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SLMT is a place where ideas meet with practical problems. This spirit is embodied in our faculty of prominent scholars and leading practitioners. Their commitment to exceptional teaching and groundbreaking research brings intellectual rigor as well as hands-on experience into our classrooms.

Assessment & Delivery Strategy

The assessment approach allows learners to receive feedback on their progress throughout the course. Delivery strategies focus & reflect the nature of employment within the Logistics Industry by encouraging learners to research and carry out assessment in the industry or in simulated working conditions.

Student Mentorship Program

We at SLMT firmly believe in its philosophy of providing education at par with international standards through class room training and continuous exchange of information with industry professionals to foster professional excellence in design and execution of management skills of our students. In our endeavour to further our above philosophy we are pleased to announce one more initiative Students Mentorship program for our MBA – Logistics students’ fraternity. SLMT is the pioneer institute in launching the first of its kind initiative to help students gain maximum practical exposure from the industry.

Objective

The concept is conceived by SLMT to empower its MBA students with functional live experiences of industry experts and making them more adaptable to functional requirements- post program.

About Mentorship

Mentorship is a program long activity in which a student gets attached to a function specific expert for gaining real life experiences during his/her program. It provides an excellent opportunity to a student to value add his/her class room learning with real life learning from finest industry experts. Under the program, a student gets attached to an expert and he/she is required to spend mutually agreeable time with his/her mentor every month. The student is required to submit a detail report to his/her faculty summarizing his/her learning from such meetings within seven days of meeting with the mentor. A student is required to freeze his/her learning objectives and an agenda of the meeting at least one week prior to the scheduled meeting in consultation with his/her faculty who in turn will send the same to the mentor. The learning/ findings as recorded by a student will be measured by SLMT faculty on a scale of 1 to 10 and will assign marks to the student for this specific activity.

Benefits to the Mentor

The program gives an opportunity to the mentor to share his/her functional experiences with the mentee and guide them to become a better professional tomorrow.

It provides them a platform to contribute to the noble cause of education.

It gives the mentor a status of adjunct (visiting) faculty in the concerned areas of specialization to supplement learning.

SLMT provides you with life time premier membership of SLMT body for Logistics Professionals.

Benefits to the Mentee

It enables student to correlate his class room learning’s with the real life professional situations.

It provides him/her a platform to continuously assimilate the functional experiences of industry honchos and do value addition to his/her professional growth.

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We at SLMT believe in balancing theory and practical training. During the course duration we take our students for several industrial visits. Industry interface enables students to analyze and understand the ever changing dynamics of the industry. These visits provide students with adequate exposure in tackling live problems encountered in the working of an industrial entity.

This helps them receive industrial exposure from eminent public personalities in the world of Logistics. As part of a visit, students see work in progress and relevant demonstrations. Employers also talk to the students about career paths, job descriptions, the schooling needed to enter the field and what employers look for in employees. These visits are designed to provide students with firsthand knowledge of a working environment.

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There are several opportunities for those who have completed the diploma as it comes with an internship of 2 months and it covers all the basic aspects of logistics.Students can choose the desired job because of the several options available in this field. The logistics activities are the operational component of supply chain management, including quantification, procurement, inventory management, transportation and fleet management, and data collection and reporting. Supply chain management consists of all the logistics activities along with the coordination and collaboration of staff levels and functions. The supply chain includes global manufacturers and supply and demand dynamics, but logistics tends to focus more on specific tasks within a particular program health system. The main idea of supply chain integration involves improving efficiency and reducing redundancy, thus improving product availability and, often, reducing costs.

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This is a short duration course meant for those planning for a career in logistics and warehouse management. Students also have the option to specialize in supply chain management or shipping management.

Logistics primarily includes the organization and implementation of goods movement in circulation The goal of a logistics system is much larger than simply making sure a product gets where it needs to go. Ultimately, the goal of every logistics system is to help ensure that every customer has commodity security. Strengthening and maintaining the logistics system is an investment that pays off .A logistics system can only work if well-trained, efficient staff monitor stock levels, place orders, and provide products to client. Logistics training provides the adequate knowledge to the aspiring students.

