A

Industrial Training
Report On
“Mechanical Maintenance”

Submitted
in partial Fulfilment
for the Award of the degree of
Bachelor of technology
in Mechanical
Engineering

Submitted to: Dr. Deepak Paliwal Submitted by: Ayush Chaturvedi

Department of Mechnical Engineering (Roll no. 21EGIME003)

Department of Mechanical Engineering

Geetanjali Institute of Technical Studies, Udaipur
Rajasthan Technical University
Session 2024-25
 CERTIFICATE

I hereby certify that I have completed the 85 days Training in partial fulfilment of the
requirements for the award of Bachelor of Technology in Mechanical Engineering. I did
my training at Adani Ports and Special Economic Zone Limited, Mundra from 01-07-
2024 to 25-09-2024.
The matter presented in this Report has not been submitted by me for the award of
any other degree elsewhere.

Signature of Student
Ayush Chaturvedi (21EGIME003)

Signatures
Examined by: Dr. Saurabh Tege

Head of Department
Dr. Deepak Paliwal
VISION OF DEPARTMENT OF MECHANICALENGINEERING

To impart comprehensive knowledge that enables the students to become innovative and
successful entrepreneur to learn the advanced fields of mechanical engineering that meets
the recent industrial demands and social needs.

Mission of Department of Mechanical Engineering

M1. To provide quality education to the students which will enhance their skills and ability
to create, innovate and design system based on new technologies to the society.
M2. To foster logical thinking among the students to design system required real-life
situation.
M3. To equip the students through the state-of-art learning environment that can provide
academic environment of excellence, entrepreneurship and moral guidelines with lifelong
learning.
 ACKNOWLEDGEMENT

I take this opportunity to express gratitude my gratitude to all those people who have
supported directly or in directly in completion of this training.

I am thankful to Mr. Dinesh Vaghela who has given guidance and a light to me during
this training. His versatile knowledge about in this field has eased me in the critical time
during the span of his training work.

I would like to thank our Head of Department Professor Dr. Deepak Paliwal & our
faculty member for their suggestion during the training.

I would like to my sincere gratitude to our class advisor Mr. Abhishek Joshi for their
support during the training.

I would like to thank our training in charge Dr. Saurabh Tege for their suggestions during
the training.

I would like to thank the management of Geetanjali Institute of Technical Studies, Udaipur
for providing the necessary infrastructure & technical support to conduct the training work.
Also, I would like to thank our Director, Dr. N.S. Rathore & for their constant motivation
throughout the training work

Checked by: Dr. Saurabh Tege Ayush Chaturvedi

21EGIME003
 PREFACE

Practical implementation is a part of engineering curriculum at under-graduate level. It provides

the students an opportunity to bridge the gap between practical and theoretical approach while
handling a project. Training also helps in gaining practical knowledge in office and on sight.

The implementation provides students, the exposure to industrial setup gaining knowledge from
which they can visualize the production adopted by various forms and select the optimum one
for their enterprise. We learn to handle various difficulties that strike in the development of any
system. While developing the aforementioned project, one gets an opportunity to learn how a
sequence of steps is organized to develop any software implementing basic steps of Software
Engineering with the inclusion of basic concepts of programming language used.

Starting from preliminary study till the completion of project, one handles various situation
required in developing the project.

We grasped a lot of aspects which will be very useful when we learn how the software is
analyzed, developed and implemented.
 STUDENT DECLARATION
We hereby declare that the industrial report entitled Adani Ports and Special Economic Zone
Limited, Mundra is the work done by us during the academic year 2024-25 and is submitted
in partial fulfillment of the requirement for the award of fourth year Degree in MECHANICAL
ENGINEERING from RAJASTHAN TECHNICAL UNIVERSITY (KOTA).

Ayush Chaturvedi
21EGIME003
 TABLE OF CONTENT

CHAPTER 1 INTRODUCTION TO ORGANIZATION

1. MUNDRA SPECIAL ECONOMIC ZONE ......................................................................... 4
2. SPECIAL FEATURES OF MUNDRA SEZ ........................................................................ 5
3. CONNECTIVITY .......................................................................................................................... 6
4. ACCREDITATION ...................................................................................................................... 7

CHAPTER2 OVERVIEW ON CRANES

5. Types of Cranes ........................................................................................................................... 8
6. STS (Ship to Shore Gantry Crane ............................................................................................... 11
7. RTG (Rubber Tire Gantry Crane ................................................................................................. 14
8. RMGC (Rail Mounted Gantry Crane .......................................................................................... 23

CHAPTER 3 MATERIAL HANDLING

9. SAFETY… ................................................................................................................................... 24
10. EFFICIENCY… ........................................................................................................................ 27
11. EQUEPMENTS ........................................................................................................................ 29
12. TRAININGS ............................................................................................................................. 30
13. MAINTANACE........................................................................................................................ 31
14. CONCLUSION ........................................................................................................................ 33
15. REFERENCE .......................................................................................................................... 34
 LIST OF FIGURES

Fig. 1.1 (Strategic Location of Mundra Port) .................................................................................. 2

Fig. 1.2 (APSEZ-Mundra - South-Port) ............................................................................................ 4

Fig. 2.1 (STS)..................................................................................................................................... 9

Fig. 2.1.2 (Rope Trolley) ................................................................................................................ 13

Fig. 2.2 (RTG Type Crane ) ........................................................................................................... 14

Fig. 2.2.4 (Gear Box) ...................................................................................................................... 16

