DESIGN AND STATIC STRUCTURAL ANALYSIS OF RC (RADIO …

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DESIGN AND STATIC STRUCTURAL ANALYSIS OF RC (RADIO CONTROL)

BOAT WASTE COLLECTOR

SHIVAM KUMAR1, YATHARTH TYAGI2, SRIKANT GIRI3, ASHWINI KATARIA4,

VANSH BALEJA5 & ASHOK KR. MISHRA6

1,2,3,4,5Research Scholar, Department of Mechanical Engineering, SRM University, Delhi NCR, Sonepat,

Haryana, India

6Assistant Professor, Department of Mechanical Engineering, SRM University, Delhi NCR, Sonepat,

Haryana, India

ABSTRACT

Design and static structural Analysis of RC Boat waste collector having hull length of 1.6 meters has been done in

response to the whole world's concern for water pollution. This waste collecting boat can be incorporated to collect

waste debris from polluted rivers and open channel canal. In this research work efforts has been made to design boat

and a conveyor system embedded over it and then a CAD (Computer Aided Design) model to visualise the outcomes of

design. As it has been mentioned that boat has RC (Remote Control) so calculation has been done to decide the type of

brush-less motor and thruster, which provides motion as well as orientation to the boat. To ensure the permanence and

strength of the boat during its operation static structural analysis has been performed. It has been established from the

calculations and results that the RC Boat waste collector has appreciable operation ability and can incorporated in

polluted rivers and canals for waste removal operation.

KEYWORDS: Thrusters, Propeller, Conveyor, Solid waste debris, pollution & RC (Radio Control)

Received: Jun 05, 2020; Accepted: Jun 25, 2020; Published: Aug 12, 2020; Paper Id.: IJMPERDJUN2020744

1. INTRODUCTION

Whole world is looking forward for sustainable development approaches along with the improvements in more

comfortable lifestyle, better health care systems, economic growth etc. In-spite all these things pollution is one of the

contrary aspect of the sustainable development. And in the present situation water pollution is one of the global

concerns which hinder the way towards sustainable approach. According to WHO report by Helmer and Hespanhol

(1997) from decades there is huge enhancement in the treatment in the water treatment technologies though water

pollution is a major concern and didn't bring any significant change, thus it is suggested to mitigate generation of

waste at initial stage. Water treatment technologies are quiet expansive therefore it is advisable to collect solid waste

debris at early stage, so that it should not retain in water for longer period, this will prevent bacteriological

contamination, and accumulation of heavy metals. According to Bhargava (2006)long term retention of solid organic

waste leads to incubation of microbial load which results in the fall of DO(Oxygen Demand) and rise in

BOD(Biological Oxygen Demand) which is severe problem for marine life and ultimately humans also.

In context an attempt has been made for the development of RC boat waste collector as illustrate in the Fig.1 to

collect the solid waste debris at early stage to reduce the expansive for required water treatment. In order to collect

waste from river it is utmost importantt to design the boat which can suit to the waste collector,so that it could install

Orig

ina

l Article

International Journal of Mechanical and Production

Engineering Research and Development (IJMPERD)

ISSN(P): 2249–6890; ISSN(E): 2249–8001

Vol. 10, Issue 3, Jun 2020, 7819-7834

© TJPRC Pvt. Ltd.

7820 Shivam Kumar, Yatharth Tyagi, Srikant Giri, Ashwini Kataria, Vansh Baleja & Ashok Kr. Mishra

Impact Factor (JCC): 8.8746 SCOPUS Indexed Journal NAAS Rating: 3.11

on the boat with ease so it is preferable to select the catamaran type. Another reason to prefer catamaran type boat is its higher

stability with weight carrying capacity. Numerical study for design is referred from some published data and next facilitates

by CAD model, on which further static structural analysis is done to determine strength and permanence of the boat. For the

orientation of the boat thrusters are provided which are assisted by brush-less motor and guided by servo motor connected to

RC. Yet no Substantial work has been done on RC control waste collecting boat, here I would like to emphasize on RC Boat

as boat is controlled using a RC remote with the intentions that the operator of the boat will not have to indulge directly

himself in the polluted environment. The aim of the development of RC Boat Waste Collector is to reduce the man power,

improving waste removal efficiency, time saving, health-care and comfort-ability of the operator.

Figure 1: Final Assembled View of RC Boat.

