Loading, Excavating & Dredging

By P&Q Staff| August 22, 2013

Share this via:

Email Facebook Twitter Google LinkedIn

Aggregate processing may begin with drilling and blasting, but blasted material isnt going anywhere until it is moved from the muckpile to the processing plant. This is often accomplished using loaders and excavators. If this stage of the process is not planned effectively, it will likely have an impact on conveying, crushing and screening efficiencies. Front-end loaders or hydraulic excavators are often used to scoop blasted material from the quarry face and transfer it to a haul truck to begin the processing sequence. Excavators can further be used to pull loosely defined material directly from the quarry face. Hydraulic excavators are the workhorses of the quarry and are built to endure severe, punishing conditions. Contemporary hydraulic excavators are designed with a wide range of performance-enhancing features, as well as computerized diagnostic equipment to facilitate maintenance. Improved hydraulics enable operators to precisely maneuver the excavator through the use of fingertip controls. Like hydraulic excavators, front-end loaders, also referred to as wheel loaders, are used to pick up blasted material from the quarry face. They can be used to deliver material to a haul truck or to load it directly into the primary crusher if it is close enough to the quarry face. Unlike hydraulic excavators, front-end loaders are well suited to transport material from one point to another on the quarry floor. Todays aggregate producers are on a continual search for reduced cycle times and higher production rates. Efficient loading-and-excavating procedures are the first step toward achieving this goal. Choosing the right loader or excavator requires research. Efficient and productive aggregate processing begins, in large part, with equipment selection. A host of factors, including material composition, production requirements, and of course, budget limitations will enter into the decision. The individual at the pit or quarry responsible for making equipment-purchasing decisions is best advised to do as much research as possible into the requirements of the operation, existing fleet and the equipment that is currently available on the market.

Todays heavy equipment manufacturers are up against a formidable challenge. Not only must they design machines that incorporate the very latest in available technology, but they have to do so with one eye on the competition. Ironically, as many manufacturers would likely agree, this is the easy part. Satisfying the customer and making sure his or her needs are met during and after the sale are the real challenges. The loader-and-excavator markets are full of machines designed to help aggregates producers do their jobs more effectively, both in the areas of productivity and efficiency. While continual technological advancements will mold the machines of the future, rest assured that there is one out there today that will meet your needs. Striking a match Loader size, bucket capacity, performance and operating costs are critical criteria given that work never stops. Matching the equipment needed for efficient aggregate production is not a simple task, as any quarry operations manager can attest. The equipment involved in aggregate production, including mining, transporting, processing, stockpiling and load out are equally important in ensuring an efficient, productive operation. There is good reason. The overall cost efficiency and productivity of a quarry operation is the sum of the sequential procedures required for making the finished products. For example, productivity suffers if an 800 st/hr. primary crusher is followed by a 300 st/hr. capacity screen. Likewise, consider the inefficiency in using wheel loaders with 6-cu. yd. buckets at the face for loading 85-ton off-highway haulers. These examples are exaggerated only to make a point: the aggregate-processing chain is only as efficient as its least-efficient link. Computer programs offered by several manufacturers are taking the guesswork out of the equipmentselection process and helping aggregates producers provide answers to a lot of questions that begin with What if. Most programs enable a distributor to go out to a customers jobsite and custom -design the equipment he needs. For a loader/hauler application, for example, variables such as the type of haul road to be traveled, the type of equipment currently in use, equipment options being used, tires, and the type of schedule can all be plugged in. The program then processes the information and runs through a project simulation. Road- and site-induced dependent variables like ambient temperature, fuel consumption, tire life, oil temperatures and major component life are calculated based on the severity of the road profile and have an effect on the resultant speeds, cycle times and operating costs. Haul routes can be described in detail, showing curves, bumpiness, traction coefficient, altitude and super elevation, in addition to grade, speed limit and rolling-resistance variables. Selecting equipment can be particularly challenging in the aggregates industry because you are always trying to meet a specific goal but not greatly exceed that goal. If your primary crusher can handle one million tons of material per year, then that is your target. Loaders Following are some basic considerations when buying a new front-end loader or excavator. In selecting a loader, you should first consider the production capability of other components in the materialhandling system. Select a loader that can handle slightly more than the capacity of the system/equipment that is receiving the material. Required production rates should be carefully examined prior to making a selection.

