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Research Methodology This research was undertaken through five stages which are literature review, research proposal development, data collection, data analysis and conclusion and recommendation.
The data collected was analysed using the SPSS statistical package version 13.0.
Huang in 2008 categorized green highway construction assessment topics into six groups, namely ecology, landscaping, materials, waste reduction, water conservation, and energy conservation [6].
These elements were grouped under six different categories namely: ecology, landscaping, waste reduction, materials, water conservation and energy efficiency.
These elements were grouped into six (6) different categories, namely: ecology, landscaping, waste reduction, materials, water conservation and energy efficiency.

Reduction in area is affected by second phases and inclusions.
The effect of carbon content (in other words the volume fraction of cementite) on the true stress is clear from the comparison of data shown in Fig.4(b) for various compositions.
Tensile strength-reduction in area balance While uniform elongation is a measure of ductility of the material, reduction in area in tensile tests is also an important measure of ductility.
Reduction in area is affected by second phase particles and inclusions.
The test data of conventional ferrite-pearlite steel, tempered martensitic steel and bainite steel are also plotted for the purpose of comparison.

Energy requirement (Data source [6][8]) Figure 2.
Table 1 Weight Reduction with natural fiber composites（Data source[12]） Component Auto side panel[9] Auto insulation panel[7] Transport pallet[6] materials ABS Hemp/epoxy Glass fiber Hemp-pp Glass fiber China reed-PP Weight (g ) 1125 820 3500 2600 15000 11770 Weight reduction (%) 27 26 22 Table 2.
The weight reduction ranges from 20-30%.
Natural fiber reinforced composites for automobile(Data source[25,26]) Products Main applications Developers Main users Jute/PP Car interior components, noise absorption panel, NVH/Acoustic absorption materials.
As reported in reference [22], the author gives the thermal conductivity data of some kinds of NFRP.

The results show that, when the engine is run with D85E15ACN, there is an increase in brake thermal efficiency and reduction in hydrocarbon (HC), carbon monoxide (CO) and smoke emissions, compared to that of neat diesel.
Similar study was carried out by Mu-Jung-Kao et.al [8], their data revealed 410 ppm of NO emission at full load and 1500 rpm.
The limitation of higher NO emission is compensated by increase in BTE and reduction in HC, CO and smoke emissions.
Smoke is considerably reduced due to complete combustion of D85E15ACN (~50 % reduction compared to neat diesel).There is a slight increase in NO emission for D85E15ACN when compared to neat diesel, however it is within permissible limits as per the literature.
[5] Xingcai Lu, Junjun Ma, Libin Ji, Zhen Huang, Simultaneous reduction of NOx emission and smoke opacity of biodiesel-fueled engines by port injection of ethanol, Fuel. 87 (2008) 1289-1296

(2) Reduction of particle agglomeration and improved dispersion
For this reason the mica was placed in the moveable mount so that the wedge could be moved into the cleaved mica and out again while taking data and keeping the position of the edge of the wedge fixed.
Keeping the edge of the wedge fixed made recording the data easier as the crack length is measured from this edge of the wedge.
The fracture energy of mica in water is about half of what it is in air (the experimental data were not list in this paper), which is the reason that grinding in water is advantageous over dry grinding in tumbling ball mills.
The data show that the mica can be broken easily at this concentration level at acidic pH values than at natural (pH 8.10) or alkaline pH values.

To collect the data corresponding to the objective of research, a disc on disc testing instrument construction was designed.
In the experiment without graphite treatment, the following data is obtained.
The experiment conducted with graphite polishing in 5-minute time interval in 8 cycles provides the data shown in Table 3.
Graphite use and wheel weight reduction in testing with 5-minute polishing time interval Material Size [mm] Reduction [mm] Prior length of graphite 11.8 1.05 Final length of graphite 10.75 Material Size [gram] Reduction [gram] Prior weight of wheel specimen 140.2 0.03 Final weight of wheel specimen 140.17 Data shown in Fig. 4.a, when communicated with Table 3, suggests that the graphite length decreases by 1.05 mm after the wheel surface polishing.
The data obtained is presented in Table 4.

(8) (9) (10) (11) , (12) Step 3: Data collection and attributes reduction.
The collected data is different from each other in unit and the criteria, so the difference must be eliminated before the date is used.
In this paper, the VPRS model is used for evaluation attribute reduction as previous introduced.
The condition attributes representing a pattern's elements were scaled approximately onto [0, 1] by the formula (13): (13) Where and are minimal and maximal values of the attribute within the training set data.
According to process of attribute reduction, the generalized rules are listed in table 3.

The negative magnetoresistance are explained as the reduction of spin-flip scattering by aligning spins of the magnetic field.
The concentration of the holes created by carbon was determined from this frequency to be 3.4×10 11 cm-2, which agrees with the Hall effect data [1].
Our calculations of dependence R(T) for a system with ferromagnetic transition confirm experimental data with non-monotonous temperature dependence (see fig. 3).
The increase in polarization leads to linear reduction of magnetoresistance on H.
The results of our calculations using g=0.45 [7] quantitatively agree with the experimental data and are shown in Fig 4.

The primary structure is assumed to be linear on account of substantial reduction of seismic forces due to the installation of SDBs for which a bilinear hysteretic model is considered.
The primary structure is assumed to be linear on account of the reduction in seismic forces due to the SDBs.
Using the first set of data for and Eq.(11), we define the partial measure-of-fit as (14) The values of and are obtained by simultaneously solving , (15) Similarly, application of the second data set for and Eq.(12) produces another partial measure-of-fit as (16) extremization of Eq.(17) with respect to the unknowns yields , , (17) from which the values of , and are obtained.
Moreover, parameters identified from different set of data are somewhat different.
The acceleration responses contaminated with an artificial white noise signal of 5% noise-to-signal ratio are considered in the system identification analysis to simulate the measured data in a more realistic manner.

With analyzing of test data and searching the cause of abnormal noise and vibration, improvement measures were put forward and confirmed by bench test. 2 Noise and vibration test of rear axle Noise and vibration test of rear axle was conducted on automobile electrically controlled power-transmission system test-bed manufactured by Burkee of USA.
In this condition the meshing frequency of final reduction gear was 563.49 HZ and second harmonic was 1126.98 HZ, which was coincident with twice frequency of gear meshing.
In fact, the surface roughness of this drive gear and driven gear was twice lower than normal gear when checked, which should be strictly controlled when manufactured. 3 Improvement measures and test verification With analysis of the bench test data of rear axle, three improvement measures were put forward as follows: (1) Reduce the surface hardness of driven gear of main reducer from 60±2 HRC to 58±2HRC
With making sure the test conditions were coincident with previous test conditions, verification test of improved rear axle was done, and the test data was compared with previous data.
As the test conditions coincident with previous test conditions, verification test of improved rear axle was done, and the test data indicates that noise and vibration of rear axle was extremely weakened.