Components of Figure 2 are:

Conveyor Mechanism

Horizontal Aluminum Beams for support

Catamaran Type Boat Structure

Supports to prevent any breakage due to excessive load on beams

Storage for Collected Waste

Vertical Bars for supporting motor housing and conveyor upper bearings

1. Design of Catamaran Boat:-

For the purpose of design of catamaran boat and the determination of the required dimensions, data (i.e. from equation

1-11) by the Helme (2008) has been used for authentic purpose.

Length, Draft and Beam Length:-length of hull LH and length of waterline LWL. According to the preference

here following preliminary dimensions are assumed (as illustrated in Fig.3):-

LH=1.6 m LWL=1.4 m

Design and Static Structural Analysis of RC (Radio Control) Boat Waste Collector 7821


Figure 2: Exploded View of RC Boat.

Figure 3: Showing Hull Length Waterline Length, Draft of Boat.

Next we make a decision of length/beam ratio (LBR) of the hull. Simple heavy boats have low value and light racers have high

value. LBR, < 8 leads to increased wave making and this should be avoided. Lower values increase loading capacity. LBR

features a definitive effect on boat displacement estimate. LBR: =8.0 and beam waterline BWL(as shown in Fig.4) will be:

BWL= LBR

LW L

(1)

BWL = 0.175 m

BTR effects on the resistance of boat.

BTR =BWL

Tc (2)

The deep-V Bottomed boats have BTR between 1.1 and 1.4.BTR has also effect on boat Displacement estimation.

Here we put BTR: = 1.4 to minimize boat resistance and get optimal draft of the boat.

Now Tcis the draft, its simply the theoretical depth of the boat that will remain immersed in water.

Tc= BWL

BTR (3)

Tc = 0.125 m



Figure 4: Showing Important Parameters of Boat.

Midship Coefficient is defined as:-

Cm= 𝐀𝐦

𝑻𝒄 × 𝑩𝑾𝑳 (4)

Where Am is the maximum hull section area.

Assuming Cm= 0.7 for a deep V section hull.

Prismatic Coefficient is defined as:-

Cp=∆

𝐀𝐦𝐋𝐖𝐋⋅ (5)

Where, ∆ is the displacement volume (m3) of the boat.

Prismatic coefficient has an influence on boat resistance. Cp is typically between 0.55 and 0.64.To seek for an all-round

performance, set Cp: =0.59.

Water plane Coefficient is defined as:

𝑪𝒘 = 𝑨𝒘

𝑩𝑾𝑳× 𝑳𝑾𝑳 (6)

Where Aw is water plane (horizontal) area.Typical value for water planecoefficient is Cw= 0.69 to 0.72. here considered

asCw= 0.7

Fully Loaded Displacement

At last we can do our displacement estimation. In the next formula, 2 is for two hulls and 1025 is the sea water density(kg /

m3). Loaded displacement mass in kg is:

mLDC=2.Bwl.Lwl.Tc.Cp.Cm.1025 (7)

= 25.92 kg

mLCC= 0.7×mLDC (8)

=18.15 kg

where, mLDC stands for loaded mass capacity in kg

mLCC stands for empty mass of the boat in kg

The difference of mLDC and mLCC gives a weight carrying capacity of 7.77 kg.



Beam of Catamaran

The beam of catamaran is vitally important. Since Wider construction makes it heavy, narrower reduces weight carrying

capacity The beam between hull centers is named BCB.

Length / Beam Ratio of the Catamaran,

LBRC (Length to Beam Ratio of Catamaran) is defined as follows:

LBRC=𝐋𝐇

𝑩𝑪𝑩 (9)

Here LBRC is set as 2 for vertical and horizontal stability. So now the beam between hull centres can be calculated

as(m):

BCB = 𝐋𝐇

𝐋𝐁𝐑𝐂 (10)

= 𝟏.𝟔

𝟐= 0.8m

The beam of one hull BH1, still needs to be determined. If the hulls are asymmetric above water line this is a sum of

outer hull halves. BH1 must be bigger than BWL including width of plywood in mono-hull, therefore BH1=0.249 as shown in

the Fig.4. Further we have to calculate BH(Beam of Hull), it is the total width of the boat illustrated by the Fig.4.

BH=BH1+BCB (11)

BH=1.04m

Figure 5 shows the dimensions are represented through drafting that is illustrated by Fig.5 and where G is the

location of the centre of gravity of the boat.

Figure 5: Dimensions (In Meters) of Catamaran Boat.

