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APPLIC NDATA

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~~ EQUIPMENT ~g..' I
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.~, "MINING'

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INTRODUCTION
.,L;i!/t!?

E. &:;v6' ~H..A'.aD

..,

/-? 6 s ,

PAGE

Introduction

Product Une

Model Reading

Model Listing

Design Features

-.-.Application

Equipm.ent Selection

-- Estimating Scooptram Production

11
13

Overloading, Underloading

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 operations in
.
.
.;,'

DRIVING STEEP ACCESS RAMPS:

Job Conditicns

14

Cycle Times

16

HAULlNG THE ORE,

Reading Performance Curves

18

DRIVING TUNNELS

Interpolating Speeds on Grade

20

-Tunnel and Ramp Production

.23

31

Estimatinq Mine Truck Production

--Estimating Vehicle Owning and
Operating Costs

DEVELOPING ACCESS TO THE ORE

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.

37

Appendix

40

Material Weights

55

Conversion Factors

56

Scooptram Production Charts

(Tons/Hr.) and Theoretical Turning
Clearance Graphs
Scooptram Production Charts
(Cubic measure per minute)

57

Time - Distance Table m.p.h.

63

Time - Distance Table km./hr.

64

61

..rI
<$S

~ER
MINING ea
EQUIPMENT

FORM NO. WG-142-8

COPYRIGHT

(01978

WAGNER

MINING

EOUIPMENT

CO.

0;0'

PRINTEO

IN US A.

WA~IER MIII~G EQUIPMEIT eo. PRODUeT LilE

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 is wider 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.

The Mining Scoop,

designed, medium
loader with bucket
efficient loading of

Mining Scoop, MS

Mine Trucks, MT

Teletrams'f MTT

designated MS, is a ruggedly

low profile, fast cycling front end
reach and dumping height allowing
trucks.

The conventional tip dumping truck, designated MT,

is available in capacities from 10 to 33 short tons, either
two or four wheel drive. It is designed as narrow and
as low as possible for lts capacity.
The TELETRAM, designated MTT, is available in
capacities from 10to 25 short tons, either two or four
wheel drive. The TELETRAMDESIGN ACHIEVES
THE LOWEST PROFILE OF ANY TRUCK CURRENTLY
AVAILABLE and utilizes its telescoping feature to dump
out the rear without raising the box as with the
conventional MT truck.

The Utility truck, designated UT,has a capacity of

5 short tons on a fully articulated, oscillating frame. Its
extra heavy design incorporates torque converter drive
into a full powershift transmission and four wheel drve.
Any number of atlachments may be installed on the
rear frame by the customer or at the factory.

'

WAGNER MINING EQUIPMENT

(o. MODEL DESIGNATION

_..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. So me
-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

cooptram,

ST; Mining Scoop, MS

Prefix to indicate power unit other than diesel. For

instance, "E" for electric powered vehicles. ----refix to indicate transmission type other than power
-s-ilift. For instance, "H for hydrostatic transmission.
C'T, Scooptram;

MS, Mining Scoop.

of the vehicle as described

below.

ST -

--1

-----------------'

MINING

scoor

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.

.....

seooPTRAM

---------------------'

!ine Truck, MT
__refix to indicate power unit other than diesel. For
instance, "E" for electric powered vehicles. -----

MT _~

0_O-

refix to indicate transmission type other than power

__hift. For instance, "H" for hydrostatic transmission.

TELETRAM

Mine Truck. --------------------T" indicates teletram, "P" indicates pushplate. For

--End Dump Mine Truck'tthis
space is left blank.

4J tP
DD

--1

"4" indicates 4-wheel-drive, "F" indicates front-wheelIrive. ---------------------------1

"Truck capacity,

REAR-END

in short tons. Can be one or two numbers. ---------'

\Iphabetical sequence letter indicating a majar design

:hange or variations within a model.-----------------

.....

Two digit number x 100 to specify material weight in

'iundreds of Ibs/cu. yd. If no number is given, the material
veight is taken as 2,700 Ibs/cu. yd. ------------------"(S), U.S.B.M, Schedule

31 Approval.

Utility Truck
Jtility Truck (all are 4-wheel drive)
Vehicle Capacity

DUMP

PUSH-PLATE
....

---------------------'

______

U_\4

in short tons.

dphabetical sequence letter indicating

hange or variations within a model.
(S), U.S.B.M. Schedule 31 Approval.

a majar design

--------------------1

---J

UTILlTY TRUCK

POPULAR WAGNER MINING EQUIPMENTCO. MODELS

Usted below are current, (1978), STANDARD Wagner Mining Equipment Co. models available. Often, modifications tothese standard models can be provided on SPECIAL ORDER to meet various constraints of dimensions and/or capacity
Scooptrams
MOOEL

Inside

RATEO TRAM CAPACITIES

Volume
Tons

ft. in.

y3

EHST-1A

*4' O"

5'0"

HST-1A

*4' O"

5'4"

10' 8"
10'8"

ST-28

*5' 1"

8'2"

14' 11"

ST-28(S)
ST-20
ST-20(S)
ST-31h
HST-5(S)
ST-5A

*5' 1"

8'2"

14' 11"

*5' 1"
*5' 1"
6'0"

8'9"
8'9"
9'2"
9'7"

15' 5"
15' 5"
17' 10"
20' 6"
20' 8"
20'8"
24'0"
21' 4"

t10'0"
*8' 112"

ST-5A(S)
ST-58
ST-50(S)
ST-5E
ST-8

*8' '12"
*7' O"

10'3"
10'3"
15' 3"

t8'3"
*8' O"
*8' 2"

11' 5"
10' 5"
14'6"

ST-13

*10' O"

13' O"

25' 3"

t6'8"
t8' 10"

8'0"
10' 5"

16' 2"
20' 11"

Mining

20' 9"
25'3"

SCOOPS

MS-1'h
MS-3A
~ Vehicle is widest point.

t ~ 8ucket is widest point.

,
,-

Mining Trucks (Teletrams")

MOOEL

MTI-420
HMTI-410 or 410(S)
MTI-F17-14(S)
MTI-F20-18 or 18(S)
MTI-F20-19(S)

Mining Trucks (Push-Plate

Inside

RATEO TRAM CAPACITIES

Volume
Tons

ft. in.

y3

10' 1"

12' 1"

10' 2"
8' 11"
10' 7"
9'0"

12' 6"

24'0"
25'0"

1O' 11"
12' 7"
9' 2"

25'3"
28' 5"
23' 11"
l-

Dump)

MTP-410-30

7' O"

Mining Trucks (Tip Dumpers)

MT-F10C
MT-F25-35
MT-F28
MT-411-30
MT-414-30
MT-425-30

8'2"

11' 6"

21' 10"

10' O"
10' O"
6'0"
7' 3"
9'9"

13'
15'
10'
11'
15'

28'8"
31' 4"

6"
1"
5"
9"
4"

17' 8"
20'0"
28'8"

Utility Trucks
UT-45A or A(S)

~ Vehlcle is highest point.

6'9"

* ~ Operator is highest point.

1 ~

w/o 8" side boards.

2 ~

Oepending on type of body selected for installation.

~ESIGNFEATURES

~'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
+ovde 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.

Power ./
Train
Depending on the type and size vehicle, various power
train components are matched to provide dependable
vehicle performance.
STor MS

