Lifestyle Causes of Disease

Lifestyle Causes of Disease In this world whether from developed, developing and underdeveloped countries, there is no doubt that most of the people is experiencing illness and diseases. The major leading causes of illnesses are their lifestyle and standard of living. Some people argue that individuals should be responsible for their health while others argue that the government are the one who is accountable for health. In this paragraph, it tackles the insights on who need to be a liable for health, may it be social, personal and environment. Moreover, it gives the impact of the said issue on international and national policy. Also, it will discuss the justification of each solutions or intervention to address the balance responsibility for healthcare between society and family. The leading factors for the lifestyle diseases are as follows: first is high blood pressure. It is also known as hypertension. It does increase the risk for heart attack or stroke to most have this case. When a person has hypertension, usually it has no signs. That is why people should have a regular check-up of their blood pressure. The only way to know if a person is experiencing a high blood pressure is having it always high for a very long time like for three months. The causes for this illness are unknown but there is a study that it runs in the families or known as hereditary. Occasionally, glandular and kidney diseases are responsible for this. Second is tobacco use. It is considered to be common throughout the globe. It contains a raw material which has an addictive ingredient like nicotine. It is one of the most leading factor for lots of chronic diseases such as cancer, lung related diseases and cardiovascular too. As to this a number of countries are now restricting tobacc o use, regulating people who can only buy and where can they smoke. Third is unsafe sex. It is also known as unprotected sex where describe as having sex without condom. As a result of this, HIV and sexually transmitted infections (STI) can occur. Globally, the number of people getting infected with this is increasing every year. That is why using condom is important and it is effective way for preventing STI, AIDS and HIV which can be passed on during sex. Fourth is alcohol use. In order for people to socialise with others, drinking with them is way to know them. However, drinking regularly in high amount can cause lots of health conditions. These alcohol related problems are liver disease, cancer, malnutrition, impotence, infertility, nerve damage, stroke, addiction and worst is death. Fifth is obesity. Obese is defined as accumulation of too much fat inside the body and it has a negative effect on one persons health. If the person BMI is more than to its normal by 30%, it is cons idered to be obese. As to this, high number of health risk can be identified like osteoarthritis or bone degeneration, coronary heart disease, gall bladder disease, high blood pressure, respiratory problems, sleep apnoea, stroke and diabetes. Last is cancer. It is the abnormal cell growth inside the body. There are 100 types of different cancer. It harms the body wherein the damaged cells are dividing uncontrollably which forms masses and lumps except for leukaemia. These masses interferes system in our body like the circulatory, cardiovascular, digestive and respiratory system. Some of the tumours are benign but some of them turn out to be malignant, which is more dangerous to one person’s health. Consequently, countries are spending a lot of money on healthcare costs and expenditure. Since the lifestyle of a person is interrelated with the diseases, there is a question of should an individual be held responsible for their health related choices? So it is been concluded that there is a relationship between the lifestyle of a person to the diseases they are suffering and also the expenditure in the healthcare. Through this, in medical and economic point of view, individuals are morally responsible for their health related choices. However, lots of people are objecting with this idea. People are objecting with several reasons. First, there will be a conflict between individuals who are entirely responsible for their health and also the responsibility of medicine to treat people. Also, there will be a conflict between the society’s obligations to look after the vulnerable people. Second, it is not fair for individuals to be responsible for their health if they themselves cannot make a good health related choices due to addictive behaviour, ignorance, mental incapability and also peer pressure. Third, it will be extremely difficult for people to implement a system that they are totally responsible for their health to think that some people acquire disease through environmental and hereditary factors. Although, it is vital for individuals to be responsible for their health, they should not be obliged to be entirely responsible for it as it is unreachable and impossible to be done. Furthermore, the government and other healthcare providers should also be there to help the society to give full awareness of health and diseases and on how to maintain health and prevent certain illnesses. There are several ways and method on how the government, public and private healthcare sectors on how to promote health and prevent diseases. Fist is through sanitation, which defines as the safe disposal of human waste may it be urine and faeces. Also, it is known as the maintenance of proper hygiene such as rubbish collection and water waste disposal. Second is pollution control which encompasses the air, water and land. However there is an argument on how control should be done and how much control that is needed. The pollution control or the â€Å"command and control† mechanism increases the expenditure in this strategy thus making it slow to achieve a cleaner environment. Third is food and drug safety, wherein to promote and protect health FDA or the Food and Drug Administration is responsible for this. Fourth is the health education. This is also important as it increases the awareness of the public with regards of health and safety. Fifth is disease surveillance wherein the spread of a certain disease is being monitored, observed, examined and supervise to know the patterns of its progression. Also, it observes, predicts and minimizes the harm that it may cause to the public. Sixth is urban planning which ensures the development of the communities such as in transportation, infrastructures and distribution networks. It needs thorough research, planning, analysis, management, implementation and recommendation from the government. Last one is occupational health and safety which targets the safety, health and welfare of the employees or people in the workplaces. Since there are several different methods on how the society can address the health, unfortunately resources are undoubtedly limited. As a result, there is a question of where should the society needs to invest first? Also, which sectors need the most financial aids? As the promotion of healthcare for the society is very important role of the government, they should consider the prioritization method which needs a greater emphasis on delivering healthcare. There are several sectors that need to prioritize first and less emphasize on access to healthcare. First is the prevention campaign. This includes the health education in public, pollution control, pesticide or chemical regulation, food and drug safety, disease surveillance and occupational health. There is a saying that â€Å"prevention is better than cure†. So it is believe that the government should invest the money on the said different prevention of the disease than treatment. Also, everyone can be benefitted from these services like clean water and air, safe food, sanitation, urban planning, control of pest and pesticides and disaster preparedness. Furthermore, the cost-effectiveness of these services is very important in consideration in healthcare and social policy. Moreover, there are also some drawbacks on having these strategies. First is that, one of its problems with having social responsibility for health, there is a tendency that it may encourage individuals to take less responsibility of their health. People might go dependent on those services. On the other hand, some healthcare services or health promotion can empower the individuals to look after their own health. For example, sex education, which gives every individual a knowledge on how to avoid sexually transmitted diseases. Urban planning can also give them healthy choices with regards to workplace, transportation and recreation. In conclusion, every individual and society itself has its own responsibility to take into account in which they live in. People should know how to look after their health and should also pay for their healthcare costs. People should not be also dependent on the amenities that the public services are offering. While the government and other healthcare services should not stop helping the community in health promotion and prevention for the welfare and development of the society. As to the national and international policy, these strategies are considered to be a big help as it is cost effective and easy to implement than building healthcare infrastructures which are costly and expensive.

