Project report on truck turnaround time

Nothing is impossible

1

Table of Contents

ACKNOWLEDGEMENT ........................................................................................................................ 3

CERTIFICATE OF ORIGINALITY ............................................................................................................. 4

COMPANY PROFILE ............................................................................................................................ 5

Shree Renuka Sugars Ltd. .......................................................................................................................... 5

At a Glance ............................................................................................................................................ 5

Milestones crossed by SRSL ...................................................................................................................... 8

VISION of the Company ............................................................................................................................. 8

VALUES of the Company ........................................................................................................................... 9

BELIEF of the Company ............................................................................................................................. 9

Global Scenario ....................................................................................................................................... 10

Supply and demand ............................................................................................................................. 10

Haldia Refinery ........................................................................................................................................ 12

INTRODUCTION ............................................................................................................................... 14

Objective ................................................................................................................................................. 15

Methodology ........................................................................................................................................... 15

Dispatch system at SRSL, Haldia .............................................................................................................. 16

[A] Contract with parties/ Brokers: - ............................................................................................ 16

[B] Payment confirmation: - ......................................................................................................... 16

[C] Reporting of trucks at factory gate: - ...................................................................................... 16

[D] Delivery order (DO) issue: - ..................................................................................................... 17

[E] Loading operation: - ................................................................................................................ 17

[F] Paper works and truck release: - ............................................................................................. 17

DATA SOURCE IDENTIFICATION ........................................................................................................ 20

PROBLEM IDENTIFICATION ............................................................................................................... 23

OBJECTIVE ....................................................................................................................................... 27

WAITING AT TERMINAL (TP) ............................................................................................................. 28

Time taken to park the vehicle................................................................................................................ 28

Existing System .................................................................................................................................... 28

Issues ................................................................................................................................................... 29

Implication ........................................................................................................................................... 30

Proposed System ................................................................................................................................. 30


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Delay in getting DO ................................................................................................................................. 31

Existing System .................................................................................................................................... 31

Issues ................................................................................................................................................... 32

Implication ........................................................................................................................................... 32

Proposed System ................................................................................................................................. 33

Advantages.......................................................................................................................................... 33

WAITING AT QUEUE (TQ) .................................................................................................................. 34

Serial order of the Truck to enter ........................................................................................................... 34

Existing System .................................................................................................................................... 34

Issues ................................................................................................................................................... 34

Implication ........................................................................................................................................... 35

Proposed System ................................................................................................................................. 35

Congestion at the Weigh-bridge for tare-weight/net weight ................................................................. 35

Existing System .................................................................................................................................... 35

Issues ................................................................................................................................................... 36

Implication ........................................................................................................................................... 37

Proposed System ................................................................................................................................. 37

WAITING AT LOADING POINT (TL) ..................................................................................................... 39

Coordination Game ................................................................................................................................. 40

Role of Gate Security ........................................................................................................................... 40

Role of Process .................................................................................................................................... 41

Role of Sales Team .............................................................................................................................. 42

EXIT TIME (TEX) ................................................................................................................................. 44

OTHER HYGIENIC FACTORS ............................................................................................................... 46

CONCLUSION ................................................................................................................................... 47

ANNEXURE ...................................................................................................................................... 49

Annexure-I: Questionnaire for Sales Office personnel ........................................................................... 49

Annexure-II: Questionnaire for Warehouse personnel .......................................................................... 50

Annexure-III: Questionnaire for Transporters ........................................................................................ 51

Annexure-IV: Data Table-1 ...................................................................................................................... 52

Annexure-V: Data Table-2 ....................................................................................................................... 53

Annexure-VI: SOP for Inward Gate Pass ................................................................................................. 54

Annexure-VII: Order Confirmation .......................................................................................................... 55


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ACKNOWLEDGEMENT

It is superfluous to express my gratitude to Mr. Kunal Dutta, my Project Supervisor, for his

invaluable guidance & industry oriented teaching methods, without which my task on the job

would not have been materialized.

I extend my heartiest thanks to Mr. Yogesh Bhattar and all my colleagues and other senior

persons who have helped me to carry out this project work.

Puspendu Pattanayek

Place: -

Date: -


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CERTIFICATE OF ORIGINALITY

This is to certify that the project titled “Optimisation of truck turnaround time in dispatch

system” is an original work of the student and is being submitted in partial fulfillment for the

award of the Master‟s Degree in Business Administration of Indira Gandhi National Open

University. This report has not been submitted earlier either to this or to any other

University/Institution for the fulfillment of the requirement of a course of study.

SIGNATURE OF SUPERVISOR SIGNATURE OF STUDENT

Place: Place:

Date: Date:


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COMPANY PROFILE

Shree Renuka Sugars Ltd.

At a Glance

Sr. No. Title Description

01 Company name Shree Renuka Sugars Ltd.

02 Plant location Haldia, Purba Medinipur, West Bengal

03 Business Manufacturing and selling of White crystal sugar

04 Main Raw material Raw sugar

05 Product information

The factory produces the export quality white crystal

sugar having below 45 icumsa. The sugar is used in

our daily consumption.

06 International perspective

Acquisition of a sugar refinery- VDI at Brazil at the

end of 2009.

Shree Renuka Sugars Ltd. (SRSL) was not born out of necessity, but the result of a compelling

vision to emerge as the most efficient sugar processor and the largest marketer of sugar and

ethanol in India.


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The company was founded by Narendra Murkumbi and Vidya Murkumbi in 1998, not just

dreamers but doers in their own right.

The combination of dreamers and doers produced enriching result: over last decade, the company

has emerged among the most exciting proxies of a conventional Indian industry; the company is

one of the largest and fastest growing sugar companies in India.

SRSL has its corporate office in Mumbai (India) and headquarters in Belgaum (Karnataka). Its

cane crashing Operations are located in Karnataka and Maharastra (Munoli, Athani, Havalga and

Gokak Sugars in Karnataka and Ratnaprabha Sugars in Maharastra). It also operates three leased

facilities at Arag (Maharastra), Alanda and Raibag (Karnataka).

The company Processes India‟s largest sugar refining capacity (4,000 TPD) across two

integrated refineries (1,000 TPD each at Munoli and Athani) and a port based refinery in Haldia

(2,500 TPD).


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Fig1: Different Plant Location of SRSL

Fig2: Grabbing the International markets

4500


8

Milestones crossed by SRSL 2009 : Acquisition of VDI at Brazil.

2009 : Commissioning of a cogeneration plant in

Panchaganga cooperative sugar mill.