Torque Converter
or Hydros atic
Pump
~

Diesel
Engine or
Electric Motor
~~~~~

MTTor MTP

'ith these requirements in mind, Wagner Mining

[uiprnent Co. vehicles have been designed as compact
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.

Torque Converter
or Hydrostatic
Pump

as

Diesel Engine or Electric

Motor

Drive Ax!es or
Hydrostatic
Motors

MT-4
Diesel
Engine

Power Shift
Transmission

Planetary
Drive Axles

MT-F
Power Shift
Transmission

rticulated steering is a feature on all Wagner Mining

_quipment Co. machines to achieve the minimum turning
radius and maximum maneuverability
for operations in
:IrrOW confines of drifts and haulageways.

Planetary
Drive Axle

Diesel
Engine

Wagner
"Dead" Axle

(1

DESIGN FEATURES

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 LoadHaul-Dump vehicles.

The ST-5D while the same width as the ST-5E seats

the operator 5 to 8 inches LOWER than most machines
of the same capacity.

The ST-58 is a 15,000 lb. tramming capacity Scooptram

a FULL ONE FOOT MORE NARROW than the 5E and
competitive machines of the same capacity. The operatc_
sits only one to four inches higher than other vehicles
in the same capacity class.

5A

--IESIGN FEATURES

HMTT-410(S)
HST-5(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.

_)nly 72 inches, (6'0", 183 cm) wide and 68 inches, (5'8",

173 cm) operator height, the ST-31/2is rated at 12,000
'5443 kg) tramming capcity. It is equipped with disc
irakes inside the axle housings, running in and cooled by
=oil. Compared to wheel end brakes, very long life has
been proven underground and periodic maintenance
nacticay eliminated except at major overhaul time.
__'he parking brake is spring applied, power released
and housed inside the transmission.

Also using internal, wet disc brakes housed in the axles,

the MT-411-30 is currently the smallest "envelope" 11 ton
capacity truck available, only six feet wide and with
operator height only seven feet. Using a very simple,
automatic open and close tailgate, overalllength
has
been held to 22'10", (696 cm), with greatly reduced
chance of spillage of material out the rear when on
steep ramps.

58

DESIGN FEATURES

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 approximately 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.

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 designed to incorporate some kind of lateral oscillation
between the power frame and the payload trame to reduce 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

Power Units
Where conformance with U.S.B.M. Schedule 24 is
required, Wagner Mining Equipment Co. uses DEUTZ
engines as standard. These air cooled, precombustion
chamber design engines are well known for their clean,
efficient burning of fuel resulting in minimum ernissions
of irritating by-products of the diesel combustion process.
Where in-line engines apply,
the series engine used is the
FL-912W while "V" engines
are the FL-413 series. Both
series are of the "modular"
design, Le. most parts having
to do with the up and down
movements in the engine are
interchangeable between various power sizes. For more
power, add more cylinders
using the same internal parts.
Caterpillar engines are available in some models as an
optional power source and
are standard on vehicles built
to contorm with U.S.B.M.
Schedule 31 tor gaseous
mines. (NOTE: in some countries the term "Flameproof"
is used interchangeably with
Schedule 31.)

l'

No SPIN differential is available as an option. No SPIN

reduces wheel "spin" during the loading cycle substantially reducing tire wear and increasing loadability.
Where single axle drive trucks may be operated on
slippery inclines, No SPIN differential is often a valuable
option to reduce wheel "spin out" on the grade.
With a No SPIN djfferential the power must go to both wheels. Then if
one wheelloses
traction, the opposite wheel will still move the vehicle_

With NoSPIN
both wheels must move

Even when one wheel

loses traction

In most all Scooptram and MT-F Mine Truck applications,

No SPIN is used in the FRONT DRIVING AXLE. On
Scooptramsit may be desirable to put No SPIN in BOTH
front and rear driving axles BUT this could result in
possible HARD STEERING and should be discussed with
Wagner Mining Equipment Co.'s Engineering Department
Generally, No SPIN is not used in either axle on four
wheel drive TRUCKS.

-JESIGN FEATURES - APPLICATION

---duckets
To meet various material weights, optional size buckets
of 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.

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.

__Ject-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
iorzontal position as illustrated.

Conventional bucket has shorter reach over the truck

body and the bucket lip protrudes down into the body
making it difficult to get an even, heaping load without a
lot of jockeying of vehicle and bucket controls.

---maxmium dumping height*

"B"

+scooeTRAM
MODEL

WITH STANDARD
WAGNER MINING
EQUIPMENT CO.
BUCKET

WITH WAGNER
MINING
EQUIPMENT ea,
E-O-D BUCKET

HST1

41" (104 cm)

ST-28

55" (140 cm)

68" (173 cm)

93" (236 cm)

ST-4A

68" (173 cm)

67" (170 cm)

112" (284 cm)

ST-5A
ST-58
ST-5D

--s T-8

109" (277 cm)

59" (150 cm)

24" (61 cm)

108" (274 cm)

69" (175 cm)

124" (315 cm)

65" (165 cm)

Measured from lowest point of

bucket to ground, when bucket
is in dump position.

The E-O-O bucket loading into an MTT truck achieves

heaping loads with lower overall height requirements
than any similar capacity equipment or, alternately
achieves a greater dumping height and reach than other
loaders for loading high, wide trucks.

maximum reach from front wheels*

"A"

"B"

TRAM
MODEL

WITH STANDARD
WAGNER MINING
EQUIPMENT CO.
BUCKET

HST-1

27" (68.5 cm)

53" (134.5 cm)

ST-28

26" (66 cm)

47" (119.5 cm)

scooe-

WITH WAGNER
MINING
EQU I PM ENT eo.
BUCKET

ST-4A

33" (83.5 cm)

60" (152.5 cm)

ST-5A

34" (83.5 cm)

65" {165 cm}

ST-58
ST-5D

50" (127 cm)

54" (137 cm)

77" (195.5 cm)

75" (190 cm)

ST-8

46" (117 cm)

88" (223.5 cm)

Measurea trom front of tires to

front edge of bucket, when
bucket is at maximum height in
dump position.

APPLICATION

Scooptrams":

Teletrams":

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 Scooptrams.

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.

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.

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.

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

appendix on page 40.

graph wil! be found in the

l~

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.

Where minimum back height is an important factor in

developmentor
in winning the ore, the combination of
the MIT with its low tailgate, telescoping feature and
the Scooptram with EOD bucket, provides the highest
hauling CAPACITY with the lowest possible BACK
HEIGHTS.
8
UNIT$

10

11

121314

QF HORIZONTAL

15161718

1920

21

LENGTH

Mine Trucks:
Most sizes and types of Wagner Mining Equipment Co.
trucks are available in either two or four-wheel-drive
to
meet the varying needs of mining and tunneling plans.
While industry economics suggest production grades
should not exceed about 12%, four-wheel-drive
trucks
can negotiate much steeper grades with safety. Fourwheel-drive models have the advantage of being able to
safely negotiate slippery haul roads with a minimum of
skids or wheel spin-out.

11

Scooptram and TeJetram are registered trademarks al Wagner Mining Equipment ea.

EQUIPMENT SELECTION

--Regulations:

Clearance:

The first step in selecting your Wagner Mining Equipment

Co. vehicle is to befamiliar with requirements of regula__tory 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 restrctive to the vehcle size in a given
mine.

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 a minimum 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.

--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 vehcle may
--~ushion or offset the cost of making the mine openng fit
the vehicle.
f\ typical example of ths 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 ncreased only at turn intersections to allow for the wider turning radius of the ST-8. The
=tonq-term EXTRA 60% productivity capability of the ST-8
might easily absorb the cost of such a redesign of the
iaulaqeway intersections and still show a substantially
_lower cost per ton of production.

Dimensions:
Initial proposed opening dimensions in a mine may be
expanded to accommodate vehicle size. The productvity
of trackless mining methods, compared to most other
methods, has often been found to allow for economcal
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 together 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.

Where a new mine is planned, preliminary nvestigations

have indicated probable dirnensions of access shafts or
ramps and development and haulage drifts relative to
--ground conditions and the mining method to be used.
Based on this information, the size of the vehicle that will
tit the mine openings can be reviewed. BEAR IN MIND ...

Be sure the vehicle turn radius will allow it to negotiate the drift intersections or that the intersection
corners can be made to accommodate the vehicle in a
90 degree turno The appendix contains form num ber
WST-009A-6 in the English system and form number
WST-008A-6 in the metric system for plotting turns in
the mine. It is called THEORETICAL TURN CLEARANCE
GRAPH and is available in pads from Wagner Mining
Equipment CO. See pages 57 and 59 in the appendix.
In currently producing mines, extension or expansion
plans may allow for larger openings than in the old development and it should be kept in mind the new vehicle
can be taken through the old, smal/er openings on a "will
fit" basis as opposed to required "operating clearances."

EQUIPMENT SELECTION

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 elevations 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.

The term altitude compensator applies to a TURBOCHARGER 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.
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 enginesused 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
gJ
Deutz

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

F4L-912W
I
F6L-912W
F6L-714
~
F6L-413FW
F8L-714
s:
F8L-413FW
F10L-714
F10L-413FW
F12L-714
il
F12L-413FW
BF12L-714 1$
Caterpillar
3304
3306
3304T
3306T

6000
9000
15000
12000
20000
16000
25000
20000
30000
24000
40000

2300
2300
2300
2300
2300
2300
2300
2300
2300
2300
2300

51
77
135
139
180
185
225
231
270
277
378

10700
16000
33000
57000

2200
2200
2200
2200

81.5
150
Various
Various

Max. fuel
Ibs./hr ..
23.3 ,
35.0
64.8
60.0 ,
864 --,
80.0
108.0
100.0
131.9
120.0
170.0

"

47.2
70.0
76.0-39.(
117.1-62.:r-

A WORD OF CAUTION
The horsepower ratings given in the above table are
those APPROVED by the M.H.SA for the particular
engine operating with the REQUIRED VENTILATION
air flow. A manufacturer advertising higher horsepower
for the same engine for underground use is probably
calling out the engine manufacturer's rating, NOT
M.H.SA
Where a published horsepower rating does NOT say
M.H.SA in conjunction with the rating, it is wise to find
out exactly WHAT rating is being advertised.
10

ESTIMATING SCOOPTRAM PRODUCTION

MATERIAL WEIGHT AND VOLUME

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).

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.

-To initially establish the APPROXIMATE PRODUCTIVITY

of various size Scooptrams, a SCOOPTRAM PROJUCTION CHART is provided in the appendix, page 58
-,or the English system and page 60 for the metric
system. The charts show tons produced at various
fistances at various average speeds.
-~ontributing
to the accuracy of estimating Scooptram
production is the estimators understanding and
ippcation of certain variable factors that will be present
n a production cycle. These factors will be discussed
in the following pages, allowing the estimator to assess
the variables and their probable effect on production
n his operation.

__lI1aterial Weight and Volume

Material resting in its natural state in the earth is
eferred to as "IN BANK", (or in place), and depending
>n the type of material will have a specific WEIGHT
-"PER CUBIC MEASURE.

CUBIC MEASURE "IN BANK" + BLASTING = CUBIC MEASURE "LOOSE"

Assume
1.0 y3 = 1 short ton
1.0 M3 = 1 metric tonne

Assume
30% "swell"

1.0 y3 + 30% = 1.30 y3 = 1 short ton

1.0 M3 + 30% = 1.30 M3 = 1 metnc tonne

The TOTAL WEIGHT of the volume has not changed

but its WEIGHT PER CUBIC MEASURE HAS CHANGED.
The estimator must know the "LOOSE" WEIGHT PER
CUBIC MEASURE of the broken material with reasonable
accuracy in order to select the bucket size to be used
on the Scooptram and to then compute productivity.
Usually the loose weight of material is known from
testing or experience and may be expressed as pounds
or tons per cubic yard or kilograms or tonnes per
cubic meter.
If "LOOSE" weight per cubic measure is NOT known
but either the specific gravity or the "IN BANK" weight of
the material IS known, page 55 in the appendix may help
to make a reasonable estimate of "LOOSE" weight
per cubic measure.

11

PRODUCTION ESTIMATING
"RATED" BUCIET VOLUME TO REALVOLUME
BUCKET RATEO CAPACITV:

BUCKET ACTUAL

Most manufacturers
rate buckets based on a mathematically 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.

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 CONSISTENTL y loaded to its RATED CAPACITY as in Fi~ t
This fact is referred to as "BUCKET FILL" or, more
precisely, lack of fil!.

Fig. 3. Struck Capacity,

mathematically
measured volume (as in
water level) with
bucket in the
carry position.
4.5 cubic yards

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.

(3.44 cubic meters)

Fig. 4. Heaped Capacity,

struck capacity plus
mathematically
calculated S.A.E.
heap of solid
volume.
5.0 cubic yards

CAPACITV:

TABLE 1. BUCKET FILL FACTORS

BLASTING
FRAGMENTATION

FILL
FACTOR

GOOO

1.00 to 0.98

AVERAGE

0.97 to 0.94

AVERAGE

POOR

0.93 to 0.89

SEVERE

JOB
CONDlTIOfI

EX CELLEf'v-r-

Applying bucket fill factors is discussed on page 13

in PAYLOAD and BUCKET SELECTION. Estimators
should not hesitate interpolating the values given in ~ble
1 if experience or expected conditions dictate.

(3.825 cubic meters)

TRAMMING

CAPACITY:

The term "LOOSE" WEIGHT per cubic yard or meter

tells us the "VOIDS" in the loose material have been
taken into account with the expression of WEIGHT per
cubic measure. If the bucket could be loaded exactly as
described in figure 4 with material weighing 3,000 pounds
per cubic yard, you would have exactly 5 y3 X 3,000 lbs/y>
= 15,000 lbs.

Wagner Mining Equipment Co. uses a uniform methr+'

of rating their Scooptrams by first establishing a RAl D
TRAMMING CAPACITY. This represents the RATED,~
GROSS PAYLOAD WEIGHT recommerided
to be carriec
They then establish the STANDARD BUCKET SIZE t sec
on material weighing 3,000 lbs. per cubic yard (1778_~
per cubic meter).

However, the AVERAGE load achieved CONSISTENTLY

will more often look like Fig. 5 in which the CALCULATED
"HEAPING" OF THE LOAD HAS NOT BEEN ACHIEVED.

If the material to be moved is heavier than 3,000 pOL ds

per cubic yard, a smaller volume bucket may be fittL
to avoid overloading and if lighter than 3,000 pounds, a
larger bucket fitted to take full advantage of vehicle
RATED TRAMMING CAPACITY.

Fig.5.

ESTIMATING SCOOPTRAM PRODUCTION

MATERIAL WEIGHT AND VOlUME
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).

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.

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
system. The charts show tons produced at various
fistances at various average speeds.
-~ontributing
to the accuracy of estimating Scooptram
production is the estimators understanding and
rpplicatlon of certain variable factors that will be present
n a production cycle. These factors will be discussed
in the followinq pages, allowing the estimator to assess
the variables and their probable effect on production
n his operation.

__lIIaterial Weight and Volume

Material resting in its natural state in the earth is
eferred to as "IN BANK", (or in place), and depending
in the type of material will have a specific WEIGHT
-PER CUBIC MEASURE.

CUBIC MEASURE "IN BANK" + BLASTING = CUBIC MEASURE "LOOSE"

Assume
1.0 y3 = 1 short ton
1.0 M3 = 1 metric tonne

Assume
30% "swell"

1.0 y3 + 30%
1.0 M3 + 30'10

= 1.30 y3 = 1 short ton

= 1.30 M3 = 1 metnc tonne

The TOTAL WEIGHT of the volume has not changed

but its WEIGHT PER CUBIC MEASURE HAS CHANGED.
The estimator must know the "LO OSE" WEIGHT PER
CUBIC MEASURE of the broken material with reasonable
accuracy in arder to select the bucket size to be used
on the Scooptram and to then compute productivity.
Usually the loose weight of material is known from
testing or experience and may be expressed as pounds
or tons per cubic yard or kilograms or tonnes per
cubic meter.
If "LOOSE" weight per cubic measure is NOT known
but either the specific gravity or the "IN BANK" weight of
the materiallS known, page 55 in the appendix may help
to make a reasonable estimate of "LOOSE" weight
per cubic measure.

11

PRODUCTION ESTIMATING
TRAMMING CAPACITY"OVERLOADING" OR "UNDERLOADING"
-- THERE IS NO SINGLE FACTOR THAT ESTABLlSHES
A VEHICLE RATEO TRAMMING CAPACITY.

Indicated PAYLOAOis found with;

Important considerations start first with power train

. _ component capacities as APPROVEO by the manufacturer of each component for use in our vehicle. The
engine, torque converter and transmission are matched
and approved as are axle and tire capacities.

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

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

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

Our Engineers then consider the overall quality and

--strength of their design against the envisioned working
cycle and projected profitable life of the vehicle to arrive
at a QUALlFIEO statement of RATEO capacity. A
competitor using substantially the same capacity
=components and advertising a substantially higher
RATEO capacity is saying he expects an easier working
cycle, shorter useful life or both.
PAYLOAO:

This term describes the total weight of material carried

_in the Scooptram bucket each trip and should be as
close as possible to the RATEO TRAMMING CAPACITY
of the selected model. As an example, assume you have
selected an ST-5Ewith RATEO BUCKET of 5 y3 and
--RATEO TRAMMING CAPACITY of 15,000 lbs.
Further assume;

4.37 3 OPTIMUM SIZE

y

Different size buckets in increments of 0.50 y3 are

available options for most models and increments of
0.25 y3 are available on special order. In the above
exercise the OPTIMUM size bucket is midway between
optional size buckets and using the same arithmetic
used for indicated PAYLOAD it is seen that a 4.25 y3
bucket would be about 2.8% UNOERLOAOED while the
4.50 y3 bucket would be about 2.9% OVERLOADED.
You would select the 4.50 y3 bucket in place of the
5 y3 standard bucket. The potential OVERLOAD of about
3% is well within the safety margins de.si.gnedinto
Wagner Mining Equipment Co. Scooptrams.
For the metric system you would use the same
arithmetic formulas and the same logic as above,
substituting metric values as follows;
1. RATEO BUCKET CAPACITY - 3.825 m3
2. RATEDTRAMMING CAPACITY- 6,804 kg
3. Material "LOOSE" WEIGHT kg/m3
4. FILL FACTOR remains the same - 0.98
5. To convert m3 to y3 use m3 x 1.308 = y3

1. Materialloose weight is 3,500 lbs/y''.

2. You have selected GOOO conditions from TABLE 1,
page 12,and will use the fill factor of 0.98.

13

PRODUCTION ESTIMATING
JOB CONDITIONS
JOB CONDITIONS are classified as EXCELLENT, AVERA<3E or SEVERE, applied to
loading, tramming ano dumping. Below is a general review of underground job
conditions and some of the tables for estimating production in the following pages will
reflect the conditions described to adjust estimated production.
EXCELLENT
The vehicle carries ample lighting to illuminate the floor, roof
and walls. In high standing
muck, the upper area of the pile
will be brought into the scope
of vehicle lighting.

AVERAGE
JOB CONDITIONS
ASSUME OFFSETTING
FACTORS FROM
EXCELLENT ANO

SEVERE
Minimum vehicle lights find the
operator driving in a restricted
tunnel of light, inviting collisions
with walls. High standing muck
not brought into the scope of
lights may unexpectedly slide
down.

SEVERE

FOR LOADING, the floor is

reasonably level, even slightly
downhill, kept free of spillage
and is well drained where possible for good traction. The
muck is well blasted and free of
large boulders requiring secondary blasting. Where muck ls high
standing, it will be predictably
free flowing. There will be good
flow of ventilating air at the face
to ensure full power will be developed for use by a well trained,
conscientious operator.

IN TRAMMING, main haulageways are of ample width and

height, will have smoothly maintained surfaces kept free of
spillage and well drained of deep
standing water. There will be no
sharp turns or other delay factors such as uncontrolled cross
traffic.

IN DUMPING, there will be a

maximum of two 90 degree turns
and two changes of direction
into and out of a spacious dump
point protected by a SAFETY
"BUMP BERM." THE DUMP
POINT WILL CONSISTENTLY
HAN OLE THE FULL PRODUCTION OF THE VEHICLE(S).

JOB CONDITIONS
ASSUME OFFSETTING
FACTORS FROM
EXCELLENT ANO
SEVERE

JOB CONDITIONS
ASSUME OFFSETTlNG
FACTORS FROM
EXCELLENT ANO
SEVERE

JOB CONDITIONS
ASSUME OFFSETTING
FACTORS FROM
EXCELLENT ANO
SEVERE

FOR LOADING, the floor may be

uphill, slippery and/or littered
with spillage preventing good
traction for loading. The muck is
poorly broken with large, hard
to handle boulders, it may be
high standing with unpredictable
flow. Boulders must be worked
out of the pile and carried away
from the area. There will be
minimum ventilation with loss of
engine power, possibly loss of
concentration of the operator.

IN TRAMMING, main haulageways are of minimum width and

height, are not improved or
maintained, littered with spillage,
may be soft, slippery with areas
of deep standing water. There
will be sharp turns and other
delays to maintaining speed and
no traffic control at these delay
points.

IN DUMPING there will be minimum room to maneuver; no

SAFETY "BUMP BERM." There
may be restrictions to dumping
that from time to time will
prevent a clean dumping cycle
such as a clogged grizzly, rail
cars or trucks unable to accept a
full bucket load, etc.

14

.)RODUCTION ESTIMATING
~XAMPLE PRODUCTION ESTIMATE
-We will start a sample estimate and carry it to cornpletion 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 systemo 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.

-~COOPTRAM
-IOURLY PRODUCTION
-.eSTIMATING

~ER

MINING
EQUIPMENT S2.

(NOTE: Assumes constant availability

of material to be trammed.)

-":English

System)

::ustomer:

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

Ac/4X M1#//016-- Co.

,._v1ineName/Location:

r{)T{//CA

Prepared

.5rEVe:Af~

By:

eLl(, )./eVAO/1

Elevation,

1.
2.
3.
4.
5.

2. Rated Tramming

Model:

Capacity:

_ 3. Standard Bucket Capacity,

Sr-56
15; Qt>

Heaped:

4. Clearance:

$, ()

ft.

I and 11

You have selected an ST-5E.

Becomes 15,000 lbs.
Becomes 5.0 cubic yards.
As determined for the particular operation.
and 6. As assumed and filled in.

secton 1,General Data:

Scooptram

Cf/O/7b

6,000

A.M.S.L.

Now continue with the estimate in sections

below and assume:

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 Equipnent Selection section and correction factors will be
iscussed later in this sample estimate. Assume the
--operating elevation will be 6,000 feet above mean sea
level.

1. Proposed

Date:

Vehicle/Wall

Lft.

lbs.

5. Type of Material to Move:

y3

6 . "Loose"

We' Ig ht of Material
1:

Z- ft.

Operator/Back

CO?P&I<00
I

:3:s

Ol?f?
lb S., Y3

'Section 11,Payload Per Trip: (Estimated actual payload and computation for optimum size bucket, SEE INSTRUCTIONS)
__ ) x (Iine 6 ~ 3 C>D

__ 7. Loadable Weight Per y3 (bucket fill factor, if any ~

~ lebE?

Ibs./y3

PAYLOAD: (Iine 7
3J6 g' ) x (Iine 3 $. O ) = /.5" g ea
lbs. If substantially larger
than rated Tramming Capacity, line 2, consider ordering a smaller bucket to avoid Overloading.
If substantially
smaller, consider a larger bucket to take full advantage of the vehicle rated capacity.

8. Indicated

d7?

Ot>O
) = --...I:..
Bucket Size: (Iine2 1;
I
-=>
y3 M os t S coop t ram mo d e lb'
S can
e equippe d
. (Iine 7 3J 6 t
)
. with optional size buckets in increments of
0.25 cubic yards either larger or smaller than standard. Select the optimum size bucket as discussed on page 13 and
use
4, 76- y3 at line 10 below.

9. Optimum

.
:0. Payload Per Trip:

(line 7

3;/6g ) x (Iine

9 rounded

2,000

7 S-

= 15;" O f's

_~_.L....::'--_

2,000

= 7- S"z.-

Tons.

Frorn the foregoing at line 8, you might have elected to accept the approximate 5.6% OVERLOAD which, under
'easonable circumstances of JOB CONDITIONS, is not considered excessive. However, where steep ramps with
-;ough, uneven floors are expected and the LOADED bucket faces DOWN the ramp, it would be prudent to equip
with the smaller bucket suggested. The realities of selling equipment tell us that OVERLOADING is a JUDGEMENT
:=iESERVED FOR THE BUYER, BUT it is certainly the RESPONSIBILlTY of the SELLER to determine and ADVISE
the customer of substantial overloading and CONSULT with the factory for RECOMMENDATIONS.