2. STABILITY CALCULATIONS

Metacentre (M) is the major factor for the stability of the boat; it’s the point about which a floating body oscillates when

the body is tilted. Larger width results in higher Meta centric height. In floating condition Meta centre should be above

than center of buoyancy as shown in Figure 6.

BM= distance from centre of buoyancy to the metacentre

KB= distance from keel line to the centre of buoyancy

KM= total distance from keel line to the metacentre



BM can be calculated by using the formula given by Helme (2008).

BM=2×0.92×LWL

2×BWL×cw2×1025

12×mLDC (12)

= 2.126 m

KB= VCB 1

3× [

5

2× TC -

V

AW]

(13)

= 0.0763 m

KM = BM+KB (14)

=2.20 m

Figure 6: Keel Line, Centre of Buoyancy and Meta Center.

4. COMPONENTS OF RC SYSTEM IN BOAT

From above Figure 7 and 8, complete remote control system has shown. RC system for boat consists of Jet thrusters, servo

motor, lipo batteries-12.1 volts each, transmitter and receiver, brushless motors of 4500 kvs and electronics speed controller

(ESC).In this system twin drive system (where A and B are indiual hulls) is clearly visible and both the hulls of catamaran

boat are embedded with the jet thrusters which is further connected with brushless motor whose control connection are with

ESC which is connected to receiver as shown in Figure 7.

Figure 7: Components of RC System.



Figure 8: RC System inside the Boat, (A) Top View, (B) Isometric View.

5. POWER AND SPEED CALCULATIONS

Speed to length ratio is the ratio of speed in Knot to the water line length from this famous “Froude number” is derived. On

the basis of Froude number we decide the type of boat as mentioned by Helme (2013).

Planning Boats:-Fn-(1 and more)

Semi-displacement:- Fn-([0.4, 1])

Displacement boats”- Fn-(<0.4)

Here Fn denotes – Froude number

Fn =V

√g×Lwl (15)

Where Fn= Froude number

V = Velocity of water

g = acceleration due to gravity

Lwl = waterline length.

Fn= V

√g×LWL =

1.485

3.70=0.4

Hence our boat is semi displacement boat.

Here v= vm assumed as motoring speed.

Typically the engine power required for the catamaran is 4 kW / tonne, and the engine speed is close to the hull speed, so:-

Pm = 4.mLDC

1025 (16)

= 4×26.41

1025= 0.103KW

Vm= 2.44√Lwl (17)

= 2.44×√1.4= 2.88knot Where 1knot=1852

3600= 0.514m s⁄

Hence Vm= 1.485 m s⁄



After calculating the motoring speed it is necessary to predict the type of brushless motor, Thrusters with specified

propeller illustrated in Figure 9 so for this various Popular online platform is available, here a website named as Radio

control info is used. It is Available at this link address:

http://www.radiocontrolinfo.com/information/rc-calculators/rc-boat-calculator/. This not only predict the type of brushless

motor you need it indicates various others parameters and also evaluates speed of hull for specific type like mono hull,

multi hull etc, as the present paper used catamaran type and 2 lipo batteries of 12.1V, twinjet and for propeller we selected

prather S235 as per calculation(20) and propeller charts available at the website of Ne-stuff.net and its link address is as

follows: http://www.ne-stuff.net/2009/03/propeller-charts.html.

Figure 9 it is clear that boat will have moderate performance but after installing conveyor system some variations

over the speed are possible because various parameters might affect the boat but this is beyond the context of this paper.

Figure 9: Boat Speed Prediction.

6. PROPELLER DIAMETER AND THRUST REQUIRED

Propeller thrust is affected by the diameter of propeller, amount of acceleration and medium density. Therefore according

to momentum considerations, According to published data by Eugene (2019) propeller diameter and thrust can be

calculated by using Equations (18,19).

T=π

4× D2 × (V +

∆V

2 ) ×ρ∆V(18)

= (π

4×(50 × 10−3 )2× (1.4+

30.75

2) ×1000×30.75 = 966.08N

Where T is Thrust in newton,

D is Propeller Diameter in metre,

v is Velocity of incoming flow in metre per second, Δv is additional velocity acceleration by propeller in metre

per second,

ρ is Density of the fluid kilogram per cubic meter.

