Time studies in underground coal mining

Kenilworth is situated in Carbon County, Utah, three miles east of Helper and is served by a branch line of the Denver and Rio Grande Western Railroad that Joins the main line at Helper, Utah. The coal mine was first established by the Utah Fuel Company and has been operated since 1907. Geology The rocks exposed in this area belong to the Cretaceous, Tertiary, and Quaternary periods. The exposed upper Cretaceous beds are the Mancos shale. The Tertiary (Eocene) beds are the Wasatch formation, and the Quaternary beds are the terrace gravels and alluvium. The rocks dip about 6° North. The coal-bearing rocks are affected by a few faults; however, their displacement is small. Their vertical movement is not more than, 25 feet, and mining operations are not greatly disturbed by the faulting. The faults trend N 70° E or N 70° W. The coal, which is bituminous, crops out along the walls of the canyon. There are at least six known coal seams: Castlegate "A," 'Castlegate "B," Royal Blue, Castlegate "C," Kenilworth (Castlegate "D"), and a coal bed "?," having different thicknesses from 3 to 18 feet. The upper "D" seam is being mined at present. It dips about 6° to the north and northeast and has a thickness of 9 to 15 feet.

TIME STUDIES UNDERGROUND COAL MINING Mustafa Kemal Gecim i A thesis submitted to the faculty of the University of Utah in partial fulfillment of the requirements for the degree of "* Master of Science Department of Mining and Geological Engineering University of Utah June, UNIVERSITY OF UTAH LIBRARIES IN UNDERGROUND COAL MINING by Mustafa Kemal Gecim of' Junel 1964 This Thesis for the Degree Mustafa Kemal Gecim has been approved November, 535912 M.S. by 1963 '11,lJ21ci 0(...0(' Re~er, ~uperv1sory Committee . ACKNOWLEDGMENTS I should first like to express my sincere appreciation to Professor John E. Willson, Head of Mining and Geological Engineering, my research adviser, for his teachings and suggestions, and Professor John H. Cone, my supervisor, for his great help and encouragement during this work, I should like to thank the Independent Coal and Coke Company for the gdnerous use of their facilities. I should like to thank especially Mr. Donald Newberry, Assistant General Manager of the company; Mr. E. 0. Jackson, Superintendent; Mr. Elmer P. Johnson, Assistant Superintendent; and Mr. Walter K. Guy, Chief Mining Engineer at Kenilworth. The courtesy extended by both the company and the men was very impressive and was greatly appreciated. Last I should like to express my gratitude to the Coal Mining Association of Turkey (T.K.I.) which financially made this thesis and my trip to the United States and the University of Utah possible. iii to work. generous Donal<'l ~he O. Mr. tbe I. ) TABLE OF CONTENTS Page INTRODUCTION. . . . . . . 1 15 Section 33 . .... k3 Main,. 55 Tipple 57 60 A* 60 B. 6k C. For the Main Haulage 69 D. For the Tipple 70 APPENDIX 72 . . . . . . . . . . . . 73 Summary . . • • Graphs iv • • ". • • ." • • • . . . . . . . . . . . . OPERATION ANALYSIS THROUGH TIME STUDIES . . . . . . . . Main East Section. 9th East Section • 10th West Section. · . . . . . . . . . . . . . . . · . . . . . . . . . . . . . . . · . . . . . . . . . . . . . . . Continuous Miner Section . . . . . . . . . . . . . Main • Parting • • • • • • • • • • • • • • • • • • • • • . • .. • • • . . • • • • . . • • • • • • RECOMMENDATIONS • • • • • • • • • • • • • • • • • • • • A. B. For the Three Sections of the Mine For the Continuous Miner Section • . . . . . . . . . . . . C. For the Main Haulage • • • • • • • • • • • • • D. For the Tipple • • • • • • • • • • • • • • • • .APPENDIX. • • .. • • • • • • • • • • • • • • • • • .. • • 17 38 48 60 60 64 69 70 7'2 Time Study - Observations. • • • • • • • • • • •• 73 Time Study - S'\lIl1IlI8XY of the Observations • • • •• 132 Activity Graphs. • • • • • • • • • • • • • • • •• 155 LIST OF DATA Page Personnel of the Kenilworth Mine. Abbreviations 7 List of Equipment 11 Statistical Data 12 Definitions of Some Selected Time Elements Ik • . . . • • • • . . . . . . . . . . . . . . • • • • • . . . . . . . . . Data. • . . . . . . . . . . . . . . . . . . Def:tnitions of' •• . . . v 6 14 LIST OF ILLUSTRATIONS 1 • h 2 chart 3 11-BU Loader k 10-SC 9 5 • • • • 6 Map of Main East. Shuttle Car Routes and Working Places 16 7 t Map of Main East. Cutting and Drilling Machine and Places . of Shuttle Car Routes and 32 9 Shuttle Car Routes and Places 37 Map of 12th East and 12th West. Shuttle Car and . . . . h6 11 A Pattern of the Operation of the Miner k"J vi Figure No. 4 Key map ••••••• . . . . . Organization chart. • . . . . . · . . . . . . . . Joy Il-BU Loader. • • . . . . . · . . . Joy 10~SC Shuttle Car • . . . . . . . . . . . Lee-Norse Miner • · . . . . . . . . . . . . 8 10 11 12-26 Places ••••• · ~ . . . . . . . . . . . . . . ,Map Routes Working ~laces • • • • • • • • • • • Map pf 9th East. Working Places. · . . . . . . . . . . . . . . . Map of 10th West. Working Places. · . . . . . . . . . . . Routes Working Places • • · . . . . . . . . . . . Activity Graphs • • • • • • • • • • • • • • . . . Page 4 5 8 10 16 30 46 47 155 INTRODUCTION Kenilworth is situated in Carbon County, Utah, three miles east of Helper and is served by a branch line of the Denver and Rio Grande Western Railroad that Joins the main line at Helper, Utah. The coal mine was first established by the Utah Fuel Company and has been operated since 1907- Geology The rocks expose^, in this area belong the Cretaceous, Tertiary, and Quaternary periods. The exposed upper Cretaceous beds are the Mancos shale. The Tertiary (Eocene) beds are the Wasatch formation, and the Quaternary beds are the terrace gravels and alluvium. The rocks dip about North. The coal-bearing rocks are affected by a few faults; however, their displacement is small. Their vertical movement is not more than, 25 feet, and mining operations are not greatly disturbed by the faulting. The faults trend N 70° E or N 70° W. The coal, which is bituminous, crops out along the walls of the canyon. There are at least six known coal seams: Castlegate "A," 'Castlegate "B," Royal Blue, Castlegate "C," Kenilworth (Castlegate f fD"), and a coal bed "?," having different thicknesses from 3 to 18 feet. The upper "D" seam is being mined at present. It dips about to the north and northeast and has a thickness of to 15 feet. joins 1907. expose4 to Cretace.ous >. QUaternary '6° coal·bearlng smalL than; 25 feet, and mining operations are not " ,w. o.f canyo" n. Castlegate ltC, It "bed" 1," 3' liD" being,mined 6° 9 - 2 - Mining Method The room and pillar method is used. Pillars are not taken. Rooms^ and entries are driven about 22 feet wide. Roof bolts are used for roof support and wooden pins are used for rib support. The production from the four sections comprising the mine is around 2,500 tons per day. The coal in three of these sections is prepared by a rubber-tired combination 7 AU cutting machine and mounted CD kO drill. After cutting and coal is broken by shooting with permissible explosives. Loading of the shuttle cars in Main East, 9th East, and 10th West is done with Joy 1 1 BU loaders of five tons per minute rated capacity and ten tons maximum capacity. The coal in the other section, 12th East and West Entries, is cut and loaded with a Lee-Norse CM kd continuous miner of k to 5 tons per minute rated capacity. Coal is transported from the faces to the loaderheads with Joy 10 SC shuttle cars. They discharge their loads into mine cars of 5-ton capacity, loaded to 5»5 tons average, or to the 36" 50-HP belt conveyor in 12th East and 12th West Entries. Ten-car trips are hauled by 10-ton, 25O-V, DC locomotives from the loaderhead to the main parting or to the ropehead on the second slope. A hoist and rope move the mine cars between the parting of 9th East and 10th West and the main parting. Two Jeffrey 20-ton, six-wheel, 550-V, DC trolley locomotives, with 30 cars each, run between the main parting and the tipple outside of - 2 - nQt Rooms'-- d~. tired 40 drilling, , 11 12th 48 co~t1nuous 4 5.5 50",ton, 250-lOth ton, wheel, · the mine for main haulage. The main haulageway is about 20,000 feet long, lk,kO0 feet inside and 5,600 feet outside the mine. - 3 - haulageway' 14,400 f r o THE£ TT IPPLE - I 6 5 CO L , i :i izt~j( *^>m w f , - £ 7 / 7 / j o u a a a a cr - 9 - N 1 K E N I L W O R T H M I NE Scale, in Feet 0 200 400 6C0 600 1000 5 4 k to.; m m f F i g - 1 -- - .. - -- " l I I I I ! , F jg. • , 11 , KEY t~;----l KENIL WORTI-l MINE I I j Scole, inlF eel I , , 000 4 <>0 6 ,00 .00 -, ' j , _L _ __ , .. _ _ _ __ L , , i ,,,, ," i • I , , , ORGANIZATION CHART Superintendent, Kenilworth - Castle Gate Mines Asst. Supt. Chief Clerk 1 T Preparation Engineer Safety Engineer 1 k Clerks Washery Foreman Washery Foreman (Night) Chief Mining Engineer Mechanical Superintendent Castle Gate-Kenilworth-Clear Creek r ] i Outside Mechanic Foreman-Day Outside Mechanic Foreman-Night Inside Mechanic Foreman Fig. 2 Chie:f 4 Clerks Preparation Engineer Chie:f I ] Saf'ety Outside Mechanic Foreman-Day Outside Mechanic Foreman-Night Inside Mechanic Foreman Z V1 - PERSONNEL OF THE KENILWORTH MIME 11/8/62 Mine 9th East Vest Miner Total Nifiht 2 1 2 2 9 1 1 1 1 1 2 11 2 2 2 2 2 2 2 Ik 2 1 12 1 1 1 1 1 1 6 Bratticeraen 1 1 1 1 Operator 1 l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 Inspectors 2 2 2 2 1 1 6 1 l 2 2 2 2 1 1 2 2 Total ll*. 6 Ik 6 9 104 - 6 .. MINE ~. V 1l/8/62- ~ M. East 2th 10th west Day Night Day Night Day Night Day Night Machine men 1 2- 2. 1 2. Loader Operator 3 Loader Helper 1 3 SC Operator 3 3 3 2- Roof Bolters 2. 2. 14 Motormen 3 3 3 Shot Firers Bratticemen 4 Miner Opera~or 1 Miner Helper Dozers 1 Driver Electricians Foremen 7 Greaser Hoistmen 2- 2. ·Inspectors 2. 2- Lampmen 2. Masons 2 Materialmen 1 Mechanics 6 Pipemen 1 Ropemen 2- Trackmen 6 6 Wiremen 2. Safety Eng. . Superintendent 2- '9 2. , Total 36 14 6 14 6 13' € i ABBREVIATIONS Arr. arrival Av. average B breakdown C cutting cont. continuous D delay- Dc discharge DC direct current departure drilling eff. effective Eng. engineer feet fpm feet per minute in. inch L Loco. locomotive Lubric. lubrication M moving Maint. maintenance max. maximum min. minute, minimum MC mine car ML maintenance and lubrication mph mile per hour MT raantrip NO, No. number P face preparation Prod. production SC shuttle car Sh. car shuttle car V volt - 7 - ." ,~ ~ , Dep. Dr ft. She - delay dr~lling loading minimum. mantrip 00 I 11 BU Loader - 8 - ..., ." a .o.. .... \0 NORSE MODEL CM48 Fig. 5 LEE- NORSE MINER CM48 5 f-' o - 11 - No. Price 192,500 196l (Lee-Norse) 9^50 113,735 19^3 Joy 11-2 113,735 19^3 3 H3,158 19^5 k 15, h3k I9k6 5 19**8 16,190 I9h8 $19,389 19^9 8 $29,9^9 1956 $31,523 1957 SC) 2 16,315 $27,516 1955 k $26,977 1955 $26,977 1955 6 $31,173 1956 $31,173 1956 8 $30, Wf 1956 9 $24,276 1956 10 $33,8^5 1957 11 $33,81+5 1957 - 11 - LIST OF EQUIPMENT -Date MINERS 1 $92,590 1961 Lee-Norse) 2 $94,450 1962 LOADERS 1 $13,735 1943 (Joy 11 .. BU) 2 $13,735 1943 $13,158 1945 4 $15,484 1946 'I $16,190 1948 6 $16?190 1948 7 $19,389 1949 8 $29,949. 1956 9 $31,523 1957 SHUTTLE CARS 1 $18,315 1951 (Joy 10-SC) 2 $18,315 1951 3 $27,516 1955 4 $26,977 1955 5 $26,977 1955 6 $31,173 1956 7 $31,173 1956 8 $30,447 1956 9 $24,276 1956 10 $33,845 1957 11 $33,845 1957 - 11 - - 12 - STATISTICAL DATA Main East 9th East 10th West Miner Section Total loading time (l-shuttle car unit) (2-shuttle car unit) Shuttle cars loaded (l-shuttle car unit) (2-shuttle car unit) Loading time per shuttle car (l-shuttle car unit) (2-shuttle car unit) Av. tons per shuttle car Av. loading rate tons/min. Shuttle cars per full, face Waiting time er shuttle car 1-shuttle car unit) (2-shuttle car unit) min. - min. 153.5 min* 200.5 min. 187.8 min. 44 56 8.74 3.2 15-2 6.0 min. 2.0 min. 8.8 2.6 13.8 8.36 2.52 14.2 7.5 min. 2.57 min. 1.9 min. 35 2.93 min. - 6.Oil- min. min. 4.99 min. 8 1^.5 1.92 Moving time per face Total discharge time Shuttle cars discharged Discharge time per shuttle car (3-shuttle car) (2-shuttle car) Av. discharge rate tons/min. 4.5 min. 3.7 min. 3.0 min. 5.0 min. 173.5 min. 259.5 n4n. 87 min. 98 93 3-5.76 62.5 min. 42 1.77 min. 2.79 min. 1.45 min. I.65 min, , - 12 - .. r I-129 78.5 shuttle min .. 218 min. 13 shutt1e 63 71 1-shutt1e 6.04 lI)in. shutt1e \lllit) 2.74 min. 3.46 min. 2.82 min~ min •. 2.52. 1.49 f'ul1face 15.2 14.5 r~r I~shuttle sbutt1e IIrl.n. dist:harged 60 shuttle 1. 77 shutt1e 1.65 min. 2.64 min. 1.46 min. 1.5 min. discbarge min. 4.75 3·11 5.37 - 13 - STATISTICAL DATA (Continued) Main 9th 10th Miner East West Section l-shuttle 9-4 - 14.5 min. min. shuttle 9-7 min. 9.5 min. Discharge cycle of one shuttle car (3-shuttle car) min. 10.9 min. shuttle min., Length of shuttle car routes > (max.) 420 ft. 450 ft. 450 ft. 350 ft. (min.) 320 ft. 330 ft. 350 ft. 300 ft. Length of section haulageway 36OO ft. 3000 ft. 1700 ft. 400 ft. Av. time per trip 51.6 min. 5^«5 min. 73»9 min., 68 min. shift) 795 Av. delay per loader 64 min. - 60.5 min. 97»5 min. delay per shuttle car 51 min. - 43 min. 22 min. Av. mantrip time 67 min. 73 min. 70 min. 58 min. Delay on face 100 min. 139 min. Continued,) East Loading cycle of one shuttle car (1-shutt1e car unit) 9.4 min. 10.5 (2-shutt1e car unit) 9.7 min. 12.7 miIi. 16 min. shuttle 10 (2-shuttle car) 8.6 min. 10.6 min. 10.9 nUn •. 12.8 min. I max. ) min. ) haulageway 3600 ft. 3000 ft. 1700 ft. 400 ft. Av. time per trip 51.6 min. 54.5 min. 73.9 min., 68 min. Av. tons per shift (19-shift) 668 622 291 Avo 97.5 Av. shuttle car 51 min. 43 min. 22 min. Av. mantrip time 67 min. 73 !Pin. 70 min. 58 min. preparation DEFINITIONS OF SOME SELECTED TIME ELEMENTS Loading time - L This time element starts the moment the loader operator "begins loading the shuttle car and ends the moment the operator stops the loader. Waiting for shuttle car time - W This time element starts the moment the loader operator stops loading anqL ends the moment the operator starts loading another shuttle car. Waiting for mine car time - W This time element starts the moment the shuttle car operator is ready to discharge and ends the moment the operator starts discharging. Moving time - M Moving time is the time require^ to move from one place to another. Delay time - D Delay time is the shutdown time of the loader, shuttle car, and rotary dump for reasons which are explained in the observation sheets. Ik TIMg begins ror anq. ror car-require¢ or ror - 14 - OPERATION ANALYSIS THROUGH TIME STUDIES AN~YSIS - 16 - EAST ROUTES PLACES L E G E N D # 10 S C I = 100 * S C 10, 1962 # A , 8 , b , , etc. Working Fig. 6 I; LEGEND: X - 16 - MAIN EAST SHUTTLE CAR ROUTES a WORKING PLACES " 10 S C I( 16 SC t 8 I b, c I et c. ~ 5 SC Disch. Place WorklnQ Place 6 '" ~ Scale 1=100 Oct. 1962 MAIN EAST SECTION of the operation of the loading machines; one, the discharge of the shuttle cars; and one, the face preparation. 