the best thing :: essays research papers

6:02 a.m., Saturday morning. It’s early but my eyes crack open slightly and I roll underneath my covers. I stretch my arms and legs, making loud groans as my body twists and turns. Half awake, my legs drag me to the window and I pull up the shades. Blinded by the morning light, my fingers feel for the window locks and unlock them. As I pull open the window the cold, winter air fills my room. I shiver, hugging myself to hold in the warmth. My eyes finally adjust and a smile creeps across my face. Winter’s first snow has arrived. I take one last whiff of the morning air and shut my window gently. Everyone is still sleeping, enjoying the comforting warmth of their beds. However, I am wide awake and excited. Slowly, I strip off my pajamas and pull on a first layer of clothing. Heading to the kitchen, I start my parents’ coffee and slide a tray of biscuits into the oven. It won’t be long before everyone is awake. Lightly tiptoeing to the closet and opening the door soundlessly, I rummage through the mess. At last I spot the bag. All the way in the back closet it sits and has been sitting since last winter. I notice my mother as usual, has clearly labeled the outside â€Å"Winter Stuff† and folded all the contents. With a bit of excitement, I tip the bag upside down letting the insides pile onto the floor. Sorting through the items one by one, I separate them into each family member’s belongings. The smell of biscuits has filled the kitchen and is slowly making its way to the bedrooms. It won’t be much longer now. A rustling sounds from my parents’ room and then a creak from the bed. A single grunt escapes my dad’s mouth and his footsteps begin. Scratching his head, he enters the kitchen. He notices the biscuits and the mess I’ve made on the floor. He chuckles softly and smiles at me. One by one they wake up and enter the kitchen looking slightly dazed and confused. They catch a glimpse of what I have started and they all smile immediately. This isn’t just my favorite family tradition. My little brother and sister run towards the window and stare out in awe. They giggle excitedly and high-five each other. After eating our breakfast, each of us grab our pile of â€Å"Winter Stuff† and head to our rooms to change. My dad hollers, â€Å"Are you guys ready yet?† and we all sprint as fast as we can

One Flew Over the Cukoos Nest: Every Person is Different :: One Flew Over Cuckoos Nest

One Flew Over the Cukoo's Nest: Every Person is Different In this world there are millions upon millions of people that roam around the earth in there own special, little life. Every person is different than the next one and he or she has their own personality. Each person also deals with life differently than the next. If everyone was the same, then we would be like one giant colony of ants. Just following the ant in front of us, and everyone looking the same as the next. Not having any of there own ideas or thoughts of what to do and how to do it. Some people are what you may call "normal", some are depressed, some are mentally ill, and some are just plain old crazy. In the book One Flew Over the Cuckoo's Nest, written by Ken Kesey, the author shows how people can act so differently and have different ways of dealing with their problems. The story is narrated by Chief Bromden who is thought to be deaf and dumb. He tells of a man by the name of R. P. McMurphy, who was a con man, and was convicted of statutory rape. He told the officials that, "she was 18 and very willing if you know what I mean."( ) He was sent to a work farm, where he would spend some time, working off his crime. Since he was so lazy, he faked being insane and was transferred to a mental ward, somewhere near Portland, Oregon. On his arrival he finds some of the other members of the asylum to be almost "normal" and so he tries to make changes to the ward; even though the changes he is trying to make are all at his own expense. As time goes on he gets some of th e other inmates to realize that they aren't so crazy and this gets under the skin of the head nurse. Nurse Ratched (the head nurse) and McMurphy have battle upon battle against each other to show who is the stronger of the two. He does many things to get the other guys to leave the ward. First he sets up a fishing trip for some of them, then sets up a basketball team, along with many smaller problems and distractions. Finally Nurse Ratched gives him all he can handle and he attacks her.

How have human activities shaped the landscape between Prawle Point and Start Bay?

On day two, we analysed the human home settlements found in the villages of Hallsands, Beesands and Torcross. The whole aim of doing this was to find how these man made homes and settlements have affected the land at each village, and how other human activities have affected these settlements vulnerability to coastal damage, as how the natural coastline has developed due to this. We also looked at how these settlements have used man made sea defences t help protect them from coastal attacks. Route Firstly, here is the route we took along the coast from Start point (red) to Torcross (green), passing both Beesands and Hallsands along the way. Hallsands – Description When we visited Hallsands we noticed that it was had very small population, with little human settlements which were all near each other. Hallsands also had many narrow rough roads throughout the village and was ear the shore. Hallsands – History Between the years 1894-1903 the shingle beach close to Hallsands was lowered by 1.4m, due to the continuous taking of the shingle to build the dockyards at Plymouth. This made the village of Hallsands extremely vulnerable and open to floods from the waves of the sea. In 1917 a storm with 10m waves destroyed the now unprotected village of Hallsands which was no longer protected by the defensive beach it once had. Hallsands – Present Sea defences Since the destructive storm of 1917 Hallsands has created new man made sea defences to ensure is constantly protected from future storms. You can see present day evidence of this when visiting Hallsands as it now has rip-rap, groups of large rocks stacked together, which break up strong waves and the energy they contain whilst they travel, reducing the impact when they hit these rocks. Beesands – Description Compared with Hallsands, the village of Beesands had more human settlements dispersed throughout its land, with large areas of space between them, although thy were all generously within the same perimeter. Like Hallsands however, Beesands also had various narrow roads and is located near the shore. Beesands – History The village of Beesands is continuously vulnerable to flooding due to its beach having a lack of shingle moving northwards along the coastline, by long shore drift. There is no new source of shingle as its origins are 40km out in Start Bay. Beesands – Present Sea defences In the village of Beesands rip-rap was put down to help defend against the sea waves, but was quickly eroded and in 1992 a sea wall was built, along with gabions, which still stands today. The sea wall works by pushing the wave back on itself therefore breaking the impact of the wave and the energy it carries, Gabions work similar to rip rap meaning the also break up the energy of the wave and reduce its impact in the collision. Tocross – Description Tocross, like Beesands also had a larger amount of human settlements which were found generally close to each other. However, tit was easily noticeable that the houses were pointing at different angels and varied in different shapes ad seizes. Also, compared to both Beesands and Hallsands Torcross was further away from the shore, although still near. Torcross – History In 2001, a destructive storm occurred near the village of Torcross and the continuous collision of waves, due to its vulnerability damaged the road along Slapton sands. Torcross – Present Sea defences Like Beesands, the village of Torcross choose to build a sea wall after the destructive storm to help protect against sea waves in the future. This still stands today and can be seen when visiting the village. Sea Defences – Disadvantages Although these man made sea defences provide secure safety for many years to these human settlements within the villages, they come with a disadvantage of being incredibly expensive, which can therefore weaken the overall economy of the village itself. You can see the scale