J S P L - Patratu

STUDY OF VEHICLE-IN TO OUT CYCLE TIME

TITLE Study of vehicle-in to out cycle time for dispatch of steel product (Presently wire rod & Rebar product) at JSPL, Patratu.

PROBLEM It is observed that vehicle-in to out cycle time is very high. This is due to various non value activity (NVA) including in this cycle time.

OBJECTIVE The objective of this study is to suggest the right way for reducing the cycle time. So that we can handle more and more material and dispatch with greater efficiency. If we are able to do same then we can save resources and timely deliver the product to customer. SCOPE For dispatch of steel product, IE study is undertaken to understand the existing process from Dispatch order (DO), truck or trailer placement at loading point, their loading, invoice making and finally dispatch to different party by truck or trailer.

Industrial Engineering HRD, JSPL - Patratu

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME

History of dispatch: a) Wire-rod dispatch:MONTH JAN'12 Feb'12 MAR'12 APR'12 MAY'12 WRM RAKE 22492 6429 25448 22242 23480

ROAD 4543 2408 9844 4519 3893

TOTAL 27035 8837 35291 26761 27373

Dispatch of Wire rod

40 Thousands 35 30 25 In tonnage 20 15 10 5 0 JAN'12 Feb'12 MAR'12 Month APR'12 MAY'12 ROAD RAKE Total

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME

b) TMT Bar dispatch:

MONTH JAN'12 Feb'12 MAR'12 APR'12 MAY'12 BAR MILL RAKE 3831 966 2741 7066 6490

ROAD 5371 14334 20036 19334 15642

TOTAL 9202 15300 22777 26400 22132

TMT Bar dispatch

30 Thousands 25 20 15 10 5 0 JAN'12 Feb'12 MAR'12 Month APR'12 MAY'12 ROAD RAKE TOTAL

Tonnage

Industrial Engineering HRD, JSPL - Patratu

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME

Process flow diagram

DO MAKING

VEHICLE GATE IN

VEHICLE TARE WEIGHT

LOADING AT YARD

VEHICLE GATE-OUT

INVOICING, CHALLAN MAKING AND WAYBILL

PGI MAKING

VEHICLE GROSS WEIGHT

There are various activity involved in vehicle-in to out cycle time which is shown in above diagram. Basically, process start from DO making activity after that Gate-in, Vehicle tare weight, Loading of vehicle at yard, Vehicle gross weight, PGI making, Invoicing, and finally process end at Vehicle gate-out. The process is dealing here one by one. 1. DO Making: This is the first activity of gate-in to gate-out process. In this activity driver go to marketing office and finally marketing executive generate a hard copy. In this hard copy all details related to dispatch are mentioned. Maximum time takes in this activity is 4 min 52 seconds with minimum 1 min 10 second and average time 2 min 42 seconds.

Industrial Engineering HRD, JSPL - Patratu

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME

DO NO. 71204147 71204146 71204148 71204149 71204150 71204151 71204152 71204154 71204155 71204156 71204157 71204158 71204159 71204160 71204161 Max Time Min Time Average Time

SUBMISSION TIME 9:50:00 9:00:45 9:50:00 9:50:00 9:50:00 9:50:00 9:50:00 11:28:00 11:12:01 11:12:01 11:12:01 11:45:54 11:45:54 12:10:23 12:10:23

SERVICE START TIME 9:50:09 9:35:13 10:19:49 10:17:58 10:59:45 11:05:59 11:08:23 11:33:32 11:53:22 11:51:49 11:58:32 12:14:00 12:12:03 12:23:11 12:36:45

SERVICE END TIME 9:51:19 9:36:43 10:21:56 10:21:56 11:02:32 11:07:59 11:10:34 11:36:50 11:56:41 11:56:41 12:02:18 12:16:12 12:16:12 12:24:56 12:38:12

Total Service Time 0:01:10 0:01:30 0:02:07 0:03:58 0:02:47 0:02:00 0:02:11 0:03:18 0:03:19 0:04:52 0:03:46 0:02:12 0:04:09 0:01:45 0:01:27 0:04:52 0:01:10 0:02:42