1 Equipment > 1 Joy 11-BU loader 2 Joy 10-SC shuttle cars jSee Activity Graph, Fig. 12, Summary of Observations, page 133, and Map of Main East, Fig. 6. Loader No. 10 loaded 56 shuttle cars in 153 • 5 minutes at five faces at a rate of 3.25 tons per minute of loading. Subtracting 6k minutes of trip time from k^O minutes of shift time, k06 minutes remain as available time for the loader. It was actually idle 252.5 minutes, or 62,2$ of the workable time. If the loader were to load continuously fbr ko6 minutes, the pro­duction would be 1,320 tons at 3*25 tons per minute, or 2,030 tons at 5 tons per minute (the rated capacity), instead of 500 tons. This is not possible in practice. Some factors which limit the loading time are: waiting for shuttle car, moving, and delays on loader. Four time studies were taken in this section; two o~ these covered o~ o~ ~ace Study No. 1 Il-BU o~ 153.5' ~ive ~aces 64 470 406 62.2i I~ for 406 3.25 capaCity), ~or - 17 - The waiting for shuttle car time can be reduced but cannot be entirely eliminated, as is shown below. Loading point L Discharge point D E W = d = V L = VE L D C = Waiting for shuttle car Distance between loading point and discharge point Traveling speed of the loaded shuttle car Traveling speed of the empty shuttle car Average loading time per shuttle car Average discharge time per shuttle car Loading cycle of one shuttle car The time for the cycle of one shuttle car is: Then: C i a . - £ + J L +L V L VE C = 2 -v + D + L v^ « Vg = v can be assumed In a one-shuttle-car operation: W = C - L = 2 -v + D which the loader has to wait for the shuttle car. In a two-shuttle-car operation: For an efficient operation, there should be no waiting for the shuttle car (W = 0). However, it is - 18 - wai tiog 'pOint d = poi~t vL = vE = = = on~ C =v-dL +v-d +D E d C=2-+D+L +L shuttle-W=C-L=2E:+ D shuttle-vL = vE = W aowever, impossible, even theoretically, because one shuttle car must move out from the loader and the other must move under it. Assuming W is too close to then the loading time must be equal to the traveling time plus discharge time of one shuttle car. That is: L = 2 x v- + D Av. figures recorded: L = 2.74 min. D = I.65 min. d * 370 ft. x ^ I.65 v 1.09 = 2 2 V _ v " 1.09 v » 676 fpm = 7 . 7 2 mph The shuttle cars in the mine cannot travel at this speed, which is too high. 2. Assuming v = mph = fpm as average rated speed and neglecting acceleration and decleration: 2.74 » 2 x ^ j + I.65 1.09 ^ d =.216 ft. - 19 - 1. 0, L=2x£+D v 2.74 = 2 x ~ + 1.65 1.09 = 740 v 740 v:: L09 = 678 = 7.72 Av. figures recorded: L = 2.74 min. D = 1.65 min. d :: 370 ft. = 4.5 = 396 d 2 •. 74 = 396 + 1.65 d· = 198 =216 - 20 - This traveling distance is not consistently possible with the existing mining method. Assuming: v ss fpm (rated speed) d = 370 ft (recorded average distance) = x - = I.87 min., or 2 min. ' L = 2 x v-d + D = 2 ?D » However, which 1.5 minutes, 3»5 2.74 k. C = 2 x ~v + D + L When the two shuttle cars were in service, C = 9*7 minutes in loading and C » 8.6 minutes in discharge. Then the average cycle of each shuttle car, C = 9,1 minutes, can be accepted. poss~ble ~ 3. = 396 = Traveling time = 2 x-d v = 2 x ~~~ = 1.87 L=2x-d+ D v L = 2 + D According to the last equation, if the loading time is assumed as 2 min., which is the rated loading, then the discharge time must be ~ero (D = 0). Howeverl this is not possible because of facing, cleaning up, etc., wh~ch normally are not considered in the rated time. If the discharge time is assumed as 1.5"m1nutes, then the loading time must be 3.5 minutes, which is high, as the average loading time is 2.74 minutes. 4. The actual average traveling time and speed of the shuttle cars in Main East is: C=2x.9:.+ D +L When the two shuttle cars were in service, C = 9.7 minutes in loading and C = 8.6 minutes in discharge. Then the average cycle of each shuttle car, C = 9.1 minutes, can be accepted. Average figures; C min. d 370 ft. D « I.65 min. L = 2.74 min. Traveling time = 2 ^ 11 C D L " " 2.74 = min. 2 ^ = v v o 2 x 120 ••71 v = fpm » mph This speed was too low and consequently the loader had to wait an average of 2 minutes per shuttle car. (W • 9 ' 1 ' (|-7» + - i.8 l Min.) To summarize the above calculations, waiting time for shuttle cars cannot be eliminated. However, such loss of time can be reduced by increasing the traveling speed to the rated amount, decreasing the length of haul, and decreasing the discharge time. Increasing the loading time per shuttle car will accomplish the same results but does not increase efficiency and is not desirable. = £ v ft If = - " fI = 9.1 •• - 21 - D - - 1.65 tt " e 4.71 £ = 4.71 d v = 2 x 4.71 v = 2 x ,!~ figures: c = 9.1 min. = = 1.65 min. L = min. - 2.74 = 157.2 = 1.8 wai t (w = 9.1 - (~.74 + 2·.74) ::: l.81 min.) .decreasi~ decreaSing Increasingthe - 22 - Unless two loaders are operated in the loading xtnit, it is doubtful that moving time can be materially reduced. The real production losses occur when the loader is not operating, with the result that no coal is mined. This causes the shuttle cars and some workers to be idle, or results in inefficient work. Consequently, the labor cost being the same, a low production rather than a high pro­duction will be obtained and the cost of coal will increase. This could be overcome by having a reserve loader, as is shown in the section on Recommendations, page 60. Evaluation of the Time Losses 1. Waiting for shuttle car = 148 minutes, or 2,64 minutes per shuttle car loaded. At times, only one shuttle car was in operation, due to necessary repairs to one or the other of the cars. A total of 101 minutes would, of course, have been reduced. An average of the observations shows that a shuttle car could be loaded every 4.85 minutes, with both cars in operation and carrying 8.92 tons per trip; however, tfyese cars are rated at 10 tons. 101 = 21 cars which could have been loaded instead of 1 2 . Then, (21-12) x 8.92 = 80 tons lost due to repair time. [ , unit, pro-duction Ev~luation = minute~, 2.64 op~ration, for the day was spent repairing the shuttle cars. If both cars had been available for the total loading cycle, the waiting time carS tl?ese ~qo·5 = 21 cars which could have been loaded instead of 12. Then, (2l-l2).x 8.92 = 80 tons lost due to repair time. Moving time 11.5 minutes. This is a necessary delay when only one loader is used. Delays on loader = minutes. x 8.92 171 tons Thus, a total of 80 + 171 » 251 tons of coal lost due to the above delays. If there had been no lost time, the production would have been 500 + 251 = 751 tons. - 23 - 2. :;:: 3. = 93 ~ S.92 = So = = Study No, 2 11-BU 10-SC See Activity Graph, Fig. 1 3 , and Summary of Observations, page Loader No. was ^° work with only one shuttle car (No. 5 ) . However, shuttle car No. 10, which was assigned to loader No. 10, worked as a helper when its loader was idle and the two working faces . were close together. The loader loaded kk shuttle cars in 129 minutes at three faces. Subtracting 70 minutes of trip time from 475 minutes of shift time, minutes was the available time for the loader. It was idle 276 minutes, or 67.8$ of the workable time. The loading cycle of one shuttle car was 9»4 minutes, when the Evaluation of the Time Losses 1. Waiting for shuttle car = 197 minutes, or an average of 4.48 minutes per shuttle car loaded and 6 minutes when only one shuttle car was in operation. This was higher than that for loader No. 1 0 . The shuttle car operated without breakdown time. 2. Moving time = 1 1 minutes. This time was necessary. - 24 - NO.Equipment 1 Joy Il-BU loader 1 Joy 10-Se shuttle car 13, 134. 5 wa~ to 5). 44 405 67.8~ 9.4 loader worked with only one shuttle car. = was" l:;tigher 10. MOVing 11 ,; - 25 - Delays on loader » minutes. x = 3^.2 tons lost due to repairs. Lunch time = minutes x = tons lost due to lunch time. The total loss of production was + = tons. If there had "been no lost time, the production would have been + = tons. If the loader had worked with only one shuttle car during 1^he shift, as was the case after the lunch period, the production would have been x • 388.7 tons cars less), or about tons less. 3. = 35 & x.· 9.2 ::: 34.2 4. 33 ~ 9.2 = 32.3 - 34.2 32.3 = 66.5 been 405 66.5 = 471.5 yhe 471.5 - 9 9.2 = 388,7 (9 83 - 26 - Study No. Equipment Joy 10-SC shuttle cars 10-ton, 250-volt DO locomotives Ik, 173*5 car. J:kk m. m. hj kOJ 173*5 hOJ 233*5 47.9$ for 407 minutes, the production would be 1,935 tons, or 230 shuttle cars, or 352 mine cars of coal. This is not possible in practice because of deficiencies in transportation and lack of working places. Some of the factors which limit the discharge time are waiting for mine cars, delays on shuttle cars, and delays due to spotting of mine cars. The waiting for mine car time amounted to 67*5 minutes for the three shuttle cars. It meant that the actual delay on mine cars was ^ 1 * ^ 22,5 minutes per shuttle car. No~ 3 3 ~O~SC 2 vo1t DC See Activity Graph, Fig. 14, and Summary of Observations, page 135. Ninety-eight shuttle cars were discharged in 173.5 minutes for an average discharge time of 1.77 minutes per shuttle c~. Discharge started at 7:44 a.m. and ended at 2.31 p.m. The available time was , 6 hours and 47 minutes, or 407 minutes. Subtracting 173.5 minutes from 407 minutes leaves 233.5 minutes, or there was no discharge for 47.9% of the workable time. If the discharge of the shuttle cars were to go on continuously amounte~ 67.5 ~ 22.5 - 27 - The discharge cycle of one shuttle car, carrying 8.42 tons, was '6.53 shuttle cars per trip of ten cars at 5.5 tons per mine car x 3*35 ~ minutes necessary to load a trip. The delay time of 22.5 minutes on mine cars, as will be seen below, caused the loss of one trip of 55 tons. The two locomotives followed each other at intervals ranging from 2 to 18 minutes, or an average of minutes. They should follow each other at intervals of less than 3»35 minutes, which is the dis­charge cycle of one shuttle car. Also, there must be enough empties at the Main Parting so the section haulage trips will not have to wait for the arrival of the main haulage trips at the Main Parting and there will be no waiting for mine cars in the section. Some delay time on shuttle cars can also be eliminated by having reserve shuttle cars. This delay, which caused the loss of 125 tons of coal, as is seen below, is due to breakdowns of the shuttle cars. If there were a reserve shuttle car, there would be no delay time on shuttle cars. The cost of a reserve shuttle car is as follows: Assume a depreciation period of 5 years and 200 work days per year. The list price of a Joy 10-SC is $39,710. ^x?200 $39.71, 3.35 minutes. ~ = -~.53 6.53 3.35 = 21.8 trip_ two, 4 3.35 dis-charge baulage tri~s will. '. 5 3x9 ,721000 = $39.71, or $40 daily cost The value of the increased production: x = Saving: = daily and 56O x = yearly. As will be seen in Recommendations, page 60,there is no need to buy a new shuttle car. According to the recommended system, one of the three shuttle cars should be kept as reserve so delay time on shuttle cars could be eliminated. The delay time for discharge positioning is a necessary delay as long as shuttle cars discharge directly into mine cars. Evaluation of the Time Losses: lf Waiting for mine car = minutes. Subtracting the waiting for mine car time,plus delays on shuttle car time, from the working time and dividing by the number of shuttle cars discharged, the cycle of each shuttle car is found. SC SC No. (17.5 + 34 (24 + 28.5) minutes SC 398.5 - (+ 36.5) 26 minutes Then the production loss was: - 28 - 125 4 = $600. 600 - 40 = $560 560 200 = $112,000 6o,there del~ positioni~ EvalUation 1, Wai ting = 67.5 se No. 10 393 - (~l·5 + 78) = 8.75 minutes se 16 403 - '24 + 28.:2~ 38 = 9.22 se No. 5 398.:2 {26 + 36.:2) = 12.93 (g!7§ + 9~~2 + 1~~93 ) x 8.42 = 55 tons - 29 - 2. Delays on shuttle cars = 1V3 minutes, Vf _o2V7L5 + 9.22 ++ 12.93 ^/ x 8 42 = 125° tons The total loss of production was 55 + 125 = 180 tons. Trips 10-ton, 5 8, haulage between the loaderhead and the main parting, a distance of = 143 minutes. ( B7:78 5 + 92.82·22 + 1326.9.35 ) x8. 42 = 125 tons = Two 10-ton, 250-V DC locomotives, Nos. 5 and 8, ran on section haulage between the loaderhead and the main parting, a distance of 3,600 feet. Locomotive No. 5 made 8 full trips at 52.6 minutes average time per trip. Locomotive No. 8 made 7 loaded and 8 empty trips at 50.6 minutes average time per trip. - 30 - B H EAST C U T T I N G M A C H I N E R O U T ES a W O R K I N G P L A C ES Route Machine I s 1 0 0 Working 2 9 , 1 9 62 L E G E N D : A, B, 3 - • Fig. - 30 - MAIN EAST CUTTING and DRILLING MACHINE ROUTES LEGEND ---- - A. B. etc. *-. WORKING PLACES Rou te of the Mac hine Workl ng Place Machine 7 . " Scafe I: 100 Oct. 29, 1962 - Study No, 10 Equipment 1 rubber-tired combination 7'AU cutting machine and CD-kO mounted drill See Activity Graph Fig. 2 1 , Summary of Observations, page lk6, and Map of Main East, Fig. tired AU kO minutes'of 5 l 4 . 9 17*7 lk.9 1 7 . 7 8 l.k = k2 preparation this is not excessive. - 31 - No. combinat!on7-AU 40 21, 146, !Main 7. A rubber-tired combination 7-AU cutting machine and CD-40 mounted drill was used for coal preparation. Eight faces were prepared in 397 minutes 'of available time. Horizontal cuts were 6 inches thick, 9 feet deep, and 22 feet wide; and vertical cuts were 6 inches thick, 9 feet deep, and 5 feet high. The average time was 14.9 minutes for cutting and 17.7 minutes for drilling an average of 16 drill holes per face. Since only one machine was used in the section, the time necessary for the preparation of one face must include the average moving time per face. The trimming time must also be added. Thus, a total of 14.9 + 17.7 + 8 + 1.4 = 42 minutes necessary for the preparation of one face. There was no breakdown time. The preparation of eight faces was an efficient performance by the preparati.on crew. A total of 27 minutes can be accepted as the loss of time for changing bits, maintenance, and lubrication, and other delays; however, 9 th EAST S H U T T L E R O U T ES a W O R K I N G P L A C ES L E G E N D _ # 8 S C , * 9 SC I * 100 -. WS SC Oct. 15, 1962 Place B, Fig.. I I . ~ LEGEND: - 32 - 9th EAST SHUTTLE CAR ROUTES WORKING PLACES 'N SC I =II '# 6 X Disch. Place. A, 8, etc. Working Place Fig. 8 .. , Scale 1 a 100 15. 1962 9TH EAST SECTION time studies were taken in this section. One covered the operation of the loading machine and one, the discharge of the shuttle cars. Loader No. 6 worked with two shuttle cars, Nos. 8 and 9* There were two more loaders (Nos. 2 and 3) which were working interchangeably with shuttle car No. 6. The second loading crew generally started to work late because of a deficiency of coal preparation. Therefore, a time study was not taken on the second loading operation. Study No. k Equipment 1 Joy 11.-BCJ loader 2 Joy 10-SC shuttle cars See Activity Graph, Fig. 15> Summary of Observations, page 137, and Map of 9th East, Fig. 8. Loader No. 6 loaded 63 shuttle cars in 2l8 minutes at six faces. The available time for the loader was 402 minutes. It was idle 184 minutes, or 45.8$ of the workable time. The loader has a 5-ton-per-minute loading capacity but loaded 2.6 tons per minute. No delays were recorded on the loader, but the waiting for shuttle car time and the moving time reduced the workable time of the loader to 54.2$, The shuttle cars did not have any breakdown. - 33 - Two 9. p~eparation. I Studx 4 11~BU lO-15, 8. 218 40'2 45.a;, · 5-:-ton-per­minute s~uttle 54.2~. - 34 - The Loading Cycle of One Shuttle Car The available time of 402 minutes divided by the number of shuttle cars loaded, or the summation of the average times of loading, waiting, and moving gives: 402 218 22 , _Q J " 5 = l 3 + " S S s 6 , 3 8 minutes No time was lost in this operation, but if this figure min.) is compared with the figure of minutes computed in Study No. 1, it is seen 'that this result is higher than the other. 