of how expensive these defences are when calculating the cost of the rip-rap and sea wall found at Beesands. Below is the calculation of the cost of these sea defences: Rip-rap Rip-rap = à ¯Ã‚ ¿Ã‚ ½3,000 per metre Length of Rip-rap = 254metres Cost of Rip-rap in Beesands – à ¯Ã‚ ¿Ã‚ ½3,000 x 254 = à ¯Ã‚ ¿Ã‚ ½762000 Seawall Seawall = à ¯Ã‚ ¿Ã‚ ½3500 per metre Length of Seawall = 254metres Cost of Seawall in Beesands – à ¯Ã‚ ¿Ã‚ ½3,500 x 254 = à ¯Ã‚ ¿Ã‚ ½889000 Gabions Gabions = à ¯Ã‚ ¿Ã‚ ½100 per metre Length of Gabions = 254metres Cost of Gabions in Beesands – à ¯Ã‚ ¿Ã‚ ½100 x 254 = à ¯Ã‚ ¿Ã‚ ½254000 Value of property Now we know the full cost of the sea defences found in Beesands we need to find whether these sea defences are actually worth the money provided they protect these homes. To find this we need to calculate the cost of all the properties found in Beesands and compare it the cost of the sea defences'. Below is the calculation for the value of these properties found in Beesands: Residential Properties Residential properties = à ¯Ã‚ ¿Ã‚ ½150,000 per floor 25 houses (2 floors each) Cost of residential properties – à ¯Ã‚ ¿Ã‚ ½150,000 x 50 = à ¯Ã‚ ¿Ã‚ ½750,000 Commercial Properties Commercial properties = à ¯Ã‚ ¿Ã‚ ½170,000 per floor 4 businesses (3x2floors, 1x1floor) Cost of commercial properties = à ¯Ã‚ ¿Ã‚ ½170,000 x 7 = à ¯Ã‚ ¿Ã‚ ½1190000 Overall cost of sea defences = à ¯Ã‚ ¿Ã‚ ½1905000 V Overall cost of properties = à ¯Ã‚ ¿Ã‚ ½1940000 As you can see the cost of the sea defences in Beesands appears to be worth the safety of the properties which are there, although there is only a à ¯Ã‚ ¿Ã‚ ½35,000 difference in the values of the sea defences compared to the value of the properties. This means that although the sea defences aren't costing more then the settlements which are there, the overall economies of Beesands would be affected by the costs of it. The Future Although for now Beesands, Hallsands and Torcross are generally protected from minor occurring storms, the face major dilemmas on what they will need to do to help protect them in the future. This will be determined by two major factors. Ageing Population The first is the increasingly ageing population dispersed throughout Britain. In the years to come more and more people will be retiring and face the possibility of moving nearer to the coast. If this were to happen then the village will need to consider whether they will gain enough money to support the village with more sea defences. Global Warming The second major factor is global warming. With the frequency of occurring storms continuously increasing will the village be able to protect itself from the increasing occurring storms in the future. Possibilities There are two major possibilities that these three villages could consider to do. The first is to simply stop spending money on sea defences and allow nature to take its course, possibly resulting in many storms and therefore floods to the village. The second is to continue spending money on further sea defences although they cant be sure how successful they will be and for how long. My Conclusion I personally think that the villages should invest in further sea defences even though they will cost the economy of the villages dearly. This is because if they chose not to invest in the defences and admit defeat then these villages will eventually be completely destroyed and lost forever; therefore these sea defences are vital in securing the long term protection of these settlements. I also think that even though sea defences seem extremely expensive and someone people may think they are not worth it, if there are no sea defence mechanisms at all to protect these settlements then there will be no hope at all for these settlements to survive from whatever they are exposed to in the future.

The Basics Behind Qualitative Research

yFundamentals of Qualitative Research Jamye D. Jeter Cameron Submitted to Dr. Curtis Maybee University of Phoenix Fundamentals of Qualitative Research When a researcher sets out to begin a study, he or she must begin by asking questions of him or herself. These questions lead to the determination of the type of research study the researcher is going to conduct. The study may be based on qualitative research, quantitative research, or both. But, in order to determine the study method and design choice, the researcher needs to see what is fueling his or her research question.Research questions based on quantitative research focuses on obtaining data that can be measured, usually in some form or numerical/statistical manner (Leedy & Ormrod, 2010). Qualitative research is based more on why certain phenomenon take place and what can be done to better understand why the phenomenon took place at all (Leedy & Ormrod, 2010). This paper will serve as a brief overview of the fundamental s of qualitative research.Through this paper, the reader should be able to receive a basic understanding of the characteristics of a qualitative problem statement and purpose statement; formulation of qualitative research questions; and qualitative data collection and analysis procedures. Characteristics of a Qualitative Problem Statement According to Leedy & Ormrod (2010), â€Å"qualitative researchers often formulate general research problems, and ask only general questions about the phenomenon they are studying† (p. 136).By taking this approach, the problem statement in a qualitative study may come across somewhat vague. The problem statement will attempt to be as direct as possible, and will hopefully detail why the researcher selected qualitative over quantitative research. However, the fascinating thing about qualitative studies is there is always room to evolve and further develop the study based on the information and data collected (Rubin, 2007, Leedy & Ormro d, 2010). The problem statement guides the researcher’s interest from the stage of curiosity to the stage of being a specific statement.The problem statement will also explain why the researcher feels their particular topic is important and what has already been researched in this particular area (Rubin, 2007). Characteristics of a Qualitative Purpose Statement The purpose statement of a qualitative research study, much like that of quantitative studies, gives an account of the purpose or intention of the study (Jenkins, 2009). The purpose statement is specific and addresses some information gaps that may exist in what is currently known from previous studies (Merriam, 2002).Researchers may often time take on a study of a phenomenon merely because this is not an abundance of research material about the phenomenon (Merriam, 2002). This can lead to the researcher having the ability to build his or her hypothesis or theory as information is gathered. However, the purpose stateme nt will need to identify the data collection methods chosen, and reveal the possible research questions that will be explored. Formulation of Qualitative Research Questions When trying to determine the research questions that will need to be asked, the researcher must understand what or whom, he or she is trying to research.A means to make this determination, the researcher can select a sample from which he or she believes to be the most informative and beneficial to the research (Leedy & Ormrod, 2010). This process is called a purposive or purposeful sample. When making a sample selection, the researcher must also make a determination of what the criteria of the sample will be; for example male or female; certain ages, ethnicity or heights; certain occupations; etc. Once the sample size and criteria is determined, the researcher will then be able to develop questions that can be posed to the sample group to get the information needed for the study.Data Collection and Analysis T he areas of data collection and analysis go hand and hand. In order to analyze the data, the researcher must first collect the data. According to Leedy & Ormrod, 2010, â€Å"there are three major sources of data for qualitative studies – interviews, observations, and documents† (p. 23). If is up to the researcher to determine what process of research is best for the study he or she is conducting. There are times when only one method is used, but then there are times when more than one method is used. However, the researcher may identify his or her primary method (Rubin, 2007).It is also possible to utilize the internet and worldwide web to collect information for