TOTAL TIME 0:01:19 0:35:58 0:31:56 0:31:56 1:12:32 1:17:59 1:20:34 0:08:50 0:44:40 0:44:40 0:50:17 0:30:18 0:30:18 0:14:33 0:27:49 1:20:34 0:01:19 0:38:55

(Above data captured in 06.06.2012)

2. Vehicle gate-in: This is the second activity in this activity driver takes vehicle inside the plant (presently from Gate-A) and go for tare weight. 3. Vehicle Tare weight: This is the third activity in this activity drivers come their vehicle for tare weight. Our weighbridge is situated at Gate-B.

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME

4. Loading at yard: After tare weight, vehicle comes for loading at yard. If product is wire rod then vehicle go to WRM dispatch area and if product is TMT Bar then vehicle move to bar mill dispatch area. In WRM dispatch area loading is done with the help of Hydra and crane.

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME

Field observations are conducted to establish the cycle time of coil shifting from Storage area to trailer using crane and is shown below:
Sl. No. 1 Vehicle No. Starting Date & Time 5/28/10 9:30 End Date & Time 8/30/10 10:16 Lot No. 1 2 3 4 5 6 7 8 9 2 JH05Z3162 5/28/2010 11:51 8/30/2010 12:26 1 2 3 4 5 6 7 8 9 3 NL01G8315 5/28/2010 12:29 8/30/2010 13:02 1 2 3 4 5 6 7 8 No. of coil 2 2 2 2 2 2 1 2 2 2 2 2 2 2 2 2 2 1 2 2 2 2 2 2 2 2 Cycle Time 00:05:58 00:04:25 00:04:30 00:04:18 00:05:14 00:03:46 00:06:05 00:05:13 00:04:22 00:06:09 00:04:41 00:03:40 00:04:26 00:03:52 00:05:10 00:03:50 00:03:45 00:02:16 00:04:28 00:04:16 00:03:39 00:02:38 00:03:55 00:04:13 00:05:15 00:05:19 with the help of magnet 00:33:00 Crane-2 with the help of magnet 00:35:00 with the help of magnet Crane-2 Trailer Loading Time 00:46:00 Delay Remarks

NL01A5720

Crane-1

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Sl. No. 4 Vehicle No. Starting Date & Time 5/28/2010 3:47

STUDY OF VEHICLE-IN TO OUT CYCLE TIME

End Date & Time 8/30/2010 5:00 Lot No. 1 2 3 4 5 6 7 8 9 10 11 No. of coil 2 2 2 2 1 2 2 2 1 2 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 1 2 2 Cycle Time 00:06:50 00:05:24 00:04:36 00:05:21 00:05:48 00:06:59 00:04:52 00:04:37 00:05:01 00:03:53 00:03:39 00:05:50 00:04:55 00:05:24 00:05:16 00:05:08 00:05:02 00:04:11 00:07:35 00:06:18 00:06:00 00:04:20 00:04:30 00:02:11 00:04:06 00:03:36 00:03:51 00:05:32 00:05:23 00:03:50 with the help of magnet 00:36:00 Loaded by crane no -2 with the help of magnet 00:06:00 coil get disturbed 01:07:00 Loaded by crane no 1 with the help of magnet 00:13:10 wrong card description Trailor Loading Time 01:13:00 Delay Remarks

JH05AJ6838

Loaded by crane no 1

JH05Z3162

5/29/2010 9:53

8/31/2010 11:00

1 2 3 4 5 6 7 8 9 10 11

NL - 02G 3157

5/29/2010 10:17

8/31/2010 10:53

1 2 3 4 5 6 7 8

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Sl. No. 7 Vehicle No. Starting Date & Time 5/29/2010 10:58