162 b3 = b3 + b3 + b3 = 6.38 minutes (6.38 4.85 " o~er. - Equipment Joy 10-SC shuttle cars 2 10-ton, 250-volt DC locomotives See Activity Graph, Fig, l 6 , and Summary of Observations, page 138. Ninety-three shuttle cars were discharged in 259•5 minutes for an average discharge time of 2,79 minutes per shuttle car. The available time for discharge was 6 hours and 20 minutes, or 38O jninutes. The difference of 120.5 minutes between the available time and the discharge time was the idle time when no coal was being discharged to the mine cars. There was no breakdown of the shuttle cars or waiting for mine cars. Evaluation of the Time Losses crew for the second loading crew, shuttle car started to discharge after a delay of minutes. This minutes can be accepted as a loss of time for production due to late face preparation. When the cycle of shuttle car No. was averaged through the observation, it was found to be 12.2 minutes per shuttle car discharged, Then the lost production, with an average of 8.7 tons per shuttle car of coal, was: x 8.7 - 71.3 tons. Study 5 - 35 - No. 5 3 lO-ton, volt lo~omotives ; -: Fig_ 16, 259.5 2.79 380 ~nutes. av~i1ab1e cars, 1. Since there was not enough coal prepared by the face preparation No. 6 d~lay 100 100 6 12.2 discharged. I120J02 = 2. Shuttle car No. did not come to discharge for a period of 10k minutes, coinciding with the lunch "break. It can also be assumed as a loss of production, which is x 8.7 74,2 tons The total loss of production was, therefore, 7 1 . 3 + 74.2 = 145.5 tons due to the above delays. Trips Two 10-ton, DC locomotives, Nos. 24 and were used for section haulage between the loader head and the section parting, about 3,200 feet distant. Locomotive No. 24 made 8 loaded, and 7 empty trips, or 54.5 minutes average time per trip. Locomotive No. 25 made loaded and empty trips, or minutes average time per trip. - 36 - 6 104 break. 104 12~2 = 74.2 71.3 = 10~250-V 25, loadeq 54.,5 7 8 trips,' 54.5 0; ';, .~ ,: -.~ l ~ " - 37 - // </. / / _ .. ._ 7 / -7 /- - - - 7 / /_ y * ... ../ L ../ L- 7 >'/ / / / / 2 - > _ / 7 / 7 /" 7 ' / / / / f / / / _ _y z_ _ / -7 V 7 / / / 7 /" - ~7 / - ///_,f c ._/ r f w D A - 7 r ^77* 7 /- / / " / / / ' / / / / A v ' v (Z 1/ /___ _i3_/y / ;+/ // 18 / ' / / 16jtt3; - 1 1 1 II rI 11 11 I 1 t 1 A • 1 1 1 V 9 0 ' 1 1 _ J I WEST & WORKING PLACES L E G E N D ; # 15 Cm IOO' SC 2 2 , 1962 W II SC a, etc. Fig. 9 2 - 37 - 1~~-~-7-·~ --~~-:~7~~,!;?~--»~~~ --/7-,>---=/; ~:3,i;~ I =_- / '--;-/ L. . .. r_'~~=-~J r~~~JIL_ __ -.;jl L 7L IL Alb~-/ II 1/ / ( /j , L / <, E _ _ ....I L __ ---1 I -7 J----7-~/ ---7i-- -:-~7J~ --;m~- - - 7 " i ~ /1_'-1_- g !=--=-!J!/}=- c.:-:J~{~=I~ ~/;'{-= - '! !,; 'f- - ' I _]l[-~ ~[~=rr-~crr-9~~lf:I~=_-_-J ~-~~ I ----- .. ~ ---------- . LEGEND ~ 10 th WEST SHUTTLE CAR ROUTES a ----- -- N I~ SC ------ - # 17 SC --- -- - - # /I SC X Disch. Place A, B, 0, .tc. Working Place _____ . ___ .---.....t " I Scale I. 100 Oct. 22. 1962 10TH VEST SECTION Three time studies were taken in this section. One covered the operation of the loading machine; one. the preparation of face and the loading operation; and one, the discharge of the shuttle cars. 1 17* other loader (No. 7) worked with shuttle car No. 1 1 . The second loading crew usually started to load late because of inadequacy of face preparation. The same crew first prepared some coal, then'did the loading. Study No. 6 Equipment 1 Joy 11-BU loader 2 Joy 10-SC shuttle cars See Activity Graph, Fig. 17, Summary of Observations, page lU0,and Map of 10th Vest Section, Fig. 9* Loader No. 1 loaded shuttle cars in 200.5 minutes at five faces. The available time for the loader was kll minutes. It was idle 210.5 minutes, or 51*2$ of the available time, and loaded an average of 2.96 tons per minute. Some factors, such as waiting for shuttle car, moving, and delays, shortened the loading time. WEST one, Loader No. 1 worked with two shuttle cars, Nos. 15 and 17. The 7) 11. u~ually Qecause ~irst I then did 6 Il-BU Se 140,West 9. 71 411 51.2~ shorteqed - 38 - 39/40 - The Loading Cycle of One Shuttle Car One of the two shuttle cars had a breakdown of minutes because of brake failure. In this minutes, ffi^ = 9*6 shuttle cars which could have been loaded instead of the cars which were loaded. Then, x « 2 1 . 7 tons lost due to repair time. Moving time ?= minutes. This was a necessary delay because Delays - 6O.5. minutes. This was the total delay, which included minutes preparation time for the loader, minutes due to repairing of the loader cable, l4.5 minutes due to waiting for shooting smoke to clear, and minutes due to ventilation. Thus, a total of 2 1 . 7 + IO6.3 = tons of coal lost due to the above delays. If there had been no lost time, the production would have been + = tons. car. tons lost. An average of the observations shows that a shuttle car could be loaded every minutes. At times both shuttle cars were in operation, carrying tons per trip. This minutes is the summation of average times of loading, waiting, and moving per shuttle car trip. Waiting for shuttle car « minutes, or minutes per shuttle - 39,40- qf 4.75 8.35 4.75 Evaluation of the Time Losses 1. = 135 1.9 car. 45.5 45.5 t~7g = 9.6 shuttle cars 7 (9.6 - 7) 8.35 = 21.7 2. = 15 necessar,y only one loader was used. 3. Delars = 60.5 14 miriutes of 27 14.5 5 IT~7g x 8.35= 106.3 21.7 106.3 = 128 '594 128 = 722 This one loader, which worked with two shuttle cars, would have been able to load, with the available preparation, the same amount of coal loaded by the second loading crew. Thus there would have been no need for the second loading operation. - 41 - ~he - k2 - Study No. 7 Equipment 1 Joy 11-BU loader 1 Joy 10-SC shuttle car 1 rubber-tired combination 7-AU cutting machine and CD-kO mounted drill See Activity Graph. Fig. 18, and Summary of Observations, page ikl. Loader No. 7 loaded 13 shuttle cars in 78.5 minutes at two faces. Subtracting 70 minutes of trip time from kdO minutes of shift time leaves klO minutes remaining as available time for the loader. Thus it was not in operation for 331*5 minutes, or 80.8$ of the workable time. There was no breakdown of the loader and shuttle car, but waiting for shuttle car, moving, and especially the coal preparation shortened the loading time. Loader No. 7 operator and a helper worked on coal preparation 139 minutes. A rubber-tired combination 7-AU cutting machine and CD-kO drill was used for coal preparation. Only one face was prepared. Cutting, drilling, and shooting was done by the same crew. It took 19 minutes for cutting, 21 minutes for drilling of 17 holes, 57 minutes for shooting, 13 minutes for cleaning the face, 19 minutes for moving, and 10 minutes for repairing the machine. As a whole, this was a big delay for the loading operation, due to coal preparation. - 42 - N0.7 !guipment Il-BU SC AU 40 Graph, 141. t 480 410 331.5 80.8~ tired AU CD-40 13 19 10 The Loading Cycle for One Shuttle Car This is the total of average loading time, waiting time, and moving time per shuttle car loaded at 8.35~ tons per trip: 6.04 + 7.5 + 2 . 7 = 16.24 minutes Evaluation of the Time Losses 1. Waiting for shuttle car » 97»5 minutes, or 7»5 minutes per shuttle car. It can Iqe assumed a delay was necessary; however, this is too high in comparison with the other shuttle cars. 2. Moving time » 35 minutes. This was a necessary delay, but it is also too high. 3« Face preparation = 139 minutes. x » 71*5 tons lost due to face preparation. 4, Lunch = 60 minutes. i£kx 8-35 - 3 1 t o n s Thus 7 1 . 5 + = tons of coal lost due to the above delays. - 43 - Tlle 8.35' 6.04 + 7.5 + 2.7 = 16.24 minutes Evaluation of the Time Losses 1. Waiting for shuttle car = 97.5 minutes, or 7.5 minutes per shuttle car. It can qe assumed a delay was necessary; however, this is too high in comparison with the other shuttle cars, 2. Moving time == 35 minutes. This was a necessary delay, but it is also too high. 3. Face preparation = 139 minutes. 19:f4 8.35 = 71.5 lost 4. = 60 16.24 x 8.35 = 31 tons 71.5 31 = 102.5 - kk - Study .No, 8 Equipment 3 Joy 10-SC shuttle cars 2 10-ton, 250-volt, DC locomotives See Activity Graph, Fig, 1 9 . and Summary of Observations, page 142. Sixty shuttle cars were discharged in 87 minutes for an average discharge time of 1.45 minutes per shuttle car. The available time for discharge was 6 hours and 23 minutes, or 383 minutes. A difference of 296 minutes between the available time and the discharge time shows the idle time for discharging into the mine cars. Cycles of the Shuttle Cars These are found by the same method as in Study No. 3» SC No. 15 374 - ( 1 . 5 + 7*0 _ 31 SC No. 17 379 - 55 _ SC No. 11 8 minutes Evaluation of the Time Losses 1. Waiting for mine cars = 1.5 minutes. This is negligible. 2. Delays on shuttle cars 129 minutes. 44 StudY,No. SC ton, volt, Fig. 19, \ 3. 374 - (~i5 + 74) = 9.63 minutes 379 - 55 = 12 minutes 27 = = C9!t3 +~) x 8.3,5 = 100 tons. 3. Delay on face preparation = 376 minutes. The cycle of shuttle car No. 1 1 , ^ ^ 9*&3 _ io,8 minutes, can be accepted. ^ | x 8.35 » 290 tons The total loss of production was 100 + 290 390 tons. Trips Two 10-ton, 250-V DC locomotives, Nos. 22 and 23, worked on section haulage between the loaderhead and the section parting about 1,800 feet distant. t Locomotive No. 22 made k loaded and 5 empty trips, or 66.2 minutes average time per trip. Locomotive No. 23 made 5 round trips, or 8l»J> minutes average time per trip. - 45 - = minutes •. 11, 12 2+ 9.63 = 10.S minutes, can l~!~ S.35 = 290 = 10~ton, 1,SOO Locomotive No. 22 made 4 loaded and 5 empty trips, or 66.2 minutes average time per trip. ~comotive No. 23 made 5 round trips, or Sl.~ minutes average time per trip. - 46 - D C 12 th o ; o o 12 th West 2 3 0 0 0 E A S T a ENTRIES a PLACES L E G E N D : A , etc. x W 21 Place Place the SC •• » S c a l e I * 200 1962 Fig. 10 - 46 - ------------~~------~~------------------------ I ,- - -, - - -, r - -, r - "1 , 1 - I I I' ,I I ), ~ I I I, -- - - - _I 1 __ J L _/ 1 L __ I 1- - -' r - - - - - - I 1- - - ,- _/ I 1- - - , r- -, I I ~_ . \- - -{. +-_.. . -{ .-;. ----f :.- --- 23000 I I I , I I I I i I ----------------~ 12th EAST 8 12th WEST ENTRIES SHUTTLE CAR ROUTES a WORKING PLACES LEGEND: A, B, etc. x ® # 20 SC ~ 21 SC Working Place Belt Conveyor Disch. of " It "It Belt Conv. 10 ., , Seale 1=200 Nov. 5, 1962 - k7 - Fig. - 47 - "'1"---9' --....~. .~2'4I.~-----9' --~ A PATTERN or THE OPERATION OF THE MINER PLACE: A Scale: 1" = 5' (1) wal completed at 5:55.5 (2)"" "6:45 " " 8:12 11 I 9' 1 CONTINUOUS MINER SECTION Three time studies were taken in this section. Two of these covered the operation of the continuous miner, and one, the discharge of the shuttle cars into the belt conveyor. Studies Nos. 13 and 14 Equipment 1 Lee-Norse CM-48 continuous miner 2 Joy 10-SC shuttle cars i See Activity Graphs, Figs. 24 and 25, Summaries of Observations, page 151,and Map of the Section, Fig. 10. A Lee-Norse CM-48 continuous miner of 4 to 5 tons per minute rated capacity operated to mine and load the coal. This machine elimi­nates the operations of cutting, drilling, and firing, and literally rips out the coal. Some of its specifications are: Total weight 29 tons Maximum mining width 81 6" Maximum mining height 101 2" Minimum mining height 4' 8" Maximum mining depth 16' The miner cut the coal and loaded the shuttle cars at the same time and sometimes did some cutting and moving at the faces after the - 48 - , See Activity Graphs, Figs. 24 and 25, Summaries of Observations, page l5l,and Map of the Section, Fig. 10. Alee-Norse CM-48 continuous miner of 4 to 5 tons per minute rated capacity operated to mine and load the coal. This machine elimi-nates the operations of cutting, drilling, and firing, and literally rips out the coal. Some of its specifications are: Total weight 29 tons Maximum mining width 8' 6" Maximum mining height 10' 2" Minl~um mining height 4' 8" Maximum mining depth 16' The miner cut the coal and loaded the shuttle cars at the same time and sometimes did some cutting and moving at the faces after the - 48 - h-9 - shuttle cars left, to be ready for another loading operation, A pattern of its operation at the face is shown in Fig. 1 1 , It loaded 33 shuttle cars in 170 minutes, or an average of I.56 tons per minute the first day, and 37 shuttle cars in 171*5 minutes, or 1,72 tons per minute the second day. The available time for the miner was k20 minutes for the first day and 4l5 minutes for the second day. It was not in operation the first day for 2^1.5 minutes, or 57*2$ of the available time, and the second day for 2l8 minutes, or 52.5$. The averages of two days were 4l7«5 minutes available time and 230 minutes idle time, or 55$ of the available time. 7»8 only minutes Evaluation of the Time Losses (Average for Two Days) 1. Waiting for shuttle car: minutes, or 2 , 1 minutes per shuttle car - first day 65 1.76 tt It 11 ft second day 67 it 11 11 it - average - 49 - operation. 11. 1.56 171.5 1.72 420 415 241.5 57.2~ 218 minute~or 52.5~ • averag•e s 417.5 55~ Waiting for shuttle cars, moving, maintenance and lubrication, and breakdowns lessened the operation time. The loading cycle of one shuttle car was 8.1 minutes the first day and 7.8 minutes the second day when both shuttle cars were in operation, and 10.5 minutes the first day when onl~ one shuttle car was in operation. The averages of two days were 8 nq.nutes per trip with both shuttle cars in operation, and 10.5 minutes with only one shuttle car in operation. Ave"rage f?r - 69 2.1 " n tt " 1.92 " If " " - If " " - average - 50 - it 11 it 11 This was a necessary delay, but one of the shuttle cars had a breakdown of minutes the first day because of cable reel failure, and the miner also had a breakdown of 27.5 minutes due to water hose repair within the same period of time. Therefore, 27.5 minutes must be subtracted from 88 minutes to compute the loss of production caused by the shuttle car. 88 - 27 S § ^ J.k shuttle cars which could have been loaded instead of 6. (j.k - 6) 8 = 1 1 . 2 The shuttle cars did not have any breakdowns the second day, so the lost production would be 5*6 tons per day due to shuttle car repairs. 2. Moving time * 19 • 5 minutes - first day 26 - second day - average This was also a necessary delay. Delays on miner = Ilk minutes - first day second day it it it 97.5 This is the average time spent for maintenance, lubrication, and repairing the miner. x 8 « 97»5 tons of coal lost - average. k. Lunch » minutes - first day k6 - second day w 42.5 " - average x = 42.5 tons. - 88 .. 27.5 8.1 = 7.4 shuttle cars which could have been loaded instead of 6. Then (7.4 - 6) x 8 = 11.2 tons lost the first day. pro, duction 5.6 ~er = 19.5 " " 26 " " " 22.8 " 3. = 114 " " " " " " 81 97·5 " " - average ¥ x. = 97.5 average i 4. = 39 " 46 " It ~.5 8 - 51 - 1 Thus, + + = 1^5.6 tons of coal lost daily, based on the two-day average, due to the above delays. ~ 51 - 5.6 97.5 42.5 ~ 145.6 - 52 - Study No. 15 Equipment 2 Joy 10-SC shuttle cars 1 Joy 36' x 270' belt conveyor 1 12-ton, 550-volt DC locomotive See Activity Graph, Fig. 26, and Summary of Observations, page 152. Forty-two shuttle cars were discharged onto the belt conveyor in 62.5 minutes for an average discharge time of 1.5 minutes per shuttle car carrying tons. The available time, after subtracting the two-day average trip time of 57.5 minutes from the shift time of 480 minutes, was 422.5 minutes. There was no discharge onto the belt for 360 minutes. The cycles of the shuttle cars (No. 20 and, 21) were 1 2 . 