2008 : Commissioning of 2,500 TPD port based refinery at Haldia, West Bengal.

2007 : Acquisition of KBK Chem Engineering Pvt. Ltd.

2006 : Acquisition of sugar mill in Sindhkheda and relocated to Havalga, Karnataka.

2005 : Acquisition of Greenfield project at Athani, Karnataka.

2004 : SRSL IPO launched

2003 : Leasing of first co-operative mill.

2002 : Establishment of 250 TPD sugar refinery at Munoli.

2001 : Start os 60 KLPD distillery at Munoli.

2000 : Commencement of 11.2 MW cogeneration plant at Munoli.

1999 : Commencement of production at Munoli.

1998 : Acquisition of the assets of Nizam Sugars ltd.

VISION of the Company


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VALUES of the Company

BELIEF of the Company


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Global Scenario

Supply and demand

In 2007-08, global sugar consumption totaled 157.6 million tones vis-a-vis 167.2 million tones of

global production, creating a 9.6 million tones surplus. In 2008-09, however a reversal of this

trend was seen. According to the Czamikow Research, 2008-09 sugar production is expected to

reach 153.5 million tons, down 13.7 million tons from the previous year. The deficit is expected

to be around 7.1 million tons. The world consumption is projected at 160.6 million tons, up 1.9%

from 2007-08.

Chart1: Production, consumption & stock of sugar in the World

0

20

40

60

80

100

120

140

160

180

2004-05 2005-06 2006-07 2007-08 2008-09 2009-10

WORLD SUGAR(Qty. in Million tons)

Production Consumption Stocks


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0

2000

4000

6000

8000

10000

Quarter ended 31.12.09 Quarter ended 31.12.08

9257

2682

Rs.

in M

illi

on

Chart2: Production of sugar in last two seasons

The dramatical changes in global sugar market helps SRSL to make a significant revenue. The

following charts are depicting the picture clearly.

Chart3: Comparative assessment of revenue from Sugar

0 5 10 15 20 25 30 35 40

Brazil

EU27

India

China

US

Thailand

Former Soviet union

Australia

Cuba

Sugar Production(Qty. in Million tons)

2007-08

2008-09


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Chart4: Comparative assessment of PBIT from Sugar

Haldia Refinery

Haldia refinery unit is the flagship of SRSL. The Haldia refinery unit is strategically placed to

service domestic and export markets. It imports raw sugar to sell locally after refining, refines

local raw sugar to sell internationally, and imports and re-exports to address the demand for

white crystal sugar.

It is the largest standalone sugar refinery in India with installed capacity of 2500 MT/Day. It is

capable of meeting 75% requirement of Sugar of West Bengal. The Refinery is 100% dependent

on Haldia port for Raw materials import.

-200

-

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Quarter ended 31.12.09 Quarter ended 31.12.08

1,878

(40)

Rs.

in M

illio

n


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Flowchart1: Process Flow of Sugar refinery (SRSL)


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INTRODUCTION

Truck turnaround time is the average time elapsed between a truck‟s arrival at any plant/ facility

and its departure from the same. This is an indicator of the efficiency of receiving and shipping

processes. This also directly affects freight carrier‟s profits on organisation. Thereby it became

easier to the organization to avail the trucks according to requirement.

We are living in the age of technology. Our surrounding environments are growing fast. We have

to speed up ourselves for make a proper harmony. Now we can communicate with others from

anywhere in the world within a fraction of second. Business environment is also becoming more

complex and competitive. We have to serve better and faster than others to win the race.

TIME is the most crucial factor in the success of our life. We must have to do the right job at

right place and at right time.

In transport economics, the value of time is the opportunity cost of the time that a traveler spends

on his/her journey. In essence, this makes it the amount that a traveler would be willing to pay in

order to save time, or the amount they would accept as compensation for lost time.

Production is meant for dispatch. If we cannot dispatch the produced goods to the customers at

the right time it will be meaningless. If the truck turnaround time cannot be optimized, the buyer

will be less interested to lift the material from the vendor. That will cause a loss to the vendor.


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The suppliers are happy if they can supply the materials as much as possible to the customers by

availing the required quantity of trucks easily. The customer is delighted if he gets his material

without bearing any detention charge. The transporter is delighted if he can recycle the trucks as

much as possible. The truck drivers and helpers are happy if they can earn more money by

getting more trips. All these are possible only by optimizing the truck turnaround time.

Objective

The objective of the project is “Optimization of truck turnaround time in dispatch system”.

The project deals with all factors affecting truck turnaround time in final goods dispatch.

Detailed study of existing systems and processes helps in understanding the integrities of the

subject matter and new systems are proposed to achieve the above mentioned objective.

Methodology

The scope of the study is all ex-mill dispatches to domestic customer which starts from

Reporting of trucks at parking area to final release of truck from the Gate after invoicing.

1. Data Source identification – Understanding the existing framework

2. Data collection – Breaking the chain into small sub-processes and collecting data at

individual level. Collecting information from the ground level officers and data records

3. Data analysis – Identifying root cause, Coming up with meaningful inferences &

focusing on the objective of the subject.

4. Proposing new system vis-a-vis the existing ones.

5. Concluding with other hygienic factors which can further enhance the study made.


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Dispatch system at SRSL, Haldia

It is fully ex-mill basis; i.e. the buyer engage truck to lift the material and all the transport

responsibilities goes to the buyer outside the factory premises. The total dispatch operation

includes the following core activities-

[A] Contract with parties/ Brokers: -

SRSL sales it maximum sugar through its authorized Kolkata based 6 (six) brokers. The Sales

manager makes deal with brokers for a specified quantity in a specific terms and condition and

the brokers contact with the interested parties. They send a list of interested buyers. The sales

manager circulates the deal number to the broker. All the transactions and communications are

made with reference to this deal number.

[B] Payment confirmation: -

Customers directly make the payments at SRSL‟s bank account at HDFC Kolkata Branch. Then

they inform the payment details- cheque/ RTGS/ fund transfer no. to the broker with whom they

make the deal. The brokers intimate the same to SRSL through e-mail. On the basis of this

information the accounts department of SRSL give clearance of the respective payment if it is

credited in SRSL bank account.

[C] Reporting of trucks at factory gate: -

The customers send trucks to SRSL factory to lift their material. They intimate the truck number

along with its related payment details to SRSL sales office through the respective broker. The

drivers/ helpers come to sales office and make query for DO.


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[D] Delivery order (DO) issue: -

The following steps are followed to issue a DO-

1. Query for DO by drivers/ helpers/ transporters,

2. Checking of truck number in e-mails sent by brokers,

3. If it is found in mail, check whether the respective payment is confirmed by the accounts

department or not.

