.. .•.. Catalog 15QA .

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APPLIC•• NDATA
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1\
 INTRODUCTION
.,L;i!/t!? E. &:;v6' ~H..A'.aD é..,
/-? 6 s ,

PAGE WORLDWIDE, WAGNER MINING EQUIPMENT CO. is the

largest manufacturer of diesel powered TRACKLESS
Introduction 1 vehicles for UNDERGROUND MINING and
TUNNELlNG. Engineering creativityatWagner Mining
Product Une 2 Equipment Co., cornbined withsupport arid cooperation
Model Reading 3 of the worldwide mining industryhas resulted in
development of more than35 vehicle models with
Model Listing 4 numerous variationson these models to satisfythe
specific needs of mining and tunneling operations. A
Design Features 5 worldwide network of DEALERS is dlstributinq and
servicing Wagner Mining equipment throuqhout the
-.-.Application 7 world.
Equipm.ent Selection 9 The flexibility, mobility and versatility oftrackless rnining
vehicles manufactured by Wagner Mining Equipment Co.
-- Estimating Scooptram Production 11 adapt to most UNDERGROUND material moving opera-
tions in . .
Overloading, Underloading 13 .;,'

DRIVING STEEP ACCESS RAMPS:

Job Conditicns 14
DEVELOPING ACCESS TO THE ORE
Cycle Times 16 HAULlNG THE ORE,
Reading Performance Curves 18 DRIVING TUNNELS

Interpolating Speeds on Grade 20 Most Undergroun~ operati~nstoday use or plan to use

trackless methods to some degree and WAGNER
-Tunnel and Ramp Production .23 MINING EQUIPMENT CO. PRODUCTS remain FIRST
. CHOICE with most of the planners wantinq.a QUALlTY
Estimatinq Mine Truck Production 31 PRODUCT and SUPERIOR AFTER SALE SERVICES AND
PARTS AVAILABILlTY.
--Estimating Vehicle Owning and
Operating Costs 37
Appendix 40
Material Weights 55
Conversion Factors 56
Scooptram Production Charts
(Tons/Hr.) and Theoretical Turning
Clearance Graphs 57
Scooptram Production Charts
(Cubic measure per minute) 61
Time - Distance Table m.p.h. 63
Time - Distance Table km./hr. 64

<$S
..rI ~ER
MINING ea
EQUIPMENT 0;0'

FORM NO. WG-142-8 COPYRIGHT (01978 WAGNER MINING EOUIPMENT CO. PRINTEO IN US A. 1

I
 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.

Mining Scoop, MS The Mining Scoop, designated MS, is a ruggedly

designed, medium low profile, fast cycling front end
loader with bucket reach and dumping height allowing
efficient loading of trucks.

Mine Trucks, MT 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 TELETRAM®DESIGN ACHIEVES
THE LOWEST PROFILE OF ANY TRUCK CURRENTLY
AVAILABLE and utilizes its telescoping feature to dump
Teletrams'f MTT 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 dríve.
Any number of atlachments may be installed on the
rear frame by the customer or at the factory.

í'
 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 of the vehicle as described below.

cooptram, ST; Mining Scoop, MS

Prefix to indicate power unit other than diesel. For
instance, "E" for electric powered vehicles. -----
J ST -

refix to indicate transmission type other than power

-s-ilift. For instance, "H for hydrostatic transmission. --1

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

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

MT _~ 0_O- _ •••••
!ine Truck, MT ~
__refix to indicate power unit other than diesel. For
instance, "E" for electric powered vehicles. -----
refix to indicate transmission type other than power
__hift. For instance, "H" for hydrostatic transmission.
TELETRAM
Mine Truck. ---------------------
T" indicates teletram, "P" indicates pushplate. For
--End Dump Mine Truck'tthis space is left blank.

"4" indicates 4-wheel-drive, "F" indicates front-wheel-

Irive. ---------------------------1
--1

4J tP
DDÓ

REAR-END DUMP
"Truck capacity, 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 PUSH-PLATE
'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)
______ U_\4 J
Vehicle Capacity in short tons.
dphabetical sequence letter indicating a majar design
hange or variations within a model. ---J
UTILlTY TRUCK
(S), U.S.B.M. Schedule 31 Approval. --------------------1
POPULAR WAGNER MINING EQUIPMENTCO. MODELS
Usted below are current, (1978), STANDARD Wagner Mining Equipment Co. models available. Often, modifications to-
these standard models can be provided on SPECIAL ORDER to meet various constraints of dimensions and/or capacity

Scooptrams®
RATEO TRAM CAPACITIES
MOOEL Inside Volume Tons
ft. in. y3

EHST-1A *4' O" 5'0" 10' 8"

HST-1A *4' O" 5'4" 10'8"
ST-28 *5' 1" 8'2" 14' 11"
ST-28(S) *5' 1" 8'2" 14' 11"
ST-20 *5' 1" 8'9" 15' 5"
ST-20(S) *5' 1" 8'9" 15' 5"
ST-31h 6'0" 9'2" 17' 10"
HST-5(S) t10'0" 9'7" 20' 6"
ST-5A *8' 112" 10'3" 20' 8"
ST-5A(S) *8' '12" 10'3" 20'8"
ST-58 *7' O" 15' 3" 24'0"
ST-50(S) t8'3" 11' 5" 21' 4"
ST-5E *8' O" 10' 5" 20' 9"
ST-8 *8' 2" 14'6" 25'3"
ST-13 *10' O" 13' O" 25' 3"

Mining SCOOPS

MS-1'h t6'8" 8'0" 16' 2"

MS-3A t8' 10" 10' 5" 20' 11"

• ~ Vehicle is widest point. t ~ 8ucket is widest point.

,
Mining Trucks (Teletrams") ,-

RATEO TRAM CAPACITIES

MOOEL Inside Volume Tons
ft. in. y3

MTI-420 10' 1" 12' 1" 24'0"

HMTI-410 or 410(S) 10' 2" 12' 6" 25'0"
MTI-F17-14(S) 8' 11" 1O' 11" 25'3"
MTI-F20-18 or 18(S) 10' 7" 12' 7" 28' 5"
MTI-F20-19(S) 9'0" 9' 2" 23' 11"

Mining Trucks (Push-Plate Dump) l-

MTP-410-30 7' O"

Mining Trucks (Tip Dumpers) -

MT-F10C 8'2" 11' 6" 21' 10"
MT-F25-35 10' O" 13' 6" 28'8"
MT-F28 10' O" 15' 1" 31' 4"
MT-411-30 6'0" 10' 5" 17' 8"
MT-414-30 7' 3" 11' 9" 20'0"
MT-425-30 9'9" 15' 4" 28'8"

Utility Trucks
UT-45A or A(S) 6'9"

•• ~ Vehlcle is highest point. * ~ Operator is highest point. 1 ~ w/o 8" side boards. 2 ~ Oepending on type of body selected for installation.

4
 ~ESIGNFEATURES

~'agner Mining Equipment Co. vehicles are designed Power ./

Train
SPECIFICALLY FOR UNDERGROUND SERVICE,
Depending on the type and size vehicle, various power
ggedly built with quality materials and workmanship
train components are matched to provide dependable
ensure maximum performance and useful life in the
vehicle performance.
lTriderground mining environment. FIELD EXPERIENCE
Diesel
has long been our guide to better design, SPECIAL Engine or
)OLlNG ensures welding integrity and precise STor MS Torque Converter Electric Motor
• or Hydros atic
.__.sernbly, quality control, inspection and testing are Pump ~ ~~~~~
employed throughout the manufacturing process to
+ovíde the best possible value for the price.

~'ost al! trackless mining methods and plans set a

emium on compactness of design of vehicles used
underqround. This may be because of the size, shape
and location of the ore body and a desire to minimize
lution with waste, the desire to minimize waste
tndling in development work or problems of
rock stability.
MTTor MTP
'ith these requirements in mind, Wagner Mining Torque Converter
[uiprnent Co. vehicles have been designed as compact or Hydrostatic Pump
as possible in both width and height. It should be noted
that certain models, even though of the same capacity, Diesel Engine or Electric Motor
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.

Drive Ax!es or
Hydrostatic Motors

MT-4
Diesel
Engine Power Shift
Transmission

Planetary
Drive Axles

MT-F
Diesel
Power Shift Engine
Transmission

rticulated steering is a feature on all Wagner Mining

_quipment Co. machines to achieve the minimum turning Planetary
radius and maximum maneuverability for operations in Drive Axle Wagner
"Dead" Axle
:IrrOW confines of drifts and haulageways.

(1 I
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 Load-
Haul-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
nacticaüy 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 .

I
 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 approxi-
mately 60 degrees in either direction to drive in either
direction. Scooptram controls provide automatic
orientation of the steering wheel so that regardless of the
dire,ction of travel, turning the steering wheel right turns
the vehicle right and vice versa. Depending upon the
application, MINE TRUCKS may use side seating or may
use DUAL CONTROLS with the operator seat designed to
swing 180 degrees to face forward or to the rear.
Power Units
Where conformance with U.S.B.M. Schedule 24 is
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 va-
rious power sizes. For more
power, add more cylinders
using the same internal parts.
Caterpillar engines are avail-
able 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 coun-
tries the term "Flameproof"
is used interchangeably with
Schedule 31.)
l'
Exhaust Systems
Treatment of exhaust emissions before discharge into
the atmosphere is with water scrubbers, catalytic
converters or fume diluters.
Axle Oscillation
AII Wagner Mining Equipment Co. vehicles are de-
signed to incorporate some kind of lateral oscillation
between the power frame and the payload trame to re-
duce stresses transmitted between the two modules
when operating over rough, uneven ground. In most
Scooptrams, Mining Scoops and some trucks, the axle
under the power frame oscillates.
On other Scooptrams and mining trucks, Personnel and
Utility Trucks, heavy duty roller bearings are incorporated
in a swive/located just behind the steering pivot point
providing oscillation between the chassis and bogie
trames.
No SPIN
No SPIN differential is available as an option. No SPIN
reduces wheel "spin" during the loading cycle sub-
stantially reducing tire wear and increasing loadability.
Where single axle drive trucks may be operated on
slippery inclines, No SPIN differential is often a valuable
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 Even when one wheel
both wheels must move 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 E-O-D® is raised only high enough to clear the truck

freeboard, has plenty of reach over the bed for quick,
To meet various material weights, optional size buckets
clean dumping for heaping loads. Can work with a
of larger or smaller capacity than standard are available
lower back or a higher truck.
·--Nith a selection of lip styles, straight, semi spade, and
full spade. Optional bucket teeth are available.

__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
iorízontal position as illustrated.

Conventional bucket has shorter reach over the truck

---maxmium dumping height* body and the bucket lip protrudes down into the body
making it difficult to get an even, heaping load without a
"B" lot of jockeying of vehicle and bucket controls.
WITH STANDARD WITH WAGNER
+scooe- WAGNER MINING MINING
TRAM EQUIPMENT CO. EQUIPMENT ea,
MODEL BUCKET E-O-D BUCKET
HST·1 41" (104 cm) 68" (173 cm)
ST-28 55" (140 cm) 93" (236 cm)
The E-O-O bucket loading into an MTT truck achieves
ST-4A 68" (173 cm) 109" (277 cm)
ST-5A 67" (170 cm) 112" (284 cm)
heaping loads with lower overall height requirements
ST-58 59" (150 cm) 108" (274 cm) than any similar capacity equipment or, alternately
ST-5D 24" (61 cm) 65" (165 cm) achieves a greater dumping height and reach than other
--s T-8 69" (175 cm) 124" (315 cm) loaders for loading high, wide trucks.
• Measured from lowest point of
bucket to ground, when bucket
is in dump position.

maximum reach from front wheels*

"A" "B"
WITH STANDARD WITH WAGNER
scooe- WAGNER MINING MINING
TRAM EQUIPMENT CO. EQU I PM ENT eo.
MODEL BUCKET BUCKET
HST-1 27" (68.5 cm) 53" (134.5 cm)
ST-28 26" (66 cm) 47" (119.5 cm)
ST-4A 33" (83.5 cm) 60" (152.5 cm)
ST-5A 34" (83.5 cm) 65" {165 cm}
ST-58 50" (127 cm) 77" (195.5 cm)
ST-5D 54" (137 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.

7
 APPLICATION

Scooptrams":
The versatile Scooptrams playa broad role in mining and
tunneling as the complete production tool, one vehicle,
one man moving the muck from where it is to where it is
wanted. In production mucking, few methods of moving
ore give greater productivity at lower costs than Scoop-
trams.
In mine development and/or tunnelinq, tramming muck
up to medium range distances proves faster and less
costly than most other methods. The use of cross-cuts
and/or rehandling stations may increase economic
tramming distance, up to 5,000 feet or more.
The high gradeability of four-wheel-drive scooptrams
provides maximum flexibility for driving declines for
access, conveyor belts or production. Generally
speaking, grades should be kept as tlat as possible for
efficient production and lowest maintenance costs.
Access ramps into the mine and from level to level may
range up to 30% while production ramps, should be held
at 10% to 12% maximum if possible.
A fuI! size grade conversion graph wil! be found in the
appendix on page 40.
Teletrams":
Available as single axle drive or four-wheel drive, these
telescoping trucks solve a variety of mine haulage
problems. They can be fully loaded over the rear in
lower back height than any other type of vehicle in the
same capacity range.
Loading Cycle Loading starts with telescopic bed
in rear position (1). As load accumulates, bed is
drawn forward (2) and balance of truck is filled.
l~
2
DISCHARGE CYCLE is the reverse of the loading cycle.
The telescoping bed is moved toward the rear (3), forcin8--
out half of the load. Then the final stage PUSH PLATE
ejects the balance of the load. Dumping may be as one
continuous, fast ejection cycle or may be PRECISELY
METERED by the operator as might be required.

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 9 10 11 121314 15161718 1920 21

UNIT$ QF HORIZONTAL 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. Four-
wheel-drive models have the advantage of being able to
safely negotiate slippery haul roads with a minimum of
Scooptram and TeJetram are registered trademarks al Wagner Mining Equipment ea.
skids or wheel spin-out.

11
 EQUIPMENT SELECTION

--Regulations: Clearance:
The first step in selecting your Wagner Mining Equipment Between the vehicle and haulageway wal/s, the operator
Co. vehicle is to befamiliar with requirements of regula- and roof, have a direct bearing on tramming speeds which
__tory bodies that may apply to the operation of trackless, affect productivity and most certainly have an effeet on
diesel or .electric powered equipment in underground general safety of mine personnel and the vehicle itself. As
mining operations. These regulations may include a rule of thumb, 3 ft. is considered a minimum operating
minimum clearances between vehicles and mine open- clearance between the vehicle and walls (1.5 ft. each
-ings, maximum horsepower/ventilation ratlos or other side), and 1.5 to 2 ft. between the operator's helmet and
specifications restríctive to the vehícle size in a given the roof. Four feet clearance is tairly common but at least
mine. 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 Dimensions:
-De made to fit the vehicle. Current trends in mine design
Initial proposed opening dimensions in a mine may be
find the planners selecting the largest possible vehicle
expanded to accommodate vehicle size. The productívity
capacity (size) the mine will accommodate and the theory
of trackless mining methods, compared to most other
_behind this trend is that operating costs of vehicles (or
methods, has often been found to allow for economícal
added costs of development work), do not necessarily
enlargement of mine openings not only to the extent of
increase in direct proportion to increased capacity. The
handling extra waste but also to the extent of extra cost
;¡reater productivity of the larger capacity vehícle may
for ground control, or roof support.
--~ushion or offset the cost of making the mine openíng fit
the vehicle. Where a vertical shaft entry and/or hoist capacity are
the controlling factors as to what can go into the mine,
f\ typical example of thís theory compares the ST-5A with
Wagner Mining Equipment CO. provides KNOCKDOWN
_"":heST-8 and the dimensions of these two vehicles
construction of the vehicle. The vehicle is bolted to-
shows that an entry width that will accommodate the gether at the factory, can be disassembled at the mine,
ST-5A would need to be íncreased only at turn intersec- put down the shaft, bolted back together and then the
tions to allow for the wider turning radius of the ST-8. The seams welded to form the complete machine.
=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.
Where a new mine is planned, preliminary ínvestigations
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 nego-

tiate 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 devel-
opment 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."

I
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 eleva-
tions and metering of fuel to be injected must be
recalibrated if excessive exhaust smoke is to be avoided.
When operating elevations above sea level are known,
Wagner Mining Equipment Co. will, upon request,
recalibrate fuel metering to ensure correct fuel/air ratio
for the elevation designated. To estimate loss of engine
power at higher elevations, an often used rule of thumb
is to subtract 3% of engine ADJUSTED NET horsepower
for each 1,000 feet above the first 1,000 feet above sea
level.
Where operating elevations approach 5,000 feet above
sea level (1,500 meters), serious consideration should
be given to equipping an engine with an AL TITUDE
COMPENSATOR or using a LARGER ENGINE.
The term altitude compensator applies to a TURBO-
CHARGER fitted to the engine intake manifold acting to
pump more air into the engine cylinders. The fuel delivery
rate is set to deliver SEA LEVEL HORSEPOWER. The
engine is NOT set to provide MORE power but WILL
maintain sea level power at higher elevations, up to
9,000 feet and more.
It is recommended you consult with the factory when
operations are going to be at elevations substantially
above sea level.
Ventilation:
The Mine Health and Safety Administration's approval of
Wagner Mining Equipment Co. vehicles for use underground
stipulates ventilation requirements for the various size engines-
used and similar regulations may have been established in
other areas of the world. Adequate ventilation is not only a rnus
for operator and other personnel comfort, lack of the oxygen '
supplied by ventilation air can reduce engine horsepower
output.
The table below gives M.H.SA approved ventilation air
rates at engine r.p.m., approved horsepower rating and
rate of fuel injection permissable for engines used in
Wagner Mining Equipment Co. vehicles.

VENTILATION REQUIREMENTS

Engine model Ventilation Requirements Max. fuel

Deutz gJ C.F.M. r.p.m. b.h.p. Ibs./hr ..
F4L-912W I 6000 2300 51 23.3 ,
F6L-912W 9000 2300 77 35.0
F6L-714 ~ 15000 2300 135 64.8
F6L-413FW 12000 2300 139 60.0 ,
F8L-714 s: 20000 2300 180 864 --, "
F8L-413FW 16000 2300 185 80.0
F10L-714 25000 2300 225 108.0
F10L-413FW 20000 2300 231 100.0
F12L-714 il 30000 2300 270 131.9
F12L-413FW 24000 2300 277 120.0
BF12L-714 1$ 40000 2300 378 170.0
Caterpillar
3304 10700 2200 81.5 47.2
3306 16000 2200 150 70.0
3304T 33000 2200 Various 76.0-39.(
3306T 57000 2200 Various 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).
-To initially establish the APPROXIMATE PRODUCTIVITY
of various size Scooptrams, a SCOOPTRAM PRO-
JUCTION CHART is provided in the appendix, page 58
-,or the English system and page 60 for the metric
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
ippücation 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.
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.
CUBIC MEASURE "IN BANK" + BLASTING = CUBIC MEASURE "LOOSE"
Assume Assume
1.0 y3 = 1 short ton 30% "swell" 1.0 y3 + 30% = 1.30 y3 = 1 short ton
1.0 M3 = 1 metric tonne 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 CAPACITV:

Most manufacturers rate buckets based on a mathe- Experience tells us that only in the best of conditions of
matically calculated (or measured) volume WITHIN and blasting fragmentation, repose of the material after
on TOP of the bucket in the carry position. Fig. 3 and blasting, OPERATOR SKILL in particular and JOB ~
Fig.4 illustrate how manufacturers arrive at RATED CONDITIONS in general, can a bucket be CON-
VOLUME CAPACITY. Assume an ST-5E rated at 5 cubic SISTENTL y loaded to its RATED CAPACITY as in Fi~ t
yards. This fact is referred to as "BUCKET FILL" or, more
precisely, lack of fil!.
TABLE 1 suggests BUCKET "FILL FACTORS" to apr-'v
in various JOB CONDITIONS, (discussed on page 1 ),
and degree of fragmentation from blasting. Good -
Fig. 3. Struck Capacity,
fragmentation and excellent job conditions may
mathematically meas- allow near 100% bucket loading on a fairly consist 1t
ured volume (as in basis but as conditions deteriorate, the factors re1 .ot
water level) with the probability of smaller loads obtained in reasonablE
bucket in the
loading times.
carry position. 4.5 cubic yards
(3.44 cubic meters)
TABLE 1. BUCKET FILL FACTORS
BLASTING FILL JOB
FRAGMENTATION FACTOR CONDlTIOfI
-
GOOO 1.00 to 0.98 EX CELLEf'v-r-

AVERAGE 0.97 to 0.94 AVERAGE

-
POOR 0.93 to 0.89 SEVERE
Fig. 4. Heaped Capacity, -

struck capacity plus

Applying bucket fill factors is discussed on page 13
mathematically cal-
in PAYLOAD and BUCKET SELECTION. Estimators
culated S.A.E.
heap of solid should not hesitate interpolating the values given in ~ble
volume. 5.0 cubic yards 1 if experience or expected conditions dictate.

(3.825 cubic meters)

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.
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.
TRAMMING CAPACITY:
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).
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.