9 minutes and 1 2 . 7 minutes. The trip to this section was 24 minutes for the two-day average. The discharge of the shuttle cars should have started at 3»34 p.m., instead of starting at 4:33 p.m. Preparation of the miner, such as maintenance, lubrication, bit changing, etc, was being done at the beginning of the shift, as can be seen in Time Study - Observations, pages 121 and 124. This 59 minutes of delay time due to miner preparation does not appear in the observation sheet because Study No. 15 was taken at the discharge place to cover the discharge of the shuttle cars, the operation of the belt, and trips * It would have been better if the preparation of the miner had been done on the preceding shift, so the miner would have been ready for operation at the beginning of the working shift. l2-volt c~ 8 , No. and 12.9 12.7 3:aa etc., del~y thedi~charge trips. ot Shuttle cars Nos. and did not come to discharge for a period of minutes and minutes, respectively, including the lunch break. Some of the time after lunch was spent on maintenance and lubrication of the miner. This delay does not appear in the observation sheet, as is explained above• Evaluation of the Time Losses 1. Waiting for mine car = minutes (for both shuttle cars) (M + * 8 - 2 1 . 3 ton, 2'. Delays' on miner = 59 minutes. + & r ) x 8 • 7 3 - 7 t o n s Delays due to lunch and miner maintenance = minutes and minutes. te + i & ) x 8 = 9 6 t o n s Thus, a total of 2 1 , 3 + 73.7 + 96 =5 191 tons of coal lost due to above delays. Belt Conveyor Joy x 270f , HP belt conveyor hauled the,coal from the shuttle cars to the mine cars. It started to work at p.m., and stopped at p.m., making 6l starts and stops during the working time of minutes. It was in operation for 257.25 minutes, or 73»5$ of the available time and idle for minutes, or 26.5$ of the available time. - 53 - 20 21 90 76 r~spectively, ti~e tpe de~ay above. 34 ( 1142..59 + 11.22..:.72 ) x 8 = 2 1. 3 tons DelayS' on miner = 59 minutes. ( -1122.9- ~1..222...7.. ) x 8 =, 73.7 tons 3. = 90 76 minuteS. (1&~9 + lJ~7 ) x 8 = 96 tons Thus, a total of 21.3 + 73.7 + 96 = 191 tons Of coal lost due to above delays. A 36" i 270', 50-lIP the . 4:33 10:23 61 Blld :time 350 257.~5 '73.5~ and"92.75 26.5~ ,- 5>* - The belt hauled an average of 78•4 tons of coal per hour Instead of its rated capacity of kOO tons per hour. The discharge time was 62.5 minutes for 42 shuttle cars, or 336 tons of coal. maximum time of 62.5 minutes can be accepted as extra travel time for 336 tons of coal on the belt. Thus, the total operation time of the belt would be 125 minutes. A difference of 132.25 minutes between the actual operation time of 257.25 minutes and the necessary operation time of 125 minutes shows the lost operating time. The reason for the lost time was lack of proper communication between the shuttle-car discharge place and the belt discharge place. The hopper cone at the tail part of the belt was not adequate for feeding the belt efficiently. It should be made deeper to increase the capacity of the hopper and steeper to ease the coal flow. Trips A 12-ton, DC locomotive, No. 1, worked on section haulage between the belt conveyor head and the main parting about feet distant. It made six round trips, or minutes per 10-car trip. 54 78.4 coal. instead 400 A for' coal. total. the' :plac~ coal. ton, 550-V, 1, 400 68 lO-MAIN PARTING Only one time study was taken at the main parting. This covered the section haulage and main line haulage trips. Two 10-ton, 250-V DC trolley locomotives, Nos. 5 and handled the Main East haulage over a distance of 3*600 feet from the main parting. The cars of the 9th East and 10th West sections were moved from the parting on slope No. 2 down to the main parting with a hoisting rope, a distance of about 1,000 feet. Two Jeffrey 20-ton, 6-wheel, 550-V DC trolley locomotives, Nos. 3 and k, ran "between the main parting and the tipple. The main haulage route was nearly 20,000 feet long-14,400 feet inside, and 5,600 feet outside the mine. The section haulage was carried on by 10-car trips and the main haulage by 30-car trips. Study No. 9 Equipment 2 10-ton, 250-volt DC locomotives hoisting rope 2 20-ton, 6-wheeled, 550-volt DC Jeffrey locomotives See Activity Graph, Fig. 20, and Summary of Observations, page Ikk. Section Haulage Trips Main East Section.-Locomotive No. 5 made full trips, averaging 53*2 minutes per round trip and did not wait for the empties. - 55 - ton, 8, 3,600 hOisting ton, 4, between th~ long--car EqUipment ton,250-volt 1 volt 144. Section.--8 53.2 - 56 - locomotive No. made full trips, averaging minutes per round trip, and did not wait for the empties. The average time per trip is the total of time spent at the main and coming coming-in 10th West, Sections.-The rope handled 25 round trips, 15»8 trip 36 minutes. Trips.-Locomotive 3 6 61.3 Locomotive No. 4 made round trips, or minutes average time per trip and waited for coal minutes. Locomotive 8 7 ave~aging 50 parting, time spent at the tipple, the time spent in going out and cOming in. Since the time study was taken at the main parting, the time spent at the tipple was unknown; therefore, going-out and cOming­in times and the time spent at the tipple were accepted as the travel time. 9th East and lOth WestSections.--The' rope handled 25 round trips, or 15.8 minutes average time per trt~ and waited for the empties 36 Main Haulage Trips.--Locomotive No. 3 made 6 round trips, or 61.3 minutes average time per trip and waited for coal 21 minutes. 6 78.7 35 , TIPPLE Two time studies were taken at the Kenilworth and Castle Gate tipple, covering the rotary dump operation, Kenilworth and Castle Gate main haulage trips, and the conveyor operation between the hopper of the rotary dump and Castle Gate washery. The tipple is feet from the portal of the Kenilworth Mine and serves both Kenilworth and Castle Gate mines. Two men are employed at the dump. One .man, who is the operator, uncouples the loaded cars, guides them into the dump, and then operates the dumping mechanism. The other man couples the empties and makes up the trips, 15 cars for Castle Gate trips and cars for Kenilworth trips. Studies Nos. 1 1 and 18 Equipment 1 rotary dump main haulage locomotives See Activity Graphs, Figs. and and of Observations, page 147. (All figures are two-day averages.) Dumping This was the actual time of the rotary dump. A total of mine cars were dumped in minutes, or minutes per car. The available time for dumping was minutes and the idle time, 171 minutes. 5,600 men. a.t ,man, me.chanism. 30 11 12 3 22 23, Summary 444 264 0.6 435 miriutes - 57 - - 58 - Some factors, such as changing trips, waiting for hopper to empty, waiting for coal, and delays at the dump reduced the productive time of the rotary dump. Changing Trips This was the shutdown time of the dump while the empty trips were passing by. This time amounted to 29 minutes, or minutes per trip and was a necessary delay. Waiting for Hopper to Empty When the hopper was full and the conveyor was not in operation, the rotary dump ceased its operation until the hopper was emptied. This time amounted to minutes and was an unnecessary delay. Waiting for Coal This time amounted to minutes and was an unnecessary delay. Delays at Dump Delay time was six minutes and was negligible. Evaluation of the Time Losses Waiting for hopper to empty minutes Waiting for coal 87 minutes 136 minutes When this lost time is converted to cars dumped: « additional cars which could have been dumped. This means that a total of 88 cars which could have been dumped during the shift time of minutes. d~p 1.53 ,h opper 49 87 49 Total ~minutes l~minutes ~ ~ = 227 444 + 227 = 671 435 RREECCOOMMMMEENNDDAATTIIOONNSS RECOMMENDATIONS A. For the Three Sections of the Mine Using One Loader with Two Shuttle Cars When the observations or the statistical data are studied, it can be seen that the loading operation with one shuttle car is not efficient. Sometimes the loading operation with two shuttle cars is not efficient either because of breakdowns and insufficient reserve machines. Therefore, it might be better if only one loader were used with two shuttle cars, keeping one loader and one shuttle car as reserves. Thus, one loader with two shuttle cars can be kept in operation continuously. Whenever the working loader or one of the two shuttle cars fails, it can be replaced with the reserve. The loaders and the shuttle cars can also be operated interchangeably during a shift, or every other day, so the production units can be kept in good condition by means of regular maintenance and lubrication. There are 11 shuttle cars and nine loaders in the mine, as shown in the list of equipment, page 11. According to this system, six loaders and nine shuttle cars will be needed for the three sections of the mine. This number of loaders and shuttle cars was already in service, and so there will be no need for an extra loader or shuttle car for the reserves. Now one of the two loaders and one of the three shuttle cars will be the reserves instead of being in operation. - 60 - USing Shift, Qf .. 60 - - 61 - There is no need for any calculation for the reserve loaders and shuttle cars because all of the loaders and shuttle cars have been amortized by now and it is doubtful that any purchaser can be found to pay the price that would justify selling them. It will be shown later that this recommended system of operation can give better results than the existing system of operation. There are three stages for coal production in the three sections: 1. Face Preparation This is the first and important stage for the production of coal, t Since all conditions are the same in the sections, eight faces can be prepared conveniently in every section, as was observed in Main East. Each face can produce an average of ik.k shuttle cars, carrying 8.6 tons of coal each, or 1 2 . 4 shuttle cars, carrying 10 tons each. Thus, eight faces can yield 990 tons of coal. 2, Loading Subtracting minutes for the average trip time from the k&O minutes shift time leaves 410 minutes available for loading. One loader can load one shuttle car every five minutes when the two shuttle cars per unit are used, carrying tons each, which is the average for the three sections of Kenilworth. (See the Statistical Data, page 1 2 ) . Then, = 82 shuttle cars, or 82 x * tons of coal. doubtf~ coal. I Since all conditions are the same in the sections, eight faces can be prepared conveniently in every section, as was observed in Main East. Each face can produce an average of 14.4 shuttle cars, carrying 8.6 tons of coal each, or 12~4 shuttle cars, carrying 10 tons each. Thus, eight faces can yield 990 tons of coal. 2. 70 480 8.6 12). 4~0 8.6 ~ 705 - 62 - For the three loaders in the three sections: x 82 = 246 shuttle cars, or 705 x = 2,115 tons of coal. This figure is a little higher than 2,085 tons, which was the average daily production for 19 days from Oct. 1 to Oct. 25, 1962. For one loader: Total loading time will be: 82 x = 246 minutes moving " 6 x 4 = 24 minutes Transportation The shuttle cars can carry 2 , 1 1 5 tons of coal and discharge it into the mine cars during one shift. The cycle of each shuttle car averages 10 minutes, which is the sum of the three minutes loading, five minutes travel time between the face and the discharge point, and two minutes discharging time. The discharge cycle of one shuttle car is five minutes. q • = 6.5 shuttle cars per trip of 10 cars 6.5 x 5 - 32.5 minutes necessary to load a trip Irj?- = 12.8, or 13 trips. The two locomotives in every section can handle the job conveniently and must follow each other with a difference of less than five minutes, which is the discharge cycle of one shuttle car. 3 = 3 = l<?ader: 3 = " " " " 4::: 3. 2,115 mipe pOint, disCharge ~ = 6.? = g~5 = "" - The result of this recommended operation will be: of ]Tj^"j£ ~ 5°7> or 6 faces vill be enough for 705 tons of coal; however, eight faces can be prepared on night shift in every section. 2. Production The production would be 82 x 3 x 8.6 = 2 , 1 1 5 tons. This is 30 tons higher than the average production of 2,085 tons. The production could also be increased somewhat, with a little effort, by working with only two shuttle cars, eliminating the delays due to spotting of mine cars, and loading the shuttle cars to the rated capacity of 10 tons. Then it can be accepted that this system of operation can conveniently give the same or better production than the present system of operation. Delays The delay times on the loader and shuttle cars can be eliminated, since one loader and one shuttle car should be kept as reserves, except in case of power failure. As mentioned before, there are 1 1 shuttle cars and nine loaders in the mine. According to the recommended system, two loaders and three shuttle cars per section, and six loaders and nine shuttle cars for the three sections of the mine will be needed. This number of , - 63 - 1. Number or Faces Necessary 82 ~ - 5.7, or 6 races will be eno~h ror 705 tons or coal; 1,+.'1- - however, eight faces can be prepared on ~ight shift in every section. 2. Production The production would be 82 x 3 x 8.6 = 2,115 tons. This is 30 tons higher than the average production of 2,085 tons. The production could also be increased somewhat, with a little efrort, by working with only two ,s huttle cars, eliminating the delays due to spotting of mine cars, and l?ading the shuttle cars to the rated capa.?i ty or 10 tons. Then it can be accepted that this system or operation can conveniently give the same or better production than the present system or operation. 3. berore, 11 ror or - 64 - loaders and shuttle cars are already in service, thus there will be no need for an extra loader or shuttle car for the reserves. Now one of the two loaders and one of the three shuttle cars will be the reserves instead of being in operation. Consequently, three men-one loader operator, one helper, and one shuttle car operator-will be saved in every section. Thus, 3 x 30 = $90 daily in every section; 90 x 3 = $270 in the three sections; and 270 x 200 = $54,000 yearly savings. At the same time, the loaders and shuttle cars will have longer lives with better maintenance and thus the cost of production will be lowered. B. For the Continuous Miner Section There are two stages for coal production in the miner section: 1. Mining and Loading the rated capacity of the miner is k to 5 tons per minute, the actual average loading rate was 1 . 6 4 tons per minute during the time of observations. A total of at least 4l0 minutes available working time with a 70-minute trip time can be accepted for this section. One miner could load one shuttle car every 7*2 minutes when the two shuttle cars were in service together. The production in this section was an average of 291 tons per shift durjLng the time study. (See the Statistical Data, page 1 3 . ) It should be possible to increase the production by almost 6>0ff> by using the new miner (which arrived during the time study) interchangeably .. sh~ttle ~lready ~or ~or o~ o~ o~ men--one operator-- - will = = = o~ lower~d. As o~ 4 19ading 1.64 minut~ o~ o~ 410 ~or 7.2 o~ shi~t dur~ng 13.) 