AUTOMOTIVE PARTS
Presented by:Asst.Prof.Dr.Hasan Hacisevki
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ENGINE BLOCK:
ENGINE BLOCKS
ARE GENERALLY MANUFACTURED FROM CAST IRON OR ALUMINIUM ALLOY. CRANK
SHAFT, ENGINE
CYLINDER HEAD,
SUMP AND OTHER
COMPONENTS
ARE FIXED ON
BLOCK.
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A TYPICAL INLINE 4 AND V - BLOCK
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CRANK SHAFT:
CRANK SHAFT IS
PRODUCED FROM
FORGED STEEL OR
MACHINED STEEL.
IT IS SUPPORTED
ON BLOCK FROM
MAIN JOURNALS
AND CARRYING
CONNECTING RODS
AND FLYWHEEL
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CONNECTING ROD:
CONNECTING RODS
ARE PRODUCED FROM
STEEL, ALUMINIUM OR
TITANIUM BY CASTING
OR FORGING TECHNICS.
THEY CARRIES PISTONS
AND CONNECTED ON
CRANK SHAFT FROM
CRANK JOURNALS.
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PISTON AND CONNECTING ROD ASSEMBLY:
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VALVES:
VALVES ARE
PRODUCED FROM
FORGED STEEL.
THERE ARE TWO
TYPES;
1. INLET VALVES
2. EXHAUST VALVES
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CAMSHAFT:
CAMSHAFTS ARE
PRODUCED FROM
FORGED STEEL.
THERE IS A LOBE
FOR EACH VALVE
ON THE CAMSHAFT.
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FUEL SYSTEM
Function of the fuel system is
to store and supply fuel to the
cylinder chamber where it
can be mixed with air,
vaporized, and burned to
produce energy. The fuel,
which can be either gasoline
or diesel is stored in a fuel
tank. A fuel pump draws the
fuel from the tank through
fuel lines and delivers it
through a fuel filter to either a
carburetor or fuel injector,
then delivered to the cylinder
chamber for combustion.
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FUEL SYSTEM
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CARBURETOR
A carburetor is basically
a device for mixing air
and fuel in the correct
amounts for efficient
combustion. The
carburetor bolts to the
engine intake manifold.
The air cleaner fits over
the top of the carburetor
to trap dust and dirt. The
basic carburetor
consists of the following
parts:
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CARBURETOR SYSTEMS
The seven basic
carburetor systems are
the following:
1.Float system
2.Idle system
3.Off idle system
4.Acceleration system
5.High-speed system
6.Full-power system
7.Choke system
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AIR AND FUEL FILTER
AIR FILTER IS USED
TO FILTER COMING
AIR TO PROTECT
ENGINE
COMPONENTS
AGAINST
EXCESSIVE WEAR.
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Boring 121Valery Marinov, Manufacturing Technology
6.5 BORING
Introduction
Boring is a process of producing circular internal profiles on a hole made by drilling or another process. It uses single point cutting tool called a boring bar. In boring, the boring bar can be rotated, or the workpart can be rotated. Machine tools which rotate the boring bar against a stationary workpiece are called boring machines (also boring mills). Boring can be accomplished on a turning machine with a stationary boring bar positioned in the tool post and rotating workpiece held in the lathe chuck as illustrated in the figure. In this section, we will consider only boring on boring machines.
Boring operation on a lathe.
Cutting conditions in boring
Since boring is an operation quite similar to turning, the same type of cutting conditions could be considered.
Set-up of the boring operation on a boring machine.
Boring122 Valery Marinov, Manufacturing Technology
Boring machines
Boring machines can be horizontal or vertical according to the orientation of the axis of rotation of the machine spindle.
In horizontal boring operation, boring bar is mounted in a tool slide, which position is adjusted relative to the spindle face plate to machine different diameters. The boring bar must be supported on the other end when boring long and small-diameter holes.
Horizontal boring machine (Left) and vertical boring mill (Right).
A vertical boring mill is used for large, heavy workparts with diameters up to 12 m. The typical boring mill can position and feed several cutting tools simultaneously. The workpart is mounted on a rotating worktable.
Cutting tool for boring
The typical boring bar is shown in the figure. When boring with a rotating tool, size is controlled by changing the radial position of the tool slide, which hold the boring bar, with respect to the spindle axis of rotation. For finishing machining, the boring bar is additionally mounted in an adjustable boring head for more precise control of the bar radial position.
Boring bar with indexable carbide insert (Left), and adjustable boring head with accessories (Right).
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
CLUTCH
Clutch Introduction
A Clutch is ia machine member used to connect the driving shaft to a driven
shaft, so that the driven shaft may be started or stopped at will, without stopping
the driving shaft. A clutch thus provides an interruptible connection between two
rotating shafts
Clutches allow a high inertia load to be stated with a small power.
A popularly known application of clutch is in automotive vehicles where it is used
to connect the engine and the gear box. Here the clutch enables to crank and
start the engine disengaging the transmission Disengage the transmission and
change the gear to alter the torque on the wheels. Clutches are also used
extensively in production machinery of all types
Mechanical Model
Two inertia’s and traveling at the respective angular velocities ωI and I1 2 1
and ω2, and one of which may be zero, are to be brought to the same speed
by engaging. Slippage occurs because the two elements are running at different
speeds and energy is dissipated during actuation, resulting in temperature rise.
ω1
Ι1 Ι1
ω2
Clutch or brake
Dynamic Representation of Clutch or Brake
Figure 3.2.1
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
Animated
Figure 3.2.2
To design analyze the performance of these devices, a knowledge on the
following are required.
1. The torque transmitted
2. The actuating force.
3. The energy loss
4. The temperature rise
FRICTION CLUTCHES
As in brakes a wide range of clutches are in use wherein they vary in their are in
use their working principle as well the method of actuation and application of
normal forces. The discussion here will be limited to mechanical type friction
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
clutches or more specifically to the plate or disc clutches also known as axial
clutches
Frictional Contact axial or Disc Clutches
An axial clutch is one in which the mating frictional members are moved in a
direction parallel to the shaft. A typical clutch is illustrated in the figure below. It
consist of a driving disc connected to the drive shaft and a driven disc
co9nnected to the driven shaft. A friction plate is attached to one of the
members. Actuating spring keeps both the members in contact and
power/motion is transmitted from one member to the other. When the power of
motion is to be interrupted the driven disc is moved axially creating a gap
between the members as shown in the figure.
Figure 3.2.3
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
Flywheel
Clutch plate
Pressure plate
Clutch cover
Diaphragmspring
to transmission
Throw outBearing
Animated
Figure 3.2.4
METHOD OF ANALYSIS
The torque that can be transmitted by a clutch is a function of its geometry and
the magnitude of the actuating force applied as well the condition of contact
prevailing between the members. The applied force can keep the members
together with a uniform pressure all over its contact area and the consequent
analysis is based on uniform pressure condition
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
Uniform Pressure and wear
However as the time progresses some wear takes place between the contacting
members and this may alter or vary the contact pressure appropriately and
uniform pressure condition may no longer prevail. Hence the analysis here is
based on uniform wear condition
Elementary Analysis
Assuming uniform pressure and considering an elemental area dA
dA = 2Π.r dr
The normal force on this elemental area is
dN 2 .r.dr.p= π
The frictional force dF on this area is therefore
dF f .2 .r.dr.p= π
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
<
< >do
Fr
di
dr
lining
A single-Surface Axial Disk Clutch
Figure 3.2.5
Now the torque that can be transmitted by this elemental are is equal to the
frictional force times the moment arm about the axis that is the radius ‘r’
i.e. T = dF. r = f.dN. r = f.p.A.r
= f.p.2.π.r. dr .r
The total torque that could be transmitted is obtained by integrating this equation
between the limits of inner radius ri to the outer radius ro
ro 22 3T 2 pfr dr pf (r r )o i3ri
= π = π −∫ 3
Integrating the normal force between the same limits we get the actuating force
that need to be applied to transmit this torque.
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
( )
a
2 2a o i
roF 2 prdr
riF r r
= π∫
= π − .p
Equation 1 and 2 can be combined together to give equation for the torque
3 3o i
a 2 2o i
(r r )2T fF .3 (r r )
−=
−
Uniform Wear Condition
According to some established theories the wear in a mechanical system is
proportional to the ‘PV’ factor where P refers the contact pressure and V the
sliding velocity. Based on this for the case of a plate clutch we can state
The constant-wear rate Rw is assumed to be proportional to the
product of pressure p and velocity V.
Rw= pV= constant
And the velocity at any point on the face of the clutch is V r.= ω
Combining these equation, assuming a constant angular velocity ω
pr = constant = K
The largest pressure pmax must then occur at the smallest radius ri ,
max iK p r=
Hence pressure at any point in the contact region
imax
rp p
r=
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
In the previous equations substituting this value for the pressure term p and
integrating between the limits as done earlier we get the equation for the torque
transmitted and the actuating force to be applied.
I.e The axial force Fa is found by substituting imax
rp p
r= for p.
and integrating equation dN 2 prdr= π
r ro o riF 2 prdr 2 p rdr 2 p r (r r )max max i o irr ri i
⎛ ⎞= π = π = π −⎜ ⎟∫ ∫ ⎜ ⎟
⎝ ⎠
Similarly the Torque
ro 2 2T f 2 p r rdr f p r (r rmax i max i o iri
= π = π −∫ )
Substituting the values of actuating force Fa
The equation can be given as
(r r )o iT fF .a 2
+=
Single plate dry Clutch – Automotive application
The clutch used in automotive applications is generally a single plate dry clutch.