I
 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).
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.
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.
CUBIC MEASURE "IN BANK" + BLASTING = CUBIC MEASURE "LOOSE"
Assume Assume
1.0 y3 = 1 short ton 30% "swell" 1.0 y3 + 30% = 1.30 y3 = 1 short ton
1.0 M3 = 1 metric tonne 1.0 M3 + 30'10 = 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
I
 PRODUCTION ESTIMATING
TRAMMING CAPACITY"OVERLOADING" OR "UNDERLOADING"
-- THERE IS NO SINGLE FACTOR THAT ESTABLlSHES
A VEHICLE RATEO TRAMMING CAPACITY.
Important considerations start first with power train
. _ component capacities as APPROVEO by the manufac-
turer of each component for use in our vehicle. The
engine, torque converter and transmission are matched
and approved as are axle and tire capacities.
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;
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.
Indicated PAYLOAOis found with;
(Loose weight/y3) x (Fill factor) x (Rated bucket y3)
(3,500 lbs/y'') x (0.98) X (5.0y3) = 17,150 lbs.
To find UNOERLOAO or OVERLOAO, compare;
Indicated PAYLOAD 17,150 lbs.
RATED TRAMMING CAPACITY -15,000 lbs.
2,150 lbs. Overloaded
This 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. = 4.37 3 OPTIMUM SIZE
(3,500 lbs/y'') x (0.98) y
Different size buckets in increments of 0.50 y3 are
available options for most models and increments of
0.25 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
13
I
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 light-
ing 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.
FOR LOADING, the floor is
reasonably level, even slightly
downhill, kept free of spillage
and is well drained where pos-
sible for good traction. The
muck is well blasted and free of
large boulders requiring second-
ary 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 de-
veloped for use by a well trained,
conscientious operator.
IN TRAMMING, main haulage-
ways are of ample width and
height, will have smoothly main-
tained surfaces kept free of
spillage and well drained of deep
standing water. There will be no
sharp turns or other delay fac-
tors 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 PRODUC-
TION OF THE VEHICLE(S).
14
AVERAGE SEVERE
Minimum vehicle lights find the
JOB CONDITIONS
operator driving in a restricted
ASSUME OFFSETTING tunnel of light, inviting collisions
with walls. High standing muck
FACTORS FROM not brought into the scope of
lights may unexpectedly slide
EXCELLENT ANO down.
SEVERE
FOR LOADING, the floor may be
uphill, slippery and/or littered
with spillage preventing good
JOB CONDITIONS traction for loading. The muck is
poorly broken with large, hard
ASSUME OFFSETTING
to handle boulders, it may be
FACTORS FROM high standing with unpredictable
flow. Boulders must be worked
EXCELLENT ANO out of the pile and carried away
from the area. There will be
SEVERE minimum ventilation with loss of
engine power, possibly loss of
concentration of the operator.
IN TRAMMING, main haulage-
JOB CONDITIONS ways are of minimum width and
height, are not improved or
ASSUME OFFSETTlNG maintained, littered with spillage,
may be soft, slippery with areas
FACTORS FROM
of deep standing water. There
EXCELLENT ANO will be sharp turns and other
delays to maintaining speed and
SEVERE no traffic control at these delay
points.
IN DUMPING there will be mini-
JOB CONDITIONS
mum room to maneuver; no
ASSUME OFFSETTING SAFETY "BUMP BERM." There
may be restrictions to dumping
FACTORS FROM that from time to time will
prevent a clean dumping cycle
EXCELLENT ANO such as a clogged grizzly, rail
cars or trucks unable to accept a
SEVERE
full bucket load, etc.
I
 .)RODUCTION ESTIMATING
~XAMPLE PRODUCTION ESTIMATE

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

tion using sections of our Scooptram estimating formo
llank copies of these forms are in the appendix, page
_3 in the English system, page 41 for the metric sys-
temo Also in the appendix are forms for estimating
TUNNEL ADVANCE, the English system on page 45
.nd the metric system on page 47. See page 24 for in-
-eormation on TUNNELS and RAMPS.

-~COOPTRAM ~ER
-IOURLY PRODUCTION ~ MINING
~ EQUIPMENT S2.
-.eSTIMATING (NOTE: Assumes constant availability
of material to be trammed.)

-":English System) Note: See page 22 for similar estimate in metric system.

::ustomer: Ac/4X M1#//016-- Co. Prepared By: .5rEVe:Af~ Date: Cf/¡O/7b

,._v1ineName/Location: r{)T{//CA t eLl(, )./eVAO/1 Elevation, A.M.S.L. 6,000 ft.

The most important item to fill in above is the ELEVATION Now continue with the estimate in sections I and 11
~BOVE SEA LEVEL at which the Scooptram will be below and assume:
--.Norking. The adverse effects of higher elevations on
VEHICLE PERFORMANCE was discussed in the Equip- 1. You have selected an ST-5E.
nent Selection section and correction factors will be 2. Becomes 15,000 lbs.
íiscussed later in this sample estimate. Assume the 3. Becomes 5.0 cubic yards.
--operating elevation will be 6,000 feet above mean sea 4. As determined for the particular operation.
level. 5. and 6. As assumed and filled in.

sectíon 1,General Data:

1. Proposed Scooptram Model: Sr-56 4. Clearance: Vehicle/Wall Lft. Operator/Back Z- ft.
2. Rated Tramming Capacity: 15; Qt> O lbs. 5. Type of Material to Move: CO?P&I<- Ol?f?
_ 3. Standard Bucket Capacity, Heaped: $, () y3 6 . "Loose" We' Ig ht of Material
1: I :3:s
00 lb S., Y3

'Section 11,Payload Per Trip: (Estimated actual payload and computation for optimum size bucket, SEE INSTRUCTIONS)
__ 7. Loadable Weight Per y3 (bucket fill factor, if any ~ __ ) x (Iine 6 ~ 3 C>D ) = ~ lebE? Ibs./y3
8. Indicated 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.

9. Optimum Bucket Size: (Iine2 1; I

Ot>O d7?
) = --...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.
.
:0. Payload Per Trip:
(line 7 3;/6g ) x (Iine 9 rounded ~ 7 S- )
= 15;" O f's
_~_.L....::'--_ = 7- S"z.- Tons.
2,000 2,000

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

I
PRODUCTION ESTIMATE
(Y(lE TIMES

Estimating Cycle Times: Accurate production estimates The AVERAGE 8PEED of 10 mph (16.1Km/h) given for
require careful evaluation of the TIME it takes to the 8T-31h through 8T-13 should be considered as
accomplish certain functions and the AVERAGE SPEED OPTIMUM conditions SELDOM FOUND IN UNDER-
that can be attained over given distances. GROUND OPERATIONS. It assumes no turns or other
delays over a very long distance on very well maintained
FIXEOTIME: roadways. A tramming cycle must be reviewed to pin-
point potential delays tor turns or traffic congestion ar
The portion of the production cycle spent in LOADING AVERAGE SPEEDS INTERPOLATED from TABLE 3 te
and DUMPING the bucket and the MANEUVERING to reflect these delays by selecting a lower average speed.
accomplish those functions is usually treated as FIXED
TIME for estimating purposes. TABLE 2, LOAD/DUMPI
FOR ESTIMATING PURPOSES,
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 EMPTY
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 RETURN
operators, working with well-fragmented material, have
been observed to fill the bucket consistently in 0.20 SPEEDS
minutes and less. On the other hand, loading times of 1.0
minutes and more have been observed. Dumping times
at effícient dump points have been observed in as little as
0.10 minutes and as mueh as
TABLE 2. FIXED TIME 0.50 minutes at inefficient ARE ASSUMED TO BE THE
LOAD I DUM PIMANEUVER dump points. For this sample
JOB
CONDITIONS
I
TIME
MINUTES
estimate, assume 0.80 SAMEAS
minutes and carry to section
EXCELLENT ; 0.80 111, line 11, page 21.
AVERAGE I 1.10 LOADED
SEVERE I 1.40

VARIABLE TIMES: HAUL

That portion of the production cycle spent in
TRAMMING is treated as VARIABLE TIMEAND MAY ~~ .t/SPEEDS
CONTAIN ELEMENTS OF BOTH LEVELAND ON
GRADE HAULAGE. Estimates of average speeds should ON LEVEL, NEAR LEVEL HAULS
be made for both elements if appropriate.
LEVEL and NEAR LEVEL TRAMMING: Often, the average
speeds ATTAINABLE underground are a tunction of JOB
CONDITIONS rather than the performance capability of Often a customer will give you the minimum and
the Scooptram. At other times, the maximum speed maximum expected tramming distanees and you can IJ!':e
through the Scooptram transmission may limit the the Seooptram produetion tables in the appendix to til I
average speeds attainable. TABLE 3 suggests AVERAGE the average produetion. The main thing to aseertain is.;
SPEEDS that can be attained related to JOB CONDI- the tramming cycle eontains any turns, uncontrolled
TIONS already discussed. traffie or other identifiable DELAYS TO SPEED so that ~.
reasonably aecurate ATTAINABLE AVERAGE SPEED :;
SELECTED.
TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL, NEAR LEVEL
Other tramming eyeles can be much more complica+o
Job EH5T-1A HST-1A all 5T-2 ST-3'hto13 HST-5(S) and FIGURE 6, on the next page, suggests some of th,
Conditions mph Km/h mph Km/h mph Km/h mph Km/h mph Km/h
factors you may ha ve to consider in selecting AVERA",E
EXCELLENT '5.9 '9.5 '7.5 12.0 10.0 16.1 10.0 16.1 '9.5 '15.3 ATTAINABLE 8PEED8.
AVERAGE 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 maximum speed through the transmission.

16
 ~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. Assume you expeeted excellent haul road conditions
FIG.6 with ample clearance between the vehicle and the walls,
change of you might be tempted to select a rather fast AVERAGE
.direction & SPEED of, say 10 mph for the LEVEL PORTION OF THE
turn delay CYCLE.

dump •• 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
150 feet the uncontrolled intersection. Even without this hazard
level you could not AVERAGE that speed because of accel-
erating out of the first turn and decelerating into the
second turn at the ramp. A more probable AVERAGE is
8 mph into the second turno
spiral ramp The next delay in the level portion of the cycle is the
+ 15% turn turn at the dump site, but this delay was eounted in the
150 feet delay FIXED TIME estimate from TABLE 2. Assume you could
average 6 mph on the last 150 ft. segment.

turn delay 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 ~-

l
50 feet
level
~
turn ~.
RETURNING SAFELY
~ delay
DOWN THAT SAME
GRADE.

17
PRODUCTION ESTIMATING
READING PERFORMANCE CURVES

Speeds on grade should be estimated using the Select the gear at which the % grade line intersects the
performance chart for the specific vehicle in question. gear curve about MIDWAY BETWEEN THE TWO DOTS _.
The sample chart below is for an ST-5E and all per- ON THE CURVE BUT ALWAYS CLOSER TO THE LOWER
formance charts for ST model SCOOPTRAMS, MS model DOT.
MINE SCOOPS and MT model MINE TRUCKS would be
For a 10% grade you would have found second gear at
read with the same general rules as discussed here.
about 4.4 mph (to convert mph to Km/h use mph,
Each gear curve has two DOTS superimposed on it, one 4.4 x 1.61 = 7.2 Km/h.
toward the bottom of the curve, one toward the topo The On a 3% grade you would select a speed of 9 mph
area between the two DOTS is the EFFICIENT (14.5 Km/h), and would assume 4th gear could be used
OPERATING RANGE OF THE TORQUE CONVERTER, for short distances, 3rd gear for LONG, steady haulage
TIED TO COOLlNG SYSTEM EFFICIENCY. To read the up the grade. Note that you would not select 4th gear
chart for LOADED, UP GRADE haulage, enter the chart for long hauls at 3% because the grade line intersects
from the left at the known % grade (assume 10%), and the curve closer to the UPPER DOT on the curve.
follow the horizontalline to intersect with the gear curves.

5'/1 ;:r.s rY'1

50
I
ENGINE - Deutz F8L - 714
The most efficient converter Max. Eff. HP 195 @ 2300 R PM
USBM Adj. HP 180@ 2300 RPM
45 range is the area between the
Adj. Net HP 134.5 @ 2300 RPM
points on each individual curve.
TORQUE CONVERTER - Clark C-8402-6
Drive Ratio 1 to 1
40 Stall Ratio 3.14 @ 2205 RPM
W. TRANSMISSION - Clark 3421-11
Ratios - 4.09, 2.25, 1.30 & .71
FRONT AXLE- Clark 37,500
35 Reduction 26.124
REAR AXLE- Clark 37,500
Reduction 26.124
TIRE SIZE- 18:00 x 25 Front & Rear
30 Rolling Radius 30.0 inches
w .r-!-- 1st Gear
o
<{
a:
o
l' , U( LOADED VEHICLE WEIGHT-
EMPTY VEHICLE WEIGHT -
64,000 Lbs.
49,000 Lbs.
~ 25 ASSUMED EFFICIENCY - .85
w
u
,, Rolling Resistance - 3% Assumed Has
a: been subtracted on
w
e,
20 "• these cu rves

15 """'110. 2nd Gear

C""IIIIo.. /
"'--~ ""
,
10 • .,...
r- ;- 3rd Gear

5
-... --..,
, 110..

.......,;
.l..
...•
./

.....••. 1/
r!--- 4th Gear

1./

o
"", ;-
Hr..

O 5 10 15 ~ 20 25
MILES PER HOUR
.~ . .
The gradeabijity and mile per hour curves The most efficient converter range is the
on this graph are based upon assumed area between the points on each individual
variable factors and accordingly are offered curve.
merely as a guide and not as a guaranteed
statement of performance.

18

I
'RODUCTION ESTIMATING
INIERPOLAIING PERFORMANCE RELAIING lO JOB CONDIIIONS
'dN UP GRADE, LOADED HAULAGE

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

- 20
\ 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.
P
=- 15 , The converter is reasonably efficient in this area of the curve and the

\
_3-
C
® cooling system should be able to reject HEAT on a REASONABLY
¡:;: continuous basis IF it is properly MAINTAINED with periodic

"r
"3 10
1st qear ?"
1\ \
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.
~
A I~ (Discussed on page 20.)

\,
D The converter is reaching toward maximum efficiency
-= I © represented by the lower DOT on the curve. The cooling
.-
I
I
system would have to be BADL Y "PLUGGED" not to be
5 able to reject HEAT generated by the converter when
operating in this area of the curve.
¡,......--@
'-

- O
O 1 2 3 4
2nd qear-«

5
1\
6 7
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.
'Üp 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~cálibrated 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 vehi-
cle with only occasional use of service brakes to main-
tain SAFE CONTROL. The gear selected must allow the"
operator to MAINTAIN ABOUT 40% ENGINE R.P.M. to:
PROVIDE HYDRAULlC VOLUME AND PRESSURE FOR
SAFE STEERING OF THE VEHICLE.
PROVIDE SOME FAN SPEED FOR COOLlNG AIR FU N
OVER THE ENGINE AND THROUGH HEAT
EXCHANGERS.

However, on ST AND MT MODELS, VEHICLE WEIGHT MORE NEARL Y MATCH CONVERTER IMPELLER AND
CAN "PUSH" the machine DOWN GRADE FASTER than TURBINE R.P.M.s TO REDUCE HEAT GENERATION IN -
SAFETYor JOB CONDITIONS might permit. 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.
To estimate SAFE DESCENT SPEEDS from the per-
formance curves, the GENERAL RULES ARE;
2. Up to about 20% grade, find the gear used to CLlMr:r
the grade LOADED. Select the next higher gear and
SELECT THE SPEED FROM ABOUT MID WAY BETW :N
THE CONVERTER EFFICIENCY DOTS.
3. STEEPER than 20%, assume the same gear used to
CLlMB will be used to DESCEND and at ABOUT the
SAME SPEED.

TABLE 4 in miles per hour and kilometers per hour provides SPECIFIC, SEA LEVEL SPEEDS UP RAMP, LOADED nd
estimated SAFE DESCENT SPEEDS DOWN RAMP, EMPTY for popular Scooptram models on selected grades.

TABLE 4. MILES PER HOUR TABLE 4. KILOMETERS PER HOUR

Specific Speeds Up Grade: Estimated "Safe" Speeds Down Grade Specific Speeds Up Grade: Estimated "Safe" Speeds Down G de
Popular 10%-5.7°
-
5%-2.9° 15%-8.5° 20%-11.3° 25%-14.0° Popular 5%-2.9° 10%-5.7° 15%-8.5° 20%-11.3° 25%-.4.0c
Scooptram Load Empty
Model Up Down
Load Empty Load Empty Load Empty
Up Down Up Down Up Down
Load Empty
Up Down
Scooptram
Model
Load Empty
Up Down
Load Empty
Up Down
Load Empty
Up Down
Load Empty
Up Down
I
Load Empt!
Up Dow~
EHST-1A 5.7 5.8 5.2 5.8 4.7 5.8 4.2 5.8 3.6 5.8 EHST-1A 9.2 9.3 8.4 9.3 7.6 9.3 6.8 9.3 5.8 9.::-
-
HST-1A 7.6 7.6 5.1 7.6 4.0 7.6 3.2 7.6 2.7 7.6 HST-1A 12.2 12.2 8.2 12.2 6.4 12.2 5.1 12.2 4.3 12.~
HST-5(S) 5.2 6.1 3.5 6.1 2.7 6.1 2.2 6.1 1.8 6.1 HST-5(S) 8.4 9.8 5.6 9.8 4.3 9.8 3.53 9.8 2.9 I 9.1:
ST-2B 4.9 7.0 2.9 4.0 2.2 3.9 1.6 1.8 1.4 1.4 ST-2B 7.9 11.3 4.7 6.4 3.5 6.3 2.6 2.9 2.3 J 2.:'
ST-2B(S) 5.3 7.5 3.0 4.2 2.5 3.9 1.4 1.9 1.4 1.4 ST-2B(S) 8.5 12.1 4.8 6.8 4.0 6.3 2.3 3.1 2.3 2.~
ST-2D 4.9 7.0 2.9 4.0 2.2 3.5 1.5 2.0 1.3 1.3 ST-2D 7.9 11.3 4.7 6.4 3.5 5.6 2.4 3.2 2.1 2.1
ST-2D(S) 5.5 7.0 3.4 4.0 2.8 3.9 2.0 3.0 1.6 1.6 ST-2D(S) 8.8 11.3 5.5 6.4 4.5 6.3 3.2 4.8 2.6 I 2.E
ST-5A 8.7 11.0 5.2 6.5 4.1 6.4 2.9 4.0 2.5 2.5 ST-5A 14.0 17.7 8.4 10.5 6.6 10.3 4.7 6.4 4.01 ~
ST-5A(S) 6.0 10.0 3.5 5.1 2.8 4.0 1.8 2.7 1.7 1.7 ST-5A(S) 9.7 16.1 5.6 8.2 4.5 6.4 2.9 4.3 2.7 2.7
ST-5B 7.5 11.0 4.7 6.0 3.0 3.8 2.6 3.0 2.2 2.2 ST-5B 12.1 17.7 7.6 9.7 4.8 6.1 4.2 4.8 3.5 3.~
ST-5E 7.3 11.0 4.4 6.1 3.0 3.8 2.5 2.8 2.1 2.1 ST-5E 11.7 17.7 7.1 9.8 4.8 6.1 4.0 4.5 3.4 I 3.4
ST-8 6.7 10.5 4.2 6.0 3.2 4.7 2.4 3.0 2.1 2.1 ST-8 10.8 16.9 6.8 9.7 5.1 7.6 3.9 4.8 3.4 I 3.4
ST-13 6.4 10.8 4.0 6.5 2.4 3.8 2.1 2.9 1.8 1.8 ST-13 10.3 17.4 6.4 10.5 3.9 6.1 3.4 4.7 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 urgeb-
to consult with Wagner Mining Equipment Co. if the dis-
tance 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 estimate

starting with section III below CYCLE TIME.
F''<ED TIME to LOAD/DUMP/MANEUVER was esti-
r .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
LEVEL HAULAGE totaled 400 feet ONE WAY and we from table 4 on the ST-5E on a 15% grade we find 3.0
estimated we could AVERAGE 6 m.p.h. LOADED and mph. DON'T FORGET TO CORRECT FOR ELEVATION
E IPTY return. Enter in column 1 below and complete (we assumed 6,000 feet and 15% deration). Back
c_umns 2 through 5. DOWN empty is 3.8 mph NOT corrected for elevation.

S ction 11I. Cycle Time:

1-~ Fixed Time: (Load/Dump/Maneuver, from TABLE 2.) = (), 8D minutes

Variable Time Estimating Table From Tables 3 and 4

1 2 3 4 5
-- - - - - -
One-Way %or O
Estimated Multiply Column 3 Divide Col. 1
Segment Grade Speed x88 = ft./min. By Col. 4for
Feet +or = Miles/Hour and Enter Here Time in Minutes
--~---o- ti
L,to o 6.0 S-Z 0.7s7
Haul _.~---- -~. .__ ._-- - ----_.--_ ....-

Return 400 -er 6.0 .s ; cf o·7S-7

aul ISO -r- ID'70 3·0 -IS-ra - <.~s- .:zzV'.'f 0.66 el'
y;€turn /so - /5' 70 3.¿> .33 <l. Lf o. Y'v cf'

Haul
sturn

Atld Column 5 for Total Variable Time and enter at Une 12 . . . . . ... . . . . . . . . . . . .. 2. 63
1" Total Variable Time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .. 2.63 minutes
Total Cycle Time (add lines 11 and 12 here) ~~_ minutes

Section IV. Trips Per Hour: (An hour is assumed at 50 minutes to account tor various operating delays)
50
--------------c--- = /~S-7 tripsperhour
(total cycle time from line 13 3. 0 ) .
~ ction V. Production Per 50 Minute Hour
(trips per hour, Section IV /7"- s7 ) x (payload per trip, line 10 ;7. S-2- ) = / o 9. S tons/hour.

r-ction VI. Estimated Cost of Production: (Requires the use of Hourly O & O Cost form) /I}'/"o f-h::1" /(el /
(Scooptram O & O cost/ hour$
---'-----=---------------!-~---~-
3 S-. o o) #' o 3/ '9
= ---'--- --Cost/ton t;K cJ /'w/o/c
(total production ton/hour from Section V /0 9"~) .

