiffness, and size. 3.1. Weight Weight was a main consideration in the research it is very crucial to reduce it to that of original weight. It helps in improving the weight to power ratio, better fuel efficiency and performance. 3.2. Stiffness It is also another key factor to be considered in the research. The stiffness must be improved to that of existing one in case of torsion, bending. 3.3. Size Last but not the least, the above reduction in weight and increase in stiffness must be achieved without effecting the size and shape of the chassis. This is important because it should not affect the driver to get in the car, and appearance of the car. And also the constraints set for the positioning of the engine etc should not be changed. 3.4. Requirements Certain requirements beyond my research boundary and aims are needed to be specified, to make up and achieving success in my research they are: The elements in the space frame which should not disturb must be specified. The dimensions of the chassis, and the materials used must be specified. The specification of the loads on the chassis. The original weight of the chassis which is going to be modified. The stiffness that chassis must be in terms of torsion, bending. Project Objectives The objectives of the project are: To analyse the original chassis, its structure, weight, stiffness, torsion, and materials used. Research the characteristics of space frame chassis and discover the effects with respect to vehicle handling and performance in case of bending and torsion loads. The benefits and performance of materials when replaced by the original one in terms of weight and stiffness. The research should be done with resources available. From testing and changing the elements, dimensions other than the constraints in lab, modifying the improvements in chassis. Analysing the results to that of the original chassis and comparing. Research Questions What are the materials used for the chassis construction? What are positions in the chassis which should not be disturbed? What is maximum allowable weight, stiffness and loads that being subjected by the chassis? What will be effect on stiffness and weight if certain elements of the chassis were replaced by the other materials? If the diameter and size of the elements were changed what will be the effect on weight and stiffness? If the positions of the elements other than the elements which should not be disturbed, i.e. by mix and matching, replacing the positions. What will be the effect on stiffness and weight? If the circular tube cross-sectional elements of the chassis in some areas are replaced by square tube cross-sectional elements, what will be the effect on stiffness and weight? Research Approach and Design 6.1. Introduction The problem being researched is quantitative rather than qualitative. It deals in numerical values and variables, predetermined categories, focuses on specific knowledge and control of variables. The approach of this research is different to that of qualitative research which would involve human subjects, questionnaires and interviews. The approach will be analytical which will include experimental analysis, analysing the data, interpreting the results, comparisons etc. 6.2. Approach and design The research is about how to increase the stiffness and reduce the weight of existing vehicle chassis. The research is based on a lot of literature, experimental design and analysis. It should be well designed, planned and managed to ensure that the results can be analysed, interpreted and presented. Throughout the period of the research a process was followed to produce a successful report on the analysis done with that of the original chassis they are: Setting some benchmarks in regarding to the design of chassis. Analyse the previous chassis, and getting an idea in terms of stiffness, weight, shape. Developing the modelling, and analysing techniques that allows the process to be simple and can be modified easily. Gaining the information regarding the dimensions of the chassis from the designers and the areas in the chassis which should not be disturbed in terms of design. Looking for the possibility of the new considerations that were not previously included in the design. Considering the feedback of the supervisor as the process of the research goes on. 6.3. Experiment design It includes a statement of problem to be solved. Before going to do the research on the experimental design it is important to consider all points of view of what the experiment is intended to do. 6.3.1 Response variable The problem must include reference to at least on characteristic of a unit on which information is to be obtained. Those characteristics are called response or dependent variables. In this research the response variables are weight and stiffness, which are dependent on material, design, etc. In addition to reference of the response variable, some questions should be asked. They are measurements methods, what tools are required to measure the variable? Can variable can be measured accurately or not? 6.3.2 Independent variables The variables which control the response variables are called Independent variables. In this piece of work the independent variables are: Load on the space frame chassis. Material used for the chassis. Design of the chassis. Size and shape. The independent variables will be chosen randomly one at a time or by considering more than one independent variable. The response on the dependent are analysed and compared to that of original chassis. 6.3.3. Design Before the data is collected and results are drawn, it is important to know how to solve the problem with a limited amount of time and available resources. It is important to note how many observations should be taken, what is the maximum amount of deviation in terms of stiffness and weight in comparable to original one. Also attention is required in handling the independent variables. 