STUDY OF VEHICLE-IN TO OUT CYCLE TIME

End Date & Time 8/31/2010 11:26 Lot No. 1 2 3 4 5 6 7 8 9 No. of coil 2 2 2 2 2 2 1 2 1 2 2 2 2 2 2 1 1 1 1 1 1 2 2 2 2 2 2 2 1 1 Cycle Time 00:05:44 00:03:17 00:03:04 00:02:24 00:03:02 00:03:29 00:04:18 00:03:21 00:02:27 00:05:33 00:06:30 00:04:06 00:03:01 00:03:51 00:04:54 00:05:39 00:04:58 00:03:24 00:02:53 00:03:20 00:04:12 0:03:03 0:03:29 0:02:03 0:01:29 0:03:57 0:02:01 0:02:02 0:02:08 0:01:28 improper setup of coil on truck 4:49:00 04:29:17 same grade delay with the help of magnet 00:52:00 Loaded by crane no -1 with the help of magnet Trailer Loading Time 00:28:00 Delay Remarks

CG10M1171

Loaded by crane no -2

RJ19GA8894

5/29/2010 12:01

8/31/2010 12:53

1 2 3 4 5 6 7 8 9 10 11 12

NL-01A5720

29-05-2012 10:27:07

29-05-2012 15:16:36

1 2 3 4 5 6 7 8 9

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Sl. No. 10 Vehicle No. Starting Date & Time 30-05-2012 09:57:04

STUDY OF VEHICLE-IN TO OUT CYCLE TIME

End Date & Time 30-05-2012 11:10:32 Lot No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 No. of coil 2 2 2 1 2 2 2 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 1 1 1 1 1 Cycle Time 0:01:40 0:02:06 0:01:09 0:01:30 0:01:10 0:03:45 0:06:16 0:02:11 0:02:03 0:02:05 0:04:05 0:02:08 0:01:45 0:02:33 0:02:32 0:36:37 0:01:27 0:01:16 0:01:55 0:02:57 0:01:59 0:01:08 0:02:12 0:01:11 0:02:12 0:01:33 0:01:02 0:00:57 0:01:24 00:04:45 wrong grade of coil put on truck 1:03:00 same grade delay shortage of coil at loading point 00:05:28 wrong grade of coil put on truck absence of operator shortage of coil at loading point Trailer Loading Time 1:13:00 Delay Remarks

NL-01D6951

00:30:22

same grade delay

11

NL-01D-6535

30-05-2012 10:30:48

30-05-2012 11:33:25

1 2 3 4 5 6 7 8 9 10 11 12 13 14

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Sl. No. 12 Vehicle No. Starting Date & Time 01-06-2012 10:02:21

STUDY OF VEHICLE-IN TO OUT CYCLE TIME

End Date & Time 01-06-2012 10:22:12 Lot No. 1 2 3 4 5 6 7 8 No. of coil 2 1 2 2 2 2 1 1 2 1 2 2 1 2 2 2 2 1 1 2 1 1.72388 Cycle Time 0:01:49 0:00:53 0:02:28 0:01:35 0:01:30 0:01:26 0:02:50 0:01:19 0:01:55 0:04:10 0:01:59 0:01:31 0:02:01 0:02:01 0:02:18 0:02:28 0:01:27 0:02:10 0:01:13 00:36:37 00:00:53 00:03:45 04:49:00 00:20:00 01:06:37 0:51:00 00:27:46 Trailer Loading Time 0:20:00 Delay Remarks

JH09H7252

00:06:01

13

JH05AH483

01-06-2012 10:02:21

01-06-2012 10:53:20

1 2 3 4 5 6 7 8 9 10 11

Max Min Average

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME Trailor Loading Time of Wire - rod product

06:00:00 04:48:00 Loading Time 03:36:00 02:24:00 01:12:00 00:00:00

Trailor No.