15

PRODUCTION ESTIMATE
(Y(lE TIMES
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 effcient dump points have been observed in as little as
0.10 minutes and as mueh as
0.50 minutes at inefficient
TABLE 2. FIXED TIME
LOAD I DUM PIMANEUVER
dump points. For this sample
estimate, assume 0.80
JOB
TIME
CONDITIONS
MINUTES
minutes and carry to section
EXCELLENT
;
0.80
111, line 11, page 21.

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

the 8T-31h through 8T-13 should be considered as
OPTIMUM conditions SELDOM FOUND IN UNDERGROUND 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 pinpoint potential delays tor turns or traffic congestion ar
AVERAGE SPEEDS INTERPOLATED from TABLE 3 te
reflect these delays by selecting a lower average speed.
FOR ESTIMATING

EMPTY
RETURN
SPEEDS

ARE ASSUMED TO BE THE

AVERAGE

SEVERE

VARIABLE

HAUL

3. AVERAGE
EH5T-1A
Km/h
mph

'5.9

'9.5

HST-1A
mph
Km/h

SPEEDS,

LEVEL, NEAR LEVEL

all 5T-2
Km/h
mph

ST-3'hto13
mph

Km/h

HST-5(S)
Km/h
mph

16.1 '9.5

'15.3

'7.5

12.0

10.0

16.1

10.0

5.0

8.0

5.0

8.0

8.0

12.0

8.0

12.0

8.0

120

SEVERE

3.0

4.0

3.0

4.0

5.0

8.0

5.0

8.0

5.0

8.0

NOTE: 'denotes

16

TRAMMING

AVERAGE

EXCELLENT

LOADED

TIMES:

LEVEL and NEAR LEVEL TRAMMING: Often, the average

speeds ATTAINABLE underground are a tunction of JOB
CONDITIONS rather than the performance capability of
the Scooptram. At other times, the maximum speed
through the Scooptram transmission may limit the
average speeds attainable. TABLE 3 suggests AVERAGE
SPEEDS that can be attained related to JOB CONDITIONS already discussed.

Job
Conditions

SAMEAS

1.10
1.40

That portion of the production cycle spent in

TRAMMING is treated as VARIABLE TIMEAND MAY
CONTAIN ELEMENTS OF BOTH LEVELAND ON
GRADE HAULAGE. Estimates of average speeds should
be made for both elements if appropriate.

TABLE

PURPOSES,

maximum

speed through

the transmission.

~~ .t/SPEEDS
ON LEVEL, NEAR LEVEL HAULS

Often a customer will give you the minimum and

maximum expected tramming distanees and you can IJ!':e
the Seooptram produetion tables in the appendix to til I
the average produetion. The main thing to aseertain is.;
the tramming cycle eontains any turns, uncontrolled
traffie or other identifiable DELAYS TO SPEED so that ~.
reasonably aecurate ATTAINABLE AVERAGE SPEED :;
SELECTED.
Other tramming eyeles can be much more complica+o
and FIGURE 6, on the next page, suggests some of th,
factors you may ha ve to consider in selecting AVERA",E
ATTAINABLE 8PEED8.

~RODU(TION ESTIMATING
(VelE TIME DElAVS
'0 help understand
AVERAGE SPEEDS ATTAINABLE,
-"";IG. 6 is a hypothetieal tramming eyele pointing up
some of the types of delays eneountered.
FIG.6
change of
.direction &
turn delay

dump

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 10 mph
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

10 mph 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 accelerating 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

150 feet
level

spiral ramp
+ 15%
150 feet

turn
delay
turn delay

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

turn at the dump site, but this delay was eounted in the
FIXED TIME estimate from TABLE 2. Assume you could
average 6 mph on the last 150 ft. 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
GOING UP THE GRADE

200 feet, level

uneontrolled
traffie delay
interseeting

roadway

~-

load

50 feet
level

~
~

turn
delay

~.

RETURNING SAFELY
DOWN THAT SAME
GRADE.

17

PRODUCTION ESTIMATING
READING PERFORMANCE CURVES
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 performance 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.

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.

5'/1

50

;:r.s

rY'1

I
ENGINE -

45

40

Deutz F8L - 714

Max. Eff. HP 195 @ 2300 R PM
USBM Adj. HP 180@ 2300 RPM
Adj. Net HP 134.5 @ 2300 RPM
TORQUE CONVERTER - Clark C-8402-6
Drive Ratio 1 to 1
Stall Ratio 3.14 @ 2205 RPM
TRANSMISSION - Clark 3421-11
Ratios - 4.09, 2.25, 1.30 & .71
Clark 37,500
FRONT AXLEReduction 26.124
REAR AXLEClark 37,500
Reduction 26.124
TIRE SIZE18:00 x 25 Front & Rear
Rolling Radius 30.0 inches

The most efficient converter

range is the area between the
points on each individual curve.

W.

35

30

o
<{

.r-!-- 1st Gear

l'

a:

o
~

25

LOADED VEHICLE WEIGHTEMPTY VEHICLE WEIGHT

ASSUMED EFFICIENCY
Rolling Resistance
-

U(

,,

u
a:

w
e,

"

20

15

64,000 Lbs.
49,000 Lbs.
.85
3% Assumed Has
been subtracted on
these cu rves

2nd Gear

"""'110.
C""IIIIo..

""
,

"'--~

10

.,...

,
-... --..,
.......,;

110..

r-

...

.l..

r!--- 4th Gear

......

1/

1./

"",

o
O

;- 3rd Gear

./

;-

Hr..

10

15

20

25

MILES PER HOUR

.~

The gradeabijity
and mile per hour curves
on this graph are based upon assumed
variable factors and accordingly
are offered
merely as a guide and not as a guaranteed
statement of performance.

The most efficient converter range is the

area between the points on each individual
curve.

18

'RODUCTION ESTIMATING
INIERPOLAIING PERFORMANCE RELAIING lO JOB CONDIIIONS
'dN UP GRADE, LOADED HAULAGE
INTERPOLATING
:IG.7

<,
-

20

PERFORMANCE

CURVES: We said the AREA BETWEEN THE TWO DOTS on the curve represented
the EFFICIENT operating range of the TORQUE CONVERTER, TIED TO
COOLlNG SYSTEM EFFICIENCY. Understanding what the two dots tells us
can save a lot of grief when operating on LONG, STEEP GRADES. Without
going into a lot of detail on how torque converters work, FIG. 7 disects a
hypothetical second gear curve for vehicle performance.

Operating

"- ~.

in this area of the curve on steep grades has the converter

at its lowest range of efficiency. High r.p.m. of the IMPELLER is "SLlPPING"
against low r.p.m. of the TURBINE, turning engine horsepower into
RAPID HEAT RISE which the cooling system CAN'T REJECT. Use the
next lower gear, usually at a faster speed.

.-

=-

_3-

15

C
:;:

"r
"3
~
A
D

1st qear

?"

10

1\

I~

-=

\,

.-

2nd qear-

'-

O
O

The converter is reasonably efficient in this area of the curve and the
cooling system should be able to reject HEAT on a REASONABLY
continuous basis IF it is properly MAINTAINED with periodic
CLEANING of the HEAT EXCHANGERS. This area of the curve can
be held for long periods of time so long as the OPERATING
TECHNIQUE employed on the EMPTY RETURN BACK DOWN THE
GRADE DOES NOT CONTINUE TO CREATE MORE HEAT.
(Discussed on page 20.)

,......--@

1\
6

The converter is reaching toward maximum efficiency

represented by the lower DOT on the curve. The cooling
system would have to be BADL Y "PLUGGED" not to be
able to reject HEAT generated by the converter when
operating in this area of the curve.
This area of the curve CANNOT BE USED for estimating
a HIGHER SPEED THAN REPRESENTED BY THE
LOWER DOT. This dot represents the MAXIMUM
EFFICIENCY OF THE TORQUE CONVERTER and the
vehicle CAN'T BE MADE TO GO ANY FASTER IN THAT
PARTICULAR GEAR, ON GRADE.

MILES PER HOUR

CAUTION: ...
3ear in mind that performance curves are plotted
'-"MATHEMATICALLY as OPTIMUM PERFORMANCE based
on certain VARIABLES listed on the charts. Any change
n the stated variables, OVERLOADING, INCREASED
._~OLLlNG RESISTANCE, ELEVATION A.M.S.L. or
REDUCED EFFICIENCY FOR ANY OTHER REASON,
'ncludinq NORMAL WEAR, will reduce ON GRADE
'PEED.
'p to about 1,000 feet (305 meters) above mean sea level,
nertorrnance may be assumed from the curves. Above
hat elevation, a general GUIDELlNE is to subtract 3%
_rom indicated speed on grade for each ADDITIONAL
1,000 feetabove mean sea leve!.
=or instance, an ST-5E operating at 6,000 feet A.M.S.L.
.__vould be adjusted for performance by SUBTRACTING
15% of the indicated speed on grade from that shown on
'he performance chart.

Assume elevation

is;

6,000 feet above mean sea level.

less 1,000 feet "free" elevation.
5,000 feet total deration to apply .
3% per 1,000 feet x 5

= 15%

Assume an ST-5E on a 10% grade indicated speed is

4.4 mph (7.2 Km/h). 15% of 4.4 is .66 mph so the
corrected performance is 4.4less .66 = 3.74 mph
(6.02 Km/h).
Estimators are urged to consult with the Wagner Mining
Equipment Co. Marketing Department when job sites are
substantially above sea level. In all cases, fuel injection
rate to the enqine should be r~clibrated while in other
cases, an altitude cornpensater or a larger engine may be
employed to retain sea level performance of the vehicle.

19

PRODUCTION ESTIMATING
INTERPOLATING SPEEDS ON GRADE, EMPTV, DOWN

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.

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

will allow geartrain friction to "HOLD BACK" the vehicle with only occasional use of service brakes to maintain 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
OVER THE ENGINE AND THROUGH HEAT
EXCHANGERS.

AIR FU

However, on ST AND MT MODELS, VEHICLE WEIGHT

CAN "PUSH" the machine DOWN GRADE FASTER than
SAFETYor JOB CONDITIONS might permit.

MORE NEARL Y MATCH CONVERTER IMPELLER AND

TURBINE R.P.M.s TO REDUCE HEAT GENERATION IN THE CONVERTER.

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.

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.

To estimate SAFE DESCENT SPEEDS from the performance curves, the GENERAL RULES ARE;

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
estimated SAFE DESCENT SPEEDS DOWN RAMP, EMPTY for popular Scooptram models on selected grades.
TABLE 4. MILES PER HOUR
Specific Speeds Up Grade: Estimated "Safe" Speeds Down Grade

Popular
5%-2.9
Scooptram Load Empty
Model
Up
Down
EHST-1A 5.7
5.8
HST-1A
7.6
7.6
HST-5(S) 5.2
6.1
ST-2B
4.9
7.0
ST-2B(S) 5.3
7.5
ST-2D
4.9
7.0
ST-2D(S) 5.5
7.0
ST-5A
8.7
11.0
ST-5A(S) 6.0
10.0
ST-5B
7.5 11.0
ST-5E
7.3
11.0
ST-8
6.7
10.5
6.4
ST-13
10.8

10%-5.7
20%-11.3
15%-8.5
Load Empty Load Empty Load Empty
Up Down Up Down Up Down
5.2 5.8 4.7 5.8 4.2 5.8
5.1 7.6 4.0 7.6 3.2 7.6
3.5 6.1 2.7 6.1 2.2 6.1
2.9 4.0 2.2 3.9
1.6 1.8
1.4 1.9
3.0 4.2
2.5 3.9
2.9 4.0 2.2 3.5
1.5 2.0
3.4 4.0 2.8 3.9 2.0 3.0
5.2 6.5 4.1 6.4 2.9 4.0
3.5 5.1 2.8 4.0
1.8 2.7
4.7 6.0 3.0 3.8 2.6 3.0
4.4
6.1 3.0 3.8 2.5 2.8
2.4 3.0
4.2
6.0 3.2 4.7
4.0 6.5 2.4 3.8 2.1 2.9

25%-14.0
Load Empty
Up Down
3.6 5.8
2.7 7.6
1.8 6.1
1.4 1.4
1.4 1.4
1.3 1.3
1.6 1.6
2.5 2.5
1.7 1.7
2.2 2.2
2.1 2.1
2.1 2.1
1.8 1.8

Specific

Popular
Scooptram
Model
EHST-1A
HST-1A
HST-5(S)
ST-2B
ST-2B(S)
ST-2D
ST-2D(S)
ST-5A
ST-5A(S)
ST-5B
ST-5E
ST-8
ST-13

nd

TABLE 4. KILOMETERS PER HOUR

Speeds Up Grade: Estimated "Safe" Speeds Down G

5%-2.9
Load Empty
Up Down
9.2
9.3
12.2 12.2
8.4
9.8
7.9 11.3
8.5 12.1
7.9 11.3
8.8 11.3
14.0 17.7
9.7 16.1
12.1 17.7
11.7 17.7
10.8 16.9
10.3 17.4

10%-5.7
Load Empty
Up Down
8.4
9.3
8.2 12.2
5.6
9.8
6.4
4.7
4.8
6.8
6.4
4.7
6.4
5.5
8.4 10.5
8.2
5.6
9.7
7.6
7.1
9.8
6.8
9.7
6.4 10.5

15%-8.5
Load Empty
Up Down
7.6
9.3
6.4 12.2
4.3
9.8
3.5
6.3
4.0
6.3
3.5
5.6
4.5
6.3
6.6 10.3
6.4
4.5
4.8
6.1
4.8
6.1
7.6
5.1
3.9
6.1

20%-11.3
Load Empty
Up Down
6.8
9.3
5.1 12.2
3.53 9.8
2.6
2.9
2.3
3.1
2.4
3.2
3.2
4.8
6.4
4.7
2.9
4.3
4.8
4.2
4.5
4.0
3.9
4.8
3.4
4.7

de

25%-.4.0c
Load Empt!
Up Dow~
9.::5.8
4.3 12.~
2.9 I 9.1:
2.3 J 2.:'
2.~
2.3
2.1
2.1
2.6 I 2.E
4.01 ~
2.7
2.7
3.5
3.~
3.4 I 3.4
3.4 I 3.4
2.9
2.9

Increasingly, we find haulage DOWN RAMP LOADEr"I

with empty return back up the ramp. Where a cycle ' ills
for down ramp loaded haulage, estimators are urgebto consult with Wagner Mining Equipment Co. if the distance is longer than 300 feet or steeper than 5% or t th.
Wagner Mining Equipment Co. will be pleased to pr 'id,
performance charts for the specific haul cycle.

?n

-----------

rlAMPLE PRODUtTION ESTIMATE

TQNS PER HOUR
V ! can now complete our sample production
starting with section III below CYCLE TIME.

estimate

F''<ED TIME to LOAD/DUMP/MANEUVER

was estir .ted to be 0.80 minutes from TABLE 2, page 16, to
be entered at line 11.
VllIilABLE TIME included both level and on grade
l' ilaqe suggested in FIG. 6, page 17.

ON GRADE HAULAGE totaled 150 feet ONE WAY and

from table 4 on the ST-5E on a 15% grade we find 3.0
mph. DON'T FORGET TO CORRECT FOR ELEVATION
(we assumed 6,000 feet and 15% deration). Back
DOWN empty is 3.8 mph NOT corrected for elevation.

LEVEL HAULAGE totaled 400 feet ONE WAY and we

estimated we could AVERAGE 6 m.p.h. LOADED and
E IPTY return. Enter in column 1 below and complete
c_umns 2 through 5.

S ction 11I. Cycle Time:

1-~ Fixed Time: (Load/Dump/Maneuver,

Variable Time Estimating

--

One-Way
Segment
Feet

Haul
Return

--~---o-~.
.__ ._-_.~----er
400

aul
y;turn

ISO
/so

L,to o

-r- ID

'70
- /5' 70

minutes

2.63

minutes

4
Multiply Column 3
x88 = ft./min.
and Enter Here

%or
Grade
+or =

(), 8D

Table From Tables 3 and 4

from TABLE 2.)

Estimated
Speed
Miles/Hour
6.0
6.0

S-Z

----_.--_

.s ;

30 -IS-ra - <.~s3.>

Divide Col. 1
By Col. 4for
Time in Minutes
0.7s7
o7S-7

ti

....-

cf

.:zzV'.'f

0.66

.33 <l. Lf

o. Y'v cf'

el'

Haul
sturn

Atld Column 5 for Total Variable Time and enter at Une 12 . . . . . ... . . . . . . . . . . . ..

1" Total Variable

Time.

2. 63

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . ..

Total Cycle Time (add lines 11 and 12 here)

Section

IV. Trips Per Hour: (An hour is assumed at 50 minutes

50
--------------c---

(total cycle time from line 13

~ ction V. Production

VI. Estimated

IV /7"-

s7

Cost of Production:

(Scooptram

O & O cost/ hour$

---'-----=---------------!-~---~-

(total production

3.

= /~S-7

to account

tor various operating

tripsperhour

minutes

delays)

Per 50 Minute Hour

(trips per hour, Section

r-ction

~~_

ton/hour

) x (payload

(Requires

/0

;7. S-2-

) =

the use of Hourly O & O Cost form)

3 S-. o o)

from Section V

per trip, line 10

9"~)

#' o 3/ '9
= ---'---

o 9. S

tons/hour.

/I}'/"o f-h::1"
t;K cJ /'w/o/c

--Cost/ton

/(el /

~ )TE: The tables, figures and instructions given in this form are based on wide experience
trre performance results suggested will, in fact, be achieved and are for estimating oniy,

but are not a GUARANTEE

21

SCOOPTRAM
HOURLY PRODUCTION
ESTIMATING (NOTE: Assumes

~ER
~.
~
MINING
EQUIPMENT~l
~

constant availability
of material to be trammed.)

(Metric System)

Av 11 X

Customer:

FUTUI13

Mine Name/Location:
Section 1.General Data:
1. Propsed Scooptram
2. Rated Tramming
3. Standard
Section

Model:

sr -s E"'

Heaped:

STEVENJ

Prepared By:
CAL e/IV / ,5c....uc-OEN

61 J';s

Capacity:

Bucket Capacity,

11,Payload

ea.

MIIVI/t/G

~. J' &s:

kg.
m3

Elevation,

4. Clearance: Vehicle/Wall /.
5. Type of Material to Move:

Date: 9',00/76~'
A.M.S.L. /cY'2 r
m.

o. 6

m. Operator/Back
COP.PE

6. "Loose" Weight of Material:

/,

IC... o.eE

'? s-6

kg/r_

Per Trip: (Estimated actual payload and computation tor optimum size bucket, SEE INSTRUCTIONS.)

7. Loadable Weight Per m3: (bucket fill factor if any o. <rb ) x (line 6 /.J 9Sb ) =
/, ~ 7 tY
k
8. Indicated Payload, (line 7 /, i7 g ) x (Iine 3 7. [2 S- ) =
Z / J :J
kg. If substantially larger tharl
Rated Tramming Capacity, line 2, consider ordering a smaller bucket to avoid Overloading. If substantially smaller,
consider a larger bucket to take full advantage of the vehicle rated capacity.

3
.
.
(line 2 6.) JOJ
)
3.6:2..2.. m
.
~
9. Optimum Bucket Size: (1' 7 /. rf 7tf
).
0765
7:J y3. Scooptram
models may be equipped
me
l
with optional buckets in increments
nf
0.25 y3. Select the optimum bucket size as discussed on page 13 and convert this back to cubic mete:
selected bucket
<y. 7'> y3 x 0.765 = L {,::J 3' m3 to use at line 10.
. (Une 7 ,r) tY7cY) x (Une 9 bucket J.6::J3 m3)
6, Z J
/.Pt
t
10. Pay Ioa d per trip
1000
1000
= tz, o
onnes.

Section 111.Cycle Time:

11. Fixed Time: (Load/Dump/Maneuver,

Haul
Return
Haul
Return

2
%orO
Grade
+or =

/2:1
/.2 .~
"7&

7'-/.>%
/$"" 70

4/0

= o. d'o

from TABLE 2.)

Variable Time Estimating

One-Way
Segment
Meters

6./

Divide Col. 1
By Col. 4for
Time in Minutes

r(

o.6,s-

<;/

/.fJ.</

//.3

~.cf-/>/o

4
Multiply Column 3
x 16.67 = m./min.
and Enter Here

/ cf'/

Table From Tables 3 and 4

3
Estimated
Speed
Kilometers/Hour
r>. .J

minutr

Q.6S-

6tf. j

0.67

o.

/0/7

C/~

Haul

Return

::z V 2

Add Column 5 for Total Variable Time and enter at Une 12. . . . . . . . . . . . . . . . . . . .
12. Total Variable Time
13. Total Cycle Time (add lines 11 and 12 here)

:< . C/ 2.

J. Z. Z minutas,

rninutes

Section

IV. Trips Per Hour: (An hour is assumed at 50 minutes to account tor various operating delays.)
50
/. .5-. J trips per hour.
(total cycle time from line 13 .3 . Z L )

Section V. Production Per 50 Minute Hour:

(trips per hour, Section IV /. s-: j- ) x (payload
Section

VI. Estimated
(Scooptram

(total production

per trip, line 10

6.

cfz..

) =

/05. 7

Cost of Production: (Requires the use ot Hourly O & O Cost torm)

O & O cost/hour Jt 35. c><')
__ -" 0.33
...:..:45'---_-=--_
Cost per tonne.
per hour from Section V loS.7 )

tonnes/hour.

//Y~OTHETIC/'lL

NOTE: The tables, figures and instructions given in this form are based on wide experience
. the performance results suggested will, in fact be achieved and are for estimating on/y.

EX/'/M'pL

but are not a GUARANTEE

22

ESTIMATING
SCOOPTRAM
MUCKING TIME
ANO OISTANCE
FOR
TUNNELS~

RAMPS
ANO
MINE OEVELOPMENT

23

t~ IIMAIINIi IUNNtL ANU KAMI'

MUCKING DISTANCE
In driving TUNNELS and RAMPS, the MAJOR
ELEMENTS of the total cycle of ADVANCE are DRILLING, 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

FIG. 8 illustrates that after blasting, it may be necessary 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.

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. 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
effeet on the actual TUNNEL MUCKING DISTANCE.
The TIME it may take to tram from the PORTAL
to the DUMP must be SUBTRACTED from the
TRUE DISTANCE OF TOTAL TUNNEL ADVANCE IN THE ALLOTIED MUCKING TIME.
The possible time and distance loss from
this factor and possibly other factors of the
dump point affecting total tunnel advance,
should be discussed and accou nted for.

Figure 9
A final factor must be taken into
consideration and that is the time itmay take to "CLEAN UP" the face of the
tunnel for the next drilling cycle.

24

:STIMATING TUNNEL AND RAMP

MUCKING DISTANCE
-"':IG. 1O illustrates 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
REHANDLlNG STATION

~--:VV----"1""~_:"_;y--_A~'}

FI~~~~,
;RUS~~~
SURGE PILE, TRUCK
LOADING OR OTHER
FINAL DUMPING POINT
AT SOME DISTANCE
FROM THE PORTAL

-"-\f':...,r-~~~J
----J1......:.A..-J-<.

~..--J..J._...J-.;.~

Figure 11

'---_--JI~

-~~

--PORTAL

(1

(1

Muck is brought out to the outside

rehandling station and dumped. After
the heading is cleaned, muck is reloaded for trip to final destination.

ACCESS ROAD INTO

TUNNEL FOR OTHER
CREWS.

PORTAL---30~
INSIDE
REHANDLlNG STATIONS
Figure 12

:ehandling stations placed inside the tunnel at intervals allowing ONE SCOOTRAM to maintain allocated mucking
time from the face to the nearest station. After the face is cleaned, the support and/or drilling crews move to the
face and the Scooptram returns to rehandle the muck out to the dump.
.::,--

-On especially long tunnels or where other activities in it prevent this approach, TWO SCOOPTRAMS may be
employed, one cleaning the face to the station, the other cleaning the station to the portal so as lo maintain allotted
llucking time al/ the way from the face to the portal.

.... ........... ... ..

........... ...,,, .."' ....., "....... "... ~ ................

AND DEVELOPMENT

.. ....

~ .....
~
"'
~ ~, "
MUCKING TIMES (ENGLlSH)

Section 1: GENERAL INFORMATION: Line 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 REDUCING 3% for every 1000 feet above the first 100feet above sea level. Line 2 provides data for selecting the model Scooptram that will "FIT" the tunnel opening.
Section 11: Line 3 is the product of line 2 dimensions AFTER "SWELL FACTOR" IS APPLlED 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. Line 4 is self explanatory.
Section 11I: UNE 5 is self explanatory,
UNE 6: TABLE 1 suggests corrections to be applied to
BUCKET RATED CAPACITY to account for the fact you can seldom duplicate RATED HEAPED
LOAD on every pass. FRAGMENTATION, JOB CONDITIONS, concentration
of OPERATORS may
al! team up to prevent getting a FULL, RATED BUCKET LOAD each and every pass. EXCELLENT =
1,00 represents the FULL RATED VOLUME LOADof the BUCKET and is extremely DIFFICULT TO
ACHIEVE consistently.
UNE 7 applies your selected FILL FACTOR to the "LOOSE" WEIGHT
to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOADED into the bucket. UNE 8
then applies this LOADABLE WEIGHT EACH PASS establishing the OPTIMUM BUCKET SIZE with
which to equip the Scooptram to take FULL ADVANTAGE OF THE RATED TRAMMING CAPACITY.
UNES 9 and 10 are self explanatory.

TABLE 1
r
J
JOB
FILL
FACTOR
CONDITIONS
EXCELLENT
1.00
AVERAGE
0.98
I
SEVERE
0.96

Section IV: UNE 11 :The customer wil! select a MAXIMUM MUCKING TIME to blend with other eleTABLE 2
ments of thetunnel
advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOADI
TIME
JOB
DUMP and MANEUVER related to JOB CONDITIONS. Interpolate the values if experience dictates.
CONDITIONS MINUTES
LlNE 11 (b): "CLEAN UP" TIME expresses the fact that as the muck pile DIMINISHES, the time to
EXCELLENT
0.80
load goes UP while PRODUCTIVITY goes DOWN and several passes may be required to get a LOAD
AVERAGE
1.10
WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE
1.40
or otherwise prepare the f~ce for the next drilling cycle should be discussed with the customer and
SEVERE
I
the estirnated TIME established.
___
o
,-----TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL
T ABLE4.MILES
PERHOUR
SpecilicSpeedsUpGrade:Estimated
"Sale"SpeedsDown Grade
Job
EHST-1A HST-1A AII ST-2 ST-Sto 13 HST-S(S)
Popular 5% - 2.9 10%-5.1'
15% - B.5 20% - 11.3 25%- 14.0f
Conditions
mph
mph
mph
mph
mph
Scooptram
loadEmpty
loadEmptyload'EmptyloadEmptyloadIEmptYI
Model Up OownUp OownUp DownUp DownUp Dow"
EXCELLENT
*5.9
*7.5
*10.0
10.0
*9.5
f--.
EH5T'lA 5.7 5.8 5.2 5.8 4.7 5.8 4.2 5.8 3.6 5.8
AVERAGE
5.0
5.0
8.0
8.0
8.0
H5T1A 7.6 7.6 5.1 7.6 4.0 7.6 3.2 7.6 2.7 7.6
SEVERE
3.0
3.0
5.0
5.0
5.0
H5T'5(5) 5.2 6.1 3.5 6.1 2.7 6.1 2.2 6.1 1.8 6.1 1
ST-28 4.9 7.0 2.9 4.0 2.2 3.9 1.6 18 1.4 t:4 1
NOTE: Asterisk denotes maximum gear train speeds.
ST'28(5)
5.3 7.5 3.0 4.2 2.5 3.9 1.4 1.9 1.4 1.4
UNE 11(c) covers TIME that may be required to TRAM a DISTANCE from the
5T20 4.9 7.0 2.9 4.0 22 3.5 1.5 2.0 1.3 1.3
tunnel PORTAL to the DUMP so the TRUE DISTANCE ofthe ADVANCE, PORTAL 5T'20(5) 5.5 7.0 3.4 4.0 2.8 3.9 2.0 3.0 _.1.6 1.6--rto FACE IS ESTABUSHED. TABLES 3 and 4 suggest speeds to use at line 11 (e) 5T5A 8.7 11.0 5.2 6.5 4.1 6.4 2.9 4.0 2.5 2.5 1
and lines 14 and 15. Interpolate the values if experience dictates faster or 5T5A(S)6.0 10.0 3.5 5.1 2.8 4.0 1.8 2.7 1.7 171
slower speed. REMEMBER, faster speeds are often possible OUTSIDE the ST58 7.5 11.0 4.7 60 3.0 3.8 2.6 3.0 22 22
tunnel than would be attainable INSIDE where CLEARANCES MIGHT BE RE- 5T5E 7.3 11.0 4.4 6.1 3.0 3.8 2.5 2.8 21 21
6.7 10.5 42 6.0 3.2 4.7 2.4 3.0 21 ~
5T8
STRICTED. UNE 11 (d) allows entering any other anticipated delays not included
5T13 6.4 10.8 4.0 6.5 2.4 3.8 2.1 29..11.8 , 1.8
in "CLEAN UP" time. UNES 12 and 13 are self explanatory.
SectlonV: Lines14and15areselfexplanatory.Line16:UseFIG.13to sketchIna tunnellayout.(a)Betweenthe PORTALandthe 1stSTATION,fill in the distancefro
line 14.(b) Adjaeentto the tst station,fill in the distaneeshownat line15andstartingthere,sketchin requiredstationsfrom line16.(If none,skipto (e)). Betweeneac
. stationandadja,;entto the laststation,(representingthe advancingfaee),fill in the distaneefrom line 15.(e) Convertline16decimalto distanee= (decimal ,0115 T
x (Iine15dist.~)
=~
feet. Onthe layout,showthis distaneeasa PLUSto the lastdistaneeenteredandmark"holethrough".AIIdistaneesaddedtogether
shouldnowequalthe total tunneldistaneeshownat line1on the estimatingformo
0

_L- 640/

D-----=l

85'7/

857/

65'7

/'

8S7

+ +

85'"7

75' '

DUMP PORTAL
1st
2nd
3rd
4th
5th
HO
POINT
FIG.13
REHANDLlNG STATIONS
THR0m3H
A decisionis now madeto eitheraeeepta graduallylengtheningtotal muekingtime or installone morerehandlingstation.Maximum,extra muekingtime at the hole
throughPointisfoundwith:
Maximumextra time = (feetfrom (e) 7S- ) x (2)x (line10trips /7 )
3.62.. minutes.
(Averagespeedin mph~)
x (88)
Assume you want to know the time required to muck out station 3. FIRST, you would not bother to "CLEAN UP" the station and
would assume TWO LESS TRIPS PER ROUND than entered at UNE 10. Therefore, you would re-compute LlNES 11 (a) and 11 (r\
using ~
TRIPS and these new times ADDED TOGETHER become t = ~
minutes in the formula below WHERE:
d = Distance in feet, PORTAL to FIRST STATION.
D = Distance in feet, TOTAL from first station to station you are HAULlNG FROM.
11 (a)
O. SO X /5' - /'2..0
T = Number of trips, UNE 10, LESS TWO TRIPS.
S = AVERAGE SPEED mph estimated INSIDE the tunnel.
//(C)=300x2><1S'=9000
= 9,.:1

t+

(d 67'0" +D/:;:7-'''
(S --)

)x(2)x(T
x (88)

/S)

Ilx

=70162=

/00,:;

minutes

77"

2 /,:3

minutes

+ t

/2/.

2.03

Si

-;r

t =2

l.

:3-;"'11

hours.

60
Most drill/load cycles will exceed two hours so the point at which the second Scooptram
depends on total time for these two functions.

is required to maintain

mucking timA

26

:~TIMATING TUNNEL ANO RAMP

UlCKING TIMES
:nglish System)

L.Jion 1,Customer/Job
1. Tunnel Length

Name:

Sr

~ runnel Dimensions,

000

Height

/1.//1)( CONS7RUCTO/( - CLE/lI<. CteS/< .Jog

Date: // /:;0/76
ft. Grade, Loaded +
% or - ;
% Elevation AMSL
g 00
ft.
/yft. Width
/7
ft. Depth of blasf
