manual wagner

8/19/2019 Manual Wagner

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: T E C H N : I C A L M · A N U A : L . . .

- E ' O U : I , P ; I \ I I e _ r · ~ E A T U R 'E SA N O

A P P L I C • • N D A T A

, : - 1 : - ,

.. .•.. Catalog 15QA .~

~ ~

~ A G N E R . . .

.~, MINING , :...\ .

..: E Q U IP M E N T

~g..' I

'~ ~ L , ' , . < '. . . ' . _ . _ _ MerA:,,

I


3/66

I N T R O D U C T I O N

.,L;i /t ? E. &:;v6 ' ~H..A'.aD é . . ,

/ ?6

s,

Introduction

Product Une

Model Reading

Model Listing

Design Features

-.-.Application

Equipm.ent Selection

-- Estimating Scooptram Production

Overloading, Underloading

Job Conditicns

Cycle Times

Reading Performance Curves

Interpolating Speeds on Grade

-Tunnel and Ramp Production

Estimatinq Mine Truck Production

--Estimating Vehicle Owning and

PAGE

1

2

3

4

5

7

9

11

13

14

16

18

20

.23

31

WORLDWIDE,

WAGNER MINING EQUIPMENT CO. is the

largest manufacturer of diesel powered

TRACKLESS

vehicles for UNDERGROUND MINING and

TUNNELlNG.

Engineering creativityatWagner Mining

Equipment Co., cornbined withsupport arid cooperation

of the worldwide mining industryhas resulted in

development of more than35 vehicle models with

numerous variationson these models to satisfythe

specific needs of mining and tunneling operations. A

worldwide network of

DEALERS

is dlstributinq and

servicing Wagner Mining equipment throuqhout the

world.

The flexibility, mobility and versatility oftrackless rnining

vehicles manufactured by Wagner Mining Equipment Co.

adapt to most UNDERGROUND material moving opera-

tions in . .

.;,

DRIVING STEEP ACCESS RAMPS:

DEVELOPING ACCESS TO THE ORE

HAULlNG THE ORE,

DRIVING TUNNELS

Most Undergroun~ operati~nstoday use or plan to use

trackless methods to some degree and WAGNER

MINING EQUIPMENT CO. PRODUCTS remain FIRST

. CHOICE with most of the planners wantinq.a QUALlTY

PRODUCT and SUPERIOR AFTER SALE SERVICES AND

PARTS AVAILABILlTY.


4/66

W A~IER M III~G

E Q U IP M E IT e o . P R O D U e T L i l E

The SCOOPTRAM®, designated ST, combines the

features of a front end loader and a dump truck. The

ST is designed to load itself without special preparation

of the loading area, haul the material over relatively

undeveloped haulageways and dump into any receptacle

that iswider than the bucket width. Depending on

alternate methods of material handling that can be

employed in the mine, SCOOPTRAMS may provide the

most economical method of moving material at haul

distances up to 3500 feet, (1067 meters), and more.

Mining Scoop, MS

Mine Trucks, MT

The Mining Scoop, designated MS, is a ruggedly

designed, medium low profile, fast cycling front end

loader with bucket reach and dumping height allowing

efficient loading of trucks.

The conventional tip dumping truck, designated MT,

is available in capacities from 10to 33 short tons, either


5/66

W A G N E R M I N I N G E Q U I P M E N T o. M O D E L D E S I G N A T I O N

_..1Wagner Mining Equipment Company underground mining and tunneling vehicles are built to conform with

the U.S. SUREAU OF MINES SCHEDULE 24 for operation in properly ventilated, NON GASEOUS mines. Some

-lodels are built to conform to U.S.S.M. Schedule 31 for operation in gaseous mines including COAL mines in

rme countries. Many Countries and/or Provinces or States within those Countries, have regulatians more

strinqent or more detailed than required in the United States and usually we have already met or can design

to meet these special requirements.

¡ most instances, our model numbers tell you exactly the type and capacity of the vehicle as described below.

cooptram, ST; Mining Scoop, MS

Prefix to indicate power unit other than diesel. For

J

instance, E for electric powered vehicles. -----

refix to indicate transmission type other than power

-s-ilift. For instance, H for hydrostatic transmission.

--1

C'T,Scooptram; MS, Mining Scoop. -----------------'

tandard bucket size in Cu. yd. based on vehicle rated

'tramming capacity and material weight of 3,000 Ibs/cu. yd.----------I

Iphabetical sequence letter indicating a majar design

,_hange or variations within a model. ----------------- .....•

(S), U.S.B.M. Schedule 31 Approval. ---------------------'

ST -

MINING scoor

seooPTRAM

ine Truck, MT ~

__refix to indicate power unit other than diesel. For

instance, E for electric powered vehicles. -----

refix to indicate transmission type other than power

__hift. For instance, H for hydrostatic transmission.

MT _~

0_O _•••••

TELETRAM


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P O P U L A R W A G N E R M I N I N G E Q U I P M E N T C O . M O D E L S

Usted below are current, (1978), STANDARD Wagner Mining Equipment Co. models available. Often, modifications to-

these standard models can be provided on SPECIAL ORDER to meet various constraints of dimensions and/or capacity

Scooptrams®

RATEO TRAM CAPACITIES

MOOEL

Inside

Volume Tons

ft. in.

y 3

EHST-1A

*4' O 5'0 10' 8

HST-1A

*4' O 5'4

10'8

ST-28

*5 1

8'2

14' 11

ST-28(S)

*5 1

8'2 14' 11

ST-20 *5' 1

8'9 15' 5

ST-20(S) *5' 1

8'9

15' 5

ST-3

1

h

6'0

9'2 17' 10

HST-5(S) t10'0

9'7 20' 6

ST-5A

*8 '

1 1 2

10'3 20' 8

ST-5A(S)

*8 '

'1 2

10'3 20'8

ST-58

*7' O

15' 3 24'0

ST-50(S) t8'3

11' 5

21' 4

ST-5E *8' O 10' 5 20' 9

ST-8 *8' 2

14'6 25'3

ST-13 *10' O

13' O 25' 3

Mining SCOOPS

MS-1'h t6'8

8'0 16' 2

MS-3A

t8' 10

10' 5 20' 11

•~ Vehicle is widest point.

t ~ 8ucket is widest point.

Mining Trucks (Teletrams )

,

,-


7/66

~ESIGN F E A T U R E S

Power Train

./

Depending on the type and size vehicle, various power

train components are matched to provide dependable

vehicle performance.

~'agner Mining Equipment Co. vehicles are designed

SPECIFICALLY FOR UNDERGROUND SERVICE,

ggedly built with quality materials and workmanship

ensure maximum performance and useful life in the

lTriderground mining environment. FIELD EXPERIENCE

has long been our guide to better design, SPECIAL

)OLlNG ensures welding integrity and precise

.__sernbly, quality control, inspection and testing are

employed throughout the manufacturing process to

+ovíde the best possible value for the price.

~'ost al trackless mining methods and plans set a

emium on compactness of design of vehicles used

underqround. This may be because of the size, shape

and location of the ore body and a desire to minimize

lution with waste, the desire to minimize waste

tndling in development work or problems of

rock stability.

'ith these requirements in mind, Wagner Mining

[uiprnent Co. vehicles have been designed as compact

a s possible in both width and height. It should be noted

that certain models, even though of the same capacity,

e of varying width and height to accomodate different

~erational requirements of mining plans. The size and

shape is the KEY to unlocking profits underground.

Diesel

Engine or

Electr ic Motor

Tor MS

Torque Converter

• or Hydros atic

Pump ~ ~~~~~

MTTor MTP

Torque Converter

or Hydrostatic Pump

Diesel Engine or Electric Motor

Drive Ax es or


8/66

D E S IG N F E A T U R E S

While there are some underground mining situations

around the world where overall dimensions of mobile

equipment are not a factor, most have some constraint in

one or more dimensions of WIDTH, HEIGHT, TURNING

RADIUS or GROUND CLEARANCE. 8asic design criteria

at Wagner Mining Equipment Co., seeks the largest

possible productive capacity housed within the smallest

possible envelope , (mass). It is also interesting that

the shape of the mass will change to accommodate

various mined products as they appear in the earth,

various mining plans and various constraints of rock

mechanics that may dictate the dimensions of mine

openings. It is also interesting that when your basic

criteria already produces the smallest possible envelope ,

reducing one dimension invariably causes one or more

of the other dimensions to increase. Wagner Mining

Equipment Co. currently produces more models and

variations of those models to meet changing constraints

of underground mining situations than any other

manufacturer in the world. Some examples are

depicted below and on the following page.

The ST-5E Scooptram, (the updated version of the

popular ST-5A), sets approximate industry standards for

dimensions of 15,000 lb. tramming capacity Load-

Haul-Dump vehicles.


9/66

- - I E S I G N F E A T U R E S

HST-5(S)

HMTT-410(S)

.hese two vehicles are cornpressed to an overall vehicle and operator height of 34 inches. The operating height

__)f both machines depends upon the heap of the load in either the truck box or the Scooptram bucket. These

hydrostatic drive, diesel powered vehicles with engines installed in the horizontal, Iay down position were developed

for LOW SEAM mines, especially Coal, Potash and other light weight materials. To achieve the very low overall

ieiqht, width runs out to 10 feet and ground clearance is compromised considerably.

'he most recent additions to our STANDARD UNE of models are the ST-31/2Scooptram and the small MT-411-30

-rip dump truck.

Both

represent the ultimate of compactness of envelope size and productive capacity balanced

against maintainability and operating safety.


10/66

D E S I G N F E A T U R E S

Operator Seating and Bi-directional Operation

Qperator seating and bi-directional operation provide the

operator maximum

visibility, convenience

and

safety

in

underground operations. Scooptrams use

side

or lateral

seating

so the operator need only turn his head approxi-

mately 60 degrees in either direction to drive in either

direction. Scooptram controls provide automatic

orientation of the steering wheel so that regardless of the

dire,ction of travel, turning the steering wheel right turns

the vehicle right and vice versa. Depending upon the

application, MINE TRUCKS may use side seating or may

use DUAL CONTROLS with the operator seat designed to

swing 180 degrees to face forward or to the rear.

Power Units

Where conformance with U.S.B.M. Schedule 24 is

Exhaust Systems

Treatment of exhaust emissions before discharge into

the atmosphere is with water scrubbers, catalytic

converters or fume diluters.

Axle Oscillation

AII Wagner Mining Equipment Co. vehicles are de-

signed to incorporate some kind of lateral oscillation

between the power frame and the payload trame to re-

duce stresses transmitted between the two modules

when operating over rough, uneven ground. In most

Scooptrams, Mining Scoops and some trucks, the axle

under the power frame oscillates.