Cycle time is a critical consideration. According to Caterpillar, a basic cycle time of .45-.55 min. is average for an articulated loader hauling loose, granular material on a hard, smooth operating surface with an experienced operator. The basic cycle time for large loaders (4 cu. yd. and up) can be slightly longer. Material type, pile height and other factors may improve or reduce production and should be added to or subtracted from the basic cycle time. For example, in its Performance Handbook, Caterpillar suggests adding .02 minutes to the basic cycle time for mixed material and for material up to 1/8 in. For 1/8-in. to 3/4-in. material, subtract .02 minutes. For material sizes 6 in. and higher, add .03 minutes, and for bank or broken material, add .04 minutes. For pile factors, add .01 minutes for conveyor or dozer piles of 10 ft. or less and .02 for piles dumped by a truck. For constant operation, subtract up to .04 minutes, and for inconsistent operation, add up to .04 minutes. A small loading target will add up to .04 minutes, while a more fragile target will add up to .05 minutes. Using actual job conditions and the above factors, convert total cycle time to cycles-per-hour using the following formula: Cycles-Per-Hour at 100-Percent Efficiency = 60 Min./Total Cycle Time in Minutes Required payload per cycle is determined by dividing required hourly production by the number of cycles per hour. Once required payload per cycle has been determined, it should be divided by the loose cu. yd. material weight to determine number of loose cu. yd. required per cycle. The bucket size required to handle the required volume per cycle can be found by utilizing what Caterpillar calls the bucket fill factor. The fill factor for loose material varies between 85 to 100 percent. Poor blasted rock has a fill factor between 60-75 percent; average blasted rock, between 75-90 percent; and well-blasted rock, 80-95 percent. The bucket size needed is determined by dividing loose cu. yd. required per cycle by the bucket fill factor. Fill factors on wheel loaders can be affected by bucket penetration, breakout force, rack-back angle, bucket profile, bucket teeth or bolt-on replaceable cutting edges. In terms of changing buckets, a number of manufacturers offer couplers and fasteners for quick and easy bucket changeout. Mathematical formulas can be used to determine the breakout force generated from rack-back and from bucket lift. As these formulas are based on specific loader dimensions and can vary from manufacturer to manufacturer, it is best to consult with the dealer to arrive at an exact calculation. Practically every wheel loader on the market today offers improved visibility, easy-to-reach, fingertip controls and other performance-enhancing features. Some offer technology that reduces operating effort and lever travel. The units boom lever is equipped with a quick kickdown switch allowing the operator to easily downshift from second to first gear. Improved designs and better technology have enabled manufacturers to guarantee the performance of their machines in more areas and for longer periods of time than in the past. For details on warranties, always check with the dealer.

A number of the machines on the market have in place some form of on-board diagnostic equipment consisting of sensors and transmitters which can detect problems with most of the machines major operating systems before they occur, all in the name of eliminating downtime and saving you money. As producers attempt to get more and more productivity out of a piece of equipment, maintenance has become a primary concern, and manufacturers have taken strides to make maintenance easier. Computeraided diagnostics are common, allowing operators to run efficiency reports and troubleshoot performance right on the computer screen. Many manufacturers have in place extensive dealership networks with highly trained personnel that can address and provide guidance on any number of operational issues. Also, a number of manufacturers have instituted 7-day-a-week, around-the-clock parts operations that can receive, fill and turnaround parts orders in less than 24 hours. Todays loader manufacturers are placing operator comfort and safety right up there with bucket capacity and breakout force on their lists of design features. Todays ergonomically correct loa ders include:

A contour seat with air suspension that adjusts to reduce strain on the lower back and thighs. A thicker nonmetallic floor; a redesigned operating configuration that removes hydraulics from the cab; and streamlined powertrain components; to reduce noise. Better ventilation, air conditioning and heat for increased comfort. Command-control steering that allows one-hand operation for greater ease. Finger-tip-implement control levers that require very low operator effort.