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME

Loading Time of Wire rod by hydra

SL NO. 1 DATE VEHICLE NO. JH-01AB9549 CYCLE NO 1 2 3 4 5 6 7 1 2 3 4 5 6 7 8 1 2 3 4 5 6 1 2 3 4 5 6 7 8 NO. OF COIL 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Cycle Time 0:03:32 0:01:46 0:02:58 0:02:55 0:03:19 0:02:35 0:06:48 0:02:09 0:02:18 0:03:45 0:02:03 0:02:34 0:03:45 0:03:02 0:02:39 0:02:00 0:06:31 0:02:17 0:02:15 0:05:03 0:02:06 0:02:41 0:01:58 0:03:35 0:05:03 0:02:21 0:09:01 0:22:17 0:02:06 Total Loading Time 0:39:40 Delay Time 0:15:23 Remarks

29-052012

hydra not available

29-052012

TN-522887

0:37:39

0:15:24

delay in setting up coil hydra not available

31-052012

JH17D2389

1:21:51

1:01:39

same grade delay

31-052012

UP-67T2389

1:08:51

0:19:49

same grade delay

shortage of coil at loading point improper setup of coil on truck shortage of coil at loading point

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STUDY OF VEHICLE-IN TO OUT CYCLE TIME Loading Time of Wire rod by hydra

SL NO. 5

DATE

VEHICLE NO. JH0205870

CYCLE NO 1 2 3 4 5 6 7 8

NO. OF COIL 1 1 1 1 1 1 1 1

Cycle Time 0:03:06 0:02:19 0:02:33 0:02:27 0:01:25 0:06:10 0:02:27 0:04:43 0:22:17 0:01:25 0:03:48

31-052012

Total Loading Time 1:36:13

Delay Time 1:11:03

Remarks

same grade delay

shortage of coil at loading point

Max Min Average

1:36:13 0:37:39 1:04:51

1:11:03 0:15:23 0:36:40

Wire rod loading Time by Hydra

1:55:12 1:40:48 1:26:24 1:12:00 Time 0:57:36 0:43:12 0:28:48 0:14:24 0:00:00 JH-01AB-9549 TN-522887 JH17D2389 Vehicle no. UP-67T2389 JH0205870

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5. Vehicle gross weight:

After completion of loading at yard vehicle move for gross weight at weigh bridge. We know that net weight of loading material = Gross weight of vehicle Tare weight of vehicle. Gross weighment is also done at B-gate weighbridge.

6. PGI Making: PGI stands for post good issue. 7. Invoice, Challan making and weigh bill: After completion of PGI, drivers go for invoice. After issuing invoice drivers submit challan and weigh bill to the marketing executive. The details of their time are as following: Invoice, Challan and weigh bill Time
Invoice time 0:10:22 0:10:51 0:13:38 0:01:54 0:12:29 0:13:11 0:13:11 0:10:05 0:10:05 0:02:03 0:06:13 0:06:13 0:06:13 0:13:38 0:01:54 0:08:58 Invoice to challan submission time 4:22:26 4:21:53 4:19:13 0:17:49 0:08:32 0:07:31 0:07:31 0:35:53 0:25:53 4:02:48 3:55:17 3:55:17 3:55:17 4:22:26 0:07:31 2:21:11
Challan submission to gate-out time

DO NUMBER 71204100 71204105 71204089 71204136 71204138 71204141 71204142 71204123 71204087 71204029 71204029 71204031 71204028 Max Min Average

DATE 06-06-2012 06-06-2012 06-06-2012 06-06-2012 06-06-2012 06-06-2012 06-06-2012 06-06-2012 06-06-2012 03-06-2012 03-06-2012 03-06-2012 03-06-2012

Total time 4:59:34 4:58:49 4:58:35 0:34:31 0:37:27 0:36:32 0:36:55 1:11:58 1:11:58 4:43:31 4:44:44 4:46:42 4:47:09 4:59:34 0:34:31 2:59:07

0:05:34 0:05:05 0:04:59 0:03:57 0:03:27 0:02:52 0:02:52 0:04:27 0:04:27 0:02:41 0:03:54 0:05:52 0:06:19 0:06:19 0:02:41 0:04:20

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Invocing Time
0:14:24 0:12:58 0:11:31 0:10:05 0:08:38 0:07:12 0:05:46 0:04:19 0:02:53 0:01:26 0:00:00

Time

Vehicle No. Invoice time Challan sumission to gate-out time

8. Vehicle gate-out After completion of invoice, submission of challan and weigh bill, security checks the vehicle and finally vehicle go to their destination.