In this type the clutch plate is interposed between the flywheel surface of the
engine and pressure plate.
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
Flywheel
Frictionplanes
Clutch plate(driven disk)
Pressure platePressure spring
HousingReleasebearing
Enginecrankshaft
To release
Totransmission
Figure 3.2.6
Single Clutch and Multiple Disk Clutch
Basically, the clutch needs three parts. These are the engine flywheel, a friction
disc called the clutch plate and a pressure plate. When the engine is running
and the flywheel is rotating, the pressure plate also rotates as the pressure plate
is attached to the flywheel. The friction disc is located between the two. When
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
the driver has pushed down the clutch pedal the clutch is released. This action
forces the pressure plate to move away from the friction disc. There are now air
gaps between the flywheel and the friction disc, and between the friction disc and
the pressure plate. No power can be transmitted through the clutch.
Operation Of Clutch
When the driver releases the clutch pedal, power can flow through the clutch.
Springs in the clutch force the pressure plate against the friction disc. This action
clamps the friction disk tightly between the flywheel and the pressure plate. Now,
the pressure plate and friction disc rotate with the flywheel.
As both side surfaces of the clutch plate is used for transmitting the torque, a
term ‘N’ is added to include the number of surfaces used for transmitting the
torque
By rearranging the terms the equations can be modified and a more general form
of the equation can be written as
T N.f .F .Ra m=
T is the torque (Nm).
N is the number of frictional discs in contact.
f is the coefficient of friction
Fa is the actuating force (N).
Rm is the mean or equivalent radius (m).
Note that N = n1 + n2 -1
Where n1= number of driving discs
n2 = number of driven discs
Values of the actuating force F and the mean radius for the two conditions of
analysis are summarized and shown in the table
mr
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
Clutch Construction
Two basic types of clutch are the coil-spring clutch and the diaphragm-spring
clutch. The difference between them is in the type of spring used. The coil
spring clutch shown in left Fig 3.2.6 uses coil springs as pressure springs (only
two pressure spring is shown). The clutch shown in right figure 3.2.6 uses a
diaphragm spring.
Figure 3.2.6
The coil-spring clutch has a series of coil springs set in a circle.
At high rotational speeds, problems can arise with multi coil spring clutches
owing to the effects of centrifugal forces both on the spring themselves and the
lever of the release mechanism.
These problems are obviated when diaphragm type springs are used, and a
number of other advantages are also experienced
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
Clutch or Driven Plate
More complex arrangements are used on the driven or clutch plate to facilitate
smooth function of the clutch
The friction disc, more generally known as the clutch plate, is shown partly cut
away in Fig. It consists of a hub and a plate, with facings attached to the plate.
Figure 3.2.7
First to ensure that the drive is taken up progressively, the centre plate, on which
the friction facings are mounted, consists of a series of cushion springs which is
crimped radially so that as the clamping force is applied to the facings the
crimping is progressively squeezed flat, enabling gradual transfer of the force
On the release of the clamping force, the plate springs back to its original
position crimped (wavy) state
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
This plate is also slotted so that the heat generated does not cause distortion that
would be liable to occur if it were a plain plate. This plate is of course thin to keep
rotational inertia to a minimum.
Plate to hub Connection
Secondly the plate and its hub are entirely separate components, the drive being
transmitted from one to the other through coil springs interposed between them.
These springs are carried within rectangular holes or slots in the hub and plate
and arranged with their axes aligned appropriately for transmitting the drive.
These dampening springs are heavy coil springs set in a circle around the hub.
The hub is driven through these springs. They help to smooth out the torsional
vibration (the power pulses from the engine) so that the power flow to the
transmission is smooth.
In a simple design all the springs may be identical, but in more sophisticated
designs the are arranged in pairs located diametrically opposite, each pair having
a different rate and different end clearances so that their role is progressive
providing increasing spring rate to cater to wider torsional damping
The clutch plate is assembled on a splined shaft that carries the rotary motion to
the transmission. This shaft is called the clutch shaft, or transmission input shaft.
This shaft is connected to the gear box or forms a part of the gear box.
Friction Facings or Pads
It is the friction pads or facings which actually transmit the power from the fly
wheel to hub in the clutch plate and from there to the out put shaft. There are
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
grooves in both sides of the friction-disc facings. These grooves prevent the
facings from sticking to the flywheel face and pressure plate when the clutch is
disengaged. The grooves break any vacuum that might form and cause the
facings to stick to the flywheel or pressure plate. The facings on many friction
discs are made of cotton and asbestos fibers woven or molded together and
impregnated with resins or other binding agents. In many friction discs, copper
wires are woven or pressed into the facings to give them added strength.
However, asbestos is being replaced with other materials in many clutches.
Some friction discs have ceramic-metallic facings.
Such discs are widely used in multiple plate clutches
The minimize the wear problems, all the plates will be enclosed in a covered
chamber and immersed in an oil medium
Such clutches are called wet clutches
Multiple Plate Clutches
Figure 3.2.8
The properties of the frictional lining are important factors in the design of the
clutches
Machine Design II Prof. K.Gopinath & Prof. M.M.Mayuram
Indian Institute of Technology Madras
Typical characteristics of some widely used friction linings are given in the table
Table Properties of common clutch/ Brake lining materials
Friction MaterialAgainst Steel or Cl
Dynamic Coefficient of Friction
Maximum Pressure Maximum Temprerature
Molded
Woven
Sintered metal
Cast iron of hard steel
0.25-0.45
0.25-0.45
0.15-0.45
0.15-0.25
0.06-0.09
0.08-0.10
0.05-0.08
0.03-0.06
1030-2070
345-690
1030-2070
690-720
204-260
204-260
232-677
260
dry in oilKPa oC
Table 3.2.1
1 | P a g e
Driving License And
Its Types
Prepared by: Mr. Navneet Gupta
.
Lecturer (Government Polytechnic College, Ambala City)
NAVNEET GUPTA Page 2
Driving licence in India
In India, the driving licence is the official document which authorises its
holder to operate various types of motor vehicle on highways and some
other roads to which the public have access. In various Indian states, they are administered by the Regional Transport
Authorities/Offices (RTA/RTO). A driving licence is required in India by
any person driving a vehicle on any highway or other road defined in
the Motor Vehicles Act, 1988.
A modern photo of the driving licence can also serve many of the purposes
of an identity card in non-driving contexts (proof of identity (e.g. when
opening a bank account) or age (e.g. when applying for a mobile
connection)
Applications for a provisional driving licence can be made from the age of
16. Valid for driving a moped or gearless motorcycle (with a capacity of
up to 50 cc) from aged 16,[1] and a car from aged 18 or older to drive any
other type of vehicle.[2] The common "All India Permit" allows the
licensee to drive throughout the country.[3] For driving
commercial/transport vehicles, one should obtain endorsement (and a
minimum age of 20 years, in some states) in the driving licence to effect
under s.3(1) of The Motor Vehicles Act, 1988. Until a driving test (which
consists of three sections: verbal or written test (depending on the state),
road sign test followed by a supervised driving examination)[4] has been
passed a driver may hold only a provisional licence and be subject to
certain conditions.
Tests on basic driving rules are conducted at the RTOs when an individual
applies for provisional licence. The theoretical test in India consists of
basic road sign questions, which are the same for car and motorcycle tests:
Multiple choice questions – 20 questions with a choice of possible
answers. At least 12 questions should be answered correctly to pass this
section.
Verbal or written test (depending on the state)
The theory test are completed on the computer, and both must be passed in
order to pass the theory test
NAVNEET GUPTA Page 3
Driving licence categories This is a list of the categories that might be found on a driving licence in
India.
MC 50CC (Motorcycle 50cc) — motorcycles with an engine capacity
of 50 cc or less.
MC EX50CC (Motorcycle more than 50cc) — motorcycles and (Light
Motor Vehicle)CAR.
FVG—Motorcycles of any engine capacity, but without gears,
including mopeds and scooters
MC With Gear or M/CYCL.WG (Motorcycle With Gear) — all
motorcycles.
LMV (Light Motor Vehicle) — including motorcars, jeeps, taxis,
delivery vans.
LMV-NT (Light Motor Vehicle—Non Transport) — for personal use
only
LMV-TR (Light Motor Vehicle—Transport) — for commercial
transportation including light goods carrier.[6]
HMV (Heavy Motor Vehicle)
HPMV (Heavy Passenger Motor Vehicle)
HTV Heavy Transport Vehicle (Heavy Goods Motor Vehicle, Heavy
Passenger Motor Vehicle)
TRAILER — a person holding a heavy vehicle driving licence can only
apply for heavy trailer licence
Most of the legislation regarding licensing is in the Rules of the Road
Regulation and the Motor Vehicles Act, 1988. Private/Commercial drivers
should have an additional Badge if they are driving a taxi or any other
public transport vehicle.
UNIT II
GEAR BOX
Necessity Of Gear Box In An Automobile
• The gear box is necessary in the transmission system
to maintain engine speed at the most economical value
under all conditions of vehicle movement. • An ideal gear box would provide an infinite range of
gear ratios, so that the engine speed should be kept at
or near that the maximum power is developed what
ever the speed of the vehicle.
Function Of A Gear Box
• Torque ratio between the engine and wheels to be
varied for rapid acceleration and for climbing gradients.
• It provides means of reversal of vehicle motion. • Transmission can be disconnected from engine by
neutral position of gear box
Selective Type Gear Box
• It is the transmission in which any speed may be selected from the neutral position.
• In this type of transmission neutral position has to be
obtained before selecting any forward or reverse gear.