Z ft.

ection 11,Volume and Weight to Move each Blasting Round:

'70
y3 (supplied

? Total "Loose" volume per blasting round

3(a). Material weight per "Loose" eubie yard

{-Total
f

weight to muek, (ine 3

tion 11I,Scooptram

Er.-Model seleeted

70

/. ~

by eustomer).

tons/y? (Supplied

y'S)x (Iine 3(a)

/. L("

tons/y'S) =

by eustomer).
/2.

Model and Bucket Size Selection, Payload and Number of Trips To Muck Each Round:

S7 ~5 E

S. O y3 Tramming

Rated eapaeities: Volume

7.

6. Bueket "Fill Factor", see instruetions and select a factor from TABLE 1 098 .
i Loadable weight per eubie yard: (Iine 3(a)
/. ~
tons) x (line 6 factor O. 9 tY
--.
8. Optirnum

tons,

S tons.

). = /.

572

tons.

k'
. (line 5 tramming eapaeity
7.s- tons) _ S. Y 6{, y3.
bue et srze:
(line 7 weight / J 72. tons)
- -=----<--=--=-

Seooptrams may be equipped with optional size buekets in inerements of 0.25 eubie yards, larger or smaller. Round
__off line 8 to the nearest quarter, half or whole size for level haulage. On steep ramps, loaded, always round to the
lower quarter, half or whole size.
~ Seleeted bueket size
. S' y3 x line 7 tons / :172. y3 = 7 0',) tons/trip.
.
.
(tons from line 4 / Z 6)
u.-Tnps required (t
f
li 9 7 <""r-)
o ns ro m Ine -'--!......::--'-"
.""c-

/7

trips, rounded to higher whole.

:tion IV, Cycle Time Estimate:

l.Alloeated
Mueking Time, (supplied by the eustomer to blend with other cycles of advanee).
11 (a). "Fixed Time" To Load/Dump/Maneuver,
see Table 2 and instruetions and use;

(Table 2 minutes
O, <j D ) x (Iine 10 trips
1.7) =
.
-11 (b). "Clean Up" at the faee preparing for the next drilling eyele. Diseuss with
your eustomer and enter estimated time to "Clean Up" the round
.
11 (e). Distanee Between the Portal and the Dump Point: Diseuss with your
eustomer and if an important eonsideration, find the time with;
(One way distanee
00 ft.) x (2) x (line 10 trips
/1)
/ 20 O =

(Speed from Table 3 or 4

I(
mph) x (88)
?b,S"
__11 (d). Other Deduetions of Time, if any, from Tramming Time. . . . . . . . . . . . . . . . . . . .
2. Total Deduetions

of Time, add lines 11 (a) through

; Available Tramming

.....

[)

mino

/3bmin.
;b mino

/o,?

mino

--?-

mino

(2 '/

11 (d)

Time For Mueking, subtraet line 12 from line 11 . . . . . . . . . . . . . . . . . . . . . . . . .

'3 o.

) mino
mino

tion V, Caleulating line 14 will give the Total Distanee the Tunnel Faee can be Advaneed within the Alloeated Mueking
Time, at whieh point the first Rehandling Station would be installed.
, From Tables 3 or 4, seleet the Average Speed in mph you expeet to maintain Inside the Tunnel. If on a Steep Ramp,
--elimbing and deseending at two different speeds it is aeeeptable for estimating purposes to add the speeds together
and divide by 2.

/j

3C!.r

2(

b;Co

x ~line 13
min.) _
1~3b feet.
(lin 10 trips
(7)
x (2)
3'/5. If total tunnellength,
LlNE 1 exeeeds the distanee at Une 14, find the Distanee you 6an muek out between the first Rehandling Station and the advaneing faee. See instruetions.
_ (average speed ~
mph) x (88) =
x (Iine 1350, mino + line 11 (elO, ~ min.) = 2..1'/
b=
ft
(ine 10 trips
x (2)
31.
(average speed

mph) x (88) =

76

4-)

tJ;:

If tunnellength, line 1 is stilllonger than lines 14 and 15 ADDED TOGETHER, find the number of additional
stations required to hole through with;

SS;1

rehandling

:1

(line 1 feet S-OOO ) - (line 14 ft. 6 <yo + line 15 ft. 6'S7)

S-oX
= </. O g 7 S- rehandling stations.
(line 15 tYs- 7
feet)
3S7
-----.~~,:.
_ Une 16 whole numbers represent required, additional rehandling stations while the decimal repret~ts additional
distanee to hole the tunnel through from the last station. SEE INSTRUCTIONS.
:

27

IN~ 1 nu\"

1 IVI'l~

AI'IU

1ADLI:.~ rvn

ANO OEVELOPMENT

I:.~ IIIVIA 111'1\.:1 1 UI'II'II:.L, nAMI""

MUCKING TIMES (METRIC)

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 is the product of line 2 dimensions "AFTER A "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 cataloq 150A may ass
you in estimating these values. UNE 4 is self explanatory.
Section 11I:UNE 5 is self explanatory. UNE 6(a): TABLE 1 suggests correct ions to be applied to
TABLE 1
I
BUCKET RATEO CAPACITY to account for the fact you can seldom duplic ate RATEO HEAPEO
FILL
JOB
i
LOAO on every pass. FRAGMENTATION, JOB CONDITIONS, concentration of OPERATORS may
FACTOR ,
CONDITIONS
all team up to prevent getting a FULL, RATEO BUCKET LOAO each and every pass. EXCELLENT =
EXCELLENT
1.00
1.00 represents the FULL RATEO VOLUME LOA O of the BUCKET and is extr emely OIFFICULT TO
AVERAGE
0.98
ACHIEVE consistently. UNE 6(b) applies your selected FILL FACTOR to th e "LO OSE" WEIGHT
1;
to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOAOEO in to the bucket. UNE 7
0.96
SEVERE
then applies this LOAOABLE WEIGHT EACH PASS establishing the OPTIMUM BUCKET SIZE with
which to equip the Scooptram to take FULL AOVANTAGE OF THE RATEO TRAMMING CAPACITY UNE 8 is self explanatory.
UNES 9 and 10 are self explanatory.
I

Section IV: Une 11: The customer will select a MAXIMUM MUCKING TIME to blend with other elements of the tunnel advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOAO/
DUMP 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
load goes UP while PRODUCTIVITY goes OOWN and several passes may be required to get a LOAO
WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE
or otherwise
prepare the face
for the next drilling cycle should be discussed with the customer and
.
.
the estirnated TIME established.
TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL
Job
Conditions

EHST-1A
Km/h

HST-1A
Km/h

JOB
CONDITIONS

TIME
MINUTES

EXCELLENT
AVERAGE
SEVERE

0.80
1.10
1.40

I
I

TABLE 4. KILOMETERS PER HOUR

Specilic Speeds Up Grade: Estimated "Sale" Speeds Down Grade5%- 2.90 10%- 5.70 15%- 8.50 20%- 11.30 25%- 14.0:1
Popular
Scooptram load Empty load Empty load Empty load Empty load Emptv ,
Model
Up Oown Up Down Up Down Up Down Up Dow
9.2 9.3 8.4
9.3 7.6
9.3 6.8 9.3
5.8 9.3
EHST'IA
HST1A
12.2 12.2 8.2 12.2 6.4 12.2 5.1 12.2 4.3 122i
8.4
HST'5(S)
9.8 5.6
9.8 4.3
9.8 3.53 9.8
2.9
9.8 I
6.4 3.5
ST2B
6.3 2.6
2.3
7.9 11.3 4.7
2.9 2.3

Al! ST-2 ~T-5 to 13 HST-5(S)

Km/h
Km/h
Km/h

*9.4
EXCELLENT
*12.0
*16.0
16.0
AVERAGE
12.0
7.0
70
10.0
SEVERE
5.0
5.0
8.0
8.0
NOTE: Asterisk de'notes maximum gear train speeds.

TABLE 2

*15.2
10.0
8.0

UNE 11(e) covers TIME that may be required to TRAM a OISTANCE from the
unnel PORTAL to the OUMP so the TRUE OISTANCE of the AOVANCE, PORTAL
to FACE IS ESTABUSHED. TABLES 3 and 4 suggest speeds to use at line 11 (e)
and lines 14 and 15. Interpolate the values if experience dictates faster or
slower speed. REMEMBER, faster speeds are often possible OUTSIOE the
tunnel than would be attainable INSIDE where CLEARANCES MIGHT BE RESTRICTED. UNE 11(d) allows entering any other anticipated delays not included
in "CLEAN UP" time. UNES 12 and 13 are self explanatory.

ST28(S)
ST-2D
ST-2D(S)
ST-5A
ST'5A(S)
ST58
ST-5E
ST8
ST-13

8.5
7.9
8.8
14.0
9.7
12.1
11.7
10.8
10.3

12.1
11.3
11.3
17.7

4.8
4.7

16.1
17.7
17.7

5.6
7.6
7.1
6.8
6.4

16.9
17.4

5.5
8.4

6.8
6.4
6.4
10.5
8.2
9.7
9.8
9.7
10.5

4.0
3.5
4.5
6.0
4.5
4.8
4.8
5.1
3.9

6.3
5.6
6.3
10.3
6.4
6.1
6.1
7.6
6.1

2.3
2.4
3.2
4.7

3.1
3.2
4.8
6.4

2.9
4.2
4.0
3.9
3.4

4.3
4.8
4.5
4.8
4.7

2.3
2.1
2.6
4.0
2.7

2.3
2.1
2.6
4.0
2.7

I
I

3.5
3.4
3.4

3.5
3.4

2.9

2.9 I

3.4

Section V: Une 14 and 15 are self explanatory. Une 16: Use FIG. 13 to sketch in a tunnel layout. (a) Between the portal and the 1st station, fill in the distanee Iror
line 14. (b) Adjaeent to the 1st station, fil! in the distanee shown at line 15 and starting there, sketch in required stations from line 16.(If none, skip to (e. Between eac-sstation and ad!feent to the last station, (representing the advaneing faee), fill in distanee Irom line 15. (e) Convert Une 16 decimal to distanee = (decimal ~
)
x (Iine 15 dist. ~)
= ~
meters. On the layout, shown this distanee as a PLUS to the last distanee entered and mark "hole through". AII distanees added
together should now equal the total tunnel distanee shown at line 1on the estimating formo

DUMP
POINT

PORTAL

t st

2nd

3rd

FIG.13

HOLE
THROUGH

4th

REHANDUNG STATIONS

A deeision is now made to either aeeept a gradually lengthening total mueking time or instal! one more rehandling station. Maximum extra mueking time at the hol=
through point is lound with:
.
.
(meters Irom (e) S.5
) x (2) x (line 10 trips 1:5)
7 a
Maximurn extra time =
=
. tJ
minutes
(Average speed in km/h
//
) x (16.67)

Assume you want to Know the time required to muck out station 3. FIRST, you would not bother to "CLEAN UP" the station and
would assume TWO LESS TRIPS PER ROUNO than entered at UNE 10. Therefore, you would re-compute UNES 11(a) and 11
using ~
TRIPS and these new times AOOEO TOGETHER become t = ').{.2- minutes in the formula below WHERE:
d = Oistance in feet, PORTAL to FIRST STATION.
O = Oistance in feet, TOTAL from first station to station you are HAUUNG FROM.
/1 (d)
o.ro x 1/ = l.! 1l-It"1of.
T = Numberoftrips,UNE10,
LESSTWOTRIPS.
,,) /50)(;)(//
Jloo
S = AVERAGE SPEED Km/h estimated INSIOE the tunnel.
1/( /6}( d,.67 = 2.66]
/2.L 111111

t+

(d; //.

6 +0
(S

//

6:1. 7'. Z ) x (2) x (T /1

) x (16.67)

_ /tf lf7
-

/g3.7'

7.6 _ /01,
+-t

minutes

2.1. 2.

minutes

=;Z 1, Z

/111/11--:-

/:2 1., 2 minutes

60
= 2.0</
hours.
Most drill/blast/smoke-out cycles will exceed two hours so the point at which a second Scooptram is required to maintan muckin
time depends on total'time for these other functions.
?R

_STIMATING TUNNEL ANO RAMP

IIIUCKING TIMES
letric System)
GtECAM/NES ~ XOLWZI
J
Z/9/R..E
Date 212117;
meters. Grade, Loaded +
% or 2-% Elevation AMSL :2. c";L.
m.
o m Width 4(. S- m Depth of Blast .z . .2.. m.

Sectionl,Customer/JobName
. Tunnel Length
Ir '>-2S
. }. Tunnel Dimensions, Height

"Y.

Section 11,Volume and Weight to Move each Blasting Round.

~.Total "Loose" volume per blasting round
SS m3 (Supplied

by customer)

3(a). Material weight per "Loose" cubic meter

l. ~ /
tonnes/m3 (Supplied by customer).
3
4. Total weight to muck, line 3
SS- m ) x (Iine 3(a) /. SI (t)/m3) = 83 tonnes.

--

$
-"b~",,-- __

(t).

(t)/m3.
y3

__scton 11I, Scooptram Model and Bucket Size Selection: Select the Scooptram that will "Fit" the tunnel.
5. Scooptram Model Selected T-,5"C
. Rated Capacities: Volume .3 .2'25" m3. Tramming
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.
-- 6(b): Loadable Weight, m3: (line 3(a) weight
/5/
(t)/m3) x (line 6(a) _C>_,_r----'~'___) =
/. ~ y
.
.
(line 5 tramming capacity
(t) )
L'. .5"9
m3 x 1.308 =
6.
'. Optimum Bucket Size:
(line 6(b) weight
/. 4:" t?
(t)/m3)

rE

6?

--

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
m3 to use At Une 9.
9. Payload in Tonnes (Iine 8 bucket size
7'.6
m3) x (Iine 6(b) weight
/. 4' rf'
(t)/m3) = 6. tonnes/trip.
..
(Tonnes from line 4 cf 3 )
_--'/'----=5'--_trips, Round To Higher Whole.
l. Trips Required To Muck the Round: (T
f
l'
9
-onnes rom me
b. ~ )

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;
(Table 2 minutes
63{)
) x (Une 10 trips
/3 )...............
11(b): "~Iean Up~' at the face preparing for t~e next ?rilling ,~ycle.
"
Discuss with customer and select estirnated time to Clean Up . . . . . . . . . . . . .
11(c): Time To Cover Distance Between the Portal and Dump Point. Discuss
with customer and if an important distance, find time with;
O

3/ ()

4
_D.

t/

..s: D

60,. ()mino

.
mino

'mln.

/t:-o=b

5=--O_.....:.m:.!....)
.>....:(O,,--,-n-.:...:e---,w---,a:::.LY---,d=is::,.:ta=n-.:...:c:.,.=e--!...C/
.:...:.x--'-'(2=)--7x'--'(.:.:..:.lin-'-"e:.....1:....::0:.....:t.:...:.ripc:..:s=---.....:./--"'3~)
_
O _
mino
(Speed f:om Tab~e 3 ~r 4
lb Km/h) x (16.67)
11(d): Other Deductions of Time, If any . . . . . . . . . . . . . . . . . . . . . . .
12. Total Deductions: Add lines 11 (a) through 11 (d) . . . . . . . . . . . . . . . .
3. Available Tramming Time for Tunnel Advance: Subtract line 12 from
Section

v,

Calculating line 14 will give the Distance of Tunnel Advance

ming Time at which point the first Rehandling Station would
t From Tables30r4,selecttheAverageTrammingSpeed
in Km/hyou
Ramp, clim bing and descending at two different speeds, add them

(A

11

d
verage spee

7-

X.

b.D

)min.

?O,D mino

from the Portal to the Face in the Available Trarnbe installed.

expectto maintain InsidetheTunnel.lfona
Steep
together and divide by two,

Sl>-Z-

x (line 13 3;
min.) ='
(lin~ 10 trips
13
) x (2)

(1667)=1<3.f

/h)
m

- 2 b6'
...............
mln.
. . . . . . . . . . . . . . . . . . . . . . . .. (
line 11
.

26

2ff,.b

meters.

'1"5. If total tunnel length line 1, exceeds the distance at line 14, find the distance of advance between the first rehandling
station and the face; See instructions
vL
I

(A

d
verage spee

--

1I

/h)
m

(
!g3.iX(line133()min.+line11(c(Lbmin)_~!Z'lb_
x 16.67) (Iine 10 trips
/3
) x (2)

3({6

2....6 -

16, If tunnellength,
line 1 is stilllonger than lines 14 and 15 ADDED TOGETHER, find the number of additional
stations required to hole through with;
(Iine 1

meterslS'.z.s-

) - (Iine 14 m :z.//.6 + line 15 m

(line 15 meters J /t'. b )

Round off the decimal to higher or lower whole

accept a longer mucking time to "hole through".

3/'1-6 ) _ 9'lJJ' cP -3
- 3/51. b -,

depending

on a decision

17l.f

rehandlinq

to maintain

m.

re-handling
.

stations.

the rate of advance

or
29

ESTIMATING
MINE TRUCK
PRODUCTION

VEHICLE SELECTION:

As has been discussed for Scooptrams on page 5,

Scoopy reminds us we usually select the LARGEST CAPACITY vehicle that will "FIT" the mine with REASONABLE
or REGULATED CLEARANCES between the back, the
mine walls and/or vent, air and electrical support lines.
Remember that the less the clearances, the slower the
tramming speed and therefore, the lower the production and the higher the cost per ton to produce.
BE SURE THE TURNING RADIUS OF THE MINE TRUCK
WILL PERMIT 90 DEGREE TURNS THROUGH INTERSECTIONS WITH REASONABLE CLEARANCES. (See page 57
for the English system, page 59 tor the metric system.)
30

The same rules ot OVERLOADS and UNDERLOADS dls

cussed tor Scooptrams on page 13 apply to MINI
TRUCKS. Estimators are urged to consult with Wagner
Mining Equipment Co. for recommendations on blocking
out volume capacity, adding sideboards or re-desiqnin:
the truck box to take full advantage of truck RATED C/l_
PACITY where material weight per cubic measure tind a
substantial OVERLOAD or UNDERLOAD condition.

I STIMATING MINE

TRUCK PRODUCTION
APPLlCATION: Major considerations are, TWO or FOUR WHEEL DRIVE, style of DUMPING, OPERATOR SEATING
d, of course, ELEVATION above sea level where the vehicle will work.

TWO WHEEL

OR

FOUR WHEEL DRIVE

I .vel or near level on HARD SURFACES, wet or dry but

I )T SLlPPERY.

Level, near level SOFT SURFACES, high rolling resistance or hard but very SLlPPERY.

Grades to 12%if DRY, good TRACTION. Beware of wheel

,"'''IN-OUT if slippery or loose floor at 9% to 13%grade.

Grades steeper than 10%, wet, slippery, poor traction

for any other reasons.

~-rYLEOF DUMPING: If hauling out of the mine or if the underground dumping point can be provided with a chamber of sufficient height, the "TIP" dump, (MT), may be preferred because of fewer hydraulics to maintain. For durnp
I nts with RESTRICTED DUMP HEIGHT or where METERED dumping is required, the telescoping MTI or MTP
I__ ay be required. Those two models have two other advantages to consider, FASTER DUMP TIME because you
don't wait tor the box to come back down and SAFETY beca use the box can never be inadvertently raised or fail
~~be lowered, causing accidents.
bPERATOR SEATING: Some models are standard with SIDE SEATING, others with DUAL CONTROLS and a turn
table seat allowing 180 degree facing of the operator, forward and backward. Some models offer an optional
I
ioice between the two seating arrangem ents. SIDE SEATING offers a single set of controls for fewer parts and
I 3S maintenance but possibly less operator visibility when backing and/or less overall operator comfort. DUAL
CONTROLS present more maintenance cost but may be preterred tor very long hauls, especially when BACKING
Inl1gdistances where the operator cannot SEE OVER the load or the empty truck box.
LWLOAD:

As with Scooptram buckets, a HEAPED LOAD is based

on mathematically calculated VOLUME within and on
TOP of the truck box. It would assume the front corners
are completely filled, that the HEAP is as specified and
even with the truck side boards. SCOOPY illustrates that
it is certainly TIME CONSUMING, if not IMPOSSIBLE to
CONSISTENTLy load a truck to its RATED VOLUME and,
therefore, its RATED TONS.

As we know, our Mine Truck models are rated in TONS

ti8dto MATERIAL WEIGHT PER CUBIC YARD or CUBIC
ETER. If a model number does not call out a specific
~aterial weight, it is taken to be 2700 lbs. y3, (1600
kg/m3). The VOLUME CAPACITY is assumed to be SEMI
. 'OMINAL* HEAPED LOAD and is found with:
(Model designated TONS) x (2000)
(Model designated material weight, lbs. y3)
ubic yards x 0.765

= __

TABLE 1A in the estimating form on the foliowing pages

suggests "FILL FACTORS" to apply to adjust for this
fact in estimating PAYLOADS. Loading with belts or
flights with horizontal swing capability or with chutes of
proper design are the methods most likely to produce
FULL LOADS. Fixed belts or flights, improperlydesigned
chutes reduce the potential for full loads. Loading with
Scooptrams or other front end loaders finds an EOD
bucket offering the best chance for full, heaping loads
while the standard, tipping bucket offers the least potential. Front end loaders mis-matched to the job are
least likely to heap the load. If the loader maximum
dump height finds the bucket Iip INSIDE the truck box
or if restricted BACK HEIGHT forces the lip down into
the box, consistently heaped loads will be impossible
to achieve.

y3

cubic meters.

~agner Mining Equipmenl

Co. uses the lerm SEMI NOMINAL lo modily lhe
A.E. raling 01 a heaped load which is al a 2 lo 1 slope. A SEMI NOMINAL heap
__ equal to 50% 01 S.A.E. heap. Therelore. LESS HEAPING olvolume is required
lo achieve raled payload lons on a Wagner Mining Equipmenl
Co. truck than
on competilive
Irucks using Ihe S.A.E. melhod 01 raling.

31

INSTRUCTIONS

ANO TABLES FOR ESTIMATING

MINE TRUCK PRODUCTION

(ENGLlSH)

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 capabilities. 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.
,

Section 11:UNE 5. Self explanatory. However, use CAUTION in acceptinq a manufacturer's rating of
TABLE 1A
PRODUCTION for the loading machine. It will probably be based on certain OPTIMUM JOB CONDIJOB
FILL
TIONS that may not be achievable in a specific operation. UNE 6. LOADING WITH SCOOPTRAMS,
CONDITIONS
FACTOR
1:
etc. Two separate problems are possible, i.e. LOADER NOT SELECTED (1) or LOADER ON SITE
EXCELLENT
1.00
OR ALREADV SELECTED (2). Assume the loader has NOT BEEN SELECTED. First establish the
I
0.98 ~
AVERAGE
OPTIMUM SIZE BUCKET to match the selected MINE TRUCK. As a RULE, less than FOUR loader
SEVERE
0.96
I
PASSES finds 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.) F(
estimating purposes, assume 5 bucket passes to load the truck. Then find OPTIMUM BUCKET SIZE with:
(1) Une 3 VOLUME / ~/ 3
(Number of passes~)

tb

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

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)

.2.

y3)x(Passes~)x(Une1weight

Ibs.y3) x ("FILLFACTOR" . 9'c? )=s2,:?S"cf

3S-S-S-

.
1ate lime 4 to a h'Igh er or 1ower f'Igure.
You may want to interpo
3.00

V--

2.50

->
M
N
U
T
E
S

--

/~~

(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

y3)
(Une 3 VOLUME
= ___ passl
(Bucket __
y3) x ("FILL FACTOR" __
)
required to load the truck, ROUNDED to the next HIGHER nu
ber of passes, = ___
required passes.

EXCELLENT

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 pag
14 of the TECH. MANUAL and covers the time to enter th
muck pile, load the bucket, back away, change direction and
tram to the truck, dump and return to the muck pile. Now takboth the NUMBER OF PASSES and the SELECTED CYCL
TIME to UNE 6 of the estimating form and complete it.

100

,
50

100

150

200

250

300

DISTANCE IN FEET

distance represents basic loader cycle 01 load-dump maneuver.

Curvas are based on JOBCONDITIONS
and average tramming speeds
increasing as dislances gel longer aliowing lhe vehicle lo atlain higher
lravel speeds.

Section
11I: VARIABLE
TIMES: On LEVEL, NEAR
HAULAGE, 13 m.p.h. considered MAXIMUM ATTAINABLE but, of course, NO
HIGHER THAN GIVEN IN
THE MAX. COLUMN of
TABLE 18.
AVERAGEJOB CONDITIONS
may allow speeds of 8 to 10
m.p.h. while SEVERE JOB
CONDITIONS may restrict
speeds to 4 to 6 m.p.h.

TABLE 18. SEA LEVEL ON GRADE. UP LOADED. ESTIMATED SAFE DESCENT SPEED. DOWN EMPTY
MINE
TRUCK
MODEL

MAX
SPEED

LOAD
UP

5%
EMPTY
DOWN

LOAD
UP

10%
EMPTY
DOWN

MT425-30
F12L-714

mph
km/h

18.8
303

7.8
12.5

110
177

4.5
7.2

6.5
104

MT-425-30
3406 T 325
MT414-30
F6L-714

mph
km/h

18.3
29.5

8.8
14.1

12.0
19.3

5.3
8.5

mph
km/h

5.9
9.5

9.0
14.5

3.4
5.5

MT-411-30
F6L-413

mph
km/h

14.3
23.0
17.7
28.5
15.4
24.8

MTI'420
F8L-714

mph
km/h

HMTI-41O(SI
3304 NA

mph
km/h

MTP-410-30
F6L-912W

mph
km/h

MTI-F20-18

(SI

mph

6.4
10.3
18.4
29.6
11.6
18.7

8.0
12.9

110
17.7

5.2
8.4

7.5
12.1
6.4
10.3

41
6.6
6.4
10.3

12.0
19.3

4.9

8.0

4.7
7.6
3.7
59
2.8
4.5 .
4.4
7 1
2.9

LOAD
UP

15%
EMPTY
DOWN

LOAD
UP

5.5
88

26
42

7.5
12.1

3.6
58
4 1
6.6

60
9.6

6.0
9.6

2.3
3.7

3.5
5.6

6.0
9.6

3.5
5.6

6.5
105
6.4
10.3
6.5
10.5
4.4
71

20%
EMPTY
DOWN

LOAD
UP

25%
EMPTY
DOWN

35"10

30"10
LOAD
UP

EMPTY
DOWN

LOAD
UP

EMPTY
DOWN

19
30
23
37

16
26

16
26

18
2.9

18
29

23
3.7

23
37

19
3.0

3.0
4.8

2.6
4.2
3.0
4.8

26
42

26
42

23
37

19
3.0

19
3.0

1.6
2.6

16
26

14
22
19
30

14
2.2

11
18

11
18

19
30

16
26

16
26

14
22

14
22

5.2
84

2.5
40

2.5
40

22
3.5

2.5
40

4.0
6.4

2.1
34

21
3.4

17
2.7

2.2
35
1.7
2.7

2.1
3.4

6.4
10.3

14
2.2

64
10.3

2.9
4.7

4.0
6.4

2.1

4.0

6.4
16
2.6
10.3
2.4
2-4
3.9
3.~
CAUTION: 200

6.4
ON GRADE HAULAGE:
D3306 NA
km/h
7.9
12.9
4.7
3.4
2.7
MT-F28
mph
16.6
11.0
4.3
7.0
73
4.0
22
TABLE 18 gives maximum
11.3
17.7
11.7
F 12L'714
km/h
267
6.9
4.3
64
3.5
speeds LOADED, UP on selMTF28
mph
155
5.1
7.5
3.5
6.5
2.6
35
2.0
3306T
km/h
24.9
8.2
12.0
5.6
104
4.2
56
32
ected grades and ESTIMT-F25-35
mph
16.2
5.7
4.1
46
9.0
6.0
28
2.3
MATED "SAFE" DESCENT
7.4
3.7
F12L714
km/h
26.0
9.2
14.5
4.5
6.6
9.6
11.0
MT-F25-35
mph
17.3
6.7
4.1
6.5
2.9
3.5
2.3
SPEEDS, DOWN, EMPTY.
4.7
3306T
km/h
27.8
10.8
17.7
66
10.5
5.6
3.7
Remember
to correct
2.4
MT-FIOC
mph
13
9.5
3.5
6.0
2.2
4.4
1.6
F6L912W
km/h
153
5.6
9.6
3.5
7.0
2.6
3.9
2.1
LOADED, UP speeds tor elevation if appropriate. (See
pages 19 and 20 of Catalog 150A). The balance of the estimating form is self explanatory.

32

POTENTIAL PAYLOAD can be found using the formula le

blank, above.

150V~

0.80

:lb.1 tons

2000

'AvERAGE

2.00

-----

--

22
3.5
20
3.2
2.3
3.7
2.3
3.7
13
2.1

10
16

Out 01 TC
elf. range

12
64
Cut-off at
19
103
31'0 grade
1.4
1.8
20
2.0
18
14
3.2
32
29
2.9
2.2
2.2
grade 15very ctosc lo T.e rrurumum etuc.encv
Theorencal wheel slip al 261 'l'"
1.9
1.9
Theorecltcal wheel slip
al 29 .,0,0 grade
3.0
30
1.4
14
Theoreucal wheet slip
2.2
22
al 291/,% grade
Theorellcal wheel slip
20
2.0
3.2
3.2
al 280gracle
Theoreuc al whee! slip
2.0
20
al 2611,00 grade
29
2.9
10
16

Theoretrcal wheel shp

al 29 grade
%

I
I
-

~STIMATING MINE
TRUCK PRODUCTION
.nqlish System)
Customer:
Drepared By:

A e/A)<.

Lrf),

. Mine/Job Location:
Date: /!.PS- /7 b

--BCtion 1,General Data:

2'L'"b~
1. Material "Loose" Weight per Cubic Yard::?-,-_,v_'::' __
2. Truck Model Selected:

/V{t=-::- - 35'

-3 T
kV I
C
itv i C bi y ds:
. ruc
o ume apact y In U IC ar s.

~C=tec?~=w=W~L.A._::t)::..:!A_wr:....:......___::__:_---

Elevation AMSL:

ft.

~c)

Ibs./y3

(Usually known and supplied by the customer.

If not, see Tech. Manual page 55 to estimate.)
Rated Capacity in Tons: ~5"'
tons.

(Tons from model number :25") x (2000) - //'f:5

(Material weight designated 3S0D Ibs.ly3) ~'-----

cubic yards.

(?b

t Actual Payload: See instructions and Table 1A, select a "Fill Factor" and enter in the below formula.
'.- T
- (Une 3 volume /~ 3
y3) x ("Fill Factor" J, re ) x (Une 1 weight 3.s:rS- Ibs.ly3
ons 2000

:21'1

_ection 11,Fixed Time Estimates for the Production Cycle:

5. Loading With In-Une Loader, Belt or Chutes: The loading rate in Tons per Minute must be known or
estimated and then the formula below is completed.
(Une 4 Payload
tons)
___
(Loading rate,
tons/minute)
'3. Loading With Scooptrams or Front End Loaders: See instructions and then complete as below.
(Number of loader passes required ~)
x (Average loader cycle time ;'10 min.)
.
T ABLE 11. SPOT IDUMP IMANEUVER
-7. Table 11 suggests times to use for Truck Spotting to Load,
Dump and Maneuvering to accomplish those functions
JOB
average minutes
CONDITIONS
MTT's
MT's
related to Job Conditions. Estimated times are Longer for
0.40
EXCELLENT
0.65
MT's than MTT's because you generally must Wait for the
AVERAGE
0.60
box to come Down while MTI's can be opened or closed
0.85
SEVERE
1.05
0.80
while the truck is moving. Do not hesitate interpolating the
times if known or expected conditions indicate longer or shorter times
.
-13. Add appropriate times together for Total Fixed Time
,
.

T()II~

tons.

mino
mino

mino
mino

ection 11I,Variable Times: (See instructions and Table 18 then complete the graph below.)