4. Issue the DO to the trucks having confirmed payment.

[E] Loading operation: -

After receiving the DO the truck wait at the parking area to enter inside the factory

Make a queue in front of the weighbridge

Tare weight and sent to loading point

Trucks are loaded either by direct belt line of packing section or by labour from warehouse

Loading complete and sent to weighbridge for Net weight

Park the loaded truck at road and lashing done by driver and helper

[F] Paper works and truck release: -

The driver / helper submit the counter part of DO received from the Warehouse office to the

Sales office. Sales office prepares the invoice and gate pass and release the truck.


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Flowchart2 : Existing dispatch Procedure

START


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Fig3 : Existing Logistical Layout


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DATA SOURCE IDENTIFICATION

The gate register of SRSL contains the IN time and OUT time of each and every trucks. It is the

master data source for this project work. From the gate register the data of total truck turnaround

time of 50 trucks randomly taken from different dates. It is found that average time is 12 hrs. per

truck where as in neighboring factories like- MCPI, HPL, etc it is approximately 4~5 hrs.

Neighbouring factories Avg turnaround time

(Hrs) **

MCC PTA India Corp Pvt Ltd., Haldia 4.20

Haldia Petrochemicals Ltd.,Haldia 4.00

Exide Industries Ltd.,Haldia 3.60

Dhunseri Tea & Petrochemicals Ltd., Haldia 5.00

Gokul Refoils & Solvent Ltd., Haldia 4.80

Ruchi Soya Industries Limited, Haldia 5.50

Tata Chemicals Ltd., Haldia 3.80

Hindustan Unilever Ltd., Haldia 4.50

Table-1 : Avergae turnaround time in neighbouring factories

(Data source: Discussion with staffs of Logistics/ D ispatch section)

Daily average production of the plant is 2300 MT. So the average dispatch rate should also be

either 2300 MT/day or more than that.

The dispatch flow chart is clearly depicting that the DO can be issued only after getting the truck

no. from the broker via e-mail and if the referred payment is confirmed/ available. It implies that

issuing of DO depends on two conditions-


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1. Intimation of truck no. by Broker via e-mail

2. Referred payment is confirmed/ available, i.e. the party has deposited the payment in

SRSL‟s Bank a/c.

Here both are external factors and fully depend on party/ broker. The next steps are SRSL‟s

internal factors. To cover up both internal and external factors three questionnaires (Annexure-I,

Annexure-II, and Annexure-III) were prepared for Sales office personnel, Warehouse personnel,

and Transporter and requested them to fill up the questionnaire with free mind. Their opinion

have been shortlisted as follows-

Opinion of Sales office personnel

1. They have the capacity to issue DO of 3000 MT by 10 hrs. if everything is ok.

2. But sometimes they cannot issue DO to a truck as the above two conditions are not

fulfilled.

3. They do not face any problem in invoicing and other paper works.

Opinion of Warehouse office personnel

1. They can load more than 200 trucks daily, i.e. approx. 2500 MT.

2. They require daily dispatch projection rightly from sales dept. in well advance.

Opinion of Transporters

1. In most of the cases their trucks are detained for 1~2 days only to get DO

2. It takes more than 12 hours to load and release for 30-35% trucks.

3. Truck turnaround time should be 31/2 ~ 4 hrs.


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Truck turnaround time may differ from one factory to another. It depends on the product and on

the terms and conditions of the dispatch system, i.e. whether it is Ex-factory or Free on Road

(FOR) basis. However, by discussing with the transporters, SRSL staffs of Sales, Logistics and

warehouse department, if all the parameters are fulfilled in each step the standard turnaround

times should be as per the following table.

Steps Jobs Optimum time required

1 Truck report at gate and DO issue 30 Minutes

2 Gate entry and sent to weighbridge 20 Minutes

3 Tare weight - truck loading – Net weight 60 Minutes

4 Paper works and truck release 20 Minutes

5 Average Waiting time in Queue (transitions) 60 Minutes

Total 3 Hr 10 Minutes

Table2 : Optimum time required in each steps

Considering the average turnaround time listed in the Table -1 and Table-2, we can conclude that

the standard truck turnaround time should be approximately 4 hours.


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PROBLEM IDENTIFICATION

Practically, the gate register is depicting a different picture. Following is the scan copy of one

page of the gate register for the date 06.04.2010. Here one truck is taking 18 hrs 47 minutes,

Fig4 : Scan copy of gate register- a true picture of turnaround time

whereas another truck is taking only 3 hrs 10 minutes. Again 8 out of 18, i.e. 44 % trucks are

taking more than 12 hrs for its turnaround time and only 22 % trucks have turnaround time for

less than 5 hours.

However, we are going through two experiments which can help us to identify the problems and

their inferences.


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Experiment 1:

The existing process of dispatch- right from vehicle entering in parking area for Delivery order

till it leaves the premise with invoices was studied on normal dispatch with a sample of 50 trucks

randomly taken from ten days in the month of April 2010.

The average times taken by trucks at various steps were tabulated (Annexure-IV: Data Table-1)

and following observations are made:

1. Few trucks are getting DO timely; i.e. within 30 minutes

2. 34 % trucks are detained for more than 10 hrs even for one or two days. Only 28%

trucks have the turnaround time for less than 5 hrs.

3. Extra time is consumed in each stage.

4. Average turnaround time for each truck is 10-12 hrs which is approx. 3 times of

standard time.

Chart5 : Truck turnaround time

28%

38%

12%

22%

Truck turnaround time 3-5 hrs. Truck turnaround time 5-10 hrs.

Truck turnaround time 10-14 hrs. Truck turnaround time more than 1 day


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Experiment 2:

For a period of one month, number of vehicles reporting to the plant was recorded daily. Out of

which percentage of vehicles getting DO. Invoice same day was tabulated (Annexure-V: Data

Table-2) and following observations are made:

1. All the reported trucks are not getting DO.

2. All the trucks are not loaded and released within the same day even after issuing DO

3. Remarkable daily backlog of pending trucks to be loaded.

Inferences:

Based on above two experiments and studying the process chart of the dispatch 4 concern areas

have been identified which affects the overall turnaround time of the dispatch. They are

1. Truck Terminal

2. Waiting in queue before tare-weight

3. Waiting at loading point

4. Time after loading is over

Chart6 : Contribution of each stage in total turnaround time

75%

10%

9%6%

Waiting for DO

Waiting Gate entry & Tare weight

Waiting for loading and net weight

Paperwork


26

Chart7 : Time consumed at each stage- sample of 50 trucks

The above chart is showing that the turnaround time is crossing the standard limit, i.e. 3 ~ 5

hours mainly because of “waiting for DO”.