The additional velocity acceleration by propeller is calculated by using the RC boat calculator as shown in Fig.9 is referred

from a online website to calculate speed of RC boat. The efficiency of the propeller is affected by the diameter of the

propeller as previously discussed. If the diameter of propeller is too small, the thrust generated will be insufficient to move

the boat forward. Therefore, the minimum diameter of propeller has to be determined by the minimum diameter formula

which can be expressed as:-

http://www.radiocontrolinfo.com/information/rc-calculators/rc-boat-calculator/

http://www.ne-stuff.net/2009/03/propeller-charts.html



Dmin=4.07×(Bwl × Tc)0.5 (19)

=2Inches=50.8mm

Where BWL= waterline beam in feet

Tc= draft in feet

Dmin= minimum acceptable diameter in

Inches.

7. MOTOR TORQUE

The motor selection process begins with evaluating the application and ensuring that the motor chosen sufficiently meets

the needs of the application. KV ratings are the main criteria in motor selection. This means that the no-load rotational

velocity of the motor is per 1 V input. A motor labeled with 2000 KV means that the motor will rotate in 2000 RPM when

1 Volt was supplied and 4000 RPM for 2 volts supplied.

The torque of the motor can be expressed as:-

T=5252×0.74×KW

RPM (20)

= 5252×0.74×0.103

4500×12.1 =7.3×10−3Nm

8. DESIGN CALCULATION FOR WASTE COLLECTING CONVEYOR MECHANISM

Waste collecting conveyor has been designed while considering the dimensions and design of the boat. As shown in the

Fig.10 Forks at the front are provided to transport the floating waste debris on the leading edge of the conveyor. Further

calculation has been done to decide the type of chain and gears, and their respective dimensions. Formulas used for the design

of chain and sprocket are taken from the published data (from equation 21-32) in the book “Design of Machine Element” by

Bhandari (2010) for the authentication purpose.

Figure 10 shows in the front view of conveyor mechanism as illustrated by Fig.10 shows positions P1, P2, P3, P4 of

the sprockets. At position (P1) 18 teethes sprocket is used, at position (P2) 23 teethes sprocket is used. At position (P3 and

P4) 25 tooth’s sprocket is used but its calculation work is not presented in paper due to similarity in calculations as of 18 and

23 teeth sprockets.

Figure 10: Drafting of Conveyor System.



8.1. Chain Selection for Conveyor Mechanism

P=T × W

(21)

= 6 × 2πN

60

= 6 × 2π×50

60 = 31.41 W

→ N= 50 RPM

Kw rating =kwtransmitted × ks

k1 × k2 (22)

0.0314 ×1

1 ×1.05= 0.0299 kw

Here KW transmitted is taken from the specification of the motor used. Ks, K1, K2 can be determined through

Bhandari (2010). Since the kw rating is less than 0.14 kw for 50 rpm driving sprocket and is not significant therefore here

we are considering 6B roller chain type for the purpose of our application as directed by Bhandari (2010).For 6B roller

chain-pitch P= 9.525mm, Roll diameter d1= 6.35mm, width b1=5.72 mm, transverse pitch = 10.24 mm

8.2. Pitch Circle Diameter

D1(at P1) = P

sin (180

Z1) (23)

= 9.525

sin (180

18) = 54.86 mm

D2(at P2) = P

sin (180

Z2) =

9.525

sin (180

23) = 69.95 mm

8.3 No. of chain links

Center to center distance a = 890mm

Ln = 2 × a

p +

Z1+Z2

2 + (

Z2−Z1

2π)

2

× p

a(24)

= 2 × 890

9.525 +

18+23

2 +(

23−18

2π)

2

×9.525

890

= 186.87 + 20.5 + 0.633 × 0.0107

= 207.37 ≈208 links

8.4 Correct centre distance

[ Ln – ( Z1+Z2

2)] = 208- 20.5 = 187.5

a = p

4×[ Ln – (

Z1+Z2

2) + A√[Ln –

Z1+Z2

2]2 – 8× (

Z2−Z1

2π)

2

](25)

= 9.524

4 [187.5+ √(187.5)2 − 5.064]



=892.93mm ≈ 893mm

8.5. For 18 Teeth Sprocket

Addendum circle dia: Da max = D + 1.25p – d1Da max (26)

= 60.41625mm

Da min = D + P (1−1.6

Z) - d1 (27)

= 54.86 + 9.525 (1−1.6

18) – 6.35 = 57.188mm

Dedendum circle dia: Df max = D – 2r(28)

= 54.86 – 2[0.505d1 + 0.69(√6.353

)]

= 54.86 – 6.41 = 48.44mm

Df min = D – 0.505d1 = 51.65mm (29)

Tooth width bf1 = 0.93b1 (30)