the study also. After the data is collected, the researcher must be able to analyze the data. The truth is the data analysis is usually simultaneous with the data collection stage (Rubin, 2007). From the time the first interview takes place or observation begins, the researcher should already be analyzing what he or she has learned. By doing so, the researcher can eliminate the possibility of being overwhelmed with information at the conclusion of the data collection process.While analyzing, the information collected, the researcher can break up what he or she learns into categories (Leedy & Ormrod, 2010). The use of these categories will help identify any patterns of behavior or occurrence that may exist. References Jenkins, L. (2009). Fundamentals of quantitative research: Considerations in research methodology. Retrieved from the website: www. academicwriting. suite101. com on July 18, 2010. Leedy, P. and Ormrod, E. (2010). Practical research: Planning and design, 9ed. Merrill. Pearson Education. Merriam, S. B. (2002).Introduction to qualitative research. San Francisco: Jossey-Bass. Rubin, A. (2007). Practitioner’s guide to using research for evidence-based practice. New York: Wiley Fundamentals of Qualitative Research Part 2 Based upon Prospectus II * How does the prob lem statement align with the approach communicated in the purpose section? The problem statement aligned with the outlined approach. The problem was determined to be that qualified teachers are turning down jobs at low performing schools. The approach was to take surveys and interviews to find out why this is occurring. How does the purpose of the study inform the way in which the research questions are written? The purpose statement tells that the researcher will use in-depth open-ended interviews and questionnaires given to 100 current teachers, who have at least turned down employment at one low performing school.Do the research questions adequately address the problem as detailed by the researcher? Why or why not? In my opinion, the research question shown, while pertinent to the outcome, seems a little vague. Perhaps, if there was one than one research question posed, there may have been a little more clarity. Does the wording of the purpose statement and research question sugg est the methodology used in the study? How? Yes, the wording in the purpose statement and research question suggest the methodology used in the study. In the purpose statement, it begins with in this qualitative study†¦ That is telling the reader, this is definitely going to be a qualitative research study. In the research question, there is a lot of implication as to what and why. Typically, who, what, why and how are signs that the study is going to be centered on qualitative research methodology.Does the methodology employed adequately address all aspects of the problem detailed by the researcher? Why or Why not? The use of interviews and questionnaires seemingly will produce the results the researcher is looking for. * Do all elements of the project’s design work together in a cohesive and logical manner? Why or Why not? Yes, the components presented for this project, did work together in a cohesive and logical manner. The information flowed well, and was very easy t o read and understand what the project was focusing on, and how the researcher planned to get to that point.

Preliminary Study of an Automotive Assembly Plant

Politecnico Di Torino 1 Facolta' di Ingegneria Automotive Engineering FINAL ASSEMBLY Preliminary study of an automotive assembly plant for high volume production(1300cars/day with 2 type of cars, 4 doors and 2 doors respectivly, and flexible in volume, 3 shifts of workers) Ma Wei supervisor: Prof. COZZARI GIULIANO Index 1. General infomation from the internship 2. 1 high production volume of the assembly plant 2. 2 pace calculation 2. 3 area calculation and process layout 2. 4 flexibility and automization of the system 2. â€Å"make or buy† decision 2. Review of tutorials and further applications of the tutorial 3. 6 General knowledges aquired from the assembly lecture 3. 7 Extension of the tutorial 3. 8. 1 product breakdown structure(PBS) ; bill of material(BOM) 3. 8. 2 work breakdown structure(WBS) 3. Time analysis and relative calculations 3. 1 working time analysis(WCT, takt time) 3. 2 system length and area calculation 3. 3 facility layout 4. Tool and equipment selection 1. General infomation from the internship 1. high production volume of the assembly plant As is define in the internship reoprt, the production volume of the plant that we study is 1300cars/day, with 3 shifts of workers making the planned working time up to 21 hour a day. We developed a rough plan for the entire assembly production process, and then divided our thesis into four parts according to the function of each part. Following the sequence of each part, they are respectively: Stamping process, body in white process, painting process and fianl assembly process.Normally each department is separated with one another, located in different locations inside an assembly plant, and each department has its own building structure, thus we call them stamping shop, body in white shop, painting shop and final assembly shop. Moreover all of these building structures are placed considering the convenience of the entire manufacturing process, to facilitate the flow of materials and parts, to simplify stocks management. For example, stamping shop normally locates near the gate with a stock area to facilitate the incoming of sheet metal.Body in white shop and painting shop lies in between final assembly shop and stamping shop, in order to shorten transfer process. Finally, final assembly shop often locates beside the supplier park, where massive subgroup parts of a car are stocked. 1. 2 pace calculation Since our focus is on the word â€Å"high volume†, we must estimate the overall pace of the plant. The required standard time can be calculated considering: 1. 1300 cars/day. 2. 3 shifts of workers with 7 availiable working hours per shift. 3.Overall equipment efficiency=90% 4. Standard time STn is the time needed to assemble a car, starting from pressing shop up to final test at final assembly shop. AWT(available working time)=3*7*60=1260 min STn=AWT/1300=0. 97min=58sec. It means that each 58 seconds there will be a car coming out from the plant. 1. 3 area calcula tion The area calculation is decided in the internship report, through the benchmarking result of many plants and we chose the average area of the plants that is most close to our requirements.And here is the decision: Stamping| BIW| Painting| Final Assembly| 40800? | 60900? | 48000? | 71400? | Usually the process layout is like this(I will only focus on the final assembly process): But for the final assembly, I find it more advanced for logistic and warehouse management is I choose the final assembly line like this: In my later discussion, we can see more advantages of this kind of solution according to the three main sub-processes of final assembly. 1. 3 flexibility;automization of the systemEquipments are most devoted resource since nowadays factories are normally capital intensive. So we have to determine the automization level at the first approach of an assembly plant. The four processes, stamping, body in white, painting and final assembly, have their own process capability a nd different automization level. Here is the automization level selection criteria and methods to be flexible of the system. And we will make our choice accordingly. Stamping STAMPING| COST AND THE CHOICE| 1. ransfer muiti-station mechanical presses with a very high cadence(over than 15 cycles/min) fitting with very high production rate(over than 600 series/day)| Very high, not fitable for our plant because according our make or buy decision, we only make necessary body parts in order to save capital and better focus on â€Å"core business†. | 2. traditional mechanical or new generations hydraulic presses with a medium cadence(between 10 and 15 cycles/min), interconnected by automatic systems, fitting for medium production rate(60-600 series/day)| This fits our production system adequately.Since our assumed working cycle time is 6sec(=10 cycles/min) and it meets the requirement of 1300cars/day. On the other side, this is capital intensive but not as expensive as the first one . | 3. traditional hydraulic or water forming presses, with manual loading/unloading, with low