~ )TE: The tables, figures and instructions given in this form are based on wide experience but are not a GUARANTEE
trre performance results suggested will, in fact, be achieved and are for estimating oniy,

21

I
SCOOPTRAM ~ER ~.
HOURLY PRODUCTION ~
~ MINING
EQUIPMENT~l
ESTIMATING (NOTE: Assumes constant availability
of material to be trammed.)
(Metric System)

Customer: Av 11 X MIIVI/t/G ea. Prepared By: STEVENJ Date: 9',00/76~'

Mine Name/Location: FUTUI¿13 ( ¡CAL e/IV / ,5c....uc-OEN Elevation, A.M.S.L. /cY'2 r m.

Section 1.General Data:

1. Propósed Scooptram Model: sr -s E"' 4. Clearance: Vehicle/Wall /. 2 m. Operator/Back o. 6 ~
2. Rated Tramming Capacity: 61 J'ó;s kg. 5. Type of Material to Move: COP.PE IC... o.eE
3. Standard Bucket Capacity, Heaped: ~. J' &s: m3 6. "Loose" Weight of Material: /, '? s-6 kg/r_

Section 11,Payload Per Trip: (Estimated actual payload and computation tor optimum size bucket, SEE INSTRUCTIONS.)
7. Loadable Weight Per m3: (bucket fill factor if any o. <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. ¡
. . (line 2 6.) JOJ ) 3.6:2..2.. m 3 . ~
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, óZ J /.Pt t
10. Pay Ioa d per trip 1000 1000 = tz», o onnes.

Section 111.Cycle Time:

11. Fixed Time: (Load/Dump/Maneuver, from TABLE 2.) = o. d'o minutr r

Variable Time Estimating Table From Tables 3 and 4 -

1 2 3 4 5
One-Way %orO Estimated Multiply Column 3 Divide Col. 1
x 16.67 = m./min.
Segment
Meters
Grade
+or =
Speed
Kilometers/Hour and Enter Here
By Col. 4for
Time in Minutes
-
Haul /2:1 Ó r>. .J / cf'/· <;/ o.6,s-
Return /.2 .~ o //.3 /.¡fJ.</ Q.6S-
-
Haul "7& 7'-/.>% ~.cf-/>/o r·( 6tf. j 0.67
Return 4/0 - /$"" 70 6./ /0/·7 o. C/~
Haul -
Return
Add Column 5 for Total Variable Time and enter at Une 12. . . . . . . . . . . . . . . . . . . . ::z • V 2
12. Total Variable Time . :< . C/ 2. rninutes
13. Total Cycle Time (add lines 11 and 12 here) . J. Z. Z minutas,

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 per trip, line 10 6. cfz.. ) = /05. 7 tonnes/hour.

Section VI. Estimated Cost of Production: (Requires the use ot Hourly O & O Cost torm) //Y~OTHETIC/'lL
(Scooptram O & O cost/hour Jt 35. c><') __ -" 0.33 EX/'/M'pL€
...:..:45'---_-=--_ Cost per tonne.
(total production per hour from Section V loS.7 )

NOTE: The tables, figures and instructions given in this form are based on wide experience but are not a GUARANTEE
. the performance results suggested will, in fact be achieved and are for estimating on/y.

22

I
 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 FIG. 8 illustrates that after blasting, it may be neces-
ELEMENTS of the total cycle of ADVANCE are DRILL- sary TO SCALE the back BEFORE MUCKING can begin.
ING, LOADING, BLAST/SMOKE OUT, SCALE, MUCK The Scooptram may or may not be employed for this
OUT and often, SUPPORT. The key to economical and the time it takes may or may not be included in the
operation is found in blending these cycle components mucking cycle. Identify this with your customer.
into TIME FRAMES that fit into the overall plan for
advancing once, twice, possibly three times in a
24 hour periodo
Our part of the total cycle of ADVANCE is MUCKING
OUT and the first question asked will often be, "HOW
FAR can we MUCK the HEADING within a specified
ALLOTTED TIME with a Scooptram?"
If the loose cubic yards to be moved each blasting
round and the allocated mucking time are known,
you can provide a quick, rough estimate using the
SCOOPTRAM PRODUCTION CHART on page 61,
English; 62 Metric.
However, important elements of the TOTAL CYCLE
are not taken into account in using the production
chart and FIGURES 8 and 9 illustrate two elements of
ihe cycle that could affect that estimate.

FIG. 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 AD-
VANCE 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 it-
may 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
~--:VV----"1""~_:"_;y--_A~'} REHANDLlNG STATION Figure 11

FI~~~~, ;RUS~~~ '---_--J·I~

SURGE PILE, TRUCK
LOADING OR OTHER
FINAL DUMPING POINT
AT SOME DISTANCE
FROM THE PORTAL
¡
(1
(1
Muck is brought out to the outside
rehandling station and dumped. After
-~~ ¡--PORTAL

-"-\f':...,r-~~~J the heading is cleaned, muck is re- ACCESS ROAD INTO

----J1......:.A..-J-<. ~..--J..J._...J-.;.~ loaded for trip to final destination. 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 100-
feet 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
TABLE 1 r
JOB FILL J
LOAD on every pass. FRAGMENTATION, JOB CONDITIONS, concentration of OPERATORS may
CONDITIONS FACTOR
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 EXCELLENT 1.00
ACHIEVE consistently. UNE 7 applies your selected FILL FACTOR to the "LOOSE" WEIGHT AVERAGE 0.98 I
to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOADED into the bucket. UNE 8 SEVERE 0.96
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.
Section IV: UNE 11 :The customer wil! select a MAXIMUM MUCKING TIME to blend with other ele- TABLE 2
ments of thetunnel advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOADI
DUMP and MANEUVER related to JOB CONDITIONS. Interpolate the values if experience dictates. JOB TIME
CONDITIONS MINUTES
LlNE 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 EXCELLENT 0.80
WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE AVERAGE 1.10
or otherwise prepare the f~ce for the next drilling cycle should be discussed with the customer and SEVERE 1.40 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)
Conditions mph mph mph mph mph Popular 5% - 2.9 10%-5.1'
0 15% - B.5° 20% - 11.3° 25%- 14.0f
Scooptram loadEmpty loadEmptyload'EmptyloadEmptyloadIEmptYI
EXCELLENT *5.9 *7.5 *10.0 10.0 *9.5 Model Up OownUp OownUp DownUp DownUp Dow"
f--.

AVERAGE 5.0 5.0 8.0 8.0 8.0 EH5T'lA 5.7 5.8 5.2 5.8 4.7 5.8 4.2 5.8 3.6 5.8
H5T·1A 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
NOTE: Asterisk denotes maximum gear train speeds. ST-28 4.9 7.0 2.9 4.0 2.2 3.9 1.6 18 1.4 t:4 1
UNE 11(c) covers TIME that may be required to TRAM a DISTANCE from the ST'28(5) 5.3 7.5 3.0 4.2 2.5 3.9 1.4 1.9 1.4 1.4
5T·20 4.9 7.0 2.9 4.0 22 3.5 1.5 2.0 1.3 1.3
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--r-
to FACE IS ESTABUSHED. TABLES 3 and 4 suggest speeds to use at line 11 (e) 5T·5A 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 5T·5A(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 ST·58 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- 5T·5E 7.3 11.0 4.4 6.1 3.0 3.8 2.5 2.8 21 21
STRICTED. UNE 11 (d) allows entering any other anticipated delays not included 5T·8 6.7 10.5 42 6.0 3.2 4.7 2.4 3.0 21 ~
in "CLEAN UP" time. UNES 12 and 13 are self explanatory. 5T·13 6.4 10.8 4.0 6.5 2.4 3.8 2.1 29..11.8 , 1.8 I

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

+ + +
=~

L t
D-----=l
_L- 640/
d
+
shouldnowequalthe total tunneldistaneeshownat line1on the estimatingformo

/'
85'7/
L
857/ 65'7
/

8S7
I

L
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.
T = Number of trips, UNE 10, LESS TWO TRIPS.
11 (a) O. SO X /5' - /'2..0 =
S = AVERAGE SPEED mph estimated INSIDE the tunnel. //(C)=300x2><1S'=9000 = 9,.:1
Ilx Si -¡¡;r
t+ (d 67'0" +D/:;:7-''' )x(2)x(T /S) =70162°= /00,:; minutes t =2 l. :3-;"'¡11
(S --) x (88) 7°7" + t 2 /,:3 minutes
/2/. b = 2.03 hours.
60
Most drill/load cycles will exceed two hours so the point at which the second Scooptram is required to maintain mucking timA
depends on total time for these two functions.

26

I
:~TIMATING TUNNEL ANO RAMP
UlCKING TIMES
:nglish System)

L.Jion 1,Customer/Job Name: /1.//1)( CONS7RUCTO/( - CLE/lI<.¡ CteéS/< .Jog Date: // /:;0/76
1. Tunnel Length Sr 000 ft. Grade, Loaded + % or - ;¿ % Elevation AMSL g 00 ft.
~ runnel Dimensions, Height /y- ft. Width /7 ft. Depth of blasf Z ft.

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

? Total "Loose" volume per blasting round '70 y3 (supplied by eustomer).
3(a). Material weight per "Loose" eubie yard /. ~ tons/y? (Supplied by eustomer).
{-Total weight to muek, (íine 3 70 y'S)x (Iine 3(a) /. L(" tons/y'S) = /2. 6 tons,

f tion 11I,Scooptram Model and Bucket Size Selection, Payload and Number of Trips To Muck Each Round:
Er.-Model seleeted S7 ~5 E Rated eapaeities: Volume S. O y3 Tramming 7. S tons.
6. Bueket "Fill Factor", see instruetions and select a factor from TABLE 1 0·98 .
i Loadable weight per eubie yard: (Iine 3(a) /. ~ tons) x (line 6 factor O. 9 tY ). = /. 572 tons.
--. k' . (line 5 tramming eapaeity 7.s- tons) _ S. Y 6{, y3.
8. Optirnum 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 Ó. S' y3 x line 7 tons / :172. y3 = 7 0',) tons/trip.
. . (tons from line 4 / Z 6) /7
u.-Tnps required (t f li 9 7 <""r-) trips, rounded to higher whole.
o ns ro m Ine -'--!......::--'-"
.""c-

4 :tion IV, Cycle Time Estimate: 6Ó

l.Alloeated Mueking Time, (supplied by the eustomer to blend with other cycles of advanee). ..... • [) mino
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) = . /3bmin.
-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 . ¿;b mino
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 = q /o,? mino
(Speed from Table 3 or 4 I( mph) x (88) ?b,S" --é?-
__11 (d). Other Deduetions of Time, if any, from Tramming Time. . . . . . . . . . . . . . . . . . . . mino q
2. Total Deduetions of Time, add lines 11 (a) through 11 (d) (2 '/ ) mino
; Available Tramming Time For Mueking, subtraet line 12 from line 11 . . . . . . . . . . . . . . . . . . . . . . . . . '3 o. r mino

éétion 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.
(average speed % mph) x (88) = /ój
x ~line 13 min.) _3C!.r
1~3·b - 2( feet. b;Co
(liné 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 Re-
handling Station and the advaneing faee. See instruetions.
_ (average speed ~ mph) x (88) = 76 f
(íine 10 trips
r
x (Iine 1350, mino + line 11 (elO, ~ min.) = 2..1'/
x (2) 4-) 31-
b= ft
.
tJ;: SS;1
If tunnellength, line 1 is stilllonger than lines 14 and 15 ADDED TOGETHER, find the number of additional rehandling
stations required to hole through with;
(line 1 feet S-OOO ) - (line 14 ft. 6 <yo + line 15 ft. 6'S7) S-oX :1
= </. O g 7 S- rehandling stations.
(line 15 tYs- 7 feet) 3S7 ------ .~~,:.
_ Une 16 whole numbers represent required, additional rehandling stations while the decimal repreté~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 I:.~ IIIVIA 111'1\.:1 1 UI'II'II:.L, nAMI""
ANO OEVELOPMENT 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 cus-
tomer. UNE 3(a) should also be known by the customer. If lines 3 and 3(a) are NOT KNOWN, page 55 of our cataloq 150A may ass
you in estimating these values. UNE 4 is self explanatory.
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
LOAO on every pass. FRAGMENTATION, JOB CONDITIONS, concentration of OPERATORS may JOB FILL i
CONDITIONS FACTOR ,
all team up to prevent getting a FULL, RATEO BUCKET LOAO each and every pass. EXCELLENT =
1.00 represents the FULL RATEO VOLUME LOA O of the BUCKET and is extr emely OIFFICULT TO EXCELLENT 1.00
ACHIEVE consistently. UNE 6(b) applies your selected FILL FACTOR to th e "LO OSE" WEIGHT AVERAGE 0.98 1;
to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOAOEO in to the bucket. UNE 7 SEVERE 0.96
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 ele- TABLE 2
ments 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. JOB TIME I
CONDITIONS MINUTES
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 EXCELLENT 0.80
WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE AVERAGE 1.10 -
or otherwise
.
prepare the face
. for the next drilling cycle should be discussed with the customer and SEVERE 1.40 I
the estirnated TIME established.
TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL TABLE 4. KILOMETERS PER HOUR
Specilic Speeds Up Grade: Estimated "Sale" Speeds Down Grade-
Job EHST-1A HST-1A Al! ST-2 ~T-5 to 13 HST-5(S)
Popular 5%- 2.90 10%- 5.70 15%- 8.50 20%- 11.30 25%- 14.0:1
Conditions Km/h Km/h Km/h Km/h Km/h Scooptram load Empty load Empty load Empty load Empty load Emptv ,
EXCELLENT *9.4 *12.0 *16.0 16.0 *15.2 Model Up Oown Up Down Up Down Up Down Up Dow
EHST'IA 9.2 9.3 8.4 9.3 7.6 9.3 6.8 9.3 5.8 9.3
AVERAGE 7.0 70 10.0 12.0 10.0
HST·1A 12.2 12.2 8.2 12.2 6.4 12.2 5.1 12.2 4.3 122i
SEVERE 5.0 5.0 8.0 8.0 8.0 HST'5(S) 8.4 9.8 5.6 9.8 4.3 9.8 3.53 9.8 2.9 9.8 I
NOTE: Asterisk de'notes maximum gear train speeds. ST·2B 7.9 11.3 4.7 6.4 3.5 6.3 2.6 2.9 2.3 2.3
ST·28(S) 8.5 12.1 4.8 6.8 4.0 6.3 2.3 3.1 2.3 2.3
UNE 11(e) covers TIME that may be required to TRAM a OISTANCE from the 4.7 6.4 2.4 I
ST-2D 7.9 11.3 3.5 5.6 3.2 2.1 2.1
unnel PORTAL to the OUMP so the TRUE OISTANCE of the AOVANCE, PORTAL ST-2D(S) 8.8 11.3 5.5 6.4 4.5 6.3 3.2 4.8 2.6 2.6 I
to FACE IS ESTABUSHED. TABLES 3 and 4 suggest speeds to use at line 11 (e) ST-5A 14.0 17.7 8.4 10.5 6.0 10.3 4.7 6.4 4.0 4.0 I
and lines 14 and 15. Interpolate the values if experience dictates faster or ST'5A(S) 9.7 16.1 5.6 8.2 4.5 6.4 2.9 4.3 2.7 2.7
slower speed. REMEMBER, faster speeds are often possible OUTSIOE the ST·58 12.1 17.7 7.6 9.7 4.8 6.1 4.2 4.8 3.5 3.5
tunnel than would be attainable INSIDE where CLEARANCES MIGHT BE RE- ST-5E 11.7 17.7 7.1 9.8 4.8 6.1 4.0 4.5 3.4 3.4

STRICTED. UNE 11(d) allows entering any other anticipated delays not included ST·8 10.8 16.9 6.8 9.7 5.1 7.6 3.9 4.8 3.4 3.4 I
ST-13 10.3 17.4 6.4 10.5 3.9 6.1 3.4 4.7 2.9 2.9 I
in "CLEAN UP" time. UNES 12 and 13 are self explanatory.
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-s-
station 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 PORTAL t st 2nd 3rd 4th HOLE

POINT THROUGH
FIG.13 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 6:1. 7'. Z ) x (2) x (T /1 _ /tf· lf7 7.6 _ /01, O minutes é =;Z 1, Z /111/11--:-

(S // ) x (16.67) - /g3.7' +-t 2.1. 2. minutes

/: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)

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

. Tunnel Length Ir '>-2S meters. Grade, Loaded + % or - 2-- % Elevation AMSL :2. c";L.¡ m.
. }. Tunnel Dimensions, Height o m Width 4(. S- m Depth of Blast .z . .2.. m.
"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).
4. Total weight to muck, line 3 3
SS- m ) x (Iine 3(a) /. SI (t)/m3) = 83 tonnes.
__sctíon 11I, Scooptram Model and Bucket Size Selection: Select the Scooptram that will "Fit" the tunnel. $
5. Scooptram Model Selected T-,5"C v
. Rated Capacities: Volume .3 .2'25" m3. Tramming -"b~·",,-- __ (t).
l. Bucket Fill Factor: See instructions, Table 1, select a Fill Factor and enter at line 6(a).
6(a): Bucket Fill Factor Selected. O. rE
-- 6(b): Loadable Weight, m3: (line 3(a) weight /·5/ (t)/m3) x (line 6(a) _C>_,_r----'~'___) = /. ~ y (t)/m3.
. . (line 5 tramming capacity (t) ) 6·?
L¡'. .5"9 m3 x 1.308 = 6. o y3
'. Optimum Bucket Size: (line 6(b) weight /. 4:" t? (t)/m3)
-- Scooptrams may be equipped with optional size buckets in increments of 0.25 cubic yards, larger or smaller. Round
off line 7 to the nearest quarter, half or whole size. On steep ramps, loaded, always round to the lower quarter, half
or whole size.
-d. Selected Bucket Size in Cubic Yards from line 7 b. O y3 x 0.765 = L¡. b 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 )
l. Trips Required To Muck the Round: (T f l' 9 _--'/'----=5'--_trips, Round To Higher Whole.
-- onnes rom me b. ~ )

ectlon IV, Cycle Time Estimate:

11. Allocated, Maximum Mucking Time, (supplied by the customer) . 60,. ()mino
11(a): "Fixed Time" To Load/Dump/Maneuver, see Table 2 and select time; ¡4 t/
(Table 2 minutes 6·3{) ) x (Une 10 trips /3 )............... _D. mino
11(b): "~Iean Up~' at the face preparing for t~e next ?rilling ,~ycle. "
Discuss with customer and select estirnated time to Clean Up . . . . . . . . . . . . .
..s: D 'mln.
.
11(c): Time To Cover Distance Between the Portal and Dump Point. Discuss
with customer and if an important distance, find time with;

(Speed f:om Tab~e 3 ~r 4 lb Km/h) x (16.67)

O
.>....:(O,,--,-n-.:...:e---,w---,a:::.LY---,d=is::,.:ta=n-.:...:c:.,.=e--!...C/ _ 3/ ()
5=--O_.....:.m:.!....)
- 2 b6'
r
7-
O _ /t:-o=b
.:...:.x--'-'(2=)--7x'--'(.:.:..:.lin-'-"e:.....1:....::0:.....:t.:...:.ripc:..:s=---.....:./--"'3~)
mino
.
11(d): Other Deductions of Time, If any . . . . . . . . . . . . . . . . . . . . . . . ............... mln.
12. Total Deductions: Add lines 11 (a) through 11 (d) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. ( éb.D )min.
3. Available Tramming Time for Tunnel Advance: Subtract line 12 from line 11 . ?O,D mino

Section v,
Calculating line 14 will give the Distance of Tunnel Advance from the Portal to the Face in the Available Trarn-
ming Time at which point the first Rehandling Station would be installed.
t From Tables30r4,selecttheAverageTrammingSpeed in Km/hyou expectto maintain InsidetheTunnel.lfona Steep
- Ramp, clim bing and descending at two different speeds, add them together and divide by two,
r (A d 11 K /h) (1667)=1<¡3.¡f x (line 13 3¿; min.) =' óSl>-Z- = 2ff,.b
I verage spee m X. (lin~ 10 trips 13 ) x (2) 26 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 1I K /h) ( ·!g3.iX(line133()min.+line11(c(Lbmin·)_~!Z'lb_ 3(¡{6
_ verage spee -- m x 16.67) - (Iine 10 trips /3 ) x (2) - 2....6 - - m.
16, 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;
(Iine 1 meterslS'.z.s- ) - (Iine 14 m :z.//.6 + line 15 m 3/'1-6 ) _ 9'lJJ'· cP -3 17l.f . .
(line 15 meters J /t¡'. b ) - 3/51. b -, - rehandlinq stations.
Round off the decimal to higher or lower whole depending on a decision to maintain the rate of advance or
accept a longer mucking time to "hole through".
29
 ESTIMATING
MINE TRUCK
PRODUCTION

VEHICLE SELECTION: 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.

As has been discussed for Scooptrams on page 5,

Scoopy reminds us we usually select the LARGEST CA-
PACITY 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 produc-
tion and the higher the cost per ton to produce.
BE SURE THE TURNING RADIUS OF THE MINE TRUCK
WILL PERMIT 90 DEGREE TURNS THROUGH INTERSEC-
TIONS WITH REASONABLE CLEARANCES. (See page 57
for the English system, page 59 tor the metric system.)