Fig. 2.2.5 (Electromagnetic Brakes)………………………………………………………………….17

Fig. 2.3.1 (Valley wire brakes) ……………………………………………………………………....18

Fig. 2.3.2/2.3.3 (Wire breaks at a termination)………………………………………………………..19

Fig. 2.3.4 (damaged wire rope)……………………………………………………………………….19

Fig. 2.4 (Core protrusion)……………………………………………………………………………..19

Fig. 2.4.1 (Basket deformation)…………………………………………………………………….....20

Fig. 2.4.2 (Increase Dia)………………………………………………………………………………20

Fig. 2.4.3 (External corrosion)………………………………………………………………………...21

Fig. 2.5 (Thruster brake)…………………………………………………………………………….....22

Fig. 2.5.1 (Electric motor)……………………………………………………………………………..23

Fig. 2.6 (RMG crance)………………………………………………………………………………...23

CHAPTER-1: ABOUT THE ORGANIZATION

It is the summary of the practical knowledge and vital information I carried from Adani
International Container Terminal Private Limited (AICTPL) commonly referred as Container
Terminal (CT-3) of Adani Ports and Special Economic Zone (APSEZ), Mundra as a part of my
internship training. It was my privilege to learn from APSEZ. I have been a management trainee
at CT-3 for a period of two months and was getting trained under Mr. Paulson Joseph, Deputy
General Manager of CT-3 APSEZ . In the due course, I could gain an exposure over the various
departments of AICTPL.

Adani’s are the developer and operator of the Mundra Port, one of the leading non-captive
private sector ports in India based on volume of cargo during fiscal 2007. Mundra Port is
located in the Kutch District in the State of Gujarat on the northwest coast of India. They have
the exclusive right to develop and operate Mundra Port and related facilities for 30 years
pursuant to the Concession Agreement entered on February 17, 2001 with the GMB and the
Government of Gujarat. Mundra Port is approximately 850 kilometers northwest of Mumbai,
and it is well positioned to service the vast inland populations of northern and central India.

They received approval as a developer of a multi-product SEZ at Mundra and the surrounding
areas from the Government of India on April 12, 2006, making us one of the first port-based
multi-product SEZs in India. On June 23, 2006, they received notification from the
Government of India with respect to land covering Mundra Port and the surrounding areas of
2,406.8 hectares (approximately 5,947 acres) and on July 3, 2007, they received a subsequent
notification with respect to an additional 251.4 hectares of land, resulting in a total of 2,658.2
hectares (approximately 6,568 acres). The SEZ designation provides considerable government
incentives and benefits to SEZ developers, operators and other users, including exemptions
from customs tax, income tax and other taxes, resulting in reduced costs for infrastructure,
utilities, raw materials and other resources, which increases export competitiveness and
benefits international trade.

Mundra port is principally engaged in providing port services for: (i) bulk cargo, (ii) container
cargo, (iii) crude oil cargo, and (iv) value-added port services, including railway services. In
addition, they also generate income from land related and infrastructure activities. Container
1
cargo handling and related operations are provided by the Container Sub-concessionaire.
In July 2003, the Container Terminal I began operating at Mundra Port. In 2005 they
commenced operations at their single point mooring and related facilities to handle crude oil
as part of a long-term agreement with IOCL. They constructed the Mundra-Adipur railway
which began trial operations in November 2000 and now transports bulk and container cargo
from the port to inland cargo centers via the Indian railway network.

In 2006, they were awarded the title of “Best Port Authority” in the Middle East and Indian
Subcontinent by Lloyd’s List for their leadership, quality of service and commitment to
customers in the area of port operations.

Fig 1.1 Strategic Location of Mundra Port

2
Vision:
To be the globally admired leader in integrated Infrastructure businesses with a deep
commitment to nation building. We shall be known for our scale of ambition, speed of
execution and quality of operation.

Values:
Courage: we shall embrace new ideas and businesses.
Trust: we shall believe in our employees and other stakeholders.
Commitment: we shall stand by our promises and adhere to high standard of Business.

Culture of Adani promotes PRIDE:

Passion: Performing with enthusiasm and energy.
Results: Consistently achieving goals.
Integration: Working across functions and businesses to create synergies.
Dedication: Working with commitment in the pursuit of our aim.
Entrepreneurship: Seizing new opportunities with Initiative and Ownership.

3
 1. Mundra Special Economic Zone:

Mundra Special Economic Zone (Mundra SEZ) is located on the western coast of India in the
Gulf of Kutch, within the vibrant state of Gujarat. Mundra Port is the gateway for cargo to the
Northern hinterland and Mundra SEZ is the gateway for the Indian exports.

Mundra SEZ is India's largest notified, operational multi-product SEZ with state-of-the-art
infrastructure and is planned to be spread over 15,000 Ha. Currently notified multi-product
SEZs are spread over an area of 6473 Ha. The zone also has in addition a Free Trade and
Warehousing Zone (FTWZ) spread over 168 Ha. Leveraging the advantage of the robust port
infrastructure, Mundra SEZ offers the best investment opportunity for diversified industries.

Mundra SEZ can offer developed industrial clusters for small/medium projects as well as
facilitate the mega projects with the desired land parcel, along with an excellent logistic
connectivity, power reliability and other utilities.

Infrastructure being the key to the SEZ development, emphasis has been to develop / augment
core infrastructure facilities to attract investments.

Fig 1.2 APSEZ-Mundra---South-Port

4
 1. Special Features of Mundra SEZ:

1.1 India's Largest, Port based, Notified and Functional, Multi-product SEZ

1.2 An integrated self-sustained zone with modern infrastructure and facilities

1.3 Mundra SEZ's multi-modal connectivity offers competitive logistic advantage with:

 In-zone Multi-Purpose Port with Container Terminals

 Fully mechanized efficient port with one of the lowest turnaround time in India.

 In-zone Road & Rail connectivity:

 Well connected with National & State Highways.
 64 KMS Private Rail line connects Mundra to National Railway Network at Adipur
near Gandhidham, Kutch.
 210 km rail network within the Zone.

 In-zone private Airstrip.

 Proposed International Air Cargo Hub.

1.4 Integrated Infrastructure and Utilities.

1.5 Well-developed commercial & social infrastructure for Living, Learning,

Healthcare & Recreations

2. Connectivity:

a. Rail

APSEZ is connected with the Indian Railway network by a privately developed and
maintained 76-km rail line. The railway line connects multipurpose terminals,
Container Terminals - CT-I, CT-II, South Basin and West Basin, the dedicated Coal
import terminal of Mundra Port to the nearest Indian Railways railhead at Adipur.