On other Scooptrams and mining trucks, Personnel and

Utility Trucks, heavy duty roller bearings are incorporated

in a

swive/located

just behind the steering pivot point

providing

oscillation

between the

chassis

and

bogie

trames.

No SPIN

No SPIN differential is available as an option. No SPIN

reduces wheel spin during the loading cycle sub-

stantially reducing tire wear and increasing loadability.

Where single axle drive trucks may be operated on

slippery inclines, No SPIN differential is often a valuable


11/66

- J E S I G N F E A T U R E S - A P P L I C A T I O N

E-O-D® is raised only high enough to clear the truck

freeboard, has plenty of reach over the bed for quick,

clean dumping for heaping loads. Can work with a

lower back or a higher truck.

---duckets

To meet various material weights, optional size buckets

o f larger or smaller capacity than standard are available

·--Nith a selection of lip styles, straight, semi spade, and

full spade. Optional bucket teeth are available.

__ect-O-Dump®

EJECTO-OUMP (E-O-O) buckets are optionally available

here Scooptrams will be operating where there is low

rack

height at the dump point preventing the dumping of

fue standard bucket. They are al so used to load other

vehicles where back heights are too low to dump a

tandard bucket. The movable pusher plate is retracted

_:)f

loading the bucket and transporting. This hydraulically

operated, hinged plate moves forward from the retracted

'1osition to discharge the load with the bucket in a

iorízontal position as illustrated.

---maxmium

dumping height*

Conventional bucket has shorter reach over the truck


12/66

A P P L I C A T I O N

Scooptrams :

The versatile Scooptrams playa broad role in mining and

tunneling as the complete production tool, one vehicle,

one man moving the muck from where it is to where it is

wanted. In production mucking, few methods of moving

ore give greater productivity at lower costs than Scoop-

trams.

In mine development and/or tunnelinq, tramming muck

up to medium range distances proves faster and less

costly than most other methods. The use of cross-cuts

and/or rehandling stations may increase economic

tramming distance, up to 5,000 feet or more.

The high gradeability of four-wheel-drive scooptrams

provides maximum flexibility for driving declines for

access, conveyor belts or production. Generally

speaking, grades should be kept as tlat as possible for

efficient production and lowest maintenance costs.

Access ramps into the mine and from level to level may

range up to 30% while production ramps, should be held

at 10% to 12% maximum if possible.

A fuI size grade conversion graph wil be found in the

appendix on page 40.

Teletrams :

Available as single axle drive or four-wheel drive, these

telescoping trucks solve a variety of mine haulage

problems. They can be

fully loaded

over the rear in

lower back height than any other type of vehicle in the

same capacity range.

Loading Cycle Loading starts with telescopic bed

in rear position (1). As load accumulates, bed is

drawn forward (2) and balance of truck is filled.

l~

2

DISCHARGE CYCLE is the reverse of the loading cycle.

The telescoping bed is moved toward the rear (3), forcin8--

out half of the load. Then the final stage PUSH PLATE

ejects the balance of the load. Dumping may be as one

continuous, fast ejection cycle or may be PRECISELY

METERED by the operator as might be required.


13/66

E Q U I P M E N T S E L E C T I O N

--Regulations:

The first step in selecting your Wagner Mining Equipment

Co. vehicle is to befamiliar with requirements of regula-

__ory bodies that may apply to the operation of trackless,

diesel or .electric powered equipment in underground

mining operations. These regulations may include

minimum clearances between vehicles and mine open-

-ings, maximum horsepower/ventilation

ratlos

or other

specifications restríctive to the vehícle size in a given

mine.

--Size:

The second step, selecting the size, is a question of will

the vehicle fit the mine openings or can these openings

-De made to fit the vehicle. Current trends in mine design

find the planners selecting the largest possible vehicle

capacity (size) the mine will accommodate and the theory

_behind this trend is that operating costs of vehicles (or

added costs of development work), do not necessarily

increase in direct proportion to increased capacity. The

;¡reater productivity of the larger capacity vehícle may

--~ushion or offset the cost of making the mine openíng fit

the vehicle.

f\ typical example of thís theory compares the ST-5A with

_ :heST-8 and the dimensions of these two vehicles

shows that an entry width that will accommodate the

ST-5A would need to be íncreased only at turn intersec-

tions

to allow for the wider turning radius of the ST-8. The

Clearance:

Between the

vehicle

and haulageway

wal/s,

the operator

and

roof,

have a direct bearing on tramming speeds which

affect

productivity

and most certainly have an effeet on

general safety of mine personnel and the vehicle itself. As

a rule of thumb, 3 ft. is considered aminimum operating

clearance between the vehicle and walls (1.5 ft. each

side), and 1.5 to 2 ft. between the operator's helmet and

the roof. Four feet clearance is tairly common but at least

one known regulation requires a minimum of 5 ft.

clearance.

Dimensions:

Initial proposed opening dimensions in a mine may be

expanded to accommodate vehicle size. The productívity

of trackless mining methods, compared to most other

methods, has often been found to allow for economícal

enlargement of mine openings not only to the extent of

handling extra waste but also to the extent of extra cost

for ground control, or roof support.

Where a vertical shaft entry and/or hoist capacity are

the controlling factors as to what can go into the mine,

Wagner Mining Equipment CO.provides KNOCKDOWN

construction of the vehicle. The vehicle is bolted to-

gether at the factory, can be disassembled at the mine,

put down the shaft, bolted back together and then the

seams welded to form the complete machine.


14/66

E Q U I P M E N T S E L E C T I O N

The term altitude compensator applies to a TURBO-

CHARGER fitted to the engine intake manifold acting to

pump more air into the engine cylinders. The fuel delivery

rate is set to deliver SEA LEVEL HORSEPOWER. The

engine is NOT set to provide MORE power but WILL

maintain sea level power at higher elevations, up to

9,000 feet and more.

It is recommended you consult with the factory when

operations are going to be at elevations substantially

above sea level.

Location:

The elevation above sea level, where equipment will be

operated, will have an adverse effect on engine power

output and the higher the elevation the more substantial

will be the loss of vehicle performance. The engine fuel to

air ratio is affected by the thinner air at the higher eleva-

tions and metering of fuel to be injected must be

recalibrated if excessive exhaust smoke is to be avoided.

When operating elevations above sea level are known,

Wagner Mining Equipment Co. will, upon request,

recalibrate fuel metering to ensure correct fuel/air ratio

for the elevation designated. To estimate loss of engine

power at higher elevations, an often used rule of thumb

is to subtract 3% of engine ADJUSTED NET horsepower

for each 1,000 feet above the first 1,000 feet above sea

level.

Where operating elevations approach 5,000 feet above

sea level (1,500 meters), serious consideration should

be given to equipping an engine with an AL TITUDE

COMPENSATOR or using a LARGER ENGINE.

Ventilation:

The Mine Health and Safety Administration's approval of

Wagner Mining Equipment Co. vehicles for use underground

stipulates ventilation requirements for the various size engines-

used and similar regulations may have been established in

other areas of the world. Adequate ventilation is not only a rnus

for operator and other personnel comfort, lack of the oxygen '

supplied by ventilation air can reduce engine horsepower

output.

The table below gives M.H.SA approved ventilation air

rates at engine r.p.m., approved horsepower rating and

rate of fuel injection permissable for engines used in

Wagner Mining Equipment Co. vehicles.

VENTILATION REQUIREMENTS

Engine model

Ventilation Requirements Max. fuel

Deutz

gJ

C.F.M. r.p.m. b.h.p.

Ibs./hr ..

F4L-912W

I

6000 2300 51 23.3

,

F6L-912W

9000

2300 77 35.0


15/66

E S T I M A T I N G S C O O P T R A M P R O D U C T I O N

M A T E R IA L W E IG H T A N D V O L U M E

In estimating Scooptram production in mining it is

assumed there is an UNLlMITED SUPPLY OF MATERIAL

TO

BE MOVED AT ALL TIMES. Production is measured

·-in TONS MOVED from a loading point, (or several

points), to a dump point, (or several points).

-To init ially establish the APPROXIMATE PRODUCTIVITY

of various size Scooptrams, a SCOOPTRAM PRO-

JUCTION CHART is provided in the appendix, page 58

-,or the English system and page 60 for the metric

Figure 1 illustrates that once blasted from the earth,

the material comes to rest with VOIDS between the

different size, irregularly shaped fragments and

the IN BANK volume is said to SWELL . Depending

on the type material and degree of fragmentation from

blasting, one cubic yard or cubic meter could SWELL

by as much as 60% or more of its IN BANK volume.


16/66

P R O D U C T I O N E S T I M A T I N G

R T E D B U C I E T V O L U M E T O R E L V O L U M E

BUCKET RATEO CAPACITV:

Most manufacturers rate buckets based on a mathe-

matically calculated (or measured) volume WITHIN and

on TOP of the bucket in the carry position. Fig. 3 and

Fig.4 illustrate how manufacturers arrive at RATED

VOLUME CAPACITY. Assume an ST-5E rated at 5 cubic

yards.

Fig. 3. Struck Capacity,

mathematically meas-

ured volume (as in

water level) with

bucket in the

carry position. 4.5 cubic yards

(3.44 cubic meters)

Fig. 4.

Heaped Capacity,

struck capacity plus

mathematically cal-

culated S.A.E.

BUCKET ACTUAL CAPACITV:

Experience tells us that only in the best of conditions of

blasting fragmentation, repose of the material after

blasting, OPERATOR SKILL in particular and JOB ~

CONDITIONS in general, can a bucket be CON-

SISTENTL

y

loaded to its RATED CAPACITY as in Fi~

t

This fact is referred to as BUCKET FILL or, more

precisely, lack of fil .

TABLE

1

suggests BUCKET FILL FACTORS to apr-'v

in various JOB CONDITIONS, (discussed on page

1 ),

and degree of fragmentation from blasting. Good -

fragmentation and excellent job conditions may

allow near 100% bucket loading on a fairly

consist

1t

basis but as conditions deteriorate, the factors re1 .ot

the probability of smaller loads obtained in reasonablE

loading times.

TABLE 1. BUCKET FILL FACTORS

BLASTING

FILL

JOB

FRAGMENTATION

FACTOR

CONDlTIOfI

-

GOOO

1.00 to 0.98

EX CELLEf'v-r-

AVERAGE

0.97 to 0.94

AVERAGE

-

POOR

0.93 to 0.89

SEVERE

-

Applying bucket fill factors is discussed on page 13

in PAYLOAD and BUCKET SELECTION. Estimators

should not hesitate interpolating the values given in ~ble


17/66

E S T I M A T I N G S C O O P T R A M P R O D U C T I O N

M A T E R I A L W E IG H T A N D V O l U M E

In estimating Scooptram production in mining it is

assumed there is an UNLlMITED SUPPLY OF MATERIAL

TO BE MOVED AT ALL TIMES. Production is measured

---in TONS MOVED from a loading point, (or several

points), to a dump point, (or several points).