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Courses Offered

CERTIFICATE COURSES

Eligibility: Students who would like to start a career in logistics Duration: 3 months Internship: 1 month

Certificate Courses

DIPLOMA COURSES

Eligibility: 12 th std / HSC Duration: 6 months Internship: 2 months

Diploma Courses

PG DIPLOMA COURSES

Eligibility:12 th std / HSC/ Degree drop outs Duration: 12 months Internship: 3 month

PG Diploma Courses

AICTE PROGRAMS

Eligibility: Any Graduate Degree from a Recognized University Duration: 2 years Internship: 2 months

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Sage Institute of Logistics provides the best training for logistics and all our students have been well placed in the one of the best companies. We have been affiliated with the most well known educational body under the Government of India and the certifications are valid in almost all the countries thus helping the students get placed in the best companies.

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TEKLA Structural Designer is revolutionary software that gives engineers the power to analyze and design buildings efficiently and profitably. Fully automated and packed with many unique features for optimized concrete and steel design, TEKLA Structural Designer helps engineering businesses to win more work and maximize profits.

Duration: 15 Days

Covered Topic:

Introduction to TEKLA Design

Specific Features of TEKLA Design Software

Generating the model Geometry

Specifying Primary load cases

Specifying Wind load and Temperature load

Creating load combinations

Seismic Analysis and Design

Seismology

Specifying Material Constants, Element Properties, Support Conditions

Dynamic Analysis

Concrete Design

Steel Design

Report Generation and plotting

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Structural Steel Detailing Course in TEKLA

“TEKLA Steel Detailing Training” is suitable for people who need Fast training in TEKLA BIM environment and Structures with a brief explanation about industry. TEKLA Structures is effective and flexible software for structural steel detailers and fabricators.

Duration: One Month

Covered Topic:

TEKLA BIM (Building Information Modelling).

Modelling and drawing functionality.

Applying different type of connections.

Material Take Off reports.

Setting Project information.

Drawing properties.

Theory about the industry.

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Tekla Structures is adaptable programming and utilized worldwide for each Structural Engineering application including Process plant buildings, Power Plant and Utilities, Bulk Material Handling, Boilers, High Rise Buildings, Pre Engineered Buildings, Offshore Structures, Towers, Bridges and additionally Miscellaneous Structures like Stairs, Handrails and has parametric macros to fulfill client requirements and also worldwide standards.

BUILDING INFORMATION MODELING (BIM) is a process of creating and managing building data during its development is a three dimensional, real–time, dynamic building modeling computer program in which you can increase productivity throughout building design and construction. This process produces the BIM, which then interconnects the building geometry, spatial relationships, geographic information, qualities and properties with all the related building components.

BIM makes a reliable digital representation of the building available for design decision making, high quality production, construction planning, performance predictions and cost estimates. Having the ability to keep information up to date and accessible in an integrated digital environment gives architects, engineers, builders and owners a clear overall vision of all their projects as well as the ability to make informed decisions faster.

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ROLE OF LOGISTICS

Logistics is an important element of competitiveness. Its commercial deals with other countries are increasingly dependent on its logistical organization. Indeed, any policy of export promotion cannot give the expected results if the logistics costs remain very high. These costs do not affect only the competitiveness of the local exporters, but they are also on the base of the relocation decisions of the MNCs trying to move outside of their original countries. Thus, the logistics influences all the economy and seems to be a powerful determinant of the FDI in the host countries. A well-organized logistic function must be necessarily supported by the new information and communication technologies (ICTs) becoming indispensable for its functioning. They represent a crucial tool for command and control which helps companies to reduce the costs and increase the productivity and especially to have the best information at the right time for the good actor. This opinion demonstrates that the accelerated development of cooperative relations between a supplier and his customer, taking into consideration the information management in real-time, requires strong expertise in the field of the ICTs. But, he underlines at the same time the risk represented by the speed of the innovations and the size of the budgets provided for investment in the domain. Following these technological evolutions is an obligation, not a choice that obliges the receiving countries to provide constant investments in the area. ICTs can be considered as the first support of the functioning of the logistics. They provide an innovative solution for better management of the supply chain and bring many advantages in terms of safety, service quality and control. Also, they facilitate the exchange of information and data between different actors and accelerate the achievement of operational tasks. In this case, ICTs will develop the joint work of various logistics troupes. Indeed, they facilitate the partnership relations through better coordination of actors and stronger engagement of different parties in the relationship. ICTs also improve collaboration through the implementation of joint activities, regardless of hierarchical organizations and affiliations with such services or such divisions. Strong expertise in the field of ICTs is reflected in a stronger relationship between the supplier and its customer. Supervision and improvement of the quality of the chain connecting the producer to the consumer help companies to achieve “zero defects” for products and services. Indeed, starting from a simple relationship between a seller and a buyer, it becomes possible to share complete systems of exchanges at the level of all the logistics functions, from the engineering to the distribution through inventory management. The strong integration of ICTs in the trade of goods and services between the various links in the supply chain increases the role of the Electronic Data Interchange (EDI) which increases rapidly.