Some selective type gear boxes are, 1. Constant mesh gear box with positive dog clutch.
2. Constant mesh gear box with synchromesh device.
3. Sliding mesh gear box
Sliding mesh gear box
It is the simplest and oldest type of gear box.
1. The clutch gear is rigidly fixed to the clutch shaft. 2. The clutch gear always remains connected to the drive gear of
countershaft. 3. The other lay shaft gears are also rigidly fixed with it. 4. Two gears are mounted on the main shaft and can be sliding
by shifter yoke when shifter is operated. 5. One gear is second & top speed gear and the other is the first
and reverse speed gears. All gears used are spur gears. 6. A reverse idler gear is mounted on another shaft and always
remains connected to reverse gear of counter shaft
Sliding mesh gear box
FIRST GEAR
• By operating gearshift lever, the larger gear on main shaft is
made to slide and mesh with first gear of countershaft.
• The main shaft turns in the same direction as clutch shaft in the
ratio of 3:1.
SECOND GEAR
• By operating gear shaft lever, the smaller gear on the main shaft is
made to slide and mesh with second gear of counter shaft. • A gear reduction of approximately 2:1 is obtained.
TOP GEAR
• By operating gearshift lever, the combined second speed gear and
top speed gear is forced axially against clutch shaft gear. • External teeth on clutch gear mesh with internal teeth on top gear
and the gear ratio is 1:1.
REVERSE GEAR
• By
is
operating gearshift lever,
meshed with reverse idler
the
gear.
larger
gear of
main shaft
• The reverse idler gear is always on the mesh with counter shaft
reverse gear. Interposing the idler gear, between reverse and
main shaft gear, the main shaft turns in a direction opposite to
clutch shaft.
NEUTRAL GEAR
• When engine is running and the clutch is engaged, clutch shaft
gear drives the drive gear of the lay shaft and thus lay shaft
also rotates. • But the main shaft remains stationary as no gears in main
shaft are engaged with lay shaft gears.
CONSTANT MESH GEARBOX
Explanation about the constant mesh gearbox
• In this type of gearbox, all the gears of the main shaft
are in constant mesh with corresponding gears of the
countershaft. • The gears on the main shaft which are bushed are free
to rotate. • The dog clutches are provided on main shaft. • The gears on the lay shaft are, however, fixed. • When the left Dog clutch is slide to the left by means of
the selector mechanism, its teeth are engaged with those
on the clutch gear and we get the direct gear
Contd….
• The same dog clutch, however, when slide to right
makes contact with the second gear and second gear is
obtained. • Similarly movement of the right dog clutch to the left
results in low gear and towards right in reverse gear.
Usually the helical gears are used in constant mesh
gearbox for smooth and noiseless operation
SYNCHROMESH GEARBOX
During engaged the synchromesh gearbox
Explanation about the synchromesh gearbox
• This type of gearbox is similar to the constant mesh type
gearbox.
• Instead of using dog clutches here synchronizers are used.
• The modern cars use helical gears and synchromesh devices in
gearboxes, that synchronize the rotation of gears that are
about to be meshed SYNCHRONIZERS
• This type of gearbox is similar to the constant mesh type in
that all the gears on the main shaft are in constant mesh with the corresponding gears on the lay shaft.
• The gears on the lay shaft are fixed to it while those on the
main shaft are free to rotate on the same.
NAVNEET GUPTA[Type text] Page 1
Indian Highways & Highway Code Prepared By:-Mr. Navneet Gupta Lecturer (Govt. Polytechnic Collage Ambala City)
NAVNEET GUPTA Page 2
Indian Highways – Milestone Colour Codes
Milestones, mile markers, or mileposts are all names given to
stones that tell us how far away from that point our
destination is. They are reference points along the road. But
did you know that milestones don’t just tell the distance?
The milestones you see on Indian highways typically have white backgrounds.
The white is combined with different colour codes.
Yellow head represents National Highway.
A green head represents State Highway.
The blue or black head represents city or district road, while the orange head
represents Pradhan Mantri Gram Saḍak Yojna Road.
It would be interesting to note that on undivided highways, both sides of a
milestone are used to tell the distance to the nearest city. The highway number
can be seen on the head of the milestone. On the side, one can see the sum of
distances of two nearest cities in each direction from the milestone.
So next time, don’t just look at the distance, there are quite a lot of things you
can judge from a mere stone.
NAVNEET GUPTA Page 3
Highway Code In India
Travelling in India is an almost hallucinatory potion of sound, spectacle and
experience. It is frequently heart-rending, sometimes hilarious, mostly
exhilarating, always unforgettable - and, when you are on the roads, extremely
dangerous.
To the Westerner, the behaviour of drivers seems to cross Space Invaders with a
profound belief in reincarnation. The Ambassador cars, Bombay-built
derivatives of the Fifties Morris Oxford, rattle tourists to palaces and temples
like time- capsules in a game of virtual unreality. There is an explanation for
this behaviour. Most Indian road users observe a version of the Highway Code
based on a Sanskrit text. These 12 rules of the Indian road are published for the
first time in English.
Article I
The assumption of immortality is required of all road users.
Article II
Indian traffic, like Indian society, is structured on a strict caste system. The
following precedence must be accorded at all times. In descending order, give
way to: cows, elephants, heavy trucks, buses, official cars, camels, light trucks,
buffalo, Jeeps, ox-carts, private cars, motorcycles, scooters, auto-rickshaws,
pigs, pedal rickshaws, goats, bicycles (goods carrying), handcarts, bicycles
(passenger carrying), dogs, pedestrians.
Article III
All wheeled vehicles shall be driven in accordance with the maxim: to slow is to
falter, to brake is to fail, to stop is defeat. This is the Indian drivers' mantra.
Article IV
Use of horn (also known as the sonic fender or aural amulet):
Cars (IV, 1, a-c): Short blasts (urgent) indicate supremacy, ie in clearing dogs,
rickshaws and pedestrians from path. Long blasts (desperate) denote
supplication, ie to oncoming truck, 'I am going too fast to stop, so unless you
slow down we shall both die.' In extreme cases this may be accompanied by
flashing of headlights (frantic). Single blast (casual) means 'I have seen
someone out of India's population of 870 million whom I recognise'; 'There is a
NAVNEET GUPTA Page 4
bird in the road (which at this speed could go through my windscreen)', or 'I
have not blown my horn for several minutes.'
Trucks and buses (IV, 2, a): All horn signals have the same meaning, viz, 'I
have an all-up weight of approximately 12 1/2 tons and have no intention of
stopping, even if I could.' This signal may be em-phasised by the use of
headlamps (insouciant).
Article IV remains subject to the provisions of Order of Precedence in Article II
above.
Article V
All manoeuvres, use of horn and evasive action shall be left until the last
possible moment.
Article VI
In the absence of seat belts (which there is), car occupants shall wear garlands
of marigolds. These should be kept fastened at all times.
Article VII
Rights of way: Traffic entering a road from the left has priority. So does traffic
from the right, and also traffic in the middle.
Lane discipline (VII, 1): All Indian traffic at all times and irrespective of
direction of travel shall occupy the centre of the road.
Article VIII
Roundabouts: India has no roundabouts. Apparent traffic islands in the middle
of crossroads have no traffic management function. Any other impression
should be ignored.
Article IX
Overtaking is mandatory. Every moving vehicle is required to overtake every
other moving vehicle, irrespective of whether it has just overtaken you.
Overtaking should only be undertaken in suitable locations, such as in the face
of oncoming traffic, on blind bends, at junctions and in the middle of
villages/city centres. No more than two inches should be allowed between your
vehicle and the one you are passing - one inch in the case of bicycles or
pedestrians.
Article X
NAVNEET GUPTA Page 5
Nirvana may be obtained through the head-on crash.
Article XI
Reversing: no longer applicable since no vehicle in India has reverse gear.
Article XII
The 10th incarnation of God was as an articulated tanker.
1 Error! No text of specified style in document. | NAVNEET GUPTA
Insurance Claim Procedure
Prepared By:- Mr. Navneet Gupta
Lecturer(Govt. Polytechnic Collage Ambala City)
2 NAVNEET GUPTA
What is the process that one should follow to get compensation after facing a road accident? The sight of the accident is very common on Indian roads. Over 400 people were killed in road accidents every day in 2015, government data reveals. The hapless victims are left paralyzed on the street and after by the intricacies involved in legal machinery.
Here is a simplified guide on how one can get compensation if it ever becomes a victim of a road accident.
Compensation to the Victims of Motor Vehicle Accidents
Rapid justice and speedy trial are two eyes of any justice delivery system. The justice delivery system in M.A.C.T (Motor Accident Claims Tribunal cases) is far away from satisfactory. Say, an owner of a brand new Mercedes while returning from his game of hunting crashes his car into a footpath, killing civilians over it.
There are two facets in this circumstance-
1. One is the commission of the criminal offense. 2. Second is the compensation claim.
What to Do After an Accident?
A case is registered by the local police on complaining or either they will take cognizance on their own. (Registration of F.I.R). For this-
One should take pictures of the accident scene or even a video for use as evidence later on. Even just a passer-by can do this and provide the photos or videos to police for support in investigation and delivery of justice.
They should, however, call the 100 number (police hotline) and inform what the situation is in a clear and calm manner.
What is said on this call gets recorded and can be used as evidence later on.
After this, police has to register FIR, investigate and then charge-sheet the accused. After this, the judicial mechanism will set itself into motion.
Legal intricacies involving demand of proper compensation to be put forward before MACT tribunal.
3 NAVNEET GUPTA
Who Can Claim Compensation in Motor Accident Cases?