To initially establish the APPROXIMATE PRODUCTIVITY

of various size Scooptrams, a SCOOPTRAM PRO-

. )UCTION CHART is provided in the appendix, page 58

-,or the English system and page 60 for the metric

Figure 1 illustrates that once blasted from the earth,

the material comes to rest with VOIDS between the

different size, irregularly shaped fragments and

the IN BANK volume is said to SWELL . Depending

on the type material and degree of fragmentation from

blasting, one cubic yard or cubic meter could SWELL

by as much as 60% or more of its IN BANK volume.


18/66


T R A M M IN G C A P A C IT Y O V E R L O A D IN G O R U N D E R L O A D I N G

-- THERE IS NO SINGLE FACTOR THAT ESTABLlSHES

A VEHICLE RATEO TRAMMING CAPACITY.

Important considerations start first with power train

._component capacities as APPROVEO by the manufac-

turer of each component for use in our vehicle. The

engine, torque converter and transmission are matched

and approved as are axle and tire capacities.

Indicated PAYLOAOis found with;

(Loose weight/y3) x (Fill factor) x (Rated bucket y3)

(3,500 lbs/y'') x (0.98)

X

(5.0y3)=17,150 lbs.

To find UNOERLOAO or OVERLOAO, compare;

Indicated PAYLOAD 17,150 lbs.

RATED TRAMMING CAPACITY -15,000 lbs.

2,150 lbs. Overloaded

This i s a little over 14%OVERLOAOED and a smaller

bucket should be considered. It is possible that the

overall economics of a particular operation may make

substantial overloading a feasable alternative BUT one

might expect shorter useful vehicle life and higher

operating costs over that shorter life and WARRANTIES

COULO BE VOIOEO.

BUCKET SELECTION:

To select the OPTIMUM SIZE BUCKET to stay close to

the rated tramming capacity, use the same assumptions

as in the above example and use.

15,000 lbs. =4.37 3 OPTIMUM SIZE

(3,500 lbs/y'') x (0.98) y

Different size buckets in increments of 0.50 y3 are

available options for most models and increments of

0.25 y3are available on special order. Inthe above


19/66


J O B C O N D I T I O N S

SEVERE

Minimum vehicle lights find the

operator driving in a restricted

tunnel of light, inviting collisions

with wal ls. High standing muck

not brought into the scope of

l ights may unexpectedly sl ide

down.

JOB CONDITIONS are classified as EXCELLENT, AVERA


20/66

. ) R O D U C T I O N E S T IM A T IN G

~ X A M P L E P R O D U C T I O N E S T I M A T E

-We will start a sample estimate and carry it to cornple-

tion using sections of our Scooptram estimating formo

llank copies of these forms are in the appendix, page

_3 in the English system, page 41 for the metric sys-

temo Also in the appendix are forms for estimating

TUNNEL ADVANCE, the English system on page 45

.nd the metric system on page 47. See page 24 for in-

-eormation on TUNNELS and RAMPS.

- ~ C O O P T R A M

- I O U R L Y P R O D U C T I O N

- . e S T I M A T I N G (NOTE: Assumes constant availabili ty

of material to be trammed.)

- :English System)

~

~ER

~ M IN IN G

E Q U I P M E N T S 2 .

Note: See page 22 for similar estimate in metric system.

::ustomer: Ac/4X M

/ /016--

Co.

,._v1ineName/Location: r{)T{//CA t eLl(, )./eVAO/1

Prepared By: .5rEVe:Af~ Date:

Cf/¡O/7b

Elevation, A.M.S.L. 6,000 ft.

The most important item to fill in above is the ELEVATION

~BOVE SEA LEVEL at which the Scooptram will be

--.Norking. The adverse effects of higher elevations on

VEHICLE PERFORMANCE was discussed in the Equip-

nent Selection section and correction factors will be

íiscussed later in this sample estimate. Assume the

--operating elevation will be 6,000 feet above mean sea

Now continue with the estimate in sections I and

1 1

below and assume:

1. You have selected an ST-5E.

2. Becomes 15,000 lbs.

3. Becomes 5.0 cubic yards.

4. As determined for the particular operation.


21/66

P R O D U C T I O N E S T I M A T E

Y l E T I M E S

The AVERAGE 8PEED of 10 mph (16.1Km/h) given for

the 8T-3

1

h through 8T-13 should be considered as

OPTIMUM conditions SELDOM FOUND IN UNDER-

GROUND OPERATIONS. It assumes no turns or other

delays over a very long distance on very well maintained

roadways. A tramming cycle must be reviewed to pin-

point potential delays tor turns or traffic congestion ar

AVERAGE SPEEDS INTERPOLATED from TABLE 3 te

reflect these delays by selecting a lower average

speed.

Estimating Cycle Times: Accurate production estimates

require careful evaluation of the TIME it takes to

accomplish certain functions and the AVERAGE SPEED

that can be attained over given distances.

FIXEOTIME:

The portion of the production cycle spent in LOADING

and DUMPING the bucket and the MANEUVERING to

accomplish those functions is usually treated as FIXED

TIME for estimating purposes. TABLE 2, LOAD/DUMPI

MANEUVER, suggests typical times related to JOB

CONDITION8 and contains the elements of time to load

the bucket at the face, time to dump the bucket at the

dump point and time to negotiate two 90 degree turns

with two changes of direction of travel. The estimator

should not hesitate interpolating table 2 where it is known

that job conditions indicate more or less time will be

required to load, dump and maneuver. Experieneed

operators, working with well-fragmented material, have

been observed to fill the bucket consistently in 0.20

minutes and less. On the other hand, loading times of 1.0

minutes and more have been observed. Dumping times

at effícient dump points have been observed in as little as

0.10 minutes and as mueh as

0.50 minutes at inefficient

dump points. For this sample

estimate, assume 0.80

minutes and carry to section

1 1 1 ,

line 11, page 21.

TABLE 2. FIXED TIME

LOAD IDUM PIMANEUVER

JOB I TIME

CONDITIONS MINUTES

EXCELLENT ; 0.80

AVERAGE

I

1.10

FOR ESTIMATING PURPOSES,

EMPTY

RETURN

SPEEDS

ARE ASSUMED TO BE THE

SAMEAS

LO E


22/66

~ R O D U ( T I O N

E S T I M A T I N G

V e l E T I M E D E l A V S

'0 help understand AVERAGE SPEEDS ATTAINABLE,

- ;IG. 6 is a hypothetieal tramming eyele pointing up

some of the types of delays eneountered.

FIG.6

dump ••

change of

.direction &

turn delay

150 feet

level

spiral ramp

+ 15%

150 feet

turn

delay

turn delay

Assume you expeeted excellent haul road conditions

with ample clearance between the vehicle and the walls,

you might be tempted to select a rather fast AVERAGE

SPEED of, say 10 mph for the LEVEL PORTION OF THE

CYCLE.

The first delay in ATIAINING that average speed

is

the

short distance from the loading point to the first 90

degree turn. A vehicle could not accelerate to 10mph

in that short distance, especially if

it

must

dece/erate

for the turn. A more probable average throught the first

turn is more like

3

mph.

The next segment, 200 feet, could allow you to REACH

10mph if it were not for the potential safety hazard at

the uncontrolled intersection. Even without this hazard

you could not AVERAGE that speed because of accel-

erating out of the first turn and decelerating into the

second turn at the ramp. A more probable AVERAGE is

8

mph into the second turno

The next delay in the level portion of the cycle is the

turn at the dump site, but this delay was eounted in the

FIXEDTIMEestimate from TABLE 2. Assume you could

average 6 mph on the last 150ft. segment.

The PROBABLE ATTAINABLE AVERAGE SPEED ON

LEVEL is more like 6 mph (11.3Km/h) NOT 10.

Where GRADES are present in the tramming eycle, the

estimator should have a complete understanding of

HOW THESE GRADES WILL AFFECT

SCOOPTRAMPERFORMANCEBOTH


23/66


R E A D IN G P E R F O R M A N C E C U R V E S

5'/1

;:r.s rY1

I

ENGINE - Deutz F8L - 714

The most efficient converter

Max. Eff. HP 195 @ 2300 R

PM

range is the area between the USBM Adj. HP 180@ 2300 RPM

Adj. Net HP 134.5 @ 2300 RPM

points on each individual curve.

TORQUE CONVERTER - Clark C-8402-6

Drive Ratio 1 to 1

Stall Ratio 3.14 @ 2205 RPM

W

TRANSMISSION - Clark 3421-11

Ratios - 4.09, 2.25, 1.30

&

.71

FRONT AXLE-

Clark 37,500

Reduction 26.124

REAR AXLE- Clark 37,500

Reduction 26.124

TIRE SIZE-

18:00

x

25 Front & Rear

Rolling Radius 30.0 inches

.r- -- 1st Gear

Speeds on grade should be estimated using the

performance chart for the specific vehicle in question.

The sample chart below is for an ST-5E and all per-

formance charts for ST model SCOOPTRAMS, MS model

MINE SCOOPS and MT model MINE TRUCKS would be

read with the same general rules as discussed here.

Each gear curve has two DOTS superimposed on it, one

toward the bottom of the curve, one toward the topo The

area between the two DOTS is the EFFICIENT

OPERATING RANGE OF THE TORQUE CONVERTER,

TIED TO COOLlNG SYSTEM EFFICIENCY. To read the

chart for LOADED, UP GRADE haulage, enter the chart

from the left at the known % grade (assume 10%), and

follow the horizontalline to intersect with the gear curves.

50

45

40

35

30

Select the gear at which the

%

grade line intersects the

gear curve about MIDWAY BETWEEN THE TWO DOTS _.

ON THE CURVE BUT ALWAYS CLOSER TO THE LOWER

DOT.

For a 10% grade you would have found second gear at

about 4.4 mph (to convert mph to Km/h use mph,

4.4 x 1.61

=

7.2 Km/h.

On a 3% grade you would select a speed of 9 mph

(14.5 Km/h), and would assume 4th gear could be used

for short distances, 3rd gear for LONG, steady haulage

up the grade. Note that you would not select 4th gear

for long hauls at 3% because the grade line intersects

the curve closer to the UPPER DOT on the curve.