Chart8 : Average Truck turnaround time-Existing Vs. Ideal

Apart from the above four, other hygienic factors have also been discussed in later sections

which can further increase the operational efficiency of the dispatches.

-

10

20

30

40

50

60

WB

29

8851

WB

29 9

089

WB

29A

006

7

WB

29 9

806

WB

29 8

161

WB

29 4

331

WB

29 6

089

WB

23

A 8

214

WB

29A

004

3

WB

03B

730

3

WB

31 3

387

WB

29 5

212

WB

29A

151

3

WB

29

A 1

63

9

WB

15 3

349

WB

29 9

033

WB

25 5

240

WB

29A

192

4

WB

29A

095

6

WB

29 2

141

WB

29 5

808

WB

41

C 3

584

WB

11A

106

2

WB

11

A 2

446

WB

39 8

001

WB

41C

569

9

WB

29 4

607

WB

11A

288

8

WB

37A

622

2

WB

29 8

132

WB

23 7

502

WB

41B

711

2

WB

25

A 9

309

CG

04

J 31

93

WB

29 2

137

WB

15A

163

4

WB

41B

703

8

WB

11B

110

1

WB

11B

285

1

WB

29 8

096

WB

29A

072

5

WB

29 8

429

WB

15B

036

6

WB

29A

065

0

WB

29 9

041

WB

41D

317

6

WB

29 8

933

WB

29 2

052

WB

29 9

576

HR

38J

4323

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50

Ho

urs

Paperwork Waiting for loading and net weight

Waiting Gate entry & Tare weight Waiting for DO

3 Hrs 5 Hrs


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OBJECTIVE

The objective of the project is to optimize the truck turnaround time. Where TIME is the subject,

optimization can be defined by the lowest possible time. That‟s why we can construct our

objective function as:

Min (TTotal)

TTotal = TP + TQ + TL + TEX

Where, TTotal is defined as the total turn-around time of truck.

TP is Terminal Waiting Time

TQ is time taken between gate Entry and the Tare weight.

TL is the time taken for loading

TEX is time taken by truck to leave the premise after loading


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WAITING AT TERMINAL (TP)

Terminal waiting time is defined as the time taken by the truck from Main gate entry till it

receives the Delivery Order. This can be further divided into two: Time taken to park the vehicle

at parking terminal (Tparking) and the delay in receiving the DO (TDO).

Time taken to park the vehicle

Existing System

Once the truck arrives at the main Security Gate; Inward Gate Pass (IGP) is issued with

following particulars: Truck No., Reporting Date & Time, Party name, Driver‟s mobile no. (if

any) Then truck moves to the truck terminal with IGP

Fig5 : Scan copy of blank IGP


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Issues 1. Incomplete entry of IGP

Missing particulars, commonly Party name and Driver‟s Contact No

2. Duplicity in IGP

In case of misplacement of initial IGP, issuing fresh IGP with different Sl. No.

or issuing more than one IGP for the same truck.

3. False generation of IGP

Issuing IGP to transporters in absence of physical truck

4. Wrong entry

Human error while noting the truck no. e.g. Truck No. WB 23 A 4505 instead

of WB 29 A 4505

5. No proper arrangement of vehicle at parking area

No proper marking at truck terminal leading to random placement of trucks

Fig6 : Scan copy of incomplete(half filled) IGP

Absent of party name

cause delay in DO issue

as all the brokers mail

to be checked to find

out the truck no.


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Fig7 : Parking area of SRSL,Haldia- No proper arrangement

Implication

1. No idea of exact number of vehicle in the premise

2. Time delay in distributing DO because of insufficient information in IGP

3. Poor space utilization of truck terminal; restricting the number of vehicles

4. Quarrel among truck drivers because of no proper order of entering

5. Duplicate/false IGP leads to Financial blockage as unwanted DO lying at the gate

Proposed System

1. Right Surveillance System at the Gate with adequate infrastructure

2. To follow the SOP of completely filling the IGP (Please find the Annex-1)

3. Orderly arrangement of truck at parking area.


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Delay in getting DO

Existing System

Step1: A copy of IGP is sent to sales office from the main gate in every 1hr interval

Step2: Dispatch details is intimated to Sales Office by the broker through the mail

Step3: IGP is matched with mail of the party received.

Step4: Payment confirmation from the accounts

Step5: DO is issued which is sent at the Security Gate.

Step6: In case of any discrepancies IGP is kept in hold.

Flowchart3: Existing DO issue procedure


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Issues

1. Parties are sending trucks without any payment confirmation leading to Truck delay

at parking

2. Sales office busy in matching DO issued with physical truck available.

3. Time wastage in truck no. rectification and handling DO lying at the gate.

4. Trucks are allowed in our parking without any document; which cause some

unwanted trucks flocking in SRSL‟s premise.

Implication

1. Parties always has complain of vehicle delaying for 3-4 days, using the same as

excuse for demanding extension in lifting date.

2. Huge phone calls of parties for queries related to DO issue, attending the same

leading to further delay in DO issue & at times avoiding calls leads to customer

dissatisfaction

3. Drivers, helpers, transporters getting irritated because of confusion in DO issue

leading to a noisy work environment.

In short, complete mismanagement in issuing DO is the major factor in affecting the over-all

turn-around time of a truck.


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Proposed System

Flowchart4: Proposed DO issue procedure

Advantages 1. Only the trucks having valid „order confirmation‟ will be allowed in our parking;

restricting unwanted trucks.

2. DO can be issued easily on the basis of „order confirmation‟

3. No waste of time.

4. Healthy working environment

5. Speed of dispatch will improve the truck availability.

6. Customer Satisfaction


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WAITING AT QUEUE (TQ)

Queuing time (TQ) is defined as the time taken by truck to reach the weigh bridge for tare weight

from the time it enters the Gate.

Once the DO has been issued, entry of the truck depends on three major factors:

1. Serial order of the truck as per DO number.

2. Congestion at the Weigh-bridge for tare-weight/Net weight

Serial order of the Truck to enter

Existing System

Every truck No. is represented by 2 identification number namely,

1. Sl. No. of the IGP

2. Deliver Order No. as printed in DO

Presently, it has been observed that no fixed number is used for entering the truck and ad-hoc

strategy is used by the security personnel in that particular shift.