30
I STIMATING MINE
TRUCK PRODUCTION
APPLlCATION: Major considerations are, TWO or FOUR WHEEL DRIVE, style of DUMPING, OPERATOR SEATING
é 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 Level, near level SOFT SURFACES, high rolling resis-
I )T SLlPPERY. tance or hard but very SLlPPERY.
Grades to 12%if DRY, good TRACTION. Beware of wheel Grades steeper than 10%, wet, slippery, poor traction
,"'''IN-OUT if slippery or loose floor at 9% to 13%grade. for any other reasons.

~-rYLEOF DUMPING: If hauling out of the mine or if the underground dumping point can be provided with a cham-
ber 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

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 = cubic meters.
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.
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 po-
tential. 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

~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 CONDI- JOB 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 1:
EXCELLENT 1.00
OR ALREADV SELECTED (2). Assume the loader has NOT BEEN SELECTED. First establish the I
AVERAGE 0.98 ~
OPTIMUM SIZE BUCKET to match the selected MINE TRUCK. As a RULE, less than FOUR loader
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.) F(
estimating purposes, assume 5 bucket passes to load the truck. Then find OPTIMUM BUCKET SIZE with:
(1) Une 3 VOLUME / ~/ 3 y3) tb
y3 OPTIMUM BUCKET SIZE. We suggest you always ROUND TO THE NEXT
.2.

(Number of passes~) HIGHER quarter, half or whole size bucket if the loader will carry that size
The theory is that it is easier NOT to get a fullload every pass. The operatoi,
can make one "Iight" pass or simply not dump all of the last pass on the truck box. Now select a "FILL FACTOR" from TABLE 1A
just as you would for Scooptram production and find the potential PAYLOAD of the truck with;
(Bucketsize S.O y3)x(Passes~)x(Une1weight 3S-S-S- Ibs.y3) x ("FILLFACTOR" . 9'c? )=s2,:?S"cf = :lb.1 tons
.
You may want to interpo 1ate lime 4 to a h'Igh er or 1ower f'Igure. 2000
(2) LOADER ON SITE OR ALREADY SELECTED: The bucke .

----- -
3.00
¡-- capacity is known and you find the number of passes require
~ to load the truck with:
SEVERE
V--
--
2.50
(Une 3 VOLUME y3)
= ___ passl
2.00
-> 'AvERAGE
(Bucket __ y3) x ("FILL FACTOR" __ )
M required to load the truck, ROUNDED to the next HIGHER nu -
ber of passes, = ___
N
U
I

150V~
/~~ EXCELLENT
required passes.
POTENTIAL PAYLOAD can be found using the formula le
blank, above.
T
E Now consult the LOADER CYCLE TIME CHART to the left and
S 100
select the AVERAGE CYCLE TIME to be expected. The curve :
0.80 V ,
o 50 100 150 200 250 300 are related to the same JOB CONDITIONS discussed on pag
DISTANCE IN FEET 14 of the TECH. MANUAL and covers the time to enter th
o distance represents basic loader cycle 01 load-dump maneuver. muck pile, load the bucket, back away, change direction and
Curvas are based on JOBCONDITIONS and average tramming speeds tram to the truck, dump and return to the muck pile. Now tak-
increasing as dislances gel longer aliowing lhe vehicle lo atlain higher both the NUMBER OF PASSES and the SELECTED CYCL
lravel speeds.
TIME to UNE 6 of the estimating form and complete it.

Section 11I: VARIABLE

TIMES: On LEVEL, NEAR TABLE 18. SEA LEVEL ON GRADE. UP LOADED. ESTIMATED SAFE DESCENT SPEED. DOWN EMPTY
30"10 35"10
HAULAGE, 13 m.p.h. con- MINE 5% 10% 15% 20% 25%

sidered MAXIMUM ATTAIN-

TRUCK
MODEL
MAX
SPEED LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
I
ABLE but, of course, NO MT·425-30
F12L-714
mph 18.8 7.8 110 4.5 6.5 3.6 5.5 26 2.6 23
3.7
23 19 19 16 16
km/h 303 12.5 177 7.2 104 58 88 42 4.2 37 3.0 30 26 26
HIGHER THAN GIVEN IN MT-425-30 mph 18.3 8.8 12.0 5.3 7.5 4 1 60 3.0 3.0 26 26 23 23 18 18
THE MAX. COLUMN of 3406 T 325 km/h 29.5 14.1 19.3 8.5 12.1 6.6 9.6 4.8 4.8 42 42 37 37 2.9 29

TABLE 18. MT·414-30

F6L-714
MT-411-30
mph
km/h
mph
14.3
23.0
17.7
5.9
9.5
8.0
9.0
14.5
110
3.4
5.5
4.7
6.0
9.6
6.0
2.3
3.7
3.5
3.5
5.6
5.2
19
3.0
2.5
19
3.0
2.5
1.6
2.6
22
16
26
2.2
14
22
19
14
2.2
19
11
18
16
11
18
16
I
AVERAGEJOB CONDITIONS F6L-413 km/h 28.5 12.9 17.7 7.6 9.6 5.6 84 40 40 3.5 35 30 30 26 26
3.7 1.7
may allow speeds of 8 to 10 MTI'420
F8L-714
mph
km/h
15.4
24.8
5.2
8.4
7.5
12.1 59
6.5
105
2.5
40
4.0
6.4
2.1
34
21
3.4
17
2.7 2.7
14
22
14
22
Out 01 TC
elf. range
m.p.h. while SEVERE JOB HMTI-41O(SI mph 6.4 6.4 6.4 6.4
CONDITIONS may restrict 3304 NA
MTP-410-30
km/h
mph
6.4
10.3
18.4
41
6.6
6.4
10.3
12.0
2.8
4.5 .
4.4
10.3
6.5
2.1
3.4
2.9
10.3
4.0
16
2.6
2.4
10.3
2-4
14
2.2
20
64
10.3
2.0
12
19
1.8
64
103
18
Cut-off at
31°'0 grade
14 1.4
I
speeds to 4 to 6 m.p.h. F6L-912W km/h 29.6 10.3 19.3 7 1 10.5 4.7 6.4 3.9 3.~ 3.2 32 29 2.9 2.2 2.2
MTI-F20-18 (SI mph 11.6 4.9 8.0 2.9 4.4 2.1 4.0 CAUTION: 20°0 grade 15very ctosc lo T.e rrurumum etuc.encv
ON GRADE HAULAGE: D3306 NA km/h 7.9 12.9 4.7 18.7
3.4 6.4 71 Theorencal wheel slip al 261 'l'"
TABLE 18 gives maximum MT-F28 2.7 1.9 1.9

speeds LOADED, UP on sel-

F 12L'714
MT·F28
mph
km/h
mph
16.6
267
155
7.0
11.3
5.1
11.0
17.7
7.5
4.3
6.9
3.5
73
11.7
6.5
4.3
2.6
4.0
64
35
22
3.5
2.0
22
3.5
20
3.0
14
30
1.4
Theorecltcal wheel slip
al 29 .,0,0 grade
1

Theoreucal wheet slip

I
ected grades and ESTI- 3306T km/h 24.9 8.2 12.0 5.6 104 4.2 56 32 3.2 2.2 22 al 291/,% grade
MT-F25-35 mph 16.2 5.7 9.0 4.1 6.0 28 46 2.3 2.3 20 2.0 Theorellcal wheel slip
MATED "SAFE" DESCENT
SPEEDS, DOWN, EMPTY.
F12L·714 km/h 26.0 9.2 14.5
11.0
6.6 9.6 4.5 7.4 3.7 3.7 3.2 3.2 al 28°·0gracle
-
Remember to correct
MT-F25-35
3306T
MT-FIOC
mph
km/h
mph
17.3
27.8
9.5
6.7
10.8
3.5
17.7
6.0
4.1
66
2.2
6.5
10.5
4.4
2.9
4.7
1.6
3.5
5.6
2.4
2.3
3.7
13
2.3
3.7
13
2.0
29
10
20
2.9
10
Theoreuc al whee! slip
al 2611,00 grade
Theoretrcal wheel shp
I
LOADED, UP speeds tor el- F6L·912W km/h 153 5.6 9.6 3.5 7.0 2.6 3.9 2.1 2.1 16 16 al 29 grade %

evation if appropriate. (See

pages 19 and 20 of Catalog 150A). The balance of the estimating form is self explanatory.

32
~STIMATING MINE
TRUCK PRODUCTION
.nqlish System)

Customer: A e/A)<. Lrf), . Mine/Job Location: ~C=tec?~=w=W~L.A._::t)::..:!A_wr:....:......___::__:_---

Drepared By: _ Date: /¿!.PS- /7 b
I (
Elevation AMSL: ~c) ft.

--BCtion 1,General Data:

2'L'"b~ Ibs./y3 (Usually known and supplied by the customer.
1. Material "Loose" Weight per Cubic Yard::?-,-_,v_'::' __
If not, see Tech. Manual page 55 to estimate.)
2. Truck Model Selected: /V{t=-¡::-Ú - 35' Rated Capacity in Tons: ~5"' tons.
-3 T kV I C itv i C bi y ds: (Tons from model number :25") x (2000) - //'f:5 cubic yards.
. ruc o ume apact y In U IC ar s. (Material weight designated 3S0D Ibs.ly3) ~'-----
t Actual Payload: See instructions and Table 1A, select a "Fill Factor" and enter in the below formula. (?b T()II~
'.- T - (Une 3 volume /~ 3 y3) x ("Fill Factor" ¿J, re¡ ) x (Une 1 weight 3.s:rS- Ibs.ly3
ons - 2000
:21'1 tons.

_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)
___ mino
(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.) . mino
-7. Table 11 suggests times to use for Truck Spotting to Load, T ABLE 11. SPOT IDUMP IMANEUVER
Dump and Maneuvering to accomplish those functions JOB average minutes
related to Job Conditions. Estimated times are Longer for CONDITIONS MT's MTT's
MT's than MTT's because you generally must Wait for the EXCELLENT 0.65 0.40
box to come Down while MTI's can be opened or closed AVERAGE 0.85 0.60
while the truck is moving. Do not hesitate interpolating the SEVERE 1.05 0.80
times if known or expected conditions indicate longer or shorter times . mino
-13. Add appropriate times together for Total Fixed Time , . mino

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

r 1
TRAMMING
CYCLE
2
ONEWAY HAUL-
AGE 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. 2by col. 5
MINUTES
HAULLOADED 8:¿JO -iJ* /O,{) K'b6 o-r/
1 RETURN EMPTY c;?dO -6- /0,0 5S R"'tJ 0,9'/
HAUL LOADED /$?'O -zL-/o ",/0 ¿t.1 ?60,g 4,1"6
RETURN EMPTY
HAULLOADED
/.QJC> -/0 ro ~,C> .n.H 2..,~tr
I RETURN EMPTY
HAULLOADED
rRETURN EMPTY
TOTAL VARIABLE TIME, ADD COLUMN 6. }?,8:). mino
3. Add the Above Une With Une 8 for Total Truck Cycle Time . mino

Section IV, Production Calculations:

. . Estimators generally use a 50 or 55
). Trips per Hour. minute production hour.
J (Production hr/minutes 6~~
(Une 9 cycle time ¿5",ll min.)
.:3 . 62 S
'---_trips/hr.
11. Production per Hour: (Une 10 3. 6z,. trips/hr.) x (Une 4 Payload 2-6 tons) = 9' ~ 2 S- tons/hr.
Size: (Production desired or required SO O tons/hr.) _ 3,2 Number of Mine Trucks.
2 Fleet
. . (Une 11 production 91'./.2S" tons/hr.) - Round to higher whole.

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"TIí
"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 CONDI-
TIONS that may not be achievable in a specific operation. UNE 6. LOADING WITH SCOOPTRAMS,
etc. Two separate problems are possible, i.e. LOADER NOT SELECTED (1) or LOADER ON SITE
JOB
CONDITIONS
FILL
FACTOR
l
OR ALREADY SELECTED (2). Assume the loader has NOT BEEN SELECTED. First establish the EXCELLENT 1.00
OPTIMUM SIZE BUCKET to match the selected MINE TRUCK. As a RULE, less than FOUR loader AVERAGE 0.98
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.) Fe
estimating purposes, assume 5 bucket pass es to load the truck. Then find OPTIMUM BUCKET SIZE with:
3
(1) (Une 3 VOLUME/O. 9L¡5 m ) = .2./1'1 m3 = 2. !6
y3 OPTIMUM BUCKET SIZE. We suggest you always ROUND TO
(Number of passes ~) 0.765
THE NEXT HIGHER quarter, half or whole size bucket, 3. O y3 x 0.765 = 2 .:z.~3. The theory is that it iseasier NOT to g~
a fuI! bucket load every pass, the operator can make one "Iight" pass or simply not dump al! of the last pass on the truck box.
Now select a "FILL FACTOR" from TABLE 1A just as you would for Scooptram production and find the potential PAYLOAD with
(Bucket size1-·1.-7S'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

---- --- l.---- -- (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:

-----
SEVERE
m3)
2.50
»> (Line 3 VOLUME .

V
r-.
(Bucket __ m3) X ("FILL FACTOR" __ ) = _passl
AVERAGE
M
I
N
U
2.00

1.50
~ ~ - EXCELLENT
required to load the truck, ROUNDED to the next HIGHER nurrr-
ber of passes, = required passes.
POTENTIAL PAYLOAD can be found using the formula le
V blank, above.
T
E Now consult the LOADER CYCLE TIME CHART to the left and
S 1.00
~
V select the AVERAGE CYCLE TIME to be expected. The curve=
0.80
O 15 30 45 W 75 90 are related to the same JOB CONDITIONS discussed on pac
DISTANCE IN METERS 14 of the TECH. MANUAL and covers the time to enter U'_
o distance represents basic loader cycle 01 load-dump maneuver. muck pile, load the bucket, back away, change direction and
Curves are based on JOB CONDITIONS and average tramming speeds tram to the truck, dump and return to the muck pile. Now tak=
increasing as distances get longer allowing the vehicle to attain higher both the NUMBER OF PASSES and the SELECTED CYCL
travel speeds.
TIME to UNE 6 of the estimating form and complete it.

Section 111: VARIABLE TABLE 18.SEA LEVEL ON GRADE. UP LOADED. ESTIMATED SAFE DESCENT SPEED. DOWN EMPTY
TIMES: On LEVEL, NEAR- MINE 5% 10% 15% 20% 25% 30% 35%
MAX
LEVEL HAULAGE, 22 Km/h TRUCK
MODEL
SPEED LOAD EMPTY LOAD EMPTY LOAD EMPTY LOAD EMPTY LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP ~~'0m
UP DOWN UP DOWN UP DOWN UP DOWN
is considered MAXIMUM 11.0 5.5 2.3 19 1.9 1.6 16
ATTAINABLE but, of course,
MT'425-30
F12L·714
mph
km/h
18.8
303
7.8
12.5 17.7
4.5
72
6.5
104
3.6
5.8 88
2.6
4.2
2.6
42
23
37 37 30 30 26 I26
MT'425-30 mph 18.3 88 12.0 5.3 7.5 4.1 6.0 3.0 3.0 2.6 2.6 2.3 2.3 18 18
NO HIGHER THAN GIVEN 3406 T 325 km/h 29.5 14.1 19.3 85 12.1 6.6 9.6 48 48 4.2 4.2 37 37 2.9 29
IN THE MAX. COLUMN of
TABLE 18.
MT-414·30
F6L-714
mph
km/h
14.3
230
5.9
95
90
145
34
55
6.0
96
23
37
3.5
56
1.9
3.0
1.9
3.0
16
26
1.6
26
14
22
1.4
22
11
18 :~I
MT-411-3O
F6L-413
mph
km/h
17.7
28.5
8.0
12.9
11.0
17.7
47
7.6
6.0
9.6
3.5
56
52
84
2.5
4.0
25
4.0
22
35
22
3.5
19
3.0
19
30
16
26
16
26
I
AVERAGEJOB CONDITIONS MTI-420 mph 154 5.2 7.5 3.7 6.5 2.5 4.0 2.1 2.1 1.7 1.7 14 14 Oulo! T.C
3.4 3.4
may allow speeds of 13 to16 F8L-714 km/h 24.8 84 121 5.9 105 4.0 64 2.7
1.4
27 2.2 22 elf range
6.4 6.4 6.4 1.6 6.4 1.2 6.4
km/h while SEVERE JOB HMTI'410(S)
3304 NA
mph
km/h 10.3
41
66
64
10.3
2.8
45 10.3
2.1
3.4 10.3 2.6 10.3 2.2
64
103 19 10.3 ~~.g~~~~ 1
CONDITIONS may restrict MTP-41O-30
F6L-912W
mph
km/h
18.4
296
64
10.3
120
19.3
4.4
7.1
6.5
10.5
2.9
47
4.0
6.4
2.4
3.9
2.4
3.9
20
3.2
2.0
3.2
1.8
2.9
18
29
14
22
14
2.2
I
speeds to 6 to 10 km/h. MTI·F20·18 (S) mph 11.6 4.9 8.0 29 4.4 21 4.0 CAUTlON: 20°0 grade 15 ver y clase to T.C rmrurnum eíücrency
D3306 NA km/h 18.7 7.9 12.9 47 71 34 6.4 Tbeor etrcal wheel slip al 261,°0
ON GRADE HAULAGE: MT-F28 mph 16..6 4.3 7.3 27 4.0 7.0 11.0 2.2 22 1.9 19 Tbeor ectrcaí wheel slip
TABLE 18 gives maximum F12L-714 km/h 26.7 6.9 11.7 4.3 6.4 11.3 17.7 3.5 3.5 3.0 3.0 al 29111% grade '1
6.5
speeds LOADED, UP on sel-
MT-F28
3306T
mph
km/h
15.5
249
5.1
82
7.5
12.0
35
5.6 10.4
2.6
4.2
3.5
5.6
2.0
3.2
2.0
3.2
14
2.2
14
22
Theoretrcal wneet slip
at 291h% grade I
ected grades and ESTI- MT-F25'35 mph 16.2 5.7 9.0 4.1 6.0 2.8 4.6
7.4
2.3 2.3 20 2.0 Theoreucal wheel slip
F12L-714 km/h 26.0 9.2 14.5 6.6 9.6 4.5 3.7 3.7 3.2 3.2 at 28'1-0grade
MATED "SAFE" DESCENT MT·F25·35 mph 173 67 11.0 4.1 6.5 2.9 3.5 2.3 2.3 20 2.0 rneo-eucai wheel slip
SPEEDS, DOWN, EMPTY. 3306 T km/h 27.8 10.8 17.7 6.6 10.5 4.7 5.6 3.7 37 29 29 al 26'1,% grade '1
2.4 1.3 1.3
Remember to correct MT·FlOC
F6L·912W
mph
km/h
95
15.3
3.5
5.6
6.0
9.6
2.2
3.5
44
7.0
1.6
2.6 3.9 2.1 21
1.0
16
lO
1.6
Theorelical wheel slip
at 29% grade I
LOADED, UP speeds for el-
evation if appropriate. (See
pages19 and 20 of Catalog 150A). The balance of the estimating form is self explanatory.

34
 :~TIMATIN6 MINI:
iRUCK PRODUCTION (M'etric System)
:ustomer: M/#'¿ f)é(/ELcPH&Alr ~ . Mine/Job Location: 1-001II /..AI<E
_repared By: .sT~éP5 . 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 .< S- x 0.907 = 2:¿. 7 metric tonnes.

3 · Vo Iume Capaclity Converslon

. (Model designated material weight JSoo Ibs/y3) /] 07/' (t)/m3
.. = -=",_. --'--_--'-::L_
(Conversión 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 . -) í}:s 7)
--4. Actual Payload: See instructions and Table 1A, select a "Fill Factor" and enter in the below formula. 6~ .
(Line 3 volume 10. Cjl(f> m3) x ("Fill Factor" O'?B ) x (Line 1 weight 2./°1tonnes, m3) = 2.2. 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"-) ___ mino
(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 ...s- )
x (Average loader cycle time L.LE.--. min.) . ___ mln.
__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
related to Job Conditions. Estimated times are Longer for COND,ITIONS MT's MTT's
MT's than MTT's because you generally must Wait for the EXCELLENT 0.65 0.40
box to come Down while MTI's can be opened or closed AVERAGE 0.85 0.60
while the truck is moving. Do not hesitate interpolating the SEV'ERE 1.05 0.80
times if known or expected conditions indicate longer or shorter times . mino
_8. Add appropriate times together for Total Fixed Time , . mino

~tion 11I,Variable Times: (See instructions and Table 18 then complete the graph below.)
1 2 3 4 ·5 6

T TRAMMING
CYCLE
ONE WAY HAUL-
AGE SEGMENT.
METERS
%GRADE
(+) if up
(-) if down
AVERAGE
SPEED
kp/h
MUL TIPL y COL.
4 x 16.67 =
METERS/MIN.
TIME - divide
col. 2 by col. 5
MINUTES
HAULLOADED :250 -&
/6·0 266·7 0,7'1"
T RETURN EMPTY 2.~O ...e- /6,(3 26"",7 O, r¡q.,
HAULLOADED 646.6 -1- /D ~ G,b /lO. C> $20
RETURN EMPTY 4'/;D -/r;> % Q,b " '-t), O
T HAUL LOADED
RETURN EMPTY
1, 'lO

HAUL LOADED
RETURN EMPTY
TOTAL VARIABLE TIME, ADD COLUMN 6. )5. C¡J! mino
9. Add the Above Line With Line 8 for Total Truck Cycle Time . mino
.;ection IV, Production Calculations:
"0 T' H Estimators generally use a 50 or 55 (Production hr/minutes 55 ) _3_, _b__ trips/hr.
· nps per our: mmu . t e pro d uc t'Ion hour. .. 9 cycle time /_??
(Line .¿. :>.::> rnin.)
l'

-.1. Production per Hour=Il.ine 10 3· b trips/hr.) x (Line 4 Payload 2-3, 7 tonnes) = 85': 32 tonnes/hr .
• 2 FI t S' . (Production desired or required 2.$""0 tonnes/hr.) _
· ee rze: (Line 11 production IJ:JZ

Section V, Estimated Cost per Tonne of Production:

tonnes/hr.) -
:Z. 9:> Number of Mine Trucks.
Round to higher whole. -ª-
(Use the O & O forms to estimate both loader and truck O & O
costs then use the below formula.) Hypothetical example based on U.S. $:
Loader O & O cost/hr.Q30. 0Cl.t [(Truck cost/hr#21.~ Number of trucks, line 12 3)] __ #0,
77e cost/tonne.
.s r »
(Line 11 production IYS: 32. tonnes/hr.) x (Line 12 number of truc~s.3 ) -'-----'--'-.--

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 OWNER-
SHIP 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 re-
pair 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.