Section 165 (claim for compensation) can be made–
1. By the person who has sustained the injury. 2. By the owner of the property where death has resulted from the
motor accident. 3. By all or any of the legal representatives of the deceased. 4. By any agent duly authorized by the person injured or all or any of
the legal representatives of the deceased, as the case may be.
Jurisdiction: Where Should One Claim Compensation for Motor Accident?
If a man from Calcutta is on a tour to Kanyakumari and gets involved in the motor accident at Kanyakumari then, where should he file a road accident compensation claim? The Procedure requires as follows:
Every application is to be mad at the option of the claimant, either to the Claims Tribunal who is having jurisdiction over the area in which the accident occurred. (Place Of Accident)
Or to the Claims Tribunal within the local limits of whose jurisdiction the claimant resides (Nearest Tribunal to Victim) or carries on business.
Or within the local limits of whose jurisdiction the defendant resides(Nearest Tribunal Where The Accused Resides).[1]
If the Driver Had No Fault in the Motor Accident then, Can the Victim Still Get Road Accident Compensation?
A, as per her mother’s instruction went to a shop for local veggies. First, she looked left then right and then left and then took the zebra crossing. But, while crossing hurriedly, she was hit by a car. Even though there was no fault on either side, what could be the intricacies involved while demanding road accident compensation in this case?
No Fault Liability in Case of Motor Accident for Drivers
Where death or permanent disablement of any person has resulted from an accident arising out of the use of a motor vehicle, the owner of the vehicle or the owners of the vehicles, will be liable to pay road accident compensation in respect of such death or disablement.
4 NAVNEET GUPTA
In the case of death, the minimum sum to be paid is INR 50,000/- and in the case of disablement, a minimum sum to be paid is INR 25,000/-[2], and this minimum is subject to additional compensation which the tribunal might grant under s 163A.
For a victim, one does not need to prove the negligence of the opposite side, it is assumed. The victim need not be required to plead and establish that the death or permanent disablement in respect of which the claim has been made, was due to any wrongful act, neglect or default of the owner or owners of the vehicle or vehicles concerned or of any other person.
How Much Road Accident Compensation is One Entitled to in Case of Motor Vehicle Accident in India?
Simply put, if a driver is involved in an accident in India and if it caused victim’s death then, a minimum of INR 50,000/- and if permanent disablement is caused then, a minimum of INR 25,000/- must be paid.
A claims tribunal can pay even more after considering the case. The owner of the motor vehicle or the authorized insurer shall be liable to pay in the case of death or permanent disablement due to accident arising out of the use of a motor vehicle under section 163A.
“There can be no doubt that, compensation claimed u/s 140 is governed by the no fault principle”.[3]
Permanent disablement for this purpose means–
1. Permanent privation of the sight of either eye or the hearing of either ear or privation of any member or joint.
2. Destruction or permanent impairing of the powers of any member or joint.
3. Permanent dis-figuration of the head or face.
Third Party Liability in Case of Car Accidents and Insurance Requirement
For instance: ‘A’ purchases a motor vehicle through a Nationalized Bank on 1.10.1993 and the said vehicle is insured for ‘The Period Of One Year’. He sells the vehicle to ‘B’ on 3.11.1993. The Motor Vehicle in the custody of ‘B’ meets with an accident on 6.11.1993 and the name of the owner of the said vehicle is not yet changed in the R.C Book. ‘A’ has not sent an application in
5 NAVNEET GUPTA
the ‘Prescribed Form’ about the Transfer of Motor Vehicles to the Insurance Company immediately.[4]
1. Whether the transfer of motor vehicle has to be allowed to put an end to the Insurance Policy automatically or
2. Whether the mere transfer of motor vehicle entangles the statutory protection of just compensation amount to the victims.
The driving of an uninsured Motor Vehicles is an offense, requiring punishment for 3 months Or fine of one thousand Rupees under Section 196 of the act.
Moreover, in case of sale of a car or other vehicles, the person selling the motor vehicle shall apply within fourteen days, from the date of transfer, in the prescribed form to the insurer for making necessary changes in regard to the fact of transfer in the certificate of insurance and the policy described in the certificate in his favor and the insurer shall make the necessary changes in the certificate and the policy of insurance in regard to the transfer of insurance.
The transfer of the motor vehicle puts an end to the compulsory insurance policy itself as the application in the ‘prescribed form’ is not sent to the Insurance Company.
Further, the complication arises when the said vehicle is hypothecated by a Nationalized Bank and under such circumstances, the poor victims are shoved to the ‘sea of troubles’ for their inability of getting the compensation amount in time.
Is A Pillion Rider Entitled to Road Accident Compensation in A Case of Two-Wheeler Accident Or A Co-Passenger in Case of Car Accident?
The Supreme Court created a precedent to be followed in cases involving pillion riders and co-passengers.
The liability of the insurance company in a case of this nature is not extended to a pillion rider or a co-passenger of the motor vehicle unless the requisite amount of premium is paid for covering his/her risk.
The pillion rider in a two wheeler or a co-passenger in a car is not to be treated as a third party when the accident has taken place
6 NAVNEET GUPTA
owing to the rash and negligent riding of the two-wheeler or car and not on the part of the driver of another vehicle.[5]
It is thus settled that, the liability of the insurance company is not extended to a pillion rider or a co-passenger of the motor vehicle unless the requisite amount of premium is paid for covering this risk.
The legal obligation cannot be extended to an injury or death of the owner of the vehicle or the pillion rider. Further, the pillion rider on a two-wheeler cannot be treated as a third party when the accident has taken place owing to the rash and negligent riding of the scooter and not on the part of the driver of another vehicle.
Road Accident Compensation in Case Where Both Driver And the Victim Were Negligent
What if victims were also negligent while the driver was also negligent and the accident occurred due to the contributory negligence of both parties?
For example, someone starts driving on a one-way road in the wrong direction while another car is driving in the right direction but, without headlights on. The two collide which results in severe injury to the two wheeler driver. Would he be entitled to any road accident compensation?
Contributory negligence is when the claimant himself has been negligent and has contributed to the occurrence of the accident. In contributory negligence, the victim himself has contributed and therefore, his compensation gets reduced in proportion to his fault. Thus, if the victim is equally negligent and has contributed to the accident in equal measures, he would get only half the compensation.
On the other hand, Composite negligence means where the accident occurs due to the negligence of two or more persons but, not the victim. In an accident involving two or more vehicles, where a third party claims damages for loss or injuries, it is said that the road accident compensation is payable in respect of the composite negligence of the drivers of those vehicles.
In such a case, each wrongdoer is jointly and severally liable to the injured for the payment of the entire damages and the injured person has the choice of proceeding against all or any of them.[6]
7 NAVNEET GUPTA
What Happens in Case of the Accident Caused by an Underage Driver?
Chachu giving keys to his niece and nephew is common in India. But, what would a person do if he is hit by a minor driving a vehicle? In these cases, Insurance company does not provide with road accident compensation on behalf of the insurer and the liability lies on the child’s legal parent or guardian.
Compensation Provided in Motor Vehicle Accident Where Victim is a Child
A child is not the bread earner of the family and hence, the death of a child during a motor vehicle accident involves different intricacies. Along with awarding for pecuniary losses, the court also has to award for future losses. Pain and suffering caused because of the sudden demise of life, the age of the child, while the accident took place, etc has to be factored in.
The apex court formed a point that, while considering such claims, child’s performance in school, the reputation of the school etc. might be taken into consideration.When records show that the children were good in studies and were studying in a reasonably good school [7] then naturally, their future prospect would be presumed to be good and bright. Since they were children, there is no yardstick to measure the loss for future prospects of these children. However, as already noted, they were performing well in studies, the natural consequence was supposed to be a bright future.
What Happens in the Case Where Victim of a Motor Vehicle Accident is a Housewife?
When the victim of an accident is a housewife then the settled law is [8] “for the purpose of awarding compensation to the dependents” some pecuniary estimate has to be made of the services of housewife/mother.
The amount payable to the dependants cannot be diminished on the ground that some other family member can take care of the well-being of the family as the deceased housewife did. In its wisdom, the legislature had, as early as in 1994, fixed the notional income of a non-earning person at Rs.15,000/- per annum and in the case of a spouse, 1/3rd income of the earning/surviving spouse for the purpose of computing the road accident compensation.
Plight of the Victims Due to Ambulance Chaser
8 NAVNEET GUPTA
The legal profession has its share of ‘ambulance chasers,’ as they are called in some of the western countries. These are the lawyers who make a living out of the motor vehicle accidents. It is a well-oiled network where the lawyers and the police act in close co-ordination[9].
It is woeful to note that the moment an accident takes place, the Police Inspector concerned gets in touch with the particular network of lawyers. Such lawyers swoop on the hapless victims who are in a confused state and even when the dead body is placed for funeral ceremony or the said ceremony is just over, they allure the said victims with promises of getting the huge road accident compensation amount, without spending any amount of money from their purse even for the stamps in the M.A.C.T petitions.
The poor overwhelmed accident victims believe the promises of such lawyers and entrust the briefs to them by signing the blank papers, including stamped papers and withdrawal slips, in advance without the knowledge of the victims in such cases. Further, their counsels themselves enter into the compromise with the Insurance company as to the compensation amount, even without the consent or knowledge of the victims.
Compensation Provided to the Victim in Hit And Run Cases
In Salman Khan’s case– “The verdict doesn’t really affect us in any way,” Mohammad Kaleem, 35, tells The Indian Express from Sultanpur. “How do we benefit if he is sent to jail? I received Rs 1.5 lakh in compensation but, it was spent on my treatment. We’re poor and the jail term won’t fill our stomachs.”