Issues

1. Generally it has been found that in most of the cases truck forward in queue in terms of

Sl. No. of the IGP is backward in terms of Deliver Order No. and the vice versa.

2. Truck driver are ignorant enough to understand the reasons for delay in issue of DO due

to any valid reason whatsoever and questions any vehicle which reported after them but

enters the plant for loading before them.


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All this forces the security personnel to make a decision impromptu.

Implication

1. Conflict between the different security officials present at times of execution

2. Conflict of truck drivers & security justifying their entry.

3. When the volume of Dispatch is high, the confusion of adopting the right choice ends up

delay in the truck entry time.

Proposed System

As discussed in the previous section, by adopting the proposed DO issue mechanism, the truck

will be reporting only with prior order confirmation.

Sl. No of the IGP can be strictly used as the only criteria of order of entry of vehicles.

With a fixed guideline in place neither a driver nor a transporter can raise any question and the

system will be followed smoothly.

Congestion at the Weigh-bridge for tare-weight/net weight

Existing System

Company has currently 2 weigh-bridges for white sugar delivery. These two weigh bridges are

also used for Molasses dispatch. But only one weighbridge is used at a time for tare weight and

net weight for both kind of dispatch. It causes traffic jam in front weighbridge and ultimately

affect the turnaround time. Snapshot of the weigh-bridge location along with road leading to

same is shown below:


36

Fig8: Location of Weighbridges

Issues

Following are few observations on current mode of operation:

Though the leading road is wide enough for two-way traffic movement, there is no traffic control

often resulting in jam

No track of number of vehicles with in the premise is maintained, which always leads to

either shortage or excess entry of vehicles further adding to the congestion.

Tankers for molasses also use the same road affecting dispatch of sugar or molasses or at

times both, since they do not want to wait in the same queue with sugar trucks which

results in tussle between drivers.

Both the weighbridges are used for tare-weight & net-weight.

Molasses

empty

tanker

Molasses

loaded

tanker

Empty

trucks to

sugar load


37

Implication

As mentioned above, existing system doesn‟t follow any systematic approach in handling traffic

for dispatches. There is all possible combination of conflicts namely; within truck drivers,

security & Truck drivers, weigh-bridge operator & truck drivers.

In a whole the process eats up lot of time affecting the turn-around time.

Proposed System

1. Maintaining a tracking register at the gate, keeping count of vehicles allowed for

entry and vehicles leaving from the gate.

2. By optimally using the one-way of the road it has been worked out that at a given

time 20 vehicles can stand in queue after entering the Gate. See annexure for the

calculation.

3. Arrangement of road divider and deploying one security personnel to act as traffic

man to avoid any wrong traffic practice.

4. Molasses Dispatch: Separate road has been identified for molasses tanker.

5. Dedicated weighbridge for tare-weight & net-weight.


38

Fig9 : Proposed Logistical Layout


39

WAITING AT LOADING POINT (TL)

This is defined as time taken to load the truck after tare-weight is completed.

TL comprises of 2 major components placing time of the vehicle and time taken by the vehicle to

load. Placing of the vehicles is dependent on the availability of the loading point.

Intricacies involved in placing vehicle at loading point can be studied from below mentioned

flowchart:

Flowchart5: Truck Loading


40

Given N – loading points, number of vehicles to be allowed for tare-weight should be 2N to

avoid any time delay in transition of trucks at loading point. Later it will become three at a point:

one which has just loaded vacates the place and waits for his documents while he lashes the

tarpaulins etc. next one is loading and third waiting.

Coordination Game

From the above flowchart, it is clear the process of placing vehicle involves not only warehouse

but other Departments too especially Sales, Logistics, Security & Process.

The first two steps are fully controlled by Gate security; Process dept is playing an important role

at step 5 by declaring the available grade in belt lines; Sales dept. is playing a crucial role to

make arrangement for sufficient loading point by declaring the daily dispatch projection. Finally

Logistics/ warehouse dept. is mapping all the data by checking its feasibility

TL can be drastically reduced by the proper co-ordination among all the departments.

Individual role of each Dept. is mentioned below:

Role of Gate Security

Gate Security majorly regulates the inflow & outflow of truck within the plant premise. For the

optimum utilization of time the truck should be always available on the road from Plant Gate to

Weighbridge.

Calculation of optimum number of trucks in Queue

Permissible length of the road: 200 Mtr.

Average Length of a truck: 8 Mtr.


41

Average distance between 2 trucks: 2 Mtr

Optimum number of trucks to be in queue: 200/(8+2) = 20

From the above calculation, Gate security should always maintain 20 numbers of trucks in

queue. For ease controlling gate security can use token for each entry truck. Whenever a truck

will enter for loading it will have a token and again when a truck is going out it will deposit the

token to gate security. Whenever a token is deposited to them, they will enter the next truck

immediately. Gate security always should maintain a zero balance of available token in their

hand.

A Security officer need to be designated for controlling the traffic between Gate and weighbridge

and must be responsible for having optimum number of trucks in queue as calculated.

Role of Process

One of the peculiar dispatch arrangements in SRSL is the online dispatch through direct belt-line

production. After Bagging the finished good is dropped on a conveyor-belt which can directly

feed truck waiting for loading (as shown in the picture).

Fig10 : Truck loading through direct belt conveyor line


42

Two grades of Sugar are produced namely; M-30 (Medium Grain Size), S-30 (Small Grain Size).

Each line can be used interchangeably depending on the mesh arrangement handled by Process

Dept. Since the online Belt-conveyor act as a loading point for dispatch, number of lines

producing S-30 & M-30 is vital information for logistic department to plan and place the loading

trucks accordingly.

A proper channel of information has been devised for prior intimation of line changing:

Fig11 : Replica of the slip used forBagging line change information

Role of Sales Team

Sales Team is the only group which is closed to the market because of their direct interaction

with the customer. Since the nature of sale in SRSL is on Ex-Work basis, vehicles are engaged

by the customers and so the flow of vehicle for dispatch depends on many external factors

namely,


43

1. Demand & Supply factors

2. Seasonal factors

3. Presence of competitors

4. Quality of the material

5. Lifting Terms & Condition

All the above factors directly or indirectly influence the dispatches and in turn the flow of

vehicles.

Keeping in view the above mentioned factors, a right estimation on the availability of trucks or

average lifting of the day can help in proper loading plan at warehouse end.

Fig12: Coordination game


44

EXIT TIME (TEX)

Exit Time is defined as the time by the truck to leave the SRSL premise.