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Information Technology and Internet in Logistics

The impact of developments in IT on marketing management has been profound. This impact is particularly pronounced in the area of logistics with IT acting as an enabling factor in more effective logistics management. Several major trends are having an impact on the use of IT in logistics. Integration and flexibility are important. Advance transaction processing systems which enable management to monitor inventory at all locations throughout the organization are commonplace. The level of flexibility and sophistication in software is continually being enhanced, enabling organizations to manage the whole supply chain system to give them a competitive advantage. It is a fact that developments such as Electronic Data Interchange (EDI) where customers and suppliers interact through an on-line system to conduct transactions. EDI is not a new concept, but increasingly the emphasis on the way it is being used is moving from one-off tactical benefits to strategic benefits i.e. Its use for developing closer supply chain relationships. Suppliers and customers are now able to work more closely for mutual benefit by coordinating integration. A series of developments in IT has enabled a paperless supply chain. The IT hardware is small, fast and cheap enabling it to be implemented in parts of the logistics process that were previously never considered because of space and cost considerations, e.g. the use of hand-held bar code scanners. Various developments such as point of sale terminals, satellite tracking, electronic funds transfer and EDI systems have resulted in substantial gains in logistical efficiency. Another area of IT development that has affected logistics is developments in mobile communications. The growth of cellular technology-based mobile voice communications and developments in digital service providers offer the possibility of voice and data services, and more one-to-one contact has led to better client-supplier relationships. Developments in computing power and software systems. The trend in logistics planning has been to minimize the levels of stock held. One of the problems for Internet marketers is that although it is easy to place an order, many sometimes fail to deliver. Internet supply requires holding larger stocks than would be considered ‘normal’ in conventional channel systems. However, it has beneficial effects on managing logistics. Effective supply chain management requires good communication between channel members and from the extent to which the Internet facilitates this we see advantages that accrue through the application of Internet technology to logistics have enabled marketers to cope with the complexities of managing interactions and trade-offs.

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PRECAST ELEMENTS

Production of precast elements is done in casting yard. Moulds of adequate stiffness have been used and installed as per issued GFC drawings. The sequence of activities involved in the production of precast elements is as follows:

1. Mould cleaning and preparation

2. Shuttering/assembling the mould components

3. Fixing of rebars / cast-in-fittings

4. Pre-concrete check

5. Concreting

6. Curing

7. Demoulding

8. Final inspection

9. Stacking

Stacking of Precast Elements. Lifting and handling of precast elements have been done using gantry cranes and other approved lifting devices. Number and location of lifting points have been decided such that the ‘handling stresses’ were always within allowable limits. For members having unsymmetrical geometry or projecting sections required supplementary lifting point. Precast elements such as precast slabs, beams, spandrels and staircase landing elements were stacked horizontally and supported with strips of wood or batten across the full width of the bearing points. Precast walls, column-beam-wall panels shall be stacked in vertical position supporting their self-weight using racks. Precast elements were transported to the site on a flatbed or low bed trailers. The delivery of precast elements was planned according to the erection sequence to avoid or minimize unnecessary handling or storage at the site. The precast elements are being loaded using gantry crane of 10 to 15 ton of varying capacity and delivered to the site with proper supports, frames and cushioning to prevent transit damages. The elements were delivered in a manner in which they can be lifted directly and erected without much change in the orientation or Sequence. Average 136 numbers of elements were to be transported per day to the site with the help of around 10 numbers of trailers.