24/66

R O D U C T I O N E S T I M A T I N G

I N I E R P O L A I I N G P E R F O R M A N C E R E L A I I N G l O J O B C O N D I I I O N S

'dN U P G R A D E , L O A D E D H A U L A G E

INTERPOLATING PERFORMANCE CURVES: We said the AREA BETWEEN THE TWO DOTS on the curve represented

~

the EFFICIENT operating range of the TORQUE CONVERTER, TIED TO

:IG.7

COOLlNG SYSTEM EFFICIENCY. Understanding what the two dots tells us

can save a lot of grief when operating on LONG, STEEP GRADES. Without


25/66


IN T E R P O L A T IN G S P E E D S O N G R A D E , E M P T V , D O W N

EMPTY RETURN back DOWN the ramp SAFEL

y

should

be understood by the estimator to avoid estimating on

grade DESCENT SPEEDS taster than can be SAFEL

y

MAINTAINED.

For HST MODELS the rule is that the vehicle can

DESCEND at the MAXIMUM SPEED AVAILABLE through

the transmission BUT, ot course, no taster than might be

allowed by JOB CONDITIONS. This is because a

HYDROSTATIC TRANSMISSION will not OVER-RUN,

i.e., the WEIGHT of the vehicle CAN NOT PUSH the

vehicle down the grade FASTER than that speed set by

the operator FOOT PEDAL SPEED CONTROL.

However, on ST AND MT MODELS, VEHICLE WEIGHT

CAN PUSH the machine DOWN GRADE FASTER than

SAFETYor JOB CONDITIONS might permit.

DESCENDING RAMPS SAFEL

y

USUALL

y

REOUIRES

THE USE OF LOW GEARS, employing the friction through

the gear train TO HOLD THE VEHICLE BACK with

MINIMUM USE OF THE SERVICE BRAKES TO

MAINTAIN SAFE CONTROL.

To estimate SAFE DESCENT SPEEDS from the per-

formance curves, the GENERAL RULES ARE;

1. The operating technique is to select a low gear that

will allow geartrain friction to HOLD BACK the vehi-

cle with only occasional use of service brakes to main-

tain SAFE CONTROL. The gear selected must allow the

operator to MAINTAIN ABOUT 40% ENGINE R.P.M. to:

PROVIDE HYDRAULlC VOLUME AND PRESSURE FOR

SAFE STEERING OF THE VEHICLE.

PROVIDE SOME FAN SPEED FOR COOLlNG AIR FU N

OVER THE ENGINE AND THROUGH HEAT

EXCHANGERS.

MORE NEARL Y MATCH CONVERTER IMPELLER AND

TURBINE R.P.M.s TO REDUCE HEAT GENERATION IN -

THE CONVERTER.

2.

Up to about

20%

grade, find the gear used to CLlMr:r

the grade LOADED. Select the next higher gear and

SELECT THE SPEED FROM ABOUT MID WAY BETW :N

THE CONVERTER EFFICIENCY DOTS.

3. STEEPER than 20%, assume the same gear used to

CLlMB will be used to DESCEND and at ABOUT the

SAME SPEED.

TABLE 4 in miles per hour and kilometers per hour provides SPECIFIC, SEA LEVEL SPEEDS UP RAMP, LOADED nd

estimated SAFE DESCENT SPEEDS DOWN RAMP, EMPTY for popular Scooptram models on selected grades.

-----------


26/66

r lAM PL E PRODUtT IO N E S T I M A T E

T Q N S P E R H O U R

V

can now complete our sample production estimate

starting with section III below CYCLE TIME.

F''

.33


27/66

S C O O P T R A M

H O U R L Y P R O D U C T I O N

E S T I M A T I N G

~

~ER ~.

~ M I N I N G

EQUIPMENT~l

(NOTE: Assumes constant availability


Variable Time Estimating Table From Tables 3 and 4

-

1

2 3 4

5

One-Way %or

O

Estimated

Multiply Column 3

Divide Col.

1

Segment

Grade Speed

x

16.67 =

m./min.

By Col. 4for

Meters

+or

Kilometers/Hour and Enter Here Time in Minutes

(Metric System)

Customer:

Av

1 1

X

Mine Name/Location:

MIIVI/t/G

FUTUI¿13 (

ea.

Prepared By:

STEVENJ

Date:

9,00/76~

¡CAL e/IV / ,5c....uc-OEN

Elevation, A.M.S.L.

/cY'2 r

m.

Section 1.General Data:

1. Propósed Scooptram Model:

sr-

sE '

2. Rated Tramming Capacity: 61J'ó;s kg.

3. Standard Bucket Capacity, Heaped: ~.

J'

&s: m

3

4. Clearance: Vehicle/Wall /.

2

m. Operator/Back o.

6 ~

5. Type of Material to Move: COP.PE

IC...o.eE

6. Loose Weight of Material: /, '?

s-6

kg/r_

Section 11,Payload Per Trip:

(Estimated

actual

payload and computation tor optimum size bucket, SEE INSTRUCTIONS.)

7.

Loadable Weight Per m3: (bucket fill factor if any

o.


28/66

E S T I M A T I N G

S C O O P T R A M

M U C K I N G T I M E

A N O O I S T A N C E

F O R

T U N N E L S ~

t~ I IMAI IN Ii I U N N tL A NU KAM I


29/66

M U C K I N G D I S T A N C E

In driving TUNNELS and RAMPS, the MAJOR

ELEMENTS of the total cycle of ADVANCE are DRILL-

ING, LOADING, BLAST/SMOKE OUT, SCALE, MUCK

OUT and often, SUPPORT. The key to economical

operation is found in blending these cycle components

into TIME FRAMES that fit into the overall plan for

advancing once, twice, possibly three times in a

24 hour periodo

Our part of the total cycle of ADVANCE is MUCKING

OUT and the first question asked will often be, HOW

FAR can we MUCK the HEADING within a specified

ALLOTTED TIME with a Scooptram?

If the loose cubic yards to be moved each blasting

round and the allocated mucking time are known,

you can provide a quick, rough estimate using the

SCOOPTRAM PRODUCTION CHART on page 61,

English; 62 Metric.

However, important elements of the TOTAL CYCLE

are not taken into account in using the production

chart and FIGURES 8 and 9 illustrate two elements of

ihe cycle that could affect that estimate.

FIG. 8 illustrates that after blasting, it may be neces-

sary TO SCALE the back BEFORE MUCKING can begin.

The Scooptram may or may not be employed for this

and the time it takes may or may not be included in the

mucking cycle. Identify this with your customer.

FIG. 9 illustrates that as long as there is plenty of muck available to

move from the blasting round, production can go forward in a normal,

load/tram/dump cycle at the best speeds possible. It also illustrates

that THE DISTANCE FROM THE PORTAL TO THE DUMP can have an

: S T I M A T I N G T U N N E L A N D R A M P


30/66

M U C K I N G D I S T A N C E

- ':IG. 1

O

i llustrates that as the MUCKING CYCLE

progresses, the MUCK PILE DIMINISHES. To get a

lUCKET LOAD WORTH TRAMMING, the Scooptram

nust make several passes with the effect of increased

-ruading time and decreasing productivity to

CLEAN UP.

.dditional/y, some FACE PREPARATION for the next

-dRILLlNG CYCLE may be a chore for the Scooptram.

hese

factors should be discussed and the TIME to

ccomplish al/ocated. Usual/y, the Scooptram MUST do

- le major CLEAN UP of the heading but often face

preperation is al/ocated to the support or to the dril/ing

ycles.

-'epending on dimensions of the tunnel and how well

it must be CLEANED UP for the drilling crew, from four

'') seven minutes or more may be required and this

me must be deducted from available tramming time

at distance.

Figure 10

-rl

is important to understand the application of REHANDLlNG STATIONS in TUNNELS and RAMPS. These stations

should be large enough to hold a full round and a half. FIGURES 11 and 12 i/lustrate some of the options employing

ehandling stations so as to MUCK OUT THE ROUND IN THE ALLOCATED MUCKING TIME.

OUTSIDE

~--:VV---- 1 ~_: _;y--_A~'} REHANDLlNG STATION

FI~~~~, ;RUS~~~

Figure 11

'---_--J·I~

•

...,,,

.

.

'

..

. . ,

• . . . . . .

..

~

•

~

•

. . . .

~

.

•

'

. . .

~

. .

~,

. .

. . .

AND DEVELOPMENT MUCKING TIMES (ENGLlSH)


31/66

S e ction 1 : G E N E RA L IN FO RM A T IO N: L ine 1, e le va tion a bove se a le ve l a ffe cts ve h icle pe rform a nce on gra d e . I f T A B L E 4 is

use d to e stim ate spe e d s on gra d e, g ive n spe e d s should be co rre cte d by R ED U C IN G 3% fo r e ve ry 1000 fe e t a bove the first 100-

fe et a bove se a le vel. L ine 2 provid e s d a ta fo r se le cting the m od el S cooptra m tha t w ill F IT th e tunne l ope ning.

S e ction 11: L ine 3 is the prod uct o f line 2 d im e nsions A FT E R S W E L L FA C TO R IS A P P L lE D T O IN B A N K V O L U M E by the

cus tomer. U ne 3(a ) should a lso be known by the custo me r. If line s 3 a nd 3(a ) a re N O T K N O W N, pa ge 55 o f our ca ta log 150A

m ay a ssist you in e stim a ting the se va lue s. L ine 4 is se lf e xp la na tory.

S e ction 11I : U NE 5 is se lf e x p la na tory, U N E

6:

T A BL E 1 sugge sts corre ctions to be a pp lie d to

B U CK E T R AT E D C AP A C IT Y to a ccount fo r th e fa ct you ca n se ld om d up lica te R AT E D H E A P E D

L O A D on e ve ry pa ss. FR A G M E NT AT IO N, J O B C O ND IT IO N S , concentra tion of O P E R A T O R S m a y

a l te a m up to pre ve nt ge tting a FU LL , R A T E D B U C K E T L O AD e a ch a nd e ve ry pa ss. E XC EL L E NT =

1 ,0 0 re p re s e nts the FU L L R A T E D VO L U M E L O A D o f th e B U C K E T a nd is e x tre m ely D IFFIC U L T T O

A C H IE VE consiste ntly. U N E

7

a pp lie s your se le cte d FIL L FA C T O R to the L O O S E W E I G H T

to e sta blish the A VE R A G E W E IG H T tha t ca n be C O N S IS T E N T L Y L O AD E D into the bucke t. U NE 8

th e n a pp lie s th is L O AD A B L E W E IG H T E AC H P A S S e sta blish ing the O P T IM U M B U CK E T SIZE w ith

wh ich to e quip the S coop tra m to ta ke FU L L A D VA N T A G E O F T H E R A T E D T R AM M IN G C A P A CIT Y.