Various Steps are involved: -

Step 1: After completion of NET weight, trucks park on the road inside the factory.

Step 2: The driver/helper submit the counter of the DO along with the weighment slip to

the security at gate 2 and then they become busy to lashing the tarpaulin on the truck.

Step 3: Security persons forward the counter part of DO along with the weighment slip to

the Sales Office.

Step 4: Final documents (Invoice and Gate pass) are generated at Sales office and it is

handed over to Security persons at gate2.

Step 5: Security persons call the driver/ helper/ transporter via PA (Public

Announcement) system to collect the final documents.

Step 6: Driver/ helper/ transporter collect the final documents.

Step 7: Driver/ helper take the copy of Consignment note (popularly known as bilty /

Lorry Receipt) and advance cash (if any) from the transporter.

Step 8: Truck released move to destination.

Here step 4 is the most important step. TEX largely depends on this step. Sales Office plays a vital

role in TEX by releasing the final documents and the Transporters also have the same importance

in TEX. If the Sales office can release the final documents within a shortest time there is a scope

of Min(TEX).


45

But, as per step 2, the driver/ helper go for lashing the tarpaulin on the truck after submitting the

counter part of the DO. They take around 30 minutes for lashing. That means the Sales office

have a scope to release the final documents by 30 minutes. But they take maximum 10 minutes

for that.

So the performance of Sales office in final document releasing is significantly high; i.e. there is

no scope of further improvement.


46

OTHER HYGIENIC FACTORS

This sections deals with other hygienic factor which can further enhance the speed of dispatch.

If one computer is installed in main gate with online truck tracking system (TTS) software, the

objective function can be more optimized. The computer will be connected with LAN (local

Area Network). The system will be updated in each and every steps- main gate, sales office, and

warehouse.

1. While a truck is reporting to main gate along with the OC the truck no. and the OC

number will be entered in the computer and the truck will be sent to parking area. Again

while gate entry the status will also be updated in the system.

2. Sales Office will check the OC updated in TTS and will issue DO as confirmed by

Broker‟s mail and will update the DO issue status in the system.

3. Warehouse office update the loading status- tare weight and net weight both will be

updated in the system.

As it is an online system, it will facilitate to track all the status as follows-

1. How many trucks are waiting for DO at parking area.

2. How many trucks are waiting for gate entry after issuing DO.

3. How many trucks are waiting at weighbridge for tare weight.

4. How many trucks are loaded and waiting for documents (invoice, gate pass etc.)

5. In short, mapping of each activity can easily be made.


47

CONCLUSION

Loading process is an in-plant logistic activity but its relevance is manifold. At one end it shows

the operational efficiency of the company and on the other hand plays a major role in customer

service. The problem has been divided into smaller sub-steps which has been analyzed in detail,

understanding the existing system, studying the issues involved, proposing new methods or

modifying the existing ones, thus finalizing step by step process which is more sound and

efficient.

Issuing DO mainly depends on two external factors as discussed in the first chapter. The

proposed system for DO issue can be most effective in controlling the external factors. The main

factor- payment confirmation has been shifted to the time before reporting of truck at parking

area. The truck itself brings a copy of OC. OC is issued only after payment confirmation. The

transporters/ drivers of trucks are assured to get the DO immediately due to having a copy of OC

with them. That‟s why no unwanted/ unauthorized truck is placed in the parking area and DO

can easily be issued to the authorized trucks on the basis of OC- no any other document is

required to check.

To control the internal factors, proper co-ordination with all the departments which are co-related

to dispatch system like- Sales, Gate security, Warehouse, and Process is highly required. Only

proper co-ordination and mapping of all the factors will help to optimize the truck turnaround

time.

In addition, TTS software can enhance the speed of all the activities related to turnaround time.


48

The rectified and alternative systems proposed in this project work can minimize the turnaround

time to 4 ~ 5 hrs.

Chart9: Expected benefit

In short, the following benefits can be expected from this project work -

Dispatch system will be economic.

Smoothness in dispatch system.

Optimize utilization of manpower and loading capacity.

Parking of unwanted trucks will be avoided.

Customer satisfaction.


49

ANNEXURE

Annexure-I: Questionnaire for Sales Office personnel

Name:- Organization:-

Designation:- Department:-

TR

UC

K IN

1. How many DO can be issued daily?

2. Can it fulfill the current dispatch volume of the organization?

3. What is the average time required to issue a DO?

4. Can it (sl no. 3) be minimized?

5. Is there any constraint faced by you while issuing DO-

6. Scope of improvement-

TR

UC

K O

UT

7. What is the average time required for invoice and other formalities?


9. Constraint faced by you while preparing invoices-


Date: - Signature


50

Annexure-II: Questionnaire for Warehouse personnel

Name:- Organization: -


TR

UC

K L

OA

DIN

G

1. How many trucks are loaded daily?

2. Can it fulfill the current dispatch volume of the organization?

3. What is the average time required to load a truck?


5. What are the basic requirements to load a truck?

6. Is there any deficiency in your requirements?

7. Is there any other constraint faced by you to load a truck?


9. Do you need any help/ co-ordination from other department?

(if YES, please specify)


Date: - Signature


51

Annexure-III: Questionnaire for Transporters

Name:- Organization:-


TR

UC

K IN

1. Are you getting DO timely?

2. Are your trucks got detained outside factory gate/ parking area?

3. What is the average time of detention you are facing per truck at parking

area?

4. What are the main causes of detention?

5. Is there any change required in the present system of issuing DO?

a. (please specify)

6. What are the problems you are facing in gate entry of your truck?

7. Suggestion for improvement:-

TR

UC

K

LO

AD

ING

8. Are your trucks got detained at loading point?

9. What is the average time of detention you are facing per truck at loading

point?

10. What are the problems you are facing in loading your truck?


TR

UC

K

OU

T

12. Are your trucks got detained due to any delay in paper works?

13. What is the average time of detention you are facing per truck for paper

works?