6rf1, by - 65 - with the older miner, and by purchasing an extra shuttle car for reserve. The shuttle cars, in general, are old and have been fully depreciated. While it is not recommended that they be scrapped, it is recommended that one new shuttle car be purchased so that three cars would be available at each working place in order to continue normal operation when there is a shuttle car breakdown. An interesting study could be made to determine the feasibility of replacing many of the present shuttle cars with new equipment. There will be no delays for the miner and shuttle cars, so the production will be at least hlO m 57 shuttle cars, or x = tons instead of 291 tons. To eliminate the lunch break, two extra men could be hired as units-and operators, one belt operator, and one motorman. Each extra mechanic will be working a total of one and a half or two hours to relieve the three men for lunch. They should be busy with the maintenance of the resting miner and other machinery in the section during the remainder of the time, which may be around four hours. The following calculations are an attempt to compare production, cost of equipment, and labor cost of a one-miner operation with the respective production and costs of a two^-miner system. - 65 - f'or f'ully Car operatton f'easibility of' of' tor 471.20 = 57 shuttle cars, or 57 8 = 456 of' section mechanics. There are six men working with the production and haulage units--one miner operator one helper, two shuttle car of' half' f'or of' of' f'our f'ollowing of' of' of' two~miner - 66 - A. Production Equipment Price Dollars One Miner Per Day Two Number Miners Dollars Per Day Lee-Norse Miner 94,450 1 2 190 Joy 10-SC car 39,710 2 3 120 Entry Locomotive 30,000 1 30 1 30 Belt Conveyor 63, 790 1 65 1 Total per day $270 Assume a round figure of 300 tons per shift instead of 291 tons for a one-miner operation. One Miner Two Miners 480 tons $1,920 B. Cost of Equipment Assume a depreciation period of five years for the equipment, and 200 work days per year. The prices are the manufacturers' list prices. » 300 tons $1,200 $eq.uipment, Number Dollars D& Da;l 95 SC shuttle 2 80 63,790 65 pe;r- $405 - 67 - C. Labor Cost Personnel Number Dollars Day Number Dollars Per Day 1 30 1 30 Miner operator 1 30 1 30 1 30 1 30 Shuttle car operator 2 60 2 Roof 2 60 2 60 Bratticeraan 1 30 1 30 Motorman 1 30 1 30 1 30 1 30 i - 2 60 $300 12 $360 D. Summary of Calculations One Miner Two Miners 300 tons kSO tons of $1,200 $1,920 570 Profit per day 630 of ton 1.6 One Miner Two Miners .. Per · Day Face boss Miner helper 60 Roof' bolter Bratticeman I Belt operator Extra helper .., Total per day 10 of' ; i Production 480 Value of' production Total cost per day 765 Prof'it 1,155 Cost of' coal per 1.9 , Transportation cars "by shuttle car. The cycle of one shuttle car is 1 4 . 4 minutes average, which is the sum of minutes loading, 7-91 minutes travel time between the face and the discharge point, and minutes discharging onto the belt. The belt conveyor can easily carry this amount of coal during the shift. A communication system should be available between the shuttle car discharge and the belt discharge. Thus, the operating time of the belt could be reduced, lowering the cost of coal. i Rate of Feed 8 tons per 1.5 minutes, or ^_ * 320 tons per hour Capacity of the Belt 400 Total Discharge Time x = minutes Assuming an extra minutes for travel time of tons of coal on the belt, then the operating time of the belt would be 171 The locomotive can also handle th§ job easily by making 9 trips = 8.3) per shift, each trip taking 49.5 minutes ffi g ?*2 * 49.5). - 68 ,.. 2. Two shuttle carS can handle the job by carrying eight tons per 14.4 4.99 7.91 t!avel t~me pOint, 1.5 th~ Rate of Feed 8 tons per 1.5 min~tes, or 81 x.5 6 0 = 320 tons per hour 400 tons per hour 57 1.5 = 85.5 85.5 456 minutes. b.~qle th~ (~5456 = 8.3) 49 .5 (5: 5 8x 7· 2 = 49.5 .) • - 69 - the shuttle to time of the locomotive is 5 minutes and the discharge cycle of one shuttle car is 7*2 minutes. Haulage A 2 , 1 1 5 10th West sections and tons from the Continuous Miner section, totaling 2,571 tons, will be hauled by the main haulage locomotives. This figure is 195 tons higher than the 2,375 tons, which was the average of the total production for 19 days. 62 )• or loaded cars, will arrive at the Main Parting every minutes. before 68 )> (|^^ » * 26.3 ( 3 0 ^ 5 2 6 . 3 ) will be hauled from the sections to the Main Parting. Then, the cycle of each main haulage trip of 30 cars must be 26.3 x 2 « 52.3 minutes and the two locomotives must follow each other with a difference of 26.3 minutes, making 8 trips each ^2^x^165 s however, they made 6 trips each and each trip It can take the loaded cars to 1;he main parting and bring the empties back while one ehuttle car is traveling the belt, since the travel o~ o~ 7.2 C. For the Main HalUage total of 2,115 tons of coal from Main East, 9th East, and 10th 456 th~ p• roduction ~or The cycle of each trip for the three-section haulage is 32.5 minutes, as was computed before (see page 62 ). It means that 3 trips, 30 l-fain eVery 32.5 The cycle of each trip of ten cars for the Miner Section is 49.5 minutes, as was computed be~ore (see page 68), or 7 cars every 32.5 minutes ('9: g x 10 = 6.6) will arrive at the Main Parting. Thus, 30 + 7 = 37 cars every 32.5 minutes, or 30 cars every 26.3 minutes (30 ~732.5 = 26.3) will be hauled from the sections to the Main Parting. Then, the cycle of each main haulage trip of 30 cars must be 26.3 x 2 a 52.3 m1nutes~d the two locomotives must follow each other with a difference of 26.3 minutes, making 8 trips each (22~5rg5 = 7.8). However, th~y made 6 trips each and each trip - 70 - took an average of 70 minutes during the time study. When the Observations Data are checked (page 1GB), it will he seen that the locomotives are able to make trips taking less than 52.3 minutes each, except for excessive waiting for coal at the main parting or for dumping at the tipple. At least 30 empty cars should be kept as reserve at the main parting to take care of a possible delay of up to 26.3 minutes on the main haulage trips. D. For the Tipple A production of 2,571 tons, or 468 cars, will be brought from Kenilworth by the main haulage locomotives during the shift. Assuming l l 6 cars from Castle Gate, which was the maximum during the time study, then the total cars to be dumped will be: 468 + 116 - 584 cars. Thirty cars every 26.3 minutes, or cars per hour from the Kenilworth Mine and 16 cars per hpur from the Castle Gate Mine, give a total of 85 cars per hour which will come to the tipple. The rotary dump at the tipple can dump 100 cars per hour (see page and is capable of doing this job conveniently. The rotary dump was idle an average of 171 minutes in 435 minutes of shift time, or 23.6 minutes per hour during the time study, but it cannot be idle more than minutes per hour [(100 - x 0.6 = 9], - 70 - dur;J.ng tiIJ!.e ehecked laB), be lese he i 116 = every-96.3 69 h9ur care 57) dOing we.s icUe min~tes 9 85) = 9], - 71 - or 65 minutes per shift in the above case, which is 85 cars, or tons per hour, dumping rate. This 65 minutes of allowable delay can cover only the 24 trip changes--l6 from Kenilworth and from Castle Gate--taking 2 . 7 minutes each. If there is no delay on waiting for coal and waiting for the hopper to empty, the tipple is able to dump cars, or 3,210 tons of coal per shift. Either the hopper should be enlarged or the conveyor carrying the coal from the hopper to the washing plant should be kept in operation almost steadily. - n - 468 changes--16 8 2.7 ' 584 plan~ steadi,l y. AAPPPPEENNDDIIXX TTIIMMEE SSTTUUDDYY -- OOBBSSEERRVVAATTIIOONNSS - 7k - TIME STUDY - OBSERVATIONS : Date : : : : 5 : 11-BU 2 Joy 10-SC shuttle cars, Nos. 10 and l6 : Cont. Eff. 7:MT 52 D 55 3 L SC No. 58 3 W 02 k L SC No, 8:02-8:03 W 08 5 L SC 10 2 L SC 16 12 2 . v! L SC 15 W 16.5 1,5 L SC 3.5 W L SC W 25 L SC 27 W 29 L SC No. V 32 L SC 33.5 W 2.5 SC No. 10 1 W 39 2 L SC No. 16 49 10 W SC No. 10 Broke down 5 1 . 5 2.5 L SC No. 16 57 5.5 W - 74 - T~ Study No. 1 Date- October 10, 1962 Mine Kenilworth Section Main East Subject Loading No. of places - : Equipment 1 Joy ll-BU loader, No. 10 2 Joy 10-Se shuttle cars, Nos. 10 and 16 Observer · M. Kemal Gecim Time Remarks Time eont. Eft. Element 7:00-7;30 30 22 55 se 16 Place A/24 w 4 ~ se No. 10 02~1 08 se No. 16 10 2 se No. 16 Place B/24 12 2 W~ 13 1 se No. 10 2 VI l6~5 1.5 Be No. 16 20 3·5 w 22 2 se No. 10 23 1 w 2 se No. 16 2 w 2 se 10 30 1 W 32 2 se No. 16 33·5 1.5 VI 36 2·5 L se No. 10 37 1 w 39 2 L se No. 16 49 10 W se No. 10 Broke down 51.5 2.5 L se No. 16 57 5·5 w 1 3 L SC 6.5 W 1 1 . 5 5 L SC 16 h.5 :.W 22 L SC 16 25 3 M 29 W 31 2 L SC 16 37 6 W 39 2 L SC 16 hi 8 w h9 2 L SC No. 16 50 1 W 5 L 5 1.5 L SC 10 $h 2.5 W 55-5 1.5 L SC 16 56.5 1 W 58 1 1.5 L SC 10 58-2 W 02 2 l> SC Oh 2 W 05.5 1.5 L SC 06 0.5 W O8.5 2-5 L SC 16 12 3.5 W Ik 2 L SC 10 18 W 22 L SC 16 28 W 32.5 ^ 5 L SC 33 0.5 W 37 L SC 38 l W ho L SC 10 k2 M 43.5 1.5 L SC ^5 1.5 W hi 2 L SC hS W 51 ro L SC 53 W 55 L SC 56 1 W 58 2 L sc Place C/23 Place D/- 75 - Study No. 1 (Continued) 8:57-9:00 3 se No. 16 06.5 6.5 11.5 5 se No. 16 16 4.5 ;W 22 6 se No. 16 25 3 Pla.ce e/23 29 4 w 31 2 se No. 16 f 37 6 w 39 2 se No. 16 47 8 w 49 2 se NOt 16 50. 1 5l·5 1·5 se No. 10 Repaired 54 2·5 55·5 1·5 se No. l6 56.5 1 58 1.5 se No. 10 9:56--10:00 2 2 L se No. 16 04 2 w 05.5 1.5 se No. 10 06 0.5 08.5 2·5 se No. 16 3.5 14 2 se No. 10 18 4 w 22 4 se No. 19 28 6 32.5 4.5 se No. 10 33 0.5 w 37 4 se No. 16 38 1 w 40 2 se No. 10 42 2 D/23 43.5 1·5 se No. 10 45 1·5 w 47 2 se No. 16 48 1 51 3 SC.No. 10 53 2 w 55 2 se No. 16 56 1 w 58 2 SC No. 10 - 10:58-11:00 w 02 L SC 06.5 1.5 L SC 1.5 W L SC W Ik L SC No. 15 W 17 L SC 22 W 11:22-12:33 71 D L SC W 37-1.5 L SC k2 4.5 W kk 2 L SC 45 W 47 . 2 L SC W L SC W 2 L SC 12:56-1:W 03 2 L SC W 07 L SC W 13 L SC W 19 L SC 23 W 31 L SC W 35-3-L SC No.. 6.5 M 2 L SC 47 W 49 L SC 51 W L SC W 2:L SC 06 W 09 L SC W L SC MT D/23 - 76 .. Study No. 1 (Continued) 1Q:58-11:OO 2 W 2 se No. 16 06.5 1.5 se No. 10 08 1.5 w 10 2 se No. 16 11 1 14 3 SeNo. 10 15 1 w 17 2 se No. 16 22 5 11:~2-12:33 71 Broke down 35 2 se No. 10 36 1 w 37·5 1.5 se No. 16 42 4.5 44 se No. 10 45 1 w 47 se No. 16 50 3 w 53 3 se No. 10 54 1 w 56 ~ se No. 16 :1.2:56':'1:01 5 03 se No. 10 04 1 w 07 3 SO No. 16 08 1 w 13 5 se No. 10 14 1 w 19 5 se No. 16 23 4 w 3il. 8 se No. 10 32 1 w 35·5 3·5 se No •. 16 42 6.5 Place ri/23 44 se No. 10 47 3 w 49 2 se No. 16 51 2 53 2 se No. 10 57 4 w 1:57-2 :01 4 se No. 10 se No. 16 Broke down 06 5 w 09 3 se No. 10 14 5 w 16 2 se No. 10 50 34 - 77 TIME STUDY - OBSERVATIONS Study No. Date Mine Section No. of places Equipment Observer October 1 1 , 1962 Main East 3 11-BU SC No. 5 1 Joy 10-SC shuttle car, No. 10, M. Kemal Gecim Remarks Time Cont. Eff • 7:^0 40 MT On the tn M 3 L SC 5 55 7 W 57 L SC 5 7:57-8:04 7 W L SC No. 5 8 W 3 L SC No. 5 18 1 W L SC No. W 3 L sq No. W 35 L SC 5 40 5 W 44 4 L SC No. 57 W 59 L SC No. 5 8:59-9:04 5 W on L SC No. 5 W L SC No. 16 2 W 5 L SC No. - .• 2 11, Kenilworth Subject Loading 1 Joy Il-BU loader, No. 5 -1 Joy 10-Se shuttle car, Se as a helper Time eont. Eff. Element 7:00-7:40 train and on foot 45. 5 48 se No. Place a/22 w 2 SO No. 06 2 se 14 w 17 se w 20 2 se 10 22 2 25 So 5 32.5 7.5 w 2.5 se No. w se 5 l~ w 2 se 07 3 se 5 12 14 2 se 10 w 21 se 5 - 78 - 23 w L 31 1 W L L W 45 L W 47-5 1.5 49 1.5 W L 52-5 0.5 W 1.5 L W 02 L 2.5 W 1.5 L 07 ' W 1.5 1.5 w W W 29 W 33.5 0.5 W 3.5 L W 45 W L D .05 5 M 07.5 2.5 4.5 W 20 W L W W m L W 45.5 1-L 4.5 W SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC SC Place b/c/21 - 78 - Study No. 2 (Continued) 23 2 W 30 7 L se No. 10 31 36 5 se No. 5 37 1 se No. 5 22 42 5 45 3 se No. 10 46 1 w 47.5 1·5 L se No. 5 49 1.5 w 52 3 se No. 10 52.5 0·5 w 54 1.5 se No. 5 9:54-10:00 6 2 se No. 5 04.5 2·5 w 06 1·5 Be No. 10 07 1 w 08.5 1·5 L Be No. 5 10 1.5 W 12 2 L se No. 10 14 2 16 2 L se No. 5 26 10 w 28 2 L se No. 5 29 1 w 33 4 L se No. 10 33.5 0·5 w 37 3·5 r.. se No. 5 39 2 w 45 6 L Be No. 10 46 1 w " 52 6 Be No. 5 10:52-11:25 33 Lunch 11:25-12:00 35 Repairing the loader :05 5 Place c/21 07.5 2·5 L se No. 5 12 4·5 16 4 L se No. 5 20 4 22 2 Be No. 5 27 5 w 30 3 L se No. 5 34 4 w 37 3 se No. 5 44 7 w 45.5 1·5 Be No. 5 50 4.5 w L No. W 1.5 L No. 4.5 W L SC No. 17 W 1 L 23 W 1-5 L 5.5 W L SC h9 W L SC W 2.5 L SQ 1:59.5-2:05 5.5 W 09.5 4.5 L SC lk , 4.5 W L SC 2k W 25 M MT to SQ - 79 - Study No. 2 (Continued) 52 2 SC No. 5 56 4 w 57.5 1.5 SC No. 5 12:57-1:02 4.5 05 3 'Bc No,. 5 17 12 w 18 SC No. 5 23 5 w 24.5 1.5 SC No. 5 30 5·5 w 32 2 BC No. 5 49 17 w 52 3 Be No. 5 57 5 w 59.5 2.5 se No. 5 1:59.5 .. 2:05 5·5 w 09.5 4.5 BC No. 5 14 4.5 20 6 BC No. 5 24 4 w 25 1 leave ,the loader 55 30 on foot and on the train Note: Be No. 10 worked as a helper. 8 0 - Study No. place October 12, Kenilworth Main East of SC Nos. 1 0 , 10 No. Time Eff, 1 7:58-8:00 . . . . . I 22 3 21 4 30.5-1.5 47-waiting for 6 7 1.5 8 1 4 . 5 - 9 20.5-10 31.5 for -39 12 50 -52 2 min. waiting for discharge 14 1-3^.5 1.5 16 ^3.5-^5 1.5 51.5-1.5 1 1 : 0 1 -02.5 1,5 1.5 for 32 22 39 -40.5 1.5 2k 02,5 09 -14 -19.5 - 80 .. TIME STUDY - OBSERVATIONS 3 Date 1962 Mine Section Subject Discharge o~ the shuttle cars Discharge place: Nos. 21 and 22 Equipment 3 Joy 10-SC shuttle cars (Nos. 10, 16, 5) Observer M.K.G. Cont. 2 8:07-8:09 19- ~1 30.5,,32 5 46.5-47·5 53.5-55 9:01.5-03 14.5-16 22 30.5-31·5 11 38 -39 .. 13 10:13 -15 22 -23.5 15 33 -34.5 43.5-45 17 51·5-53 18 11:01 19 15 -17 20 26.5-27.5 21 -33 .. 40.5 23 49 -50.5 24 12:01- 02.5 25 -14 . 26 18 -SC No. E:rf' • 2 ;2 2 1·5 1 1.5 1·5 1.5 1.5 1 1 2 ~ 1·5 1·5 1,·5 ;L.5 1.5 2 1 1 1.5 1.5 1.5 5 1.5 Remarks After wai tine; 6.5 min. ~or MC After waiting 1.5 min. ~or MC 8 min, wai tine; ~or MC, 3 min. for discAarge position After waiting 1. 5 min. ~or MC - 81 - Study No, ^ Cont. Eff. 23 -24 31 -32 2 -48.5 1,5 58-1:00 2 32 1:-33 TO -21 31 2 dis­charge position Breakdown Breakdown - StwiY No. ~ SC No. 10 Time Remarks No. Cont, 27 1 28 1 29 12:39 -41 After waiting 1 min. for dis-charge 30 47 -48.5 1.5 31 ;1.:31 -33 ~ Br~akdown 33 2:20 1 34 29 -31 ... - 8z, - iStudy rr^ - ^ _ ^ SO No. 16 Eff. kk- 7:^5.5 1.5 1.5 12.5 4 24 3 1.5 6 1.5 1 11- 1 17.5 1-5 10 24 25 1 11 36 1 12 47 48 1 13 10:10-10:11 1 After waiting 15 min. for MC 14 16,5 18 1.5 30 1 3 min. waiting for MC, 2 min. ' for discharge position 1.5 kB 1.5 3^.5 l 30 1-35-5 1.5 1.5 5^ l;1 1 - 1.5 3^ 5^ 2:01 15 waiting .. 82, 83 .. )Stugy No. 3 ., ; se No. 16 , i Time Remarks No. Cont Eft. 1 7:44- 7:45.5 1.5 2 8:03- 8:04.5 1.5 3 12·5 18.5 6 4 24 27 5 36 37.5 1.5 6 50.5 52 1.5 7 57 58 1 8 9:11- 9:12 1 9 17·5 19 1.5 10 24 25 1 11 35 36 1 12 47 48 1 13 10:10-10:11 1 After waiting 15 min. tor MC 14 16.5 18 1.5 15 30 31 1 3 min. waiting for MC, 2 min. for discharge position 16 38 39.5 1.5 17 47 48 1 18 56 57.5 1.5 19 11:07-11:08 1 20 21 24 3 21 33.5 34.5 1 22 45.5 46.5 1 After waiting 4.5 min. for MC 23 59-12:00 1 After val ting 3 min. for discharge position Breakdown 24 12:28.5 1·5 25 35.5 37 1·5 After waiting 1.5 min. for MC 26 43 44.5 1.5 27 52 54 2 28 1:02- 1;03 1 29 11- 12.5 1·5 30 17 21 4 31 25 26 1 32 38 43 5 33 48 49 1 34 54 55 1 35 2:00- 2:01 1 36 06 08 2 37 14 1 38 25 27 2 - 84 - Study No. 3 ^ Time No. Cont. Eff. 1 2 8:01- 8:02.5 3 23 24.5 4 k8 49.5 LT\ 9:27.5 1-6 37.5 L 5 7 1 0 : 1 1 . 