1
TRAMMING
CYCLE

HAULLOADED
RETURN EMPTY
HAUL LOADED
RETURN EMPTY
HAULLOADED
RETURN EMPTY
HAULLOADED
rRETURN EMPTY

2
ONEWAY HAULAGE SEGMENT.
FEET

8:JO

c;?dO

/$?'O

/.QJC>

3
%GRADE
(+) if up
(-) if down

4
AVERAGE
SPEED
mph

5
MUL TIPL y COL.
4 TIMES 88 =
feet/min.

6
TIME - divide
col. 2by col. 5
MINUTES

o-r/

-iJ*

/O,{)

-6-

/0,0

K'b6
5S R"'tJ

0,9'/

~,C>

?60,g
.n.H

2..,~tr

-zL-/o
-/0

t.1

",/0

ro

4,1"6

}?,8:).

TOTAL VARIABLE TIME, ADD COLUMN 6.

3. Add the Above Une With Une 8 for Total Truck Cycle Time

Section IV, Production Calculations:

.
. Estimators generally use a 50 or 55
). Trips per Hour. minute production hour.

11. Production

(Production hr/minutes 6~~

(Une 9 cycle time 5",ll min.)

per Hour: (Une 10 3. 6z,. trips/hr.) x (Une 4 Payload

Size: (Production desired or required SO O tons/hr.) _
2 Fleet
.
.
(Une 11 production 91'./.2S" tons/hr.)
-

mino
mino

2-6
3,2

tons)

.:3 .

62 S

'---_trips/hr.

9' ~ 2 SNumber of Mine Trucks.

Round to higher whole.
=

tons/hr.

Section V, Estimated Cost per Ton of Production: (Use the O & O forms to estimate both loader and truck O & O costs
then use the below formula.)
/-/Y,PO/"HET/C/lL
E)(/9M?LE
._ Loader O & O cost/hr.I30:o + [(Truck costlhr/21~ox Number of trucks, line 12 ij )]_"O. 3/2(Une 11 production 9~ ZS- tons/hr.) x (Une 12 number of trucks ~)
- ---cost/ton.

33

INSTRUCTIONS

AND TABLES FOR ESTIMATING

MINE TRUCK PRODUCTION

(METRIC)

Section '1: GENERAL DATA: UNE 1 is self explanatory. UNE 2. The Mine Truck selected is usually the largest capacity that w"TI
"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.
Section 11:UNE 5. Self explanatory. However, use CAUTION in accepting a manufacturer's rating of
TABLE 1A
PRODUCTION for the loading machine. It will probably be based on certain OPTIMUM JOB CONDIJOB
FILL
TIONS that may not be achievable in a specific operation. UNE 6. LOADING WITH SCOOPTRAMS,
FACTOR
CONDITIONS
etc. Two separate problems are possible, i.e. LOADER NOT SELECTED (1) or LOADER ON SITE
EXCELLENT
1.00
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
0.98
AVERAGE
PASSES finds the bucket size UNWIELDL y dumping into the truck box while more than SIX PASSES
0.96
SEVERE
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 pass es to load the truck. Then find OPTIMUM BUCKET SIZE with:
3
(1) (Une 3 VOLUME/O. 9L5 m ) = .2./1'1 m3 = 2.
y3 OPTIMUM BUCKET SIZE. We suggest you always ROUND TO
(Number of passes ~)
0.765

l
I

!6

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'm3) x (Passes S-) x (Une 1 weight2./o1 tonnes) x ("FILL FACTOR"~)
= '23.7 tonnes/PAYLOA[
You may want to interpolate line 4 to a higher or lower payload.
3.00

2.50

M
I
N

2.00

1.50

T
E

1.00
0.80

---

l.----

r-.

----

-----

>

--

(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)
.

SEVERE

(Bucket __

EXCELLENT

45

90

75

DISTANCE IN METERS

distance represents basic loader cycle 01 load-dump maneuver.

Curves are based on JOB CONDITIONS and average tramming speeds
increasing as distances get longer allowing the vehicle to attain higher
travel speeds.

Section
111: VARIABLE
TIMES: On LEVEL, NEARLEVEL HAULAGE, 22 Km/h
is considered MAXIMUM
ATTAINABLE but, of course,
NO HIGHER THAN GIVEN
IN THE MAX. COLUMN of
TABLE 18.
AVERAGEJOB CONDITIONS
may allow speeds of 13 to16
km/h while SEVERE JOB
CONDITIONS may restrict
speeds to 6 to 10 km/h.

TABLE

MT'425-30
F12L714

mph
km/h

18.8
303

MT'425-30
3406 T 325
MT-41430
F6L-714

mph
km/h

18.3
29.5

88
14.1

12.0
19.3

mph
km/h

5.9
95

MT-411-3O
F6L-413

mph
km/h

14.3
230
17.7
28.5

90
145
11.0
17.7

MTI-420
F8L-714

mph
km/h

HMTI'410(S)
3304 NA

mph
km/h

MTP-41O-30
F6L-912W

mph
km/h
(S)

MAX
SPEED

mph
km/h

154
24.8
6.4
10.3
18.4
296
11.6
18.7

LOAD
UP

8.0
12.9
5.2
84

7.5
121

41
66
64
10.3

64
10.3
120
19.3

4.9
7.9
7.0
11.3

8.0
12.9
11.0
17.7

LOAD
UP

10%
EMPTY
DOWN

15%
EMPTY
DOWN
5.5
3.6
5.8
88

LOAD
UP

_passl

LOAD
UP

25%
EMPTY
DOWN

30%
EMPTY
DOWN
1.9
19
30
30

LOAD
UP

35%
LOAD
UP
1.6
26

~~'0m
I

2.6
42

23
37

2.3
37

3.0
48
1.9
3.0

3.0
48
1.9
3.0

2.6
4.2

3.5
56

2.6
4.2
1.6
26

3.5
56

52
84

2.5
4.0

25
4.0

22
3.5

6.5
105
6.4
10.3

2.5
4.0

4.0
64
6.4
10.3

22
35
1.7
2.7
1.4
2.2

6.5
10.5
4.4
71

2.9
47
21
34

2.0
3.2

14
2.2

14
22

Theoretrcal wneet slip

at 291h% grade

2.3
3.7

20
3.2

2.0
3.2

Theoreucal wheel slip

at 28'1-0grade

2.3
37
1.3
21

20
29
1.0
16

2.0
29
lO
1.6

rneo-eucai wheel slip

al 26'1,% grade

'1

Theorelical wheel slip

at 29% grade

6.5
104

5.3
85
34
55

7.5
12.1

4.1
6.6

6.0
9.6

6.0
96

23
37

47
7.6
3.7
5.9

6.0
9.6

29
47

20%
EMPTY
DOWN

2.6
4.2

4.5
72

2.8
45
4.4
7.1

LOAD
UP

2.1
3.4

4.0
6.4
4.0
6.4

16
26

2.3
37
14
22
19
3.0

16
26

2.3
37
1.4
22

18
2.9
11
18

18
29

19
30

16
26

16
26

:~I
I

1.7
27

14
14
Oulo! T.C
elf range
2.2
22
1.6
6.4
1.2
6.4
64
1
103
19
10.3
2.6
10.3
2.4
2.4
1.8
18
14
20
2.0
14
2.2
3.2
3.2
2.9
3.9
3.9
29
22
CAUTlON: 200 grade 15 ver y clase to T.C rmrurnum ecrency
Tbeor etrcal wheel slip al 261,0
1.9
Tbeor ectrca wheel slip
19
2.2
22
3.5
3.0
3.0
al 29111% grade
3.5
2.1
3.4

ON GRADE HAULAGE:
MT-F28
mph
16..6
4.3
7.3
27
4.0
6.4
26.7
11.7
F12L-714
km/h
6.9
4.3
TABLE 18 gives maximum
6.5
MT-F28
mph
15.5
5.1
7.5
2.6
3.5
2.0
35
10.4
speeds LOADED, UP on sel3306T
km/h
249
12.0
4.2
5.6
3.2
82
5.6
5.7
2.8
MT-F25'35
mph
16.2
9.0
4.1
6.0
4.6
2.3
ected grades and ESTI7.4
F12L-714
km/h
26.0
14.5
4.5
3.7
9.2
6.6
9.6
MATED "SAFE" DESCENT
11.0
MTF2535
mph
173
4.1
2.9
3.5
2.3
67
6.5
4.7
3.7
17.7
km/h
3306
T
27.8
10.8
10.5
5.6
6.6
SPEEDS, DOWN, EMPTY.
1.3
2.4
1.6
MTFlOC
mph
44
95
3.5
6.0
2.2
Remember
to
correct
km/h
F6L912W
15.3
7.0
2.6
3.9
2.1
5.6
9.6
3.5
LOADED, UP speeds for elevation if appropriate. (See
pages19 and 20 of Catalog 150A). The balance of the estimating form is self explanatory.

34

18.SEA LEVEL ON GRADE. UP LOADED. ESTIMATED SAFE DESCENT SPEED. DOWN EMPTY
5%
EMPTY
DOWN
11.0
7.8
12.5
17.7

MINE
TRUCK
MODEL

MTIF2018
D3306 NA

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
14 of the TECH. MANUAL and covers the time to enter U'_
muck pile, load the bucket, back away, change direction and
tram to the truck, dump and return to the muck pile. Now tak=
both the NUMBER OF PASSES and the SELECTED CYCL
TIME to UNE 6 of the estimating form and complete it.

~
30

("FILL FACTOR" __

POTENTIAL PAYLOAD can be found using the formula le

blank, above.

V
15

required to load the truck, ROUNDED to the next HIGHER nurrrber of passes, =
required passes.

m3)

AVERAGE

2.1
3.4

~~.g~~~~

'1

:~TIMATIN6 MINI:

iRUCK PRODUCTION

(M'etric System)
:ustomer: M/#' f)(/ELcPH&Alr ~
. Mine/Job Location:
1-001II /..AI<E
_repared By: .sT~P5
. Date: /2/26(7b . Ele-v-"-a-tio-n-A-M-S-L:--:2;;;-'.5.-=-C6~---m-e-te-r-s.
~
'
Section 1,General Data:
1. Material "Loose" Weight per Cubic Meter: :<. / 07 tonnes/m-' (Usually known and supplied by the customer.
If not, see Tech. Manual page 55 to estimate.)

-mforrnation for lines 2 and 3 may be taken directly from the specification sheets or computed from the truck model number.
2. Truck Model Selected /l1 T- F: S- - J S- Rated Capacity Tons .< Sx 0.907 = 2:. 7 metric tonnes.

.
(Model designated material weight JSoo Ibs/y3)
/] 07/' (t)/m3
3 Vo Iume Capaclity Converslon
..
= -=",_. --'--_--'-::L_
(Conversin to Metric Tonnes 1,687)
...
(Line 2 Tonnes ;;(. 7 )
3
Then truck volume capacity In cubic meters =
3 :z 07 c
= /0. ? <S" m
(Line 3, (t)/m
.
-)
--4. Actual Payload: See instructions and Table 1A, select a "Fill Factor" and enter in the below formula.
(Line 3 volume 10. Cjl(f> m3) x ("Fill Factor" O'?B ) x (Line 1 weight
tonnes, m3) = 2.2.

2./1

}:s

tonnes.

iection 11,Fixed Time Estimates for the Production Cycle:

--5. Loading With In-Line Loader, Belt or Chutes: The loading rate in Tonnes per Minute must be known or
estimated and then the formula below is completed.
_-'-(L_i_ne_4_P_a..:;y_lo_a_dto_n_n_e_s"-)
_ =
___
(Loading rate,
tonnes/minute)
6. Loading With Scooptrams or Front End Loaders: See instructions and then complete as below.
.s-;sa
(Number of loader passes required
x (Average loader cycle time L.LE.--. min.)
. ___
__7. Table 11 suggests times to use for Truck Spotting to Load,
TABLE 11. SPOT IDUMP/MANEUVER
Dump and Maneuvering to accomplish those functions
JOB
average minutes
MT's
MTT's
COND,ITIONS
related to Job Conditions. Estimated times are Longer for
MT's than MTT's because you generally must Wait for the
EXCELLENT
0.65
0.40
AVERAGE
0.60
box to come Down while MTI's can be opened or closed
0.85
SEV'ERE
0.80
while the truck is moving. Do not hesitate interpolating the
1.05
times if known or expected conditions indicate longer or shorter times
.
_8. Add appropriate times together for Total Fixed Time
,
.

...s- )

~tion

mino

mln.

mino
mino

11I,Variable Times: (See instructions and Table 18 then complete the graph below.)
1

TRAMMING
CYCLE
HAULLOADED

T RETURN EMPTY

7)

6~ .

HAULLOADED
RETURN EMPTY

2
ONE WAY HAULAGE SEGMENT.
METERS

:250
2.~O

646.6

4'/;D

3
%GRADE
(+) if up
(-) if down

-&

4
AVERAGE
SPEED
kp/h

/60

...e-1- /D ~

/6,(3
G,b

-/r;> %

Q,b

5
MUL TIPL y COL.
4 x 16.67 =
METERS/MIN.

6
TIME - divide
col. 2 by col. 5
MINUTES

0,7'1"

2667
26"",7
/lO. C>
" '-t), O

O, rq.,
$20
1, 'lO

HAUL LOADED
RETURN EMPTY
HAUL LOADED
RETURN EMPTY
TOTAL VARIABLE TIME, ADD COLUMN 6.

)5. CJ!

9. Add the Above Line With Line 8 for Total Truck Cycle Time
.;ection IV, Production Calculations:
"0 T'
H
Estimators generally use a 50 or 55
nps per our: mmu
. t e pro d uc t'Ion hour.

(Production hr/minutes 55 )
_3_, _b__
.. 9 cycle time /_??
(Line
.. :>.::> rnin.)
-.1. Production per Hour=Il.ine 10 3 b
trips/hr.) x (Line 4 Payload 2-3, 7
tonnes) = 85': 32
2 FI t S' . (Production desired or required 2.$""0 tonnes/hr.) _
:Z. 9:>
Number of Mine Trucks.
ee rze:
(Line 11 production IJ:JZ
tonnes/hr.)
Round to higher whole.
Section V, Estimated Cost per Tonne of Production:
costs then use the below formula.) Hypothetical
Loader O & O cost/hr.Q30. 0Cl.t [(Truck cost/hr#21.~
(Line 11 production IYS: 32. tonnes/hr.) x (Line

mino
mino

trips/hr.

l'

tonnes/hr .

--

(Use the O & O forms to estimate both loader and truck O & O
example based on U.S. $:
Number of trucks, line 12 3)] __
77e cost/tonne.
.s r
12 number of truc~s.3
)
-'-----'--'-.--

#0,

35

VI:HICLI: UWNIN6

AND OPERATING COST

ESTIMATING

A vehicle may PRODUCE at the desired rate but productivity must be at a

COSTallowing PROFITABLE PRODUCTION. Costs are divided into OWNERSHIP and OPERATING categories. Essentially, OWNERSHIP costs are made
up of INVESTMENT and DEPRECIATION values and are charged against
PRODUCTIVITY of the vehicle on an HOURL y BASIS. This theoretically
provides a RESERVE of CAPITAL with which to replace the vehicle when
it is no longer ECONOMICALL y SERVICABLE.
HOWEVER, many countries encourage capital investment with special tax
laws and credits that may have the effect of recovering invested capital
by means OTHER THAN CHARGING IT AGAINST PRODUCTIVITY. This should
be discussed with your customer who will usually want to use his own
formulas based on local customs and tax laws to compute OWNERSHIP
COSTS.
Using the STRAIGHT UNE method we suggest in our estimating form will
usually result in much HIGHER OWNERSHIP COST than would be shown
using more sophisticated methods used by most companies.
OPERATING COSTS cover the HOURL y cost to operate, maintain and repair the vehicle over its expected usefullife. These costs vary widely for an
infinite number of reasons not only applying to JOB CONDITIONS but to
DIFFERENCES in LABOR and PARTS COSTS in different areas of the world.
On the following pages, our estimating form and instructions establish
GROUND RULES based on certain ASSUMPTIONS that will allow us to
compare similar items with our competitors. The formulas use FACTORS
that may be adjusted to reflect experience or records. The tables provide
suggested figures to use but may be interpolated to reflect experience or
records.
THE METHODS SUGGESTED, FIGURES GIVEN AND FORMULAS USED ARE
FOR ESTIMATING PURPOSES ONLY AND NO GUARANTEE IS OFFERED
THAT RESULTANT COST ESTIMATES CAN BE ACHIEVED IN A GIVEN
SITUATION.

37

o & o INSTRUCTIONS

ANO TABLES

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

TABLE 6. DEPRECIATION HOURS

Job
Conditions
EXCELLENT
AVERAGE
SEVERE

Useful Life/Hours
Trucks
Scooptrams
20,000
15,000
10,000

30,000
25,000
20,000

TABLE 7. DELlVERED PRICE

AVERAGE ANNUAL INVESTMENT
Years
1
2
3
4
5
6
7

Factor
1.00
0.75
0.67
0.63
0.60
0.58
0.57

SECTION 11I:OPERATING COSTS: UNE 11. We are looking for AVERAGE conTABLE 8. ESTIMATED FUEL CONSUMED
sumption over a ONE HOUR PERIOD. Where records or experience can't tell
GALLONS PER HOUR.
you the precise number, TABLE 8 suggests figures to use for estimating. The
Low
High
Average
Engine
Model
low column suggests LONG TRAMMING DISTANCES on LEVELor NEAR LEVEL
1.7
0.9
2.6
F4L-912W
haulageways. The high column suggests VERY SHORT DISTANCES or STEEP
RAMP operations. ESTIMATING AVERAGE HOURLY FUEL CONSUMPTION IS
1.3
3.9
2.6
F6L-912W
RATHER IMPRECISE andyou should understand how it works. Most engine
2.4
7.2
4.8
F6L-714
manufacturers establish fuel consumption rates on a DYNOMOMETER with
3.2
9.7
6.5
F8L-714
DIRECT DRIVEand provide a curve showing fuel consumption in POUNDS PER
8.1
4.1
12.2
F10L-714
HOUR or GALLONS PER HOUR at that power and r.p.m. point. In a normal auto4.9
14.8
9.9
F12L-714
motive type application the horsepower need during an hour period will fluctu6.4
19.1
12.7
BF12L-714
ate greatly so we have to make an estimate and come up with our TABLE 8 of
1.7
3.5
5.3
AVERAGE CONSUMPTION and REFLECTING THE HIGHER CONSUMPTION OF
3304 NA
5.2
TOROUE CONVERTER DRIVE. The point being made is that if a competitor with
2.6
7.9
3306 NA
the same type of equipment with the same engine comes up with a substantially
Liters = gal. x 3.7854
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
of FUEL COSTS. This assumes that the more fuel used, the larger the engine and equipment and preventive maintenance cosrs:
will rise accordingly. Do not hesitate usinga different percentage if records or experience dictate. UNE 13 is self explanatory
if repair costs are known from records or experience. If not known, the costs may be estimated using the formula at UNE 13(a'
The formula assumes:
1. A vehicle will generate REPAIR COSTS equal to 75% of its FACTORY UST PRICE over its useful life. The 75% figure applleer
REGARDLESS of JOB CONDITIONS simply being expended faster over a shorter useful life, slower over a longer useful life.
You can adjust the 75% figure up or down if experience dictates. Be sure to use unit list price plus on site costs rather than delvere -'
price if different.
2. Repair costs are divided equally, 50% labor, 50% parts and assume labor at U.S. $8.00 per hour, parts at suggested list pricb-;f.o.b. Portland. If you know that in your part of the world, labor costs 30% less than $8.00 but you must sell parts 20% higher
than suggested list price, you would decrease the hourly cost by 10%,30% less 20% = 10%.
UNE 14, TIRE COSTS - NO RECAPS USED: There is wide
TABLE 10. TIRE WEAR AND FACTORS
variance in reported tire life underground. TABLE 10 sugJob
Tire Life/Hours
Number
Wear
gests AVERAGE life in HARD ROCK and should be interConditions
Trucks
Scooptrams
Recaps
Factor
polated in softer material such as coal, potash, etc. Select
estimated life and use at UNE 14. The 1.10 factor in the forEXCELLENT
4,000
110
1,300
6
mula reflects 10% longer life of tires run to destruction rather
AVERAGE
800
3,500
4
1.00
than saving 10% tread to accept a cap. UNE 14(a) RECAPS
SEVERE
3,000
2
0.90
400
WILL BE USED: There is wide variance in the recapping
industry as to the number of times a tire can be capped, life of caps compared to new, cost of caps compared to new. USLJall
local experience can guide you but if not available, TABLE 10 suggests AVERAGE number of recaps. It suggests wear factor_
1.10 being 10% longer life, 0.90 being 10% shorter cap life than new life. INTERPOLATE TABLE 10 as discussion or experience
might dicta te. EXAMPLE: Tire life 1,500 hours, 4 caps possible, cap life 10% longer than new, recap COSTS 75% of new tire
cost, you would use;
,/'

___
N:....:..::e..:..:w~t::..:i
r:..::e~c::..:o::..:s::..:t-'-,
L=-I:.:..N.:..:E=-4...:....::S~42.:,
7.:..:0::..:0=-+~(:.:..R:..::e:..::c-=aJ::p.:..:t.:..:.i
r:..::e.:..:c:....:o:..:s:..:.t...c:$:..::32.:'
5:..:2:..:5~)....:.x=-(~n:..::u:.:..m:.:..b=-e::..:r_o=-f~c::..:a::..!p::..:s::..!.,~4~)
= $2.32 hr.
New operating hours, 1,500 + (Cap operating hours, 1,500) x (wear factor 1.10) x (caps 4)
Using your own figures you can fill in and complete the blank formula at UNE 14(a).
The balance of the estimating form is self explanatory.

38

'-HIClE OWNING
~"DOPERATING COST
:iTIMATING
ustorner
El Vehicle

This form can be used with any monetary

system after converting U.S. dollar prices.

4JA)< f?/)//)) r:r

\2"COOf?

CO,

Location

c:sr:a

Model Designation

ection 1,Vehicle Costs and Adjustments:

1 '3uggested factory list price, incL options. (/15',000
:; =reight, duties, fees, etc. to land on site.
(
6/000
3:-Total delivered price, add lines 1 and 2. (/;2./1000

.,Jt1jtJt(}

c~e~

W/s e- .

l~W

Preparer

Z;S-/7b
7

Date/Z

Selling price

//5; OOD

. . . . . . . ..

6/

.. .. ... . . . ... . . .... . . .. . .. .. . .

)

4 ~ess Tire Cost: The price the customer would pay to replace Al! vehicle tires which are
.
deducted from Depreciation
Costs and treated as a Wear Item
(
5-:-Net Vehicle Value to use for depreciation
computation
at line 9, line 31ess line 4. . . . . . . . . . . . ..

OD ()

/:iz.-!/CX/O
d 700

Yt- t

I/iu 3z>O

tion 11,Owning Costs: Usually, a customer will want to apply his own formulas based on local tax regulations and
toms. Using the below method will result in showing a quite high ownership cost when compared to more sophistiated methods used by most companies. Consult With Your Customer.
Determine the NU;lr
of Hours the Vehicle is Expected to Work Per Year.
d
=
hrs. per year.
Hours per day
x Days per week
= 70 x Weeks per year
I
T.Vears to Depreciate: See instructions and Table 6 and then use;
(Table 6 hours
/)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; De)
) x (Table 7 factor J. ~8 ) x (l., 1.&T. /2
)=
per hour.
t

31-10

Ir

rYi!, b

1t

(Hours per year from Une 6

2J0
)
0:-Hourly Depreciation
Cost: (No allowance made for resale or salvage value)
(Une 5 value to depreciate
j Ik. ( 3>
(Total useful hours, Table 6
1$, l)l)O)

ao )

2 .s;

3 2 yo
/

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

tion 11I,Operating Costs:
1 Fuel Cost: (Gallons/hr. see Table 8

6 . S-

6
) x (Cost/gaL

O. t. 8'

)=

2~Preventive Maintenance:
Lubricants, filters and labor to accomplish the
work. Estimate as a percentage of Une 11 = .25% x Une 11
,lb
:: Repair Costs: May be known from experience or records, enter Known Cost ...
--(a) Where hourly repair costs are not known, the below formula may be used
to estimate them. For the line 3 price in the formula, be sure to use the
suggested FACTORY LlST PRICE plus on site costs if different from
SELLlNG PRICE.

(a) Recaps Will Be Used: See instructions

-and complete the below formula.

700 +

showing

i )] _/g/StJO

f( 3, ->2.>") x (
) x (//0)

.~So. + [( /St>o

and example

x ( '1..

O;

,60

%)

9,0 z.--

per hour.

hr.

___

hr.

163

hr.

---

hr.

how to fill in

)] (DO
- . . . . .. . . . .
o:-Tlre Repair Cost: Estmate as 15% of hourly tire cost. .15% x
2,32-6. Operator Hourly Wages, including all fringe benefits
~ Add Unes 11 Through 16 For Total Operating Costs . . . . . . . . . . . . . . . . . . . . . . ..
~ction

per hour.

0,71 hr.

-3

(Une 3 price
/2& Oc)O ) x (Factor .75% or as interpolated
(Usefullife selected or interpolated from Table 6 I? I Ot2

Tire Costs: See instructions and Table 10

--N R
U d
(New tire cost from Une 4
o ecaps
se : (Tire life/hrs. Table 10
) x (1.10)

3,lb

{,lb

2'? 2--

0,3S

z ,2fJ

/[{,IS'

hr.
hr.
hr.
hr.

IV, Total Hourly Ownership and Operating Cost: Add Unes 10 and 17 . . . . . . . . . . . . . ..

per hour.

2, I

per hour.

39

APPENDIX

ER
~

(j MINIt

EQUIPMENT ~.
1

GRADE
CONVERSION
GRAPH

1~
13
12
11
10

[fJ

a:

--1

<t:

f---

a:
w

LL

>
O
[fJ
f---

4
3
2

o
3

UNITS

40

16

8
OF HORIZONTAL

LENGTH

17

18

19

20

21

COOPTRAM
1I0URLY PRODUCTION
:STIMATING (NOTE: Assumes constant availability
(Metric System)

<@S
~

~ER

MINING
EQUIPMENTSE

of material to be trammed.)
Instructions and tables on reverse side .

.~ustomer: -------Mine Name/Location:

Prepared By:

ecton 1.General Data:

1. Proposed Scooptram Model:
2. Rated Tramming Capacity:

kg.
m3

_ 3. Standard Bucket Capacity, Heaped:

Date:
Elevation, AM.S.L.

4. Clearance: Vehicle/Wall_
5. Type of Material to Move:

_
m.

m. Operator/Back _

6. "Loose" Weight of Material:

m.
_

kg/m3

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
) x (line 6
)=
kg.
-8. Indicated Payload, (Iine 7
) x (Iine 3
)=
kg. If substantially larger than
Rated Tramming Capacity, line 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
)
m3
--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 =
m3 to use at line 10.
0. P I d
tri (Une 7
ay oa per np

) x (Une 9 bucket
1000

Section 11I.Cycle Time:

~1. Fixed Time: (LoadlDump/Maneuver,

1
One-Way
Segment
Meters

___

1000

tonnes.

from TABLE 2.)

Variable Time Estimating Table From Tables 3 and 4

2
3
4
%orO
Estimated
Multiply Column 3
Grade
Speed
x 16.67 = m.lmin.
+or =
Kilometers/Hour
and Enter Here

___

minutes

. ___
. ___

minutes
minutes

5
Divide Col. 1
By Col. 4for
Time in Minutes

Haul
Return

r Haul
Return
Haul
T~eturn
dd Column 5 for Total Variable Time and enter at Une 12

-T2. Total Variable Time

13. Total Cycle Time (add lines 11 and

12 here)

__ectlon IV. Trips Per Hour: (An hour is assumed at 50 minutes to account for various operating
50
___
trips per hour.
(total cycle time from line 13
_
-Section V. Production Per 50 Minute Hour:
(trips per hour, Section IV
) x (payload per trip, line 10
-iection

VI. Estimated Cost of Production: (Requires the

(Scooptram O & O cost/hour
)
(total production per hour from Section V
_

delays.)

tonnes/hour.

use of Hourly O & O Cost form)

_____

Cost per tonne.

-OTE: The tables, figures and instructions given in this form are based on wide experience but are not a GUARANTEE
+I-eperformance results suggested will, in fact be achieved and are for estimating on/y.
......armNo. WG-128-7

Copyright 1978 Wagner Mining Equipment Co.

41

TAlLES AID IISTRUCTIOIS

TABLE

1. BUCKET

BLASTING
FRAGMENTATION

Section 1. Lines 1 through 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 materiallS known, "loose" 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.

FILL

FILL
FACTOR

GOOO

1.00

AVERAGE

0.98

POOR

0.96

Section 11. 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 fulI, 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 10 are self explanatory.

TABLE 2. FIXED TIME

LOAD/DUMP/MANEUVER
JOB
CONDITIONS

TIME
MINUTES

EXCELLENT

0.80

AVERAGE

1.10
1.40

SEVERE

TABLE

5pecific
Popular
Scooptram
Model
EHST-1A

Section 111. Line 11, TABLE 2 suggests fixed times to use for 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.

3. AVERAGE

EHST-1A
Job
Conditions
km/h
*9.4
EXCELLENT
8.0
AVERAGE
4.0
SEVERE
NOTE: Asterisk denotes

(Metric System)

TRAMMING

HST-1A
km/h
*12.0
8.0
4.0
maximum

SPEEDS,

LEVEL

AII ST-2 5T-3'hto13

km/h
km/h
16.0
*16.0
12.0
12.0
8.0
8.0
gear train speeds.

HST-5(S)
*15.2
12.0
8.0

TABLE 4. KILOMETER5
PER HOUR
Up Grade: Estimated
"5afe" 5peeds Down Grade
5% - 2.90
10% - 5.70 15% - 8.50 20% - 11.30 25% - 14.00
Load Empty Load Empty Load Empty Load Empty Load Empty
Up Down Up Down Up Down Up Down Up Down

5peeds

9.2

9.3

8.4

9.3

7.6

9.3

6.8

9.3

5.8

9.3

12.2
8.4

12.2

8.2

12.2

6.4

12.2

5.1

12.2

4.3

12.2

9.8

5.6

9.8

4.3

9.8

3.53

9.8

2.9

9.8

ST-28

7.9

11.3

4.7

6.4

3.5

6.3

2.6

2.9

2.3

2.3

ST-28(S)

8.5

12.1

4.8

4.0

6.3

2.3

2.3

7.9

11.3

4.7

3.5

5.6

2.3
2.4

3.1

ST-20

6.8
6.4

3.2

2.1

2.1

ST-20(S)

8.8

11.3

5.5

6.4

4.5

6.3

3.2

4.8

2.6

2.6

ST-3'h

8.0

11.3

4.6

7.2

3.0

6.1

2.5

2.1

2.1

ST-5A

14.0

17.7

8.4

10.5

6.6

4.7

4.3
6.4

4.0

4.0

2.9

4.3

2.7

2.7

4.2

4.8

3.5
3.4

HST-1A
HST-5(S)

ST-5A(S)
ST-58

9.7

16.1

5.6

8.2

4.5

10.3
6.4

12.1

17.7

7.6

9.7

4.8

6.1

ST-5E

11.7

17.7

7.1

9.8

4.8

6.1

4.0

4.5

3.5
3.4

ST-8

10.8

16.9
17.4

6.8
6.4

9.7

5.1

7.6

3.9
3.4

4.8

3.4

ST-13

10.3

10.5

3.9

6.1

4.7

To convert
Cu. yds.

cubic YAROS to cubic

x .765 =

To convert
Cu. m.

cubic METERS to cubic

xl.308 =

2.9

3.4

Table 4. For selected grades, table 4 gives specific

speeds LOADED, UP GRADE. DON'T FORGET TO
CORRECT FOR ELEVATIONS SUBSTANTIALLY ABOVE
SEA LEVEL if applicable.
Estimated SAFE SPEEDS are given ter EMPTY RETURN BACK DOWN THE GRADE.

TABLE
MODEL

yards use;
cu. yds.

Wagner Mining Equipment Co, rates buckets in

accordance with SAE. standards in increments
010.25 cubic yards. II working in yards, request
an aptional bucket closest to the OPTIMUM size
lound at line 9.
If working in the metric system, convert to cubic
yards and request the size closest to that
conversion.

= Std.
= E-O-D

EHST-1A
&
HST-1A

ST-28
&
ST-28(S)

0.765

1.25
1.50

0.956

2.0

1.53

ST-20
& 20(S)

ST-5A
& 5A(S)
&
ST-5E

#
#

ST-58

*
*

*
*

*
ST-50(S)
/

ST-8
ST-13

BUCKET CAPACITIES
cu. yds_
CU. m.
1.0

*
*

#
#
#
#
#
#
#
#
#

2.9

meters use;
cU.m.