14. What are the problems you are facing in releasing your truck?


Comments ( if any): -

Date: - Signature


52

Annexure-IV: Data Table-1

Sl No. Truck no. Reported at gate DO issuedWaiting for

DO (hrs.)tare weight

Waiting Gate

entry & Tare

weight (Hrs)

Loading & NET wt.

complete

Waiting for

loading and

net weight

(Hrs)

Paper works &

release

Waiting for

Paperwork

(Hrs)

Total hours

A B C D = C - B E F = E - C G H = G - E I J = I - G K=D+F+H+J

1 WB 29 8851 01/04/2010 10:02 01/04/2010 11:30 1.45 01/04/2010 12:40 1.17 01/04/2010 13:30 0.82 01/04/2010 14:05 0.57 4.00

2 WB29 9089 01/04/2010 10:05 01/04/2010 10:15 0.17 01/04/2010 12:35 2.32 01/04/2010 13:30 0.92 01/04/2010 14:12 0.70 4.10

3 WB29A 0067 01/04/2010 10:20 02/04/2010 10:22 24.02 02/04/2010 11:25 1.05 02/04/2010 12:20 0.92 02/04/2010 12:54 0.55 26.53

4 WB29 9806 01/04/2010 10:20 01/04/2010 14:05 3.75 01/04/2010 16:15 2.17 01/04/2010 17:20 1.07 01/04/2010 17:55 0.58 7.57

5 WB29 8161 01/04/2010 10:25 01/04/2010 16:50 6.40 01/04/2010 18:10 1.32 01/04/2010 19:00 0.82 01/04/2010 19:30 0.50 9.03

6 WB29 4331 02/04/2010 10:00 02/04/2010 10:56 0.93 02/04/2010 14:56 3.98 02/04/2010 15:44 0.78 02/04/2010 19:44 3.98 9.68

7 WB29 6089 02/04/2010 10:30 03/04/2010 11:30 24.98 03/04/2010 12:30 1.00 03/04/2010 13:30 0.98 03/04/2010 14:10 0.67 27.63

8 WB 23 A 8214 02/04/2010 10:40 02/04/2010 17:50 7.15 02/04/2010 18:20 0.50 02/04/2010 19:15 0.92 02/04/2010 19:45 0.48 9.05

9 WB29A 0043 02/04/2010 11:32 02/04/2010 11:50 0.28 02/04/2010 15:05 3.23 02/04/2010 16:05 0.98 02/04/2010 16:36 0.52 5.02

10 WB03B 7303 02/04/2010 11:35 02/04/2010 12:10 0.57 02/04/2010 14:34 2.38 02/04/2010 15:38 1.07 02/04/2010 16:02 0.40 4.42

11 WB31 3387 08/04/2010 13:45 08/04/2010 15:10 1.42 08/04/2010 16:10 0.98 08/04/2010 17:05 0.92 08/04/2010 17:32 0.45 3.77

12 WB29 5212 08/04/2010 13:50 08/04/2010 21:00 7.15 08/04/2010 22:30 1.50 08/04/2010 23:28 0.97 09/04/2010 00:48 1.33 10.95

13 WB29A 1513 08/04/2010 13:52 08/04/2010 21:10 7.30 08/04/2010 22:05 0.92 08/04/2010 22:55 0.82 08/04/2010 23:46 0.83 9.87

14 WB 29A 1639 08/04/2010 17:15 08/04/2010 18:35 1.32 08/04/2010 22:24 3.82 08/04/2010 23:20 0.92 09/04/2010 00:23 1.03 7.08

15 WB15 3349 08/04/2010 17:20 09/04/2010 11:30 18.17 09/04/2010 18:00 6.50 09/04/2010 19:06 1.08 09/04/2010 19:38 0.53 26.28

16 WB29 9033 09/04/2010 11:30 09/04/2010 19:50 8.33 09/04/2010 20:30 0.65 09/04/2010 21:48 1.30 09/04/2010 22:12 0.40 10.68

17 WB25 5240 09/04/2010 11:30 09/04/2010 19:20 7.83 09/04/2010 20:15 0.92 09/04/2010 21:31 1.27 09/04/2010 22:06 0.57 10.58

18 WB29A 1924 09/04/2010 11:35 09/04/2010 17:30 5.90 09/04/2010 18:10 0.67 09/04/2010 19:01 0.85 09/04/2010 19:40 0.63 8.05

19 WB29A 0956 09/04/2010 15:05 09/04/2010 16:05 1.00 09/04/2010 17:38 1.53 09/04/2010 18:32 0.88 09/04/2010 19:17 0.75 4.17

20 WB29 2141 09/04/2010 15:08 09/04/2010 15:35 0.43 09/04/2010 16:30 0.92 09/04/2010 17:30 0.98 09/04/2010 18:15 0.75 3.08

21 WB29 5808 14/04/2010 10:50 14/04/2010 12:10 1.32 14/04/2010 13:00 0.82 14/04/2010 14:05 1.08 14/04/2010 14:57 0.87 4.08

22 WB 41 C 3584 14/04/2010 11:30 14/04/2010 12:10 0.67 14/04/2010 13:12 1.03 14/04/2010 14:07 0.92 14/04/2010 14:49 0.70 3.32

23 WB11A 1062 14/04/2010 12:10 14/04/2010 13:05 0.92 14/04/2010 14:10 1.08 14/04/2010 15:19 1.13 14/04/2010 15:52 0.55 3.68

24 WB 11 A 2446 14/04/2010 12:10 15/04/2010 19:15 31.08 16/04/2010 11:45 16.50 16/04/2010 12:44 0.98 16/04/2010 13:22 0.63 49.20

25 WB39 8001 14/04/2010 12:15 14/04/2010 14:20 2.07 14/04/2010 15:20 1.00 14/04/2010 17:08 1.78 14/04/2010 17:41 0.55 5.40

26 WB41C 5699 16/04/2010 14:15 17/04/2010 11:15 21.00 17/04/2010 12:00 0.75 17/04/2010 13:13 1.22 17/04/2010 13:51 0.62 23.58

27 WB29 4607 16/04/2010 14:17 17/04/2010 15:25 25.13 17/04/2010 16:22 0.93 17/04/2010 17:18 0.93 17/04/2010 18:06 0.78 27.78

28 WB11A 2888 16/04/2010 16:17 16/04/2010 18:08 1.85 16/04/2010 19:02 0.88 16/04/2010 19:57 0.92 16/04/2010 20:37 0.67 4.32

29 WB37A 6222 16/04/2010 16:25 16/04/2010 18:22 1.93 16/04/2010 19:05 0.72 16/04/2010 20:05 0.98 16/04/2010 20:44 0.65 4.28

30 WB29 8132 16/04/2010 17:30 16/04/2010 19:40 2.17 16/04/2010 22:13 2.53 16/04/2010 23:22 1.15 17/04/2010 00:01 0.65 6.50

31 WB23 7502 20/04/2010 10:30 20/04/2010 20:50 10.32 20/04/2010 21:22 0.52 20/04/2010 22:19 0.95 20/04/2010 22:52 0.55 12.33