Section 163 A of M.V. Act deals with the situations involving hit and run cases. After the accident, either the victim or his legal representative can file an application to the Claim Officer of the taluka where the jurisdiction lies. After the proper inquiry and the procedure involving submission of post mortem certificate or injury certificate, road accident compensation may be provided from the solatium fund created by the government within 15 days.
Time Limit for Filing of Complaint Before the Tribunal for Motor Vehicle Accidents in India
9 NAVNEET GUPTA
There is no time limitation for filing road accident compensation claims before the tribunal in respect of any accident. Parliament realized the grave injustice and injury which was being caused to the heirs and legal representatives of the victims, who died in accidents, by rejecting their claim petitions only on the ground of limitation. [10]
Who is to Compensate in Cases of an Accident of Bus Passengers in India
Situations, where passengers get down of bus even before the bus stops or in the traffic jams, in such or similar circumstances, the conductor and the driver must be careful and they have a duty towards the passengers in not allowing them to be injured in any way. [11]
A lady passenger was getting down the bus and her one foot was on the footboard and other on the road, when the conductor gave the whistle and the driver moved the bus and she was knocked down and was dragged along by the body of the bus and sustained fatal injuries. It is the crew of the bus who is negligent for the accident which occurs at a place where the bus is to stop, though it is not a bus stop.
“But the fundamental duty of both the driver as well as the conductor is to verify specifically, whether any passengers is getting into the bus or is getting down from the bus, before actually the bus is moved from the bus stop where it is stopped, irrespective of the fact whether that place or stopping is a bus stop or not”.[12]
The onus to compensate the victim lies on the owner of the bus or the insurance company of the bus owner.
Factors Affecting the Claim for Compensation of Motor Vehicle Accident in India
While awarding a claim for compensation, the court looks for the following factors-[13]
1. All the parties are heard (including the insurer). Tribunal decides the case on merits (Example on above as, whether there was a third party risk involved or not, whether there was composite or contributory negligence or not etc.)
2. When a road accident compensation is awarded, the person who is required to pay that amount has to pay it within 30 days of announcing of orders.
10 NAVNEET GUPTA
3. Even simple interest is applied on the amount from the date of making of claims.[14] When the person required to pay the road accident compensation is willingly or otherwise not paying the amount, the tribunal can order Collector to recover the money as it happens in cases of arrears of land revenue.[15]
That’s all about “How can one claim for Road Accident Compensation as per M.A.C.T. Guidelines”. Comment Below your views. And, Don’t forget to share the article.
Mechanical Properties of Metals
Module-4
1) Elastic deformation and Plastic deformation
2) Interpretation of tensile stress-strain curves
3) Yielding under multi-axial stress, Yield
criteria, Macroscopic aspects of plastic
deformation and Property variability &
Design considerations
Contents
Mechanical loads - Deformation
Object
External load
translation rotation deformation
distortion – change in shape
dilatation – change in size
Temporary / recoverable Permanent
time independent –
elastic
time dependent –
anelastic (under load),
elastic aftereffect (after removal of load)
Deformation – function of time?
time independent –
plastic
time dependent –
creep (under load),
combination of recoverable and permanent, but time
dependent – visco-elastic
Engineering Stress – Engineering Strain
Load applied acts over an area.
Parameter that characterizes the load effect is given as load
divided by original area over which the load acts. It is
called conventional stress or engineering stress or simply
stress. It is denoted by s.
Corresponding change in length of the object is
characterized using parameter – given as per cent change
in the length – known as strain. It is denoted by e.
As object changes its dimensions under applied load,
engineering stress and strain are not be the true
representatives.
0
0
0
,L
LLe
A
Ps
True Stress – True Strain
True or Natural stress and strain are defined to give true
picture of the instantaneous conditions.
True strain:
True stress:
...2
23
1
12
0
01
L
LL
L
LL
L
LL
0
ln
0L
L
L
dLL
L
)1(0
0
esA
A
A
P
A
P
Different loads – Strains
Elastic deformation
A material under goes elastic deformation first followed by
plastic deformation. The transition is not sharp in many
instances.
For most of the engineering materials, complete elastic
deformation is characterized by strain proportional to
stress. Proportionality constant is called elastic modulus or
Young’s modulus, E.
Non-linear stress-strain relation is applicable for materials.
E.g.: rubber.
E
For materials without linear stress-strain portion, either
tangent or secant modulus is used in design calculations.
Elastic deformation (contd…)
The tangent modulus is
taken as the slope of
stress-strain curve at
some specified level.
Secant module
represents the slope of
secant drawn from the
origin to some given
point of the - curve.
Elastic deformation (contd…)
Theoretical basis for elastic deformation – reversible
displacements of atoms from their equilibrium positions –
stretching of atomic bonds.
Elastic moduli measures stiffness of material. It can also be
a measure of resistance to separation of adjacent atoms.
Elastic modulus = fn (inter-atomic forces)
= fn (inter-atomic distance)
= fn (crystal structure, orientation)
=> For single crystal elastic moduli are not isotropic.
For a polycrystalline material, it is considered as isotropic.
Elastic moduli slightly changes with temperature
(decreases with increase in temperature).
Elastic deformation (contd…)
Linear strain is always accompanied by lateral strain, to
maintain volume constant.
The ratio of lateral to linear strain is called Poisson’s ratio
(ν).
Shear stresses and strains are related as τ = Gγ, where G is
shear modulus or elastic modulus in shear.
Bulk modulus or volumetric modulus of elasticity is
defined as ratio between mean stress to volumetric strain.
K = σm/Δ
All moduli are related through Poisson’s ratio.
)1(2
EG
)21(3
EK m
Plastic deformation
Following the elastic deformation, material undergoes
plastic deformation.
Also characterized by relation between stress and strain at
constant strain rate and temperature.
Microscopically…it involves breaking atomic bonds,
moving atoms, then restoration of bonds.
Stress-Strain relation here is complex because of atomic
plane movement, dislocation movement, and the obstacles
they encounter.
Crystalline solids deform by processes – slip and twinning
in particular directions.
Amorphous solids deform by viscous flow mechanism
without any directionality.
Plastic deformation (contd…)
Because of the complexity involved, theory of plasticity
neglects the following effects:
- Anelastic strain, which is time dependent recoverable
strain.
- Hysteresis behavior resulting from loading and un-
loading of material.
- Bauschinger effect – dependence of yield stress on
loading path and direction.
Equations relating stress and strain are called constitutive
equations.
A true stress-strain curve is called flow curve as it gives the
stress required to cause the material to flow plastically to
certain strain.
Plastic deformation (contd…)
Because of the complexity involved, there have been many
stress-strain relations proposed.
),,,( turemicrostrucTfn
nK
mK
nK )( 0
n
o K
Strain hardening exponent, n = 0.1-0.5
Strain-rate sensitivity, m = 0.4-0.9
Yield strength – σ0
Strain from previous work – ε0
Tensile stress-strain curve
A – Starting point E– Tensile strength
E’ – Corresponding to E on flow curve
F – Fracture point I – Fracture strain
Tensile stress-strain curve (contd…)
A – Starting point B – Proportional limit
C – Elastic limit D – Yield limit
G – 0.2% offset strain H – Yield strain
Tensile stress-strain curve (contd…)
Apart from different strains and strength points, two other
important parameters can be deduced from the curve are –
resilience and toughness.
Resilience (Ur) – ability to absorb energy under elastic
deformation
Toughness (Ut) – ability to absorb energy under loading
involving plastic deformation. Represents combination of
both strength and ductility.
E
s
E
ssesU r
22
1
2
12
00
000
fu
fut ess
esU2
0fut esU
3
2
area ADH
area AEFI(for brittle
materials)
Yielding under multi-axial stress
With on-set of necking, uni-axial stress condition turns into
tri-axial stress as geometry changes tales place. Thus flow
curve need to be corrected from a point corresponding to
tensile strength. Correction has been proposed by
Bridgman.
)2/1ln()/21(
)(
RaaR
avgx
where
(σx)avg measured stress in the axial direction,
a – smallest radius in the neck region,
R – radius of the curvature of neck
Yield criteria
von Mises or Distortion energy criterion:
yielding occurs once second invariant of stress deviator
(J2) reaches a critical value. In other terms, yield starts
once the distortion energy reaches a critical value.
2
2 kJ 2
13
2
32
2
212 )()()(6
1J
Under uni-axial tension, σ1 = σ0, and σ2= σ3= 0
21
2
13
2
32
2
210
0
22
0
2
0
)()()(2
1
3)(6
1kk
00 577.03
1k where k – yield stress under shear
Yield criteria (contd…)
Tresca or Maximum shear stress criterion
yielding occurs once the maximum shear stress of the
stress system equals shear stress under uni-axial stress.
2
31
max
Under uni-axial tension, σ1 = σ0, and σ2= σ3= 0
031
0
0
31
max22
0
31
2
1
2k
Under pure shear stress conditions (σ1 =- σ3 = k, σ2 = 0)
Macroscopic aspects – Plastic deformation
As a result of plastic deformation (Dislocation generation,
movement and (re-)arrangement ), following observations
can be made at macroscopic level:
dimensional changes
change in grain shape
formation of cell structure in a grain
Macroscopic aspects – Plastic deformation (contd…)
n
x
x
n
i
i
1
21
1
2
1
)(
n
xx
s
n
i
i
Property variability
Scatter in measured properties of engineering materials is
inevitable because of number of factors such as:
test method
specimen fabrication procedure
operator bias
apparatus calibration, etc.