6.3.4. Analysis comparison The final step in the experiment is to compare the results of the optimised chassis to that of the results on the original one, and approach the problem by checking and comparing the results. This will be done by the preparation of the graphical displays of the values in terms of weight and stiffness. Its important to make sure that the results are within the prescribed limits. If its not, follow the investigation again by controlling the independent variables. 6.4. FSAE chassis Rules and Requirements. There are some rules that must be followed throughout the design and construction of chassis. If these rules are not followed strictly the FSAE car will be eliminated from the competition. The rules that have to be followed are. Structural requirements. Minimum material requirements. Alternative tubing and material. Steel tubing requirements. Aluminium tubing requirements. Composite material requirements. Roll hoops requirements. Tube frames. 6.4.1 Structural requirements. The structure of the vehicle must include two roll hoops, front bulk head with support system and impact Attenuator, and side impact structures. 6.4.2 Minimum material requirements. 6.4.2.1 Baseline Steel Material. The structure of the car must be constructed with: Round, mild or alloy, steel tubing (minimum 0.1% carbon) of the minimum dimensions according to the following table. Item or Application Outside diameter Ãâ€" Wall thickness Main and Front hoops, Shoulder harness mounting bar. inch (25.4 mm) x 0.095 inch (2.4 mm) 25.0 mm x 2.50 mm metric Side Impact Structure, Front Bulkhead Roll Hoop Bracing, Drivers Restraint Harness attachment. inch (25.4mm) Ãâ€" 0.0065 inch (1.65mm) or 25.0mm Ãâ€" 1.75mm metric or 25.4mm Ãâ€"1.60mm metric. Front bulk head support. 1.0 inch (25.4mm) Ãâ€" 0.049 inch (1.25 mm) Or 25.0 mm Ãâ€"1.5 mm metric or 26.0mm Ãâ€" 1.2 mm metric. Table 6.4.2: Minimum material requirements. (Source: FAE rules 2008) 6.4.2.2 Alternative Tubing and Material The chassis can be constructed with alternative tubing and material but not for the Main Roll Hoop and Main Roll Hoop Bracing. These must be constructed only with the Steel, to say in other words the use of Composites and other materials such as Aluminium or alloys are strictly prohibited. If the chassis was to constructed with alternate tubing rather than material, the tubing must not be thinner than as shown below. 6.4.2.2.1: Minimum wall thickness for steel tubing requirements Material and Application: Minimum wall thickness: Steel tubing for front and Main Roll Hoops 2.0 mm (0.079 inch) Steel tubing for Roll hoop Bracing, Front bulk head drivers harness attachment. 1.6 mm (0.063 inch) Steel tubing for side impact structure front bulk head support. 1.2 mm (0.047 inch) Table 6.4.2.2.1: Minimum wall thickness for steel tubing requirements Source: FSAE 2008 rules. 6.4.2.3: Aluminium tubing requirements Minimum wall thickness: Material Application : Minimum wall thickness: Aluminium tubing 3.0 mm (0.118 inch) Table 6.4.2.3: Aluminium tubing requirements. (Source: FSAE 2008 rules). 6.4.3. Roll Hoops The Roll hoop design criteria must justify the following: 6.4.3.1. Main Hoop The drivers head and hands must not contact the ground in any rollover attitude. The frame must include both Main Hoop and Front Hoops The Main Hoop must be constructed of single uncut tubing made of steel as per the minimum tubing requirements. The use alternate material is prohibited for construction of main hoop. The main hoop must extend from the lowest member on one side of the frame, to the down towards the lowest Frame member on the other side of the frame. In the side of the car the portion of the attachment of the Main Roll Hoop which lies above the attachment point of the main structure of the frame must be within 10 degrees to the vertical. The vertical members of the Main Hoop must be at least 380mm apart at the location where the Main Hoop is attached to the Major Structure of the Frame. In the Front view of the vehicle. 6.4.3.2. Front Hoop The Front Hoop must be constructed of closed structure of steel as minimum tubing requirements. The use composite materials are prohibited. The Front Hoop Frame member must extend from one side of the Frame, to the down over and towards the lowest Frame member on the other side of the Frame. The top most surface of the Front Hoop should not be below the top of the steering wheel in any angular position. The front Hoop should be no more than 250 mm forward of the steering wheel when measured horizontally through the vehicle centre line. No part of the Front Hoop should be inclined at not more than 20 degrees in the side view. 6.4.3.3. Main Hoop General Requirements A straight line drawn from the top of the main hoop to the top of the front hoop must be clear by 50.8 mm of the helmet of the teams drivers and the helmet of a 95th  percentile male. When seated normally and restrained by the Drivers Restraint system. 95th Percentile Male Template Dimensions A two dimensional template used to represent the 95th percentile male is made to the following dimensions: A circle of diameter 200 mm (7.87 inch) will represent the hips and buttocks. A circle of diameter 200 mm (7.87 inch) will represent the shoulder/cervical region. A circle of diameter 300 mm (11.81 inch) will represent the head (with helmet). A straight line measuring 490 mm (19.29 inch) will connect the centres of the two 200 mm circles. A straight line measuring 280 mm (11.02 inch) will connect the centres of the upper 200 mm circle and the 300 mm head circle. The 95th percentile male template will be positioned as follows: the seat will be Source: FSAE rules 2008. 6.4.4. Front Impact Structure The drivers feet are always with in the Major structure of the Frame. No part of the drivers feet should be above or outside the Frame in the side and front views, while touching the pedals. Forward of the Front bulk head must be energy- absorbing Attenuator. 6.4.4.1. Bulk Head The requirements of the Bulk head in a Front impact structure are: It should be constructed of closed section tubing.