5
Adani Ports and SEZ Ltd, Mundra has completed doubling of Mundra Port - Adipur
railway line in November 2012. The line has an increased capacity to handle rake
movement of 80 trains to and from Mundra Port.
APSEZ is connected to the Northern & Western states and NCR through the Palanpur
route and rest of the hinterland by Ahmadabad route. The rail infrastructure has capacity
to handle double stack container trains from Mundra to Kishangarh, Rajasthan / Patli.

The Port has Long Loop line station to form and accommodate Long Haul train (two
trains of 660 meters each joined together) . This is the only port in Western Railway
which is having dedicated Long Haul formation line. Running Long haul trains further
increases train movement capacity of Mundra from 80 to 100 trains per day.

b. Road:

ASPEZ is connected to the National Road network by NH-8A Extension and state
highways SH6 & SH 48. Broad four-lane roads ensure efficient movement of road
traffic to and from the port. Four-lane Rail-over-Bridge in the SEZ Area of port ensures
that the various modes of transportation do not impede each other’s movement.

c. Air:

APSEZ has its own Airport at the approximate distance of 14.5 km. from the main
port location. It is a licensed airport in ‘Private Category’ with Air Traffic Control
(ATC) operated by the Airports Authority of India (AAI). The nearest commercial
airports are Bhuj (65 km) and Kandla (60 km).

The APSEZL airport has potential to develop commercial modern state-of-the-art

international airport capable of serving requirements of cargo hub centre, MRO
facilities, passenger/baggage handling facility, fuel refilling, aprons, hangers for
various kind of aircrafts etc.

6
 d. Pipeline:

Pipelines have been installed inside and outside the port for transportation of liquid
cargo. Mundra is a port of choice for crude and other liquid cargo bound for the
northern hinterland. Pipelines have been laid connecting APSEZ with refineries
located in Panipat and Bhatinda.

3. Accreditations 2013:

 Gujarat Star Awards 2013 for "Container Handling port of the Year"

 APSEZ has won 27 awards in state level competition by Quality Circle Forum
of India (QCFI) under the theme "ENCOURAGE, ENHANCE & EMPOWER
through QUALITY CONCEPTS” on Quality Concepts 2013 (VCCQC 2013).
25 for case studies, 1 for Best Presentation and 1 for highest participation.

 Non Major Port of the year 2011 award at International Maritime Offshore
Logistics 2011

 MALA awards for the Best Private Port and Best Private Container Terminal
Operator

 Gateway Awards of Excellence-Ports & Shipping 2012 category “Private Port

of the Year” from Ministry of Shipping, New Delhi

 "Special Commendation Certificate for Golden Peacock Award" in the field of

Occupational, Health & Safety - 2011.

 Won awards at the 22nd Gujarat Level Convention on Quality held at Vadodara
in September 2011 and 25th National Convention on Quality Concepts (NCQC)
- 2011 held at Hyderabad.

 Gujarat Star Awards 2013 for "Handling the largest container vessel MSC
Valeria in the port sector"

7
 CHAPTER-2: OVERVIEW ON CRANES

Types of Cranes:
In Adani Port There Are Three Types of Cranes as Follow:

 STS TYPE / QC (Ship to

Shore Type Gantry Crane /
Quay Crane)
 RTG TYPE (Rubber Tire
Gantry Crane)
 RMGC TYPE (Rail Mounted Gantry Crane)

INTRODUCTION TO CRANES:
A crane is a machine used to move materials both vertically and horizontally, utilizing a system
of a boom, hoist, wire ropes or chains, and sheaves for lifting and relocating heavy objects
within the swing of its boom. The device uses one or more simple machines, such as the lever
and pulley, to create mechanical advantage to do its work. Cranes are commonly employed in
transportation for the loading and unloading of freight, in construction for the movement of
materials, and in manufacturing for the assembling of heavy equipment.

The first known crane machine was the shaduf, a water-lifting device that was invented in
ancient Mesopotamia (modern Iraq) and then appeared in ancient Egyptian technology.
Construction cranes later appeared in ancient Greece, where they were powered by men or
animals (such as donkeys), and used for the construction of buildings. Larger cranes were later
developed in the Roman Empire, employing the use of human treadwheels, permitting the
lifting of heavier weights. In the High Middle Ages, harbour cranes were introduced to load
and unload ships and assist with their construction—some were built into stone towers for extra
strength and stability. The earliest cranes were constructed from wood, but cast iron, iron and
steel took over with the coming of the Industrial Revolution.

For many centuries, power was supplied by the physical exertion of men or animals, although
hoists in watermills and windmills could be driven by the harnessed natural power. The first
mechanical power was provided by steam engines, the earliest steam crane being introduced in
the 18th or 19th century, with many remaining in use well into the late 20th century. Modern
cranes usually use internal combustion engines or electric motors and hydraulic systems to
provide a much greater lifting capability than was previously possible, although manual cranes
are still utilized where the provision of power would be uneconomic.

8
There are many different types of cranes, each tailored to a specific use. Sizes range from the
smallest jib cranes, used inside workshops, to the tallest tower cranes, used for constructing
high buildings. Mini-cranes are also used for constructing high buildings, to facilitate
constructions by reaching tight spaces. Large floating cranes are generally used to build oil rigs
and salvage sunken ships. [citation needed]

Some lifting machines do not strictly fit the above definition of a crane, but are generally known
as cranes, such as stacker cranes and loader cranes.

2.1 STS CRANE INTRODUCTION:

Ship-to-shore gantry crane is called STS or QC, which is constituted by steel structure,
lifting mechanism, pitching mechanism, tilting mechanism, crane traveling mechanism,
trolley traveling mechanism, machine room, spreader, electrical equipment, necessary
safety devices.

Fig. 2.1 (STS)

2.1.1 CRANE PARTS AND MECHANICAL SYSTEMS:

9
The crane structure is trial assembled and all mechanical and electrical equipment is fitted to
the steel structure and extensively tested, allowing for extremely short installation and
commissioning times.