Average value of x over n samples.Property variability measure –
Standard deviation
Scatter limits:
x - s, +sx
Design consideration
To account for property variability and unexpected failure,
designers need to consider tailored property values.
Parameters for tailoring: safety factor (N) and design factor
(N’). Both parameters take values greater than unity only.
E.g.: Yield strength
σw = σy / N σd = N’σc
where σw – working stress
σy – yield strength
σd – design stress
σc – calculated stress
Design consideration (contd…)
Values for N ranges around: 1.2 to 4.0.
Higher the value of N, lesser will the design efficiency i.e.
either too much material or a material having a higher than
necessary strength will be used.
Selection of N will depend on a number of factors:
economics
previous experience
the accuracy with which mechanical forces
material properties
the consequences of failure in terms of loss of life or
property damage.
NAVNEET GUPTA 1
[Pick the date]
Prepared By:-Navneet Gupta Lecturer(Govt. Polytechnic College Ambala City )
MOTOR VEHICLE ACT 1988
NAVNEET GUPTA 2
Motor vehicle Act 1988
Introduction
The number of people who get killed in motor vehicle
accidents is growing day by day. The main source to such
helpless people and their dependants is the compensation that
they are entitled to receive under law. But right from 1956,
motor accident compensation law has been in a state of flux. It
was in that year that the legislature amended the Motor
Vehicles Act, 1939 by inserting several new sections. Over
the years, many more amendments followed and in 1988, a
new Motor Vehicles Act replaced the old one. There are
various new rights created by the Motor Vehicles Act, 1988
for claiming compensation in case of any death or bodily
injury caused in an accident arising out of the use of a motor
vehicle.
Over the years, the judiciary has not only been called upon
from time to time to interpret these statutory provisions and
apply them to different facts and situations, but also to lay
down the legal principles for assessing compensation. The
Motor Vehicles Act, 1988 does not provide any guidelines for
the identification of the items of loss to be compensated; nor
does it lay down any criteria for the computation of the
quantum of compensation for each item of loss. The author
has successfully dealt with such and other important
questions.
Comprehensive view of the provision of the Act
An attempt has been made to make a comprehensive review
of all aspects of the Motor Accident Compensation Law as per
the new Act of 1988. An Act to consolidate and amend
the law relating to motor vehicles. It be enacted by
parliament in the Thirty-ninth Year of the Republic of
India as follows .The objective and Reason for the act
NAVNEET GUPTA 3
were, the motor vehicles Act, 1939 (4 of 1939),
consolidates and amends the law relating to motor
vehicles. This has been amended several times to keep it
up to date. The need was, however, felt that this Act
should, now inter alia, take into account also changes in
the road transport technology, pattern of passenger and
freight movements, developments, of the road network in
the country and particularly the improved techniques in
the motor vehicles management.
Various Committees, like, National Transport Policy
Committee, National Police Commission, Road Safety
Committee, Low Powered Two ,Wheelers Committee, as
also the Law Commission have gone into different
aspects of road transport. They have recommended
updating, simplification and rationalization of this law.
Several Members of Parliament have also urged for
comprehensive review of the Motor Vehicles Act, 1939,
to make it relevant to the modern – day requirements. A
Working Group was, therefore, constituted in January,
1984 to review all the provisions of the Motor Vehicles
Act, 1939 and to submit draft proposals for a
comprehensive legislation to replace the existing Act.
This Working Group took into account the suggestions
and recommendations earlier made by various bodies and
institutions like Central Institute of Road Transport.
After the coming into force of the Motor Vehicles Act,
1988, Government received a number of representations
and suggestions from the state govt. transport operators and
members of public regarding the inconvenience faced by
them because of the operation of some of the provisions
of the 1988 Act.
New Developments
NAVNEET GUPTA 4
There has been important suggestions made by the
Transport Development Council relate to, are the
introduction of newer type of vehicles and fast increasing
number of both commercial and personal vehicles in the
country. Providing adequate compensation to victims of
road accidents without going into long drawn procedure,
Protecting consumers’ interest in Transport Sector, concern
for road safety standards, transport of hazardous
chemicals and pollution control delegation of greater
powers to State Transport Authorities and rationalising
the role of public authorities in certain matters, the
simplification of procedures and policy liberalisation in
the field of Road Transport, enhancing penalties for traffic
offenders.
Report had recommended that every application for a
claim be made to the Claims Tribunal having jurisdiction
over the area in which the accident occurred or to the
Claims Tribunal within the local limits of whose
jurisdiction the claimant resides or carries on business or
within the local limits of whose jurisdiction the
defendant resides, at the option of the claimant. The bill
also makes necessary provision to give effect to the said
recommendation.
Conclusion
The Motor Vehicle Act 1988 suggests various rules and
regulation for the public and it has a huge importance in the
traffic regulation, so that the system goes systematically and
in a proper way. If any of the rules are violated there are
serious punishments. This Act ensures everyone gets treated
in a fair manner and to avoid disaster accidents.
A nut is a type of hardware fasteners with a threaded hole.
Nuts are almost always used opposite a mating bolt to fasten a
stack of parts together.
The two partners are kept together by a combination of their
threads' friction, a slight stretch of the bolt, and compression
of the parts.
A washer is a thin plate typically disk-shaped with a hole that
is normally used to distribute the load of a threaded fastener.
Carbon steel and Alloy steel material used for Nut &
Bolt manufacturing.
Nut mfg by Blanking and Threading. Bolt by forging
and threading.
Nickel Alloy Standard : ASTM / ASME SB 160 / 164 / 425 / 166 / 446 / 574 / 472
Grade : UNS 2200 / UNS 2201, UNS 4400 , UNS 8825 , UNS 6600
Stainless Steel : Standard : ASTM / ASME A/SA 193 / 194
Grade : B 8 (304), B 8C (SS 347), B 8M (SS 316), B 8 T (SS 321), A 2, A 4
Alloy Steel : Standard : ASTM / ASME A/SA 193 / 194 GR.
Grade : B 6, B 7/ B 7M, B 16, 2, 2HM, 2H, GR 6, B 7, B 7M.
Nut
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TEE Bolt Stud Bolt Expansion Bolt
U-Bolt Hexagonal Bolt
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319 International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 – 0882
Volume 3, Issue 3, June 2014
PRODUCTION PLANNING AND CONTROL
1Deepak Sharma,
2Deepa Sharma,
3Jai Prakash Sharma
1Faculty of MBA Department, Shanti Institute of Technology, Meerut, India
2Faculty of Education Department, Shanti Institute of Technology, Meerut, India
3Principal, N.S.V.Inter College, Surana, Ghaziabad, India
ABSTRACT Production planning and control is concerned with
implementing the plans, i.e. the detailed scheduling of
jobs, assigning of workloads to machines (and people),
and the actual flow of work through the system.
Production is an organized activity of converting row
materials into useful products. Production activity takes
place in a wide range of manufacturing and service
sectors. Production system requires the optimal utilization
of natural resources like men, money, machine, materials
and time. Production planning and control coordinate
with different departments: such as production,
marketing, logistics, warehouse and other departments
depending upon the nature of organization. Production
planning and control receives data related to orders from
marketing departments. Production plan based on
marketing and production data is prepared in production
planning and control. This production plan provides clear
idea about utilization of manufacturing resources for
production. Prepared production plan is delivered to
production department. Production department
manufacture products according to that plan.
Keywords: Objectives of production planning and
control, Factors affecting production planning and
control, Functions of production planning and control,
1. INTRODUCTION
Production planning and control can be viewed as
nervous system of the production operation. This function
aims at efficient utilization of material resources, people
and facilities in any undertaking through planning,
coordinating and controlling the production activities that
transform the raw material into finished products or
components as a most optimal manner. All the activities
in manufacturing or production cycle must be planned,
coordinated, organized and controlling to its objectives.
Production planning and control as a department plays a
vital role in manufacturing organizations. It is clear from
name that it is something about planning. Planning is
defined as setting goals. Production planning and control
provides different kinds of information to different
departments. It provides information about available
manufacturing resources to marketing department.
Marketing department receives orders according to that
information. Similarly, it coordinates with other
departments and provides relevant information.
2. OBJECTIVES OF PRODUCTION
PLANNING AND CONTROL
a) Nature of Inputs To manufacture a product, different types of
inputs are used. The quality of the product
depends upon the nature of the inputs are
used. Hence the planning is done to
determine the nature of various types of
inputs which is a complicated process.
b) Quantity of Inputs To achieve a level of production,
determination of quantity of the inputs and
their composition is very important. A
product can be prepared only when there is
an estimate of the required composition of
inputs.
c) Proper Coordination
It ensures the proper coordination among
the workforce, machines and equipment.
This leads to avoidance of wastages and
smooth flow of production.
d) Better Control Production planning is the method of control.
For a better control, planning is a
precondition. Only then, one can compare the
performance and calculate the deviations
which lead control of the production.
e) Ensure Uninterrupted Production The planning of materials ensures the regular
supply of raw materials and other
components. The regular flow of materials
and supplies are helpful in the uninterrupted
production.
f) Capacity Utilization
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320 International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 – 0882
Volume 3, Issue 3, June 2014
There is a need to use the available
resources effectively. It is helpful in
bringing down various costs of
production.
g) Timely Delivered If there is good production planning and
control, there will be timely production and
the finished product will be rushed to the
market in time. This also ensures the better
relationship with the customers.