cadence, fitting for low production rate(less than 60 series/day)| This criterion is not fit for mass production. Nowadays labor intensive production is used for the elite market. | Major factors influcing cost: press and dies depreciation, maintenance costs and material handling.And thus it is very important to maintain a good level of overall equipment efficiency and a good utilization level. Furthermore, in order to keep the production cost low, sheet metal usage degree must be optimized, through detailed study of cutting schemes and stamping methods and technology(sheet metal stamping dimensioning). | Flexibility: the process flexibility is reached to the required level(2 different types of cars with 9 different parts to stamp) through changing of dies according to detailed production plan. We should avoid to change dies too frequently, for the sake of saving more productive up time.Th e production plan should follow the material requirement plan of later processes, and the logistic department should set adequate arrangements for the finished parts. | Body in white For high or medium volumes body in white welding and assembling, hard automation(robot intensive) and flexible production systems are used. Assembling tools are specific for the parts of each type of car. System flexibility/convertibility is achieved through specific tools rapid change, so that it is possible to set easily the mix model level on the same equipment or line.Major factors influencing cost: specific equipment and tools depreciations, maintenance and materials handling cost. Overall equipment efficiency and utilization level. Painting Painting process is a continuous flow process and each process are sequenced. We can divide it into two categories: 1) pre-painting treatments. 2) painting. 1). In reference of automazation and flexibility, the pre-painting process is not strictly relevant b ecause, for example, processes such as washing, degreasing or phosphating are not robot intensive, they actually are continous flow process with only a few operations.And each type of BIW(in our plants, refer them as type A and type B) can be processed in the same way with the same time, temperature and many other conditions. 2). The painting process is robot intensive because it is applied by automatic robots with electrostatic spray, along with automatic controlled air, temperature and humidity inside the painting booth. This process is relatively complex and harmful to human body. So in case of mass production, no labor force is enrolled in this process.Flexibility: Since equipments and tools are not specifically developed for each type of car, flexibility can be easily obtained by changing the process automatization software. And customized order-to-make product is mainly reflected in this process. Controlling program should be adjustable in order to change the color of the car easily. Major factors influcing cost: specific direct material(dye) and energy consumption, manpower necessary to manage the process and equipment maintenance costs. Final Assembly In terms of final assembly, manpower accompanied by flexible conveyor system is needed.This process is mainly labor intensive because many complex operations, such as cockpit module, steering leverages, seats and mobile parts are performed by technicians, but not machines. Certain level of automatization is required for simple operations such as joining, mechanical groups screwing and fixed glasses application. Moreover, ergonomic is important for labor intensive operations, so that assembling stations and conveyor systems have to be comfortable for the operators. For example the tow conveyors is an ergonomic solution for screw drivers.It can lift up the heavy body from BIW, to make the operator reach the lower part of the body. Recently new type of tow conveyors became more convenience since they allow t echnicians to stand on them and move along the operation line. Flexibility: product models mix along the final assembly line, thus flexibility can be obtained by high level of logistics and organizational complexity, which must use modern product and process information technologies, called â€Å"digital factory†. Moreover, â€Å"just in time† principle must be applied in supplying subassembly modules to the final assembly line.Major factors influcing cost: direct manpower, material handling, specific logistic information technology systems. 1. 4 â€Å"make or buy† decision In evaluation of make or buy decision, several factors should be considered: ITEMS FOR â€Å"MAKE† DECISION| ITEMS FOR â€Å"BUY† DECISION| 1. Availability of development capacities inside the company, at least equivalent to the one offered by External suppliers. | 1. Not availability of specific â€Å"know how† to develop in a competitive way the specific component or se rvice. | 2. Better protection of company’s know how in relation to products/processes considering core business| 2.Availability of reliable suppliers for the components or services required, in relation to the company’s targets. | 3. Needs of internal processes integration by logistic flows and final product quality level improving. | 3. Availability of alternative supplying sources in the geographical areas of strategic interest for the company. | 4. Not valid alternatives to component or services purchasing. | 4. Opportunity to simplify internal production processes and focus production resouces (man power and capital) on â€Å"core business†| 5. Necessity to utilize existing productive capacities inside the company. 5. Opportunity to reduce company owned investment by using or incrementing supplier’s productive capacities avaliable, assuming them the risk of volumes depending on the trend of market. | ITEMS FOR â€Å"CO-MAKERSHIP† DECISION| 1. N ew necissities of production capacities developing but not enough economy scale to proceed in an autonomous way. | 2. Partners have common or complementary interest in developing in a synergic and competitive way the new solutions required to guarantee the industrial mission. | 3. Partners have at disposal complementary or synergic technological capacities so that roduct/process innovation could be speed up without incrementing too much economical investments. | In genaral, an assembly plant doesn’t manufacture the sub group components of the car, for the sake of lean production, technology concentration and cost minimization. So no matter whether they are outsourced or manufactured by the same industrial group of other plants, we can consider them â€Å"buy† parts. It is easy to explore these elements from the vehicle systems point of view: All above mentioned elements and systems are out-sourced and they are assembled into higher level subassemblies aside the princip le assembly line.These elements and systems are based on evolutive technical solutions, which â€Å"know how† belongs generally to specialized companies components producers; A strong cooperation between those companies and car makers is necessary in case of technical projects development and experimentation and homologation on vehicle phases. 2. Review of tutorials and further applications of the tutorial 2. 1 General knowledges aquired from the assembly lecture During the assembly technology course, we gained the concept of automotive final assembly and aquired some basic knowleged about this process.First of all, the difinition of automotive final assembly can be concluded from the lecture: the final manufacturing process joining all of the finished subgroup components and modules to finish the car and make it functionlized, through different stages of assembly process with the right consequence. The final assembly process should consider from both management point of view and technological point of view: management concerns main subassembly groups and modules Here we consider the assembly of only these components in order to simplify the process.Also, some subgroups assembly are introduced in the lecture, which are normally performed inside the final assembly shop but not on the principle line. These sub-assembly parts should be considered since they are not out-sourced but manufactured inside the plant—stamping shop. So we won’t get the finished, assembled parts until we assemble them by ourselves, inside the final assembly shop. Along with subgroups assembly, ergonomics concern is introduced, which is a non negligibly problem in setting up the plant. Ergonomic: a). A study of the relation between people and their work environment. b).Is used to prevent injuries and illnesses associated with the design of physical work. c). Is used to increase employee safety and comfort and to optimize work performance and quality. Due to the complex ity of the system and inconvenience caused by the huge weight of the body in white and finished parts, ergonomic problem is closely related with the working stations and carrier systems that we use. Thus each process of the system uses specific equipment to orientate the car body in the right direction to technicians, and specific tools to hold finished parts to let technicians move them easily. ow conveyors let the installation of suspension more easily Moreover, the right sequence of final assembly is introduced. I will strictly follow this sequence to develop my assembly shop, because any mistake in sequence makes it impossible to build up later steps and lead the entire process to failure. Then I will build up working time analysis. 