With your request lar an optional bucket,

lurnish us the "LOOSE" material weight and
the estimated or KNOWN bucket lill factor so
that Wagner Mining Equipment Co. may evaluate yaur request lar the size bucket.

Table 3. AVERAGESPEEDSATIAINABLE on level or

near level haulage may be limited by JOB CONDITIONS
or the maximum speed available through the vehicle
transmission. The 16 km/h shown in Table 3 is considered OPTIMUM, seldorn found in underground operations. Loaded HAULAGE and EMPTY return assume
the same speed on LEVEL TRAMMING.

1.14

2.5

1.91

3.5

2.68

2.0

1.53

2.5

1.91

4.0

3.05

5.0

3.82

6.0

4.59

6.5

4.97

7.0

5.35

4.0

3.05

5.0

3.82

6.0

4.59

7.0

5.35

8.5

6.50

6.5

4.97

8.0

6.11

13.0

9.94

BUCKET SIZES NOT SHOWN IN TABLE 5 MUST BE "SPECIAL QUOTED" BY THE FACTORY.
4?

.COOPTRAM
JlOURLY PRODUCTION
-:STIMATING

~ER
~

(j

MINING

EQUIPMENT~

(NOTE: Assumes constant availability

of material to be trammed.)

(~nglish System)

Instructions and tables on reverse side.

-.:rUstomer:

Prepared By:

Date:

Mine Name/Location:

Elevation, A.M.S.L.

ft.

1, General Data:

_ection

4. Clearance: Vehicle/Wall_

1. Proposed Scooptram Model:

2. Rated Tramming Capacity:

lbs.

-d. Standard Bucket Capacity, Heaped: __

~~_

y3

ft. Operator/Back

ft.

5. Type of Material to Move:

6. "Loose" Weight of Material:

lbs., y3

11, Payload Per Trip: (Estimated actual payload and computation for optimum size bucket, SEE INSTRUCTIONS)

-ection

_l. Loadable Weight

Per y3 : (bucket fill factor, if any

) x (line 6

) =

lbs.

8. Indicated Payload
(Iine 7
) x (line 3
) =
__lbs. If substantially larger
than rated Tramming Capacity, line 2, consider ordering a smaller bucket to avoid Ovrloading. If substantially
smaller, consider a larger bucket to take full advantage of the vehicle rated capacity.
9. Optimum Bucket Size: (I~ne2
) =
~_ 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
). Payload Per Trip: -----------------

) x (Iine 9 bucket

y3)

2,000

= ------

2,000

Tons.

Section 111. Cycle Time:

1. Fixed Time: (Load/Dump/Maneuver,

-\

from TABLE 2.)

minutes

=---

Variable Time Estimating Table From Tables 3 and 4

1
One~Way
Segment
Feet

+aul
TReturn
. I '{aul
~eturn

HauI
Return

-----

---

2
-

% or

Grade
=

+ or
--

---

Divide Col. 1
By Col. 4 for
Time in Minutes
f---------------

----------

--

-- 1-----

--

Multiply Column 3
x 88 = ft./min.
and Enter Here
--

1-------

Estimated
Speed
Miles/Hour

f----f-----

f---------------

--- --

--

dd Column 5 for Total Variable Time and enter at Une 12

12. Total Variable Time

3. Total Cycle Time (add lines 11 and 12 here)

minutes

_ ~_minutes

"Section IV: Trips Per Hour: (An hour is assumed at 50 minutes to account for various operating delays)

50
(total cycle time from line 13

trips per hour.

.Section V. Production Per 50 Minute Hour:

(trips per hour, Section IV
Section VI. Estimated Cost of Production:

) x (payload per trip, line 10

___

tons/hour.

(Requires the use of Hourly O & O Cost form)

(Scooptram O & O costlhour

(total production per hour from Section V

Cost per ton.

. 'OTE: The tables, figures and instructions given in this form are based on wide experience but are not a GUARANTEE
le performance results suggested will, in fact, be achieved and are tor estimating onty.
Print"rl in liSA

TAlLES AND INSTRUCTIONS

TABLE 1. BUCKET FILL

BLASTING
FRAGMENTATlON
GOOO
AVERAGE
POOR

FILL
FACTOR
1.00
0.98
0.96

TABLE 2. FIXED TIME

LOAD/DUMP/MANEUVER
JOB
CONDITIONS
EXCELLENT
AVERAGE
SEVERE

TIME
MINUTES
0.80
1.10
1.40

(English System)

Section l. Lines 1 through 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 11. 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 10 are self explanatory.
Section 11I. 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.

TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL

EHST-1A HST-1A
AII ST-2 ~T-31f2to13 HST -5(S)
mph
mph
mph
mph
mph

Job
Conditions

EXCELLENT
*5.9
*7.5
*10.0
10.q
8.0'
AVERAGE
8.0
5.0
5.0
5.0;,
SEVERE
3.0
5.0
3.0
NOTE: Asterisk denotes maximum gear train speedss
TABLE 4. MILES PER HOUR
Specific Speeds Up Grade: Estimated "Safe" SpeedsDown
Popular
Scooptram
Model
EHST-l A
HST-1A
HST-5(S)
ST-2B
ST-2B(S)
ST-20
ST-2D(S)
ST-31h
ST-5A
ST-5A(S)
ST-5B
ST-5E
ST-8
ST-13

5%Load
Up
5.7
7.6
5.2
4.9
5.3
4.9
5.5
5.0
8.7
6.0
7.5
7.3
6.7
6.4

*9.5
8.0
5.0

Grade

2.9
10%- 5.70 15%- 8.50 20%- 11~C 25%Empty Load Empty Load Empty Load Empty Load
Down Up Down Up Down Up DolNn Up
5.8 5.2 5.8 4.7 5.8 4.2 518 3.6
7.6 5.1 7.6 4.0 7.6 3.2 r.s 2.7
6.1 3.5 6.1 2.7 6.1 2.2 6:1
1.8
1.4
7.0 2.9 4.0
2.2 3.9
1.6 1~
1.4 1.9 1.4
7.5 3.0 4.2
2.5 3.9
1.0 2.9 4.0
2.2 3.5
1.5 2~0 1.3
7.0 3.4 4.0
2.8 3.9 2.0 3.0
1.6
7.0 2.9 4.5
1.9 3.8
1.6 2,7
1.3
11.0 5.2 6.5 4.1 6.4 2.9 4.0 2.5
10.0 3.5 5.1 2.8 4.0
1.8 2.7
1.7
11.0 4.7 6.0 3.0 3.8 2.6 3.0 2.2
11.0 4.4 6.1 3.0 3.8 2.5 2.8 2.1
2.4 3.0 2.1
10.5 4.2 6.0 3.2 4.7
10.8 4.0 6.5 2.4 3.8
2.1 2.9
1.8
0

To convert cubic YAROS lo cubic meters use;

Cu. yds.
x .765 =
cu.rn.
To converl cubic METERS lo cubic yards use;
Cu. m.
x 1.308 =
cu. yds.

14.00
Empty
Down
5.8
7.6
6.1
1.4
1.4
1.3
1.6
1.3
2.5
1.7
2.2
2.1
2.1
1.8

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 considered OPTIMUM, seldom found in underground operations. Loaded HAULAGE and EMPTY return assume thesame speed on LEVEL TRAMMING.
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.
Estimated SAFE SPEEDS are given for EMPTY RETURN
BACK DOWN THE GRADE.

Wagner Mining Equipmenl Co. rates buckets in

accordance with S.A.E. standards in increments
010.25 cubic yards. If working in yards, request
an optional bucket closest to the OPTIMUM size
lound at Iine 9.
If working in the metric system, convert to cubic
yards and request the size closest lo that
conversion.
With your request for an optional size bucket,
furnish us the "LOOSE" material weight and
the estimated or KNOWN bucket fill factor
so that Wagner Mining Equipment Co. may
evaluate your request for the size bucket.

TABLE 5
MODEL
EHST-1A
&
HST-1A
ST-2B
&
ST-2B(S)
ST-2D
&2D(S)
ST-5A
& 5A(S)
&
ST-5E
ST-5B
ST-5D(S)

ST-8
ST-13

BUCKET CAPACITIES
* = Std.
cu. m.
# = E-O-D cu, Vds.
*
1.0
0.765
#
0.956
1.25
#
*
1.14
1.50
*
1.53
2.0
#
*
1.91
2.5
#
*
2.68
3.5
#
*
1.53
2.0
#
*
1.91
2.5
#
*
4.0
3.05
#
*
5.0
3.82
#
*
6.0
4.59
6.5
4.97
#
*
7.0
5.35
#
*
4.0
3.05
*
5.0
3.82
#
*
4.59
6.0
5.35
7.0
#
8.5
6.50
#
*
4.97
6.5
#
*
6.11 - I
8.0
#
13.0
9.94

BUCKET SIZES NOT SHOWN IN TABLE 5 MUST BE "SPECIAL QUOTED" BY THE FACTORY.
AA

:~TIMATIN6TUNNI:L AND RAMP

l\4UCKING TIMES
':nglish

System)

Section

Instructions

1,Customer/Job

and tables on reverse side.

Name:

1. Tunnel Length

Date:

% or -

ft. Grade, Loaded +

_ 2. Tunnel Dimensions,

Height

ft.

Width

ft.

Elevation AMSL

Depth of blast

ft.

ft.

Section 11,Volume and Weight to Move each Blasting Round: (See instructions on reverse side.)
3. Total "Loose" volume per blasting round
y3 (supplied by customer).
3(a). Material weight per "Loose" cubic yard
4. Total weight to muck, (Iine 3
_)ection

11I,Scooptram

tons/y> (Supplied

y3) x (line 3(a)

Model and Bucket Size Selection,

5. Model selected

Rated capacities:

6. Bucket "Fill Factor", see instructions

b

tons.

Payload and Number of Trips To Muck Each Round:

Volume

y3 Tramming

and select a factor from TABLE 1

_ 7. Loadable weight per cubic yard: (Iine 3(a)

ti

by customer).

tons/y3) =

tons.

tons) x (Iine 6 factor

tons.

k t s!
uc e size:

(line 5 tramming capacity

tons)
8. O p imum
(l'
7
. ht
t)
me werq
ons
Scooptrams may be equipped with optional size buckets in increments of 0.25 cubic yards, larger or smaller. Round
off line 8to the nearest quarter, half or whole size for level haulage. On steep ramps, loaded, always round to the
lower quarter, half or whole size.
9. Selected bucket size
y3x line 7 tons
y3 =
tons/trip.
-.
.
(tons from line 4
)
___
trips, rounded to higher whole.
10. Tnps required
(T
T' f
L'
9)
ons/ np rom me
-eecton IV, Cycle Time Estimate:
(See instructions on reverse si de)
11. Allocated Mucking Time, (supplied by the customer to blend with other cycles of advance)
11 (a). "Fixed Time" To Load/Dump/Maneuver,
see Table 2 and instructions and use;
(Table 2 minutes
) x (Iine 10 trips
) =
11 (b), "Cleap Up" at the face preparing for the next drilling cycle. Discuss with
your customer and enter estimated time to "Clean Up" the round
11 (c). Distance Between the Portal and the Dump Point: Discuss with your
customer and if an important consideration, find the time with;
(One way distance
f1.) x (2) x (line 10 trips
)

of Time, add lines 11 (a) through

_ 3. Available Tramming

Time For Mucking, subtract

min.

mino
mino

___

(Speed from Table 3 or 4

mph) x (88)
11 (d). Other Deductions of Time, if any, from Tramming Time. . . . . . . . . . . . . . . . . . . .
~2. Total Deductions

. _____

mino
mino

11 (d)

'-(

..!...)

line 12 from line 11 . . . . . . . . . . . . . . . . . . . . . . . . .

mino
mino

Section

V, Calculating line 14 will give the Total Distance the Tunnel Face can be Advanced within the Allocated Mucking
Time, at which point the first Rehandling Station would be installed.
-~4. From Tables 3 or 4, select the Average Speed in mph you expect to maintain Inside the Tunnel. If on a Steep Ramp,
climbing and descending at two different speeds it is acceptable for estimating purposes to add the speeds together
and divide by 2.
(average speed

mph) x (88) =

x (line 13

min.)

_______
teet,
(Iine 10 trips
) x (2)
. 5. If total tunnellength,
UNE 1 exceeds the distance at Line 14, find the Distance you can muck out between the first Rehandling Station and the advancing face.
(average speed __

mph) x (88) =

----~------~

x_(,-li_ne_1_3 m_i_n_.
+_li_n_e_1_1--,-(c---,-)
m_i_n--,-.)
=
(line 10 trips __
) x (2)

6. If tunnellength,
line 1 is still longer than lines 14 and 15 ADDED TOGETHER, find the number of additional
stations required to hole through with;
(Iine 1 feet

ft.
re handling

+ line 15 ft.
___
Rehandling Stations.
(Iine 15
feet)
Une 16 whole numbers represent required, additional rehandling stations while a decimal represents additional distance to hole the tunnel through from the last station. SEE INSTRUCTIONS.
t-orm No. WG-126-7

) - (Iine 14 ft.

Copyright 1976 Wagner Mining Equipment CO.

Printed in USA

45

INSTRUCTIONS ANO TABLES FOR ESTIMATING TUNNEL, RAMP

ANO OEVELOPMENT MUCKING TIMES (ENGLlSH)

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 1000feet 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
LOAO on every pass. FRAGMENTATION, JOB CONOITIONS, concentration of OPERATORS may
FACTOR
CONDITIONS
all team up to prevent getting a FULL, RATEO BUCKET LOAO each and every pass. EXCELLENT =
EXCELLENT
1.00
1.00 represents the FULL RATEO VOLUME LOAO of the BUCKET and is extremely OIFFICULT TO
AVERAGE
0.98
ACHIEVE consistently. UNE 7 applies your selected FILL FACTOR to the "LOOSE" WEIGHT
0.96
to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOAOEO into the bucket. UNE 8
SEVERE
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.
Section

UNES 9 and 10 are self explanatory

Section IV: UNE 11:The customer will select a MAXIMUM MUCKING TIME to blend with other elements of the tunnel advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOAO/
OUMP 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 OIMINISHES, the time to
load goes UP while PROOUCTIVITY goes OOWN and several passes may be required to get a LOAO
WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE
or otherwise prepare the face for the next drilling cycle should be discussed with the customer and
the estirnated TIME establlshed.
----

*10.0
*9.5
EXCELLENT *5.9
*7.5
10.0
8.0
8.0
AVERAGE
5.0
5.0
8.0
5_0
5.0
5.0
SEVERE
3.0
3.0
NOTE:Asterisk denotes maximum gear train speeds.
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
to FACE IS ESTABUSHEO. TABLES 3 and 4 suggest speeds to use at line 11 (e)
and lines 14 and 15. Interpolate the values if experience dictates faster or
slower speed. REMEMBER, faster speeds are often possible OUTSIOE the
tunnel than would be attainable INSIOE where CLEARANCES MIGHT BE RESTRICTEO. UNE 11(d) allows entering any other anticipated delays not included
in "CLEAN UP" time. UNES 12 and 13 are self explanatory.

lt

EXCELLENT
AVERAGE
SEVERE

0.80
1.10
1.40

Popular
5% - 2.9
Scooptram load Empty
Up Down
Model
EHST1A 5.7
5.8

HST-1A
HST-5(S)
ST-28
ST-28(S)
ST-2D
ST-2D(S)
ST-5A

7.6
5.2
4.9
5.3
4.9
5.5
8.7

7.6
6.1
7.0
7.5
7.0
7.0
11.0

6.0
~S)
ST-58
7.5
ST-5E
7.3
----r----

10.0
11.0

10%- 5.P
15%- 8.5 120%- 11.3 25%- 14.0'
load Empty load IEmpty loa1mpty
load EmptIT
Up Down Up Down Up Down Up Down
4.2
3.6
5.2
5.8 4.7
58
5.8
5.8
5.1
7.6 4.0
7.6 3.2
7.6 2.7
76
2.7
6.1
2.2 6.1
3.5
6.1
18

a1

2.9
3.0
2.9
34
5.2
3.5
4.7

11.0
44
:-;;-;:-t-;--;;6.7 10.5 4.2
S!-13_cJl-,-~_!08
4.0

tifk

4.0
4.2
4.0
4.0
6.5
5.1
6.0
6.1

1.6

1.8
1.9

22
2.5
2.2
2.8
4.1
2.8
3.0

3.9
3.9
3.5
3.9
64
4.0
3.8

2.6

3.0
3.2

3.8
4.7

2.5
2.8,
2.4 I ~

2. 1

~U29

1.8

~,O
6.5 ~~

14
1.5
2.0
2.9
1.8

2.0
3.0
4.0
2.7
3.0

1.4
1.4
1.3
1.6
2.5
1.7

1.4
1.4
1.3
1.6

I
I

2.5...,..1.71

c--:c- ---:c------,

2.2 ,2.2

f:'~
-;;--;-

--.!-,-~T

are self explanatory. Line 16: Use FIG. 13 to sketch in a tunnellayout

(a) Between the PORTAL and the 1st STATION, fill in the distance tror1st station, fill in the distanee shown at line 15 and starting there, sketch in required stations from line 16. (If none, skip to (e) ). Between eae
last station, (representing
the advaneing
tace), fill in the distanee from line 15. (e) Convert line 16 decimal to distanee = (decimal
_
fee!. On the layout, show this distanee as a PLUS to the last distanee entered and mark "hole through". AII distanees added togethertunnel distanee shown at line 1 on the estimating
formo

-L

[]~~J __d__
DUMP
POINT

TIME
MINUTES

----
TABLE 4. MILES PER HOUR
Specilic Speeds Up Grade: Estimated "Sale" Speeds Down Grade

TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL

AII ST-2 ~T-5 to 13 HST-5(S)
EHST-1A HST-1A
Job
mph
mph
Conditions
mph
mph
mph

Section V: Lines 14 and 15

line 14. (b) Adjacent to the
station and adjaeent to the
x (Iine 15 dist.
) =
should now equal the total

TABLE 2
JOB
CONDITIONS

PORTAL

-1-

~I~~

1st

FIG.13

REHANOUNG STATIONS

A deeision is now made to either aeeept a gradually

lengthening
total mueking
through Point is found with:
.
.
(Ieet lrom (e)
) x (2) x (Iine 10 trips
Max I m u m extra time = -'------'--'-----'---'---'----'------'------''--(Average speed in mph
) x (88)

time or install
____

one more

rehandling

station.

Maximum,

extra

mueking

time at the h."..,

minutes.

Assume you want to know the time required to muck out station 3. FIRST, you would not bother to "CLEAN UP" the station ah-o
would assume TWO LESS TRIPS PER ROUNO than entered at UNE 10. Therefore, you would re-compute UNES 11(a) and 11 (e)
using __
TRIPS and these new times AOOEO TOGETHER become t = __
minutes in the formula below WHERE:
d = Oistance in feet, PORTAL to FIRST STATION.
O = Oistance in feet, TOTAL from first station to station you are HAUUNG FROM.
T = Number of trips, UNE 10, LESS TWO TRIPS.
S = AVERAGE SPEEO mph estimated INSIOE the tunnel.
t

(d

+ O) x

(2)

(S) x (88)

(T)

____

+t
TOTAL. . .

46

minutes
minutes
minutes divided by 60 minutes

hours.

: TIMATING TUNNEL ANO RAMP

ruCKING TIMES
L..ric System)
r~ion

Instructions

1,Customer/Job

I Iunnel Length
c-runnel Dimensions,

and tables on reverse side.

Name

Date
meters.

Height

Grade, Loaded
m Width

% or m

Depth of Blast

% Elevation AMSL

m.

m.

Round. See instructions

on reverse side.
3
Lrotal "Loose" volume per blasting round
m (Supplied by customer)
3(a). Material weight per "Loose" cubic meter
tonnes/m3(Supplied
by customer).
3
3
1 rotal weight to muck, line 3
m ) x (line 3(a)
(t)/m ) =
tonnes.

tion 11,Volume and Weight to Move each Blasting

sctlon 11I,Scooptram Model and Bucket Size Selection: Select the Scooptram that will "Fit" the tunnel.
i, Scooptram
Model Selected
. Rated Capacities: Volume
m3. Tramming
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, m3: (Iine 3(a) weight
(t)/m3) x (line 6(a)
) =
3
.
.
(line 5 tramming capacity
(t) )
m x 1.308 =
'__)ptlmum Bucket Size:
(line 6(b) weight
(t)/m3)

(t).

(t)/m3.
y3

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 =
m3 to use At Line 9.
, )ayload in Tonsine 8 bucket size
- ..
l. Trips Hequired To Muck the Round:

m3) x (Iine 6(b) weight

(Tons from line 4
)
_____
(T
f
l'
9
)
ons rom me

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
)
11 (b): "Clean Up" at the face preparing for the next drilling cycle.
Discuss with customer and select estimated time to "Clean Up"
11(e): Time To Cover Distance Between the Portal and Dump Point. Discuss
with customer and if an important distance, find time with;
(One way distance
m) x (2) x (line 10 trips

(t)/m3)

tons.

trips, Round To Higher Whole.

_____

. ___

mino

. ___

mino

___
mino
(Speed from Table 3 or 4
Km/h x (16.67)
--I1(d): Other Deductions of Time, if any. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
mino
2. Total Deductions: Add lines 11 (a) through 11 (d) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
:: ~vailable Tramming Time for Tunnel Advance: Subtract line 12 from line 11. . . . . . . . . . . . . . . . . . .
-,--e

ection V, Calculating line 14 will give the Distance of Tunnel Advance

ming Time at which point the first Rehandling Station would
t -rorn Tables 3 or 4, select the Average Tramming Speed in kp/h you
-rlamp, climbing and descending at two different speeds, add them
x (line 13
'Averaqe speed
Km/h x (1667) = -------'---------'--.
(Iine 10 trips

min.

..!..)

mino
mino

from the Portal to the Face in the Available Trambe installed.

expect to maintain Inside the Tunnel. If on a Steep
together and divide by 2,
rnin.)
_____
meters.
) x (2)

):-,.f total tunnellength

line 1, exceeds the distance at line 14, find the distance of advance between the first rehandling
station and the face.
x (Iine 13
mino + line 11 (e)
min.)
___
m.
Average speed __
Km/h x (16.67) = ----'-----------'--'--------'(line 10 trips
) x (2)
3. If tunnellength, line 1 is stilllonger than lines 14 and 15 ADDED TOGETHER, find the number of additional re-handling
stations required to hole through with;
_ (line 1 meters

) - (Iine 14 m

+ line

15 m

--= __
rehandling stations.
(line 15 meters
)
. me 16 whole numbers represent required, additional rehandling stations while the decimal represents additional
listance to hole the tunnel through from the last station. SEE INSTRUCTIONS.

INSTRUCTIONS ANO TABLES FOR ESTIMATING TUNNEL, RAMP

AND DEVELOPMENT MUCKING TIMES (METRIC)

Section 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
Section 11:Line 3 is the product of line 2 dimensions "AFTER A "SWELL FACTOR" IS APPUED TO "IN BANK" VOLUME by the cu
tomer. 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 assrs-'
you in estimating these values. UNE 4 is self explanatory.
Section 11I:UNE 5 is self explanatory. UNE 6(a): TABLE 1 suggests corrections to be applied to

TABLE 1
BUCKET RATED CAPACITY to account for the fact you can seldom duplicate RATED HEAPED
JOB
FILL
LOAD on every pass. FRAGMENTATION, JOB CONDITIONS, concentration of OPERATORS may
FACTOR
CONDITIONS
all team up to prevent getting a FULL, RATED BUCKET LOAD each and every pass. EXCELLENT =
I
EXCELLENT
1.00
1.00 represents the FULL RATED VOLUME LOAD of the BUCKET and is extremely DIFFICULT TO
....,..; !
0.98
AVERAGE
ACHIEVE consistently. UNE 6(b) applies your selected FILL FACTOR to the "LO OSE" WEIGHT
0.96
to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOADED into the bucket. UNE 7
SEVERE
I
then applies this LOA DABLE WEIGHT EACH PASS establishinq the OPTIMUM BUCKET SIZE with
which to equip the Scooptram to take FULL ADVANTAGE OF THE RATED TRAMMING CAPACITY. UNE 8 is self explanatory.

UNES 9 and 10 are self explanatory

5ection IV: Line 11: The customer will select a MAXIMUM MUCKING TIME to blend with other elements of the tunnel advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOAD/
DUMP and MANEUVER related to JOB CONDITIONS. Interpolate the values if experience dictates.
UNE 11 (b): "CLEAN UP" TIME expresses the fact that as the muck pile DIMINISHES, the time to
load goes UP while PRODUCTIVITY goes DOWN and several passes may be required to get a LOAD
WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE
or otherwise
prepare the face
for the next drilling cycle should be discussed with the customer and
.
.
the estirnated TIME establlshed.
TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL
Job
Conditions

EHST-1A
Km/h
EXCELLENT *9.4
AVERAGE
7.0
SEVERE
5.0

HST-1A
Km/h

AIIST-2
Km/h

*12.0
7.0
5.0

*16.0
10.0
8.0

~)T-5to 13 HST-5(S)
Km/h
Km/h
21.0
14.0
8.0

*15.2
10.0
8.0

NOTE:Asterisk denotes maximum gear train speeds.

UNE 11 (e) Deducts TIME that may be required to TRAM a DISTANCE from the
tunnel PORTAL to the DUMP so the TRUE DISTANCE of the ADVANCE, PORTAL
to FACE IS ESTABUSHED. TABLES 3 and 4 suggest speeds to use at line 11 (e)
and lines 14 and 15. Interpolate the values if experience dictates faster or
slower speed. REMEMBER, faster speeds are often possible OUTSIDE the
tunnel than would be attainable INSIDE where CLEARANCES MIGHT BE RESTRICTED. UNE 11 (d) allows enterig any other anticipated delays not included
in "CLEAN UP" time. UNES 12 and 13 are self explanatory.

TABLE 2
JOB
CONDITIONS

TIME
MINUTEST

EXCELLENT
AVERAGE
SEVERE

0.80
1.10
1.40

TABLE 4. KILOMETERS PER HOUR

Specilic Speeds Up Grade: Estimated "Sale" Speeds Down Grada
Popular
Scooptram
Model

5%- 2.90
load Empty
Up Oown

EHST-1A
HST-1A
HST-5(S)
ST-28
ST-28(S)
ST-20
ST-20(S)
ST-5A
ST-5A(S)
ST-58
ST-5E
ST-8
ST-13

9.2
9.3
12.2 12.2
8.4
9.8
7.9 11.3
8.5 12.1
7.9 11.3
8.8 11.3
14.0 17.7
9.7 16.1
12.1 17.7
11.7 17.7
10.8 16.9
10.3 17.4

10%-5.7
load Empty
Up Down
8.4
9.3
8.2
5.6
4.7
4.8
4.7
5.5
8.4
5.6
7.6
7.1
6.8
6.4

12.2
9.8
6.4
6.8
6.4
6.4
10.5
8.2
9.7
9.8
9.7
10.5

I
i

15%- 8.50 20%- 11.30

25%- 14~~
load Empty load Empty load Emp
Up Down
Up Down
Up Down
7.6
6.4
4.3
3.5
4.0
3.5
4.5
6.0
4.5
4.8
4.8
5.1
3.9

9.3
12.2
9.8
6.3
6.3
5.6
6.3
10.3
6.4
6.1
6.1
7.6
6.1

6.8
5.1
3.53
2.6
2.3
2.4
3.2
4.7

9.3
12.2
9.8
2.9
3.1
3.2
4.8
6.4

2.9
4.2
4.0
3.9
3.4

4.3
4.8
4.5
4.8
4.7

5.8
4.3
2.9
2.3
2.3
2.1
2.6
4.0
2.7
3.5
3.4
3.4
2.9

9.3 I

12.:
9l
231
2.3
2. -2.1
4.1
2.7

i
I

3.5 I
3.'
3.'
2"...,.

Section V: l.ines 14 and 15 are self explanatory. l.ine 16: Use FIG. 13 to sketch In a tunnel layout. (a) Between the portal and the tst station, fill In the distance from
line 14. (b) Adjaeent to the 1 st station, fili in the distanee shown at line 15 and starting there. sketch in the required stations from line 16. (If none, skip to (e) ). Betwe
eaeh station and adjaeent to the last station, (representing the advaneing faee). fill in distanee from line 15. (e) eonvert line 16 decimal to distanee = (deeimal
_
(Iine 15 dist.
)=
meters. On the layout, show this distanee as a PLUSto the last distanee entered and mark "hole through". AII distanees added togeU_

+
+
[]~-J~-d
__~~-----__----------------------

should now equal the total tunnel distanee shown at line 1on the estimating formo

DUMP
PORTAL
1 st
FIG.13 REHANDUNG STATIONS
POINT
A deeision is now made to either aeeept a gradualiy lengthening total mueking time or instali one more rehandling station. Maximum, extra mueking time at (he h
through point is found with:
.
.
(meters from (e)
) x (2) x (line 10trips
____
minutes.
Mximum extra time =
(Average speed in km/h
) x (16.67)

Assume you want to know the time required to muck out station 3. FIRST, you would not bother to "CLEAN UP" the station el
would assume TWO LESS TRIPS PER ROUND than entered at UNE 10. Therefore, you would re-compute UNES 11(a) and 11~)
using __
TRIPS and these new times ADDED TOGETHER become t = __
minutes in the formula below WHERE:
d = Distance in feet, PORTAL to FIRST STATION.
D = Distance in feet, TOTAL from first station to station you are HAUUNG FROM.
T = Number of trips, UNE 10, LESS TWO TRIPS.
S = AVERAGE SPEED Km/h estimated INSIDE the tunnel.
t + (d + D) x (2) x (T)
____
minutes
(S) x (16.67)
+t
minutes
TOTAL. . .

minutes divided by 60 minutes -

hours.

The point at whieh a seeond Seooptram may be needed to elear rehandling stations within the alioeated mueking time depends on the total time required to d
shoot, smoke out, support, ete.

dR

::__TIMATING MINE
'RUCK PRODUCTION
=1

lish System)

Instructions

and Tables on reverse side.

ustomer:

________

Prepared

By:

Date:

li e Name/Location:

Elevation,

ection 1,General Data:

1. Material "Loose" Weight per Cubic Yard:

_
ft.

A.M.S.L.

Ibs./y3

(Usually known and supplied by the customer.

If not, see Tech. Manual page 55 to estimate.)
2_rruck Model Selected:
Rated Capacity in Tons:
tons.
...
(Tons from model number
) x (2000)
_____
cubic yards.
3. Truck Volume Capacity m Cubic Yards:
3
(Material weight designated
y )
~ Actual Payload: See instructions and Table 1A, select a "Fill Factor" and enter in the below formula.
-T
(Une 3 volume
y3) x ("Fill Factor"
) x (Line 1 weight
lbs. y3)
tons.
ons =
2000
= --bvtion 11,Fixed Time Estimates for the Production Cycle:
5. Loading With In-Une Loader, Belt or Chutes: The loading rate in Tons per Minute must be known or
estirnated and then the formula below is completed.
(Line 4 Payload
tons)
(Loading rate,
tons/minute)
E Loading With Scooptrams or Front End Loaders: See instructions and then complete as below.