Feedback from our customers worldwide consistently show average availability figures of
99.6% being recorded during actual vessel operation.

On-site erection reduces unnecessary risks associated with fully erect sea transport. Sub-
components supplied by established reputable European suppliers.

Separate drives for hoist, travel and trolley, with no need for side shift on the spreader. Allows
superior fine positioning and simultaneous motion.

• STS drive systems.

• Worldwide service network.

• Extensive training (in-house and on-site).

Purpose built state-of-the-art design and production facilities, located in Ireland since 1958.

Highly skilled and experienced employees with expertise inhouse for after sales service.

Responsibility with STS, eliminating interface and compatibility problems (i.e. structural,
mechanical and electrical design, production, commissioning and service).

2.1.2 DESIGN AND TECHNICAL FEATURES

Optimized joystick/drive response - Key factor in crane performance and productivity.

Separate drive and control electronics for each hoist motor - Hoist can operate at reduced speed
in the event of motor damage or fault.

Industry leading trim/list/skew system and anti-snag technology - Includes individual rope
adjustment.

STS electronic regulation system - Unrivalled reliability and performance.

Load sharing of gantry travel motors - Eliminates the possibility of ‘crabbing’ occurring during
gantry travel.

Motor selection is conservative with high overload capacity - Ensuring extended lifetime.

10
Driver’s cabin - Ergonomic, spacious, high visibility, user friendly.

Hydraulic cylinders- The crane has 8 hydraulic cylinders for main trolley guide (operator),trim,
lift and skew for spreaders.

2.1.3 CONROL OPTIONS & POWER SUPPLY:

 CONTROL OPTIONS:
Emergency drives for hoist, trolley and boom. Emergency hoist brakes. Energy chain
or festoon system
Non-contact anti-collision system. Straddle carrier/truck positioning systems.
Fault data, remote access between crane and office. Remote access between crane and
Liebherr office. Checkers cabin.
Curve going gantry travel system. Ground level control station for all drives.
Lashing/hatch cover storage platforms.
Container recognition systems.

2.1.4 DESCRIPTION OF STS OR QUAY CRANE:

This STS crane also known as quay crane. In department container terminal 3(CT3) has
17 qc.
This crane has SWL under cargo beam -75 tons.
SWL under spreader -65 tons.
These cranes are widely used in all ports worldwide and container terminals.
These cranes are used to shift containers from trucks to ship and ship to trucks.
The cost of this crane in ind rupee is around 85 cr.
Weight of this types of cranes is 1500 ton.
This crane is made up of high tensile steel.

2.1.5 STS CARNE POWER SUPPLIE:

QCs can be powered by two types of power supplies:

11
 Alternating current (AC) - AC hoist motors have dedicated inverters where each motor
is controlled separately.
QC equipped with an AC must be continuously hooked up to an AC power supply or
generator.
Direct current (DC) - DC hoist motors are wired in a series where only one DC serves
to control the motors.
QCs equipped with DC can be moved to any location and can operate off a battery
supply.

2.1.6 CRANE COMPONENTS:

The loading and unloading operation of a container is described as a move. The QC

spreader is placed on the container, fixed by twist locks, then lifted by a hoist, to unload
it.

The crane’s trolley moves the container to the quay where the spreader is lowered, and
the container is either put on the ground (wharf) or transport vehicle.

The container is released by unlocking the twist locks and the spreader is hoisted again.
The loading of a container uses the same crane operations and vice versa (Meisel,
2009).
Vessels can be equipped with cell guide for easier positioning of containers within the
hold.

Since the end of the 80s, hoist and trolley speeds have nearly doubled. Of course,
everything is affected by the development of motor dimensioning and drive systems.
Currently have normal hoisting speeds of 180 m/min (empty spreader) and 90 m/min
(rated load). Main trolley speed typically varies between 50m/min and 240 m/min.
Gantry speed is 70 m/min with an acceleration ramp time of four to eight seconds

The QC trolley selection has to be based on the needs of a particular location, as well
as the crane structure and the wheel loads. The QC trolley can be rope towed or
machinery type.

12
 The rope towed trolley system has the trolley drive and main hoist. Boom hoist drums
and machinery are placed in the machinery house, attached to the crane frame.
Trolley and main hoist ropes run from the machinery house to the end of the trolley
girder, through the trolley, and to the tip of the boom.
This layout permits the trolley to be shallow and lightweight, allowing a taller lift and
smaller loads on the QC structure and wharf.

The rope trolley is common, rope driven is the lightest; if self-driven, it is a little
heavier. It requires long ropes, catenary trolleys or continuous supports.

A machinery trolley has the trolley and main hoist machinery on board. Most of the
machinery on the trolley have machinery housings on the frame much smaller,
containing only the boom hoist.

There are no necessary trolley drive ropes and the main hoist ropes are shorter than for
a rope towed trolley.

Fig. 2.1.2 Rope trolley

Another current typical specification of QC is the so-called portal trolley.

13
 A single portal trolley transships the containers between the vessel and the loading/unloading
place on the quay. On the other hand, QCs equipped with a double portal trolley are more
common in recent years. This QC type features a second trolley that runs on the portal beams.

The main trolley (waterside) is controlled by the operator. QCs are sometimes operated in a
semi-automatic mode, operated by staff only during the actual set down or pick-upon the
vessel.

The rest of the move is fully automatic (landside). It means transship container from lashing
(coning) platform to set-down or put on a transport vehicle (horizontal). The lashing platform
(buffer position) serves for two 40ʹ or 20ʹ containers. QCs equipped with a double trolley can
be used for a reduced dwell time.

In Adani port QCs are equipped with single trolley.

2.2 RTG CRANE

A rubber tired gantry crane (US: rubber tired gantry crane)/ RTG (crane), or sometimes
transtainer, is a wheeled mobile gantry crane operated to ground or stack intermodal
containers. Inbound containers are stored for future pickup by drayage trucks, and outbound
are stored for future loading onto vessels. RTGs typically straddle multiple lanes, with one lane
reserved for container transfers.