Quarry operations find that when employees are more comfortable on the job, morale improves, productivity increases and workers compensation costs are kept in check. Excavators Choosing the right excavator for a particular application can improve productivity. Material composition and production requirements are two main considerations in choosing an excavator. The type of material to be moved will impact horsepower, torque ratings and digging forces. Bucket capacity is also important. The starting point is the overall production requirement for the operation, and then you consider the existing fleet you have to work with. That will dictate what size bucket and size of machine youll need. Equipment matching is very important. A simple mathematic calculation can help in this area. Heres an example: If you have a 50-ton truck, and the material weighs 3,000 lb. per yd., you have 100,000 lb. of payload capacity divided by 3,000 lb. per yd. for about 33 yd. If you have a 3-yd. bucket, it will take 11 passes for you to fill that truck, and the excavator is capable generally of 3 passes per minute. So, if you have 11 passes divided by three minutes, you are going to be loading that truck right at four minutes. So, the thing you have to decide is if you can live with that four-minute loading time or do you have enough trucks and crusher capacity that you need a bigger excavator. It is important to properly equip an excavator for the job it is expected to do in order to maximize its performance. Different arm lengths are available for most excavators. Short arms provide maximum crowd forces and bucket capacity and are recommended for production truck loading, mass excavating and tough digging conditions such as areas with high rock content.

Medium arms are best suited for a wider variety of work, while a long arm would be the choice for situations where reach and/or digging depth is more important than digging force or high lift capacity. Fuel efficiency is of major important to producer. Computer control enables the engine to maintain a steady RPM for the best fuel combustion and fuel economy. Backhoe loaders The backhoe loader is one of the most versatile pieces of construction equipment available. From digging trenches to cleaning up debris, the backhoe loader is well-suited to handle a variety of different jobs as a support machine at a quarry site. Any differences that exist among todays backhoe loaders lie in the areas of specialization and applic ation. The purchaser, therefore, must take some time to study his options. Some key questions to ask when purchasing a backhoe loader are:

What will the machine be used for? What jobs will it perform? Will it be a rental machine that will be used for a number of different projects or for a specific job?

While one size machine can perform a wide range of jobs, purchasers should take the time to consider what a project entails and the specifications of a particular machine prior to making their decision. As with any piece of heavy equipment, proper maintenance is vital to ensuring daily productivity and service life. The machines engine oil should be checked before it is started every day, and the radiator fluid should be checked a couple times a week. After starting the engine, an operator should allow it to idle for at least 10 minutes, while refraining from

activating any of the control levers. If the hydraulic controls are operated while the machine is running, the engine is forced to work harder during this crucial warm up period. Grease is another key component of a good lubrication program. The best time to grease the backhoe loader is while it is idling. Lubrication As vital as it is to keep a loader or excavator properly lubricated, it is equally important to care for the machines hydraulics systems. Hydraulic lines can break or leak, an d if a line is broken or dumping fluid rapidly, the job must stop and the line repaired. If a specific line is not readily available, it is possible to temporarily replace the bad line with a spare until the correct one can be installed. Repairing a line with a slow leak can be delayed by adding fluid to the reservoir.

Following the manufacturers schedule for oil and grease should keep the machine operating effectively for years. If an operator follows the manufacturers recommendations, they can expect ho urs of maintenancefree operation. Maintenance, however, does not end with the machines engine and hydraulics. A comprehensive maintenance program includes running gears, buckets and attachments. Here, prevention is the key. When a backhoe bucket becomes twisted or bent, or a loader bucket starts to bow in the center, they are permanently damaged. Therefore, every precaution must be taken to preserve the buckets original forms. Cycle speed In terms of productivity, while cycle speed is important to the completion of a project, an operators goal should be smoothness of operation. Speed can be gained by addressing individual actions within a cycle and doing away with unnecessary movements. When taking loads of rock from a pile, containment should be the focus. As the loader bucket enters the pile, some of the material will fall into the loader and some will be pushed to the side. As material is pushed farther away from the original pile, more time must be spent retrieving it. Therefore, all forward passes should be taken while pushing the material toward the center of the pile. When preparing to load a truck, operators should carefully time raising the bucket so it will reach truck height only when they are ready to dump. The first couple of loads should be used as trial runs so that the operator can find the point where the loader should begin being raised. Also, a full bucket should never be raised high in the air while the tractor is advancing toward the truck. OTR TIRES The best way to understand OTR tires is to be trained about them. Many manufacturers offer training classes that can help you understand what you need to know. My advice is to call your local supplier and see whats offered. Realize that you will be making an investment in this training. You will be investing your own time away from your job and maybe away from your family. Also, there may be costs in getting there, etc., so make sure that you attend a seminar that will really help you. Often times, the best way of knowing how valuable a seminar will be is to solicit input from those that have already attended. Just exactly what do you need to know? Probably the most important thing for you to know is how to maintain what you already have. Now is the time to consult with your local suppliers a nd your tires manufacturer to find out how you can do a better job of keeping what you have running as long as possible. Keep in mind that tires and rims are a pressure vessel. Do not run any tire or rim/wheel that is unsafe. To have a complete, effective OTR tire-maintenance program you must have several different systems in place and working efficiently. The first thing you should do is to review your air-pressure maintenance program to see if you are doing everything you can. Remember, its the air in t he tire that supports the load. But also remember, its the air pressure that ensures the tire is operating at the shape the tires manufacturer designed it to operate. When a tire operates at its designed shape, it delivers all those things you buy the tire to do for you: provide traction and braking, ensure optimum control of the vehicle while cornering, provide the maximum level of cut resistance possible, wear at the slowest possible rate, and provide the best ride possible for the operator and the machine, etc. Operating the tire out of its designed shape, even for a short time, affects all those productivity functions just mentioned but also increases the fatigue within the tire and shortens its overall life.