_(Number of loader pass es required __
) x (Average loader cycle time __
rnin.)
TABLE 11. SPOT IDUMP/MANEUVER
7. Table 11 suggests times to use tor Truck Spotting to Load,
Dump and Maneuvering
to accomplish
those functions
average minutes
JOB
MTT's
CONDITIONS
MT's
related to Job Conditions.
Estimated times are Longer for
EXCELLENT
0.65
0.40
-MT's than MTT's because you generally must Wait for the
AVERAGE
0.85
0.60
box to come Down while MIT's can be opened or closed
0.80
SEVERE
1.05
while the truck is moving. Do not hesitate interpolating
the
_times if known or expected conditions
indicate longer or shorter times
8. Add appropriate times toqether for Total Fixed Time

tion 11I,Variable

Times: (See instructions

and Table 18 then complete

___

mino

___

mino

___
___

mino
mino

___
___

mino
mino

the graph below.)

1
TRAMMING
CYCLE

-HAULLOADED

2
ONEWAY HAULAGE SEGMENT.
FEET

3
%GRADE
(+) if up
(-) if down

4
AVERAGE
SPEED
mph

5
MUL TIPL y COL.
4 TIMES 88 =
feet/min.

6
TIME - divide
col. 2 by col. 5
MINUTES

C:TURN EMPTY
\UL LOADED
m::TURN EMPTY
HAULLOADED
:TURN EMPTY
\UL LOADED
RETURN EMPTY
-

TOTAL VARIABLE TIME, ADD COLUMN 6.

~ Add the Above Line With Line 8 for Total Truck Cycle Time
iection IV, Production

Calculations:

( Trips per Hour: E~timators gen~rally use a 50 or 55

(Pr.oduction hr~minutes
rnnute production hour.
(l.ine 9 cycle time
1. Production per Hour: (Line 10 __
trips/hr.) x (Line 4 Payload
tons) =
FI
S
:_ eet ize:

(Production desired or required

(L'me 11 pro ducti
uction

tons/hr.)
tons /h r.)

iP':tion V, Estimated Cost per Ton of Production:

then use the below formula.)
+-Loader O & O cost/hr.
+ [(Truck costlhr
(Line 11 production

tons/hr.)

trips/hr.

min.)
tons/hr.

Number of Mine Trucks.

Roun d t o hiIg h er w h o 1e. ---

(Use the O & O forms to estimate both loader and truck O & O costs

)] _____

x Number of trucks, line 12

x (Line 12 number of trucks __

cost/ton,

O nton in IIC:II

dQ

----"\

INSTRUCTIONS

ANO TABLES FOR ESTIMATING

MINE TRUCK PRODUCTION

(ENGLlSH)

----------------------------------------~

5ection 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, RATEO LOAD is extremely difficult to achieve exce
with belts or flights with horizontal swing capabilities. TABLE 1A, below, suggests "FILL FACTORS" to apply at UNE 4 to adjlJ.o..J
PAYLOAD to a value experience tells us can actually be ACHIEVED.
,
1
5ection 11:UNE 5. Self explanatory. However, use CAUTION in accepting a manufacturer's rating of
TABLE 1A
PRODUCTION for the loading machine. It will probably be based on certain OPTIMUM JOB CON 01JOB
FILL ~
TIONS that may not be achievable in a specific operation. UNE 6. LOADING WITH SCOOPTRAMS,
CONDITIONS FACTOR
etc. Two separate problems are possible, i.e. LOADER NOT SELECTED (1) or LOADER ON SITE
EXCELLENT
1.00
OR ALREADY SELECTED (2). Assume the loader has NOT BEEN SELECTED. First establish the
,
AVERAGE
0.98
OPTIMUM SIZE BUCKET to match the selected MINE TRUCK. As a RULE, less than FOUR loader
SEVERE
0.96
I
PASSES finds 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.) FI
estimating purposes, assume 5 bucket passes to load the truck. Then find OPTIMUM BUCKET SIZE with:

Une 3 VOLUME
(Number of passes __

y3)
)

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

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 operato
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 1K
just as you wouldfor Scooptram production and find the potential PAYLOAD of the truck with;
(1)

(Bucket size __ ' _ y3) x (Passes __

) x (Une 1weight

lbs. y3) x ("FILL FACTOR" __

You may want to interpolate line 4 to a higher or lower figure.

3.00

----- --SEVERE

2.00

M
I

N
U

1.50~

y3)
(Une 3 VOLUME
= __
pass
(Bucket __
y3) x ("FILL FACTOR" __
)
requiredto load the truck, ROUNDED to the next HIGHER nu
ber of passes, = ___
required pass es.

~AGE

/~~
.>

EXCELLENT

POTENTIAL PAYLOAD can be found using the formula le

blank, above.

E
S

1.00
0.80

Now consult the LOADER CYCLE TIME CHART to the left and
select the AVERAGE CYCLE TIME to be expected. The curveare related to the same JOB CONDITIONS discussed on pab
14 of the TECH. MANUAL and covers the time to enter tr
muck pile, load the bucket, back away, change direction and
tram to the truck, dump and return to the muck pile. Now tak=
both the NUMBER OF PASSES and the SELECTED CYCL
TIME to UNE 6 of the estimating form and complete it.

V
o

50

100

150

200

250

300

DISTANCEIN FEET

distance represents basic loader cycle 01 load-dump maneuver.

Curves are based on JOB CONDITIONS and average tramming speeds
increasing as distances get longer allowing the vehicle to attain higher
travel speeds.

Section
11I: VARIABLE
TIMES: On LEVEL, NEAR
HAULAGE, 13 m.p.h. considered MAXIMUM ATTAINABLE but, of course, NO
HIGHER THAN GIVEN IN
THE MAX. COLUMN of
TABLE 18.
AVERAGEJOB CONDITIONS
may allow speeds of 8 to 10
m.p.h. while SEVERE JOB
CONDITIONS may restrict
speeds to 4 to 6 m.p.h.

TABLE 18. SEA LEVEL ON GRADE, UP LOADED, ESTIMATED SAFE DESCENT SPEED. DOWN EMPTY
MINE
TRUCK
MODEL

MAX
SPEED

MT42530
F12L714

mph
km/h

MT42530
3406 T 325

mph
km/h

MT41430
F6L714

mph
km/h

MT41130
F6L413

mph
km/h

16.6
303
163
29.5
143
23.0
17.7
265

MIT420
F8L714

mph
km/h

15.4
24.6

HMIT410IS)
3304 NA

mph
km/h

6.4
10.3

MTp41030
F6L912W
MITF20'18
03306 NA

mph
km/h

18.4
295
11.6
187

(S)

mph

5/t'
EMPTY
DOWN
11.0
7.6
177
12.5
12
66
14 1
19.3

LOAD
UP

5.9
9.5
8.0
129
5.2
64
41
6.6
6.4
10.3
49

LOAD
UP
4.5
72

10%
EMPTY
DOWN
6.5
104

LOAD
UP
3.6
5.8

15%
EMPTY
DOWN

20%
LOA O EMPTY
DOWN
UP

LOAD
UP

2.6
4.2

23
37

23
37
2.6
4.2
1.6
26

23
37
14
2.2

23
37
14
2.2

16
26
16
29
11
18

2.2
35
1.7
27

19
30
1.4
22
12
1.9

19
30

16
26

4.1
6.6

60
9.6

2.6
4.2

3.5
56

3.0
4.6
1.9
3.0

3.0
4.8

2.3
3.7

19
3.0

16
2.6

47
76

6.0
9.6

3.5
5.6

52
64

2.5
4.0

2.5
4.0

75
12.1

37
5.9

6.5
10.5

2.5
4.0

4.0
64

2.1
3.4

21
34

6.4
103

2.6
4.5

6.4
103

2.1
3.4

64
10.3

1.6
2.6

6.4
10.3

22
35
1.7
27
1.4
2.2

120
193
8.0
129

44
71

6.5
10.5

29
47

4.0
64

2.9

4.4

2.1

4.0

7.5

35%

26
4.2

6.0
9.6

53
65
3.4
5.5

30%
EMPTY
DOWN

5:5
6.6

12.1

9.0
145
11.0
17.7

25%
EMPTY
DOWN

LOAD
UP
1.9
30

64
10.3

19
30

LOAD
UP

EMPTY
DOWN
16
26
16
29
11
18
16
26

14
2.2

Oul ni TC
el! ranqe

64
10.3

Cut-off al
3111 grade

I
I
I

14
2.4
2.4
20
20
16
16
14
3.2
3.9
J.9
32
29
29
22
22
CAUTlON 200 grade 15vcry clase to T
rrurnmum elllclcncy
rxeoreucat
wheet slip al 26' ;>",.

ON GRADE HAULAGE:
km/h
7.9
47
71
3.4
6.4
2.7
MTF28
mph
16..6
7.0
110
4.3
73
4.0
22
TABLE 18 gives maximum
11.3
km/h
4.3
F12L'714
26.7
177
6.9
11 7
64
35
speeds LOADED, UP on selMTF28
mph
15.5
51
6.5
2.6
3.5
2.0
75
3.5
3306T
km/h
249
104
42
5.6
82
12 O
56
32
ected grades and ESTIMTF2535
mph
162
57
4.1
6.0
2.8
4.6
2.3
90
MATED"SAFE"DESCENT
9.2
4.5
F12L714
km/h
145
7.4
3.7
260
6.6
96
MTF2535
mph
17.3
67
110
4 1
6.5
2.9
3.5
2.3
SPEEDS, DOWN, EMPTY.
km/h
3306T
27.8
108
177
6.6
lOS
47
5.6
3.7
Remember
to correct
1.6
1.3
MTFl0C
mph
44
95
3.5
6.0
22
24
3.5
km/h
F6L912W
153
70
56
9.6
26
3.9
21
LOADED, UP speeds for elevation if appropriate. (See
pages 19 and 20 of Catalog 150A). The balance of the estimating form is self explanatory.

50

ton:

(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:

2.50

____

2000

22
3.5

19
30

2.0
32
2.3
37

14
22

2.3
37
13
2 1

19
30
14
22

tneorecucat wheel slip

al 29' ,Qo grade
Theorenca! wheel slip
al 29'70.0 grade

20
32

20
32

rbeorencut wheel slip

al 28"~ qr aoe

20
29
10
16

20
29
10
16

Thcor eucal wheel slip

al 26' ,00 grade
tnecrencai wheel slip
al 290)0grade

I
I

- ,

:TIMATING MINE
RUCK PRODUCTION

(Metric System)

. tomer:
'epared By:

Instructions and tables on reverse side.

. Mine/Job Location:
Date:.
Elevation AMSL:

~ tion 1,General Data:

vlaterial "Loose" Weight per Cubic Meter:

tonnes/rnf

formation for lines 2 and 3 may be taken directly from the specification

? Truck Model Selected

_
meters.

(Usually known and supplied by the customer.

If not, see Tech. Manual page 55 to estimate.)

sheets or computed from the truck model number.

X 0.907 =
metric tonnes.

Rated Capacity Tons

I I
C
it C
.
(Model designated material weight
Ibs/y3)
r.-vo ume apaci y onversion
(t)/m3
(Conversion to Metric Tonnes 1,687)
(Une 2 Tonnes
)
___
m3
Ihen truck volume capacity in cubic meters = ----'-----'------'--"-------'-3
_
(Une 3, (t)/m
)
L Actual Payload: See instructions and Table 1A, select a "Fill Factor" and enter in the below formula.
~Une 3 volume
m3) x ("Fill Factor"
) x (Une 1 weight
tonnes, m3) =
)

~tion 11,Fixed Time Estimates for the Production Cycle:

5. Loading With In-Une Loader, Belt or Chutes: The loading rate in Tonnes per Minute must be known or
estimated and then the formula below is completed.
(Une 4 Payload
tonnes)
___
(Loading rate,
tonnes/minute)
f Loading With Scooptrams or Front End Loaders: See instructions and then complete as below.
_(Number of loader passes required __
) x (Average loader cycle time __
min.)
. ___
TABLE 11. SPOT IDUMP/MANEUVER
7. Table 11 suggests times to use for Truck Spotting to Load,
Dump and Maneuvering to accomplish those functions
average minutes
JOB
MTT's
CONDITIONS
MT's
related to Job Conditions. Estimated times are Longer for
0.40
EXCELLENT
0.65
-MT's than MTT's because you generally must Wait for the
AVERAGE
0.85
0.60
box to come Down while MTI's can be opened or closed
0.80
SEVERE
1.05
while the truck is moving. Do not hesitate interpolating the
times if known or expected conditions indicate longer or shorter times
. ___
Add appropriate times together for Total Fixed Time
. ___

tonnes.

mino
mino

mino
mino

~ :tion 11I,Variable Times: (See instructions and Table 18 then complete the graph below.)
-

1
TRAMMING
CYCLE

2
ONE WAY HAULAGE SEGMENT.
METERS

3
%GRADE
(+) if up
(-) if down

4
AVERAGE
SPEED
kp/h

5
MUL TIPL y COL.
4 x 16.67 =
M~TERS/MIN.

6
TIME - divide
col. 2 by col. 5
MINUTES

HAULLOADED
0HURN EMPTY
AUL LOADED
.,.,..ETURNEMPTY
HAULLOADED
ETURN EMPTY
AULLOADED
RETURN EMPTY
TOTAL VARIABLE TIME, ADD COLUMN 6.
I

Add the Above Une With Une 8 for Total Truck Cycle Time

___
. ___

mino
mino

ection IV, Production Calculations:

Trips per Hour: E~timators gen~rally use a 50 or 55
(Pr.oduction hr~minutes)
__
minute production hour.
(Une 9 cycle time
min.)
1. Production per Hour: (Une 10
trips/hr.) x (Une 4 Payload
tonnes) =
.
(Production desired or required
tonnes/hr.)
Number of Mine Trucks.
Fleet Size:
. 11 pro ducti
Roun d t o h'Igher w ho Ie.
(Line
uction
tonnes /h r.)

trips/hr.
tonnes/hr.

)Action V, Estimated Cost per Tonne of Produclion: (Use the O & O forms to estimate both loader and truck O & O
costs then use the below formula.)
-- Loader O & O cost/hr.
+[(Truck costlhr
x Number of trucks, line 12
)]
_____
cost/tonne.
(Une 11 production
tonnes/hr.) x (Une 12 number of trucks
)
:_n

No. WG-131-7

Copyright 1978 Wagner Mining Equipment CO.

Printed in USA

51

INSTRUCTIONS

ANO TABLES FOR ESTIMATING

MINE TRUCK PROOUCTION

(METRIC)

------------------------------------------------------------------------------------~~
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 iself explanatory. UNE 4. As discussed in Catalog 150A on page 31, a FULL, RATEO LOAD is extremely difficult to achieve excer
with belts or flights with horizontal swing capabilities. TABLE 1A, below, suggests "FILL FACTORS" to apply at UNE 4 to acjus.,
PAYLOAD to a value experience tells us can actually be ACHIEVED.
Section 11:UNE 5. Self explanatory. However, use CAUTION in accepting a manufacturer's rating of
TABLE 1A
PRODUCTION for the loading machine. It will probably be based on certain OPTIMUM JOB CONDIJOB
FILL
TIONS that may not be achievable in a specific operation. UNE 6. LOADING WITH SCOOPTRAMS,
FACTOR .
CONDITIONS
etc. Two separate problems are possible, Le. LOADER NOT SELECTED (1) or LOADER ON SITE
EXCELLENT
1.00
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
0.98 -T
AVERAGE
PASSES finds the bucket size UNWIELDL y dumping into the truck box while more than SIX PASSES
SEVERE
0.96
I
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.) Fo
estimating purposes, assume 5 bucket pass es to load the truck. Then find OPTIMUM BUCKET SIZE with:
(1) (Une 3 VOLUME
m3)
3
3
____
m =
y OPTIMUM BUCKET SIZE We suggest you always ROUND TO
(Number of passes --)
0.765
THE NEXT HIGHER quarter, half or whole size bucket,
y3 x 0.765 =
m3. The theory is that it iseasier NOT to ge~
a full bucket load every pass, the operator 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 1Ajust as you would for Scooptram production and find the potential PAYLOAD with
(Bucket size __
m3) x (Passes __
) x (Line 1 weight
tonnes) x ("FILL FACTOR" __
)=
tonnes/PAYLOAD_

You may want to interpolate line 4 to a higher or lower payload.

3.00

L---l----

2.50

M
I
N

U
T
E
S

.:-.

1.50

1.00
0.80

SEVERE

>

V ----- t---

2.00

r.>

L----

(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:
(Line 3 VOLUME
m3)
-(B-u-c-k"""'e-t
-=--=--=--=---m-->;3:-)
-x-e-' F-IL-L-F-A-C-T-O-R-"
-=--=--=--=---)
= - passe

l------ ~

AVERAGE

required to load the truck, ROUNDED to the next HIGHER nurn-"

ber of passes, =
required passes.

...--

EXCELLENT

POTENTIAL PAYLOAD can be found using the formula lef

blank, above.

Now consult the LOADER CYCLE TIME CHART to the left and
select the AVERAGE CYCLE TIME to be expected. The curve: i
are related to the same JOB CONDITIONS discussed on paq: .
14 of the TECH. MANUAL and covers the time to enter themuck pile, load the bucket, back away, change direction and
tram to the truck, dump and return to the muck pile. Now tal
both the NUMBER OF PASSES and the SELECTED CYCU
TIME to UNE 6 of the estimating form and complete it.

1/
o

15

30

45

60

90

75

DISTANCE IN METERS

distance represents basic loader cycle of load-dump maneuver.

Curves are based on JOB CONDITIONS and average tramming speeds
increasing as distances get longer allowing the vehicle to attain higher
travel speeds.

Section
11I: VARIABLE
TIMES: On LEVEL, NEARLEVEL HAULAGE, 22 Km/h
is considered MAXIMUM
ATTAINABLE but, of course,
NO HIGHER THAN GIVEN
IN THE MAX. COLUMN of
TABLE 18.
AVERAGEJOB CONDITIONS
may allow speeds of 13 to 16
km/h while SEVERE JOB
CONDITIONS may restrict
speeds to 6 to 10 km/h.

TABLE 18. SEA LEVEL ON GRADE. UP LOADED. ESTIMATED SAFE DESCENT SPEED. DOWN EMPTY
MINE
TRUCK
MODEL
MT-42530
F12L-714

mph
km/h

MT-425-30
3406 T 325

km/h

MT-414-30
F6L-714

km/h

MT-41130
F6L'413

mph
kmlh

MTT-420
F8L714

mph
kmlh

HMTI-410
3304 NA

mph
mph

ISI

18.8
30.3

5%
EMPTY
DOWN
11.0
7.8
17.7
12.5

18.3
29.5

88
14 1

14.3
230
17.7
28.5

5.9
95

MAX
SPEED

mph
km/h

MTP'410-30
F6L-912W

mph
kmlh

MTT-F20'18IS)
D3306 NA

mpn
kmlh

15.4
248
6.4
10.3
18.4
29.6
11.6
187

LOAD
UP

LOAD
UP

10%
EMPTY
DOWN

15%
LOAD
UP

EMPTY
DOWN

LOAD
UP

55
8.8

2.6
4.2

6.0
96

20%
EMPTY
DOWN

25%
LOAD
UP

EMPTY
DOWN

2.6
42

23
37

23
37

LOAD
UP
19
30

30
48

26
42

19
30

2.6
42
1.6
26

16
26

16
26

23
37

23
37

18
29

2.2
3.5

14
22
19
30

14
22
19
30

18
29
11
18
16
26

16
26

17
27

17
27

14
22

14
22

Ou1 01 T C
eff range

14
22

64
10.3

12
19

64
103

Cut-of at
310,0grade

12.0
193

53
8.5

75
12.1

3.6
58
4.1
6.6

34
5.5

6.0
96

2.3
3.7

3.5
5.6

8.0
12.9

9.0
145
11.0
17.7

30
4.8
1.9
3.0

4'7
76

60
9.6

35
56

52
84

25
4.0

2.5
4.0

22
3.5

5.2
84

7.5
12.1

3.7
59

25
4.0

4.0
64

6.4
103

2.1
34

64
103

64
10.3

6.4
103

120
193

2.8
45
44
7.1

2.1
34
1:6
2.6

21
34

41
66

6.5
105
6.4
103

49
79

80
129
11.0
177

29
4.7
4.3
6.9

4.0
64

2.1
3,4

4.0
6,4

35%
EMPT
DOWN

16
26

6.5
104

29
4.7

LOAD
UP

19
30

4.5
72

6.5
105
44
71
73
117

30%
EMPTY
OOWN

111
18

14
14
24
20
20
18
18
24
32
29
39
39
32
29
22
22
CAUTION. 200 grade 15very crose lo T
rrummurn ettrciencv
Theorellcal wheel snp al 26' 0

ON GRADE HAULAGE:
2.7
MT-F28
mph
16..6
7.0
4.0
22
6,4
11.3
26.7
F12L-714
km/h
4.3
3.5
TABLE 18 gives maximum
MT-F28
mph
15.5
5.1
75
3.5
65
26
3.5
20
speeds LOADED, UP on sel10,4
3306T
kmlh
249
12.0
8.2
4.2
5.6
3.2
56
5.7
MT-F25-35
mph
16.2
9.0
4 1
2.8
4.6
60
23
ected grades and ESTIF12L-714
km/h
26.0
9.2
14.5
6.6
9.6
4.5
7.4
37
MATED"SAFE"DESCENT
11.0
MT-F25-35
mph
17.3
67
4 1
6.5
2.9
3.5
23
10.8
3306 T
kmlh
278
17.7
6.6
10.5
47
5.6
3.7
SPEEDS, DOWN, EMPTY.
2,4
1.6
1.3
MT-FIOC
mph
9.5
44
35
6.0
22
Remember
to correct
F6L-912W
km/h
15.3
5.6
7.0
2.6
3.9
21
9.6
3.5
LOADED, UP speeds for elevation if appropriate. (See
pages 19 and 20 of Catalog 150A). The balance of the estimating form is self explanatory.

19
30
14
22

Theorcucat wheel slip

al 29 ofo grade

20
32

19
3.0
1.4
2.2

2.3
3.7

20
32

20
32

2.3
3.7
1.3
21

20
29

20
29

tnecrencat wheel slip

al 28'0grade
Tneor euc at whee! slip
al 2617% grade

10
16

10
16

Theoretrca! wheel slip

al 29fo grade

22
35

1,

Theor eucal wheel slip

al 29'70,0 grade

--~----------------------------------------------------------------------------------------------------~~
52

rI

, HIClE OWNING
~~DOPERATING COST
tTIMATING
r=torner

This form can be used with any monetary

system after converting U.S. dollar prices.
Instructions

} e Vehicle

and tables on reverse side.

Location

Model Designation

_
Preparer

Date

ection 1,Vehicle Costs and Adjustments:

1 Suggested factory list price, incl. options. (
Selling price
~~_Freight, duties, fees, etc. to land on site .. (
3. Total delivered price, add lines 1 and 2 .. (
)
t Less Tire Cost: The price the customer would pay to replace AII vehicle tires which are
deducted from Depreciation
Costs and treated as a Wear Item
~Net Vehicle Value to use tor depreciation
computation
at line 9, line 31ess line 4
~ :tion 11,Owning Costs: Usually, a customer will want to apply his own formulas based
l_toms. Using the below method will result in showing a quite high ownership cost when
ated methods used by most companies. Consult With Your Customer.
r Determine the Number of Hours the Vehicle is Expected to Work Per Year.
Hours per day
x Days per week
x Weeks per year
rYears
to Depreciate: See instructions and Table 6 and then use;
(Table 6 hours
)
_____
years ... Round to Next Higher Whole
(Line 6 hours
)
S-Hourly Investment Cost: See instructions and Table 7 and then use;
(Une 3
) x (Table 7 factor
) x (l., 1.&T.

_
_

_
-,-e

----------'-

_
on local tax regulations and
compared to more sophisti-

___

hrs. per year.

Number

years.

per hour.

------=

(Hours per year from Line 6

)
9:-Hourly Depreciation
Cost: (No allowance made for resale or salvage value)
(Line 5 value to depreciate
)
---'--'--..::..'--..::..-'-'--.'-----='-----'-'-.::....!.:..--=--=:..:..::.:...-'-=-----------"---=

per hour.

(Total useful hours, Table 6

)
O:-Total Hourly Owning Cost, add Unes 8 and 9

per hour.

~ :tion 11I,Operating Costs:

_Fuel Cost: (Gallons/hr.
see Table 8
) x (Cost/gal.
) =
2. Preventive Maintenance: Lubricants, filters and labor to accomplish the
___
work. Estimate as a percentage of Line 11 = .25% x Une 11
_
; Repair Costs: May be known from experience or records, enter Known Cost ... ___
- (a) Where hourly repair costs are not known, the below formula may be used
to estimate them. For the line 3 price in the formula, be sure to use the
suggested FACTORY lIST PRICE plus on site costs if different from
SELlING PRICE.
(Line 3 price
) x (Factor .75% or as interpolated
%)
___
(Usefullife selected or interpolated from Table 6
_
Tire Costs: See instructions and Table 10
(New tire cost from Une 4
___
N o R ecaps U se d : T'
. h
T
( rre "fel rs. able 10
) x (1.10)
(a) Recaps WiII Be Used: See instructions and example showing how to fill in
-- and complete the below formula.
+[(
)x()]
___
+[(
)x(
)x(
)]
___
'5:' Tire Repair Cost: Estimate as 15% of hourly tire cost. .15% x
_
~ Operator Hourly Wages, including all fringe benefits
. ___
Add Lines 11 Through
tection

16 For Total Operating

IV, Total Hourly Ownership

and Operating

1M

r.nn\lrinht

. ____

Costs
Cost: Add Lines 10 and 17

1Q7AW~nnpr Minino Fnllinmpnt

r.()

hr.
hr.
hr.

hr.

hr.

hr.
hr.
hr.
hr.l
.

per hour.
____

Printed in USA

perhour.

53

o & o INSTRUCTIONS

ANO TABLES

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

SECTION 11:OWNING COSTS: UNE 6 is self explanatory. LlNE 7. YEARS TO
DEPRECIATEis found by first establishing ESTIMATEDTOTAL USEFUL HOURS
of vehicle SERVICE UFE. TABLE 6suggests AVERAGE, ECONOMICAL, USEFUL
SERVICE UFE related to the same JOB CONDITIONS discussed in the prcduction estimating section, Catalog 150A. Do not hesitate interpolating TABLE 6 if
it is known different values are to be expected. Take selected hours to LlNE 7.
After completing line 7, and rounding to the next higher number ofyears, 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, INTEREST 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 trorn 3 to 5%.Taxes refer to ongoing use, property etc. Establish
or estimate applicable percentages for the time, place and situation, adding together for total l., 1. & T. For estimating use 12%at line 8. UNE 9 and 10 are self
explanatory.

TABLE 6. DEPRECIATION HOURS

Job
Conditions
EXCELLENT
AVERAGE
SEVERE

Useful Life/Hours
Trucks
Scooptrams
20,000
15,000
10,000

30,000
25,000
20,000

TABLE 7. DELlVERED PRICE

AVERAGE ANNUAL INVESTMENT
Years
1
2
3
4
5
6
7

Factor
1.00
0.75
0.67
0.63
0.60
0.58
0.57

SECTION 11I:OPERATING COSTS: UNE 11. We are looking for AVERAGE conTABLE 8. ESTIMATED FUEL CONSUMEO
sumption over a ONE HOUR PERIOD. Where records or experience can't tell
GALLONS PER HOUR.
youthe precise number, TABLE 8 suggests figures to use for estimating. The
High
Average
Low
Engine
Model
low column suggests LONG TRAMMING DISTANCESon LEVEL or NEAR LEVEL
0.9
2.6
1.7
haulageways. The high column suggests VERY SHORT DISTANCES or STEEP F4L-912W
RAMP operations. ESTIMATING AVERAGE HOURLY FUEL CONSUMPTION IS
1.3
3.9
2.6
F6L-912W
RATHER IMPRECISE and you should understand how it works. Most engine
2.4
4.8
7.2
F6L-714
manufacturers establish fuel consumption rates on a DYNOMOMETER with
3.2
9.7
6.5
F8L-714
DIRECT DRIVEand provide a curve showing fuel consumption in POUNDS PER
4.1
12.2
8.1
F10L-714
HOUR or GALLONS PER HOUR at that power and r.p.m. point.ln a normal auto4.9
14.8
9.9
F12L-714
motive type application the horsepower need during an hour period will fluctu6.4
19.1
12.7
BF12L-714
ate greatly so we have to make an estimate and come up with our TABLE 8 of
5.3
3.5
1.7
3304 NA
AVERAGE CONSUMPTION and REFLECTINGTHE HIGHER CONSUMPTION OF
TOROUE CONVERTER DRIVE.The point being made is that if a competitor with
5.2
2.6
7.9
3306 NA
the same type of equipment with the same engine comes up with a substantially
Liters = gal. x 3.7854
lower consumption than given in TABLE 8, he is using a DIRECT DRIVEBASIS or

assuming a LOWER AVERAGE HORSEPOWER REOUIREMENT, or both. LlNE 12. PREVENTIVEMAINTENANCE: The cost ( I
lubricating oils, filters, grease and the labor to use them in the daily care and feeding of the vehicle are assumed as a percentag_
of FUEL COSTS. This assumes that the more fuel used, the larger the engine and equipment and preventive maintenance costs
will rise accordingly. Do not hesitate using a different percentage if records or experience dictate. UNE 13 is self explanatorv
if repair costs are known from records or experience. If not known, the costs may be estimated using the formula at UNE 13(a
The formula assumes:
1. A vehicle will generate REPAIR COSTS equal to 75% of its FACTORY UST PRICE over its useful life. The 75% figure applies
REGARDLESS of JOB CONDITIONS simply being expended faster over a shorter useful life, slower over a longer useful lifA
You can adjust the 75%figure up or down if experience dictates. Be sure to use unit list price plus on site costs rather than delivere
price if different.
2. Repair costs are divided equally, 50% labor, 50% parts and assume labor at U.S. $8.00 per hour, parts at suggested list prce,"
f.o.b. Portland. If you know that in your part of the world, labor costs 30% less than $8.00 but you must sell parts 20% higher
than suggested list price, you would decrease the hourly cost by 10%,30% less 20% = 10%.
UNE 14, TIRE COSTS - NO RECAPS USED: There is wide
TABLE 10. TIRE WEAR ANO FACTORS
variance in reported tire life underground. TABLE 10 sugNumber
Tire Life/Hours
Wear
Job
gests AVERAGE life in HARD ROCK and should be interTrucks
Recaps
Conditions
Scooptrams
Factor
polated in softer material such as coal, potash, etc. Select
estimated life and use at UNE 14. The 1.10 factor in the for4,000
1.10
EXCELLENT
1,300
6
mula reflects 10%longer life of tires run to destruction rather
AVERAGE
3,500
4
1.00
800
than saving 10%tread to accept a cap. UNE 14(a) RECAPS
0.90
SEVERE
400
3,000
2
WILL BE USED: There is wide variance in the recapping
industry as to the number of times a tire can be capped, life of caps compared to new, cost of caps compared to new. Usuall
local experience can guide you but if not available, TAB~E 10 suggests AVERAGE num ber of recaps. It suggests wear tactorsr'
1.10 being 10% longer life, 0.90 being 10%shorter cap life than new life. INTERPOLATETABLE 10 as discussion or experience
might dictate. EXAMPLE: Tire life 1,500 hours, 4 caps possible, cap life 10% longer than new, recap COSTS 75% of new tiro
cost, you would use;
New tire cost, UNE 4 $4,700 + (Recap tire cost-'--'~__'____'.
$3,525) x (number of caps,
4) __
__
-'-'--'-'-'--:.:.c..:..-=-::...:...:.!..-=-_"--'-"-'-'-"-"-___'._'----"
__'__'___'___
= $2.32 hr.
New operating hours, 1,500 + (Cap operating hours, 1,500) x (wear factor 1.10) x (caps 4)
Using your own figures you can fill in and complete the blank formula at UNE 14(a).