Fig .2.2 (RTG TYPE CRANE)

14
2.2.1 FUNCTION OF RTG:

RTG Cranes are used to load and unload containers at ports and terminals. RTG Cranes
are load and unload containers from trucks and terminal tractors, and to stack container
for future pickup or loading onto ship.
RTG Carnes are used in intermodal operations, which means that containers can be moved
between different modes of transport without unloading and reloading their cargo.
RTG Cranes also be used to build large structures, assemble manufacturing parts, lift
beams and cylindrical parts and positions pipelines.

2.2.2 POWER SUPPLY SYSTEM:

RTG Cranes are operated by electricity in yards using busbar.

Busbar are solid metal bar used to carry current, typically made from copper aluminum
busbars are rigid and flat- wider than cables up to 70% shorter in height. They also carry
more current than cables with the same cross-sectional area.
.
RTG Cranes has a diesel generator t gantry area which is used when RTG cranes change
their yards.
Main power supply is 415v/50hz.

2.2.3 HYDRAULIC SYSTEM & PNEUMATIC SYSTEM:

HYDRAULIC
In RTG Crane hydraulic system is used for crane turning cylinders, hoist brake, trim, lift
& skew for spreader. Hydraulic of viscosity indexes 46 and 68 are used. Thruster brakes
are used for hoisting brakes. For this purpose, 2 thruster brakes are used because of the
heavy load carrying.

PNEUMATIC
In RTG Crane pneumatic system is used for the bus bar E trolley mechanism. this system
is consisting of 3 pneumatic cylinders for E trolley, for lock and unlock the E trolley.

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2.2.4 COMPONENTS:

GEARBOX

WIRE ROPE MOTORS THRUSTER BRAKES

ELECTROMAGNETIC BRAKES FOR GANTRY WHEEL E TROLLEY

NOTE: RTG CRANES ARE ONLY LOAD AND UNLOAD 20 FEET AND 40 FEET
CONTAINERS.

- GEAR BOX

A gear box is a mechanical device which uses a gear sets two or more gears for working
together, to change the speed, direction of rotation or torque multiplication and reduction
in machine. In RTG crane 4 gear boxes are used for gantry.

This gear boxes relate to dc motors. this motor generates 2000 rpm to gearbox are
consists of bevel to helical, helical to helical gearing system.

Fig.2.2.4 Gear Box

16
 These gear boxes relate to crane wheels with the help of chain drive.

In RTG crane total 8 rubber wheels are available in gantry portion of the crane where 4
wheels are drive wheels and another 4 wheels are driven.

Total weight of 1 separate wheel is around 1 ton.

All the 4 drive wheels are consisting of a electromagnetic brakes.

- ELECTROMAGNETIC BRAKES

Electromagnetic brakes are electrically actuated but are specifically designed to halt &
hold torque mechanically. These brakes are placed inside the drive wheels.

Fig.2.2.5 Electromagnetic Brakes

2.3 WIRE ROPE

Wire ropes are used for the lifting the containers. Wire rope use for hoisting has 30mm dia and
9 strands

17
more than three broken wires in one strand in one rope lay (where a rope lay is the length along
the rope in which one strand makes a complete revolution around the rope) the wire rope must
be rejected. Also rejects 11 cuts in 180 mm length.

Fig. 2.3.1 Valley wire breaks

One valley break can be indicative of internal rope deterioration, hence the need for a closer
inspection of this section of rope. More particularly with smaller rope sizes, such wire breaks
can sometimes be exposed by displacing the rope from its normal position and flexing it under
no tension. If two or more valley breaks are found in one lay length, it should be assumed that
the core or center of the rope is not fully supporting the outer strands, and the rope must be
rejected.

Fig. 2.3.2 Wire breaks at a termination

When two or more broken wires are evident close to or at the termination, but the rope is
unaffected elsewhere along its length, the rope may be shortened and the terminal fitting maybe
re-fitted. Before doing so, the remaining length of wire rope should be checked to ensure that
the required minimum number of wraps would remain on the drum with the crane at its most
extreme operating limit. The rope shall be inspected in the vicinity of the termination,
particularly where it enters the termination, as this location is vulnerable to the onset of wire
breaks due to vibration and other dynamic effects and, depending on the state of the
environment, corrosion.

18
 Fig. 2.3.3 wire breaks at termination

Any deformation/defects found during visual inspection corresponding discard criteria (Cage,
Loop, Knot, Corkscrew, and Necking Formation) Ropes with protruding wires, usually
occurring in groups on the opposite side of the rope to that which is in contact with a sheave
groove, shall be immediately discarded.

Fig. 2.3.4 damaged wire rope

2.4 Core protrusion /Strand protrusion

Ropes with core or strand protrusion shall be immediately discarded or, provided the remaining
length of rope is in a serviceable condition, have the affected section removed.

Fig. 2.4 Core protrusions

2.4.1 Basket deformation

Ropes with a basket or lantern deformation shall be immediately discarded or, provided the
remaining length of rope is in a serviceable condition, have the affected section removed.

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 Fig. 2.4.1 Basket deformation

2.4.2 Local Increase in rope diameter

If the rope diameter increases by 5 % or more for a rope with a steel core or 10 % or more for
a rope with a fiber core during service, the reason for this shall be investigated and
consideration given to discarding the rope.

NOTE: An increase in rope diameter that might affect a relatively long length of the rope,
such as that resulting from the swelling of a natural fiber core, can occur due to excessive
absorption of moisture, creating imbalance in the outer strands, which become incorrectly
oriented.

For example, Main Hoist wire rope d=44mm, 5% ×44=2.2mm

Fig. 2.4.2 increases Dia

2.4.3 External Corrosion

When assessing the extent of corrosion, it is important to recognize the difference between
corrosion of the wires and any corrosion on the rope surface that is associated with the
oxidation of foreign particles. Therefore, before making an assessment, the rope sections
undergoing inspection shall be wiped or brushed clean. The use of solvents for cleaning
should be avoided.