Before the erection of precast elements, the following preparatory works shall be carried out to achieve efficient and quality installation.

1. Site accessibility shall be checked for the delivery of precast elements.

2. Check whether the right element is dispatched or not.

3. Visual inspection shall be done to check the concrete finishes and damages if any.

4. Crane shall be checked for its working clearance for hoisting the precast element.

5. The elements shall be stored using “First In First Out” principle according to the erection sequence

During the erection of vertical members, the reference line and offset line was set out to determine the position of the element to be installed. Then shim plates or level pads were provided for setting the level of the elements. For external wall or column elements, a compressible form of the backer rod was fixed on the outer perimeter of the wall. The element was placed in the designated location and secured with diagonal props (push-pull jacks) and then check for the alignment. After installing the element, grouting work was carried out. Approved grouting material was prepared as per specifications and applied to seal the gaps along the bottom edge of the inner side of the element. This is a technique of post-tensioning; where elements are placed first and then by inserting the grout material, tension is imparted in the element to achieve the highest strength. Erection of horizontal element is similar to that of the vertical element; but the difference is, props were kept ready before bringing the horizontal element to the location, and levelling is done. Screed concrete of 60mm thickness was placed over the slab as specified in the drawings.

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SURFACE PROPERTIES OF STEEL

Stainless steels have versatile mechanical properties. The corrosion resistivity makes steel unique among the engineering materials. As such the corrosion rate of ferritic stainless steels decreases drastically within a narrow concentration interval making the transition from iron-type to non-corrosive behaviour quite abrupt. The type of the oxide layer formed on the surface depends on the oxygen pressure, temperature and the alloy compositions in the vicinity of the surface. Later on, the oxidation process assumes transport of metal and oxygen ions through the initially formed oxide scale. The ion transport is controlled by diffusion, which in turn is determined by the defect structure of the oxide layer. The high mobility of Fe in Fe oxides, especially in FeO, which is the dominant oxide component on pure iron above 570°C, explains the corrosive nature of Fe. The passivity in Fe-Cr, on the other hand, is attributed to a stable Cr-rich oxide scale. Above the critical concentration, a pure chromium layer is formed on the surface which effectively blocks the ion diffusion across the oxide scale. The lack of Cr at the surface of Ferric alloys is a direct consequence of the anomalous mixing of Fe and Cr at low Cr concentrations, which in its turn has a magnetic origin. This finding has important implication in modern materials science as it offers additional rich perspectives in the optimization of high-performance steel grades. Chromium oxide gives good corrosion protection at usual operating temperatures but since Cr forms volatile compounds at high temperature the corrosion protection at elevated temperatures requires the more stable Al oxide scales on the alloy surface. The Cr2O3 scale is protective up to 1000-1100 °C whereas Al2O3 scales up to 1400 °C. Unfortunately, for most of the Fe alloy applications the straightforward procedure to improve high-temperature corrosion resistance by increasing the Al content in bulk, is not an acceptable solution. This is because the high Al content makes Fe-Al alloys brittle which poses a natural upper bound for the Al content in these alloys regarding most of the applications. Fortunately, the additional alloying of Fe-Al with Cr boosts the formation of the Al oxide scale on the surface up to such a level that the Al content in bulk can be kept within the acceptable limits regarding the required mechanical properties of the alloy. This phenomenon, called the third element effect, is still considered a phenomenon without a generally accepted explanation.