The balance of the estimating form is self explanatory.

tJATERIAL WEIGHTS

T 3 precise measurement of material weight is expressed as its SPECIFIC GRAVITY which is a number indicating
h...,..w many times a VOLUME of material is HEAVIER than a volume of PURE WATER at 62 degrees F. The weight
of one cubic inch of such water is 0.0361 pound. If specific gravity is known, the "IN BANK" weight of a material
F-R CUBIC VARO is found by multiplying the specific gravity by 1,683.6.

---

Ibs.lft.3

Ibs.ly3

kg.lm3

1.6
1.7

99.768
106.003

2694
2862

1597
1697

1.8
1.9

112.239
118.474

3030
3199

1796
1896

2.0
2.1

124.710
130.945

3367
3536

1996
2096

2.2
2.3

137.181
143.416

3704
3872

2196
2295

2.4
2.5

149.652
155.887

4041
4209

2395
2495

2.6
2.7

162.123
168.358

4377
4546

2595
2695

2.8
2.9

174.594
180.829

4714
4882

2794
2894

3.0
3.1

187.065
193.300

5051
5219

2994
3094

3.2
3.3

199.536
205.771

5387
5556

3193
3293

EXAMPLE:

3.4
3.5

212.007
218.225

5724
5892

3393
3493

"IN BANK" WEIGHT = 3950 Ibs./i

Est. % SWELL after blasting = 45% + 100

--

----

TABLE 15 is a quick reference to convert various s.g.'s

to "IN BANK" weights per cubic measure. Unfortunately,
this precise expression of weight is useless to us once
the material is blasted.

3PECIFIC GRAVITY

--

TABLE 15 "IN BANK" WEIGHTS

.
lbs.! 3
o convert Ibs.!y3 to kg.!m3 use --y1.687

PRECISE weights of "LOOSE" materials per cubic measure are difficult to estimate because of variables in fragmentation achieved in blasting. Usually, your customer
will have established AVERAGE "LOOSE" WEIGHT per
cubic measure from TESTING. If weights are not established, TABLE 16 provides ESTIMATEO AVERAGE
WEIGHTS of some materials. CAUTION: These are AVERAGE weights and it should be understood that material
having the same name can vary greatly in weight depending on ore content, moisture, etc.
If the customer has a precise knowledge of the "IN BANK"
weight derived from a specific gravity number, you need
only to estimate the % SWELL after blasting and find the
swell FACTOR to estimate "LOOSE" WEIGHT.

100 _
145 - 0.69

"IN BANK" 3950 lbs. x 0.69 factor = 2725 Ibs./y3, the

"LOOSE" WEIGHT PER CUBIC VARO.

TABLE 16. AVERAGE MATERIAL WEIGHTS, ESTIMATED SWELL FACTORS

MATERIAL

AVERAGE
WEIGHT "IN BANK"
Ibs.ly3
kg.lm3

SWELL

SWELL
FACTOR

AVERAGE
"LOOSE" WEIGHT
IbS.ly3
kg.lm3

ASBESTOS

5000

2964

51

0.66

3300

1956

BARITES
BASALT
BAUXITE, DRY
BAUXITE, WET
BORAX

7250
5000
2900
4300
2100

4298
2964
1719
2548
1245

56
51
33
45
39

0.64
0.66
0.75
0.69
0.72

4640
3300
2175
2967
1512

2750
1956
1289
1759
896

COAL, ANTHRACITE
COAL, BITUMINOUS
CONCRETE MIX, WET
COPPER ORE

2300
1700

1363
1008

35
35

0.74
0.74

4500

2667

45

0.69

1702
1258
3650
3105

1009
746
2164
1841

DOLOMITE
GRANITE
GYPSUM

4200
4400
4600

2490
2608
2727

61
60
60

0.62
0.63
0.63

2604
2772
2898

1544
1643
1718

IRON ORE, HEMATITE

IRON ORE, MAGNATITE

6600
7500

3912
4446

51
55

0.66
0.65

4356
4875

2582
2890

LEAD ORE 30%

LEAD-ZINC 16%-7%
LlMESTONE

6000
5200
4300

3557
3082
2549

50
50
70

0.67
0.67
0.59

4020
3484
2537

2383
2065
1504

SANDSTONE
SHALE
SLATE

4140
2800
4725

2454
1660
2801

50
33
30

0.67
0.75
0.77

2774
2100
3638

1644
1245
2156

TACONITE
URANIUM ORE

4700
4200

2786
2490

54
40

0.65
0.71

3055
2982

1811
1768

55

l'

CONVERSION FACTORS

This Unit

Times

Equals

Acres
Acres
Bushels
Bushels
Cubic Feet
Cubic Feet
Cubic Meters
Cubic Yards
Cubic Yards
Feet
Feet
Feet
FeetlSecond
Gallons
Gallons (U.S.)
Hectares
Horsepower
Horsepower
Horsepower
Inches
Kilograms
Kilograms/Square
Cm.
Kilograms/Cubic
Meter
Kilometers
Kilometers
Kilometers/Hour
Liters
Meters
Meters
Miles
Miles
Miles/Hour
Miles/Hour
Miles/Hour
Ounces
Pounds
Pounds
Pounds/Squarelnch
Radians
Revolutions
Tons (long)
Tons (U.S. Short)
Tons (short)
Yards

43,560.0
0.4047
4.0
32.0
0.037
7.48
1.308
27.0
0.765
30.48
12.0
0.3048
0.682
0.134
0.833
2.471
33,000.0
550.0
0.746
2.540
2.205
14.22
1.687
3,281.0
0.6214
0.6214
0.2642
3.281
39.37
5,280.0
1.609
88.0
1.467
1.609
0.0625
0.4536
16.0
0.07031
57.30
6.283
2,240.0
0.907
2,000.0
0.9144

Square Feet
Hectare
Pecks
Quarts
Cubic Yards
Gallons
Cubic Yards
Cubic Feet
Cubic Meters
Centimeters
lnches
Meters
Miles/Hour
Cubic Feet
Gallons (Imperial)
Acres
Foot-l bs./ M inute
Foot-Ibs./ Second
Kilowatts
Centimeters
Pounds
Pounds/Squarelnch
Pounds/Cubic
Yard
Feet
Miles
Miles/Hour
Gallons
Feet
Inches
Feet
Kilometers
FeetlMinute
FeetlSecond
Kilometers/Hour
Pounds
Kilograms
Ounces
Kilograms/Sq.
Centimeter
Degrees
Radians
Pounds
Tonnes, (Metric)
Pounds
Meters

To Obtain Above

Divide By

Starting with Above

as

THEORETICAL TURNING CLEARANCE GRAPH

CAUTION: Completing this graph in accordance with the instructions given below provides a graphic illustration
of theoretical
clearances available between a vehicle, the outside walls and inside corner of a ninety degree drift intersection. Actual clearances
achieved depend on the exact position of the vehicle when the turn
is started and the distance travelled before full steering angle is
achieved.
From the specification

sheet, fill in turn radii dimensions.

A. WHERE EXISTING DRIFTWIDTHS

ARE KNOWN:

1. Starting at the apex D, scale outward on both the A and B

scales the dimension of the outside turning radii and place
marks representing that dimension.
2. Now assume some clearance is required between the vehicle
side and the mine wall at the start of the turn, (probably not
less than two feet but could be more or less depending on job
conditions.) On both the A and B scales, scale outward from
the marks representing the outside turning radii the distance
selected for clearance and place a mark representing
the
minewall.
3. On the A scale, start from the mark representing the mine wall
and scale inward toward the apex D the actual widtf of the
drift and place a mark. Do the same on the B' scale. Now join
these two marks with a horizontal and vertical line meeting at
the C scale to represent the corner of the two drifts. In case
the drift widths are different, the lines will meet either above
or below the C scale.
4. Starting
at the apex D,
scale outward on the C
scale and place a mark representing the inside turning radius.

H.R. = I.R.

O.R.

2
WHERE:
H.R. = HAULAGEWAY
RADIUS OF THE CURVE.
I.R. = INSIDE TURN RADIUS OF THE VEHICLE.
O.R. = OUTSIDE TURN RADIUS OF THE VEHICLE.

~--'~-'~~~~--~-~~4-~--'~~-~-r',~r7-~~1-;-~;-T'~--~'--F---f,--r;-"--.-40

5. If the inside turning radius

of the vehicle (crosses) the
corner of the drifts, the vehicle will not be able to
rnake-the turn, unless the
corner of the drifts can be
cut back.

.............
,.....;....-;....._-....1-

35'

.--+--

30'

.~
. -"t--

10'

6. If there is a clearance between the inside turning

radius of the vehicle and
the inside corner of the
drifts, then scale this clearance (interpolate
for the
corner which will be round
not square) and add the
distance to the clearance
at the mine wall for total
available clearance.
B. Where seeking to establish
drift dimensions
required
accommodate a vehicle:
1. Complete
above.

to

steps A-1, 2, 4 as

2. On the C scale, select an

acceptable
clearance
between the vehicle and the
corner, (again interpolate a
round corner) and draw
lines to intersect the A and
B scales.
3. Scale the required drift dimensions outward to the
mine walls.
40'
Form No. WST-009A-6

5'

o
35'
Copyright

30'

25'

1978 Wagner

Mining

15'

20'

Equipment

Co.

10'

5'

Printed

in USA

57

<M
~

SCOOPTRAMPRODUCTION

~ER

MINING
EQUIPMENTSS
SCOOPTRAM

TRACKLESS MINING ANO TUNNELlNG LOADHAUL-DUMP

(ENGLlSH SYSTEM)
RATE OF PRODUCTION

DATA

Rated Tramming
Capacity

Scooo tr am

Overaf

Operators

Model

Width

Height

Et-in

Ft-in

Vehicle
Turn Radius

Bucket
yd3

Inside

Outside

Ft-n

= __

Radius

Ft-in

Ft.in

s
D

SCOOPTRAM

Al! 2 Cubic

ST2
Yard

2D
88 S

Rate 01 production in tons per hour, tph

50 operating minutes per hour to account lor delays.
Scooptram rated tramming capacity, in tons.
Fixed cycle time to load, dump and maneuver, in minutes.
Constant to convert miles per hour to leet per minute.
Estimated average speed over the cycle, in miles per hour.
ONE WAY tramming distance, in leet (2D accounts lor round trip).

Decimals carried only one place.

Below 5 discards to lower; above 5,
increase to higher.

2. FIXED CYCLE TIME (t): 0.80

minutes (includes load, dump and
maneuver).

3. OPERATING MINUTES PER

HOUR: 50 minutes (50 min/h to
account lor delays).

PRODUCTION
RATE IN SHORT TONS PER HOUR, (tons/h)
(50 min/h) at attainable
average speed in miles/h

tons
EHST1A (5.9 max ]
HST1A (7.5 ma x]

--'-50-'--L

t+
Where:
R
50
L
t
88

One Way
Distance

FORMULA

Minimum
Haulageway

1-----T.."S.,-,t.-':-nd"'.""'rdo+---,r----1 Curve
Tons

CHART

(LHD) MATERIALS HANDLING

per hour

Al! 5 Cubic

Models

ST5
Yard

ST13

ST8

Models

"D"
Feet

400

14

24

33

39

28

48

65

77

88

121

163

194

219

241

259

195

259

310

351

385

414

317

421

504

571

626

672

400

500

12

21

28

34

23

42

56

66

77

104

139

169

194

215

233

165

223

270

310

343

372

268

362

439

504

558

605

500

1000
12)0

12
10

23
20

33
28

42
36

48
43

58
49

82
71

104
89

121
107

139
121

155
136

92
79

130
113

165
143

194
171

223
195

248
218

150
128

213
182

268
232

317
276

362
317

402
355

1000
1200

1400
: 1600~

17

25

31

38

43
~8-

94
107
'SS"I;:k"99

121
1'10

68

98
87

125
.1.)3

150

174

195

f:c:6n,

~"'36[; "'1"57' ,:17.7

111
98

160 203
'f42,'181

245
,,220

7S

.,to.;r

~T22i:

1SOCA.
",200P:{t',
2200
2400
2600

61
78
. 54 i;"11

~. 34

9}:.,,64.~9'''lPl;'~5.5

~c'.iY58i~2
SAMPLE
ESTlMATE
ST.8@1,200Ieet@8mph.

'~~5OPV

50x12

4000
4500
5000

R=
0.80

) 600
--=143tons/hr.
4.2

2 x 1,200 _ 2,400 _
88 x 8

,i49. 1 71vl~~2*
45
66
85
42
61
79
38
36

'. 2BOO"fe"'.
1",,3Q~S::

. 94

704

6:~~

"'-34
.~19

57
53

i43.~:'E~l,"

,1i~1'13~"
103
95

,1!t8'
121 137
112128

73
90105120
68"' C~;83' 98'

49-<:"~S:;"',~"}~,
43
'56~",.68

63

~.

55
'.47
41
37
33

12.8bL165rt'199,,23~~,:262

1400

-: 16qO:,.tr.
.. 180p';"',

!lO '1J,~.q }'150182C;'

i1?:P241 .. 2000:p~'t
73
107
137 168 196 223
2200
68
98
128
156182208
2400
92119145170
1"1 ,f36

'1'<,:1 :':;;58' "m)' .1

92 . 195

81'-

89

283 317
21?5' -287

89" 105
:69
91'
61
80
55
49

72
65

194
2600
~82~11f";4800:'C:

127. ..1
]2 .: ,.3009."'~
111 .13h"i50'3S.00
..7<"
99
116 134
4000
88
80

105
95

120
109

4500
5000

4.21

I ..

l.

I .. _

1_-

- THEORETICAL TURNING CLEARANCE GRAPH

-

CAUTION: Completing
this graph in accordance
with the instructions _given below provides a graphic illustration
of theoretical
clearances available between a vehicle, the outside walls and inside corner of a ninety degree drift intersection.
Actual clearances
achieved depend on the exact position of the vehicle when the turn
is started and the distance travelled before full steering angle is
achieved.
From the specification
appropriate.

sheet,

fill

in turn

radii

dimensions

as

A. WHERE EXISTING DRIFT WIDTHS ARE KNOWN:

1. Starti ng at the apex D, scale outward on both the A and B
scales the dimension
of the outside turning radii and place
marks representing that dimension.

--J
J~I

.- 'o

2. Now assume some clearance is required between the vehicle

side and the mine wall at the start of the turn, (probably not
less than 60 cm but could be more or less depending on job
conditions.)
On both the A and B scales, scale outward from
the marks representing
the outside turning radii the distance
selected
for clearance
and place .a mark representing
the
minewall.
3. On the A scale, start from the mark representing
the mine wall
and scale inward toward the apex D the actual width of the
drift and place a mark. Do the same on the B scale. Now join
these two rnarks with a horizontal and vertical line meeting at
the C scale to represent the corner of the two drifts. In case
the drift widths are different,
the lines will meet either above
or below the C scale.
4. Starting
at the apex D,
scale outward
on the C
scale and place a mark representing
the inside turning radius.

-s;

~
~

H.R. = I.A.

O.R.

2
WHERE:
H.R. = HAULAGEWAY
RADIUS OF THE CURVE.
I.A. = INSIDE TURN RADIUS OF THE VEHICLE.
O.R. = OUTSIDE TURN RADIUS OF THE VEHICLE.

5. If the turning radius of the

vehicle (crosses) the coro
ner of the drifts, the vehiele will not be able to
mal<e the turn, unless the
inside corner of the drifts
can be cut back.
6. If there is a clearance between the inside turning
radius of the vehicle and
the corner of the drifts,
then scale this clearance
(interpolate
for the corner
which will be round not
square) and add the dlstance to the clearance at
the mine wall for total
avai lable clearance.
B. Where seeking to establish
drift dimensions
required to
accommodate
a vehicle:
1. Complete
above.

steps A-1, 2, 4 as

2. On the C scale, select an

acceptable
clearance
between the vehicle and the
corner, (again, interpolate
a round corner) and draw
lines to intersect the A and
B scales.

12.0m

11.0m

10.0m

0:=':;;"':';::;;;;;;--1

9.0m

8.0m

7.0m

6.0m

I
L

5.0m

4.0m

~.---~

3.0m

!
j

1-

2.0m

1.0m

3. Scale the required drift dimensions

outward to the
mine walls.
12.0m 11.0m 10.0m 9.0m

O
8.0m

7.0m

6.0m

5.0m

4.0m

3.0m

2.0m

1.0m

59
tr'I

(":nn\,.inht

1Q7A

\/l.h;:nnpr

Mininn

~nllinrnpnt

r:n

PrintArl

in 11'<::.6.

UJ

~ER

(j

SCOOPTRAMPRODUCTION CHART

MINING
EQUIPMENTSi>

TRACKLESS MINING ANO TUNNELlNG LOAD-HAUL-DUMP

RATE OF PRODUCTION

SCOOPTRAM DATA
Vehicle
Turn Radius

Rated Tramming
Capacity
Overau

Scooptram

Width
m
EHST-1A 1-22
HSTlA
1.22
1.55
ST2B
1.55
ST2D
2.44
ST'5A
Model

" ST:58
ST5E
ST8

,"
"'

Operators
Height

m
1.83
1.85
1.86
1.98
2.11.

2.14
2.44
2.49

2,14
2.16
2.26
2.5,4

.'.!i~~~!+
... 3.05

!r"

Standard
Bucket
m3

Metric
Tons

"

(LHD) MATERIALS HANDLING

(METRIC SYSTEM)

1.36
0.76
1.36.
0.76
2.72
1.53
2.72
1.53
6.80 ,,3.82
(.80 ",:;'3.82,',
6.80
3.82
10.88
6.12
17.69<
,~'!. \:: ..,

nside

Minimum
Haulageway
Curve
Radius

Outside

m
m
1.53 . 3.25
1.63
3.25
2.49
4.55
4.70
2.67
3,'13 6,jO'"
4.65.
3.17
4.42
;96

The production
formula:

7:32..
6.32
7.70

m
2.39
2.44

R = __

5:99
4.75
6.06

-,-50_L
t+

FORMULA
given in this table were derived
NQTE:

20
16.67 S

"<e

Where:
R

3.52
3.69
4.7~."

figures

L
t
16.67

s
D

.1;"583.'" ~~~~
,7.7,~::~
.. l., .:t,!,...,

To estimate productlon
using
parameters
ditferent
than
those shown and/or a;s!,Jme.d.
. in "this table, use the RATE
OF PROOUCTION-FORMlJLA.

xi:' ',.,.

SCOOPTRAM PROOUCTION
RATE IN METRIC TONS PER HOUR,
Metric tons per hour (50 rnin/hr ) at attainable average speed in km/h
OneWay
Distance
"D"

Meters

ST-2
Al! 2Cubic Yard Models

ST-5
AII 5Cubic Yard Models

30

38

44

59

7l

88

97

100

18

36
24

35
30

40
34

44
45
~8.'<36

';-59
49

71
59

80
68

'16

82

150
200
250

13
10

18
14

22
18

26
21

30
24

36
28

45
36

52
43

59
49

65
54

8
7
6
5

12
10
9
8

15
13
11
10

18
21
16
15
18
14
14 i~"l6. i2.
12' 14
11
10
9
7

23
20-17
15
14
13
11

30
26
22
20
18
16
14

36
31
27.
24
22
20
17

41
36
32
28'
26
23
20

47, 41
59
40
35'"50
36
30
44
32 i" 27
39
29
24
35
27
22
31
23
18
27

"~

300
350
400'

;;

450
500
600
'.700
i t,' -,c', . 800
;)'M '90Q'/,

1000
1100
1200
.:.1300
15qO

1600
1700
1800

2. FIXED CYCLE TIME (t): 0.80

minutes (includes load, dump and
maneuver).
3. OPERATlNG
MINUTES PER
HOUR: 50 minutes (50 min/hrto
account for delays).

Itons/hl

ST-8

4
6
8
10
12
4 1 6
8
10
12
14
4
6
8
10
14
18
22
4
km/h km/h km/h km/h km/h km/h km/h km/h km/h ~m/h km/h km/h km/h km/h km/h km/h km/h km/h km/h

.50

,.:'

1. Decimals carried only one place.

Below 5 discards to lower; above 5,
increase to higher.

ST.13

OneWav
Distance

f--r---,---,---,---+--,--,--,--,--,--+--,--..--,--r--r---,---f---,----,----,---,--,--,-+--,---,---,---y---y--,---l

") 75

.~ . '

.~,

EHST1A19.5ma x]
HST1A112.0max)

PARAMETERS ASSUMED

Rate 01 production
in tons per hour, tph
50 operating minutes per hour to account for delays.
Scooptram rated tramming capacity, in metric tons.
Fixed cycle time to load, dump and maneuver, in minutes.
Constant to convert kilometers
per hour to meters per minute.
Estimated average speed over the cycle, in kilometers
per hour.
ONE WAY tramming distance, in meters (2D accounts for round
trip).

50

=." ":

from the following

26
20

,'e

1':8

189"2-19"

1H 148
89' 12"
64
50

~.,~:Z4

rate of production
ST-8 @ 350 meters

~~'Not;b}i~-o,~~:}~!j3023'5'1"

177
."
148 170

75
54
56_
50
45
41
35

89
77
68
61
55
50
43

16.67x10~
I________

8
10
14
m/h km/h km/h km/h km/h

~~:~bletoil'..385

491

571~

~.'

283 '.
z;a;~l~'~~s~~~:'
290 385 461
143: 194' 2:37 272 .1,'
'~.'.
233 316 385

117 138 157

66
100 121 139 56
89 109 125 3;"48i70
.81 1-:98 .114 h43'
72
89 105
38
67
82
96
34
58
71
84
29

94
80
62
56
50
43

,25. ':37

18
16
15

10 km/h.

50x 10.9
----------7)
R == -0.-80-=-="+-'-'--'-2'::':'x'="'3-5-0
700

'29
26
24
22

120 143
103, 124
90' 109
80
9.'f
72
88
66
80
56
68
.48.'
43,
38',
34
31
29

59
52
47
43
39
36

188
160
143
13Q
116
107
92

220 252 107

194223t
90
1'74 201
78
157 183
69'
143 167
62
132 154
56
113 134
47

8?, .1.99~tl&~I,W;. 4-1,"

71' i,
.36
;64 H'''n47.
58
73
87
29
53
67
80
26
49
62
74
24

22
m/h km/h

Meters
~. 50'

z;a~~~a~'lsi.~~~.
75

',j

100

442<:t
421491546

153 194
130 167
113 146'
101130
90 117
82 107
69
90
60
.53

"D"

18

N~:~ble:>

::ia~i""~lS~~~~.
1'78 '237

30. 37 '''5P "682'

27 ,33.
44"5.Z2I.t32
2~ J 40 . 50J~0

formula
@

8
10
14
18
22
m/h km/h ~m/h m/h km/h km/h

89111131162189210103143178209259302336167233290340
71
89106136160180
80113143170218255288130184233276354415468

1~1".23'
SAMPLE
ESTlMATE

150
200

233 305 358 409

201 260 3U363
177 233 283' 326
158 211"' 255.297
143 188 233 272
130 173 214 251
111 150 184 217

43
39
36

78
'96 ,,30' 1.62191
69 85 15,t!,l4;';,1.7t,
62;" 76 19 '. 1~d. )'q5'
56
69
95 118 142
51
63
87 109 130
47
58
80 101 121

29
27
25
24

38
36
34
32

250
300.
350.'"
400.
450
500
600

,> 700 ;
&O~. ~
: 900 v. '''.:'/
1000
1100
1200

545
-4.-9-9== 109 (t)/h.

= -= 4.19
__ 1~6~6~.7~).+
1,0).,.8JvO
~
4.99

'12,'[1.1-8'1)23-.

29.1~40

50,,60

19
18
17
16

-.....

47
44
42
39

65 >84
61
77
57
73
53
68

--!

'98
93
88
83

~.,1500"
1600
1700
1800

--!

..-., .

SCIOOPTRAM<VpRODUCTION

~ER
~

MINING
EQUIPMENTS9

CHART

TRACKLESS MINING AND TUNNELlNG LOAD-HAUL-DUMP (LHD) MATERIALS HANDLING

(ENGLlSH SYSTEM)
MINE PROOUCTION
TUNNELlNG

TABLE ASSUMPTIONS
PROOUCTION FIGURES in the table
are based on standard buckets RATEO
VOLUME CAPACITY IN CUBIC YAROS
and represent estimated production
in
cubic yards PER MINUTE at distance
and average speed.
Fixed time to load/dump
ver far those functions

and maneu0.80 minutes.

To use the table, follow the instructions either for TUNNEL MUCKING
OISTANCE
or MINE PROOUCTION_

1. "LOOSE"

MUCKING

yd' volume each round

Allocated

mucking

OISTANCE

1. 'For selected Scooptram, find the intersection

of estimated average
speed and one way distance columns. Read production
in CUBIC
YAROS PER MINUTE and en ter here __
yd'/minute.

yd'/minute.

minutes

2. Decide on the number of working minutes expected

period, (usually 50), and enter here __
minutes.

2. For the selected Scooptram,

find estimated
average speed that can be
maintained in the tunnel and read down the column to find the production
closest to the answer on line 1. Read right or left to find mucking distance in fee!.

3. Multiplyline1

3.

5. Complete

CAUTlON:
While mathematically
correct, the table does not allow for
distance
from portal to dump, clean up time, etc. (See Wagner form
number
WG-126-7 ESTIMATING
TUNNEL
MUCKING
OISTANCE
for
greater accuracy).

__

xline2

4. Customer furnishes
tered here
line3 __

yd'/hour.

"Ioose" weight of material

pounds per cubic yard.

the estimate
xline4

= __

__

in a one hour

per cubic

yard en-

using;

__

Ibs.

= __

tons/hour.

2,000

SCOOPTRAM PRODUCTION RATE IN CUBIC YARDS PER MINUTE

1.2.1
1.03

3.21

3.45

0.90

2.86

3.10

0.80

2.58

2.82

2.Q9

2.35

2.58

4.66

5;44-

'4.23

4.97.

0.72

*Maximum

speed limited

0.65

0.74

1.91

2.16

2.38

0.60

0.70

1.76

2.00

2.21

3.M

3.87

4.57.

0.65

1.63

1.86

2.06

3.30

3.57

4.23

1.52

1.73

1.93

3.10

3.31

3.94

1.42

1.63

1.82

2.91

3.09

3.69

.1.53

1.72

2..1q

2.89

3.4~

1:45

1.63

2.60'

2.7,2

3:29

i.37

1.55

"2.47

by the gear train.

RATE OF PRODUCTION

FORMULA

The production
figures given in the
table were derived from the following
formula which may be used to estimate production
in cubic yards per
minule
with
any combinalion
of
variable factors.
R =

L
t

20
88 S

Form No. WST-016-6

WHERE:

=
=
=
=

R
L =
t
88
S
D =

1.17

2.35

1.89

2.93

1.11

2.25

1.80

2.79

1.05

2.13

1.71

:1.00
Rate of production
in cubic yards per MINUTE.
Scooptram rated bucket capacity in cubic yards.
time in minutes to load/dump/maneuver
each cycle.
Constant to convert miles per hour to leet per minute.
Estimated average speed in miles per hour over the production
ONE WAY distance in feet. (2D accounts for round trip).

Copyright 1978 Wagner Mining Equipment Co.

.2.56 '3 ..09

kl~

L~~

1.07"
.\~

r~3

0.98

1.42

2.62

2.97

1.55

1.76

0.94

1.37 1.77

2.52

2.87

1.50

1.70

0.90

1.31 1.71

2.43

2.77

1.45

1.65

0.87

1.61
cycle.

L5~
,

1>02

.i.27

1.65

2.35 2:67

2500
Printed in U.S.A.

~ER
~

(j

SCOOPTRAM PRODUCTION CHART

MINING
EQUIPMENTSS

TRACKLESS MINING AND TUNNELlNG LOAD-HAUL-DUMP

(METRIC SYSTEM)
TUNNELlNG

TABLE ASSUMPTlONS
Production
ligures
in the table are
based on standard
buckets
RATED
VOLUME CAPACITY
IN CUBIC ME
TERS and represent
estimated
production in cubic meters PER MINUTE
at distance and average speed.

1. "LOOSE"

m3 volume

Allocated

MUCKING

DISTANCE

each round

mucking

MINE PRODUCTION

___

1. For the selected

Scooptram,
lind the intersection
01 estimated
average speed and one way distance columns.
Read production
in CUBIC METERS PER MINUTE and enter here __
m'/minute.

m'/minute.

minutes

2. Decide on the number 01 working minutes

period, (usually 50.0), and enter here

2. For the selected Scooptram,

lind estirnated average speed that can be
maintained
in the tunnel and read down the column to lind production
closest to the answer on line 1. Read right or left to lind mucking distance in meters.

Fixed time to load, dump and maneuver lor those lunctions

s assumed to
De 0.80 minutes.

3. Multiply

5. Complete

The table does not allow lor the variables 01 distance lrom
portal to dump, clean up time, etc. For greater accuracy in estimating
tunnel advance, see WAGNER FORM NUMBER WG-1277, ESTlMATING
TUNNEL MUCKING DISTANCE.

SCOOPTRAM
EHST1A
HST1A=

METERS

125

=9.45 Km/h*
12 Km/h*

9.4*

0.58

0.68

o'.

12*

0.42

0.52

0.58

'0'.34

0.44

0.50

0.28

0.38

0.42

0.24

0.32

0.38

0.20

0.28

0.34

0.17

9.18 '(),24,

0.37

0.16

{fl/P

;0.27

0.14

0.20

'0:25'

0.13

0.19

0.23

0.17

0.22

ALL ST-2 (capacity 1.53m3)

KILOMETERS
PER HOUR

ALL

PRODUCTION

ST-5 SERIES
KILOMETERS

RATE

(capacity 3.82m3)
PER HOUR

IN CUBIC

METERS

ONE WAY
DISTANCE

la

12

15*

10

12

15

18

22

0.46

0.58

0.66

0.74

0.86

1.16

1.42

1.66

1.86

2.12

2.36

2.52

0.84

1'.02

1.16- 1..36

line 1

Line 3 __

"Ioose"
weight
tons/m'.

the estimate
x line 4 __

expected
minutes.

x line 2 __

4. Customer
lurnishes
entered here

3. CAUTION:
To use the table, lollow the instructions either lor TUNNELlNG MUCKING
DISTANCE or MINE PRODUCTION.

ONE WAY
DISTANCE

(LHD) MATERIALS HANDLING

in a one hour

m3/hour.
01 material

percubic

using;

tons/hour.

PER MINUTE

ST8 Icaoacirv
KILOMETERS

= 6.12m3)
PER HOUR

ST13 (capacity = 9.94m3)

KILOMETERS
PER HOUR

ONE WAY
DISTANCE

10

12

15

18

22

la

12

15

18

22

125

1.85

2.29

2.66

2.99

3.40

3.75

4.14

3.01

3.72

4.32

4.85

5.52

6.10

6.72

375"

0.74

0.95

1.15,: 1.35

1.61

1.85

2.'1.5 1.20

1.55

l.88

2.18 '2.62

400

0.700.901.091.281.531.762.051.131.461.782.072.49

METERS

meter

METERS

125

0.20
. Denotes

maximum

speed through

the gear train.

RATE OF PROOUCTION
FORMULA
The production
ligures given in
the above tables were derived
Irom
the lollowing
lormula
which may be used to estimate
production
with any cornbination 01 variable operation conditions.
L
R =---=---t +----20
16.67 S

,
I1
.rrn No. WST-015-6

WHERE:
R
L
t
16.67
S
O

=
=

0.800.961.101.28

Rate 01 production
per
0.76 0.91 1.05 1.22
425
0.66
minute in cubic meters.
Scooptram capacity,
0.87 1.01 1.18
450
0.62
in cubic meters .
1.i13;.
=Time in minutes to load/dump/
0:8~_
!~.47:'1''';,0,59
@,80. 0,
~/500
.,~ ,0,57
maneuver each cycle.
= Constant to convert kilometers
0,76 'o:
" ;O:<f';')o'J5115:?f'-'<.
per hour to meters per minute.
0.85 1.01
550
= Estimated average speed in
0.830.97
575
kilometers/hour
over the cycle.
= ONE WAY tramming distance in
0.80 0.94
600
meters, (20 accounts lor round trip).

0i

0.85

1.04

1.21

1.46

1.69

1.96

1.39

1.61

1.88

1
0,77 q:g4.i;1.10. '3}:
0.7~', 0.90~1.,ci6':!,,28

0.81

0.99

1.15

.'
1. .

Ota6',
0.83

1.18

1.37

3.34

400

3.19

425

1.39

1.68

,.,97

2.37

2.74

1.01

1.32

1.60

1.88

2.26

2.62

'9,,971"1:~6~~.1,6
0:92 J,20~

1.61

0.84

".'1,'5
1.10

3.06

.1f.9g;!

Copyright 1978 Wagner Mining Equipment Co.

1.09

1.28

1.50

0.78

1.01

1.24

~,3.~ir'M~

1.58

1.91

2.22

2.62

550

1.46

1.78

2.07

2.44

600

0.931.131.321.550.811.061.291.521.842.152.52
0.90

450

!iiJ':-'

' ..

~t4~j 1.64;
1.34

. 37,5~

2.86

1.07

i.oi~:1.22' ,..'4i ~~'l>1.'

.o,~
0.97

3.01' '3.49

575

Printed in USA