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SAP DATA COLLECTION OF VEHICLE-IN TO VEHICLE-OUT CYCLE TIME & ITS ANALYSIS

The sap data of both product rebar and wire rod of the time period of 3 months( Ist march 2012 to 25th may 2012) has been analysed to produce frequency distributions of total gate-in to gate-out time taken as well as time taken in various steps involved in this complete process.

1.SAP DATA FOR VEHICLE-IN VEHICLE OUT TIME OF REBAR MATERIAL VIA TRUCK 1.1GATE-IN TO GATE-OUT

40 no. of trucks 30 20 10 0

gate in to gate out

no. of trucks cumulative

120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00% cumulative frequency

time taken

the gate-in gate-out time of most of the trucks lies b/w 20 hours to 30 hours .the average of the total time is 21 hours which also lies in the same range. from the above data ,we get that nearly 60% of trucks take more than average time.From this we can analyze that our average time (mean =X) is telling truth about the delay in cycle time.

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1.2 GATE-IN TO TARE WEIGHT

120 100 80 60 40 20 0 no.of trucks cumulative freqncy 120.00% 100.00% 80.00% 60.00%

gatein to tare wt

40.00% 20.00% 0.00%

From the data we get that most of the trucks have their gate-in to tare wt time in b/w 0 to 1 hour.The average for the data is 43 minutes which suggests the same. Less than 20% of the trucks take their time more than average time. Nearly 16 % of the trucks take their time more than 1 hour which is very satisfactory result which shows that gate-in to tare weight time of most of the trucks are usually ok. 1.3 TARE WEIGHT TO GROSS WEIGHT the above diagram we deduce that 40% of the data are more than average time taken .Nearly 80% of the vehicles take their time more than two times the minimum time which is very unsatisfactory.

tarewt to gross wt
18 16 14 12 10 8 6 4 2 0 no. of trucks cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

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From the above diagram we deduce that 40% of the data are more than average time taken .Nearly 80% of the vehicles take their time more than two times the minimum time which is very unsatisfactory result. 1.3 GROSS WEIGHT TO INVOICE TIME

no.of truck 70 60 50 40 30 20 10 0

cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

gross wt to invoice

From the above table and diagram we can analyze that frequency of vehicle taking less than 2 hours is 50% which shows that only 50% vehicles take more than 6 times of the minimum time taken.This is a very unsatisfactory result.Even the average of the times taken is 2 hours 43 minutes which is much more than the standard time taken. It intensifies the need of modifications to reduce the time taken here.

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1.4 INVOICE TIME TO GATE OUT

invoice to gate out

40 35 30 25 20 15 10 5 0 20.00% 0.00% 80.00% 60.00% 40.00% no. of trucks cumulative 120.00% 100.00%

From the above table and diagram we can analyze that frequency of vehicle taking less than 2 hours (2 hours is 8 times minimum time) is only 25% and 75% within 8 hours .This result indicates that existing situation at marketing department is very worse. There should be proper planning for fast clearance of vehicle waiting for invoice clearance.

2.SAP DATA AND FREQUENCY DISTRIBUTION OF WIRE ROD MATERIAL BY TRUCK.

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2.1 GATE-IN TO GATE-OUT CYCLE TIME

gatein to gate out

no. of truck 160 140 120 100 80 60 40 20 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

From the above chart, we deduce that just 10% of the vehicles take less than 5 hours while just 30% of the vehicle take less than 10 hours of vehicle-in to vehicleout cycle time.This shows that most of the vehicle take more than the standard time of 6 to 8 hours which forces upon the need of modification in the process system and coordination to optimize cycle time.