5 - 13 1-5 8 9 1 1 : 1 1 - 1 1 : 1 2 . 5 10 20 30 12 35.5 2 1-5 14 4 12:14-2 16 37-5 59 18 1:04- 1:06 2 14.5 20 21 22.5 1-5 21 2k 58- 2:00 2 13 5 26 for for discharge position - Studl ~ SC No. 2 Remarks E:f'f. 7:46.5 48 1.5 1.5 24.5 1.5 48 49.5 1.5 8 min. waiting for MC, 2 min. for discharge position Breakdown 5 9:26- 9:27.5 1·5 37·5 39 J,..5 10:11.5- 1.5 14 min. waiting for MC, 1.5 min. for discharge position 25 27 2 11:11-11:12.5 1.5 22 2 11 28.5 1.5 35·5 37.5 13 46.5 48 1.5 1.5 min. waiting for MC, 1 min. tor discharge position 54 58 15 12:16 37.5 39 1.5 2.5 min. waiting for MC, 2 min. 17 57 ~ 1:06 19 13 14.5 1.5 1.5 2.1 29 31.5 2.5 22 37 39 2 23 45 51 6 24 2:25 2:08 23 25 2 - 85 - TIME STUDY - OBSERVATIONS : 3 Date : October 12, 1962 : Section : Main East : : ton, 25O-V : No. Arr. (Min.) Remarks Locomotive No. 5 10-car trip 2 11 it ti 3 9:30 11 n 11 10:30 10:52 11 It H 5 1 1 : 2 6 .5 11:42 15.5 ti It 11 11 it n n 11 ti CO 22 n it ti Locomotive No. 8:38 20 car 9:06 9:28 22 11 it it on 11 it it 11:24 11 n ti 11:1*5.5 24.5 M it ti 6 35.5 12:54 ft it it 7 1:46 26 It it 11 CO 2:12 -- Stayed J Study No Mine Kenilworth Subject Trips Equipment 2 10-ton, 250-V DC Main Entry Locomotives, Nos. 5 and 8 Observer M.K.G. Arr,. Dep. Stay Min. ) 1 7:40 8:15 :2 35 car 8:46 9:03 17 " " " 9:52 22 " " " 4 22 " " " 11:26.5 l5.5 " " " 6 12:13 12:33 20 " " " 7 12:57 1:18 21 " " " 8 1:48 2:10 " " " 8 1 8:18 10-car trip 2 tI " " 3 10:10 10:27 17 " tI " 4 10:55 ~ 5 11:45.5 12:10 12:35·5 29 " " " It " " 18.5 tI " " 1:20 " " " 8 1- - TIME STUDY - OBSERVATIONS of October 1962 11-BU 6 2 Joy 10-SC shuttle cars, Nos. 8 and 9 Cont. ' Eff. 8:ko kk **8.5 8:03.5 lk 16 18 20 21-5 33 39 kl k3 45.5 3.5 3.5 2.5 6.5 2 2 2 1-5 2 2-2 2 MT M L W L W L W L M L W L W L W L W L W L W L W L W L train SC 9 Place A/SC SC 9 SC SC 9 SC SC 9 SC SC No. 9 SC SC 9 SC 8 SC 9 - 86 .. Study No. Date Mine Section Operation No. of' places Equipment Time eont. , E:ff'. 7:00- 7:30 30 30 40 10 43 3 44 1 47.5 3·5 48.5 1 52 3·5 53 1 59 6 01 2 ,8:01- 8:03.5 2.5 05 1.5 07.5 2·5 14 6.5 16 2 18 2 20 2 21.5 1.5 23.5 2 26.5 3 28.5 31 2·5 ~ 6 41 2 43 45·5 2.5 4 15, Kenilworth 9th East Loading 6 1 Joy Il-BU loader, No. 6 2 Joy 10-Se shuttle cars, Nos. 8 and 9 Time Element w w w w w w w w w w Remarks On the t~ain and on foot se No. 29 se No. 8 se No. se No. 8 Place B/29 se No. se No. 8 se No. se No. 8 se No, se No. 8 se No. se No. se No. - 87 - 49 3-5 W 51 2 L W L *.5 W 2.5 L W 12.5 k.5 L 15 2.5 W 22 L W L 29 M 1 L W L 2 W 2 L W h9 2 L 2.5 W 5^-5 L 2.5 W 00 CO L 5.5 W 2.5 L 11.5 3.5 W 13-2 L 2.5 W 2.5 L 22 3-W 2.5 L >- 1-5 W L W L 36 2 W 3 L W 2.5 L 2.5 W 2 L 5^ W L W L SC 9 SC SC 9 SC SC 9 Place SC No. 9 SC No. 8 SC No. 9 SC No. 8 SC No. 9 SC No, 8 SC No. 9 SC No. 8 SC No. 9 SC No. 8 SC No. 9 SC No. 8 SC No. 9 SC No. 8 SC No. 9 SC No. 8 SC No. 9 Study No. 4 (Continued) 49 3.5 w 51 2 se No. 8 55 4 w 58 3 SC No. 02.5 4.5 w 9:02.5- 05 2.5 sc No. 8 08 3 w 12·5 4.5 se No. 15 2.5 w 22 7 se No. 8 24 2 w 28 4 se No. 29 1 Place e/29 30 1 se No. 9 38 8 w 40 2 se No. 8 42 w 44 se No. 9 47 3 w 49 2 se No. 8 51.5 2.5 w 54.5 3 se No. 9 57 2.5 w 00 3 se No. 8 10:00-10:05.5 5·5 08 2·5 ·se No.9 11·5 3.5 w 13·5 2 se No. 8 16 2·5 w 18.5 2.5 se No. 9 22 3·5 24.5 2.5 se No. 8 >1. 26 1.5 w 30 4 se No. 9 32 2 w 34 2 se No. 8 36 w 39 se No. 9 42 3 w 44.5 2.5 se No. 8 47 2.5 w 49 se No. 9 54 5 w 57 3 se No. 8 58 1 w 02 4 se No. 9 T 88 .102-w L 09-5 1.5 W 14.5 L 17 2.5 W L 25-1-5 W 32.5 L 4.5 M L 41.5 1.5 W 43.5 L 46.5 W 1+8.5 L 50.5 W 53.5 L 2.5 W , 3 L 2 W !;01-12;L W 13.5 5.5 L , 2.5 W 19 L 2 1 .5 2.5 W 25 3.5 L 27 W 32.5 5.5 L 2.5 W 39.5 4.5 L ^ 0.5 M 41.5 1.5 L 43.5 W 52.5 L 54.5 W 6.5 L W L 13 W 17 L W 24.5 ^ 5 L 2.5 W 31.5 4.5 L 3.5 W 38.5 3.5 L 2.5 W L SC SC SC SC Place D/28 SC No. 8 SC No. 9 SO No. 8 SC No. 9 SC No. 8 SC No. 9 SC No. 8 SC No. 9 SC No. 8 SC No. 9 SC No, 8 Place E/28 SC 8 SC 9 SC 8 SC 9 SC 8 SC 9 SC 8 SC 9 SC No. 8 .,. 88 .. Study No. 4 (Continued) 11:02-11:04 2 W 08 4 se No. 8 09.5 1·5 w 14.5 5 se No. 9 17 2.5 w 24 7 se No. 8 25·5 1.5 w 32.5 7 se No. 9 37 4.5 Place n/28 40 3 se No. 8 41.5 1.5 w 43.5 2 se No. 9 46.5 3 w 48.5 2 Se No. 8 50·5 2 w 53.5 3 se No. 9 56 2·5 w 59 3 se No. 8 01 12;01-12:05 4 se No. 9 08 3 w 13.5 5·5 L, se No. 8 16 2·5 w 19 3 se No. 9 21.5 2.5 w 25 3·5 se No.8 27 2 w 32·5 5·5 se No. 9 35 2·5 w 39·5 4.5 L' se No. 8 40 0·5 Place E/28 41.5 1.5 se No. 8 43.5 2 w 52.5 9 se No. 9 54.5 2 w 01 6.5 se No. 8 1:01-1:05 4 10 5 se No. 9 13 3 w 17 4 se No. 8 20 3 w 24.5 4·5 se No. 9 27 ' 2.5 w 31.5 4.5 se No. 8 35 3·5 w 38.5 3·5 se No. 9 41 2.5 44 3 se No. 8 W L M L CO 03 ITS W L 9 06.5 1.5 W L 09.5 W 12 2.5 L 9 k3 MT 1 - 89 - Study No. 4 (Continued) 47 3 w 52 5 SC No. 9 56 4 Place F/28 58 2 SC No. 8 03 5 w 2:03-2:05 2 SC No. 9 06.5 1.5 w 08 1.5 SC No. 8 09.5 1.5 w 2·5 SC No. 9 55 43 - 90 - : : October l6, 1962 : Kenilworth : Subject : Discharge : M. K. G. SC Remarks Eff. 7 : 4 3 - ' 7 : ^7 4 ro 1.5 32 ON k5 CD O6.5 11 ro 7.5 25.5 k.5 3k 2 >+5.5 5** 1-5 2 2k 47-5 5^ 55-5 12:05.5 1-vn 4 l .5 Trip Tr^p changed TIME STUDY - OBSERVATIONS Study No. 5 Date October 16, 1962 Mine Kenilworth Section 9th East Subjeot Discharge Observer M. K. G. se No. 8 Time No. Cont. i ; 1 7:43-'7:47 4 T~ip changed 2 52 58 6 3 8:05- 8:06.5 1.5 4 15 16.5 1.5 5 28 4 6 43 45 2 7 55 56.5 1.5 8 9:04.5 06.5 2 9 15 17 2 10 27 30 3 11- 41 44 3 12 51 53 2 13 58.5 06 7 ·5 Tr~p changed 14 10:12 15 3 15 21 25·5 4.5 Trip chSllged 16 32 34 17 41.5 45.5 4 Trip changed 18 52 54 2 19 11:00-11:02 2 20 06 07.5 1.5 21 13 15 2 22 21 23 23 32 34 2 24 46 47.5 1.5 25 54 55.5 1.5 26 12:04-12:°5.5 1·5 27 14 19 5 28 25 27 2 29 36.5 41.5 5 Trip changed Study No. (Continued) Time Remarks No. Cont. Eff. 51 31 1:01- 1503.5 2.5 32 17 27.5 4.5 Trip changed hi 49 2 59-5 4.5 Trip changed 2:04.5 07-- 91 - 5 30 51 54 3 31 1:01- 1;03.5 2·5 32. 14 17 3 33 23 27·5 4·5 34 34 40 6 35 47 49 2 36 55 59.5 4.5 change.d 37 2:04.5 07·5 3 38 14 20 6 - 92 - SC No, Remarks Eff. 7;47- 7:51 8:03 1.5 36.5 kl 49 9:03 2 CO 23 32 49 2.5 54.5 56.5 13 10:07-5 2.5 17 19 15 27 i 28.5 L 16 51 56 57.5 1.5 19 1 1 : 0 3 .5 05 1.5 10.5 31 32.5 1.5 23 45 2k 52.5 2.5 00 12:09-12:10.5 1.5 27 32 33.5 1-5 29 45 31 1:05.5 07.5 2 32 2.5 29 30.5 1-5 3k 42 44 51 52.5 1.5 2: 0 1 - 2:03 09 12.5 3.5 23 Trip changed - Study No. 5 se No. 9 i Time No. Cont. Ef'f' • 1 7;47- 7:51 4 2 8:00- 8:03 3 ~. 3 10 12 2 4 21 22.5 1.5 5 36.5 38.5 2 ~. 6 47 49 2 7 9:01- 9:03 8 10 12 2 9 21 23 2 10 34 2 11 46.5 49 2.5 12 54.5 56.5 2 13 10:07.5 10 2.5 14 17 19 2 15 27 ,28.5 1·5 16 36 40 4 17 49 51 2 18 56 57·5 1.5 19 11:03·5 05 1.5 20 10·5 12 1.5 21 19 21 2 22 31 32·5 1.5 23 41 45 4 ch.atl8ed 24 50 52.5 2.5 25 58 2 26 12:09-12:10.5 1.5 27 20 22 2 28 33·5 1.5 29 45 50 5 30 57 59 2 31 1:05.5 07.5 2 18.5 21 2.5 33 29 30.5 1.5 34 42 .' 44 2 35 51 52·5 1~5 36 ~:01- 2:03 2 37 09 12.5 3·5 38 21 23 2 Study No. 5 Time Remarks No. Cont. Eff. 9:23- 9:25-5 2.5 39-5 4.5 Trip changed 1*8 1 1 . 5 14 2.5 21 26.5 5-5 Trip changed 38 2.5 Lunch 46.5 49 2-5 1:09- 12 2.5 13 Trip changed 45 « 47-2.5 15 58.5 5.5 Trip 16 2.5 17 1 2 . 5 SC No. - 93 - se 6 Ef'f. 1 9:23- 9:25.5 2.5 2 35 39.5 4.5 3 48 51 3 4 10:03-10:05 2 5 11.5 14 2.5 6 21 26.5 5.5 7 35.5 38 2.5 8 12:22 25 3 9 34 36 2 10 46.5 49 2.5 11 1:09- 1:14 5 22.5 25 2,5 13 33 40 7 14 45 • 47·5 2·5 15 53 58.5 5·5 Tr~p changed 16 2:04- 2:06.5 2.5 17 12.5 16.5 4 - 94 - TIME STUDY - OBSERVATIONS Study No. : Date : October l6, 1962 Mine : Kenilworth Section : 9th East Subject : Trips Observer : M. K. G. No. Arr. Dep. Remarks c min.) t- Locomotive No. 2k Ready - car trip 2 8:31.5 car trip » n n k 10:23.5 10:43 19.5 tt » n 11:09 •t it n it tt 11 25 it it tt 2 : 1 6 .5 it tt tt trip 2 9:35-5 27.5 11 it tt 10:03 19 n tt 11 1 1 : 0 7 .5 23 n it 1 1 : 4 3 .5 1 2 : 1 0 .5 27 it n it 39-07.5 it 11 tt 35.5 1:55 19.5 11 11 11 CO 2 : i8 - - 5 October 16, 1962 Kenilworth ~ Trills M. K. G. Stay (min. ) i 24 1 Ready' 7:55 7-oar trip. :8:31.5 9:06.5 35 10-car 3 9:37 10:01 24 If II " 4 10:23·5 10:43 19.5 It It " 5 11:09 11:42 33 It " " 6 12:12 12:38 26 It " " 7 1:09 1:34 25 It It It 8 1:56.5 2:16·5 20 It It " Locomotive No. 2:2 f 1 7:57 8:30 33 10- car r :9:08 9: 35.5 27.5 It It It f, 3 10:03 10:22 19 It It It 4 10:44.5 11:07.5 23 " It II 5 11:43.5 12:10.5 27 " " It 6 12:39·5 1:07·5 28 It It It 7 1:35·5 1:55 29.5 It " It 8 2:18 Stayed . - TIME STUDY - OBSERVATIONS Study No. Date Mine Section Subject October 22, 1962 Kenilworth 10th West Loading 5 Joy 11-BU loader, 1 2 Joy 10-SC shuttle cars, Nos. 15 and 17 Time Remarks Eff. Element 7:00- 7:30 30 MT kk Ik kl 3 L k9 2 55 6 L 57 2 w 59 2 L 00 1 8:00- 8:03 3 L 05 2 07 2 L W 10.5 2 L 12 1.5 W Ik 2 L 1-5 W 18 L 21 W 22.5 L W 3.5 31 3 W 35-5 k.5 9:255250 21754 .5 DDL Place A/SC 17 SC 15 SC 17 SC No. 15 SC 17 SC 15 No. 17 SC 15 SC No, 17 15 SC 17 Shooting smoke SC No. Cable broke - 95 .. 6 October 22, 1962 Kenilworth 10th West Loading No. of Places Equipment 1 Il-BU No. 1 2 Joy 10-Se shuttle cars, Nos. 15 and 17 \ Time Cont. EN. 30 On the train and on foot 15 44 14 D Loader preparation 47 3 se No. 49 2 W 55 se No. 57 W 59 se No. 17 W 3 15 05 W 07 se No. 08.5 1.5 W 10.5 2 L se No. 12 1·5 W 14 2 L SC NO. 15.5 1.5 w 18 2.5 L se No. 15 21 3 W 22·5 1.5 L se No. 24.5 2 w 28 3·5 L SC No. 15 W 35.5 4.5 L se No. 50 14.5 D Shooting smoke 55 5 L SC No. 15 9:22 27 D Cable broke 9:23 L 17 W L 15 M L 17 43 W 45 L 15 W 47-5 1-5 L 17 1*8.5 W 50.5 L 15 51-5 W 53-5 L 17 1.5 W on L 15 W L SC 17 ' 1 W 03 L SC 15 W 07.5 3-5 L SC 17 09.5 W 12 2.5 L 15 W scj L SC wo. 17 W 25 L SC 15 W L 17 M D L SC 15 43 W 45.5 2.5 L SC 17 49 3-5 W 51 L SC 15 W 2.5 L SC 17 1.5 W 58.5 1.5 L SC 15 1-W 2.5 L SC 17 8.5 W 13 L SC 15 1.5 W 1 7 .5 L SC 17 W 2 1 .5 L SC 15 C/ l6 gas - 96 - Study No. 6 (Continued) 9:22- 9:23 1 SC No. 17 26 3 w 29 3 SC No. 15 33 4 Place B/15 37 4 SC No. 17 43 6 w 45 2 SC No. 15 46 1 w 47·5 1.5 SC No. 17 48.5 1 w 50.5 2 SC No. 15 51.5 1 w 53.5 2 SC No. 17 55 1.5 w 58 3 SC No. 15 59 1 w 01 2 se No. 17 10:01-10:02 • 1 03 1 se No. 15 04 1 w 07·5 3.5 se No. 17 09.5 2 w 2.5 sa No. 15 14 2 18 4 se\wo. 17 20 2 w 25 5 se No. 15 27 2 w 30 3 SC No. 17 33 3 Place c/16 38 5 Waiting for 42 4 se No. 15 43 1 w 45.5 2.5 se No. 17 49 3.5 w 51 2 se No. 15 53 2 w 55.5 2.5 se No. 17 57 1.5 w 58.5 1.5 se No. 15 00 1·5 11:00-11:02.5 2.5 se No. 17 11 8.5 13 2 se No. 15 14.5 1.5 w 17·5 3 Se No. 17 18.5 1 w 21.5 3 se No. 15 No. 6 2 1 .5 3 L SC No. 15 23 1.5 W 26 L SC No. 28 2 W 31.5 3.5 L SC No. 15 33 1.5 W 3^*5 1-5 L SC No. 36 1.5 W 37-5 1.5 L SC No. 39 1.5 W 41.5 2.5 L SC No. 43 1.5 W 46 3 L SC No. 15 50 W 52 2 L SC 53 1 W 56 L SC 57-5 1.5 W 00 2.5 L SC 12.00-12:02 2 W 04 2 L SC No. 06 2 W 10 4 L SC 1 1 . 5 1.5 W 15 3.5 L SC 16.5 1.5 W 2 1 .5 L SC 27 5-5 M 29 2 L SC No. 30.5 1.5 W 1.5 L 33 1 W 35 2 L SC 38 3 W 40.5 2.5 L sq 42 1-5 W ^3-5 1.5 L SC No. 15 51 7.5 W SC 53 2 L SC 15 56 3 W 00 4 L SC 15 1:00- 1:03.5 3.5 W 05 1-5 L SC 3 W 11 3 L SC 15 15 4 W 22 7 L SC No. 15 23.5 1-5 M 26 2.5 L SC 17 Place D/ l4 Place E/ l4 - 97 - Study No. 6 (Continued) 21.5 3 se No. 15 23 1.5 w 26 3 se No. 17 28 w 31.5 3·5 se 15 33 1.5 w 34.5 1.5 se No. 17 36 1.5 w 37·5 1.5 se No. 15 39 1.5 w 41.5 2.5 se No. 17 43 1.5 w 46 3 se No. 15 50 4 52 2 se No. 17 53 1 w 56 3 se No. 15 57·5 I 1.5 w 00 2.5 se No. 17 12:00-12:02 2 04 2 se 15 06 2 w 10 4 se No. 17 11·5 1.5 w 15 3.5 se No. 15 16.5 1.5 w 21.5 5 se No. 17 27 5.5 D/14 29 2 se N<;>. 15 30·5 1.5 w 32 1.5 SC No. 17 33 1 w 35 2 se No. 15 38 3 w 40.5 2.5 Se No. 17 42 1.5 43·5 1.5 se 15 51 7.5 w se No. 17 Broke down - Brakes failed 53 2 se No. 15 56 3 w 00 4 se No. 15 1:00- 1:03.5 3.5 05 1.5 se No. 15 08 3 11 3 se No. 15 15 4 w 22 7 se NO. 15 23·5 1.5 E/14 26 2.5 L se No. 17 Now O.K. Study No. 6 (Continued) 0.5 w 28 1.5 L 29.5 1.5 W 31.5 2 L 0.5 W 35-5 3.5 L 37 1.5 W ko L h5 W kS L 50 2 W 6 L 1 W 59 2 L 02 W 2:02- 2:06 k L 06.5 • W 08.5 2 L 12 3.5 W 17 L 17.5 0.5W 20 2.5 L 21 1 M 3:00 MT SC 17 SC SC 17 SC No, 15 SC 17 SC SC sq SC SC To - 98 - Study No. 6 (Continued) 26,5 0·5 w 28 1.5 29.5 1.5 w 31.5 2 SC No. 17 32 0.5 w 35.5 3.5 SC No. 15 37 1·5 w 40 3 SC No. 45 5 w 48 3 SC No. 50 2 w 56 6 SC No. 57 1 w 59 2 $C No. 15 02 3 w 2:02- 2:06 4 sa No. 17 06.5 ' 0.5 w 08.5 2 se No. 15 12 3.5 17 5 se No. 17 17.5 0.5W 20 2.5 se No. 15 21 1 'l'o park 3:00 39 TIME STUDY - OBSERVATIONS Study No, Date Mine of Observer October 23, 1962 Kenilworth 10th West Face preparation and loading 1 for preparation and 2 for loading 1 7-AU and CD-kO cutting and drilling machine 1 Joy 11-BU loader and 1 Joy 10-SC shuttle car M. K. G. Time Time Remarks Cont. Eff Element 7:00- 7:30 30 MT 1*0 10 D Drilling and cutting Machine was broken down 50 10 M T Place a/ll 00 10 Cleaning face 8:00- 7 Cutting 9 ft. deep CO Prilling 6 x 9 ft. Cutting 1*0 Drilling x ft. M 57 14 Bring explosives 30 Filling 4 Shooting 1*0 9 Checking face 00 20 M Loader moved to b/12 10:00- 10:08 00 W 16 CO L SC No. 1 1 Place b/ l2 22 J6 W 32 10 L SC No. 11 1*0 CO M 10:1*0- 11:1*0 60 Lunch 5 M Place a/ll 57 12 W 00 3 L SC No. - 99 - No. Section Subject No. o'f places Equipment 40 8:07 15 27 40 43 27 9:27- 9:31 40 40 40-40 45 7 23J 'for.'AU CD-40 ll-BU SC Rema.rk~ io 8 'ft. 12 13 11 9 'ft. 3 'face loader 8 8 11 12 ~6 8 M se 11 100 - Study No. (Continued) 12:00-12:10 10 w 1-5 L 20 W 2k k L 31 W 33 2 L ki 8 W k3 2 L 5 W 52 L 58 6 W 01 3 D 1:01- 1:03 2 L 10 W 16 6 L 22 6 W 10 L 39 . W 58 19 L 05 W 2:05- 2:12 L Ik 2 M 20 6 M 3-40 MT SC No. 11 SC No. 11 SC No. 11 SC No. 11 SC No. 11 SC No. 11 SC 11 SC No. 11 SC No. 11 SC No. 11 Trimming by men To park the loader To park the cutting machine - 100 - 7 VI 11,5 1.5 8.5 VI 24 4 7 VI 41 VI 43 11 48 VI 4 VI 1:11 7 VI .. se No. 11 VI 32 se 7 VI 7 VI 7 14 3:00 - OBSERVATIONS 2k, 1962 Discharge SC (Nos, 1 5 , 17, ll). , Time Cont. Eff. Remarks 8:8:05 2 lk Trip k 25.5 35-kl k2 k7 kS 5k.5 ?5-5 9:06.5 After 1 l/12 37 Ik 42.5 kk 1-5 57*5 59 1 0 : 1 1 .5 12.5 2 k2 2-k& 1-5 21 1 1 : 0 6 - 1 1 : 0 7 .5 14.5 1 5 .5 2k 27-5 k2 h3 1 00 1 - 101 .. TIME STUDY - OBSmv ATIONS Study No. 8 Date October 24j Mine Kenilworth Section 10th West Subject Equipment 3 Joy 10-Se shuttle cars Nos, 15, 11) • Observer M. K. G. SC No. 15 t No. Ef'f. 1 8;02- 8:05 3 14 15 1 3 19 22 3 changed 4 25,5 27 1.5 5 31 32 1 6 35·5 36.5 1 7 41 42 1 8 47 48 1 9 54.5 i5.5 1 10 07.5 1 Arter waiting 1/2 min. for MC 11 21 22 1 28 29 1 13 35 2 14 44 1.5 15 51.5 53.5 2 16 57·1.5 17 10:11.5 1 18 31 33 19 39.5 42 2·5 20 48 49.5 1.5 56.5 58 1.5 22 11:06-11:07.5 1.5 23 15.5 1 24 26 27.5 1.5 25 42 43 26 59 Study No. Time Remarks No. Cont. Eff. 1.5 3k 29 51 52.5 1.5 1:00 1:2 Broke down - failed - 102 - 8 SC No. 15 R~marks 27 12:22.5 24 1.5 28 33 34 1 29 43 44 1 30 51 52.5 1.5 31 1:02 . 2 steering wheel Study 17 brake 2 17-19 1-5 26.5 1.5 31-5 1-5 40 1 6 49 50 1 54.5 55.5 1 8 10:08.5 09.5 1 9 19.5 21 1.5 10 35 36.5 1.5 11 44 46.5 2.5 12 51.5 53 1.5 . 13 11:02 1 1 : 0 3 . 