U N E S

9

a nd 10 a re se lf ex p lana tory .

T A B L E 1

r

J O B FIL L

J

C O N D I T IO N S

F A C T O R

E X C E L L E N T

1.00

A V E R A G E

0.98

I

S E V E R E

0.96

S e c tion IV: U N E 11 :T he custom er wil se le ct a M AX IM U M M U C K IN G T IM E to ble nd w ith o the r e le - T A BL E 2

me n ts of th e tu nn e l a d va nce cycle . U N E 11(a ): T A B L E 2 sugge sts A VE R AG E T IM ES to L O AD I

J O B

T I M E

D U M P a nd M A N E U VE R re la te d to J O B C O N D IT IO NS . Interpo la te the va lue s if e xpe rie nce d icta te s.

C O N D I T I O N S

M I N U T E S

L lN E 11 (b): C L E A N U P T IM E e x p re s s e s the fa ct tha t a s the m uck pile D IM IN IS H E S , th e tim e to

loa d goe s U P wh ile P R O DU C T IVIT Y goe s D O W N a nd se ve ra l p asses m a y be re quire d to ge t a L O A D

E X C E L L E N T

0.80

W O R T H T R A M M IN G . H ow cle a n the fa ce m ust be , whe the r th e S coop tra m will be us e d to S C A L E

A V E R A G E

1.10

o r othe rwise p re pa re the f~ ce for the ne x t d rilling cycle should be d iscusse d w ith the custom e r a nd

S E V E R E

1.40

I

th e e stirna te d T IM E e sta blis he d .

T A BL E 3. A VE R A GE T R AM M IN G S P EE D S , L E VE L

,-----

--

__ _ o

-

T

A B L E4.M ILE SPE RHO U R

J ob E H S T -1A H S T -1 A A II S T -2 ¡S T - S to 13

H S T - S ( S )

S pe cilicS pe e d sU pG ra d e :E st im a te dSa le S pe e d sDown G ra d e

C ondit ions

mph mph mph mph mph

P opula r 5 - 2.9

0

10%-5.1' 15%- B.5°

20% - 11.3°

25%- 14.0f

Sc oop tra moa d E m p t yoa d E m p tyoa d'E m p tyoa d E m p t yoa dIE m ptY I

E XC E L L E N T

*5.9 *7.5 *10.0

10.0 *9.5

M od e l U p O own

U p O ownU p D own

U p D own

U p D ow

f--.

A V E R A G E

5.0 5.0 8.0 8.0 8.0

E H 5T 'lA

5.7

5.8 5.2 5.8 4.7 5.8 4.2

5.8

3.6 5.8

H 5T ·1A 7 .6 7.6

5.1

7 .6 4.0 7 .6 3.2 7.6 2.7

7.6

S E V E R E

3.0 3.0 5.0

5.0 5.0

H 5T '5 (5 ) 5.2

6.1 3.5 6.1

2.7

6.1 2.2 6.1 1.8

6.1

1

N O T E : As te risk d e notes m a x im um ge a r tr a in spe ed s.

S T -2 8 4.9 7.0 2.9 4.0 2.2 3.9 1.6 18

1.4

t:4 1

U N E 11(c) cove rs T IM E tha t m a y be re quire d to T R A M a D IS T A N C E from the

S T '28(5) 5.3 7.5 3.0

4.2

2.5 3.9

1.4 1 .9

1.4

1 .4

5T ·20

4.9 7.0 2.9

4.0

22 3.5

1.5

2.0 1 .3 1 .3

tunne l P O R T A L to the D U M P so the T R U E D IS TA NC E o fth e A DVA NC E, P O R T A L

5T '20(5 )

_.-

to FA C E IS E ST AB U S HE D . T A B L E S 3 a nd 4 sug ge st sp eed s to us e a t line 11 (e )

5.5

7 .0

3.4

4.0 2.8

3.9 2. 0 3.0

1.6

1 .6- - r-

5T ·5A

8.7

11 .0 5.2 6.5 4.1

6.4

2.9 4.0 2.5

2 .5 1

a nd line s 14 a nd 15. Inte rpo la te the va lue s if e x pe rie nce d icta t e s faste r or

5T ·5A (S)6 .0

10.0 3.5

5.1 2.8

4.0

1.8

2 .7

1 .7

171

slowe r spe ed.

R E M E M B E R , fa ste r spe e d s a re o fte n poss ible O U T S ID E the S T ·58 7.5

11 .0

4.7

60 3.0 3.8 2.6 3.0

22 22

tu nne l th a n would be a tta ina ble IN S ID E whe re C L E A R AN C E S M IG H T B E R E-

5T ·5E 7.3 11.0

4.4

6.1

3.0 3.8 2.5 2 .8 21 21

S T R I C T E D . U N E 11 (d ) a llows e nte ring a ny o the r a nt icipa te d d e la ys not includ ed 5T ·8 6.7 10.5 42 6.0 3.2 4.7 2.4 3.0 21 ~


32/66

: ~ T I M A T I N G T U N N E L A N O R A M P

U l C K I N G T I M E S

:nglish System)

L.Jion

1,

Customer/Job Name:

/1.//1)(

CONS7RUCTO/( -

CLE/lI


33/66

Section 1:GENERAL INFORMATION: UNE 1,elevation above sea level affects vehicle performance on grade.lf TABLE 4 is usedto

estimate speeds on grade, given speeds should be corrected by REOUCING 3% for every 300 meters above the first 300 mete ';

above sea level. UNE 2 provides data for selecting the model Scooptram that will FIT the tunnel opening. ~

Section 11:Une 3 isthe product of line 2 dimensions AFTER A SWELL FACTOR ISAPPUEO TO IN BANK VOLUME by the cus-

tomer. UNE 3(a) should also be known by the customer. If lines 3 and 3(a) are NOT KNOWN, page 55 of our cataloq 150A may ass

you in estimating these values. UNE 4 is self explanatory.

ions to be applied to

TABLE 1

I

ate RATEO HEAPEO

of OPERATORS may

JOB

FILL

i

pass. EXCELLENT =

CONDITIONS

FACTOR

,

emely OIFFICULT TO

EXCELLENT

1.00

e LO OSE WEIGHT

AVERAGE 0.98

1 ;

to the bucket. UNE 7

SEVERE

0.96

Section 11I:UNE 5 is self explanatory. UNE 6(a): TABLE 1 suggests correct

BUCKET RATEO CAPACITY to account for the fact you can seldom duplic

LOAO on every pass. FRAGMENTATION, JOB CONDITIONS, concentration

all team up to prevent getting a FULL, RATEO BUCKET LOAO each and every

1.00 represents the FULL RATEOVOLUME LOA O of the BUCKET and is extr

ACHIEVE consistently. UNE 6(b) applies your selected FILL FACTOR to th

to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOAOEO in

then applies this LOAOABLE WEIGHT EACH PASS establishing the OPTIMUM BUCKET SIZE with

which to equip the Scooptram to take FULL AOVANTAGE OF THE RATEOTRAMMING CAPACITY UNE 8 is self explanatory.

UNES 9 and 10are self explanatory.

Section IV: Une 11: The customer will select a MAXIMUM MUCKING TIME to blend with other ele-

I

TABLE 2

ments of the tunnel advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOAO/

JOB

TIME I

UMP and MANEUVER related to JOB CONOITIONS. Interpolate the values if experience dictates.

UNE 11(b): CLEAN UP TIME expresses the fact that as the muck pile DIMINISHES, the time to

CONDITIONS MINUTES

load goes UPwhile PRODUCTIVITY goes OOWN and several passes may be required to get a LOAO

EXCELLENT 0.80

WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE

AVERAGE 1.10

-

or otherwise prepare the face for the next drilling cycle should be discussed with the customer and

SEVERE

1.40

I

.

the estirnated TIME established.

TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL

TABLE 4. KILOMETERS PER HOUR

Job EHST-1A HST-1A Al ST-2

~T-5 to 13

HST-5(S)

Speci lic Speeds Up Grade: Estimated Sale Speeds

Down

Grade-

Conditions Km/h Km/h Km/h Km/h Km/h

Popular 5%- 2.90

10%- 5.7

0

15%- 8.5

0

20%- 11.3

0

25%- 14.0:1

Scooptram load Empty load Empty load Empty load Empty load Emptv ,

EXCELLENT

*9.4

*12.0 *16.0 16.0

*15.2

Model

Up Oown Up

Down

Up Down Up

Down

Up Dow

AVERAGE

7.0 70 10.0

12.0

10.0

EHST'IA

9.2 9.3

8.4

9.3 7.6 9.3 6.8 9.3 5.8 9.3

122i

SEVERE

HST·1A 12.2 12.2 8.2 12.2

6.4

12.2 5.1

12.2

4.3

5.0 5.0 8.0

8.0 8.0

HST'5(S)

8.4

9.8 5.6 9.8

4.3

9.8 3.53 9.8 2.9

9.8 I

NOTE: Asterisk de'notes maximum gear train speeds. ST·2B

7.9

11.3

4.7

6.4

3.5 6.3 2.6

2.9

2.3 2.3

UNE 11(e) covers TIME that may be required to TRAM a OISTANCE from the

ST·28(S)

8.5

12.1 4.8 6.8 4.0 6.3 2.3 3.1 2.3 2.3

I

unnel PORTAL to the OUMP so the TRUE OISTANCEof the AOVANCE, PORTAL

ST-2D 7.9

11.3

4.7 6.4

3.5

5.6

2.4

3.2 2.1 2.1

ST-2D(S)

8.8

11.3

5.5

6.4

4.5

6.3 3.2 4.8

2.6

2.6 I

to FACE IS ESTABUSHED. TABLES 3 and 4 suggest speeds to use at line 11(e)

ST-5A 14.0

17.7

8.4

10.5

6.0

10.3

4.7

6.4

4.0

4.0

I

and lines 14 and 15. Interpolate the values if experience dictates faster or

ST'5A(S)

9.7

16.1

5.6

8.2 4.5

6.4

2.9 4.3

2.7

2.7

slower speed.

REMEMBER, faster speeds are often possible OUTSIOE the

ST·58 12.1

17.7

7.6

9.7

4.8

6.1 4.2 4.8 3.5 3.5

tunnel than would be attainable INSIDE where CLEARANCES MIGHT BE RE-

ST-5E 11.7 17.7 7.1 9.8 4.8 6.1 4.0 4.5 3.4 3.4

_ S T I M A T I N G T U N N E L A N O R A M P


34/66

I I I U C K I N G T I M E S

letric System)

Sectionl,Customer/JobName GtECAM/NES ~ XOLWéZI J Z/9/R..E Date 212117;

. Tunnel Length Ir '>-2S meters. Grade, Loaded + % or - 2-- % Elevation AMSL :2. c ;L .¡ m .