2. 2Extension of the tutorial 2. 2. 1 product breakdown structure(PBS) ; bill of material(BOM) Product breakdown structure is hierarchical and can be represented by the following scheme(tree diagram) F A B1 B2 C21 C13 C12 C11 E D F A B1 B2 C21 C13C12 C11 E D In which: A=final module (a car) B=1st level subassembly (powertrain, suspension system†¦) C=2nd and 3rd level subassembly (complete engine, transmission†¦) D=completed elements (cylinders, engine shafts†¦) E=partially completed elements (pistons, valves†¦) F=raw materials Using PBS, it is possible to: a). Manage the designs and standard carry-over solutions with other product lines. b). Underline links between elements, subassemblies and final product. c). Precise â€Å"make or buy† decision for each element. d). Activate manufacturing engineering plan for â€Å"make† parts. ). Activate purchasing orders for â€Å"buy† parts. f). Confirm cost for module components, considering the targets defined in the setting phase, according to the purchasing management system. Now let me define the PBS of the final assembly. I won’t list the lower levels of subassembly parts because the final assembly area is responsible for assembling mo re than 3000 in/on the painted vehicle shell, and if I focus too much on the minor parts, it would draw the attention away from the study of the system. Also, I extend the content of PBS, to get a bill of material table, more detailed. . 2. 2 work breakdown structure The work breakdown structure is a tree structure, which shows a subdivision of effort required to achieve an objective. In order to reach the WBS, I need to analysis each working processes first. The following figure is what I have obtained from the internship report. All of the data in this figure is roughly estimated, but the sequence and layout of final assembly is expressed. Final assembly process can be functionally divided into: trim line assembly, chassis line assembly, final assembly and final testing. ). Trim line assembly This station is focused on installing the following main components: the electric wiring and harnesses, the shell insulation and radiator insulation, the air duct system, the headliner, the c ondenser sub-assembly, the pedal sub-assembly, and the fire wall insulation. Other parts are also installed in this station such as the wiper links and the washer tank and its hoses and connections. To install the above described parts, a different conveyor system is adopted from the ones used in the paint area.So the shell is transferred from the paint-line conveyor system into typically a double rail chain or self-moving conveyor (floor-mounted), the elevation and speed of the body-shell are adjusted so it suits the production workers and allow them spatial access and enough time to complete the job. Some manufacturers have adopted a moving belt system for the line workers so that they can keep up with higher production rates. The first step in the trim assembly area is to remove the shell doors to facilitate the installation process, so large fixtures can be used inside the shell to aid the workers.The removed doors are hung on an overhead conveyor system that keeps running the d oors through the plant without any value being added to them. A typical layout for the trim assembly area can be shown as following: b). Chassis assembly The chassis assembly area is also called the marriage area, where the power-train of the vehicle is coupled with the vehicle body-shell. To achieve this, the vehicle shells are transferred to an overhead conveyor system to permit the chassis installation from the bottom. The assembled ower-train components are supplied from a sub-assembly area typically called the engine-line assembly area. The engine-line area features all the steps needed to install the different hoses, controllers and cables to the main engine body, in addition to coupling the engine to the transmission and the torque converters. The engine sub-assembly utilizes different types of conveyance depending on the accessibility needed, the station’s configuration (left- and right-side workers), and the weight of the assembled power-train; typically a combinatio n of an overhead system and an AGV(automatic guided vehicle) is used.The final assembled power-train is then mounted onto an AGV or a trolley equipped with a hydraulic lift, and then shipped to the marriage area. overhead conveyor and trolley with lifter In the marriage area, the vehicle shell will be synchronized with the AGV so both meet at a specific location that features the power torque machine that will use bolts and fasteners to join the power-train and shell together. Additionally, the elevation of the suspended shell is programmed according to specific settings to facilitate the mounting process. The powertrain is lifted via the hydraulic lift to meet the stationary shell.This process sequence is shown in the above figure. Several features within the vehicle shell are typically used to guide the power-train assembly to ensure its location and orientation within the vehicle; some laser projection-based sensors might also be used to ensure accurate placement. In addition, po wer-tools with built-in torque sensors are used to ensure fault-proof operation. Applying the right torque is essential in delivering mechanically sound joints that will not fail or fatigue due to under-torque or over-torque conditions. A typical layout for the chassis line assembly area can be shown as following: | ). Final assembly and testing area The final assembly area features the vehicle shell on tires for the first time. It is connected to the previous chassis assembly process, and each chassis assembly line can feed two final assembly lines. Thus for the sake of maximum utilization of the entire system, we set two final assembly lines. Each final assembly line is divided into three sequential parts: 1st. In the first part, preassembled bodies are put on a stop and go conveyor system, to facilitate the transferring from one station to the next.And the bodies are arranged across the axle of the line, to facilitate front-end module assembling and to keep operations such as ele ctric battery connections, air filter connections ergonomically. In this part fixed glasses are also assembled by automatic systems. 2nd. In the second part, car bodies are put on continuous double slat conveyor. Here, parts such as seats, garnishes, door modules, lighting systems and the rest parts of the vehicle are assembled. 3rd. In the third part, underbody operations such as adjusting the vehicle suspension and adjusting steering wheels are performed.After the assembly is complete, the completed vehicle starts the testing phase, where the following tests are conducted: alignment tests for wheels and turning radius, headlight test, side-slip test, engine drum test, and the brake test. The alignment test focuses on adjusting the wheels through the manual adjustment of the top of the front and rear wheels and the camber of the front and rear wheels. Further alignments ensure that the steering wheel is positioned accurately. The alignment test is typically done in a chassis dynamo meter chamber, shown in the figure. a chasis dynamometerAdditionally the turning radius can be tested and adjusted by measuring the right and left turning angles of the front wheels. The headlight test evaluates the photometric axis of the headlamps by projecting them on a screen and then measuring any deviations. The drum test is conducted by driving the vehicle into the chassis dynamometer to check the vehicle driving conditions. Also, the brake test evaluates the brakes’ performance by applying and measuring the braking force of each wheel (drag, service brake, parking brake). Finally, I can obtain the WPS from the integration of each above process. 