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STEEL – CUTTING

Steel and weld metal may be thermally cut provided a smooth and regular surface, free from cracks and notches is obtained. All thermally cut surfaces shall be produced using a mechanically guided torch unless otherwise approved by the DCES. Thermal cut surfaces produced by a manually guided torch, when allowed, shall be smoothed by machining or grinding. In all thermal cutting, the cutting flame shall be adjusted and manipulated to avoid cutting beyond (inside) the prescribed lines. The roughness of thermal cut surfaces shall not exceed the American National Standards Institute surface roughness value of 1000 micro inches for material up to 4 inches thick and 2000 micro inches for material 4 inches to 8 inches thick, except, at the dead ends of members where there is no calculated stress, the roughness shall not exceed 2000 micro inches. Roughness exceeding these values and occasional notches or gouges no more than ¼ inch deep on otherwise satisfactory surfaces shall be removed by machining or grinding. Cut surfaces and edges shall be free of slag. Correction of discontinuities shall be faired to the oxygen cut surfaces with a slope not exceeding 1 in 10. Occasional notches or gouges that exceed ¼ inch shall be repaired by welding. The repair of notches or gouges over 7 /16 inch deep shall be referred to the DCES before repair. Welding repairs shall be made by suitably preparing the discontinuity, welding with an approved process after preheating .Minimum Preheat and Interpass Temperature and grinding is required to complete weld with smooth and flush with the adjacent surface to produce a workmanlike finish. All welded repairs to main material subject to tensile stress shall be tested by ultrasonic or radiographic inspection as determined by the DCES. Reentrant corners shall be filleted to a radius of not less than ¾ inch. On main material, carrying primary stress, a 2 inch [50 mm] minimum radius shall be provided wherever possible. The radius and its contiguous cuts shall meet without offset or cutting past the point of tangency. The surface to be welded must be adequately smooth, uniform, and free from fins, tears, cracks and other discontinuities which would adversely affect the quality or strength of the weld. Surfaces to be welded and surfaces adjacent to a weld must also be free of loose or thick scale, slag, rust, moisture, grease and other foreign material that will prevent proper welding or produce objectionable fumes. Mill scale capable of vigorous wire brushing, a thin rust inhibitive coating, or a compound may remain except that all mill scale shall be removed from the surfaces on which flange-to- web welds are to be made by any of the approved welding processes.

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BRACED FRAMES

Braced Frame is a common system employed to resist the significant lateral loads where when tall structures are exceptionally subjected to brace the frames, bracing can occur within a single bay inside the internal bays or along the external bays or it can span the entire face of a structure on perimeter. The advantages of braced frames from a structural engineering standpoint are enormous. Braced frames carry the lateral forces in an axial manner with tension and compression, rather than through the bending of elements which is quite inefficient from flexibility point of view. The separation of the lateral system from the gravity system being concentrate at some points gives further advantages during the design phase. This allows the lateral system to be separate , therefore permits for repetition in-floor systems and column sections. With minimal frame action and mostly axial deformation, minimal moments in the columns and girders result from the applied lateral loads compared to a moment frame. This in turn leads to cheaper girder-column connections. Among all Bracing Systems, two of them are normally widely used by the designers, namely, the cross Concentric Bracings System and the Eccentric Bracing System. These are explained further in detail as follows: Concentrically Braced Frames Steel Concentrically Braced Frames (CBFs) are assumed and recommended to be strong, stiff and ductile. The quality of the seismic response is determined by the performance of the brace. For achieving a good performance from a CBF, the brace must behave as a structural fuse thus should fail prior to any other component of the frame. The frame remains stable and resist gravity loads and withstand aftershocks without collapse. Braced Frames of structural members consists of a theoretical point of view, maybe connected to each other by means of simple flexural hinges. The resistance to horizontal forces, the most common type of braced frame is the concentric cross brace. The restricted space may have an effect on the mechanical and plumbing distribution as well as any architectural soffit details. The structural engineer needs to be able to provide this type of information to the architect to avoid potentially costly field revisions during construction. With this design approach, only half of the members are active when the lateral loads are applied. The adjacent member within the same panel is considered to contribute no compressive strength. Utilizing tension only members makes very efficient use of the structural steel shape and will result in using the smallest members such as wind or seismic, is achieved by means of braces, which essentially work in tension or compression.