TABLE 6. DEPRECIATION HOURS
SECTION 11:OWNING COSTS: UNE 6 is self explanatory. UNE 7. YEARS TO
Job Useful Life/Hours
DEPRECIATE is found by first establishing ESTIMATED TOTAL USEFUL HOURS
Conditions Scooptrams Trucks
of vehicle SERVICE UFE. TABLE 6 suggests AVERAGE, ECONOMICAL, USEFUL
SERVICE UFE related to the same JOB CONDITIONS discussed in the produc- EXCELLENT 20,000 30,000
tion estimating section, Catalog 150A. Do not hesitate interpolating TABLE 6 if AVERAGE 15,000 25,000
it is known different values are to be expected. Take selected hours to UNE 7. SEVERE· 10,000 20,000
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 TABLE 7. DELlVERED PRICE
price over the depreciation period in years. Enter the factor in the formula at AVERAGE ANNUAL INVESTMENT
UNE 8. Continue with UNE 8 by estimating l., 1.&T. percentages. INTERESTrefers
Years Factor
to the cost of borrowing money to buy the machine and could run from 8 to 12%
and higher. On the other hand, if held capital is used to buy the vehicle, INTER- 1 1.00
EST charges would be those that would have been EARNED by investing the 2 0.75
money to earn interest and might range from 4 to 8%. INSURANCE refers to 3 0.67
costs to protect the vehicle from damage or loss to accidents, fire, etc. and in 4 0.63
1976 may range from 3 to 5%. Taxes refer to ongoing use, property etc. Establish 5 0.60
or estimate applicable percentages for the time, place and situation, adding to- 6 0.58
gether for total l., 1.& T. For estimating use 12% at line 8. UNE 9 and 10 are self
7 0.57
explanatory.

SECTION 11I:OPERATING COSTS: UNE 11. We are looking for AVERAGE con-
TABLE 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 column suggests LONG TRAMMING DISTANCES on LEVELor NEAR LEVEL Engine Model High Average Low
haulageways. The high column suggests VERY SHORT DISTANCES or STEEP F4L-912W 2.6 1.7 0.9
RAMP operations. ESTIMATING AVERAGE HOURLY FUEL CONSUMPTION IS F6L-912W 3.9 2.6 1.3
RATHER IMPRECISE andyou should understand how it works. Most engine F6L-714 7.2 4.8 2.4
manufacturers establish fuel consumption rates on a DYNOMOMETER with F8L-714 9.7 6.5 3.2 ,/' I

DIRECT DRIVEand provide a curve showing fuel consumption in POUNDS PER

F10L-714 12.2 8.1 4.1
HOUR or GALLONS PER HOUR at that power and r.p.m. point. In a normal auto-
motive type application the horsepower need during an hour period will fluctu- F12L-714 14.8 9.9 4.9
ate greatly so we have to make an estimate and come up with our TABLE 8 of BF12L-714 19.1 12.7 6.4
AVERAGE CONSUMPTION and REFLECTING THE HIGHER CONSUMPTION OF 3304 NA 5.3 3.5 1.7
TOROUE CONVERTER DRIVE. The point being made is that if a competitor with 3306 NA 7.9 5.2 2.6
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 delívere -'
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 $8.00 but you must sell parts 20% higher
than suggested list price, you would decrease the hourly cost by 10%,30% less 20% = 10%.
UNE 14, TIRE COSTS - NO RECAPS USED: There is wide
variance in reported tire life underground. TABLE 10 sug- TABLE 10. TIRE WEAR AND FACTORS
gests AVERAGE life in HARD ROCK and should be inter- Job Tire Life/Hours Number Wear
polated in softer material such as coal, potash, etc. Select Conditions Scooptrams Trucks Recaps Factor
estimated life and use at UNE 14. The 1.10 factor in the for- EXCELLENT 1,300 4,000 6 110
mula reflects 10% longer life of tires run to destruction rather AVERAGE 800 3,500 4 1.00
than saving 10% tread to accept a cap. UNE 14(a) RECAPS SEVERE 400 3,000 2 0.90
WILL BE USED: There is wide variance in the recapping
industry as to the number of times a tire can be capped, life of caps compared to new, cost of caps compared to new. USLJall
local experience can guide you but if not available, TABLE 10 suggests AVERAGE number of recaps. It suggests wear factor_
1.10 being 10% longer life, 0.90 being 10% shorter cap life than new life. INTERPOLATE TABLE 10 as discussion or experience
might dicta te. EXAMPLE: Tire life 1,500 hours, 4 caps possible, cap life 10% longer than new, recap COSTS 75% of new tire
cost, you would use;
___ N:....:..::e..:..:w~t::..:i
r:..::e~c::..:o::..:s::..:t-'-,
L=-I:.:..N.:..:E=-4...:....::S~42.:,
7.:..:0::..:0=-+~(:.:..R:..::e:..::c-=aJ::p.:..:t.:..:.i
r:..::e.:..:c:....:o:..:s:..:.t...c:$:..::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
This form can be used with any monetary
~"DOPERATING COST system after converting U.S. dollar prices.
:iTIMATING
ustorner 4JA)< íf?/¡)//)) r:r CO, Location .,Jt1jtJt(} c~e~ W/s e- . .
.¡ El Vehicle \2"COOf? Model Designation c:sr:a Preparer l~W Date/Z Z;S-/7b
7 7

ection 1,Vehicle Costs and Adjustments:

1 '3uggested factory list price, incL options. (/15',000 Selling price . . . . . . . .. //5; OOD
:; =reight, duties, fees, etc. to land on site. ( 6/000 .. .. ... . . . ... . . .... . . .. . .. .. . . 6/ OD ()
3:-Total delivered price, add lines 1 and 2. (/;2./1000 ) /:iz.-!/CX/O
4 ~ess Tire Cost: The price the customer would pay to replace Al! vehicle tires which are . d 700
deducted from Depreciation Costs and treated as a Wear Item ( Yt- t
5-:-Net Vehicle Value to use for depreciation computation at line 9, line 31ess line 4. . . . . . . . . . . . .. I/iu 3z>O
t tion 11,Owning Costs: Usually, a customer will want to apply his own formulas based on local tax regulations and
L toms. Using the below method will result in showing a quite high ownership cost when compared to more sophisti-
ated methods used by most companies. Consult With Your Customer.
e Determine the NU;lr of Hours the Vehicle is Expected to Work Per Year. d
Hours per day x Days per week S = 70 x Weeks per year =
I
d hrs. per year. 31-10
T.Vears to Depreciate: See instructions and Table 6 and then use;
(Table 6 hours Ir
e,
/)00 ) -_ ---:#7 -:
'+I-t+-__ years ... Round to Next Higher Whole Number _--=b'---- __ years.
.!:<->~
(Une 6 hours ~kfO )
&:-Hourly Investment Cost: See instructions and Table 7 and then use;
(Une 3 /21; Ó De) ) x (Table 7 factor ¿J. ~8 ) x (l., 1.&T. • /2 )= rYi!, b per hour. 2 .s¡;
(Hours per year from Une 6 2J¡0 1t) 3 2 yo
0:-Hourly Depreciation Cost: (No allowance made for resale or salvage value) /
(Une 5 value to depreciate j Ik. ( 3> ao ) {,¿lb per hour.
(Total useful hours, Table 6 1$, l)l)O) .
Cr.-Total Hourly Owning Cost, add Unes 8 and 9 . 9,0 z.-- per hour.

•• tion 11I,Operating Costs: 6

1 Fuel Cost: (Gallons/hr. see Table 8 6 . S- ) x (Cost/gaL O. t.¡ 8' )= 3,lb hr.
2~Preventive Maintenance: Lubricants, filters and labor to accomplish the
work. Estimate as a percentage of Une 11 = .25% x Une 11 ,lb -3 0,71 hr.
:: Repair Costs: May be known from experience or records, enter Known Cost ... ___ hr.
--(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.
(Une 3 price /2& Oc)O ) x (Factor .75% or as interpolated ,60 %) = 163 hr.
(Usefullife selected or interpolated from Table 6 I?§ I Ot2 o
¿ 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) --- hr.
(a) Recaps Will Be Used: See instructions and example showing how to fill in
-and complete the below formula.
d 700 + f( 3, ->2.>") x ( i )] _/g/StJO _ 2'? 2--
.~Sóo. + [( /St>o ) x (//0) x ( '1..
)] - (DO O; - . . . . .. . . . . hr.
o:-Tlre Repair Cost: Estímate as 15% of hourly tire cost. .15% x 2,32-- 0,3S hr.
6. Operator Hourly Wages, including all fringe benefits z ,2fJ hr.
~ Add Unes 11 Through 16 For Total Operating Costs . . . . . . . . . . . . . . . . . . . . . . .. /[{,IS' hr. per hour.

~ction IV, Total Hourly Ownership and Operating Cost: Add Unes 10 and 17 . . . . . . . . . . . . . .. 2, I per hour.

39
APPENDIX ER ¡
(j MINIt«¡ ~
~ EQUIPMENT ~.
1

GRADE
CONVERSION
GRAPH

1~

13

12

11

10
w
[fJ
9
a:
--1
<t: 8
o
f---
a: 7
w
>
LL
6
O
[fJ
f---
5
Z
~ 4

2 5

o
3 4 5 6 7 8 16 17 18 19 20 21

UNITS OF HORIZONTAL LENGTH

40
 ¡COOPTRAM
1I0URLY PRODUCTION
:STIMATING (NOTE: Assumes constant availability
<@S ~
~ER
MINING
EQUIPMENTSE·
of material to be trammed.)
(Metric System) Instructions and tables on reverse side .

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

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

ectíon 1.General Data:

1. Proposed Scooptram Model: 4. Clearance: Vehicle/Wall_ m. Operator/Back _ m.
2. Rated Tramming Capacity: kg. 5. Type of Material to Move: _
_ 3. Standard Bucket Capacity, Heaped: m3 6. "Loose" Weight of Material: 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 ) x (Une 9 bucket ___ tonnes.
ay oa per np 1000
1000

Section 11I.Cycle Time:

~1. Fixed Time: (LoadlDump/Maneuver, from TABLE 2.) ___ minutes
Variable Time Estimating Table From Tables 3 and 4
I 1 2 3 4 5
One-Way %orO Estimated Multiply Column 3 Divide Col. 1
Segment Grade Speed x 16.67 = m.lmin. By Col. 4for
T Meters +or = Kilometers/Hour and Enter Here 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 . ___ minutes
13. Total Cycle Time (add lines 11 and 1·2 here) . ___ minutes

__ectlon IV. Trips Per Hour: (An hour is assumed at 50 minutes to account for various operating delays.)
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 ) = tonnes/hour.

-iection VI. Estimated Cost of Production: (Requires the use of Hourly O & O Cost form)
(Scooptram O & O cost/hour )
_____ Cost per tonne.
(total production per hour from Section V _

-ÑOTE: 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 (Metric System)

Section 1. Lines 1 through 5 are self explanatory. Line 6 is usually known by the
TABLE 1. BUCKET FILL
customer from testing experience. If not, but "in place weight" or the specific
BLASTING FILL
FRAGMENTATION FACTOR
gravity of the materiallS known, "loose" weight per cubic measure may be
GOOO 1.00
estimated using information on page 55 of the Tech Manual, catalog 150A,
AVERAGE 0.98
available from Wagner Mining Equipment Co. for the asking.
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
TABLE 2. FIXED TIME muck, experienced operators may get near 100% loads consistently while bucket
LOAD/DUMP/MANEUVER
fills less than 0.95 are observed in poorly broken, tight resting muck. Lines 8
JOB TIME through 10 are self explanatory.
CONDITIONS MINUTES
EXCELLENT 0.80 Section 111. Line 11, TABLE 2 suggests fixed times to use for loading - dumping
AVERAGE 1.10 and maneuvering for those functions. Included is time to load the bucket, dump
SEVERE 1.40 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

Table 3. AVERAGESPEEDSATIAINABLE on level or
near level haulage may be limited by JOB CONDITIONS
Job EHST-1A HST-1A AII ST-2 5T-3'hto13 HST-5(S)
Conditions km/h km/h km/h km/h
or the maximum speed available through the vehicle
EXCELLENT *9.4 *12.0 *16.0 16.0 *15.2
transmission. The 16 km/h shown in Table 3 is con-
AVERAGE 8.0 8.0 12.0 12.0 12.0 sidered OPTIMUM, seldorn found in underground oper-
SEVERE 4.0 4.0 8.0 8.0 8.0 ations. Loaded HAULAGE and EMPTY return assume
NOTE: Asterisk denotes maximum gear train speeds. the same speed on LEVEL TRAMMING.

TABLE 4. KILOMETER5 PER HOUR

5pecific 5peeds Up Grade: Estimated "5afe" 5peeds Down Grade Table 4. For selected grades, table 4 gives specific
Popular 5% - 2.90 10% - 5.70 15% - 8.50 20% - 11.30 25% - 14.00 speeds LOADED, UP GRADE. DON'T FORGET TO
Scooptram Load Empty Load Empty Load Empty Load Empty Load Empty CORRECT FOR ELEVATIONS SUBSTANTIALLY ABOVE
Model Up Down Up Down Up Down Up Down Up Down SEA LEVEL if applicable.
EHST-1A 9.2 9.3 8.4 9.3 7.6 9.3 6.8 9.3 5.8 9.3
HST-1A 12.2 12.2 8.2 12.2 6.4 12.2 5.1 12.2 4.3 12.2
Estimated SAFE SPEEDS are given ter EMPTY RETURN -
HST-5(S) 8.4 9.8 5.6 9.8 4.3 9.8 3.53 9.8 2.9 9.8
BACK DOWN THE GRADE.
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 6.8 4.0 6.3 2.3 3.1 2.3 2.3
ST-20 7.9 11.3 4.7 6.4 3.5 5.6 2.4 3.2 2.1 2.1 TABLE 5
ST-20(S) 8.8 11.3 5.5 6.4 4.5 6.3 3.2 4.8 2.6 2.6 MODEL * = Std. BUCKET CAPACITIES
ST-3'h 8.0 11.3 4.6 7.2 3.0 6.1 2.5 4.3 2.1 2.1 # = E-O-D cu. yds_ CU. m.

ST-5A 14.0 17.7 8.4 10.5 6.6 10.3 4.7 6.4 4.0 4.0 EHST-1A * # 1.0 0.765
ST-5A(S)
ST-58
9.7
12.1
16.1
17.7
5.6
7.6
8.2
9.7
4.5
4.8
6.4
6.1
2.9
4.2
4.3
4.8
2.7
3.5
2.7
3.5
, &
HST-1A *
# 1.25
1.50
0.956
1.14

ST-5E 11.7 17.7 7.1 9.8 4.8 6.1 4.0 4.5 3.4 3.4 ST-28 * # 2.0 1.53
3.4 & * # 2.5 1.91
ST-8 10.8 16.9 6.8 9.7 5.1 7.6 3.9 4.8 3.4
ST-28(S) * # 3.5 2.68
ST-13 10.3 17.4 6.4 10.5 3.9 6.1 3.4 4.7 2.9 2.9
ST-20 * # 2.0 1.53
To convert cubic YAROS to cubic meters use; & 20(S) * # 2.5 1.91
Cu. yds.
To convert
x .765 =
cubic METERS to cubic
cU.m.
yards use; ST-5A
·
*
#
#
4.0
5.0
3.05
3.82
Cu. m. xl.308 =
Wagner Mining Equipment Co, rates buckets in
cu. yds. & 5A(S)
&
ST-5E
· # 6.5
6.0 4.59
4.97
accordance with SAE. standards in increments
010.25 cubic yards. II working in yards, request * # 7.0 5.35
an aptional bucket closest to the OPTIMUM size * 4.0 3.05
lound at line 9. ST-58
* # 5.0 3.82
If working in the metric system, convert to cubic * 6.0 4.59
yards and request the size closest to that
conversion. ST-50(S) # 7.0 5.35
With your request lar an optional bucket, # 8.5 6.50
lurnish us the "LOOSE" material weight and
the estimated or KNOWN bucket lill factor so
/

ST-8
·
*
# 6.5 4.97
that Wagner Mining Equipment Co. may eval- # 8.0 6.11
uate yaur request lar the size bucket. ST-13 · 13.0 9.94

BUCKET SIZES NOT SHOWN IN TABLE 5 MUST BE "SPECIAL QUOTED" BY THE FACTORY.
4?
.COOPTRAM ~ER
JlOURLY PRODUCTION (j MINING
~ EQUIPMENT~·
-:STIMATING (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.

_ection 1, General Data:

1. Proposed Scooptram Model: 4. Clearance: Vehicle/Wall_ ft. Operator/Back _ ft.
2. Rated Tramming Capacity: lbs. 5. Type of Material to Move: _
-d. Standard Bucket Capacity, Heaped: __ ~~_ y3 6. "Loose" Weight of Material: lbs., y3

-ection 11, Payload Per Trip: (Estimated actual payload and computation for optimum size bucket, SEE INSTRUCTIONS)
_l. Loadable Weight Per y3 : (bucket fill factor, if any ) x (line 6 ) = lbs.
8. Indicated Payload (Iine 7 ) x (line 3 ) = __lbs. If substantially larger
than rated Tramming Capacity, line 2, consider ordering a smaller bucket to avoid Ovérloading. If substantially
smaller, consider a larger bucket to take full advantage of the vehicle rated capacity.

9. Optimum Bucket Size: (I~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 ) x (Iine 9 bucket y3)
). Payload Per Trip: ----------------- = ------ = Tons.
2,000 2,000

Section 111. Cycle Time:

1. Fixed Time: (Load/Dump/Maneuver, from TABLE 2.) =--- minutes
-\ Variable Time Estimating Table From Tables 3 and 4
1 2 3 4 5
- - - - -
One~Way % or o Estimated Multiply Column 3 Divide Col. 1
T Segment
Feet
Grade
+ or=
Speed
Miles/Hour
x 88 = ft./min.
and Enter Here
By Col. 4 for
Time in Minutes
+aul ---- 1------- -- ---------- f---------------

TReturn -- -- -- -- 1----- -- f-----

. I '{aul
--- -- -- f--------------- f-----

~eturn -

1 HauI
Return -- --
--
--

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

12. Total Variable Time _ minutes
3. Total Cycle Time (add lines 11 and 12 here) . _ ~_minutes

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

Section VI. Estimated Cost of Production: (Requires the use of Hourly O & O Cost form)
(Scooptram O & O costlhour
Cost per ton.
(total production per hour from Section V )

. '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
 l
TAlLES AND INSTRUCTIONS (English System)