. }. Tunnel Dimensions, Height Y. o m Width

4(.

S- m Depth of Blast .z . . 2 . . m.

Section 11,Volume and Weight to Move each Blasti ng Round .

~.Total Loose volume per blasting round SS m

3

(Supplied by customer)

-- 3(a). Material weight per Loose cubic meter l.~/ tonnes/m

3

(Supplied by customer).

4. Total weight to muck, line 3

SS-

m

3

) x (Iine 3(a) /. SI (t)/m

3

)

=

83 tonnes.

__sctíon

1 1 I , Scooptram Model and Bucket Size Selection: Select the Scooptram that will

Fit

the tunnel. $

5. Scooptram Model Selected

v

T-,5 C .Rated Capacities: Volume .3 .2'25 m

3

. Tramming - b ~ · , , - - _ _ (t).

l.Bucket Fill Factor: See instructions, Table 1, select a Fill Factor and enter at line 6(a).

6(a): Bucket Fill Factor Selected. O.

r E

-- 6(b): Loadable Weight, m

3

: (line 3(a) weight /·5 (t)/m

3

) x (line 6(a)

_C >_,_r-- - -'~ '___)

= /. ~ y (t)/m

3

.

. . (line 5 tramming capacity 6·? (t) ) L ¡' .

.5 9

m3 x 1.308

= 6.

o y3

'. Optimum Bucket Size: (line 6(b) weight /. 4 :

t?

(t)/m3)

-- Scooptrams may be equipped with optional size buckets in increments of 0.25 cubic yards, larger or smaller. Round

off line 7 to the nearest quarter, half or whole size. On steep ramps, loaded, always round to the lower quarter, half

or whole size.

-d. Selected Bucket Size in Cubic Yards from line 7 b.O y3 x 0.765 =

L¡. b

9. Payload in Tonnes (Iine 8 bucket size

7.6

m3) x (Iine 6(b) weight /.

4'

rf '

.. (Tonnes from line 4 cf 3)

l. Trips Required To Muck the Round: (T f l' 9

-- onnes rom me b. ~ )

m

3

to use At Une 9.

(t)/m3)

=

6.

¡

tonnes/trip.

_--'/'----=5'--_trips, Round To Higher Whole.

ectlon IV, Cycle Time Estimate:

11. Allocated, Maximum Mucking Time, (supplied by the customer) .

11(a): Fixed Time To Load/Dump/Maneuver, see Table 2 and select time; ¡4

t/

Table 2 minu

6·3{) )

Une 10 trips

60,. ()mino


35/66

E S T I M T I N G

M I N E T R U C K

P R O D U C T I O N


36/66

INSTRUCTIONS ANO TABLES FOR ESTIMATING MINE TRUCK PRODUCTION (ENGLlSH)


37/66

Section 1:GENERAL DATA: UNE 1 is self explanatory. UNE 2. The Mine Truck selected is usually the largest capacity that will

FIT into the mine with REASONABLE or REGULATED CLEARANCES between the mine walls, back or ancillaries. UNE 3 ,.

self explanatory. UNE 4. As discussed in Catalog 150A on page 31, a FULL, RATED LOAD is extremely difficult to achieve exce]

with belts or flights with horizontal swing capabil ities. TABLE 1A, below, suggests FILL FACTORS to apply at UNE 4 to adju;:rr

PAYLOAD to a value experience tells us can actually be ACHIEVED.

TABLE 1A

,

JOB FILL

1 :

ONDITIONS FACTOR

EXCELLENT

1.00

AVERAGE

0.98

I

~

SEVERE

0.96

I

Section 11:UNE 5. Self explanatory. However, use CAUTION in acceptinq a manufacturer's rating ofPRODUCTION for the loading machine. It wil l probably be based on certain OPTIMUM JOB CONDI-

TIONS that may not be achievable in a specific operation. UNE 6. LOADING WITH SCOOPTRAMS,

etc. Two separate problems are possible, i.e. LOADER NOT SELECTED (1) or LOADER ON SITE

OR ALREADV SELECTED (2). Assume the loader has NOT BEEN SELECTED. First establish the

OPTIMUM SIZE BUCKET to match the selected MINE TRUCK. As a RULE, less than FOUR loader

PASSESfinds the bucket size UNWIELDLy dumping into the truck box while more than SIX PASSES

may find loading TIMES too LONG. (NOTE: in underground mining the bucket size that may fit the

operation, (back height, truck box height), will often be the deciding factor in what size loader/bucket can be employed.) F(

estimating purposes, assume 5 bucket passes to load the truck. Then find OPTIMUM BUCKET SIZE with:

(1) Une 3 VOLUME / ~/ 3 y3)

.2

tb y3 OPTIMUM BUCKET SIZE. We suggest you always ROUND TO THE NEXT

(Number of passes~) HIGHER quarter, half or whole size bucket if the loader will carry that size

The theory is that it is easier NOT to get a fullload every pass. The operatoi,

can make one Iight pass or simply not dump all of the last pass on the truck box. Now select a FILL FACTOR from TABLE 1A

just as you would for Scooptram production and find the potential PAYLOAD of the truck with;

(Bucketsize

S.O

y3)x(Passes~)x(Une1weight 3S-S-S- Ibs.y3) x ( FILLFACTOR . 9'c? )=s2,:?S cf = :lb.1 t ons

Y

. 1 li h' h 1 f' 2000

u may want to interpo ate me 4 to a Ig er or ower Igure.

3.00

(2) LOADER ON SITE OR ALREADY SELECTED: The

bucke .

-

capacity is known and you find the number of passes require

~

¡--

- - - - -

to load the truck with:

SEVERE

2.50

V--

(Une 3 VOLUME y3)

->

(Bucket __ y3) x ( FILL FACTOR __ )

= __ _ passl

--

Av ERAGE

2.00

/ ~~

required to load the truck, ROUNDED to the next HIGHER nu

-

M

I

ber of passes, = ___ required passes.

N

EXCEL LENT

POTENTIAL PAYLOAD can be found using the formula le

U

150V~

T

blank, above.

E

Now consult the LOADER CYCLE TIME CHART to the left and

S

100

V

select the AVERAGE CYCLE TIME to be expected. The curve :

0.80

are related to the same JOB CONDITIONS discussed on pag

50 100

,

150

200 250 300

DISTANCE IN FEET

~ S T I M A T I N G M I N E


38/66

T R U C K P R O D U C T I O N

.nqlish System)

Customer: A

e/A)


39/66

Section '1: GENERAL DATA: UNE 1 is self explanatory. UNE 2. The Mine Truck selected is usually the largest capacity that w T I í

FIT into the mine with REASONABLE or REGULATED CLEARANCES between the mine walls, back or ancillaries. UNE 3 is

self explanatory. UNE 4. As discussed in Catalog 150A on page 31, a FULL, RATEO LOAD is extremely difficult to achieve exce¡

with belts or flights with horizontal swing capabilities. TABLE lA, below, suggests FILL FACTORS to apply at UNE 4 to adju:

PAYLOAD to a value experience tells us can actually be ACHIEVED. -

TABLE 1A

JOB

FILL

l

CONDITIONS

FACTOR

EXCELLENT 1.00

AVERAGE

0.98

SEVERE

0.96

I

Section 11 :UNE 5. Self explanatory. However, use CAUTION in accepting a manufacturer's rating of

PRODUCTION for the loading machine. It will probably be based on certain OPTIMUM JOB CONDI-

TIONS that may not be achievable in a specific operation. UNE 6. LOADING WITH SCOOPTRAMS,

etc. Two separate problems are possible, i.e. LOADER NOT SELECTED (1) or LOADER ON SITE

OR ALREADY SELECTED (2). Assume the loader has NOT BEEN SELECTED. First establish the

OPTIMUM SIZE BUCKET to match the selected MINE TRUCK. As a RULE, less than FOUR loader

PASSESfinds the bucket size UNWIELDL y dumping into the truck box while more than SIX PASSES

may find loading TIMES too LONG. (NOTE: in underground mining the bucket size that may fit the

operation, (back height, truck box height), will often be the deciding factor in what size loader/bucket can be employed.) Fe

estimating purposes, assume 5 bucket passes to load the truck. Then find OPTIMUM BUCKET SIZE with:

(1) (Une 3 VOLUME/O. 9L¡5 m

3

)

=

.2./1'1 m3

=

2. 6 y3 OPTIMUM BUCKET SIZE.We suggest you always ROUND TO

(Number of passes ~) 0.765

THE NEXT HIGHER quarter, half or whole size bucket, 3.

O

y3 x 0.765 = 2 .:z.~3. The theory is that it iseasier NOT to g~

a fuI bucket load every pass, the operator can make one Iight pass or simply not dump al of the last pass on the truck box.

Now select a FILL FACTOR from TABLE 1A just as you would for Scooptram production and find the potential PAYLOAD

with

(Bucket size1-·1.-7S'm

3

)

x

(Passes S-)

x

(Une 1weight

2

./

o1

tonnes)

x

( FILL FACTOR ~) = '23.7 tonnes/PAYLOA[

You may want to interpolate line

4

to a higher or lower payload.

3.00

l.----

--

- - - -

---

SEVERE

V

»>

---

--

AVERAGE

~

r-.

~

-

EXCELL ENT

~

V

V

30 45 W

2.50

2.00

M

I

N

U 1.50

T

E

S

1.00

0.80

O

15

75

90

(2) LOADER ON SITE OR ALREADY SELECTED: The bucl« .

capacity is known and you find the number of passes require

to load the truck with:

(Line 3 VOLUME m3) .

(Bucket __ m3) X ( FILL FACTOR __ ) = _passl

required to load the truck, ROUNDED to the next HIGHER nurrr-

ber of passes,

=

required passes.

POTENTIAL PAYLOAD can be found using the formula le

blank, above.

Now consult the LOADER CYCLE TIME CHART to the left and

select the AVERAGE CYCLE TIME to be expected. The

curve=

are related to the same JOB CONDITIONS discussed on pac

:~TIMATIN6

MINI:

(M'


40/66

i R U C K P R O D U C T I O N

:ustomer: M/ '¿f)é(/ELcPH&Alr ~

_repared By: .sT~éP5 . Date:

. Mine/Job Location:

1-001II /..AI


41/66

o

&

o INSTRUCTIONS ANO TABLES


42/66

SECTION 1:UNE 1 through UNE 5 are self explanatory.