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 Corrosion reduces rope diameter. If the rope diameter is reduced by 7 % or more relative to
nominal dimension the rope must be changed regardless of whether or not wire breaks have
occurred.

Fig. 2.4.3 External corrosion

For example, Main Hoist wire rope d=44mm, 7% of 44=3.08mm,

2.4.4 Fracture of strands

If a complete strand fracture occurs, the rope shall be immediately discarded.

2.5 THRUSTER BRAKES

Thruster brakes are used for braking system of hoisting speed. these brakes are fixed
between the gear box and the motor. The main function of the thruster brake is to reduce the
speed of the motor.

These brakes are electrohydraulic brakes, these brakes are consisting of motor, gar pump,
solenoid valve and cylinder for generating torque force to generate breaking force.

These brakes are normally closed when the system is on rest and open while system is
working. The breaking force is applied to the brake shoes by a restressed compression
spring. The brake shoe press one the rotating brake shoes press on the rotating brake drum
retarding its speed and finally stopping it.

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 Fig.2.5 Thruster brake
2.5.1 E-TROLLEY

The e trolley is an integral part of the RTG cranes design. It travels horizontally along the
gantry’s length and supports the lifting mechanism.

the trolley typically contains the electric motors, hoisting drum, and other components
necessary for lifting and lowering containers.

It ensures smooth and precise movement of the spreader which is essential for accurate
container placement and retrieval.

Overall, the RTG cranes are designed to efficiently handle containers, providing flexibility and
high productivity in container yards.

2.5.2 ELECTRIC MOTORS

Electromagnetic induction: most electric motors operate based on the principle of

electromagnetism. When an electric current flows through a wire, it creates a magmatic field.
This principle is used to produce rotational motion in motors.

Components of electric motor: Stator: creates a magnetic field

Rotor: it’s a rotating part that rotate when magnetic field is generate. Commutator: a
mechanical switch that revers the direction of current in the rotor winding to ensure continues
rotation. Winding: coils of wire that carry current to create a magnetic field.

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 Brushes: conduct electrical current between the stationary and rotating parts of the motor.

Fig. 2.5.1 Electric motor

2.6 RMGC CRANE INTRODUCTION:

Rail Mounted Gantry Crane RMGC offered by us, refers to that crane which is mainly used for
heavy fabrication applications. This crane is also used for outdoor yards like shipping yards,

Fig. 2.6 RMG Crane

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steel yards, scrap yards and others too. This crane is also used on daily basis in various
companies across the globe. Rail Mounted Gantry Crane RMGC is easy and safe when
installed, maintained, and used properly. This crane is also very popular for cement and precast
applications.

2.6.2 RAIL MOUNTED GANTRY CRANE

This crane has safe working load capacity of 65 tons under spreader. This crane gantry portion
is as same as the quay carne or STS carne, and hoisting mechanism is as same as the RTG
crane.

2.6.2 POWER SUPPLY

In this power supply is as same as the STS crane, power is supplied by the main electricity in
which is as showing in the fig. in this crane power line is supplied 11 kv electricity which is
distribute as the requirement of the machines.

2.6.3 COMPONENTS

In this crane all the components are same as the other 2 cranes, but the values and parameters
are varying.

Ig; STS crane hoist gear box: 750000 torque generate, gear ratio is 109.11 where the RMGC
hoist crane gear box: 350000 torque generate, gear ratio is 79.56 so the components and
machines are same, but values and parameters are different.

ALL THE WORKING FUCTION OF THIS CRANE IS SAME AS OTHER 2 CRANES BUT
AS I WRITE BEFORE PARAMETERS AND SOME NECESSARY ATTACH MENTS ARE
DIFFERENT THAN OTHER.

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CHAPTER- 3 MATERIAL HANDLING

3.1 MATERIAL HANDLING INTRODUCTION:

Material handling in ports and container terminals is a critical aspect of global trade and
logistics. Ports act as the nexus between sea and land transportation, handling a vast amount of
goods that are transferred between ships and other transportation modes such as trucks and
trains. Efficient material handling in these environments ensures the smooth flow of goods,
reduces turnaround time, minimizes costs, and enhances safety. This report explores the
components, challenges, and best practices of material handling in ports and container
terminals.

Objectives of Material Handling in Ports and Container Terminals:

3.1.1 Efficiency and Speed: Minimize the time required for loading, unloading,
and transferring cargo to reduce ship turnaround times and improve overall
terminal throughput.

 Safety: Ensure the safety of workers, cargo, and equipment through the adoption of safe
handling practices and safety protocols
 Damage Prevention: Handle containers and cargo carefully to prevent damage,
maintaining the integrity and value of goods.
 Optimization of Space: Efficiently use available space to maximize the storage capacity
of containers.

3.2 SAFETY WHILE MATERIAL HANDLING IN PORTS AND CONTAINER

TERMINAL

Handling materials in ports, especially when using heavy equipment like STS (Ship-to-Shore)
cranes, RTG (Rubber-Tyred Gantry) cranes, and in workshops, requires strict safety
precautions to prevent accidents and ensure efficient operations. Here are key safety
precautions to consider:

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3.2.1. Training and Certification - Ensure that all operators and personnel handling
material are adequately trained and certified to use cranes and other equipment.
Conduct regular safety training and refreshers to keep everyone updated on the
latest safety protocols.
3.2.2. Pre-Operation Inspections- Perform daily inspections of cranes and other
handling equipment to check for signs of wear, damage, or malfunction.
3.2.3. Load Handling- Never exceed the maximum load capacity of cranes or handling
3.2.4. Ensure loads are evenly distributed and secured before lifting.
3.2.5. Use appropriate slings, shackles, and lifting accessories to secure loads.
3.2.6. Conduct lifting operations in controlled environments with no unauthorized personnel.
3.2.7 Communication - Use clear communication signals, either through hand signals,
radios, or other agreed-upon methods, to coordinate movements between crane
operators and ground staff.