Section l. Lines 1 through 5 are self explanatory. Line 6 is usually known by the
TABLE 1. BUCKET FILL customer from testing experience. If not, but "in place weight" or the specific
BLASTING FILL gravity of the material IS known, "Ioose" weight per cubic measure may be
FRAGMENTATlON FACTOR estimated using information on page 55 of the Tech Manual, catalog 150A,
GOOO 1.00 available from Wagner Mining Equipment Co. for the asking.
AVERAGE 0.98
Section 11. Line 7, bucket fill factor, TABLE 1 adjusts rated load capacity
POOR 0.96
downward to reflect the improbability the operator will consistently get a
HEAPING load for full, rated capacity each pass. In well fragmented, loose resting.,
TABLE 2. FIXED TIME muck, experienced operators may get near 100% loads consistently while bucket
LOAD/DUMP/MANEUVER fills less than 0.95 are observed in poorly broken, tight resting muck. Lines 8
JOB TIME through 10 are self explanatory.
CONDITIONS MINUTES
EXCELLENT 0.80 Section 11I. Line 11, TABLE 2 suggests fixed times to use tor loading - dumping
AVERAGE 1.10 and maneuvering for those functions. Included is time to load the bucket, dump
SEVERE 1.40 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
Job EHST-1A HST-1A AII ST-2 ~T-31f2to13 HST -5(S) Table 3. AVERAGE SPEEDS ATIAINABLE on level or
Conditions mph mph mph mph mph near level haulage may be limited by JOB CONDITION_
EXCELLENT *5.9 *7.5 *10.0 10.q *9.5 or the maximum speed available through the vehicle
AVERAGE 5.0 5.0 8.0 8.0' 8.0 transmission. The 10 mph shown in Table 3 is consid-
SEVERE 3.0 3.0 5.0 5.0;, 5.0 ered OPTIMUM, seldom found in underground opera-
NOTE: Asterisk denotes maximum gear train speedss tions. Loaded HAULAGE and EMPTY return assume the-
same speed on LEVEL TRAMMING.
TABLE 4. MILES PER HOUR
Specific Speeds Up Grade: Estimated "Safe" SpeedsDown Grade Table 4. For selected grades, table 4 gives specific
Popular 5%- 2.9
0
10%- 5.70 15%- 8.50 20%- 11~C¡ 25%- 14.00 speeds LOADED, UP GRADE. DON'T FORGET TO
Scooptram Load Empty Load Empty Load Empty Load Empty Load Empty CORRECT FOR ELEVATIONS SUBSTANTIALL y ABOVE
Model Up Down Up Down Up Down Up DolNn Up Down SEA LEVEL if applicable.
EHST-l A 5.7 5.8 5.2 5.8 4.7 5.8 4.2 518 3.6 5.8
Estimated SAFE SPEEDS are given for EMPTY RETURN
HST-1A 7.6 7.6 5.1 7.6 4.0 7.6 3.2 r.s 2.7 7.6
BACK DOWN THE GRADE.
HST-5(S) 5.2 6.1 3.5 6.1 2.7 6.1 2.2 6:1 1.8 6.1
ST-2B 4.9 7.0 2.9 4.0 2.2 3.9 1.6 1~ 1.4 1.4
ST-2B(S) 5.3 7.5 3.0 4.2 2.5 3.9 1.4 1.9 1.4 1.4 TABLE 5 -
ST-20 4.9 1.0 2.9 4.0 2.2 3.5 1.5 2~0 1.3 1.3 MODEL * = Std. BUCKET CAPACITIES
ST-2D(S) 5.5 7.0 3.4 4.0 2.8 3.9 2.0 3.0 # = E-O-D cu, Vds. cu. m.
1.6 1.6
ST-31h 5.0 7.0 2.9 4.5 1.9 3.8 1.6 2,7 1.3 1.3 EHST-1A
* # 1.0 0.765
ST-5A 8.7 11.0 5.2 6.5 4.1 6.4 2.9 4.0 2.5 2.5 & # 1.25 0.956
HST-1A * 1.50 1.14
ST-5A(S) 6.0 10.0 3.5 5.1 2.8 4.0 1.8 2.7 1.7 1.7
ST-5B 7.5 11.0 4.7 6.0 3.0 3.8 2.6 3.0 2.2 ST-2B * # 2.0 1.53
2.2
& * # 2.5 1.91
ST-5E 7.3 11.0 4.4 6.1 3.0 3.8 2.5 2.8 2.1 2.1
ST-2B(S) * # 3.5 2.68
ST-8 6.7 10.5 4.2 6.0 3.2 4.7 2.4 3.0 2.1 2.1
ST-2D * # 2.0 1.53
ST-13 6.4 10.8 4.0 6.5 2.4 3.8 2.1 2.9 1.8 1.8
&2D(S) * # 2.5 1.91
* # 4.0 3.05 -
To convert cubic YAROS lo cubic meters use; Wagner Mining Equipmenl Co. rates buckets in ST-5A * # 5.0 3.82
Cu. yds. x .765 = cu.rn. accordance with S.A.E. standards in increments & 5A(S) * 6.0 4.59
010.25 cubic yards. If working in yards, request &
To converl cubic METERS lo cubic yards use; an optional bucket closest to the OPTIMUM size ST-5E # 6.5 4.97
Cu. m. x 1.308 = cu. yds. lound at Iine 9. * # 7.0 5.35
If working in the metric system, convert to cubic * 4.0 3.05
yards and request the size closest lo that ST-5B
* # 5.0 3.82
conversion.
* 6.0 4.59
With your request for an optional size bucket, ST-5D(S) # 7.0 5.35
furnish us the "LOOSE" material weight and
the estimated or KNOWN bucket fill factor # 8.5 6.50
so that Wagner Mining Equipment Co. may * # 6.5 4.97
evaluate your request for the size bucket. ST-8
8.0 6.11 - I
ST-13 .* #
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) Instructions and tables on reverse side.

Section 1,Customer/Job Name: Date: _

1. Tunnel Length ft. Grade, Loaded + % or - % Elevation AMSL ft.
_ 2. Tunnel Dimensions, Height ft. Width ft. Depth of blast 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 tons/y> (Supplied by customer).
4. Total weight to muck, (Iine 3 y3) x (line 3(a) tons/y3) = tons.

_)ection 11I,Scooptram Model and Bucket Size Selection, Payload and Number of Trips To Muck Each Round:
5. Model selected Rated capacities: Volume y3 Tramming tons.
6. Bucket "Fill Factor", see instructions and select a factor from TABLE 1 _
_ 7. Loadable weight per cubic yard: (Iine 3(a) tons) x (Iine 6 factor ) = tons.
ti b k t s!
(line 5 tramming capacity tons)
8. O p imum uc e size: (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 )
10. Tnps required (T T' f L' 9) ___ trips, rounded to higher whole.
ons/ np rom me

-eectíon 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) . _____ min.
11 (a). "Fixed Time" To Load/Dump/Maneuver, see Table 2 and instructions and use;
(Table 2 minutes ) x (Iine 10 trips ) = mino
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 mino
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 )
___ mino
(Speed from Table 3 or 4 mph) x (88)
11 (d). Other Deductions of Time, if any, from Tramming Time. . . . . . . . . . . . . . . . . . . . mino
~2. Total Deductions of Time, add lines 11 (a) through 11 (d) '-( ..!...) mino
_ 3. Available Tramming Time For Mucking, subtract line 12 from line 11 . . . . . . . . . . . . . . . . . . . . . . . . . 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 Re-
handling 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--,-.)
= _ = ft.
(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 re handling
stations required to hole through with;
(Iine 1 feet ) - (Iine 14 ft.
+ line 15 ft.
___ Rehandling Stations.
(Iine 15 feet)
Une 16 whole numbers represent required, additional rehandling stations while a decimal represents additional dis-
tance to hole the tunnel through from the last station. SEE INSTRUCTIONS.

t-orm No. WG-126-7 © Copyright 1976 Wagner Mining Equipment CO. Printed in USA 45
 INSTRUCTIONS ANO TABLES FOR ESTIMATING TUNNEL, RAMP
ANO OEVELOPMENT MUCKING TIMES (ENGLlSH)

Section 1: GENERAL INFORMATION: Une 1, elevation above sea level affects vehicle performance on grade. If TABLE 4 is
used to estimate speeds on grade, given speeds should be corrected by REOUCING 3% for every 1000 feet above the first 1000-
feet above sea level. Une 2 provides data for selecting the model Scooptram that will "FIT" the tunnel opening.
Section 11: Une 3 is the product of line 2 dimensions AFTER "SWELL FACTOR" IS APPUEO TO "IN BANK" VOLUME by the-'
customer. Une 3(a) should also be known by the customer. If lines 3 and 3(a) are NOT KNOWN, page 55 of our catalog 150A
may assist you in estimating these values. Une 4 is self explanatory.
Section 11I: UNE 5 is self explanatory. UNE 6: TABLE 1 suggests corrections to be applied to TABLE 1
BUCKET RATEO CAPACITY to account for the fact you can seldom duplicate RATEO HEAPEO
~
LOAO on every pass. FRAGMENTATION, JOB CONOITIONS, concentration of OPERATORS may
JOB
CONDITIONS
FILL
FACTOR
I
all team up to prevent getting a FULL, RATEO BUCKET LOAO each and every pass. EXCELLENT =
1.00 represents the FULL RATEO VOLUME LOAO of the BUCKET and is extremely OIFFICULT TO EXCELLENT 1.00
ACHIEVE consistently. UNE 7 applies your selected FILL FACTOR to the "LOOSE" WEIGHT AVERAGE 0.98
to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOAOEO into the bucket. UNE 8 SEVERE 0.96 I
then applies this LOAOABLE WEIGHT EACH PASS establishinq the OPTIMUM BUCKET SIZE with
which to equip the Scooptram to take FULL AOVANTAGE OF THE RATEO TRAMMING CAPACITY.
UNES 9 and 10 are self explanatory
Section IV: UNE 11:The customer will select a MAXIMUM MUCKING TIME to blend with other ele- TABLE 2
ments of the tunnel advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOAO/
JOB TIME
OUMP and MANEUVER related to JOB CONOITIONS. Interpolate the values if experience dictates. CONDITIONS MINUTES
UNE 11(b): "CLEAN UP" TIME expresses the fact that as the muck pile OIMINISHES, the time to
load goes UP while PROOUCTIVITY goes OOWN and several passes may be required to get a LOAO EXCELLENT 0.80 I
WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE AVERAGE 1.10
or otherwise prepare the face for the next drilling cycle should be discussed with the customer and SEVERE 1.40
the estirnated TIME establlshed.
----¡
TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL TABLE 4. MILES PER HOUR
Specilic Speeds Up Grade: Estimated "Sale" Speeds Down Grade
Job EHST-1A HST-1A AII ST-2 ~T-5 to 13 HST-5(S) ----
Popular 5% - 2.9 0
10%- 5.P 15%- 8.5° 120%- 11.3° 25%- 14.0'
Conditions mph mph mph mph mph Scooptram load Empty load Empty load IEmpty loa1mpty load EmptIT
EXCELLENT *5.9 *7.5 *10.0 10.0 *9.5 Model Up Down Up Down Up Down Up Down Up Down
EHST·1A 5.7 5.8 5.2 5.8 4.7 58 4.2 5.8 3.6 5.8
AVERAGE 5.0 5.0 8.0 8.0 8.0
HST-1A 7.6 7.6 5.1 7.6 4.0 7.6 3.2 7.6 2.7 76
SEVERE 3.0 3.0 5.0 5_0 5.0 HST-5(S) 5.2 6.1 3.5 6.1 2.7 6.1 2.2 6.1 18 a1
NOTE:Asterisk denotes maximum gear train speeds. ST-28 4.9 7.0 2.9 4.0 22 3.9 1.6 1.8 1.4 1.4 I
UNE 11(c) covers TIME that may be required to TRAM a OISTANCE from the
ST-28(S) 5.3 7.5 3.0 4.2 2.5 3.9 14 1.9 1.4 1.4 I
ST-2D 4.9 7.0 2.9 4.0 2.2 3.5 1.5 2.0 1.3 1.3
tunnel PORTAL to the OUMP sothe TRUE OISTANCEofthe AOVANCE, PORTAL ST-2D(S) 5.5 7.0 34 4.0 2.8 3.9 2.0 3.0 1.6 1.6
to FACE IS ESTABUSHEO. TABLES 3 and 4 suggest speeds to use at line 11 (e) ST-5A 8.7 11.0 5.2 6.5 4.1 64 2.9 4.0 2.5 2.5...,..-
and lines 14 and 15. Interpolate the values if experience dictates faster or ~S) 6.0 10.0 3.5 5.1 2.8 4.0 1.8 2.7 1.7 1.71
c--:c- ---:c------,
slower speed. REMEMBER, faster speeds are often possible OUTSIOE the ST-58 7.5 11.0 4.7 6.0 3.0 3.8 2.6 3.0 2.2 ,2.2
f:'~
I
¡-;;--;-
tunnel than would be attainable INSIOE where CLEARANCES MIGHT BE RE- ST-5E 7.3 11.0 44 6.1
STRICTEO. UNE 11(d) allows entering any other anticipated delays not included
in "CLEAN UP" time. UNES 12 and 13 are self explanatory.
tifk
----r---- :-;;-;:-t-;--;;-
6.7 10.5 ¡ 4.2
S!-13_cJl-,-~_!08 4.0
~,O
6.5 ~~
3.0
3.2
3.8
4.7
2.5 2.8,
2.4 I ~
~U29
2. 1

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
1.8 --.!-,-~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 tror-
1st 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 together-
tunnel distanee shown at line 1 on the estimating formo

lt -L -1- I
[]~~J __d__ ~I~~ T _
DUMP PORTAL 1st
POINT FIG.13 REHANOUNG STATIONS
A deeision is now made to either aeeept a gradually lengthening total mueking time or install one more rehandling station. Maximum, extra mueking time at the h."..,
through Point is found with:
. . (Ieet lrom (e) ) x (2) x (Iine 10 trips
Max I m u m extra time = -'------'--'-----'---'---'----'------'------''--- ____ minutes.
(Average speed in 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 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) x (T)
____ minutes
(S) x (88)
+t minutes
TOTAL. . . minutes divided by 60 minutes = hours.

46
: TIMATING TUNNEL ANO RAMP
ruCKING TIMES
L..ric System) Instructions and tables on reverse side.

r~ion 1,Customer/Job Name Date _

I Iunnel Length meters. Grade, Loaded + % or - % Elevation AMSL m.
c-runnel Dimensions, Height m Width m Depth of Blast m.

¡ tion 11,Volume and Weight to Move each Blasting Round. See instructions on reverse side.
Lrotal "Loose" volume per blasting round 3
m (Supplied by customer)
3(a). Material weight per "Loose" cubic meter tonnes/m3(Supplied by customer).
1 rotal weight to muck, line 3 3
m ) x (line 3(a) 3
(t)/m ) = tonnes.

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 (t).
¡ sucket Fill Factor: See instructions, Table 1, select a Fill Factor and enter at line 6(a).
"""¿(a): Bucket Fill Factor Selected. _
6(b): Loadable Weight, m3: (Iine 3(a) weight (t)/m3) x (line 6(a) ) = (t)/m3.
. . (line 5 tramming capacity (t) ) 3
m x 1.308 = y3
'__)ptlmum Bucket Size: (line 6(b) weight (t)/m3)
Scooptrams may be equipped with optional size buckets in increments of 0.25 cubic yards, larger or smaller. Round
)ff line 7 to the nearest quarter, half or whole size. On steep ramps, loaded, always round to the lower quarter, half
ir whole size.
~:Selected Bucket Size in Cubic Yards from line 7 y3 x 0.765 = m3 to use At Line 9.

, )ayload in Tonsüine 8 bucket size m3) x (Iine 6(b) weight (t)/m3) = tons.
- .. (Tons from line 4 )
l. Trips Hequired To Muck the Round: (T f l' 9 ) _____ trips, Round To Higher Whole.
ons rom me

Ltion IV, Cycle Time Estimate:

l. Allocated, Maximum Mucking Time, (supplied by the customer) . _____ min.
11(a): "Fixed Time" To Load/Dump/Maneuver, see Table 2 and select time;
(Table 2 minutes ) x (Line 10 trips ) . ___ mino
11 (b): "Clean Up" at the face preparing for the next drilling cycle.
Discuss with customer and select estimated time to "Clean Up" . ___ mino
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
___ 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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. -,--e ..!..) mino
:: ~vailable Tramming Time for Tunnel Advance: Subtract line 12 from line 11. . . . . . . . . . . . . . . . . . . mino

ection V, Calculating line 14 will give the Distance of Tunnel Advance from the Portal to the Face in the Available Tram-
ming Time at which point the first Rehandling Station would be installed.
t -rorn Tables 3 or 4, select the Average Tramming Speed in kp/h you expect to maintain Inside the Tunnel. If on a Steep
-rlamp, climbing and descending at two different speeds, add them together and divide by 2,
x (line 13 rnin.)
'Averaqe speed Km/h x (1667) = -------'---------'- _____ meters.
--- . (Iine 10 trips ) 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.)
Average speed __ Km/h x (16.67) = ----'-----------'--'--------'- ___ m.
(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
LOAD on every pass. FRAGMENTATION, JOB CONDITIONS, concentration of OPERATORS may
all team up to prevent getting a FULL, RATED BUCKET LOAD each and every pass. EXCELLENT =
JOB
CONDITIONS
FILL
FACTOR
T 1

EXCELLENT 1.00 I
1.00 represents the FULL RATED VOLUME LOAD of the BUCKET and is extremely DIFFICULT TO
....,..; !
ACHIEVE consistently. UNE 6(b) applies your selected FILL FACTOR to the "LO OSE" WEIGHT AVERAGE 0.98
to establish the AVERAGE WEIGHT that can be CONSISTENTLY LOADED into the bucket. UNE 7 SEVERE 0.96 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 ele- TABLE 2 I
ments of the tunnel advance cycle. UNE 11(a): TABLE 2 suggests AVERAGE TIMES to LOAD/ I
JOB TIME
DUMP and MANEUVER related to JOB CONDITIONS. Interpolate the values if experience dictates. MINUTEST
CONDITIONS
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 EXCELLENT 0.80 I
WORTH TRAMMING. How clean the face must be, whether the Scooptram will be used to SCALE AVERAGE 1.10
or otherwise
. prepare the face
.
for the next drilling cycle should be discussed with the customer and SEVERE 1.40
the estirnated TIME establlshed.
TABLE 3. AVERAGE TRAMMING SPEEDS, LEVEL TABLE 4. KILOMETERS PER HOUR I
Specilic Speeds Up Grade: Estimated "Sale" Speeds Down Grada
JobEHST-1A HST-1A AIIST-2 ~)T-5to 13 HST-5(S) i
Popular 5%- 2.90 10%-5.7° 15%- 8.50 20%- 11.30
Conditions
Km/h Km/h Km/h Km/h Km/h Scooptram load Empty load Empty
25%- 14~~
load Empty load Empty load Emp
EXCELLENT *9.4 *12.0 *16.0 21.0 *15.2 Model Up Oown Up Down Up Down Up Down Up Down
EHST-1A 9.2 9.3 8.4 9.3 7.6 9.3 6.8 9.3 5.8 9.3 I
AVERAGE 7.0 7.0 10.0 14.0 10.0
HST-1A 12.2 12.2 8.2 12.2 6.4 12.2 5.1 12.2 4.3 12.: I
SEVERE 5.0 5.0 8.0 8.0 8.0 HST-5(S) 8.4 9.8 5.6 9.8 4.3 9.8 3.53 9.8 2.9 9l i
NOTE:Asterisk denotes maximum gear train speeds. ST-28 7.9 11.3 4.7 6.4 3.5 6.3 2.6 2.9 2.3 231

UNE 11 (e) Deducts TIME that may be required to TRAM a DISTANCE from the ST-28(S) 8.5 12.1 4.8 6.8 4.0 6.3 2.3 3.1 2.3 2.3 I
ST-20 7.9 11.3 4.7 6.4 3.5 5.6 2.4 3.2 2.1 2. --
tunnel PORTAL to the DUMP so the TRUE DISTANCE of the ADVANCE, PORTAL ST-20(S) 8.8 11.3 5.5 6.4 4.5 6.3 3.2 4.8 2.6 2.1
to FACE IS ESTABUSHED. TABLES 3 and 4 suggest speeds to use at line 11 (e) ST-5A 14.0 17.7 8.4 10.5 6.0 10.3 4.7 6.4 4.0 4.1
and lines 14 and 15. Interpolate the values if experience dictates faster or ST-5A(S) 9.7 16.1 5.6 8.2 4.5 6.4 2.9 4.3 2.7 2.7 I
slower speed. REMEMBER, faster speeds are often possible OUTSIDE the ST-58 12.1 17.7 7.6 9.7 4.8 6.1 4.2 4.8 3.5 3.5 I
tunnel than would be attainable INSIDE where CLEARANCES MIGHT BE RE- ST-5E 11.7 17.7 7.1 9.8 4.8 6.1 4.0 4.5 3.4 3.'
ST-8 10.8 16.9 6.8 9.7 5.1 7.6 3.9 4.8 3.4
STRICTED. UNE 11 (d) allows enteriñg any other anticipated delays not included 3.'
ST-13 10.3 17.4 6.4 10.5 3.9 6.1 3.4 4.7 2.9 2"...,.
in "CLEAN UP" time. UNES 12 and 13 are self explanatory.
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_

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

l t L
[]~-J~-d
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
Máximum extra time = ____ 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 é 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, A.M.S.L. ft.

ection 1,General Data:

1. Material "Loose" Weight per Cubic Yard: 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)
3. Truck Volume Capacity m Cubic Yards: 3 _____ cubic yards.
(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)
___ mino
(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.) . ___ mino
7. Table 11 suggests times to use tor Truck Spotting to Load, TABLE 11. SPOT IDUMP/MANEUVER
Dump and Maneuvering to accomplish those functions JOB average minutes
related to Job Conditions. Estimated times are Longer for CONDITIONS MT's MTT's
-MT's than MTT's because you generally must Wait for the EXCELLENT 0.65 0.40
box to come Down while MIT's can be opened or closed AVERAGE 0.85 0.60
while the truck is moving. Do not hesitate interpolating the SEVERE 1.05 0.80
_times if known or expected conditions indicate longer or shorter times . ___ mino
8. Add appropriate times toqether for Total Fixed Time . ___ mino

• tion 11I,Variable Times: (See instructions and Table 18 then complete the graph below.)
-
1 2 3 4 5 6
ONEWAY HAUL- %GRADE AVERAGE MUL TIPL y COL. TIME - divide
TRAMMING
AGE SEGMENT. (+) if up SPEED 4 TIMES 88 = col. 2 by col. 5
CYCLE
FEET (-) if down mph feet/min. MINUTES
-HAULLOADED
°C:TURN EMPTY
-
\UL LOADED
m::TURN EMPTY
HAULLOADED
-
:TURN EMPTY
\UL LOADED
-RETURN EMPTY
TOTAL VARIABLE TIME, ADD COLUMN 6. ___ mino

-
~ Add the Above Line With Line 8 for Total Truck Cycle Time

iection IV, Production Calculations:

___ mino

( Trips per Hour: E~timators gen~rally use a 50 or 55 (Pr.oduction hr~minutes ) trips/hr.