32 WB41B 7112 20/04/2010 10:35 22/04/2010 15:10 52.58 22/04/2010 15:50 0.65 22/04/2010 16:39 0.82 22/04/2010 17:27 0.78 54.83

33 WB 25 A 9309 20/04/2010 10:45 21/04/2010 11:12 24.45 21/04/2010 12:30 1.28 21/04/2010 13:39 1.15 21/04/2010 14:34 0.92 27.80

34 CG 04J 3193 20/04/2010 12:45 20/04/2010 20:20 7.57 20/04/2010 20:50 0.50 20/04/2010 21:49 0.98 20/04/2010 22:27 0.63 9.68

35 WB29 2137 20/04/2010 12:45 20/04/2010 20:30 7.73 20/04/2010 21:30 0.98 20/04/2010 22:25 0.92 20/04/2010 23:03 0.63 10.27

36 WB15A 1634 21/04/2010 09:50 21/04/2010 13:18 3.47 21/04/2010 14:03 0.75 21/04/2010 14:58 0.92 21/04/2010 15:29 0.52 5.65

37 WB41B 7038 21/04/2010 10:00 21/04/2010 20:20 10.32 21/04/2010 21:41 1.35 21/04/2010 22:46 1.08 21/04/2010 23:30 0.73 13.48

38 WB11B 1101 21/04/2010 10:02 21/04/2010 12:48 2.75 21/04/2010 13:38 0.83 21/04/2010 15:02 1.40 21/04/2010 15:47 0.75 5.73

39 WB 11B 2851 21/04/2010 13:05 21/04/2010 15:08 2.05 21/04/2010 18:00 2.85 21/04/2010 19:14 1.23 21/04/2010 19:52 0.63 6.77

40 WB29 8096 21/04/2010 13:35 21/04/2010 15:05 1.48 21/04/2010 15:50 0.75 21/04/2010 17:48 1.97 21/04/2010 18:35 0.78 4.98

41 WB29A 0725 28/04/2010 10:10 28/04/2010 15:12 5.02 28/04/2010 15:59 0.78 28/04/2010 17:08 1.15 28/04/2010 17:59 0.85 7.80

42 WB29 8429 28/04/2010 10:18 28/04/2010 12:35 2.27 28/04/2010 13:45 1.15 28/04/2010 14:44 0.98 28/04/2010 15:32 0.78 5.18

43 WB15B 0366 28/04/2010 10:18 29/04/2010 10:12 23.90 29/04/2010 10:42 0.48 29/04/2010 11:35 0.88 29/04/2010 12:14 0.65 25.92

44 WB29A 0650 28/04/2010 14:05 28/04/2010 18:45 4.67 28/04/2010 19:24 0.65 28/04/2010 20:33 1.15 28/04/2010 21:29 0.93 7.40

45 WB29 9041 28/04/2010 14:07 28/04/2010 14:15 0.13 28/04/2010 17:21 3.10 28/04/2010 18:18 0.93 28/04/2010 19:00 0.70 4.87

46 WB41D 3176 29/04/2010 11:30 29/04/2010 15:50 4.32 29/04/2010 16:29 0.65 29/04/2010 17:29 0.98 29/04/2010 18:06 0.62 6.57

47 WB29 8933 29/04/2010 11:35 30/04/2010 10:35 22.98 30/04/2010 11:38 1.03 30/04/2010 12:47 1.15 30/04/2010 13:37 0.83 26.00

48 WB29 2052 29/04/2010 11:45 30/04/2010 10:32 22.77 30/04/2010 11:20 0.80 30/04/2010 12:17 0.95 30/04/2010 12:57 0.67 25.18

49 WB29 9576 29/04/2010 12:50 29/04/2010 16:55 4.08 29/04/2010 17:55 0.98 29/04/2010 19:19 1.40 29/04/2010 19:53 0.57 7.03

50 HR38J 4323 29/04/2010 12:50 29/04/2010 13:40 0.83 29/04/2010 14:31 0.83 29/04/2010 15:45 1.23 29/04/2010 16:34 0.82 3.72

Total 430.37 84.70 52.58 37.25 604.90

Average

(Total / 50)8.61 1.69 1.05 0.75 12.10


53

Annexure-V: Data Table-2

Reported

at gateDO issued

Balance to

issue DO

Loaded &

invoice

Balance to

loadTo issue Do To laod

1 2 3 4i = 2-3+4i-1 5 6i=3+6i-1-57i=(4i *100)

/(2+4i-1 )8

Opening on

01.04.2010- - 10 - 30 - -

01.04.2010 152 122 40 127 25 24.69 16.45

02.04.2010 205 196 49 178 43 20.00 19.46

03.04.2010 185 150 84 108 85 35.90 44.04

04.04.2010 94 110 68 102 93 38.20 47.69

05.04.2010 154 139 83 115 117 37.39 50.43

06.04.2010 81 97 67 116 98 40.85 45.79

07.04.2010 54 50 71 99 49 58.68 33.11

08.04.2010 106 101 76 78 72 42.94 48.00

09.04.2010 169 186 59 171 87 24.08 33.72

10.04.2010 150 160 49 180 67 23.44 27.13

11.04.2010 123 141 31 170 38 18.02 18.27

12.04.2010 124 121 34 122 37 21.94 23.27

13.04.2010 120 146 8 133 50 5.19 27.32

14.04.2010 158 152 14 143 59 8.43 29.21

15.04.2010 167 179 2 113 125 1.10 52.52

16.04.2010 125 114 13 154 85 10.24 35.56

17.04.2010 154 136 31 159 62 18.56 28.05

18.04.2010 191 167 55 155 74 24.77 32.31

19.04.2010 206 184 77 250 8 29.50 3.10

20.04.2010 106 146 37 112 42 20.22 27.27

21.04.2010 169 152 54 86 108 26.21 55.67

22.04.2010 95 136 13 117 127 8.72 52.05

23.04.2010 70 69 14 52 144 16.87 73.47

24.04.2010 34 39 9 93 90 18.75 49.18

25.04.2010 93 91 11 131 50 10.78 27.62

26.04.2010 129 132 8 99 83 5.71 45.60

27.04.2010 153 129 32 49 163 19.88 76.89

28.04.2010 194 168 58 218 113 25.66 34.14

29.04.2010 209 256 11 291 78 4.12 21.14

30.04.2010 213 199 25 225 52 11.16 18.77

No. of Truck % of pending Truck Date


54

Annexure-VI: SOP for Inward Gate Pass


55

Annexure-VII: Order Confirmation

Project report on truck turnaround time

Business

Transcript of Project report on truck turnaround time