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MULTIMODAL TRANSPORT SYSTEM

Every mode of transport has its strengths and weakness in absolute as well as relative terms. These strengths and limitations put challenges and opportunities before surviving and growing in a competitive environment. Furthermore, challenges before the transportation industry have further been intricate in the last two decades, mainly due to growing awareness about the alluring contribution of logistics and supply chain management for sustainable growth of the corporate enterprises. That is why after realizing their limited strengths and emerging challenges, various modes of transport have started cooperating to pool their recourses and facilities to have a win-win in the situation to all while meeting the service expectation of their customers. The beginning of the state of the art transport technology has given the impetus to the concept of multi-modal transportation, emphasizing the coordination of two or more modes to transport. The multimodal transport system has been defined as the carriage of goods by at least two different modes of transport based on a multi-modal transport contract from one country to another country. Multimodal describes a shipment that takes several different means of transportation – road, rail, ocean, air, – from its point of departure to its point of destination. In Multimodal transport system, one transport document, and one rate and through liability are used. Multimodal transport, an old concept is a term used to describe the linking of transport responsibilities, documentation and liability in the movement of goods (by land, sea, and air) using the existing infrastructure. This linking results in improved transport efficiency and provides the user with a single point of responsibility and greater cost transparency The ultimate aim of multi- modalism is to enable faster movement of goods from the seller to buy more efficient through faster transit at reduced costs. Multimodal transport brings benefits by enabling exports to be placed in the market places of the world at a reduced cost and so be more competitive. Likewise, costs associated with imports will be reduced thus leading to reduced foreign exchange outflow and cheaper imported goods, Multi-modalism is all about:

 Coordination of the different modes of transport

 Coordination of documentation

 Coordination of the commercial and physical aspects of the commercial transaction between the buyer and the seller.

Thus multi-modal/ intermodal transportation is the use of more than one mode of transport for the movement of shipment from the origin to its destination. Intermodal systems are joint, point to point through transportation services involving two or more modes regularly. In this system, intermodal operators use multiple modes of transport to take advantage of the inherent economies of each and thus provide integrated service at the lowest total cost.

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Supply chain efficiency measurement

Supply chains are complex systems composed of many interrelated and conditioned processes. Supply chains and similarly complex systems and processes are viewed as “black boxes” for a long time. Their structure and operating are not considered properly. For a successful efficiency evaluation of supply chains, it is necessary to measure the performances of all participants in the chain, including suppliers, manufacturers, traders and end-users. The efficiency of independent participants in the supply chain is measured using the DEA method. However, the number of papers that analyze the efficiency of supply chains is very small. Measuring the efficiency of supply chains has been recognized as a problem of measuring the efficiency of multi-stage processes. The DEA models are categorized into four categories: standard DEA approach; efficiency decomposition approach; network DEA approach; game-theoretic approach. The Supply chain member uses its own strategy for achieving efficiency. Sometimes, due to possible conflicts be-tween supply chain members, one member’s inefficiency may be caused by another’s efficient operations. The supplier can increase the price of raw materials to enhance its revenue and to achieve an efficient performance. This increased revenue means increased cost to the manufacturer. The manufacturer may become inefficient if it does not adjust its current operating policy. Measuring supply chain performance becomes a difficult and challenging task because of the need to deal with the multiple performance measures related to the supply chain members and the need to integrate and coordinate the performance of those members. Two hurdles are present in measuring the performance of supply chains. One is the existence of multiple measures that characterize the performance of each member in a supply chain. There may be the existence of conflicts between supply chain members with respect to specific measures. The problem of input and output classification creates a problem in supply chain efficiency measuring. Some measures linked to related supply chain members cannot be simply classified as “outputs” or “inputs” of the supply chain. For example, the supplier’s revenue is not only an output of the supplier (the supplier wishes to maximize it) but also an input to the manufacturer (the manufacturer wishes to minimize it). Simply minimizing the total supply chain cost or maximizing the total supply chain revenue (profit) does not model and solve the conflicts. Therefore, the meaning of supply chain efficiency needs to be carefully defined and studied. The models must measure the efficiency of a supply chain as well as supply chain members. The DEA approach uses two separate DEA runs for two supply chain members and calculates independent efficiency for each member and does not treat common measure in a coordinated manner.