- rnínute production hour. (l.ine 9 cycle time min.)
1. Production per Hour: (Line 10 __ trips/hr.) x (Line 4 Payload tons) = tons/hr.
·FI S· (Production desired or required tons/hr.) Number of Mine Trucks.
:_ eet ize: (L'me 11 pro ducti
uction tons /h r.) Roun d t o hiIg h er w h o 1e. ---

iP':tion 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.)
+-Loader O & O cost/hr. + [(Truck costlhr x Number of trucks, line 12 )] _____ cost/ton,
(Line 11 production tons/hr.) x (Line 12 number of trucks __ )

O ••¡nton in IIC:II dQ
 ----"\

INSTRUCTIONS ANO TABLES FOR ESTIMATING MINE TRUCK PRODUCTION (ENGLlSH) I

----------------------------------------~
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.
,
5ection 11:UNE 5. Self explanatory. However, use CAUTION in accepting a manufacturer's rating of TABLE 1A 1
PRODUCTION for the loading machine. It will probably be based on certain OPTIMUM JOB CON 01- JOB 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 ,
OPTIMUM SIZE BUCKET to match the selected MINE TRUCK. As a RULE, less than FOUR loader AVERAGE 0.98
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.) FI
estimating purposes, assume 5 bucket passes to load the truck. Then find OPTIMUM BUCKET SIZE with:
(1) Une 3 VOLUME y3) =y3 OPTIMUM BUCKET SIZE. We suggest you always ROUND TO THE NEXT
(Number of passes __ ) HIGHER quarter, half or whole size bucket if the loader will carry that SiZE ,
The theory is that it is easier NOT to get a fullload every pass. The 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;
(Bucket size __ ' _ y3) x (Passes __ ) x (Une 1weight lbs. y3) x ("FILL FACTOR" __ ) = _ ____ ton:
2000
You may want to interpolate line 4 to a higher or lower figure.

----- ---
3.00
(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:
SEVERE
2.50
(Une 3 VOLUME y3)
~
(Bucket __ y3) x ("FILL FACTOR" __ )
= __ pass
2.00
/ ~ ~AGE
requiredto load the truck, ROUNDED to the next HIGHER nu
M
ber of passes, = ___ required pass es.
I
N
U 1.50~
/~~
.>
EXCELLENT
POTENTIAL PAYLOAD can be found using the formula le
blank, above.
T -
E Now consult the LOADER CYCLE TIME CHART to the left and
S 1.00 V select the AVERAGE CYCLE TIME to be expected. The curve-
0.80
o 50 100 150 200 250 300 are related to the same JOB CONDITIONS discussed on pab
DISTANCEIN FEET 14 of the TECH. MANUAL and covers the time to enter tr
o distance represents basic loader cycle 01 load-dump maneuver. muck pile, load the bucket, back away, change direction and
Curves are based on JOB CONDITIONS and average tramming speeds tram to the truck, dump and return to the muck pile. Now tak=
increasing as distances get longer allowing the vehicle to attain higher both the NUMBER OF PASSES and the SELECTED CYCL
travel speeds.
TIME to UNE 6 of the estimating form and complete it.

Section 11I: VARIABLE

TIMES: On LEVEL, NEAR TABLE 18. SEA LEVEL ON GRADE, UP LOADED, ESTIMATED SAFE DESCENT SPEED. DOWN EMPTY

HAULAGE, 13 m.p.h. con- MINE 5°/t' 10% 15% 20% 25% 30% 35%

sidered MAXIMUM ATTAIN-

TRUCK
MODEL
MAX
SPEED LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOA O EMPTY
UP DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
LOAD
UP
EMPTY
DOWN
I
ABLE but, of course, NO MT·425·30
F12L·714
mph 16.6 7.6 11.0 4.5 6.5 3.6
5.8
5:5 26 2.6 23 23 1.9 19 16 16
km/h 303 12.5 177 72 104 6.6 4.2 4.2 37 37 30 30 26 26
HIGHER THAN GIVEN IN MT·425·30 mph 163 66 o
12 53 7.5 4.1 60 3.0 3.0 2.6 2.6 23 23 16 16
THE MAX. COLUMN of 3406 T 325 km/h 29.5 14 1 19.3 65 12.1 6.6 9.6 4.6 4.8 4.2 4.2 37 37 29 29
MT·414·30 mph 143 5.9 9.0 3.4 6.0 2.3 3.5 1.9 19 16 1.6 14 14 11 11
TABLE 18. F6L·714
MT·411·30
km/h
mph
23.0
17.7
9.5
8.0
145
11.0
5.5
47
9.6
6.0
3.7
3.5
56 3.0 3.0
2.5
2.6
22
26
2.2
2.2
19
2.2
19
18
16
18
16
I
52 2.5
AVERAGEJOB CONDITIONS F6L·413 km/h 265 129 17.7 76 9.6 5.6 64 4.0 4.0 35 35 30 30 26 26
1.7 1.7 1.4
may allow speeds of 8 to 10 MIT·420
F8L·714
mph
km/h
15.4
24.6
5.2
64
75
12.1
37
5.9
6.5
10.5
2.5
4.0
4.0
64
2.1
3.4
21
34 27 27 22
14
2.2
Oul ni TC
el! ranqe
I

m.p.h. while SEVERE JOB HMIT·410IS) 1.6 1.4

CONDITIONS may restrict 3304 NA
mph
km/h
6.4
10.3
41
6.6
6.4
103
2.6
4.5
6.4
103
2.1
3.4
64
10.3 2.6
6.4
10.3 2.2
64
10.3
12
1.9
64
10.3
Cut-off al
31°11 grade I
MTp·410·30 mph 18.4 6.4 120 44 6.5 29 4.0 2.4 2.4 20 20 16 16 14 14
speeds to 4 to 6 m.p.h. F6L·912W km/h 295 10.3 193 71 10.5 47 64 3.9 J.9 32 3.2 29 29 22 22
MIT·F20'18 (S) mph 11.6 49 8.0 2.9 4.4 2.1 4.0 CAUTlON 20°0 grade 15vcry clase to T e
rrurnmum elllclcncy ,
ON GRADE HAULAGE: 03306 NA
km/h 7.9 47 71 187
3.4 6.4 129 rxeoreucat wheet slip al 26' ;>",.
TABLE 18 gives maximum MT·F28 mph 16..6 7.0 110 4.3 73 2.7 4.0 22 22 19 19 tneorecucat wheel slip

speeds LOADED, UP on sel-

F12L'714
MT·F28
km/h
mph
26.7
15.5
11.3
51
177
75
6.9
3.5
11 7
6.5
4.3
2.6
64
3.5
35
2.0
3.5
2.0
30
14
30
14
al 29' ,Qo grade
Theorenca! wheel slip
I
ected grades and ESTI- 3306T km/h 249 82 12 O 56 104 42 5.6 32 32 22 22 al 29'70.0 grade
MT·F25·35 mph 162 57 90 4.1 6.0 2.8 4.6 2.3 2.3 20 20 rbeorencut wheel slip
MATED"SAFE"DESCENT F12L·714 km/h 260 9.2 145 6.6 96 4.5 7.4 3.7 37 32 32 al 28"~ qr aoe
SPEEDS, DOWN, EMPTY. MT·F25·35 mph 17.3 67 110 4 1 6.5 2.9 3.5 2.3 2.3 20 20 Thcor eucal wheel slip

Remember to correct
3306T
MT·Fl0C
km/h
mph
27.8
95
108
3.5
177
6.0
6.6
22
lOS
44
47
1.6
5.6
24
3.7
1.3
37
13
29
10
29
10
al 26' ,00 grade
tnecrencai wheel slip
I
- ,
LOADED, UP speeds for el- F6L·912W km/h 153 56 9.6 3.5 70 26 3.9 21 2 1 16 16 al 290)0grade

evation if appropriate. (See

pages 19 and 20 of Catalog 150A). The balance of the estimating form is self explanatory.

50
 :TIMATING MINE
RUCK PRODUCTION (Metric System) Instructions and tables on reverse side.
•. tomer: . Mine/Job Location: _
'epared By: Date:. Elevation AMSL: meters.
~ tion 1,General Data:
vlaterial "Loose" Weight per Cubic Meter: tonnes/rnf (Usually known and supplied by the customer.
If not, see Tech. Manual page 55 to estimate.)
formation for lines 2 and 3 may be taken directly from the specification sheets or computed from the truck model number.
? Truck Model Selected Rated Capacity Tons X 0.907 = metric tonnes.
) 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 = ----'-----'------'--"-------'--
_ (Une 3, (t)/m 3 )
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) = tonnes.
~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) ___ mino
(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.) . ___ mino
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
related to Job Conditions. Estimated times are Longer for CONDITIONS MT's MTT's
-MT's than MTT's because you generally must Wait for the EXCELLENT 0.65 0.40
box to come Down while MTI's can be opened or closed AVERAGE 0.85 0.60
while the truck is moving. Do not hesitate interpolating the SEVERE 1.05 0.80
times if known or expected conditions indicate longer or shorter times . ___ mino
a Add appropriate times together for Total Fixed Time . ___ mino

~ :tion 11I,Variable Times: (See instructions and Table 18 then complete the graph below.)
-
1 2 3 4 5 6
ONE WAY HAUL- %GRADE AVERAGE MUL TIPL y COL. TIME - divide
TRAMMING
AGE SEGMENT. (+) if up SPEED 4 x 16.67 = col. 2 by col. 5
CYCLE
METERS (-) if down kp/h M~TERS/MIN. MINUTES
HAULLOADED
0HURN EMPTY
-
AUL LOADED
.,.,..ETURNEMPTY
HAULLOADED
ETURN EMPTY
-
AULLOADED
RETURN EMPTY
TOTAL VARIABLE TIME, ADD COLUMN 6. ___ mino
I Add the Above Une With Une 8 for Total Truck Cycle Time . ___ mino

»ection IV, Production Calculations:

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

)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

I
 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 i-
self 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 CONDI-
TIONS that may not be achievable in a specific operation. UNE 6. LOADING WITH SCOOPTRAMS, JOB
CONDITIONS
FILL
FACTOR .
I
etc. Two separate problems are possible, Le. LOADER NOT SELECTED (1) or LOADER ON SITE
OR ALREADY SELECTED (2). Assume the loader has NOT BEEN SELECTED. First establish the EXCELLENT 1.00
OPTIMUM SIZE BUCKET to match the selected MINE TRUCK. As a RULE, less than FOUR loader AVERAGE 0.98 -T
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 (2) LOADER ON SITE OR ALREADY SELECTED: The bucke
l------ ~ capacity is known and you find the number of passes require(_
»>
L---- SEVERE
to load the truck with:
l---- m3)
2.50
(Line 3 VOLUME

.:-.
-x-e-' F-IL-L-F-A-C-T-O-R-"

M
2.00
V ----- t--- ¡...--
AVERAGE
-(B-u-c-k"""'e-t
-=--=--=--=---m--¡>;3:-) = - passe
-=--=--=--=---)
required to load the truck, ROUNDED to the next HIGHER nurn-"
I L---- ber of passes, = required passes.

r.>
N EXCELLENT
U 1.50 POTENTIAL PAYLOAD can be found using the formula lef
V blank, above.
T
E Now consult the LOADER CYCLE TIME CHART to the left and
S 1.00
1/ select the AVERAGE CYCLE TIME to be expected. The curve: i
0.80
o 15 30 45 60 75 90 are related to the same JOB CONDITIONS discussed on paq: .
DISTANCE IN METERS 14 of the TECH. MANUAL and covers the time to enter the-
o distance represents basic loader cycle of load-dump maneuver. muck pile, load the bucket, back away, change direction and
Curves are based on JOB CONDITIONS and average tramming speeds tram to the truck, dump and return to the muck pile. Now tal«
increasing as distances get longer allowing the vehicle to attain higher both the NUMBER OF PASSES and the SELECTED CYCU
travel speeds.
TIME to UNE 6 of the estimating form and complete it.

Section 11I: VARIABLE TABLE 18. SEA LEVEL ON GRADE. UP LOADED. ESTIMATED SAFE DESCENT SPEED. DOWN EMPTY
TIMES: On LEVEL, NEAR- MINE 5% 10% 15% 20% 25% 30% 35%
MAX
LEVEL HAULAGE, 22 Km/h TRUCK
MODEL
SPEED LOAD EMPTY LOAD EMPTY LOAD EMPTY LOAD EMPTY LOAD EMPTY LOAD EMPTY LOAD EMPT
UP DOWN UP DOWN UP DOWN UP DOWN UP DOWN UP OOWN UP DOWN
is considered MAXIMUM MT-425·30 mph 18.8 7.8 11.0 4.5 6.5 3.6 55 2.6 2.6 23 23 19 19 16 16 I
ATTAINABLE but, of course, F12L-714 km/h 30.3 12.5 17.7 72 104 58 8.8 4.2 42 37 37 30 30 26 26
MT-425-30 mph 18.3 88 12.0 53 75 4.1 6.0 30 30 2.6 26 23 23 18 18
NO HIGHER THAN GIVEN 3406 T 325 km/h 29.5 14 1 193 8.5 12.1 6.6 96 4.8 48 42 42 37 37 29 29
IN THE MAX. COLUMN of MT-414-30 mph 14.3 5.9 9.0 34 6.0 2.3 3.5 1.9 19 1.6 16 14 14 11 111
F6L-714 km/h 230 95 145 5.5 96 3.7 5.6 3.0 30 26 26 22 22 18 18
TABLE 18. MT-411·30
F6L'413
mph
kmlh
17.7
28.5
8.0
12.9
11.0
17.7
4'7
76
60
9.6
35
56
52
84
25
4.0
2.5
4.0
22
3.5
2.2
3.5
19
30
19
30
16
26
16
26
I
AVERAGEJOB CONDITIONS MTT-420 mph 15.4 5.2 7.5 3.7 6.5 25 4.0 2.1 21 17 17 14 14 Ou1 01 T C
may allow speeds of 13 to 16 F8L·714 kmlh 248 84 12.1 59 105 4.0 64 34 34 27 27 22 22 eff range
HMTI-410 ISI mph 6.4 41 6.4 2.8 6.4 2.1 64 1:6 64 14 64 12 64 Cut-of at
km/h while SEVERE JOB 3304 NA km/h 10.3 66 103 45 103 34 103 2.6 10.3 22 10.3 19 103 310,0grade
CONDITIONS may restrict MTP'410-30 mph 18.4 6.4 120 44 6.5 29
4.7
4.0 24 24 20 20 18 18 14 14 I
F6L-912W kmlh 29.6 103 193 7.1 105 64 39 39 32 32 29 29 22 22
speeds to 6 to 10 km/h. MTT-F20'18IS) mpn 11.6 49 80 29 44 2.1 4.0 CAUTION. 20°0 grade 15very crose lo T e
rrummurn ettrciencv
D3306 NA kmlh 187 79 129 4.7 71 3,4 6,4 Theorellcal wheel snp al 26' ••°0
ON GRADE HAULAGE:
TABLE 18 gives maximum
MT-F28
F12L-714
MT-F28
mph
km/h
mph
16..6
26.7
15.5
7.0
11.3
5.1 75 3.5 65
2.7
4.3
26
4.0
6,4
3.5
22
3.5
20
11.0
177
4.3
6.9
73
117
22
35
20
19
3.0
1.4
19
30
14
Theorécucat wheel slip
al 29 ofo grade
1, ••

Theor eucal wheel slip

rI
speeds LOADED, UP on sel- 3306T kmlh 249 8.2 12.0 56 10,4 4.2 5.6 3.2 32 2.2 22 al 29'70,0 grade
ected grades and ESTI- MT-F25-35
F12L-714
mph 16.2 5.7 9.0 4 1 60 2.8 4.6 23 2.3 20 20 tnecrencat wheel slip
km/h 26.0 9.2 14.5 6.6 9.6 4.5 7.4 37 3.7 32 32 al 28°'0grade
MATED"SAFE"DESCENT MT-F25-35 mph 17.3 67 11.0 4 1 6.5 2.9 3.5 23 2.3 20 20 Tneor euc at whee! slip
SPEEDS, DOWN, EMPTY. 3306 T kmlh 278 10.8 17.7 6.6 10.5 47 5.6 3.7 3.7 29 29 al 2617% grade í
MT-FIOC mph 9.5 35 6.0 22 44 1.6 2,4 1.3 1.3 10 10 Theoretrca! wheel slip
Remember to correct I 1
F6L-912W km/h 15.3 5.6 9.6 3.5 7.0 2.6 3.9 21 21 16 16 al 29°fo grade
LOADED, UP speeds for el-
evation if appropriate. (See
pages 19 and 20 of Catalog 150A). The balance of the estimating form is self explanatory.

--~----------------------------------------------------------------------------------------------------~~
52
, HIClE OWNING
This form can be used with any monetary
~~DOPERATING COST system after converting U.S. dollar prices.
tTIMATING Instructions and tables on reverse side.

r=torner - Location _
} e Vehicle 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 -,-e ----------'-

~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 on local tax regulations and
l_toms. Using the below method will result in showing a quite high ownership cost when compared to more sophisti-
ated methods used by most companies. Consult With Your Customer.
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 _ ___ hrs. per year.
rYears to Depreciate: See instructions and Table 6 and then use;
(Table 6 hours )
_____ years ... Round to Next Higher Whole Number years.
(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.
------= 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. ) = hr.
2. Preventive Maintenance: Lubricants, filters and labor to accomplish the
work. Estimate as a percentage of Line 11 = .25% x Une 11 _ ___ hr.
; Repair Costs: May be known from experience or records, enter Known Cost ... ___ hr.
- (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 %) ___ hr.
(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 ___ hr.
( 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()]
___ hr.
+[( )x( )x( )]
'5:' Tire Repair Cost: Estimate as 15% of hourly tire cost. .15% x _ ___ hr.
~ Operator Hourly Wages, including all fringe benefits . ___ hr.
Add Lines 11 Through 16 For Total Operating Costs . ____ hr.l per hour.

tection IV, Total Hourly Ownership and Operating Cost: Add Lines 10 and 17 . ____ perhour.

1M r.nn\lrinht 1Q7AW~nnpr Minino Fnllinmpnt r.() Printed in USA ·53

 o & o INSTRUCTIONS ANO TABLES

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

TABLE 6. DEPRECIATION HOURS
SECTION 11:OWNING COSTS: UNE 6 is self explanatory. LlNE 7. YEARS TO
Job Useful Life/Hours
DEPRECIATEis found by first establishing ESTIMATEDTOTAL USEFUL HOURS Trucks
Conditions Scooptrams
of vehicle SERVICE UFE. TABLE 6suggests AVERAGE, ECONOMICAL, USEFUL
SERVICE UFE related to the same JOB CONDITIONS discussed in the prcduc- EXCELLENT 20,000 30,000
tion estimating section, Catalog 150A. Do not hesitate interpolating TABLE 6 if AVERAGE 15,000 25,000
it is known different values are to be expected. Take selected hours to LlNE 7. SEVERE 10,000 20,000
After completing line 7, and rounding to the next higher number ofyears, TABLE
7 provides an ANNUAL INVESTMENT FACTOR, applied to spread delivered TABLE 7. DELlVERED PRICE
price over the depreciation period in years. Enter the factor in the formula at AVERAGE ANNUAL INVESTMENT
UNE 8. Continue with UNE 8 by estimating l., 1.&T. percentages. INTERESTrefers
Years Factor
to the cost of borrowing money to buy the machine and could run from 8 to 12%
and higher. On the other hand, if held capital is used to buy the vehicle, INTER- 1 1.00
EST charges would be those that would have been EARNED by investing the 2 0.75
money to earn interest and might range from 4 to 8%. INSURANCE refers to 3 0.67
costs to protect the vehicle from damage or loss to accidents, fire, etc. and in 4 0.63
1976 may range trorn 3 to 5%.Taxes refer to ongoing use, property etc. Establish 5 0.60
or estimate applicable percentages for the time, place and situation, adding to- 6 0.58
gether for total l., 1. & T. For estimating use 12%at line 8. UNE 9 and 10 are self
7 0.57
explanatory.