SECTION 11:OWNING COSTS: UNE 6 is self explanatory. UNE 7. YEARS TO

DEPRECIATE is found by first establishing ESTIMATED TOTAL USEFUL HOURS

of vehicle SERVICE UFE. TABLE 6 suggests AVERAGE, ECONOMICAL, USEFUL

SERVICE UFE related to the same JOB CONDITIONS discussed in the produc-

tion estimating section, Catalog 150A. Do not hesitate interpolating TABLE 6 if

it is known different values are to be expected. Take selected hours to UNE 7.

After com pleting line 7, and rounding to the next higher number of years, TABLE

7 provides an ANNUAL INVESTMENT FACTOR, applied to spread delivered

price over the depreciation period in years. Enter the factor in the formula at

UNE 8. Continue with UNE 8 by estimating l., 1.&T. percentages. INTERESTrefers

to the cost of borrowing money to buy the machine and could run from 8 to 12%

and higher. On the other hand, if held capital is used to buy the vehicle, INTER-

EST charges would be those that would have been EARNED by investing the

money to earn interest and might range from 4 to 8%. INSURANCE refers to

costs to protect the vehicle from damage or loss to accidents, fire, etc. and in

1976 may range from 3 to 5%. Taxes refer to ongoing use, property etc. Establish

or estimate applicable percentages for the time, place and situation, adding to-

gether for total l., 1.& T. For estimating use 12%at line 8. UNE 9 and 10are self

explanatory.

TABLE 6. DEPRECIATION HOURS

Job

Useful Life/Hours

Conditions

Scooptrams

Trucks

EXCELLENT 20,000

30,000

AVERAGE 15,000

25,000

SEVERE· 10,000 20,000

TABLE 7. DELlVERED PRICE

AVERAGE ANNUAL INVESTMENT

Years Factor

1

1.00

2

0.75

3

0.67

4

0.63

5

0.60

6

0.58

7

0.57

SECTION 11I:OPERATING COSTS: UNE 11. We are looking for AVERAGE con-

sumption over a ONE HOUR PERIOD. Where records or experience can't tell

you the precise number, TABLE 8 suggests figures to use for estimating. The

low column suggests LONG TRAMMING DISTANCES on LEVELor NEAR LEVEL

haulageways. The high column suggests VERY SHORT DISTANCES or STEEP

RAMP operations. ESTIMATING AVERAGE HOURLY FUEL CONSUMPTION IS

RATHER IMPRECISE andyou should understand how it works. Most engine

manufacturers establish fuel consumption rates on a DYNOMOMETER with

DIRECT DRIVEand provide a curve showing fuel consumption in POUNDS PER

HOUR or GALLONS PER HOUR at that power and r.p.m. point. In a normal auto-

motive type application the horsepower need during an hour period will fluctu-

ate greatly so we have to make an estimate and come up with our TABLE 8 of

AVERAGE CONSUMPTION and REFLECTING THE HIGHER CONSUMPTION OF

TOROUE CONVERTER DRIVE. The point being made is that if a competitor with

the same type of equipment with the same engine comes up with a substantially

lower consumption than given in TABLE 8, he is using a DIRECT DRIVE BASIS or

assuming a LOWER AVERAGE HORSEPOWER REOUIREMENT, or both. UNE 12. PREVENTIVE MAINTENANCE: The cost (

lubricating oils, filters, grease and the labor to use them in the daily care and feeding of the vehicle are assumed as a per centac

TABLE 8. ESTIMATED FUEL CONSUMED

GALLONS PER HOUR.

Engine Model

High Average

Low

F4L-912W

2.6

1.7 0.9

F6L-912W

3.9 2.6

1.3

F6L-714

7.2 4.8

2.4

F8L-714

9.7 6.5

3.2

F10L-714

12.2

8.1 4.1

F12L-714

14.8 9.9

4.9

BF12L-714

19.1 12.7

6.4

3304 NA

5.3

3.5

1.7

3306 NA

7.9

5.2

2.6

Liters =gal. x 3.7854

,/ I

¡ - H I C l E O W N I N G

~ DO P E R A T I N G C O S T

This form can be used with any monetary

system after converting U.S. dollar prices.


43/66

: i T I M A T I N G

ustorner 4JA)<

í f ? / ¡ / / r : r

CO, Location .,Jt1jtJt(} c~e~ W/s e- . .

. ¡ ElVehicle

\2 COOf?

Model Designation

c:sr:a

Preparer

l~ W

Date/

Z

Z ;S -/7 b

7 7

•• tion 11I,Operating Costs:

6

1 Fuel Cost: (Gallons/hr. see Table 8 6.S- ) x (Cost/gaL O.

t.¡ 8 '

) =

3,lb

hr.

ection 1,Veh ic le Costs and Adjustments:

1 '3uggested factory list price, incL options. (/15',000 Selling price . . . . . . . .. //5;OOD

:; =reight, duties, fees, etc. to land on site. ( 6/000 .... ......................... .

6/

OD ()

3:-Total delivered price, add lines 1 and 2. (/;2./1000 ) /:iz.- /CX/O

4 ~ess Tire Cost: The price the customer would pay to replace Al vehicle tires which are .

d

700

deducted from Depreciation Costs and treated as a Wear Item ( Yt-

t

5-:-Net Vehicle Value to use for depreciation computation at line

9,

line 31ess line

4. . . . . . . . . . . . ..

I/iu

3 z > O

t

tion 11,Owning Costs: Usually, a customer will want to apply his own formulas based on local tax regulations and

L

toms. Using the below method will result in showing a quite high ownership cost when compared to more sophisti-

ated methods used by most companies. Consult With Your Customer.

e Determine the NU;lr of Hours the Vehicle is Expected to Work Per Year. d

Hours per day x Days per week

S

= 70 x Weeks per year d

T.Vears to Depreciate: See instructions and Table

6

and then use;

(Table 6 hours I r /)00 ) -_ ---:#7 -:

e, . :~+ I - t + -_

years ... Round to Next Higher Whole Number

_--=b'---- __

years.

(Une 6 hours

~kfO )

&:-Hourly Investment Cost: See instructions and Table 7 and then use;

(Une 3

/21 ;

Ó

De) )

x (Table

7

factor

¿ J .

~8 )

x (l., 1.&T. •

/2 )

=

rYi , b

(Hours per year from Une 6 1 t 2J¡0 )

3

2

yo

0:-Hourly Depreciation Cost: (No allowance made for resale or salvage value) /

(Une 5 value to depreciate jIk. ( 3 >

ao )

= 31 -10

hrs. per year.

I

{,¿lb per hour.

9 , 0 z.- - per hour.

2.

s ¡ ;

per hour.

(Total useful hours, Table

6

1$, l)l)O) .

Cr.-Total Hourly Owning Cost, add Unes 8 and 9 .

A P P E N D I X

E R ¡

j M I N I t « ¡ ~


44/66

~

E Q U I P M E N T ~ .

1

G R A D E

C O N V E R S I O N

G R A P H

1~

13

12

11

10

w

[fJ

9

a:

--1

LL

6

O

¡ C O O P T R A M

~ E R


45/66

1 I 0 U R L Y P R O D U C T I O N

: S T I M A T I N G



(Metric System) Instructions and tables on reverse side .

< @ S

~ M I N I N G

E Q U I P M E N T S E ·

.~ustomer: -------- Prepared By: Date: _

Mine Name/Location: Elevation, AM.S.L. m.

ectíon 1.General Data:

1. Proposed Scooptram Model: 4. Clearance: Vehicle/Wall_ m. Operator/Back _ m.

2. Rated Tramming Capacity: kg. 5. Type of Material to Move: _

_ 3. Standard Bucket Capacity, Heaped: m

3

6. Loose Weight of Material: kg/m

3

Section 11,Payload Per Trip:

(Estimated actual payload and computation tor optimum size bucket, SEEINSTRUCTIONS.)

7. Loadable Weight Per m3: (bucket fill factor if any ) x (line 6 )

=

kg.

·-8. Indicated Payload, (Iine 7 ) x (Iine

3 )

=

kg. If substantially larger than

Rated Tramming Capacity, l ine 2, consider ordering a smaller bucket to avoid Overloading. Jf substantially smaller,

consider a larger bucket to take full advantage of the vehicle rated capacity.

. . (Iine 2 ) m

3

--9. Optimurn Bucket Size: (line 7 ) 0.765 y3. Scooptram models may be equipped

with optional buckets in increments of

0.25 y3. Interpolate line 9 to the nearest 1/4 yard increment, y3 and convert this to cubic meters with;

___ y3 x 0.765

=

m

3

to use at line 10.

• 0. P I d tri (Une 7 ) x (Une 9 bucket

ay oa per np 1000

1000

___ tonnes.

Section 11I.Cycle Time:

~1. Fixed Time: (LoadlDump/Maneuver, from TABLE 2.)

___ minutes

I

1

2 3

4

5

One-Way

%or

O

Estimated

Multiply Column 3 Divide Col. 1



46/66

. C O O P T R A M

J l O U R L Y P R O D U C T I O N

~ER

(j M I N I N G


47/66

- : S T I M A T I N G

~

EQUIPMENT~·

Section 1 1 1 . Cycle Time:

1. Fixed Time: (Load/Dump/Maneuver, from TABLE 2.)

=---

minutes



(~nglish System) Instructions and tables on reverse side.

-.:rUstomer: Prepared By: Date: _

Mine Name/Location: Elevation, A.M.S.L. ft.

_ection 1 , General Data:

1. Proposed Scooptram Model:

2. Rated Tramming Capacity: lbs.

-d. Standard Bucket Capacity, Heaped: __ ~~_ y3

4. Clearance: Vehicle/Wall_ ft. Operator/Back _ ft.

5. Type of Material to Move: _

6. Loose Weight of Material: lbs., y3

-ection

1 1 ,

Payload Per Trip: (Estimated

actual

payload and computation for optimum size bucket, SEE INSTRUCTIONS)

_l. Loadable Weight Per y3 : (bucket fill factor, if any ) x (line 6 ) = lbs.

8. Indicated Payload (Iine 7 ) x (line 3 ) = __bs. If substantially larger

than rated Tramming Capacity, line

2,

consider ordering a smaller bucket to avoid Ovérloading. If substantially

smaller, consider a larger bucket to take full advantage of the vehicle rated capacity.

9. Optimum Bucket Size: (I~ne

2 )

= ~_ y3. Mo~t Scoo.ptram model~ c~n be equipped with

(line 7) optional

size

buckets In incrernents of 0.25

cubic yards either larger or smaller than standard. Interpolate line 9 to the closer 1/4 yard increment, y3

and use at line 10 below.

