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Project Report

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Project Report

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FFFFFFFF DCM CONTAINER ENGINEERING PVT. LTD.

SUMMER TRAINING REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF THE

REQUIREMENT FOR THE AWARD OF

DEGREE OF BACHELOR OF TECHNOLOGY IN MECHANICAL


ENGINEERING

SUBMITTEDBY: SUBMITTEDTO:

SURAJ KUMAR MRS. NEHA CHAUHAN

ROLL NO – 23650

DEPARTMENTOFMECHANICALENGINEERING

Page 1
DCM CONTAINER ENGINEERING PVT. LTD.

SUMMER TRAINING REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF THE

REQUIREMENT FOR THE AWARD OF

DEGREE OF BACHELOR OF TECHNOLOGY IN MECHANICAL


ENGINEERING

SUBMITTEDBY: SUBMITTEDTO:

SURAJ KUMAR MRS. NEHA CHAUHAN

ROLL NO – 23650

DEPARTMENTOFMECHANICALENGINEERING

Page 2
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.

DATE: SIGNATURE OF STUDENT


SURAJ KUMAR
23650

Examined by: -

Head of Department

(Signature) (Sign and Seal)

Page 3
CERTIFICATE

Page 4
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

Page 5
DCM
CONTAINERS

(DCM HYUNDAI LIMITED)

COMPANY PROFILE:
DCM Hyundai Limited (DHL) is a joint venture, setup in 1993 to

manufacture heavy sheet metal products including standard and

customized containers, trailers, tippers, oil and gas containers, heavy

body of army vehicles and other similar products. DHL is promoted

by M/S DCM Shriram Industries Ltd., India and Hyundai Mobis,

Korea.

M/S DCM Shriram Industries is a part of a “DCM Shriram Group”

and has diversified business interests. DCM Shriram Industries is a

manufacturing legacy involved in Sugar, Power, Alcohol, Industrial

Fiber, Fine Chemical etc.

The Hyundai group of Korea is a world leader in containers

business.

Page 6
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DHL Hyundai has a modern, state-of-the-art manufacturing facility

located at Faridabad, near the national Capital, New Delhi. We are

equipped with excellent infrastructure for design, fabrication,

painting, testing and we manufacture and supply all kinds of tailers,

scooter carriers, Car carriers, containerized bodies for movement of

white goods, etc.

We are innovating new products as per emerging market

requirements hereby proving ourselves in quality service and total

customer satisfaction, as a single solution to the customer’s

requirements.

QUALITY:

“DCM Hyundai Limited is committed to achieve Total Customer

Satisfaction by complying with the requirements of the customer in

terms of Quality, Cost, Delivery, and service of the products through

continuous improvement of our Quality Management Systems.” The

manufacturing facilities are “ISO 9000” certified by DNV.

The company has successfully designed and pioneered the

production of trailers for specialized applications. The trailers have a

variety of unique features like operating load characteristics in terms

of vibration and weld strength, intermodal transport capability,

Safety, and environmental compliance.


Page 8
The manufacturing facility meets all quality standards to cater to the

requirements of Hi-Tech Fabrication Industry. Some of Hi-Tech

products developed by the company are:

 Mobile Bridge Structure

 Trailer Chassis

 Pallet Bins

 Off-shore cargo handling units catering to the oil and gas

industry.

Supplies from the world class facility have been made for

Petrochemicals, Defence, Shipping, and Logistics industries.

The plant also has a prototype test facility on par with International

Standards foe new product development and testing. The

sophisticated handling equipment deployed in-house ensures

quick and safe movement of the products. The company has a

large customer base in both international and domestic markets.

Page 9
DCM Containers (DCM Hyundai Limited), a byword in the

manufacturing of containers and heavy sheet metal products, was

founded on the following strong principles:

 Excellence

 Quality

 Integrity

 Environmental Consciousness

 Pioneer Spirit

DCM Containers (DCM Hyundai Limited) draws from the

experience of the two giants while being agile and modern in

providing bespoke and standard solutions to its customers. Over the

years, we have built our capabilities and infrastructure for:

 State-of-the-art Manufacturing

 Design

 Fabrication

 Painting

 Testing and Quality Standards.

Page 10
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)

• DNV 2.7-1 Approved Containers / Cargo Handling Units

• ISO Steel Dry Containers comprising the Standards and Open Tops

• Customized Containers for Specialized end applications

• Dwarf (Short Height) Containers for Indian Railways

• Genset Containers / Power Pack Containers for Mobile Generators

• ISO Tank Containers

• Mobile Fuel Storage Tanks

• Site Offices / Bunk House Containers

• Expandable Mobile Shelters for Defence

• Tri Axle Trailers

• Bi Axle Trailers

• Flat & Semi-Flat Bed Trailers

• Low Bed Trailers

• Tip Trailers

• Side Wall Trailers

• Skeletal Trailers

• TK-5 & TR-8 Car Carriers

• Tippers

Page 11
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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:

-The size and weight of the load


-The solid or liquid nature of the cargo
-The degree of standardization of the cargo

-The type of crane and spreader required for that cargo


Types of containers

1. DRY STORAGE CONTAINER

2. FLAT RACK CONTAINER

3. OPEN TOP CONTAINER

4. OPEN SIDE STORAGE CONTAINER

5. REFRIGERATED ISO CONTAINERS

6. ISO TANKS

7. HALF HEIGHT CONTAINERS

8. SPECIAL PURPOSE CONTAINERS

Page 16
1. Dry storage container

Dry storage containers are the most common containers used in


the shipping industry. They come in lengths of 20, 40 and 45 feet,
and they are designed to transport dry goods. These containers
do not allow for temperature controls, so they are not suited for
moving food or chemicals that require refrigeration. There are
about seventeen million intermodal containers in the world, and a
large proportion of the world’s long-distance freight generated by
international trade is transported in shipping containers. Their
invention made a major contribution to the globalization of
commerce in the second half of the 20th century, dramatically
reducing the cost of transporting goods and hence of long-distance
trade.
This type of container is handled by Spreaders. There is a very
wide variety of spreaders according to the number of cycles and
to the type of cranes to be used.

Page 17
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.

This type of equipment is handled by Overheight Frames.

3. Open top container

This type of container is basically a Dry Storage type but without


top. This allows for easy loading of bulk cargo. There is a roof
structure, plastic, that can be secured to the container with ropes,
and that provides protection against rain and other forms of
precipitation.

Page 18
This type of equipment is handled by Overheight Frames as the
cargo might protrude from the top of the container.

4. Open side storage 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.

5. Refrigerated ISO containers

A refrigerated container or reefer is an intermodal container used


in intermodal freight transport that is refrigerated for the
transportation of temperature-sensitive cargo.

Page 19
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

Tanks are storage containers designed to hold liquids. They are


usually constructed out of anti-corrosive materials because of the
chemicals they are used to carry. Tanks may also be used to store
dry goods like sugar, but they are most often used exclusively for
liquids.

As the Refrigerated container or the normal Dry storage this


container is handled by standard spreaders.

Page 20
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.

This type of containers can be transported and lifted by standard


spreaders but lately, in the bulk materials market, are used with
rotatory spreaders such as the RAM Revolver.

8. Special purpose containers

Special purpose containers can be made in nearly any shape or


dimension. They are used to transport items that require a custom
container to be made for them. Most shipping companies avoid the
use of special purpose containers as much as possible because
they are costly to create and transport. Nevertheless, this is
necessary for certain loads.

Page 21
STANDARD CONTAINERS

Dimensions* Length Width Height


External 6096 mm 2362 mm 2590 mm
Internal 5944 mm 2337 mm 2388 mm
Door Openings 2337 mm 2286 mm
Weights*
Capacity*
Max. Gross Tare Max. Payload
24000 kg 2080 kg 21920 kg 33.9 cub.m

20’ Dry Container Dimensions* Length Width Height


External 12192 mm 2438 mm 2591 mm
Internal 12014 mm 2286 mm 2388 mm
Door Openings 2337 mm 2286 mm
Weights*
Capacity*
Max. Gross Tare Max. Payload
30480 kg 3900 kg 26580 kg 67.7 cub.m

40’ feet Dry Container

Dimensions* Length Width Height


External 12192 mm 2438 mm 2896 mm
Internal 11963 mm 2362 mm 2692 mm
Door Openings 2286 mm 2591 mm
Weights*
Capacity*
Max. Gross Tare Max. Payload
40’ High Cubic Container 30480 kg 4150 kg 26330 kg 76.4 cub.m

* Container can slightly differ in dimentions, weights and capacity from


mentioned above owing to it's manufacturer

Page 22
PALLET WIDE CONTAINERS

Pallet Wide Container

Weights*
Size Max. Max. Capacity* Dimensions* Length Width Height
Tare
Gross Payload

20' Internal 5903 mm 2434 mm 2686 mm


Pallet 30480 kg 2550 kg 27930 kg 39 cub.m
Wide
Door Openings 2436 mm 2592 mm
Ctnr
40' Internal 12050 mm 2422 mm 2692 mm
Pallet 78.6 cub.m
34000 kg 4200 kg 29800 kg
Wide
Door Openings 2390 mm 2260 mm
Ctnr

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

Page 23
HARD TOP CONTAINERS

Hard Top Container


Weights*
Size Max. Max. Capacity* Dimensions* Length Width Height
Tare
Gross Payload