3. FACTORS AFFECTING PRODUCTION
PLANNING AND CONTROL
a) Use of Computers Modern factories are using office automation
equipment like PC, punch cards etc. It helps
accurate computation of required of men and
machine.
b) Seasonal Variations Demand of certain products is affected by
seasons, for instance umbrellas and raincoats
during the monsoons and outputs. Production
planning and control must take such changes
into consideration while planning and control
activities of inputs and outputs.
c) Test Marketing
In an aggressive marketing strategy new
products are to be test marketed in order
to know the trends. This is a short- cycle
operation, intermittent in nature and often
upsets regular production.
d) After Sales Service This has become an important parameter for
success. In after sales services, many items
are returned for repair. These are unscheduled
work and also overload the production line.
e) Losses due to Unpredictable Factors Losses occur due to accidents, fire and theft
of production inputs, mainly materials and
components. These are unpredictable.
Shortage of input due to such factors upset
the planned production schedule in time and
quantity.
f) Losses due to Predictable Factors There are losses of inputs, due to natural d
engineering phenomena like production
losses and changes in consumption of
materials and occurrence of defectives.
g) Production of Order
There are occasions when last minute
prioritization of existing orders due to
external pressure takes place. These changes
in priority are often decided by sufficiently
high level of management.
h) Design Changes Design changes are issued by R & D and the
engineering department. This will necessarily
force production planning control change the
input materials and process.
i) Rejection and Replacement There are occasions when sub-assemblies or
finished goods are rejected during stage or
final inspection. Production planning and
control must cater for contingent plans to
take care of rework without affecting
scheduled quality.
4. FUNCTIONS OF PRODUCTION PLANNING
AND CONTROL
Production Planning Functions:-
a) Estimating Estimating involves deciding the quantity of
products to be produced and cost involved in
it on the basis of sales forecast. Estimating
manpower, machine capacity and materials
required to meet the planned production
targets are the key activities before budgeting
for resources.
b) Routing Routing means, determination of path or
route on which manufacturing operations will
travel, establishing the sequence of
operations to be followed in manufacturing a
particular product. This route path is
determined in advance. Routing information
is provided by product or process engineering
function and it is useful to prepare machine
loading charts and schedules.
c) Scheduling Scheduling involves fixing priorities for each
job and determines the starting time and
finishing time for each operation, the starting
dates and finishing dates for each part, sub
assembly and final assembly. Scheduling
lays down a time table for production,
indicating the total time required for the
manufacture of a product and also the time
required for carrying out the operation for
each part on each machine or equipment.
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321 International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 – 0882
Volume 3, Issue 3, June 2014
d) Loading Facility loading means loading of facility or
work center and deciding which jobs to be
assigned to which work center or machine.
Loading is the process of converting
operation schedules into practice. Loading
ensures maximum possible utilization of
productive facilities and avoids bottleneck in
production.
Production Control Functions:-
a) Dispatching The functions of routing and scheduling as
discussed above are paper work only. No
actual production has yet been started.
Dispatching is the part of production control
that translates the paper work into actual
production in accordance with the details
worked out under routing and scheduling
functions. Dispatching deals with setting the
production activities in motion through the
release of orders and instructions in
accordance with the previously planned
timings as embodied in production schedules.
b) Expediting/ Follow-up/ Progressing Expediting or progressing ensures that, the
work is carried out as per the plan and
delivery schedules are met. Expediting
includes activities such as status reporting,
attending to bottlenecks or holdups in
production removing the same, controlling
variations or deviations from planned
performance levels, following up and
monitoring progress of work through all
stages of production, coordinating with
purchase, stores, tool room and maintenance
departments and modifying the production
plans and re-plan if necessary.
c) Inspection Inspection is the process of examining an
object for identification or checking it for
verification of quality and quantity in any of
its characteristics. It is an important tool for
ascertain and controlling the quality of a
product. Inspection is an appraisal activity
that compares goods or services to a standard.
5. CONCLUSION
Production planning and control provides different kind
of information to different departments. It provides
information about available manufacturing resources to
marketing department. Marketing department receives
orders according to that information. Employment in
production planning and control depends upon education
and experience. Working in production planning and
control is challenging task. It requires analytical skills and
understanding of manufacturing process. Production
planning and control is an essential part to run any
business in the market because it can affect the quality of
the product.
REFERENCES
[1] Philip Kotler, Kevin Lane Keller, Abraham Koshy,
Mithileshwar Jha, “Marketing Management” Pearson,13th
Edition, 2009.
[2] Dr.T.N.Chhabra, “Communication for Management”
Sun India Publications, Present Edition 2009-10.
[3] Roger D.Blackwell, Paul W.Miniard, James F.Engel,
“Consumer Behaviour” Ch.09ppt,10th Edition
[4] C.N.Sontakki, “Marketing Management” Kalyani
Publishers, Second Edition 2010.
[5] K.Aswathappa, K.Shridhara Bhat “Production and
Operation Mangement” Himalaya Publishing House Pvt.
Ltd, Second Revised Edition 2009.
[6] Dr.T.N.Chhabra, Dr.S.K.Grover, “Marketing
Management” Dhanpat Rai & Co. (Pvt.) Ltd, Fourth
Revised Edition 2010.
[7] Rajan Saxena, “Marketing Management” Tata
McGraw-Hill Publishing Company Limited, 3rd
Edition
2008.
[8] Deepak Sharma, “Consumer Knowledge”, IJAERT,
Volume 1 Issue 1, pp- 12-14, December 2013
[9] Deepak Sharma, “Business Communication”,
IJAERT, Volume 2 Issue 1, pp- 7-10, April 2014.
Road & Traffic Signs Prepared By:- Mr. Navneet Gupta Lecturer(Govt. Polytechnic Collage Ambala City )
Road signs in India
Road signs in the Republic of India are similar to those used in some parts of the United Kingdom, except that they are multilingual.
Most urban roads and state highways have signs in the state language and English. National highways have signs in the Hindi and English.
In 2012, the Tourism department of Kerala announced plans to upgrade road signs in the state to include maps of nearby hospitals.[1] The Noida Authority announced plans to replace older signboards with new fluorescent signage
Traffic Safety Signs and Their Meanings in India
Mandatory Signs
These signs are for informing the users about the specific laws &
regulations to ensure safety and to make sure about the clear
movement of traffic. As the name itself says mandatory, that means
any violation of these signs will leave you in trouble and that will be
considered as a legal offence. These signs notify a person about the
special obligations, prohibitions and the restrictions. Most of the signs
under this category are round shaped, may get the symbols painted
white on a blue background, having a white border or maybe there is
a white background to carry black symbols with a red border.
However, the last-mentioned may also be associated with restrictive
signs. Here’s the list giving the meanings of mandatory signs.
Cautionary Signs
Cautionary signs are used to give a warning to the road persons of the coming hazardous conditions on the way or beside the roadway. With the help of those symbols the motorcyclists can be careful and can mould the situation accordingly, whatever comes ahead. Below is the description of these signs.
Informatory Signs These are the signs, which will provide the road users a
guided information. For example, information about the routes,
destination, how much remaining distance is there, historical and
geographical locations. Informatory signs are the ones that will make
your safari more pleasant, safe and easier. They usually get a broad
sky-blue border, holding the signs in between that are of black colour.
Check out their meanings.
ACE IT TrainingBy C.Nagarajan
What is Supply ChainWhat is Supply ChainSupply chain is moving goods and services from the
place of creation to the place of consumption in a cost effective and efficient manner.
Right product, right time, right price and at right place.
Methodology and ModelsConcepts and casesPrinciples, procedures and best practices.
Functions of Supply ChainFunctions of Supply Chain Strategy planning and forecasting Demand and supply management Procurement and Purchasing Management and Finance Warehousing Inventory control (my area of research) Distribution management Transportation management Transportation management Cost analysis and control measures Legal aspects of import and export procedure Customer service and complaints handling Reverse Logistics, Lean logistics and Six Sigma ERP solutions Key drivers of Supply Chain Quality and SCM Material flow and Information flow
Internal customers and External customers
Transportation ManagementTransportation Management
Transportation happens to be the most fundamental part of logistic management. Transport costs include all costs associated with movement of products from one location to another.
The average transport costs ranges from 5 to 6% of the recommended retail price of the product.
Transportation is the movement of products, materials and services from one area to another, both inbound and outbound.
Transportation ManagementTransportation Management
1. Mode of transports2. Method of selection3. Transportation costs4. Fleet sizing and configuration5. Routing and scheduling6. Futuristic direction in transportation
Mode of transportsMode of transports
Given below are the various mode of transports1. By Road2. By Railways 3. Water ways4. Airways5. Pipeline6. Multimodal
Speed Frequency Dependability Payload Points servedAir Pipeline Pipeline Water (sea) RoadPipeline Road Road Rail RailRoad Air Rail Road PipelineRail Rail Water (sea) Air AirWater (Sea) Water (sea) Air Pipeline Water (sea)
Table shown below will help to get an idea on Selection ofTable shown below will help to get an idea on Selection ofMode of transport.Mode of transport.
Selection of transport
Method of selectionMethod of selection
The selection procedure for the transport mode could vary from the simple decision either to identify one feasible method of distribution.
Judgment: Identification of the important factors affecting the transport problem by the transport manager, and the transport mode from a list of alternatives available, so that the important features of the transport requirements are met.
Method of selectionMethod of selection
Cost- trade-off: It is where the impact of transport is calculated in relation to immediate terminal objectives and activities, and the total cost of distribution system is optimized.
Distribution models: This identifies and explains the interrelationships between the components of the distribution system at various levels of daily, weekly or monthly demands.