3.Time analysis and relative calculations 3. 1 working time analysis(takt time, number of workers) In order to analysis the working time, I shall introduce the concept of takt time first. The takt time is the time that must pass between two succeeding unit completions in order to meet the demand, if the products are produced on e unit at a time, at a constant rate during the net available work time. The value of the takt time drives the key design choices for the assembly system. The takt time is defined in equation (1). (1) When the takt time is known one could decide how many assemblers and stations that are needed.It is quite hard to determine the number of assemblers needed in order to complete a product but here one basic method is presented. After the number of assemblers has been decided the number and layout of processes can be decided. The minimum number of assemblers can be calculated with equation 2. (2) If for example a product takes 100 minutes to assemble and the takt time is 1 minute, the process needs 100 assembler minutes every minute, consequently 100 assemblers. The formula does not take into consideration other activities that the operators perform apart from assembling such as picking and handling.A production system is also dependent on support labor which will of course increase the number of assemblers needed. When one has determined that the process is in need of 100 assemblers, the next step is to decide in which way the work should be allocated between the assemblers and thereby which method of assembly that should be used. On the one hand, one operator could work with one product from start to finish for 100 minutes. On the other hand, the total work content could be divided into 100 operations each taking 1 minute to perform.Now that the takt time concept is clear, I will start to analysis this according to my specific system. Actually, the first step in designing an assembly system is to calculate the takt time. I will calculate the takt time following these conditions: 1). The demand for daily production volume is 1300 units. 2). The system is operated by 3 shifts of operators. 3). The working hours per day for an operator are assumed to be eight hours. 4). Total downtime including scheduled and unscheduled maintenance, set-up times, breaks, lunch time is one hour per day.Takt time = Net avaliliable working time per dayaverage damand per day = 3*8-1*601300 = 0. 97 minute = 58 second The planned cycle time will be lower based on that there are inefficiencies regarding manpower issues and overall equipment effectiveness: Planned cycle time = 58*0. 85*0. 9 = 50 second Then the minimum number of workers can be obtained, under the assumption that the total assembly time (adding the time deeded of each operation in each station, i. e. : the labor time required in order to finish the assembly of a single vehicle) is 21 hours (empirical).We can assume that each operation is processed by an assembler because the final assembly is a labor driven process. No. of workers = total assembly timetakt time = 21*60*6058 = 1304 Thus, we have 1304 workers and if two workers are assigned to each work station, then we have 652 stations. Due to impossibilities for further analysis of working time, I can not get exactly the cycle time of each operation, but the time analysis methodologies should be stressed: a). Stopwatch study analysis For time measuring it is necessary to proceed as follows: 1).Workers are preventively trained to apply working standards and are informed about stopwatch study analysis and ways to proceed. 2). By statistical criteria, the number of operative cycle to observe is determined, considering also dispersion phenomena of analyzed process. 3). For each one of the macro-phase of operative cycle, time employed is recorded. 4). Working speed is punctually compared to the normal one, introducing eventual adjustment. 5). Time adjustments(increasing) for each working phase are applied following specific tables, to consider tiredness and physical efforts taken on during working shift.Applying the methodology is possible if the analyst is concerned about technologies of analyzed phases, in order to ensure in advance that working conditions follows manufacturing engineering plan, and proposing eventually necessary i mprovements. He must also observes movements considering ergonomics, defining normal and sustainable working speed. This evaluation implies also the application of specific rules related to physical efforts, tiredness, working positions and movements repetition.As a consequence, for each working phase analyzed, it is applied a time increasing coefficient, according to a standard table, elaborated on statistical and scientific considerations, by International Rules Institutions, with ergonomic, physiology, and working means experts associated. In case of uncertainty of working speed estimation, the analyst could perform observations on different subject, up to reach a calibrated evaluation. Furthermore, he can also use some available database, according to previous consolidated experiences.For each group of operations, it is important that the experts separate active times from inactive times necessary for machine/equipment waiting or movements between different working stations. Act ions to be adopted are related to inactive phases, that are not adding value phases. b). Time studying with modern techniques Same criteria of the first one, with the only difference that time observations are performed through video recording cameras, appropriately positioned and remote controlled, that allows measuring contemporary more operations, relating each other. c).Analysis with pre-determined standard times MTM technique (Methods Time Measurement) consists of previously analysis that allows quantifying time necessary for each working micro-phase included in the operative cycle. Measurements are performed in office and are very precise and objective. Application requires a big effort in terms of analyst technician, with high cost and long elaboration times. For this reasons MTM technique fits with widespread repetitive operations. d). Instantaneous Observations Analysis It fits for auxiliary operations only, including office operations.It is necessary that the analyst have good knowledge about function and roles of observed employees. He performs periodical inspections In the interested area and with established route by statistic method, so to cover all workplaces. He must evaluate: if workers are on their own workplace/if they are active/type of operation performed/type of tools used. 3. 2 system length and area calculation I will roughly calculate the length of the final assembly line. I say â€Å"roughly† because I will assume the distance between each product is 5m, and this distance is constant for all the three major processes belonging to final assembly.Although this assumption couldn’t be precise, this approach can represent the right process to calculate the system length. Firstly I will calculate the speed of the line: Speed = distancetakt time = 5m/58s = 0. 087 m/s Then I will apply this speed to the total assembly time: Length=speed*total assembly time=0. 087m/s*21*3600=6577m Finally, I should apply an modify coefficient, be cause large portion of the system paths are built for transferring, not value adding. 6577*150%=9865m Once the length is calculated, I can apply it to the width of the line, which is hypothesized to be 10m. 865*10=98650m2 And finally the subassembly line area should be calculated according to the same method, and added to the main line area. 3. 3 facility layout In arranging the plant layout, There are a lot of benefits: 1. Minimize the production time. 2. Minimize the production cost. 3. Minimize the material handling, in terms of time, cost and equipment type. 4. Minimize the investment in the equipment. 5. Utilize existing space more effectively. 