Project Report
Project Report
SUBMITTEDBY: SUBMITTEDTO:
ROLL NO – 23650
DEPARTMENTOFMECHANICALENGINEERING
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DCM CONTAINER ENGINEERING PVT. LTD.
SUBMITTEDBY: SUBMITTEDTO:
ROLL NO – 23650
DEPARTMENTOFMECHANICALENGINEERING
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STUDENT DECLARATION
I, SURAJ KUMAR hereby declare that this project work entitled “DCM
CONTAINERS ENGINEERING PRIVATE LIMITED”
Is the record of my own study carried out at DCM CONTAINER S
Faridabad Haryana. Under the guidance of Deputy Manager Mr.
Ushemeve Srivastava, Assistance Manager Mr. Shakti Singh and
our General Manager Mr. Ashok Singh.
Examined by: -
Head of Department
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CERTIFICATE
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ACKNOWLEDGEMENT
This project report is a part of partial fulfilment for the award of the degree of Bachelor
of Technology in Mechanical Engineering at Dronacharya college of Engineering,
Gurugram. This Internship has been an interesting challenge and agood learning
experience for me. Throughout this internship period, people have contributed either
directly or by providing support and guidance in the completion of the research. This
dissertation has not been possible without the help and support of my family members,
and faculty members.
I would like to thank my Guide Mr. Ushemeve Srivastava & Mr. Shakti Singh and our
general manager Mr. Ashok Singh for their patience, knowledge, encouragement, and
mentorship. They provided considerable insights to find the way of doing my project.They
offered excellent advice whenever I met a problem. This journey would have been
directionless and less interesting without their perspectives and guidance.
SURAJ KUMAR
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DCM
CONTAINERS
COMPANY PROFILE:
DCM Hyundai Limited (DHL) is a joint venture, setup in 1993 to
Korea.
business.
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DHL Hyundai has a modern, state-of-the-art manufacturing facility
requirements.
QUALITY:
Trailer Chassis
Pallet Bins
industry.
Supplies from the world class facility have been made for
The plant also has a prototype test facility on par with International
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DCM Containers (DCM Hyundai Limited), a byword in the
Excellence
Quality
Integrity
Environmental Consciousness
Pioneer Spirit
State-of-the-art Manufacturing
Design
Fabrication
Painting
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The Company Manufactures & Supplies the Following Products for
Both Domestic & International Markets:
• Shipping Containers – 20’ / 40’ standard and High Cube (End Open
and / or Side Access)
• ISO Steel Dry Containers comprising the Standards and Open Tops
• Bi Axle Trailers
• Tip Trailers
• Skeletal Trailers
• Tippers
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TYPES OF CONTAINERS
From the appearance of the first units in the 50s to the present day,
a great variety of maritime and multimodal containers have emerged
as a response from the logistics chain to ensure the correct handling
of loads. Important points to keep in mind:
6. ISO TANKS
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1. Dry storage container
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2. Flat rack container
A flat rack container has no top and only two sides. This makes
room for heavy loads to be set the rack from above or from the
side. Most flat rack containers are either 20 or 40 feet long, and
they are made from steel for strength and durability. Some flat rack
containers are collapsible, and some come with additional walls
that can be attached to the frame.
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This type of equipment is handled by Overheight Frames as the
cargo might protrude from the top of the container.
An open side container has one long side that can completely
open. This is beneficial for wide merchandise that may be difficult
to get through the end of a tunnel container or dry storage
container. The side swings open as if it was made of two large
doors, but it can still be secured to protect the merchandise inside.
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While a reefer will have an integral refrigeration unit, they rely on
external power, from electrical power points (“reefer points”) at a
land-based site, a container ship or on quay. When being
transported over the road on a trailer or over rail wagon, they can
be powered from diesel powered generators (“gen sets”) which
attach to the container whilst on road journeys. Refrigerated
containers are capable of controlling temperature ranging from -
65 °C up to 40 °C.
6. ISO Tanks
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7. Half height containers
Made mostly of steel, these containers are half the height of full-
sized containers. Used especially for good like coal, stones etc.
which need easy loading and unloading. This type of container is
being used more and more for Containerized Bulk cargo.