3.2.7. Work Area Safety- Designate safe zones around cranes and handling areas to
prevent unauthorized access.

-Use barriers, warning signs, and signals to indicate ongoing operations.

-Ensure good housekeeping practices to keep the work area free.

3.2.9. Personal Protective Equipment (PPE)- Require all personnel in the work area to
wear appropriate PPE, such as hard hats, high-visibility vests, gloves, and safety
boots.

- Ensure that PPE is in good condition and properly fitted to each worker.

3.2.10. Weather Conditions

-Monitor weather conditions, especially wind speeds as they can affect crane.

-Suspend operations during adverse weather conditions such ahigh winds.

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 3.2.11. Emergency Procedures- Establish and communicate clear emergency
procedures for accidents, equipment failure, or unexpected events.

- Equip cranes and work areas with emergency stop buttons and alarm systems.

- Conduct regular emergency drills to ensure readiness and effective response.

3.2.12. Maintenance and Repairs- Follow a scheduled maintenance programmer for

all cranes and equipment to keep them in optimal working condition.

- Immediately repair or replace defective parts or equipment to avoid accidents.

- Use only qualified and authorized personnel for maintenance and repairs.

3.2.13. Safe Lifting Practices

- Position cranes and equipment on stable, level ground to prevent tipping.

- Use outriggers and stabilizers where necessary to ensure stability.

- Lift loads slowly and steadily avoid sudden movements that could destabilize.

3.2.14. Workshops Safety

- Keep the workshop organized and tools stored properly to prevent tripping.

- Ensure proper ventilation when using paints, solvents, or other chemicals.

- Install guards on machinery and provide emergency shut-offs.

- Provide adequate lighting in all work areas.

3.3. EFFICIENCY OF MATERIAL HANDLING

Material handling efficiency refers to the optimisation of the movement, storage, control, and
protection of materials and products throughout the manufacturing, warehousing, distribution,
consumption, and disposal processes. Efficient material handling is crucial for reducing
operational costs, improving workflow, and enhancing productivity. Here are some key strategies
and technologies to improve material handling efficiency.

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3.3.1 Automation: Implement automated systems such as conveyors, automated guided
vehicles (AGVs), and robotics to reduce manual handling, minimise errors, and speed
up processes.

3.3.2 Proper Layout Design: Design facility layouts to minimise travel distances, optimise
space utilisation, and streamline the flow of materials. A well-organised layout reduces
the time and effort required to move materials.

3.3.3 Material Handling Equipment: Utilise the appropriate material handling equipment
(e.g., forklifts, pallet jacks, cranes) for different tasks to ensure safety and efficiency.
Choosing the right equipment can significantly reduce handling time and labour costs.

3.3.4 Inventory Management Systems: Implement robust inventory management systems to

track materials and products in real time. This helps in reducing unnecessary handling,
preventing stockouts, and managing storage efficiently.

3.3.5 Training and Safety: Provide regular training for employees on the use of material
handling equipment and safety protocols. A well-trained workforce is more efficient
and less likely to cause accidents or damage.

3.3.6 Ergonomics: Design workstations and material handling tasks to minimise strain and
injury risks for workers. Ergonomic improvements can lead to increased productivity
and fewer workplace injuries.

3.3.7 Data Analytics: Use data analytics to monitor material handling processes, identify
bottlenecks, and analyse performance. This data-driven approach can help in making
informed decisions for continuous improvement.

3.3.8 Sustainability: Consider sustainable practices in material handling, such as using

reusable packaging, energy-efficient equipment, and optimising transport routes to
reduce environmental impact.

Improving material handling efficiency can lead to significant cost savings, faster order
fulfilment, and enhanced overall productivity in various industries.

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3.3 MATERIAL HANDLING EQUIEPMENTS:

3.3.1 Cranes:

Ship-to-Shore (STS) Cranes: These are massive cranes positioned on the dockside to load and
unload containers from ships. They have a long outreach to span the width of large container
ships and a high lifting capacity to handle the heavy weight of fully loaded containers.

Gantry Cranes: There are two main types:

Rail-Mounted Gantry Cranes (RMGs): Used for stacking and moving containers within the
yard. They run on fixed tracks and can span several container rows.

Rubber-Tyred Gantry Cranes (RTGs): Similar to RMGs but are mounted on rubber tyres,
allowing them to move freely around the yard. RTGs are versatile and can adapt to different
stacking configurations.

3.3.2 Container Handling Equipment:

Reach Stackers: These are versatile machines that can lift and stack containers, usually up to
3-4 rows high. They are often used for handling containers in smaller yards or less congested
terminal areas. Load carrying capacity of reach stacker or RST is about 45 tons

Empty container handler: these are versatile machines that can lift and stack containers, up to
3-4 rows high. They are used for only empty containers handling purposes. Load carrying
capacity is about 4 to 5 tons.

3.3.3 Forklifts and Heavy-Duty Forklifts:

Standard Forklifts: Used for handling smaller loads, such as pallets of goods. They are
commonly seen in port warehouses and logistics areas.

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Heavy-Duty Forklifts: Larger versions capable of handling empty or loaded containers, heavy
pallets, and other cargo. These forklifts are designed to handle the substantial weight of
containers and are often used in container terminals.

Terminal Tractors (Yard Trucks): Specialized vehicles designed for moving containers
around the terminal. They are used for short-distance transport of containers between the
quay and storage areas.

3.3.4 Customised Software and Control Systems:

Terminal Operating Systems (TOS): These software systems manage and optimise the
movement and storage of containers, track inventory, and coordinate the scheduling of cranes
and other equipment. TOS is crucial for efficient terminal operations.

3.3.5 Safety and Monitoring Equipment:

CCTV and Surveillance Systems: For monitoring terminal operations and ensuring security.

RFID and GPS Tracking: Used for real-time tracking of containers and equipment,
improving operational visibility and efficiency.