External 6096 mm 2362 mm 2590 mm


20'
Hard Internal 5886 mm 2342 mm 2388 mm
67200 kg 2590 kg 27890 kg 32.8 cub.m
Top Door Openings 2336 mm 2276 mm
Ctnr
Roof Openings 5590 mm 2208 mm
External 12192 mm 2438 mm 2591 mm
40’
Hard Internal 12020 mm 2342 mm 2388 mm
30480 kg 4700 kg 25780 kg 67.2 cub.m
Top Door Openings 2336 mm 2292 mm
Ctnr
Roof Openings 11724 mm 2208 mm
40’ External 12192 mm 2438 mm 2896 mm
High Internal 12020 mm 2342 mm 2693 mm
Cube
30480 kg 4900 kg 25580 kg 75.8 cub.m
Hard Door Openings 2336 mm 2597 mm
Top
Ctnr Roof Openings 11724 mm 2208 mm

Page 24
FLAT RACK CONTAINERS

20’ Flat Rack Container 40’ Flat Rack Container 40’ High Cube
Flat Rack Container

Weights* Internal Dimensions*


Size
Max. Gross Tare Max. Payload Length Width Height

20’ Flat Rack


34000 kg 2740 kg 31260 kg 6038 mm 2438 mm 2213 mm
Container

40’ Flat Rack


30480 kg 4200 kg 26280 kg 12086 mm 2224 mm 1981 mm
Container

40’ High Cube


Flat Rack 45000 kg 5700 kg 39300 kg 12060 mm 2365 mm 2245 mm
Container

Page 25
VENTILATED CONTAINERS

20' Ventilated Container

Dimensions* Length Width Height


External 6068 mm 2438 mm 2591 mm
Internal 5888 mm 2325 mm 2392 mm
Door Openings 2334 mm 2290 mm
Weights*
Capacity*
Max. Gross Tare Max. Payload
30480 kg 2400 kg 28080 kg 33.0 cub.m

Page 26
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).

The container which comes in various sizes/types is made up of various


structural components that all work together to form a rigid rectangular
structure capable of handling various types of cargo.

The main structural components are :

 Roof
 Side Walls
 Floor
 Cross Members
 Top/Bottom Rails, and
 Corner Posts

Page 27
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.

For example, an “Improper Repair” on say 3 cross members whereby the


cross members have been cut through the full profile of the cross member
has actually weakened the structure of the cross member.

Page 28
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:

1) The Roof: Made of Corten Steel Sheets with corrugated profiles to


give the roof strength and rigidity. Weaknesses here on older units are,
pitting and bubble rust which if the box is dropped too hard can lead to
tiny pinholes forming around the corroded area.

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.

Page 29
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.

Weaknesses on panels are impact damages and bowing. Normal IICL5


acceptable damage criteria here is not more than 50 mm bowing into the
cube on any one side if bowing is on both opposite sides than the criteria
is 25 mm.

Page 30
3)Floor and Cross members: The floor consists of 28 mm
Laminated Marine Plywood.

Weaknesses here would be improper sections on the flooring not covering


3 cross members in other words a too short a piece of plywood flooring
fitted. This can lead to sagging and cracking.Cross members are
structural components (visible from underneath the container) that make
up the floor along with forklift pockets. They too can have weaknesses as
described above along with bowing below the bottom face of a corner
casting.

Units in this condition fall outside of the recommended IICL5 repair


criteria. And should be repaired if being used for cargo transportation.
Hairline finger fractures on flooring can be from Inferior material having
being used or general wear and tear.

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.

Page 31
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.

Page 32
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.

1) Customs Convention on Containers, 1972, entered into force


on the 6th of December 1975 and overseen by World Customs
Organization (WCO) recognizes containers as Instruments of
International Traffic (IIT) and establishes framework for containers to
be used in international transportation.

Page 33
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.

3) The International Standards for freight containers overseen


by the International Organization for Standardization’s (ISO)
have allowed “the box” to become the backbone of global supply
chains. To date, over 30 International Standards exist in this
domain. They cover a wide variety of aspects of different types
of freight containers that include air/surface/(intermodal)
containers, containers on board vessels, tank containers,
platform and platform-based containers.

Page 34
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.

Page 35
Figure Ap 1 floor joist over floor pocket

Figure Ap 2 floor joist

Page 36
Figure Ap 3 End rail rear

Figure Ap 4 Top End rail rear

Page 37
Figure Ap 5 Door rail

Figure Ap 6 Door post

Page 38
Figure Ap 7 Door plate

Figure Ap 8 Side panel rib

Figure Ap 9 Roof panel

Page 39
Figure Ap 10 Lock rod latch

Figure Ap 11 Lock rod bracket

Figure Ap 12 Lip rail

Page 40
MY WORK IN COMPANY IN ENGINEERING DEPARTMENT AS
DESIGN ENGINEER.

TEH DESIGN WHICH I HAVE INTRODUCED TO THE COMPANY


BASED ON MY CONCEPT ACCORDING TO THE SPECIFICATIONS
AND REQUIREMENTS OF CUSTOMERS SATISFACTION.

APPROVED BY GENERAL MANAGER MR. ASHOK SINGH FOR


PRODUCTION IN THE COMPANY.

KNOWN AS CAMERON TELESCOPIC BELLOW ASSEMBLY.

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