5 1.5 14 10 13 3 15 20 22 2 16 30 ' 31 1 17 36 37 1 18 55 56 1 19 12:07.5 O8.5 1 20 29 31 2 21 37 40 3 Trip changed 22 46.5 47.5 1 23 55 56.5 1-5 24 1:05 1:06 1 25 47 48 1 26 56 57 1 27 2:19 2:21 2 - 103 - Stud~ No. 8 SC No. 11 Time Remarks No. Cont. Eff. 1 8:57- 8:58.5 1.5 It was broken down (brake failure) 2 9:17·5 19 1.5 3 25 26.5 1.5 4 31.5 33 1.5 5 39 40 1 6 49 50 1 7 54.5 55·5 1 8 10:08.5 09.5 1 9 19.5 21 1.5 10 35 36.5 1.5 11 44 46.5 2.5 12 51.5 53 1.5 13 11:02 11:03.5 1.5 14 10 13 3 15 20 22 2 16 30 ' 31 1 17 36 37 1 18 55 56 1 19 12:07·5 08.5 1 20 29 31 2 21 37 40 3 Trip changed 22 ~6.5 47.5 1 23 55 56.5 1.5 24 1:05 1:06 1 25 47 48 1 26 56 57 1 27 2:19 2:21 2 104 - 8 11 Time Remarks No. Cont. Eff. 1 2:l6- 2:17 1 2 24 25 1 Note; t This No. 1:02. - Study No. e SC No. Cent. 16- 2~2 24 25 1 Note: I There wasn't any coal prepared as usual for this SC during the shift. Drilling machine failed at the night shift. ~1s SC was lately used for the SC No. 15, which failed because of the steering wheel at 1:02. - 105 - TIME STUDY - OBSERVATIONS No. Arr.' Dep. Stay Remarks Min.) Locomotive No. 1 Ready 9:05 - 11-car trip 9:16 9:59 43 10-car trip 3 10:09 10 6l " " k 11:38 " " M 5 12:49 - - •• « n s t a y e d Locomotive No. 23 - 10-55 " " 3 " " " 10258 11:43 " " 5 56 112 " " " - - " Note: At the beginning of the shift: 6 loaded, 14 empty cars Study No. : Date : October 24, 1962 Mine : Section : Subject : : ton 25O-V, Observer : - OBSmv ATIONS 8 .• Kenilworth 10th West Trips Equipment 2 10-ton 250-V, DC Main Entry Locomotives, Nos. 22 and 23 M. K. G. Arr. I (Min. ) 22 - 2 11:10 61 It It It 4 11:20 18 It It It 5 12:49 It " " Stayed 2~ 1 Ready 8:20 10-car trip 2 8:41 9:36 " It " 9:47 10:45 58 " tI 11 4 10:58 11;43 45 " " " 11:56 1:48 112 " It " 6 2:00 " " It Stayed " "end """ 4" 16" " - io6 - TIME STUDY - OBSERVATIONS Study No. Date Mine Section Equipment Observer October 25, 1962 Kenilworth Main Parting 2 10-ton locomotives. Nos. 5 and 8 1 Hoisting rope 2 20-ton main haulage locomotives, Nos. 3 and 4, Section Haulage No. Arr, Dep. (Min.) Remarks 1 7;hS 10 loaded, 10 empty 2 6 M n n • it 9:38 9:46 8 n 11 9 " 10:30 10:40 10 9 it 10 11:26 9 10 11 .11 tt 6 12:15 12:25 11 11 It tt 7 1:23 5 ti M It ti CO 8 11 II It tt 1 8:35 8:42 9:19 9:26 3 10:08 10:15 4 10:58 11:05 5 11:52 12:43 1:10 7 45 Locomotive No. 8 7 10 loaded, 10 empty tt n ti 7 11 n n it 11 it n 11 CO it n it it 11 tt n M 11 106 Subject 3 4 5 8 2 3 5 6 Arr. 48 8:57 1:18 2:00 1:40 9 Main and Section Haulage Trips ton locomotives, 1 Hoisting rope 2 20-ton main haulage locomotives, Nos. 3 and 4. M. K. G. Haul¥e Stay Min. ) Locomotive No. 2 7:55 9:03 7 11:35 2:08 8:42 9:26 12:00 1:45 10 7 7 8 27 5 " " " '" " " It It " " "'u It " It " II " It " " " 11 8 " " " " It 11 II It II " " It " It " tI " It " II II II " " - 107 - Study No, 9 Section Haulage Rope No. Arr. Dep< Stay (Min.) Remarks 2 8:22 8:28 6 3 8:40 2 4 2 9:08 9:10 2 6 2 10:23 CO 10:27 10:38 2 10 10:58 11:00 2 11 11:03 11:25 22 12 11:29 11:31 2 11:50 11:52 11:56, 11:57 15 12:20 12:22 2 16 12:28 1 12:42 18 12:47 12:48 1 1:10 1:12 2 20 1:15 1:32 17 21 1.35 1:36 1 22 1:40 1:41 1 2k 1:57 2:08 11 2:15 10 loaded, 10 empty There was no empty There were enough There was no empty. There was no empty. - 107 - Study No. 2 Haul~e R012e Dep. MStin~. ) 1 7:50 7:54 4 10 loaded, 10 empty 2 8:22 8:28 6 8:40 8:42 2 4 8:50 8:52 2 5 9:08 9:10 2 6 9:29 9:31 2 7 9:45 10:23 38 8 10:27 10:38 11 9 10:53 10:55 2 10 10:58 11:00 2 11 11:03 11:25 22 empties in the section 13 11:50 11:52 2 14 11:56, 11:57 1 15 12:20 12:22 2 16 12:27 12:28 1 17 12:35 12:42 7 18 12:47 12:48 1 19 1:10 1:12 2 20 1:15 1:32 17 21 1:35 1:36 1 22 1:40 1:41 1 23 1:49 1:52 3 24 1:57 2:08 11 25 2:13 2:15 2 - 108 - Study No. 9 Main Haulage Locos. Nos. 3 and 4 No. Arr. Dep, (Min.) Remarks 8:25 10:03 10:48 11:45 12:42 8:46 10:15 1:40 21 12 5 3 4 5 Locomotive 3 30-car trip n tt tt 1 1 : 18 , 1:08 2:05 08 7 4 3 5 3 Locomotive 4 30-car trip Note: At the beginning of the shift " " " " 12 loaded, 19 empty cars 40 " - " " loB Stugy Haul¥e i and Dep. Stay Min. ) 1 car 2 " " " 3 10:53 5 " " " 4 11:48 3 " " " 5 12:46 " " " 6 1:35 " " " 1 7:25 8:00 35 car • 2 9:10 9:17 " " " 3 11:11:22 " " fI 4 12:15 t 12:18 " " " 5 l:oB 1:13 " " " 6 2:oB " " fI shift: " tI end n"" 40" "" TIME STUDY - OBSERVATIONS Study No. : Date : October 29, 1962 Mine : Kenilworth Section : Main East Subject : Face Preparation Observer : M. K. G. Time Remarks Cont. Eff. 3:10- 3:40 30 MT On the train and on foot 7 M Place A/22 57 C Oiling C Vertically 6M x 91 4 Trimming 9 C Horiz. Place B/22 Bit Dr holes 57 Trimming Checking the face Those places which are in same place were left to b< and shot. At 6:21 the fli shooting was heard. 5:08 6 M 7 Oiling 18 3 M Place C/25 7 Bit changing 10 C Horiz. 37 2 Dr to the ribs 3 C Vert. 42 2 Dr to the ribs 53 11 Dr 14 holes 5* 1 Trimming 56 2 M Place D/25 - 109 - 10 October 29, 1962 Kenilworth Main Face Preparation M. K. G. Time Ef!. Element t 47 10 Horizontally 6" x 9' x 20' 58 1 02 4 6" 5' 4:02- 4:20 18 Dr 16 holes (9' deep) 24 33 2.2 36 3 changing 53 17 17 4 02 5 2 the be filled first 5:02- 15 25 35 Hortz. 40 54 M - 110 - Time Remarks Eff. C Horiz* k C Dr 2k Dr holes k M 32 k kl 9 C Horiz. k C k6 Dr holes 7:02- 1 M 37 3^ 39 M ' 13 C 6 C 00 Dr 8:00- 8:15 Dr holes Trimming M kl C Horiz. k C kl 2 Dr 02 Dr 16 holes 9:02- 9:28 M ^3 C horiz. *5 50 5 C l Dr 08 Dr holes M 1 s t Machine 1 0 : 1 7 - 1 1 : *3 MT Place E/2k Place F/21* Place H/- Study No. 10 (Continued) Time Cont. Ef'f. Element 5:56- 6:03 7 Horiz. 6:03- 6:07 4 Vert. 09 2 to the ribs 24 15 16 28 4 E/24 4 Dr to the ribs 41 45 4 c Vert. 46 1 to the ribs 02 16 Dr 15 7:03 for dinner 34 DINNER 2 24 52 , 13 Horiz. 58 Vert. 2 to the ribs 15 16 17 2 25 8 Place G/23 41 16 45 4 Vert. 47 to the ribs 15 26 21 43 15 45 2 Dr to the ribs Vert. 51 1 to the ribs 17 16 10:08-10:13 5 1st place 17 4 Checking 10:17-11:00 43 Ill TIME STUDY - OBSERVATIONS : : October 31, 1962 : Kenilworth : Kenilworth and Castle Gate Tipple i Equipment ; ° M» Ks G. Time , _C ars Eff. It 30- 7 ^ 3 13 ^3 k8 - k8 k ko - 8:39 15 - 9:08- - - hi Car fell, hi h5 ±5 k6 - Hopper is full k6 kS 1*8 - No coal 15 - 17 15 - M tt tl 2k 2k rt tt n 31 ko - it tt tt ko - Ok 15 - 111 - Study No. 11 Date October 31, 1962 Mine Kenilworth Section Kenilworth and Castle Gate Tipple Subject Dumping Eq,uipment 1 Rotary dump Observer M. K. G. Cars Remarks Cont. E:rf. Dumped 7~30~ 7:43 13 20 43 48 5 Hopper is full 48 52 4 6 52 32 40 No coal 8:32- 8:39 7 15 39 57 18 " " 57 08 11 22 9~08- 9:10 2 Hopper is full 10 12 2 5 12 30 18 No coal 30 39 9 18 39 41 2 track failed 41 45 4 7 45 46 1 46 48 2 5 48 58 10 58 05 7 15 10:05-10:10 5 Hopper is full 10 17 7 15 5 tI tI tI 17 22 22 24 2 5 24 31 7 " tI " 31 37 6 11 37 40 3 If tI If 40 50 10 19 50 56 6 No coal 56 04 8 15. - 112 - No, 1 1 Remarks Eff. 11s04-11s06 32 - 32 k9 k9 59 - 59 1 2 : 1 6 - 1 2 : - k - - tt n k2 k2 kk - is kk kl kl 1 - - 11 it 02 - full 32 2k 32 3k - 3* k3 *3 h5 - 11 *t ^5 kl k kl k9 - full k9 2:19 - - it 11 30 *5 IS ^35 Note? dumped Kenilvorth §0 " Castle Gate X f t "beginning of shift: * " end " tt 62 empty, - loaded cars k6 " . Ik " Study No. 11 (Continued) Time Cars Cont. Eff' • Dumped 11 ~04'-11 ~06 2 06 23 17 30 23 9 49 17 30 49 10 16 17 30 12:16-12:17 1 17 19 2 4 19 21 2 21 29 8 10 29 33 4 33 42 9 15 42 44 2 44 47 3 7 47 50 3 50 53 3 8 53 01 8 1:01- 1:02 1 1 21 19 21 11 24 32 34 2 34 43 9 17 43 45 2 45 47 2 4 47 49 2 49 03 14 26 2:03- 16 19 27 8 15 27 30 3 45 ~ ..l:2.... 418 Note: 328 cars Kenilworth 41~ " " - Re~ks Trip change No coal " " Trip change " " " " Hopper 1 s full No coal " " Hopper is f'ull Trip change " It Hopper is :full No coal " " At the beginning of' the shif't: --- " end """ 48", 14" " - TIME STUDY - OBSERVATIONS Study No. Date Mine Section 12 November 1, 1962 Kenilworth Kenilworth and Castle Gate Tipple Dumping Me Ko G. Time 1 Eff. Cars Remarks 7^30- - Hopper is full 57 - 57 8sl0- 8s27 - - Hopper is full 50 8 50 55 5 - 55 02 12 9.02- 9.06 - 22 16 22 30 8 - No coal 30 8 12 5 - Car fell - track failed 2 2 2 - Trip change 56 9 56 - Hopper is full 10.03-10.07 4 8 2 - Trip change 14 5 14 3 - Hopper is full 22 5 10 22 3 - Trip change 30 - 113 - Subject Equipment 1 Rotary Dump Observer Mo Ko Cont. Ef'f. Dumped 7:7:35 5 8 35 43 8 43 55 12 20 55 2 Trip change 10 13 17 8:10- 8:27 17 No coal 27 40 13 19 40 43 3 43 7 Car haul failed - no power 7 9:02- 9:06 4 Trip change 06 29 38 38 43 fOel1 43 45 45 47 47 15 03 7 1s 10:03-10:07 07 09 09 10 17 17 25 25 45 20 - 114 - Study No. 12 (Continued) Cont. Eff. *5 No coal 01 12 1 1 : 0 1 - 1 1 : 2 - Hopper is full 10 10 12 2 - n mm 12 20 - 20 30 32 2 - Hopper is full 32 38 38 40 2 - Trip change 40 - Hopper is full 12 ' 6 - n w ti 00 - Trip change 29 - Trip change 38 14 38 42 - 42 14 2 - Hopper is full 02 1:02- 1:07 5 - 29 34 - Hopper is full 3h 52 - 06 11 2:06- 2 :10 - 10 28 30 28 - it n 1*5 "555" 471 Note: 355 cars dumped - Kenilworth 116 Castle Gate ¥71 At the beginning of the shift: 6 l empty, loaded cars „ tt e n d ,1 „ ,t 6 l ,t ^ 3 ,. Time Remarks 45 53 53 11:01-11:03 03 17 17 30 43 43 51 51 57 57 12:00-12:03 03 25 25 29 56 56 58 58 1:07 25 25 34 52 55 55 2:32 32 45 ~: E:f':f • 8 8 7 5 3 10 6 3 8 I 6 3 3 22 4 9 4 4 18 9 18 3 4 18 4 4~g 114 Cars Dumped 8 8 18 9 5 34 23 5 29 27 18 355 'I " - 471 :full n n It Trip change :full " n " " :full Trip change :full Trip change " It It " o:f shi:ft: 61 3 " "end "tI" 61", 3 tI " - 115 - TIME STUDY - OBSERVATIONS Study No. : 11 Date s October 31, 1962 Mine : Kenilworth Section : Kenilworth and Castle Gate Tipple Subject : Main Haulage Trips Equipment : Loco. No. 2 - Castle Gate k Observer : M. K. G. Castle Gate Trips No. Arr. Dep. Stay mn.) Remarks 10:52 12:12 1:05 2:1k 8:32 9:58 10:56 12:20 1:3^ 2:19 5 5 k 8 5 15-car trip « it « tt n tt n n « it tt - : Kenilworth · Kenilworth and Castle Gate Tipple · Main HaulB8e Trips ·· Loco. 2 - Castle Gate Loco. Nos. 3 and 4 - Kenilworth M. K. G., (Min. ) Locomotive No. 2 1 8:27 l5-2 9:53 It tI tI 3 4 " " " 4 It " " 5 34 29 " II " 6 14 " " " - 116 - Study No. 1 1 Kenilworth Trips No. Arr. Dep. /„, °\ Remarks Locomotive No. 3 8:50 8:57 7 car trip 10:00 10:10 10 28-car trip 3 01 11:06 5 11:51 11:59 30-car trip 5 7 2:25 2:30 5 motor turned and No. 4 locomotive pulled it. Locomotive No. 4 1 7:25 7:28 3 30-car trip 9:25' 9:30 5 n n n 3 9 26 11:32 20-car trip 5 21 12:32 11 30-car trip 6 1:20 1:45 25 " Kenilworth: total 342 left 14 dumped 328 Studz 11 triEs Stay (Min. ) ~ 1 26-car 2 11:01 5 " " " 4 51 59 8 12:54 1:01 " " " 6 " " " Its burned ~ 3 2 It " It 10:31 10:40 " " It 4 11:26 32 6 12:21 " " It · 328 - 117 - TIME STUDY - OBSERVATIONS Study No. 12 Date « November 1, 1962 Mine © • Kenilworth Section o Kenilworth and Castle Gate Tipple Sub j ect ; Main Haulage Trips Equipment • Loco, No. 2 - Castle Gate Loco. Nos. 3 and 4 - Kenilworth Observer Castle Gate Trips No. Arr. -p. Stay D e p - (Min.) Remarks 1 2 3 4 5 6 8 : 40 9:25 10:02 1 1 : 12:15 1:50 2:25 7:57 42 3 9:30 5 10:09 7 ll:4l 6 12;29 14 2:32 7 Locomotive No. 2 15-car trip 1 4 " " 15 " 15 " n it it it tt 11 n tt tt - TJNE Noo Subject Loco. M. K. G. Noo Dep. (Min.) 7:15 42 l5-8:40 8:43 14 " " It " 12 " " 11:35 11:41 II " 12:" " It 7 1:55 5 It tI It 8 " " " - 118 - Study No, Kenilworth Trips No, Arr. Dep. / J\ Remarks Locomotive No. 3 8.20 8:7 2 9'M H n n 10:46 10:53 " " 4 50 12:03 " " " 1:00 " n 2:00 2:10 " " 0 1 10 7:29 19 30-2 8:50 9:06 25 3 10:15 10:25 10 30 M n 4 11:15 5 " " 5 12:2Q 12:42 22 " 6 1:30 1:34 4 " Kenilworth total left dumped 355 No. 12 No. Stay (Min. ) Remarks ~ 1 8:20 8:27 30-car trip 2 9:30 9:47 17 " " " 3 10:46 10:53 7 " " " 4 11:50 12:03 13 " " " 5 1:00 1:07 7 " " " 6 2:00 2:10 10 " " " Locomotive No. 4 7:10 30 .. car trip 16 " " 15 " 11 15 11:20 5 11 11 " 5 20 " " It " It " 355 - TIME STUDY - OBSERVATIONS Study No. 12 ; 1, 1962 : Kenilworth : Tipple : Operation of the conveyor Observer G. Cont. , Eff. No. 7? 30-• 7:34 • 8:33 3^ 5^ 9:32- • 9^02-•10:21 12 16 38 50 12 53 2 18 56 Ou 11:02- 10 21 6 30 3 34 42 h9 56 1 57 30 1 2 : 1 3 - 1 2 : 18 HS - 119 - Date November 1, 1962 Mine Kenilworth Section Tipple Subject Operation of the conveyor .. M. K. G• Operation Time I Eff. Remarks 7:30- 7:34 4 1 42 48 6 2 50 52 2 3 53 10 17 4 No coal 8:30- 8:33 3 5 34 38 4 6 40 52 12 7 No coal 54 22 28 8 No coal 9: 35 3 9 36 38 2 10 42 53 11 11 10:02-10:12 10 12 16 19 3 13 22 1 14 23 24 1 15 25 37 12 17 No coal 55 :;> Ov 4 19 11: 04 2 20 05 5 12 16 4 22 17 19 2 23 22 28 24 33 25 37 3 26 49 7 27 51 52 1 28 55 29 12 15 12:13-12:5 31 19 48 29 32 - Continued) 1 2 s l 3 - 1 2 s l8 k8 32 1*9-12:51 3k 1 : 1 2 - 2k 2 ko kk ko k9 kl k2 i kk k6 kl kl k2 k9 k3 1*5 4-5 7 30 The Eff. - 120 - Study No. 12 (Continued) Operation Time Cont. No. Remarks 12~13=12~18 5 31 19 48 29 12:49-12:51 2 33 52 54 2 34 56 09 13 35 1:12- 1:15 3 36 16 21 5 37 22 24 38 33 40 7 39 42 44 2 40 46 49 3 41 50 52 2 42 53 2:04 11 43 2:06 09 3 44 11 13 2 45 14 20 6 46 22 36 14 47 38 39 1 48 41 42 1 49 43 45 2 50 Tbe shift ended 301 min. Total time: 2:45 14 45 1 ~o 7 15 435 min. - 121 - of 5^ Operation of Continuous Miner Norse SC Eff.. 3:30 MT On foot ML M vn ML Oiling ^5 M 4 : 48 ML fixing 53.5 5.5 because of the cable reel failure 4.55- B Miner broken - water hose failed L ^•5 5-5 41 *.5 W 4 6 SC No. h.5 55.5 L 6.06. 5 11 *.5 L SC No. TIME STUDY - OBSERVATIONS Study No. 13 Date November 5 ~ 1962 Mine Kenilworth Section 12th East and 12th West Entries Subject o~ No. of' Places 3 Equipment 1 Lee-Norse Continuous Miner 2 Joy 10-SC Shuttle Cars, Nos. 20 and 21 Observer M. K. G. Time Cont. ~. Element Remarks 3:10- 3=30 20 the train and ~oot 36 6 Prepare the mach. 38 2 43 5 45 2 Place A 3:45- 4:48 63 Bits changing, cable and hose ~ixing 53·5 5·5 L SC No. 20. SC was broken down o~ ~ai1ure 55 1.5 C 4:55- 5:22.5 27.5 26.5 4 SC No. 21 31 4.5 W 36.5 5.5 L SC No. 21 41 4.5 46 5 L se 21 50.5 4.5 W 55·5 5 SC No. 21 06.5 11 W 6:0605 11 4.5 21 - 122 - Study No. .13 Time Eff. 6 s 1 1 - W 19.5 4.5 L SG 2 1 .5 W L SC 32 5.5 ML Bits L C 38.5 0-5 W 6.5 L W 50.5 3.5 L SC 52.5 W L , 7:43 L 46 W L SC M W L 5 C W 8:07 L SC W L SC M L SC W 32.5 L SC C L 4 0 . 5 1.5 W L SC 44.5 C 50.5 W 3.5 L 2.5 M L SC 9:00- 9:02.5 2 W L SC W L 2 W L C - Study No. 13 Time Remarks Cont. Element 6~11- 6:15 4 19·5 4.5 se No. 21 21.5 2 w 26.5 5 se No. 20 - It is O.K. 5·5 Bi ts changing 37 5 SC No. 21 38 1 e 38.5 0.5 w 45 6.5 SC No. 20 47 2 w 50.5 3·5 se No. 21 52.5 2 w 57 4.5 SC No. 20 36 I 39 DINNER 7:36- 7:43 7 SC No. 21 46 3 w 51 5 se No. 20 53 2 55 2 w 58.5 3.5 SC No. 21 00 1.5 8:00- 8:07 7 sa No. 20 09 2 w 12 3 se No. 21 13 1 Place B 22 9 se No. 21 23 1 w 32·5 9.5 se No. 20 36 3.5 e 39 3 SC No. 21 40.5 1.5 w 43.5 3 se No. 20 44.5 1 e 50·5 6 w 54 3·5 SC No. 21 56.5 2·5 00.5 4 se No. 20 07 4.5 se No. 21 09 2 w 13 4 SC No. 20 15 w 19 4 SC No. 21 20 1 e m.Ti me Remarks Eff. W 5 L M Pl£ 9:ML Bits 50 L 1-W 3.5 L W L 10:04 W L W 18.5 8.5 L • °-5 C 24.5 5.5 L SC No, 21 W L 10:30-11:00 MT - 123 - Study No. 13 (Continued) Time Time Remarks Cont. Element 23 3 w 28 SC No. 21 38 10 Place C 9:38- 9:45 7 Bi ts changing 5 SC No. 20 51.5 1·5 w 55 3·5 SC No. 21 57 2 w 01 4 SC No. 20 10:01-10:3 09 5 SC No. 21 10 1 w SC No. 20 19 \ 0.5 5·5 No" 25 0.5 w 30 5 SC No. 20 30 124 - TIME STUDY - OBSERVATIONS No, : s Mine : : : M^ner No, : 3 Equipment : SC Nos, Observer : G, Time Cont, Eff. Element 3:10- 3:38 MT On the train and on foot 00 22 ML Bits 4:B Power was used in the other new ML Bits changing and oiling 2 M Place D W ^3-5 L SC W . 