(as p ≤ 12.7mm) = 0.93 × 5.72 = 5.31mm

8.6. For 23 Teeth Sprocket

Addendum circle diameter Da max = D + 1.25p – d1 (31)

= 69.95 + 1.25× (9.525) – 6.35 = 75.506 mm

Dmin = D + P (1−1.6

Z) – d1(32)

= 72.46mm

Dedendum circle dia: Df max = D – [0.505d1 + 0.0069× ( √6.353

)]

9. STATIC STRUCTURAL ANALYSES OF THE BOAT

In this paper, Ansys software has been used to perform the static structural analysis of the lower deck of Boat, the

horizontal aluminum beam, vertical bars attached with it, as the whole weight of the conveyor is going to act on these parts

significantly. Ansys uses Finite Element Method (FEM) approach where discretization of a Modal is done and converts the

whole modal into meshing form which consists numerous elements of different shape. Anasys software results are accurate

and reliable thus it is preferred for static structural analysis.

9.1. Methodology

Initially CAD modal of Boat along with aluminium bars is imported to the ansys software.

Then appropriate material properties are given to the respective parts i.e. to whole boat oak wood is material is

applied, horizontal beams on the lower deck has assigned aluminium, and cast iron is assigned for the vertical bars

at the upper deck of the boat.

Once material is Assigned then meshing of the whole deck is done which discretized the whole boat into



numerous small elements as illustrated by Fig.11.

After meshing appropriate boundary conditions are applied such as fixed supports and the active forces (presented

in the mathematical calculations) shown in the Fig.11.

In the next step desirable required solutions have been assigned as presented in the result section.

At last result is generated where maximum and minimum values and in between range, animations, and the graph

with respect to time is illustrated.

Figure 11: Modeling and Meshing of Catamaran Boat.

9.2. Mmathematical Calculations

18 gear teeth weight = 300g; 23 gear teeth weight = 350g; 25 gear teeth weight =380g

1 shaft weight = 550g; 1 bearing weight = 240g

[E,F]:380+275+240=895g; 895

1000=0.895; 0.895 × 9.81= 8.87N [G,H,I,J]:350+275+240=865g;

895

1000=0.865;

0.865×9.81=8.58N

Figure 12: Supports and Forces Applied on the Boat.

9.3. ANSYS Solutions

Following Forces have been calculating to carry out the Boat structural analysis, which include Point load on an arbitrary

horizontal aluminium beam of the boat. Forces Applied on the boat are as followed as shown in Fig.12.

9.12 N force is applied to two vertical bars, made up of cast iron. [C, D]



8.87 N force is applied to two supporting horizontal beams made up of Aluminum. L=0.09 m inward from front. [E, F]

8.58 N force is applied to two supporting beams made up of Aluminum. L=0.39 m inward from front. [G, H]

8.58 N force is applied to two supporting beams made up of Aluminum. L=0.57 m inward from front. [I, J]

Fix support is applied to bottom of catamaran boat hull made up of wood. [A, B]

10. RESULTS

The total deformation of the vessel against already defined forces condition (In Figure 12) is illustrated by Figure 13. It is

the square root of the summation of the square of deformation in the x-direction, y-direction, and z-direction. The

maximum and minimum values of displacement are 2.5847e-003 m and -2.5842e-003 m respectively. A graph is plotted to

represent the variation of deformation in meter(m)in the boat structure with respect to time in second(s) where the green

line is representing deformation for maximum stress values and the red line is representing minimum stress values and it is

clearly understandable that total deformation is significant only in maximum stress condition.

Figure 14 illustrates the directional deformation in Y-axis due to defined active forces (In Fig:12). Directional

deformation calculates for the deformations in X, Y, and Z planes for a given system. A graph is plotted to represent the

variation of deformation in meter (m) in the boat structure with respect to time in seconds(s) where the green line is

representing deformation for maximum stress values and the red line is representing minimum stress values.

In Figure 15 it shows stresses in the support due to defined forces (In Figure 12). The Maximum value of stress

formation is 4.235e+006 Pa. Equivalent stress is brought into account as multiple stress components acting at the same

time in the structure of the boat, thus equivalent stress is the resultant sum of all the stresses into a single component. The

graph is plotted to represent equivalent stress in pascal (Pa) variation with respect to time in seconds(s) it is can be seen

that equivalent stress is not varying with time for both maximum and minimum stress values.