Collision Avoidance Systems: Implemented in cranes and vehicles to prevent accidents and
enhance safety.

3.3.6 Hybrid and Electric Equipment:

Many ports and terminals are adopting hybrid and electric versions of material handling
equipment to reduce emissions and improve sustainability. This includes electric forklifts,
hybrid RTGs, and electric AGVs.

Material handling equipment in ports and container terminals is critical for efficient cargo
handling and plays a vital role in the global supply chain. The selection of equipment depends
on factors such as the type of cargo, port size, terminal layout, and the level of automation
desired. As ports continue to grow in size and throughput, there is an increasing trend towards
automation and digitalization, aiming to improve efficiency, safety, and sustainability.

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3.4 MATERIAL HANDLING TARINING:

Material handling training in ports focuses on the safe and efficient management of cargo and
materials. It includes instruction on using equipment like cranes, forklifts, and conveyor
systems, ensuring operators understand safety protocols to prevent accidents and damage. The
training covers load balancing, proper lifting techniques, and the use of personal protective
equipment (PPE). It also addresses the handling of hazardous materials, environmental
considerations, and emergency response procedures. Additionally, training emphasises
adherence to regulations and standards set by port authorities and international bodies to ensure
smooth and compliant operations, reducing risks and improving productivity.

3.5 TYPES OF MAINTANACE IN ORGANIZATION:

3.5.1 Preventive Maintenance:

Definition: This type of maintenance involves regularly scheduled inspections, servicing, and
replacements based on a predetermined schedule or usage level, regardless of the actual
condition of the equipment.

Goal: To reduce the likelihood of equipment failure by performing maintenance tasks before
a problem occurs.

Examples: Changing the oil in a vehicle every 5,000 miles, replacing air filters monthly, or
inspecting machinery annually.

Benefits: Reduces the risk of unexpected failures, prolongs equipment life, and ensures
consistent performance.

Drawbacks: Can result in unnecessary maintenance if the equipment is still in good condition,
leading to increased costs.

3.5.2 Predictive Maintenance:

Definition: This approach uses data and advanced analytics to predict when maintenance
should be performed. It relies on real-time monitoring and diagnostic tools to assess the
condition of equipment.

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Goal: To perform maintenance only, when necessary, based on the actual condition of the
equipment, rather than on a fixed schedule.

Examples: Using vibration analysis to detect bearing wear, monitoring temperature and
pressure changes, or using machine learning algorithms to predict failures.

Benefits: Minimises downtime by preventing unexpected failures, reduces maintenance costs

by avoiding unnecessary work, and optimises equipment lifespan.

Drawbacks: Requires investment in monitoring equipment and technology, and the initial
setup can be complex and costly.

3.5.3 Breakdown Maintenance:

Definition: Also known as reactive or corrective maintenance, this approach involves repairing
or replacing equipment only after it has failed or broken down. Goal: To fix issues as they arise,
without prior maintenance.

Examples: Repairing a machine after it stops working or replacing a broken component after
it fails.

Benefits: No initial maintenance costs and can be effective for non-critical equipment where
downtime isn’t a major concern.

Drawbacks: Can lead to unexpected downtime, higher repair costs, reduced equipment
lifespan, and potential safety risks.

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 CONCLUSION

During my training period at Adani Ports and Special Economic Zone Limited, Mundra, I
gained significant insights and hands-on experience in the field of mechanical maintenance.
This training provided me with a comprehensive understanding of the practical aspects of
maintaining and ensuring the smooth operation of mechanical systems in a large-scale
industrial environment.

Throughout the training, I was exposed to various maintenance tasks, including routine
inspections, troubleshooting mechanical issues, and performing preventive maintenance on a
wide range of equipment. This experience allowed me to apply the theoretical knowledge
acquired during my academic studies to real-world situations, enhancing my problem-solving
skills and technical proficiency.

One of the key takeaways from this training was the importance of adhering to safety protocols
and standards. Working in a dynamic and potentially hazardous environment emphasized the
need for meticulous attention to detail and strict compliance with safety regulations to prevent
accidents and ensure the well-being of all personnel.

Moreover, I had the opportunity to collaborate with experienced professionals, which provided
valuable insights into industry best practices and the latest technological advancements in
mechanical maintenance. Their guidance and mentorship were instrumental in deepening my
understanding of the industry and refining my technical skills.

In conclusion, my training at Adani Ports and Special Economic Zone Limited has been an
enriching and transformative experience. It has equipped me with the practical skills, industry
knowledge, and professional confidence needed to excel in the field of mechanical
maintenance. I am grateful for the opportunity to have trained at such a prestigious organization
and am confident that the skills and experiences gained during this period will significantly
contribute to my future career endeavors.

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 REFERENCE

 Adani Ports and Special Economic Zone Limited. (n.d.). Retrieved from
https://www.adaniports.com/
 The Importance of Mechanical Maintenance. (n.d.). In Reliabilityweb.
Retrieved from https://reliabilityweb.com/articles/entry/the-importance-of-
mechanical-maintenance
 Preventive Maintenance: An Overview. (n.d.). In Plant Engineering. Retrieved
from https://www.plantengineering.com/articles/preventive-maintenance-an-
overview/
 Mechanical Maintenance in Industrial Settings. (n.d.). In Plant Services.
Retrieved from https://www.plantservices.com/maintenance/mechanical/
 The Role of Maintenance in Improving Safety. (2018). In EHS Today.
Retrieved from https://www.ehstoday.com/maintenance/maintenance-safety
 Adani Ports: Setting New Benchmarks in Port Operations. (n.d.). In India
Today. Retrieved from https://www.indiatoday.in/impact-feature/story/adani-
ports-setting-new-benchmarks-in-port-operations-1913408-2022-02-15
 Industrial Maintenance and Reliability. (n.d.). In Reliable Plant. Retrieved from
https://www.reliableplant.com/Read/29766/industrial-maintenance-reliability
 Adani Ports Mundra: An Overview. (n.d.). In Business Standard. Retrieved
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an-overview-121081900701_1.html

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