6. Maintain flexibility of arrangement and operations. There are three basic types: process layout, product layout, and fixed-position layout.According to the selection criteria, I will choose the product layout. A product layout (also called a flow-shop layout) is one in which equipment or work processes are arranged according to the pr ogressive steps by which the product is made. The main issue over the final assembly line is the assembly line balancing. As we use the conveyor systems to carry the product, the time interval the product will stay in each workstation is identical, thus the cycle time of each workstation is identical as well (= 58s in our system).At each workstation, work is performed on a product either by adding parts or by completing assembly operations. The work performed at each station is made up by many bits of work, termed tasks, elements, and work units. The total work to be performed at a workstation is equal to the sum of the tasks assigned to that workstation. The assembly-line balancing problem is one of assigning all tasks to a series of workstations so that each workstation has no more than can be done in the work- station cycle time, and so that the unassigned (that is, idle) time across all workstations is minimized.The problem is complicated by the relationships among tasks imposed by prod- uct design and process technologies. This is called the precedence relationship, which specifies the order in which tasks must be performed in the assembly process. The steps in balancing an assembly line are straightforward: 1 Specify the sequential relationships among tasks using a precedence diagram. The diagram consists of circles and arrows. Circles represent individual tasks; arrows indicate the order of task performance. 2 Determine the required workstation cycle time, the same as takt time Determine the theoretical minimum number of workstations required to satisfy the workstation cycle time constraint using the formula, the same as the number of workers calculation. 3 Select a primary rule by which tasks are to be assigned to workstations, and a secondary rule to break ties. 4 Assign tasks, one at a time, to the first workstation until the sum of the task times is equal to the workstation cycle time, or no other tasks are feasible because of time or sequence restr ictions. Repeat the process for Workstation 2, Workstation 3, and so on until all tasks are assigned. Evaluate the efficiency of the balance derived using the formula Efficiency=sum of task timesactual number of workstations*workstation cycle time 6 If efficiency is unsatisfactory, rebalance using a different decision rule. Example: This table shows typical chassis assembly sequence of a car, and I will draw a precedence graph according to this table: Then, we can calculate the minimum number of workstations required: no. of workstations=45+50+11+15+9+12+12+12+12+8+958 = 4 So we can arrange the precedence graph accordingly: And the final Efficiency=1954*58=84%It can be seen that in station 4, only 9 seconds are employed among 58 seconds available time. To reduce this inefficiency, some independent operations can be added to this station. In this final assembly shop, we should analyze the work of all workstations, one by one, and reach a balanced assembly line finally. 4. Tool and eq uipment selection The final assembly area is considered a labor-driven process due to the high labor value-added work compared with other stations in the assembly plant. In this case, the right solution for labor and machine corporations is the key successful factor.Trim line: For the trim line assembly, the conveyor system should be changed from the one used in the paint line. We use the floor-mounted conveyor for the trim line and specially, I want to stress that since the plant should has a high production capacity, I choose to add an additional moving belt system to facilitate the workers for the high production rate. Moreover, for operations that will move heavy parts(doors, cockpits, windshield†¦), automation robots are selected instead of human labor. Robots are faster and more precise in installing heavy and big parts than human labor.For wirings, insulating applications, fuel tanks, steering leverage and etc. , I will choose to use human labors because these operations are too complicated for robots, and some area are deep inside the body shell and intangible for robots. On the other hand human labors have the advantage of agility, allowing them to go inside the body shell. In addition, batter-driven screwdrivers(low and medium torque models) should be equipped by the assemblers, to allow them fast and accurate fastening. Here are some pictures of the above mentioned tools and equipments: loor-mounted conveyor with moving belt Chassis line: For the chassis line assembly, the overhead conveyor system is needed to lift the vehicle shell and thus allow the installation of the powertrain system. In order to guide the pre-assembled powertrain system, the AGV(automatic guided vehicle) is used. At the same time battery driver screwdrivers and electric torque wrenches with torque limiters are used by workers to assemble the body and the powertrain system. Also, in order to ensure accurate placement, some laser projection based sensors are needed.Then the installation of wheels and exhaust system happens simultaneously. On the one hand line workers install exhaust system with the help of carrying robots. On the other hand multiple torque wrenches tightens the wheel. Of course tires must be handled with the help of the handling equipment in order to save time for the line workers. This process can spares much time for the powertrain assembly. The overhead conveyor system and the AGV. A multiple torque wrench is fast and precise A electric torque wrench with limiter A tire handler   Final assembly line:The vehicle is coupled with tires now, so a double slat conveyor system is selected to carry the body. In addition, a variety of arm and drop lifters are needed for the ergonomics consideration. Also, fluid filling machines is crucial in this stage: fuel tank, engine, transmissions†¦ For the testing phase, we need testing machines. For example the chassis dynamometer is necessary for the alignment test, the turning radius test an d the break test. The headlight test evaluates the photometric axis of the headlamps by projecting them on a screen and then measuring any deviations.A double slat conveyor A chassis dynamometer A seat handling partner References: 1. COZZARI GIULIANO, Assembly technologies,2010. 2. MARCO GOBETTO, Production Management,2010. 3. Mohammed A. Omar, â€Å"THE AUTOMOTIVE BODY MANUFACTURING SYSTEMS AND PROCESSES†, 2011 4. FILIP HELLMAN, BJORN LINDAHL, JONAS MALMBERG, thesis of â€Å"Mixed-model assembly line at Volvo Construction Equipment† 5. Marshall L. Fisher and Christopher D. Ittner, â€Å"THE IMPACT OF PRODUCT VARIETY ON AUTOMOBILE ASSEMBLY OPERA TIONS: ANAL YSIS AND EVIDENCE† 6. technical note five: FACILITY LAYOUT

Sentence Outline

The Sentence Outline Topic: Lifestyle Diseases Narrowed Topic:Obesity: The Global Epidemic Purpose:To inform the general public about the dangers associated with obesity Thesis:The increasing prevalence lifestyle diseases such as obesity is a major world health concern, since it affects the physical, mental and economic well-being of those affected. 1. Though obesity is not a typical addiction, its effects on physical health are just as serve as those of alcoholism. A. Obesity is a leading preventable cause of death worldwide. (Barness et al, 2007) B.Obesity increases the risk of many chronic conditions such as heart disease, type 2 diabetes and certain types of cancer. C. Research shows that a person who is 40 percent overweight is twice as prone to die early compared to a person who has average weight. 2. The mental health effects of obesity can be as damaging to your health as the physical effects, according to recent obesity research. A. Mental health struggles caused by being ov erweight include social discrimination low self-esteem, and even suicide. (Pawlik-Kienlen, 2007) B.Obesity may induce feelings of anxiety and depression. C. Obese individuals may develop anti-social behaviour. 3. Obesity is not only a health concern but also an economic phenomenon A. Employers may not want to hire obese people due to higher expected healthcare costs if the employers provide health insurance for their employees. B. The economic effects of obesity may be direct or indirect. C. Estimated medical costs connected to obesity and smoking each account for about 9. 1% of all health expenditures in the United States (Finkelstein, Fiebelkorn, & Wang, 2003).