2.2 GATE IN TO TARE WEIGHT TIME

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gate in to tare wt
no. of truck 500 400 300 200 100 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

The above frequency distribution table indicates that 0% vehicle completed the stage in 30 minute, 85% vehicle completed the stage within 1, and negligible no. of vehicles which took more than 2 hours are in actual figures had taken more than 3 hours, which mean they can be taken as abnormal data. 2.3 TARE WEIGHT TO GROSS WEIGHT TIME

tare wt to gross wt
no. of truck 180 160 140 120 100 80 60 40 20 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

Most of the trucks take their time between 2 to 4 hours which is ok by the standard time. Some of the abnormal data take more than the standard time due to the delay caused during loading.

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2.4 GROSS WEIGHT TO INVOICE TIME

gross weight to invoice

Series1 250 200 150 100 50 0 Series2 1.2 1 0.8 0.6 0.4 0.2 0

From the chart above,most of the vehicles take their time from gross weight to invoice from o hour to 4 hours.Since the average of the time taken about 3 hours and 21 min and 50% of the vehicle take more than the average time which justifies the result.

2.5 INVOICE TIME TO GATE-OUT TIME

invoice to gate out

no. of trucks 160 140 120 100 80 60 40 20 0 cumulative 1.2 1 0.8 0.6 0.4 0.2 0

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Here in the chart,time taken by truck from invoice to gate-out is diversified but still most of the trucks are located between 4 hours to 6 hours. Here 60% of the vehicle take at most 6 hours of the time. While 85% of the vehicle takes more than the standard time of 2 hours which is a very worse situation.

3.SAP DATA COLLECTION AND FREQUENCY DISTRIBUTION OF VEHICLE IN TO VEHICLE OUT OF TMT REBAR BY TRUCK 3.1 GATE IN TO GATE OUT CYCLE TIME

gatein to gate out

no. of trailer 400 350 300 250 200 150 100 50 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

Analysing the chart, we get the following results. 1.The average of total cycle time is 22 hours which is very higher than the minimum time taken(3 hours). 2.35% of the vehicle take more than even the average time which shows that there is a very urgent need of modification to minimize the cycle time to the extent possible.

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3.2 GATE-IN TO TARE WEIGHT TIME

gate in to tare wt
no of trailer 2000 1500 1000 500 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

From the chart above,we get that most of the vehicle take their time to the most 2 hours. Just 5% of the vehicle take their time more than 2 hours which is a very satisfactory result.

3.3 TARE WEIGHT TO GROSS WEIGHT TIME

tare wt to gross wt
no. of trailer 300 250 200 150 100 50 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

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Tare weight to gross weight time of the trailers is diffused from 2 hours to 24 hours which shows that this time is the main cause of delay in the total cycle time.

3.4 GROSS WEIGHT TO INVOICE TIME

gross wt to invoice
no. of trailer 1000 800 600 400 200 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

Similar to the case of rebar products by tuck,this graph emphasizes upon concentration of the time taken to nil to 2 hours.Though just 20% of the vehicle take more than 4 hours for gross weight to invoice.

3.5 INVOICE TO GATE-OUT TIME

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invoice to gate out

no. of trailer 600 500 400 300 200 100 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

From the graph,70% of the trailers take more than 2 hours for invoicing to gate-out which shows that this area is also in urgent need of attention.

4.SAP DATA COLLECTION AND FREQUENCY DISTRIBUTION OF CYCLE TIME OF WIRE ROD BY TRAILER

4.1GATE-IN TO GATE-OUT CYCLE TIME

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gatein to gate out

no. of trailer 1200 1000 800 600 400 200 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

Study of this graph shows that the frequency of gate-in to gate-out time is most in the interval 5 to 10 hours.Just 20% of the vehicle take more than 10 hours cycle time which is relatively a satisfactory result compared to other products.

4.2GATE-IN TO TARE WEIGHT CYCLE TIME

gatein to tare wt
no. of trailer 2000 1500 1000 500 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

This process of gate-in to tare weight normally has most of its values lying between 12 minutes to 1 hours. There are just some abnormal data in the table which is among the 10 % of the vahicles taking their time more than 1 hour.
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4.3 TARE WEIGHT TO GROSS WEIGHT CYCLE TIME

tare wt to gross wt
no. of trailer 1000 800 600 400 200 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

Tare weight to gross weight time is the most deciding factor in the total delay in the cycle time and we have deduced it through previous three observations. Similarly,in this distribution also,we get the same result as the time taken is mostly diffused from 1 hour to 8 hours.