5 W 52.5 L SC No. 5^ 1.5 W L SC 58 1 C 59.5 1.5 W -03 3-5 SC 11-5 8-5 W l M L SC No. C 16.5 W 3-5 L SC M 22 l W - Study No. 14 Date November 6, 1962 · Kenilworth Section 12th East and 12th West Entries Subject Operation of Continuous ~ner No. of Places 1 Lee-Norse Continuous Miner 2 Joy 10-BC Shuttle Cars, Nos. 20 and 21 ·· M. K. G. Time Remarks Cont. 3:38 28 On Bi ts changing 4:00- 4:28 28 miner to move from the way 38 10 Bi ts 40 41 1 VI 43.5 2.5 Be No. 21 48.5 5 w 52.5 4 se 20 54 1·5 C 54.5 0.5 w 57 2.5 se No. 21 e 59·5 1·5 4:59.5 -03 3.5 L se No. 20 5:03- 5:11.5 8.5 14.5 3 21 15 0.5 1.5 w 20 3.5 se No. 20 21 1 1 Ho. lit- _____ m.Ti me Remarks Cont. Eff. 5s22- 5.25 L SC w 30.5 3-5 L SC 33.5 W 3-5 L SC W 43 L SC ^ W SC No, W L SC 06,5 2-5 W 3.5 L SC H M W L SC 17 C W 2.5 L SC C 23.5 M L SC 31 W L SC V> M ML Bits chanj M C L SC C W L SC 15 1 M L SC 09-5 1-5 C 15 5-5 L SC 17*5 2-5 C 2 1 .5 L SC 23 1.5 W L C L SC - 125 - Study No. 14 Time Time Remarks eont. E:t'f' • Element 5:22- 5:25 3 se No. 21 27 2 w 30.5 3.5 se No. 20 33·5 3 w 37 3.5 se No. 21 39 2 w 43 4 se No. 20 45 2 w 50 5 L se No. 21 00 10 6:00- 6:04 4 se No. 20 06.5 2.5 w 10 3.5 se No. 21 11 1 12 1 16 4 se No. 20 17 1 e 18 1 20.5 2.5 se No. 21 22.5 2 e 23·5 1 28 4.5 se No. 20 31 3 35 4 se No. 21 45 10 Place B 55 10 Bi ts changing 57 2 6:57- 7:03 6 e 7:03- 7:08 5 se No. 21 09 1 e 10 1 w 14 4 se No. 20 15 1 01 46 DINNER 8:01- 8:08 7 se No. 21 09.5 1.5 e 15 5.5 se No. 20 17.5 2.5 e 21.5 4 se No. 21 23 1.5 w 28 5 ,It 31.5 3.5 c 37.5 6 se No. 21 - 126 - Study No. Ik Time Time Remarks Eff. 39 1.5 C kl CO L SC No. 20 kl-5 C k9 W 6 L No. 21 2 M CO L 20 9.Q5- l6 ML Bits changing 20.5 L SC No. 21 22 W k L SC No. W 3-5 L SC No. 21 , 1 M 33.5 W 3-5 L SC No. 20 2 C kk vn L SC No. 21 kl 3 M Place A 5.5 W 00 L No. 21 02 2 W 09 7 L SC No. 2 W 17-5 6-5 L SC 21 2 M 5.5 L SC No. 20 C 27-5 W 5.5 L SC 21 MT a. 6W 19*b. 8'6" x 9' 19f6" c !• x 9f x 19,6n had so often. 14 Cont. Element 105 47 8 20 4705 0.5 49 1.5 8:49- 8:55 6 SC 21 57 2 M 05 8 SC No. 20 9:95- 9:16 11 ML Bi ts 20.5 4.5 se 21 22 1.5 26 4 20 28.5 2.5 w 32 3.5 se 21 33 1 33·5 0.5 w 37 3.5 se 20 39 2 e 44 5 21 47 52.5 5·5 w 00 7.5 SC 21 10:00-10:02 2 se 20 11 2 1705 6.5 se No. 21 19.5 2 25 5·5 se 20 26 1 2705 1.5 w 33 5·5 se No. 21 10:33-11:10 37 Note: 1. Place D Cutting: 8'6" x 9' x 19'6" " 611 X x 19'c. " I' X 9' X 19'6" 2. Place B is in the shape of T. Therefore, it was too difficult to enter for the miner. The miner to change position - 127 - Study No. November 7, 1962 and Discharge of Shuttle Cars SC Nos. and 2 l ) Cont ' Time Eff. Remarks 42 1 1 .5 1 17-After waiting 1 6:08.5 CD I.7.5 1-5 32 After 07.5 4l 57 21 TIME STUDY - OBSERVATIONS Noo Date Mine Section Subject Equipment Observer No. 1 2 3 4 5 6 7 8 9 10 11 .. 15 Kenilworth 12th East 12th West Entries : 2 Joy 10-SC Shuttle Cars (Nos. 20 21) M. K. G. SC No. 20 Time 4:33- 4:35 2 41 1 5:10.5 11.5 17·5 18.5 1 36.5 37.5 1 Af'ter wa1 ting 7 min. for MC 48 49 09.5 1 16 17·5 1.5 30.5 1.5 Af'ter waiting 7.5 min. for MC 41 42.5 1.5 49 50 1 DINNER 12 8:19- 8:21 2 13 35 36 1 14 51 52 1 15 9:06.5 07·5 1 16 24 25 1 17 40 41 1 18 58 1 19 10:03-10:04 1 20 12 13 1 22 23 1 128 - No* No* Eff 4:37-5" 41 5:14.5 15-53.5 2.5 12.5 37.5 1-5 1-5 8:l4.5 1.5 l4 1-5 1.5 32 1.5 21 - - - waiting waiting - Study .No. 15 (Continued) SC No. 21 ,. Time Remarks No. Cont. Erf. 1 4:37.5- 3.5 2 54 56 2 3 5:14.5 15·5 1 4 25.5 26.5 1 36 36.5 0.5 After waiting 9.5 min. for MC 5 44 45 1 6 53·5 56 2.5 7 6:1205 14.5 2 8 29 30.5 1.5 After wai t1ng 9 min. for MC 9 37·5 38.5 1 10 45 46.5 1.5 11 56.5 58 1.5 DINNER 12 8:13- 8:14.5 1·5 13 26 28 2 14 43.5 45 1.5 15 9:01- 9:02.5 1·5 After vai t1ng 1 min. for MC 16 15 18 3 17 34 2 -18 46.5 48 1·5 19 59 01 2 20 10:08-10:10 2 21. 18.5 20.5 2 22 Came at 10:28 and stayed : 15 : November 7, 1962 : Kenilworth : : Operation of Conveyor : M. K. G. Remarks No hi 33»00" l*:55f00" 22*00" 1 55 10 1 20 2 56 ko 11 50 15 10 5:12 00 l* .16.00 18 20 2 20 18 8 00 ON 36 hO 1 10 00 1*1* 50 6 50 1*9 00 1* 00 10 k9 3k 11 3k 1 00 1*0 09 20 13 i*o 6:09 Ik 00 1* Ik Ik 18 00 k5 1 00 16 31 00 1 50 17 31 10 20 18 31 ko 32 00 20 32 38 6 20 20 38 1*0 1*2 00 3 20 21 1*2 10 k5 22 k5 1*6 30 1 00 1*6 1*5 21* 57 20 25 58 1 00 26 Trip changed Trip changed Trip changed DINNER - 129 - TIME STUDY - OBSERVATIONS Study No. 15 Date ~ 1962 Mine Kenilworth Section 12th East and 12th West Entries Subject Operation of the Belt Conveyor Observer M. K. G. Operation Time Re~ks Cont. Eff. No. 4: 33'00" 4:55'22'1 ',5 10 56 30 1 20 2 ,6 40 11 50 15 10 3 5:12 00 5:15 50 3 50 4 1.6,00 IS 20 2 20 5 '1S 30 26 30 ' S 00 6 chaDged 36 00 36 30 30 7 36 40 37 50 1 10 S 38 00 44 50 6 50 9 45 00 49 00 400 10 49 10 54 20 5 10 11 54 30 55 30 100 12 55 40 09 20 13 40 13 6:09 30 14 4 30 14 14 15 lS 00 3 45 15 chapged 29 00 30 00 100 16 30 10 31 00 1 50 17 31 10 31 30 20 lS" 3140 32 00 20 19 32 10 38 30 6 20 20 38 40 42 00 3 20 21 42 10 45 15 3 05 22 45 30 46 30 100 23 46 45 50 00 3 15 24 50 15 5720 7 05 25 57 30 5S 30 1 00 26 - Operation Time Remarks Cont. Eff. No. 40*42*2»00" 8 : l 4 29 - 32 3* 50 2 00 30 ^5 15 5? 10 53 00 02, 00 1 00 07 *3 07 ^5 ^5 46 00 kd 3^ 36 00 5 00 51 47 00 1 00 57 00 5^ 10.00 1 00 2 13 total 257f15" Trip changed Trip changed. - 130 - Ef'f. 7:40t 30" 42' 30" 2'00" 27 43 30 14 00 30 30 28 8:14 10 14 30 20 29 14 40 19 30 4 50 30 19 40 20 00 20 31 20 10 21 00 50 21 10 21 30 20 33 21 40 26 15 4 35 34 26 30 28 20 1 50 35 28 30 33 00 4 30 36 34 00 36 00 200 37 36 30 44 20 7 50 38 44 30- 45 00 30 39 45 15 5~ 00 6 45 40 52 H~ 15300 50 41 ohanged 9:01 00 9:02.00 100 42 02 10 ' 07 30 5 20 43 07 45 16 00 8 15 44 16 15 17 00 45 45" 17 10 24 45 7 35 '46 25 00 32 50 7 50 47 33 00 34 00 1 00 48 34 10 35 00 50 49 3600 41 00 500 50 41 10 46 45 5 35 51 4700 48 00 100 52 5700 57 50 50 53 58 00 59 50 1.50 54 10:00 00 10:01 00 100 55 01 10 04 00 2 50 56 04 15 09 00 4 45 57 09 10 10 00 50 58 10 10 12 30 ,2 20 59 ,13 00 19 20 6 20 60 19 30 23 00 3 30 61 , 257' 15" TIME STUDY - OBSERVATIONS Study No. : 15 Date : November 7> 1962 Mine : Kenilworth Section : 12th West and 12th East EntrJ.es Subject : Trips Equipment : 1 12-ton, 550-V, DC Main Entry Locomotive, No. 1 Observer (Min^) 1 3:4-5 5:30 2 5:35 6:25 50 " 3 6:30 7:00 30 k 5 9:00 9:50 50 " " " 6 9:55 10:25 30 - 131 - Study No. Date Mine Section Subject Equipment Observer No. Arr. 1 45 5:35 4 7:15 5 9:00 6 9:55 .. 15 November 7> 1962 Kenilworth 12th West- and 12th East Entr;i.es Trips 1 12-ton, 550-V, DC Main E;ntry Locomotive, No. 1 : M. K. G. Dep. Stay (Min.) Remarks Locomotive No. 105 10-car trip " " " " " 8:55 100 " " " 9:50 50 " If " 10:25 30 " If " TTIIMMEE SSTTUUDDYY -- SSUUMMMMAARRYY OOFF TTHHEE OOBBSSEmRvVA ATTIIOONNSS TIME STUDY - SUMMARY OF THE OBSERVATIONS Date Mine Section Observer October 10, 1962 Kenilworth Main East Loading M. K. G. Crew: 1 Section boss 1 Loader operator 1 Joy 11-BU loader, No. 10 2 Joy 10-SC shuttle cars, Nos. 10 and l6 Production tons SC tons/MC Loading time Loading rate Waiting time Delays Mantrip Time start Time stop 153.5 2.74 min/SC 3.25 tons/min. 2.64 min/SC 93 min. 7:00 m. 2:50 m. No. of L W M D Face Min. Min. Min. A/24 2-5 12 4 - 22 Slant B/24 12.5 33-5 40.5 - -- C/23 13.5 33 42 3 - 2 3 71 2. Df/23 6 15 19 6.5 TOTAL 56 153,5 148 11.5 93 32.7 31.5 2.4 19.8 - 133 - Study No. 1 500 ·· 1962 56 shuttle cars ·0 91 mine cars 8.92 tons/SC Subject 5.5 MC min. Se 11 LSoecadtieorn o bpoesrsa tor 1 Loader helper '148 min. 2 Shuttle car operators SC 93 Equipment: Mazitrip 64 min. II-BU 10 sta.r:t . . a.m. SNCo ss. h1u0t talend c1a6r s, p.m. SC Loaded Min. Main Entry 2·12 4 22 Slan.t 24 12.5 33·5 . Track Entry 13·5 33 42 Slant D/23 21.5 60 42.5 2 71 20 Back Entry D' 56 153.5 148 93 ;, 2.4 19.8 - 134 - TIME STUDY - SUMMARY OF THE OBSERVATIONS Study No. Mine Subject Section 1 1 , 1962 Loading G. Equipment: 1 Joy 11-BU loader, No. 5 1 Joy 10-SC shuttle car, No, Other shuttle car, No. worked Loading time; Loading rate: Waiting time: Delays: Mantrip: Lunch: Time start: Time stop: 405 tons mine cars 9.2 tons/SC 5.5 tons/MC 129 min. 2.93 min/SC 3.14 tons/min. 197 min.. 4.46 min/SC 35 min. 70 min. m. 2:55 p.m. L W M D Face loaded Min. Min. Min. Raise a/45-5 65.5 - 14.2 40.5 35.5 - - Total 44 11 27.2 41.5 2 .3 7-4 ),34 2 Production: Date October 11, 44 shuttle cars Kenilworth 74 SC Main East MC Observer M. K. time: ¢n/SC min~ 11 JJooyy 1Il0--BSUC lsohaudtetlre, Ncaor. , 5N o. 5 1947. 4m8i nm._,i njSC Note: 10, as a helper Lun.ch: 33 min. 7:00 a.m. m. No. of SC Min. 22 13.8 45.5 65~5 5 2. Entry b/22 35·5 Raise c/21 16 43 96 6 35 129 197 35 ~ 2.3 7.4 - 135 - TIME STUDY - SUMMARY OF THE OBSERVATIONS Study No. : Production: 825 tons MDOSSiabuentsbcejeetrei vcoetnr ::::: MDMKOiaec.snit Kcionh.lb Eawe raGorgsr. ett1 2h , 1962 Discharge time 1159708853 ...455ms2 ih mnuitettonot ncnl.sase /r/ SMscCCa r s Discharge rate: 14..7757 tmionn/sS/Cm in. 3 Joy 10-SC shuttle cars Waiting for MC: Delays: 158.5 min. Time start: m. Time stop: 3:00 p.m. No. of SC Dc W D SC discharged Min. Min. Min. No. 10 3^ 55.5 17-5 No. 16 38 33.5 No. 5 26 55 26 Total 98 173.5 67.5 - 135 - 3 825 tons Date October 12, 1962 98 shuttle cars Mine Kenilworth 150 mine cars Section Main East 8.42 tons/Se Subject Discharge 5.5 tons/Me Observer M. K. G. 173.5 min. 1.77 min/Se Equipment: Diseharge 4.75 tons/min. 3 Joy lO-Se shuttle cars 67.5 min. 7:00 a.m. TiIfle m. se 34 55·5 17.5 82 63 24 5 43 173·5 67·5 158.5 - 136 - TIME STUDY - SUMMARY OF THE OBSERVATIONS Study No, Date Mine Section Subject Observer October 12, 1962 Kenilworth Main East Trips M. K. G. 2 10-ton, 25O-V, DC locomotives Nos. 5 and 8 Production: 825 tons 150 mine cars 5o5 tons/MC Av. travel time per trip: 29.5 min, Av. stay t\me per trip 22.1 min. Av. time per trip 51*6 min. Av. Travel Av. Time Time Time No. of No. of No. of Per Per Per Loco. Loaded Loaded Prod. Trip Trip Trip Trips Cars Min. Min. Min. 5 CO 8 80 30.8 21.8 52.6 - CO 7 8 70 385 28.2 22.4 50.6 Total 15 16 . 150 825 29.5 22.1 51.6 S'O'MMARY No. 3 1962 Kenilwor:th M~ G·. Equipment: ton, 250-V, Empty Nos. Trips 8 8 70 150 505 MC per trip: 29.5 min. t~me per trip 22.1 min. per trip Tons 440 825 51.6 min. Av. Tra.vel Stay 30.8 51.6 TIME STUDY - SUMMARY OF THE OBSERVATIONS Date Mine Section Operation Observer October 15, 1962 Kenilworth 9th East Loading M • K. G. Production: Joy 11-BU loader SC Loading rate: Delays: Mantrip: Time start: Time stop: 566 tons shuttle cars 103 8.98 tons/SC tons/MC min. 3.46 min/SC 2.6 tons/Min. min. 2.57 min./SC 73 min. 7:00 a.m. 2:55 P»m. Face SC loaded L Min. w Raise 16 - Main Entry 14.8 te.5 2 - Slant C/20.2 - 10.8 39 *.5 - Sump 9.2 25.5 - Raise 4 CO CO 4 - 218 162 22 3*.l 4.6 - 137 - Study No. 4 63 101 mine cars ton%Se 5.5 tons Me M. Loading time: 218 se Equipment: Min. 1 Il-BU 2 Joy 10-Se shuttle cars Waiting time: 162 se m. p.No. of se W M D Min. Min. Min. A/29 4 3 10 B/29 42.5 44.5 e/29 66 57.5 1 2. Back Entry D/28 23.5 4.5 E/28 46.5 25·5 0.5 F/28 8 8 Total 63 "" 45.9 34.1 TIME STUDY - SUMMARY OF THE OBSERVATIONS Study No, : Date : Mine ; Section : Subject : Observer : 5 l6, Production: Discharge time: • 147 mine cars . 8 . 7 tons/SC 5.5 tons/MC SC Discharge rate 3 . 1 1 tons/min. tons 93 shuttle cars Joy 10-SC shuttle cars Time start: 7:00 a.m. p.m. , of discharged Min. W D Min. Min. No. 8 38 116 - 9 - No. 6 59 - - - 138 - No. 808 October 16, 1962 Kenilworth 9th East 8.7 SC Discharge ?5 MC M. K. G. 259.5 min. 2.79 min/SC Equipment: 3.11 3 lO-SC m. Time stop: 3:00 No. of SC DC SC No. 38 84.5 17 Total 93 259.5 TIME STUDY - SUMMARY OF THE OBSERVATIONS Study No. Date Mine Section Subject Observer October 16, 1962 Kenilworth 9th East Trips M. K. G. Equipment: 10-ton, V, DC locomotives Nos. 2k and 25 Production: Av. travel time per trip; Av. stay time per trip: Av. time per 808 tons lV7 mine cars 5.5 tons/MC 28.9 min. 25.6 min. 54.5 min. Av. Travel Av. Time Time No. of No. of No. of Per Per Loco. Loaded Empty Loaded Prod. Trip Trip No. Trips Trips Cars Tons Min. Min. Min. 2k 00 7 77 423 28.5 26 54.5 25 7 CO 70 385 29.2 25.3 54.5 15 15 808 28.9 25.6 54.5 - 139 - OBSER'! ATIONS 9 5 9 1962 147 Me SSuecbtjieocnt .. 9Ttrhip Es ast Avo trip: min • 2 250-24 trip: Av. Stay Time Per Trip 24 8 28.5 8 Total 147 - iko - TIME STUDY - SUMMARY OF THE OBSERVATIONS Subject Observer October 22, 1962 Kenilworth 10th West Loading M. K. G. Production: 1 11-BU 2 Joy 10-SC shuttle cars Loading time: Loading rate: Waiting time: Delays: Mantrip: Time start: 594 tons 71 shuttle cars 108 mine cars 8,35 tons/SG 5.5 tons/MC 200.5 min. 2.82 min/SC 2.96 tons/min. 135 min/SC 6O.5 69 min. 7:00 a.m. Time stop: p.m. No. of SC loaded L W Min. M Min. D Slant A/15 Ik kl 22.5 - 55.5 Raise B/15 13 35,5 21.5 k - Raise C/l6 22 60 43.5 3 5 Raise D/lk 10 27 28 5.5 - 1. Entry E/lh 12 37 19.5 2.5 - Total 71 200.5 135 15 60.5 1+1.7 28.1 3.1 12.6 - 140 - Study No. 6 Date 22.? 1962 Mine .. Section ,: M~ Equipment: Load.ing Joy ll-BU loader 2 Joy 10-SC shuttle cars Face Min. 14 41 22.5 35~5 16 14 27 LEntry 14 12 ~ 41.7 28.1 594 tons 71 shuttle cars loB mine cars 8.35 tons/SC 5.5 tons/MC 200'.5 min.' SC min. 1.9 SC 60.5 min. m. 3:00 p.m. Min. 55·5 4 5·5 2·5 TIME STUDY - SUMMARY OF THE OBSERVATIONS Study No. Date Mine Section Subject Observer October 23, 1962 Kenilworth 10th West , Face Preparation and Loading M. K. G. Production: Crew for face preparation: loader operator 1 helper Crew for loading: 1 loader operator 1 shuttle car operator Equipment: 1 Sullivan 7~AU conversion 1 Joy 11-BU loader 1 Joy 10-SC shuttle car Loading time: Loading rate: Waiting time: Preparation time: Mantrip: Lunch Time start: IO8.5 tons 13 shuttle cars 19.7 mine cars 8.35 tons/SC 5.5 tons/MC 78.5 min. 6.04 min/SC I.38 tons/min 97.5 min. 7.50 min/SC 139 min. 70 min. 60 min. 7:00 a.m. 3:00 p.m. No. of SC L W M P Face loaded Min. Min. Min. Min Raise b/12 2 18 14 20 - Barrier a/ll 11 60.5 83.5 15 v 139 Total 13 78.5 97.5 35 139 16.4 20.3 7.3 29 - 141 - ,7 1962 I 1 . 1 loader helper' Equip~ent: 7-AU Il-BU of'SC b/12 II '" Time stop: 108.5 SC MC SC 1.38 min , m. 3:00 Min. - Ik2 - TIME STUDY - SUMMARY OF THE OBSERVATIONS 8 October 2k, 1962 Kenilworth 10th M. K. G. Production: Equipment: SC Discharge time: Discharge rate: Waiting for trip: Delays: Time start: Time stop: 501 tons 60 shuttle cars 91 mine cars tons/SC tons/MC 87 min. 1.45 min/SC 5.76 tons/min. 1.5 min. 129 min. 7:00 a.m. 3:00 p.m. No. of SC Dc W D SC discharged Min. Min. Min. 15 31 45 1.5 Ik 17 27 1*0 - 55 11 2 2 1.5 129 142 Study No. Date Mine . Section Subject Observer Equipment :. ... 24, 1962 lOth West Discharge' G .• 3 Joy 10-Se shuttle cars se No. No. No. Total 60 8.35 Se 5.5 Me 87 Se m. p.m. 74 40 55 87 1·5 129 - TIME STUDY - SUMMARY OP THE OBSERVATIONS Study No. Date Mine Section Subject Observer 8 October 24, 1962 Kenilworth ' 10th West Trips M. K. G. Equipment: 2 10-ton, 250-V DC locomotives Nos. 22 and 23 Production: Av. travel time per trip: Av. stay time Av. time per trip: 501 tons 91 mine cars 5.5 tons/MC 19.8 54.1 73*9 min. Av. Travel Av. Time Time No. of No. of Per Loco. Loaded Prod. Trip Trip No. Trips Cars Tons Min. Min. Min. 22 4 5 41 226 40.7 66.2 23 5 5 275 14 67-5 81.5 Total ON 10 91 501 19.8 54,1 73.9 - 143 .. OF· OBSERV A1'IONS B ton$ 1962 Me OSSeubcbstejierovcnet r M1T0.r itpKhs . W Ge.s t Ativm. e trpaevr etlr ip: 19.B min. Equipment:. per trip: min. V ;73.9 Av. Stay Time No. of Per Per Loaded Empty Trip Trips 25·5 50 67.5 B1.5 9 501 19.B 54.1 TIME STUDY - SUMMARY OP THE OBSERVATIONS : 9 Date : October 25, 1962 s Kenilworth Section : Main Parting Subject : Section Haulage Trips Observer : Equipment: 2 10-ton, 25O-V, DC locomotives, Nos. 5 a