Transportation costsTransportation costs
Transport costs vary from less than 1% (for machinery) to over 30 % (for food) of the recommended selling price of products, depending upon the nature of the product range and its market. However the average transport costs is between 5 to 6% of the recommended retail price of a product.
With inflation transport costs also rise because the major components are the workforce, fuel, spare parts and overall operating costs.
Transportation costsTransportation costs
Transport is vital to the overall gambit (strategy / scheme) of SCM operation and therefore cannot be considered in isolation. The entire transportation process is to be monitored, in order to gauge the exact location and state of the materials being transported.
Operational factors Environmental factors Characteristics of alternate transport modes Combination approach / multi-modal transport
operations.
Fleet sizing and configurationFleet sizing and configuration
Fleet sizing objective is to employ through ownership, hire, lease and or rental the fewest possible trucks to manage the company’s load profile/ shipping requirements.
In fleet sizing, increased availability yields fewer lost sales, shorter customer cycle times, improved customer services but higher fleet costs.
Fleet sizing and configurationFleet sizing and configuration
Fleet size can be regulated and minimized by Utilizing standard size pallets and transport containers
Vigorously monitoring fleet utilization levels periodically
Maintaining total fleet visibility, including loading times, unloading, transit times and maintenance times.
Fleet sizing and configurationFleet sizing and configuration
Fleet size can be regulated and minimized by
Choosing low-use periods to conduct routine maintenance
Monitoring and charging for demurrages for fleet detention by suppliers, customers, port authorities and carriers.
Utilizing alternative coverage means during super peak periods to avoid carrying the burden of an oversized fleet.
Routing and schedulingRouting and scheduling
Delay in delivery due to routing problems increase costs of goods manifold.
Therefore, to tide over this the company has to plan these activities well in
advance with detailed coordination and judicious and realistic planning. Companies have to gear itself to such changing scenarios and terrain
since the very inception.
Efficient versus inefficient routing can save tremendous amount of money
in fuel, labor, capital expenditures and significantly enhance customer satisfaction.
Routing and schedulingRouting and scheduling
The objectives of routing and scheduling to minimize. Total route costs Number of routes Distance travelled
The constraints are Customer requirements and time available Balancing of the route for the driver, to avoid overtaxing Maximum route time Vehicle capacity Start & Stop points enroute Infrastructure constraints
MultimodalMultimodal
In today’s world, intelligent transport systems impact on the infrastructure, networks, information systems and strategies of all modes of transport.
But beyond the boundaries between different modes of transport, intelligent transport systems also address the challenges of multimodality.
MultimodalMultimodal
Futuristic Direction in transportationFuturistic Direction in transportation
One salient aspect that we all have to understand that with e-services our
lead time to delivery has reduced considerably, but somehow the movement of the product and raw materials cannot move through e-services and have to restrict movement to roads, rail, air, waterways and pipeline.
The order can be placed through e-services in a faster mode and so can payment be but the products cannot be physically moved through the net.
Futuristic Direction in transportationFuturistic Direction in transportation
Transportation too has improved considerably with the advent of technology and mechanical developments within a short span.
Carrier relationship management Corporate traffic certification (training for entire
department) Driver / Operator quality Joint procurement
Thank you Thank you
The EndThe End
VEHICLE INSURANCE Prepared By:-Navneet Gupta
Lecturer(Govt. Polytechnic Collage Ambala City)
[Type the abstract of the document here. The abstract is typically a short summary of the contents of the document. Type the abstract of the document here. The abstract is typically a short summary of the contents of the document.]
VEHICLE INSURANCE Motor insurance (also known as vehicle / car / auto insurance) is insurance
purchased for cars, trucks, and other road vehicles. Its primary objective is
to provide protection against physical damage resulting from traffic
collisions and against liability that could also arise there-from.
Laws in India make it mandatory for vehicles to be insured before they are
driven. The new Road Transport and Safety Bill, 2014 proposed to raise the fine
for driving a non-insured car from Rs 10,000 to Rs 75,000. However, it is not
for the fear of the law that you must get your vehicle insured.
Getting an insurance policy for your car is protects your life, money, and any
third party. A car is an expensive investment that always lasts at least a couple
of years. It goes without saying that thorough research is needed to buy the right
policy for your car
PERILS COVERED
1. By fire explosion self ignition or lightning
2. By burglary housebreaking or theft
3. By riot and strike 4. By earthquake
5. By flood , typhoon , hurricane storm and cyclone
6. By malicious act 7. By terrorist activity
8. By landslide / rockslide
9. Whilst in transit by road rail , inland waterway lift elevator or air
What Motor Insurance
excludes
1. Not having a valid Driving License
2. Under Influence of intoxicating liquor/ drugs
3. Accident taking place beyond Geographical limits 4. While Vehicle is used for unlawful purposes
5. Electrical/Mechanical Breakdowns
Principles of Motor
Insurance 1. Utmost Good Faith 2. Insurable Interest
3. Principle of Indemnity
4. Principle of Contribution 5. Principle of Subrogation
6. Principle of loss Minimization
7. Principle of ‘CAUSA PROXIMA’
TYPES OF MOTOR
INSURANCE Motor insurance provides mainly two types of policies : a. Liability only or Act only or Third Party policy-mandatory insurance requirement as per Indian motor vehicle act 1988.This policy insures the liability of the owner of vehicle against third party. b. Package or Comprehensive Policy - It covers the damage to the vehicle apart from the mandatory liability insurance.
Liability cover
1) a. Third party death or bodily injury. b. Third party property damage.
2) a. Personal Accident cover to owner/driver death. b. Personal accident cover to owner/driver injury.
c. Total compensation not to exceed 1 lac in two wheelers and 2
lac in case of other vehicles. (exclusions as per pa policy)
Comprehensive policy Comprehensive policy includes the below in addition to liability only policy covers:
a. Fire, Explosion, Self ignition, Lightening.
b. Burglary, housebreaking or theft. c. By riot and strike.
d. By Earthquake.
e. By flood, typhoon, hurricane, storm, tempest, inundation, cyclone, hail storm, frost.
f. By accidental external means.
g. By malicious act. h. By terrorist activity.
i. While in transit by road, rail, inland water way, lift, elevator or air.
Exclusions a. Contractual liability.
b. War perils nuclear perils . c. Consequential loss, Depreciation ,Wear and tear ,mechanical or
electrical break down.
d. Damage suffered due to driving the vehicle under the influence of intoxicating liquor or drugs.
e. Claims arising outside the geographical area specified in the
policy. f. Claims arising whilst the vehicle is used in contravention of the
limitations as to use.
g. Claims arising when the vehicle is driven by a person without valid driving license
INSURANCE POLICY a. THE POLICY COVERS FOLLOWING :-
b. Loss or damage to your vehicle against natural calamities
c. Loss or damage to your vehicle against man-made calamities d. Personal Accident Cover- Coverage of `2 lakhs for the
individual driver of the vehicle while travelling, mounting or
dismounting from the car. Optional personal accident covers for co-passengers are also available.
e. Third Party Legal Liability - Protection against legal liability
due to accidental damages resulting in the permanent injury or death of a person, and damage caused to the surrounding
property
Policy does not cover a. Normal wear and tear and general ageing of the vehicle
b. Depreciation or any consequential loss
c. Mechanical/ electrical breakdown d. Loss/ damage due to war, mutiny or nuclear risk
e. Damage to/ by a person driving any vehicles or cars without a
valid license f. Damage to/ by a person driving the vehicle under the influence
of drugs or liquor
g. Vehicles including cars being used otherwise than in accordance with limitations as to use
h. Wear and tear of consumables like tyres and tubes unless the
vehicle is damaged at the same time, in which case the liability of the company shall be limited to 50% of the cost of
replacement
HOW IDV IS
CALCULATED a. Each car is insured at a fixed value which is termed as the
Insured’s Declared Value (IDV). This sum insured is calculated on the basis of a number of factors. Here’s how it works:
b. IDV is calculated on the basis of the manufacturer's listed selling price of the vehicle plus the listed price of any
accessories after deducting the depreciation for every year as per
the schedule provided by the Indian Motor Tariff. c. If the price of any electrical and / or electronic item installed in
the vehicle is not included in the manufacturer's listed selling
price, then the actual value (after depreciation) of this item can be added to the sum insured over and above the IDV.
d. In case of vehicles fitted with bi-fuel system such as petrol/
diesel and CNG/LPG, permitted by the concerned RTO, the CNG/LPG kit fitted to the vehicle is to be insured separately at
an additional premium of 4% on the value of such kit. You need
to specifically declare this in the proposal form.
e. Car Theft and Insurance -
An ICICI Lombard Case
Study
An insured car was stolen and as per the usual process, the claimant processed a claim. However, the insurance company kept delaying the
disbursement of the claim in the faint hope of car getting recovered in
sometime soon. Meanwhile, the frustrated claimant, a resident of Kolkata, brought a new car. After 15 months, police recovered the
lost car in a dilapidated condition. Now, the insurance company used
this as an excuse to reject the claim flaring a debate
Is the insurance company
justified in rejecting the
claim? a. The insurance company was knowingly delaying the process in
the faint hope of recovering the car and getting excused from paying up.
b. This is a clear case of bluffing by the insurance company. It is such practices by the insurance provider that tarnishes a buyer’s
trust and makes insurance buying an unpopular choice.
c. Settle the claim within a stipulated time to keep the real purpose of buying a policy intact. Reduce buyer’s harassment by dealing
with transparency and honesty. The idea should not be to delay
the claim but to do the right thing and sympathize with the claimant too. It is for timely financial assistance that a buyer
pays premium and stays with an insurance company.