4.4GROSS WEIGHT TO INVOICE CYCLE TIME

gross wt to invoice
no. of trailer 1400 1200 1000 800 600 400 200 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

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The study of the graph suggests that excluding some abnormal data, most the vehicle have their gross weigt to invoice time in between 2 hours to 4 hours which is,though not very satisfactory, is manageable.

4.5INVOICE TO GATE-OUT CYCLE TIME

invoice to gate out

no. of trailer 1600 1400 1200 1000 800 600 400 200 0 cumulative 120.00% 100.00% 80.00% 60.00% 40.00% 20.00% 0.00%

Execpt some abnormal data(between 10 hours to 14 hours),most of the vehicles usually take upto 4 hours of invoice to gate-out time.Though this is much more than the satandard time of 1 hour,proper planning at the marketing department is needed to get this process done in lesser time.

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Fish-Bone Diagram or Cause effect diagram:

High gross weight time

High Loading Time Shortage of coil at loading point.

Wrong grade of coil put on the trailer Improper set up of coil on trailer
Trailer is available but loading gang is not Present.

Improper set up of coil on traKata weight & tag weight varies (In Case of TMT bar)iler SAP server down

Wrong card is attached to the coil Congetion of vehicle at loading point Hydra not available

Non segmentizatio

Driver is not reaching for PGI, Invoice in time No proper cordination among department To be dispatched material is not tagged in SAP,thus causing delay in DO making. workers & Drivers do not know about impact of delay

No proper communication between transporter and marketing department

Transporter doe time

Miscelleneous reason

High PGI, Invoice time,Challan submission & weighbill time

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Suggestion & Improvement Ideas:

Problems at loading point Sl. No. Problem I) Shortage of coil at loading point. Wrong grade of coil put on the trailer Improper set up of coil on trailer Trailer is available but loading gang is not Present. Wrong card is attached to the coil Congetion of vehicle at loading point

Suggestion Vehicle send to the loading point, make sure that material is present at the loading point. Make sure that this is the right coil then load on the vehicle. Set the coil on the trailer in the right way so that there is no repition of work. Loading gang should present at the right place. Due to wrong card kata wt. and tag wt. differ. So operator should attach the card carefully. There should be some time interval between two vehicle. It is observed that sometimes no any vehicle is present at loading point and sometimes it became congetion. This is also resulted from congetion of vehicle at loading point. It is necessary that management should stack the coil at loading point by grade wise. This is due to machine problem. Immediate correct the machine.

Responsible agency Logistics

II) III)

Logistics Logistics

IV) V)

Logistics Mill

VI)

Logistics

VII) VIII)

Hydra not available Non segmentization of dispatch goods Kata weight & tag weight varies (In Case of TMT bar)

Logistics Logistics

IX)

Mill

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Sl. Problem No. Vehicle Tare weight X) Server slow XI) Infrastructure is not good

Suggestion

Responsible agency SAP Civil

SAP department should observe and short out the problem. Basically condtion of rod and related area is not proper so management should make it proper This is due to machine problem. Immediate correct the machine. It is observed that driver not reach for PGI & Invoice in time. Management should fill a log book so that make system proper. It is observed that there is no proper planing among department. Loading gang do not know about what should be the next material for loading. Management should make board and display on it that 1 hr. Delay cost is Rs.....

Vehicle gross weight XII) Kata weight & tag weight varies (In Case of TMT bar) Misseleneous Problem XIII) Driver is not reaching for PGI, Invoice in time

Mill

Logistics & Marketing

XIV)

No proper cordination among department

Logistics & Marketing

XV)

workers & Drivers do not know about impact of delay

Logistics

XVI)

Lack of communication between Communication mediums must be transporter and marketing improved department

marketing department

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