Figure 16 shows the strain formed in boat & support due to already defined forces (In Figure 12). Equivalent

elastic strain is accountable for the equivalent elastic strain and can be seen that maximum and minimum strain (m / m)

values is not varying with time in second(s).

Figure 17 shows the maximum strain in the structure of boat & support due to already defined Forces (In Figure

12). The Maximum strain value of Strain formation is 5.76e-005 m. Strain is the deformation representing the displacement

between particles in the structure of boat relative to a reference plane or length. Principal elastic strain is the strain applied

because of the principal stresses i.e. the presence of the normal stresses only on plane perpendicular to the forces applied

(that is about XZ plane in the present boat model).

The maximum and minimum values of Energy are 2.805e-004 J and 3.2864e-013 J respectively as illustrated by

Figure 18. Strain energy signifies the capability of the structure to regain its shape and original structure when it goes

under deformation. So here it is shown in the plotted graph, the variation of the strain energy in Jules (J) with respect to

time in second(s) and can be understood that the stain energy is constant with respect to time, thus it clearly indicates that

the deformation is not significant.

From the above presented data we came to know that the values of stresses and strain formation are not significant

and our design is safe in every aspect as far as concern with strength.



Figure 13: Total Deformation.

Figure 14: Directional Deformation.

Figure 15: Equivalent Stress.

Figure 16: Equivalent Elastic Strain.

Figure 17: Maximum Principal Elastic Strain.



Figure 18: Strain Energy.

11. CONCLUSIONS

Design of catamaran boat and waste collecting conveyor mechanism is successfully done, numerically as well as on

Computer Aided Design Software also. From the published data used as reference it is verified that RC Boat waste

collector design is authentic and reliable. Stability of boat is substantiating through calculation of metacentre height. Apart

from numerical calculations, strength and permanence of the boat is a crucial aspect of design thus these aspects are further

substantiate through the static structural analysis by using ANSYS software, which has demonstrated various results.

Hence from results we can conclude that Catamaran boat is safe in terms of deformation, stress & strain formation, &

strain energy. Thus it has been established the operational ability of RC Boat waste collector is substantial and can be

incorporated for removal of solid waste debris from polluted rivers and canals.

Future prospects: The drawback of the presented RC Boat waste collector is that it is battery operated but it could

be make completely solar power operated. Another limitation is surely the lack of automation as the forks at the front

might be harmful for living things that comes in its way.

REFERENCES

1. Richard Helmar and IvanildoHespanhol (1997) Water Pollution Control- A Guide to the use of Water Quality Management

Principles. 2nd ed. London: E and FN Spon, an imprint of Thomas professionals. https://apps.who.int/iris/handle/10665/41967

2. Devendra S. Bhargava (2006) Revival of Mathura's ailing Yamuna river. The

Environmentalist26:11-122https://www.researchgate.net/publication/225528894_Revival_of_Mathura's_ailing_Yamuna_river

3. TerhoHelme (2008) How to Dimension a Sailing Catamaran. Multihull.de http://www.multihull.de/technik/catdimension.pdf

4. TerhoHelme (2013) Basic of Boat Design.kymenlaakso UAS/Boat Technology

https://www.scribd.com/document/400637440/Basic-of-Boat-Design. Accessed 9 may 2020.

5. C.Z. Eugene, J.J. Lim, Umar Nirmal, Saijod T.W. Lou (2019). Battery Powered RC Boats: A Review of Its Developments for

Various Applications. Current Journal of Applied Science and

Technology33(5):1-29https://www.researchgate.net/publication/331876114_Battery_Powered_RC_Boats_A_Review_of_Its_D

evelopments_for_Various_Applications.

6. V B Bhandari (2010) Chain Drives. Design of Machine Elements, 3rd edn. McGraw Hill Education, New Delhi, pp 547-554

https://apps.who.int/iris/handle/10665/41967

https://www.researchgate.net/publication/225528894_Revival_of_Mathura's_ailing_Yamuna_river.

http://www.multihull.de/technik/catdimension.pdf

https://www.scribd.com/document/400637440/Basic-of-Boat-Design.%20Accessed%209%20may%202020

https://www.researchgate.net/publication/331876114_Battery_Powered_RC_Boats_A_Review_of_Its_Developments_for_Various_Applications

https://www.researchgate.net/publication/331876114_Battery_Powered_RC_Boats_A_Review_of_Its_Developments_for_Various_Applications

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DESIGN AND STATIC STRUCTURAL ANALYSIS OF RC (RADIO …