To give the tire a chance to provide those things it was designed to provide means that you must carefully check and correct the air pressure in OTR tires at least once a week. I know, you are thinking that you cant do that; the cost and hassles arent worth it. Well, lets think about how much production you may lose if a tire fails. My unofficial nationwide survey confirms that the average downtime associated with a flat tire is approximately four hours. That includes the time required to get somebody to the flat, fix it, air it back up and for you to get an operator on it again to get back to work. How much production do you lose in those four hours? What does it cost you to make up that lost production? Pretty expensive, if you can do it. The longer you can go between flat tires means that much more production. Traction Have you ever considered how important traction is on your OTR machines? Have you ever put the white lines on the sidewall of both the front and rear tires on a machine and then watched it go up a grade? Have you ever watched a loader while in the face? If those white lines dont stay parallel on a straight stretch, your tires are slipping and your vehicle is not moving as fast as it could. In other words, you are losing production. Even if you buy the right tire with the best pattern available for your operation, that tire cant deliver all the traction you need unless it is operated at its designed shape. Could you use one more load per day? That is very possible if you will give all your tires a chance to deliver their best traction by maintaining the tires designed shape with the correct air pressure. Okay, so you agree you need to check air pressures weekly; now you want to make sure that they are inspected the proper way. Number one, all air pressures must be taken with a calibrated air-pressure gauge. It really doesnt make much difference how much you spend on an air-pressure gauge or who made it because they all can be wrong thanks to the dust, grime and water that finds its way int o the tires air chamber. If you start with an accurate gauge it can become very inaccurate after only a few tires. What do you think the possibility is that the air gauge you have is still accurate after all these years? The only way to make sure air pressure gauges are accurate is to compare them to a known source such as your main compressors gauge. This may not be perfect, but is probably better than never comparing the gauges to one source. My recommendation is that whomever is going to check air pressures for you should stop by the shop, calibrate their gauges with your main gauge and then go make sure your air pressures are correct. When someone checks your air pressures, make certain they have a compressor with them of sufficient capacity to correct any incorrect pressures. Make certain that you receive a written report that lists what the air pressure was and what it was corrected to. Someone, you or the sites tire boss, should then compare this weeks inspection with last weeks to look for tires that are losing air pressure. Someone has to have the responsibility to spot these leaking tires and then to decide what to do about it and when. Put yourself in the shoes of the person checking air pressures. How do you know what air pressure the tire should have? Remember, the goal is to maintain the tires designed shape. The correct shape is determined by analyzing the amount of load on the tire and the speed the tire must travel. All major tire manufacturers have OTR tire data books that will help you figure out how much air pressure is needed for each OTR vehicle you have. Now, the next problem is how to communicate this information to anyone who might have occasion to check air pressures. By far, the best thing to do is to stencil the recommended air pressure on the fender or on the hub or somewhere near the tire. Every tire should have this information readily available so there is no confusion as to what air pressure you want in the tire. How often are your air pressures going to be checked when they are cold? The air pressures that tire manufacturers recommend are based on a tire that is cold, not run for at least 24 hours. If you are like most

operations, this condition isnt always available. So, what do you do when you have to check a hot tire? My recommendation is that you develop a hot air pressure recommendation. How do you do this? Well, you will usually find that air pressure builds up by 10 to 15 percent as the tire runs. If you apply this figure to the cold pressure recommendation, you will have a hot tire pressure target or reference point.