(Iine 7 ) x (Iine 9 bucket y3)

). Payload Per Trip: -----------------

=------ =

Tons.

2,000 2,000

- \


1

2

3 4

5

-

- - - -

T A l L E S A N D I N S T R U C T I O N S (English System)


48/66

Table 3. AVERAGE SPEEDS ATIAINABLE on level or

near level haulage may be limited by JOB CONDITION_

or the maximum speed available through the vehicle

transmission. The 10 mph shown in Table 3 is consid-

ered OPTIMUM, seldom found in underground opera-

tions. Loaded HAULAGE and EMPTY return assume the-

same speed on LEVEL TRAMMING.

TABLE 1. BUCKET FILL

BLASTING

FILL

FRAGMENTATlON

FACTOR

GOOO

1.00

AVERAGE

0.98

POOR

0.96

TABLE 2. FIXED TIME

LOAD/DUMP/MANEUVER

JOB

TIME

CONDITIONS

MINUTES

EXCELLENT

0.80

AVERAGE

1.10

SEVERE

1.40

Section l. Lines 1through 5 are self explanatory. Line 6 is usually known by the

customer from testing experience. If not, but in place weight or the specific

gravity of the material IS known, Ioose weight per cubic measure may be

estimated using information on page 55 of the Tech Manual, catalog 150A,

available from Wagner Mining Equipment Co. for the asking.

Section

1 1 .

Line 7, bucket fill factor, TABLE 1 adjusts rated load capacity

downward to reflect the improbability the operator will consistently get a

HEAPING load for full, rated capacity each pass. In well fragmented, loose resting.,

muck, experienced operators may get near 100% loads consistently while bucket

fills less than 0.95 are observed in poorly broken, tight resting muck. Lines 8

through 10are self explanatory.

Section 1 1 I . Line 11, TABLE 2 suggests fixed times to use tor loading - dumping

and maneuvering for those functions. Included is time to load the bucket, dump

the bucket and time to maneuver and turn into and out of loading and dumping

points. THE BALANCE OF THE ESTIMATING FORM IS SELF EXPLANATORY.


Job

EHST-1A HST-1A AII ST-2

~T-31f2to13 HST-5(S)

Conditions mph mph mph

mph

mph

EXCELLENT *5.9 *7.5 *10.0 10.q *9.5

AVERAGE

5.0 5.0

8.0

8.0'

8.0

SEVERE 3.0

3.0

5.0

5.0;,

5.0

NOTE: Asterisk denotes maximum gear train speedss

TABLE 4. MILES PERHOUR

Specific Speeds Up Grade: Estimated Safe SpeedsDown Grade

Popular

5%- 2.9

0

10%- 5.7

0

15%- 8.5

0

20%- 11~C¡

25%- 14.0

0

Scooptram Load Empty

Load Empty Load Empty

Load Empty

Load

Empty

Model

Up

Down

Up Down Up Down

Up DolNn

Up

Down

Table 4. For selected grades, table 4 gives specific

speeds LOADED, UP GRADE. DON'T FORGET TO

CORRECT FOR ELEVATIONS SUBSTANTIALL y ABOVE

SEA LEVEL if applicable.


49/66

INSTRUCTIONS ANO TABLES FOR ESTIMATING TUNNEL, RAMP

ANO OEVELOPMENT MUCKING TIMES (ENGLlSH)


50/66

UNE 11(c) covers TIME that may be required to TRAM a OISTANCE from the

tunnel PORTAL to the OUMP sothe TRUE OISTANCEofthe AOVANCE, PORTAL

TABLE 4. MILES PER HOUR

----¡

Specilic Speeds UpGrade: Estimated Sale Speeds Down Grade

----

Popular

5 -

2.9

0

10 - 5.P

15%- 8.5° 120%- 11.3°

25%- 14.0'

Scooptram load Empty load Empty

load IEmpty loa1mpty

load EmptIT

Model

Up Down Up Down

Up Down Up Down Up Down

EHST·1A

5.7

5.8 5.2 5.8

4.7

58

4.2

5.8

3.6

5.8

HST-1A

7.6 7.6

5.1 7.6 4.0 7.6 3.2 7.6

2.7

76

HST-5(S)

5.2

6.1 3.5 6.1

2.7

6.1 2.2

6.1 18

a1

ST-28

4.9 7.0 2.9

4.0

22

3.9

1.6 1.8

1.4

1.4

I

ST-28(S)

5.3 7.5

3.0 4.2 2.5 3.9 14

1.9

1.4

1.4 I

ST-2D 4.9 7.0 2.9 4.0 2.2 3.5

1.5

2.0

1.3

1.3

ST-2D(S)

5.5 7.0

34 4.0 2.8 3.9 2.0 3.0 1.6

1.6

Section 1: GENERAL INFORMATION: Une 1, elevation above sea level affects vehicle performance on grade. If TABLE 4 is

used to estimate speeds on grade, given speeds should be corrected by REOUCING 3% for every 1000 feet above the first 1000-

feet above sea level. Une 2 provides data for selecting the model Scooptram that will FIT the tunnel opening.

Section 11:

Une 3 is the product of line 2 dimensions AFTER SWELL FACTOR IS APPUEO TO IN BANK VOLUME by the-'

customer. Une 3(a) should also be known by the customer. If lines 3 and 3(a) are NOT KNOWN, page 55 of our catalog 150A

may assist you in estimating these values. Une 4 is self explanatory.

Section 11I:

UNE 5 is self explanatory. UNE 6: TABLE 1 suggests corrections to be applied to

TABLE 1

~

BUCKET RATEO CAPACITY to account for the fact you can seldom duplicate RATEO HEAPEO

JOB

FILL I

OAO on every pass. FRAGMENTATION, JOB CONOITIONS, concentration of OPERATORS may

CONDITIONS

FACTOR

all team up to prevent getting a FULL, RATEO BUCKET LOAO each and every pass. EXCELLENT

=

1.00 represents the FULL RATEO VOLUME LOAO of the BUCKET and is extremely OIFFICULT TO

EXCELLENT 1.00

ACHIEVE consistently. UNE 7 applies your selected FILL FACTOR to the LOOSE WEIGHT

AVERAGE 0.98

to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOAOEO into the bucket. UNE 8 SEVERE

0.96

I

then applies this LOAOABLE WEIGHT EACH PASS establishinq the OPTIMUM BUCKET SIZE with

which to equip the Scooptram to take FULL AOVANTAGE OF THE RATEO TRAMMING CAPACITY.

UNES 9 and 10 are self explanatory

Sec tion IV: UNE 11:The customer will select a MAXIMUM MUCKING TIME to blend with other ele-

TABLE 2

ments of the tunnel advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOAO/

JOB

TIME

OUMP and MANEUVER related to JOB CONOITIONS. Interpolate the values if experience dictates.

CONDITIONS

MINUTES

UNE 11(b): CLEAN UP TIME expresses the fact that as the muck pile OIMINISHES, the time to

load goes UP while PROOUCTIVITY goes OOWN and several passes may be required to get a LOAO

EXCELLENT 0.80

I

WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE

AVERAGE

1.10

or otherwise prepare the face for the next drilling cycle should be discussed with the customer and SEVERE 1.40

the estirnated TIME establlshed.


Job

EHST-1A HST-1A

AII ST-2

~T-5 to 13

HST-5(S)

Conditions mph mph

mph

mph

mph

EXCELLENT *5.9 *7.5

*10.0

10.0

*9.5

AVERAGE 5.0 5.0

8.0

8.0

8.0

SEVERE 3.0 3.0

5.0

5_0

5.0

NOTE:Asterisk denotes maximum gear train speeds.

: T I M A T I N G T U N N E L A N O R A M P

r u C K IN G T IM E S


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L.

ric System) Instructions and tables on reverse side.

r~ion 1,Customer/Job Name Date _

I Iunnel Length meters. Grade, Loaded

+

or - Elevation AMSL m.

c-runnel Dimensions, Height m Width m Depth of Blast m.

¡ tion 11,Volume and Weight to Move each Blasting Round. See instructions on reverse side.

Lrotal Loose volume per blasting round m

3

(Supplied by customer)

3(a). Material weight per Loose cubic meter tonnes/m

3

(Supplied by customer).

1 rotal weight to muck, line 3 m

3

) x (line 3(a) (t)/m

3

) = tonnes.

sctlon 11I,Scooptram Model and Bucket Size Selection: Select the Scooptram that will Fit the tunnel.

i, Scooptram Model Selected . Rated Capacities: Volume m

3

. Tramming (t).

¡

sucket Fill Factor: See instructions, Table 1, select a Fill Factor and enter at line 6(a).

¿(a): Bucket Fill Factor Selected. _

6(b): Loadable Weight, m

3

: (Iine 3(a) weight (t)/m

3

) x (line 6(a) ) = (t)/m

3

.

. . (line 5 tramming capacity

(t) )

m

3

x 1.308

=

y3

'__)ptlmum Bucket Size: (line 6(b) weight (t)/m3)

Scooptrams may be equipped with optional size buckets in increments of 0.25 cubic yards, larger or smaller. Round

)ff line 7 to the nearest quarter, half or whole size. On steep ramps, loaded, always round to the lower quarter, half

ir

whole size.

~:Selected Bucket Size in Cubic Yards from line 7 y3 x 0.765

=

m

3

to use At Line

9.

, )ayload in

Tonsüine

8 bucket size m

3

) x (Iine 6(b) weight (t)/m

3

) = tons.

- .. (Tons from line 4 )

l. Trips Hequired To Muck the Round: (T f l' 9 )

ons rom me

_____ trips, Round To Higher Whole.

Ltion IV, Cycle Time Estimate:

l.

Allocated, Maximum Mucking Time, (supplied by the customer) .

11(a): Fixed Time To Load/Dump/Maneuver, see Table 2 and select time;

(Table 2 minutes ) x (Line 10 trips ) .

_____ min.

___ mino

INSTRUCTIONS ANO TABLES FOR ESTIMATING TUNNEL, RAMP

AND DEVELOPMENT MUCKING TIMES (METRIC)


52/66

S e ct i o n 1 : GENERAL INFORMATION: UNE 1,elevation above sea level affects vehicle performance on grade. If TABLE 4 is used I

estimate speeds on grade, given speeds should be corrected by REDUCING 3%for every 300 meters above the first 300 rneters

above sea level. UNE 2 provides data for selecting the model Scooptram that will FIT the tunnel opening.

_________________________________________ - 1

S e c t i o n 11 :

Line 3 is the product of line

2

dimensions AFTER A SWELL FACTOR IS APPUED TO IN BANK VOLUME by the cu

¡

tomer.

manual wagner

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