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STANDARD CONTAINERS
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PALLET WIDE CONTAINERS
Weights*
Size Max. Max. Capacity* Dimensions* Length Width Height
Tare
Gross Payload
40'
Internal 12100 mm 2442 mm 2680 mm
High
Cube
38270 kg 4270 kg 34000 kg 79.2 cub.m
Pallet
Wide Door Openings 2394 mm 2565 mm
Ctnr
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HARD TOP CONTAINERS
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FLAT RACK CONTAINERS
20’ Flat Rack Container 40’ Flat Rack Container 40’ High Cube
Flat Rack Container
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VENTILATED CONTAINERS
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Anatomy of a shipping container
The shipping or freight container came into being in 1956 and changed
global trade forever.. From then there has been no turning back for this
CTU (Cargo Transport Unit).
Roof
Side Walls
Floor
Cross Members
Top/Bottom Rails, and
Corner Posts
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All of these components transfer weight and racking forces when a box is
loaded or empty be it at sea or on a trailer at the back of a truck being
transported around.
Repairs to a container which are part and parcel in the life of a container
play an important role in the condition of a container.
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This ultimately leads to the weakening of the plywood floor. Remember
forklift trucks move in and out of the container whilst loading which can
cause sagging or cracking on a floor with an improper type of repair which
could inevitably lead to having to section or replace the floorboard.
The correct way to have inserted the cross member would have been to
stop the vertical cut to between 13 mm – 20 mm away from the top flange,
then remove the damaged section of the cross member leaving the
original piece intact and then welding the new section into place. Thus not
removing the top portion of the cross member.
This is just one of many examples, there are too many to mention. I will
now touch on some of the actual components:
Usually this can only be seen from the top exterior of the roof panel. Or
when it may be turned into a depot for whatever reason. Even then it can
still be missed.
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2) Side Wall Panels: Made of Corten Steel Sheets with corrugated
profiles for strength and rigidity. Again older units can be prone to rusting
at the bottom lower half of the panel next to the top half of the bottom rail
at the weld seam. This is more visible than the roof.
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3)Floor and Cross members: The floor consists of 28 mm
Laminated Marine Plywood.
4) Top and Bottom Rails: The rails form the frame of the container.
Top rails can be either box section profiles or 10mm flat bar profiles.
Bottom rails should have no cracks around the corner casting at weld
points where the rail meets the casting likewise top rails too.
Rails and panels should not be bowing our bowed outside the “Container
Envelope” by more than 40mm. Door end and front end bottom rails have
“Cuts Outs” which helps to stop the rail from being pierced from the twist-
lock points when being loaded onto a trailer.
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5) Corner Posts Front End and Door End:
All corner posts are made up of 10mm High Tensile Steel. Strict repair
criteria is enforced on repairs that must conform to IICL5 repair criteria.
Unsafe repairs to corner posts could result in the collapse of a stack.
What to look for would be previous inserts that are less than 300 mm in
length, inserts that terminate within 300 mm from the corner casting, and
full profile inserts on the front end posts [fixed end]. Any splits our hair line
cracks on previous post insert welds.
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6) Doors ,Fittings and CSC Plate: Doors should open to 180 deg,
hinge pins should be intact at each hinge and not missing.
Door gaskets should not be hanging or loose, and when both doors closed
if need be a “Daylight Check” can be carried out ensuring no holes and
box is sealing.
Each and every container must have a CSC Plate on the left hand door
short for [Container Safety Convention].
This plate has all the details of the Owners, Technical Data, and ACEP
information. ACEP being short for, Approved Continuous Examination
Programme, in short every 30 months a container must be turned into a
Container Depot for examination.
Conventions
Containers are governed by laws, regulations, conventions and standards
on both an international and national basis. Many of the international
conventions have been established under the umbrella of the United
Nations and its sponsored organizations. National laws and regulations
have been developed to apply the international conventions and national
requirements.
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2) The 1972 Convention for Safe Containers overseen by the
International Maritime Organization (IMO) has two goals. One is to
maintain a high level of safety of human life in the transport and handling
of containers by providing generally acceptable test procedures and
related strength requirements. The other is to facilitate the international
transport of containers by providing uniform international safety
regulations.
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There are many parts designed and assemble to form the final
component. Some of the parts are attached above in the document and
the remaining are being attached here.
Parts shown in the above figure are designed and are shown
below. These are used in assembling of parts to form the
complete model.
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Figure Ap 1 floor joist over floor pocket
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Figure Ap 3 End rail rear
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Figure Ap 5 Door rail
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Figure Ap 7 Door plate
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Figure Ap 10 Lock rod latch
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MY WORK IN COMPANY IN ENGINEERING DEPARTMENT AS
DESIGN ENGINEER.
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