SECTION 11I:OPERATING COSTS: UNE 11. We are looking for AVERAGE con-
TABLE 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
low column suggests LONG TRAMMING DISTANCESon LEVEL or NEAR LEVEL Engine Model High Average Low
haulageways. The high column suggests VERY SHORT DISTANCES or STEEP F4L-912W 2.6 1.7 0.9
RAMP operations. ESTIMATING AVERAGE HOURLY FUEL CONSUMPTION IS F6L-912W 3.9 2.6 1.3
RATHER IMPRECISE and you should understand how it works. Most engine F6L-714 7.2 4.8 2.4
manufacturers establish fuel consumption rates on a DYNOMOMETER with F8L-714 9.7 6.5 3.2
DIRECT DRIVEand provide a curve showing fuel consumption in POUNDS PER
F10L-714 12.2 8.1 4.1
HOUR or GALLONS PER HOUR at that power and r.p.m. point.ln a normal auto-
F12L-714 14.8 9.9 4.9
motive type application the horsepower need during an hour period will fluctu-
BF12L-714 19.1 12.7 6.4
ate greatly so we have to make an estimate and come up with our TABLE 8 of
AVERAGE CONSUMPTION and REFLECTINGTHE HIGHER CONSUMPTION OF 3304 NA 5.3 3.5 1.7
TOROUE CONVERTER DRIVE.The point being made is that if a competitor with 3306 NA 7.9 5.2 2.6
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 príce,"
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 sug-
gests AVERAGE life in HARD ROCK and should be inter- Job Tire Life/Hours Number Wear
polated in softer material such as coal, potash, etc. Select Conditions Scooptrams Trucks Recaps Factor
estimated life and use at UNE 14. The 1.10 factor in the for- EXCELLENT 1,300 4,000 6 1.10
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 400 3,000 2 0.90
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-'--'~__'____'.
-'-'--'-'-'--:.:.c..:..-=-::...:...:.!..-=-_"--'-"-'-'-"-"-___'._'----" $3,525) x (number of caps, 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.
 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.
--- TABLE 15 is a quick reference to convert various s.g.'s
i TABLE 15 "IN BANK" WEIGHTS to "IN BANK" weights per cubic measure. Unfortunately,
3PECIFIC GRAVITY Ibs.lft.3 Ibs.ly3 kg.lm3 this precise expression of weight is useless to us once
-
1.6 99.768 2694 1597 the material is blasted.
-- 1.7 106.003 2862 1697
PRECISE weights of "LOOSE" materials per cubic mea-
1.8 112.239 3030 1796 sure are difficult to estimate because of variables in frag-
1.9 118.474 3199 1896
mentation achieved in blasting. Usually, your customer
-- 2.0 124.710 3367 1996 will have established AVERAGE "LOOSE" WEIGHT per
2.1 130.945 3536 2096
cubic measure from TESTING. If weights are not estab-
2.2 137.181 3704 2196 lished, TABLE 16 provides ESTIMATEO AVERAGE
2.3 143.416 3872 2295
- WEIGHTS of some materials. CAUTION: These are AVER-
2.4 149.652 4041 2395 AGE weights and it should be understood that material
2.5 155.887 4209 2495
having the same name can vary greatly in weight de-
2.6 162.123 4377 2595 pending on ore content, moisture, etc.
2.7 168.358 4546 2695
- If the customer has a precise knowledge of the "IN BANK"
2.8 174.594 4714 2794
2.9 180.829 4882 2894 weight derived from a specific gravity number, you need
3.0 187.065 5051 2994 only to estimate the % SWELL after blasting and find the
-- 3.1 193.300 5219 3094 swell FACTOR to estimate "LOOSE" WEIGHT.
3.2 199.536 5387 3193 EXAMPLE:
3.3 205.771 5556 3293
3.4 "IN BANK" WEIGHT = 3950 Ibs./i 100 _
-- 3.5
212.007
218.225
5724
5892
3393
3493 Est. % SWELL after blasting = 45% + 100 = 145 - 0.69
. lbs.! 3 "IN BANK" 3950 lbs. x 0.69 factor = 2725 Ibs./y3, the
o convert Ibs.!y3 to kg.!m3 use --y-
1.687 "LOOSE" WEIGHT PER CUBIC VARO.
--
TABLE 16. AVERAGE MATERIAL WEIGHTS, ESTIMATED SWELL FACTORS
AVERAGE AVERAGE
WEIGHT "IN BANK" % SWELL "LOOSE" WEIGHT
MATERIAL
SWELL FACTOR
Ibs.ly3 kg.lm3 IbS.ly3 kg.lm3
ASBESTOS 5000 2964 51 0.66 3300 1956
BARITES 7250 4298 56 0.64 4640 2750
BASALT 5000 2964 51 0.66 3300 1956
BAUXITE, DRY 2900 1719 33 0.75 2175 1289
BAUXITE, WET 4300 2548 45 0.69 2967 1759
BORAX 2100 1245 39 0.72 1512 896
COAL, ANTHRACITE 2300 1363 35 0.74 1702 1009
COAL, BITUMINOUS 1700 1008 35 0.74 1258 746
CONCRETE MIX, WET 3650 2164
COPPER ORE 4500 2667 45 0.69 3105 1841
DOLOMITE 4200 2490 61 0.62 2604 1544
GRANITE 4400 2608 60 0.63 2772 1643
GYPSUM 4600 2727 60 0.63 2898 1718
IRON ORE, HEMATITE 6600 3912 51 0.66 4356 2582
IRON ORE, MAGNATITE 7500 4446 55 0.65 4875 2890
LEAD ORE 30% 6000 3557 50 0.67 4020 2383
LEAD-ZINC 16%-7% 5200 3082 50 0.67 3484 2065
LlMESTONE 4300 2549 70 0.59 2537 1504
SANDSTONE 4140 2454 50 0.67 2774 1644
SHALE 2800 1660 33 0.75 2100 1245
SLATE 4725 2801 30 0.77 3638 2156
TACONITE 4700 2786 54 0.65 3055 1811
URANIUM ORE 4200 2490 40 0.71 2982 1768

55

l'
CONVERSION FACTORS

This Unit Times Equals

Acres 43,560.0 Square Feet
Acres 0.4047 Hectare
Bushels 4.0 Pecks
Bushels 32.0 Quarts
Cubic Feet 0.037 Cubic Yards
Cubic Feet 7.48 Gallons
Cubic Meters 1.308 Cubic Yards
Cubic Yards 27.0 Cubic Feet
Cubic Yards 0.765 Cubic Meters
Feet 30.48 Centimeters
Feet 12.0 lnches
Feet 0.3048 Meters
FeetlSecond 0.682 Miles/Hour
Gallons 0.134 Cubic Feet
Gallons (U.S.) 0.833 Gallons (Imperial)
Hectares 2.471 Acres
Horsepower 33,000.0 Foot-l bs./ M inute
Horsepower 550.0 Foot-Ibs./ Second
Horsepower 0.746 Kilowatts
Inches 2.540 Centimeters
Kilograms 2.205 Pounds
Kilograms/Square Cm. 14.22 Pounds/Squarelnch
Kilograms/Cubic Meter 1.687 Pounds/Cubic Yard
Kilometers 3,281.0 Feet
Kilometers 0.6214 Miles
Kilometers/Hour 0.6214 Miles/Hour
Liters 0.2642 Gallons
Meters 3.281 Feet
Meters 39.37 Inches
Miles 5,280.0 Feet
Miles 1.609 Kilometers
Miles/Hour 88.0 FeetlMinute
Miles/Hour 1.467 FeetlSecond
Miles/Hour 1.609 Kilometers/Hour
Ounces 0.0625 Pounds
Pounds 0.4536 Kilograms
Pounds 16.0 Ounces
Pounds/Squarelnch 0.07031 Kilograms/Sq. Centimeter
Radians 57.30 Degrees
Revolutions 6.283 Radians
Tons (long) 2,240.0 Pounds
Tons (U.S. Short) 0.907 Tonnes, (Metric)
Tons (short) 2,000.0 Pounds
Yards 0.9144 Meters
To Obtain Above Divide By Starting with Above

as
THEORETICAL TURNING CLEARANCE GRAPH
CAUTION: Completing this graph in accordance with the instruc-
tions given below provides a graphic illustration of theoretical
clearances available between a vehicle, the outside walls and in-
side 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 H.R. = I.R. + O.R.
the drift widths are different, the lines will meet either above 2
or below the C scale.
WHERE:
4. Starting at the apex D, H.R. = HAULAGEWAY RADIUS OF THE CURVE.
scale outward on the C I.R. = INSIDE TURN RADIUS OF THE VEHICLE.
scale and place a mark rep- O.R. = OUTSIDE TURN RADIUS OF THE VEHICLE. B
~--'~-'~~~~--~-~~4-~--'~~-~-r',~r7-~~1-;-~;-T'~--~'--F---f,--r;-"--.-40
resenting the inside turn-
ing radius.
5. If the inside turning radius
of the vehicle (crosses) the .............
,.....;....-;....._-....1- 35'
corner of the drifts, the ve-
hicle will not be able to
rnake-the turn, unless the
corner of the drifts can be
cut back. .--+-- 30'

6. If there is a clearance be-

tween the inside turning
radius of the vehicle and
the inside corner of the
drifts, then scale this clear-
ance (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 to
accommodate a vehicle:
1. Complete steps A-1, 2, 4 as
above. .~
. -"t-- 10'
2. On the C scale, select an
acceptable clearance be-
tween the vehicle and the
corner, (again interpolate a
5'
round corner) and draw
lines to intersect the A and
B scales.
3. Scale the required drift di-
mensions outward to the
mine walls. 40'
o
35' 30' 25' 20' 15' 10' 5'

Form No. WST-009A-6 © Copyright 1978 Wagner Mining Equipment Co. Printed in USA 57
<M ~ MINING
~ER
EQUIPMENTSS·
SCOOPTRAM®PRODUCTION
TRACKLESS MINING ANO TUNNELlNG LOAD·HAUL-DUMP
(ENGLlSH SYSTEM)
CHART
(LHD) MATERIALS HANDLING

RATE OF PRODUCTION FORMULA

SCOOPTRAM DATA

Rated Tramming Vehicle Minimum

Capacity Turn Radius Haulageway
Scooo tr am Overaf Operators 1-----T.."S.,-,t.-':-nd"'.""'rdo+---,r----1 Curve
Model Width Height Tons Bucket Inside Outside Radius R = __ --'-50-'--L _
Et-in Ft-in yd3 Ft-¡n Ft-in Ft.in
t+ 2D
88 S
Decimals carried only one place.
Where:
Below 5 discards to lower; above 5,
R Rate 01 production in tons per hour, tph increase to higher.
50 50 operating minutes per hour to account lor delays.
2. FIXED CYCLE TIME (t): 0.80
L Scooptram rated tramming capacity, in tons.
minutes (includes load, dump and
t Fixed cycle time to load, dump and maneuver, in minutes. maneuver).
88 Constant to convert miles per hour to leet per minute.
3. OPERATING MINUTES PER
s Estimated average speed over the cycle, in miles per hour.
HOUR: 50 minutes (50 min/h to
D ONE WAY tramming distance, in leet (2D accounts lor round trip).
account lor delays).

SCOOPTRAM PRODUCTION RATE IN SHORT TONS PER HOUR, (tons/h)

tons (50 min/h) at attainable
per hour average speed in miles/h
One Way EHST·1A (5.9 max ] ST·2 ST·5
HST·1A (7.5 ma x]
ST·8 ST·13
Distance Al! 2 Cubic Yard Models Al! 5 Cubic Yard 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 23 33 42 48 58 82 104 121 139 155 92 130 165 194 223 248 150 213 268 317 362 402 1000
12)0 10 20 28 36 43 49 71 89 107 121 136 79 113 143 171 195 218 128 182 232 276 317 355 1200
1400 9 17 25 31 38 43 61 78 94 107 121 68 98 125 150 174 195 111 160 203 245 283 317 1400
: 1600~ ~8- . 54 i;¡"11 'SS"I;:k"99 1'10 f:¡Íc:6n, 87 .1.)3· ~"'36[; "'1"57' ,:17.7 98 'f42,'181 ,,220 21?5' -287 -: 16qO:,.tr.
1SOCA. ~. 34 9}:.,,64.~9'''lPl;'~5.5 7S .,to.;r ~T22i: i43.~:Í'E~l," 89 12.8¡bL165rt'199,,23~~,:262· .. 180p';"',
",200P:{t', ~c'.iY58i~2· . 94 ,i49·. 1 71vl~~2* ,1iª~1'13~" ,1!t8' !lO '1J,~.q }'150182C;' i1?:P241 .. 2000:p~'t
2200 SAMPLE 45 66 85 103 121 137 73 107 137 168 196 223 2200
2400 ESTlMATE 42 61 79 95 112128 68 98 128 156182208 2400
2600 ST.8@1,200Ieet@8mph. 38 57 73 90105120 63 92119145170 194 2600
'. 2BOO"fe"'. 36 53 68"' C¡~;83' 98' '1'<,:1 :':;;58' "m)' .1
1"1 ,f36 f ~82~11f";4800:'C¡¡¡:
1",,·3ºQ~S:·: 50x12 ) 600 "'-34 49-<:"~S:;"',~"}~, 92 •. 195 55 89" ·105 127. ..1· ]2 .: ¡,.3009."'~
'~~5OPV R= --=143tons/hr. .~¡19 43 '56~",.68· 81'- ~. '.47 :69 91' 111 .13h"i50'3S.00 ..7<"
4000 0.80 + 2 x 1,200 _ 2,400 _ 4.2 41 61 80 99 116 134 4000
4500
5000
I 88 x 8 - 704 -
)
+ 6:~~ ~
t 37
33
55
49
72
65
88
80
105
95
120
109
4500
5000
4.21
I .. l. I .. _ 1_-
I

- THEORETICAL TURNING CLEARANCE GRAPH

CAUTION: Completing this graph in accordance with the instruc-
tions _given below provides a graphic illustration of theoretical
- clearances available between a vehicle, the outside walls and in-
side 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 as
appropriate.
- 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
I
.- 'o·
-ÓsÓ;

2. Now assume some clearance is required between the vehicle

side and the mine wall at the start of the turn, (probably not
J~-
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 H.R. = I.A. + O.R.
the C scale to represent the corner of the two drifts. In case 2
the drift widths are different, the lines will meet either above
or below the C scale. WHERE:
H.R. = HAULAGEWAY RADIUS OF THE CURVE.
4. Starting at the apex D, I.A. = INSIDE TURN RADIUS OF THE VEHICLE.
scale outward on the C O.R. = OUTSIDE TURN RADIUS OF THE VEHICLE.
scale and place a mark rep-
resenting the inside turn- B
ing radius. 12.0m
5. If the turning radius of the
vehicle (crosses) the coro 11.0m
ner of the drifts, the ve-
hiele will not be able to
mal<e the turn, unless the 0:=':;;"':';::;;;;;;--1 10.0m
inside corner of the drifts
can be cut back.
6. If there is a clearance be- 9.0m
tween the inside turning
radius of the vehicle and
8.0m
the corner of the drifts,
then scale this clearance
(interpolate for the corner
7.0m
which will be round not
square) and add the dls-
tance to the clearance at 6.0m
the mine wall for total 1
avai lable clearance. I
L 5.0m
B. Where seeking to establish
drift dimensions
accommodate
1. Complete
required to
a vehicle:
steps A-1, 2, 4 as
!
¡, 4.0m

above. ¡
~.---~ - 3.0m
2. On the C scale, select an
acceptable clearance be- !
j
tween the vehicle and the 1- 2.0m
corner, (again, interpolate
a round corner) and draw
i
!
lines to intersect the A and 1.0m
B scales.
3. Scale the required drift di-
mensions outward to the O
mine walls. 12.0m 11.0m 10.0m 9.0m 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
o

~ER SCOOPTRAM®PRODUCTION CHART

(j MINING TRACKLESS MINING ANO TUNNELlNG LOAD-HAUL-DUMP (LHD) MATERIALS HANDLING
~ EQUIPMENTSi>· (METRIC SYSTEM)
RATE OF PRODUCTION FORMULA
SCOOPTRAM DATA
The production figures given in this table were derived from the following
Rated Tramming Vehicle formula:
Minimum
Capacity Turn Radius
Haulageway
Curve R = __ -,-50_L _ NQTE: To estimate productlon using
Scooptram Overau Operators Standard
Width
Metric r nside Outside Radius parameters ditferent than
Model Height Tons Bucket
m m m3 m m m t+ 20 those shown and/or a¡;s!,Jme.d.
1.83 1.53 . 3.25 16.67 S . in "this table, use the RATE
EHST-1A 1-22 1.36 0.76 2.39 PARAMETERS ASSUMED
"<e .
OF PROOUCTION-FORMlJLA.·
HST··lA 1.22 1.85 1.36. 0.76 1.63 3.25 2.44 Where:
1. Decimals carried only one place.
ST·2B 1.55 1.86 2.72 1.53 2.49 4.55 3.52 R Rate 01 production in tons per hour, tph Below 5 discards to lower; above 5,
ST·2D 1.55 1.98 2.72 1.53 2.67 4.70 3.69 50 50 operating minutes per hour to account for delays. increase to higher.
ST'5A 2.44," 2.11. 6.80 ,,3.82 3,'13 6,jO'" 4.7~." L Scooptram rated tramming capacity, in metric tons.
=." ":
2. FIXED CYCLE TIME (t): 0.80
" ST:58 2.14 2,14 (¡.80 ",:;'3.82,', 4.65. 7:32..• 5:99 t Fixed cycle time to load, dump and maneuver, in minutes.
ST·5E
"' 2.44 2.16 6.80 3.82 3.17 6.32 4.75 16.67 Constant to convert kilometers per hour to meters per minute.
minutes (includes load, dump and
maneuver).
ST·8 2.49 2.26 10.88 6.12 4.42 7.70 6.06 s Estimated average speed over the cycle, in kilometers per hour.
3. OPERATlNG MINUTES PER
!r" .'.Ú·!i~~~!·+· ¡... 3.·05 2.5,4
"
17.69<
,~'!. \:: .¡.,
;96
,7.7,~:¡:~
xi:' ',.,.
.1;"583.'" ~~~~
.. l., ¡¡¡·.:t,··!,..·.,
D ONE WAY tramming distance, in meters (2D accounts for round
trip).
HOUR: 50 minutes (50 min/hrto
account for delays).

SCOOPTRAM PROOUCTION RATE IN METRIC TONS PER HOUR, Itons/hl

Metric tons per hour (50 rnin/hr ) at attainable average speed in km/h
OneWay EHST·1A19.5ma x] ST-2 ST-5 ST-8 ST.13 OneWav
Distance HST·1A112.0max) Al! 2·Cubic Yard Models AII 5·Cubic Yard Models Distance
"D" f--r---,---,---,---+--,--,--,--,--,--+--,--..--,--r--r---,---f---,----,----,---,--,--,-+--,---,---,---y---y--,---l "D"
Meters 4 6 8 10 12 4 1 6 8 10 12 14 4 6 8 10 14 18 22 4 s 8 10 14 18 22 4 8
6 10 14 18 22 Meters
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 m/h km/h ~m/h m/h km/h km/h m/h km/h km/h km/h km/h m/h km/h

.~ •. ' .50 30 38 44 ~ 59 7l 88 97 ,'e 1':8 189"2-19" ~~'Not;b}i~-o,~~:}~!j3023'5'1" ~~:~bletoil'·.¿.385 491 571~ N~:~ble:> ~. 50'
") 75 n 36 35 40 44 45 ';-59 71 80 1H 148 177· •." ::ia~i""~lS~~~~.
·1'78 '237 283 '. z;a;~l~'~~s~~~:'¡
290 385· 461 z;a~~~a~'lsi.~~~.
75 ',j
,.:' 100 18 24 30 34 ~8.·'<36 49 59 68 '16 82 89' 12" 148 170 ~.' 143: 194' 2:37 272 .1,' '~.'. 233 316 385 442<:t 100 f
150 13 18 22 26 30 26 36 45 52 59 65 64 89111131162189210103143178209259302336167233290340 421491546 150
200 10 14 18 21 24 20 28 36 43 49 54 50 71 89106136160180 80113143170218255288130184233276354415468 200
250 8 12 15 18 21 16 23 30 36 41 47, 41 59 75 89 117 138 157 66 94 120 143 188 220 252 107 153 194 233 305 358 409 250
"~ 300 7 10 13 15 18 14 20- 26 31 36 40 35'"50 54 77 100 121 139 56 80 103, 124 160 194223t 90 130 167 201 260 3U¡··363 300.
350 6 9 11 14 i·~"l6. i2. -17 22 27. 32 36 30 44 56_ 68 89 109 125 3;"48i70 90' 109 143 1'74 201 78 113 146' 177 233 283' 326 350.'"
;; 400' 5 8 10 12' 14 11 15 20 24 28' 32 i" 27 39 50 61 .81 1-:98 .114 h43' 62 80 9.'f 13Q 157 183 69' 101·130 158 211"' 255.297 400. ¡

450 10 14 18 22 26 29 24 35 45 55 72 89 105 38 56 72 88 116 143 167 62 90 117 143 188 233 272 450
500 9 13 16 20 23 27 22 31 41 50 67 82 96 34 50 66 80 107 132 154 56 82 107 130 173 214 251 500
600 7 11 14 17 20 23 18 27 35 43 58 71 84 29 43 56 68 92 113 134 47 69 90 111 150 184 217 600
'.700 ·1~1".23' 30. 37 '''5P "682' ¡,25. ':37 .48.' 59 8?, .¡1.99~tl&~I,W;. 4-1," 60 78 '96 ,,30' 1.6219·1 ,> 700 ;
i ·¡t,' -,c', . 800· SAMPLE ~ 27 ,33. 44"5.Z2I.t32 43, 52 71' i, .36 .53 69¡ 85 1Í5,t!,l4;';,1.7t, &O~. ~
;)'M '90Q'/, ESTlMATE ~.,~:Z4 2~ J 40 . 50J~0 '29 38', 47 ;64 H'''n47. 62;" 76 1Ó9 '. 1~d. )'q5' : ·900 v. '''.:'/
1000 rate of production formula 18 26 34 43 58 73 87 29 43 56 69 95 118 142 1000
1100 ST-8 @ 350 meters @ 10 km/h. 16 24 31 39 53 67 80 26 39 51 63 87 109 130 1100
1200 15 22 29 36 49 62 74 24 36 47 58 80 101 121 1200
.:.1300 50x 10.9 ----------7) 545
R == -0.-80-=-="+-'-'--'-2'::':'x'="'3-5-0
700 -4.-9-9== 109 (t)/h.
.~, 15qO = -- = 4.19 t '12,'[1.1-8'1)23-. 29.1~40 50,,60 19 29 38 47 65 >84 '98 ~.,1500" _
1600 I________
16.67x10~ __ 1~6~6~.7~).+
1,0).,.8JvO
~ 18 27 36 44 61 77 93 1600
1700 17 25 34 42 57 73 88 1700
4.99
16 24 32 39 53 68 83 1800
-¡
1800
~ -.....¡ --! - --!
 f ..-., .•
I r !
~ER SCIOOPTRAM<VpRODUCTION CHART
~ MINING TRACKLESS MINING AND TUNNELlNG LOAD-HAUL-DUMP (LHD) MATERIALS HANDLING
~ EQUIPMENTS9· (ENGLlSH SYSTEM)
MINE PROOUCTION
TABLE ASSUMPTIONS TUNNELlNG MUCKING OISTANCE
1. 'For selected Scooptram, find the intersection of estimated average
PROOUCTION FIGURES in the table 1. "LOOSE" yd' volume each round ( speed and one way distance columns. Read production in CUBIC
are based on standard buckets RATEO = yd'/minute. YAROS PER MINUTE and en ter here __ yd'/minute.
Allocated mucking minutes
VOLUME CAPACITY IN CUBIC YAROS
2. Decide on the number of working minutes expected in a one hour
and represent estimated production in period, (usually 50), and enter here __ minutes.
2. For the selected Scooptram, find estimated average speed that can be
cubic yards PER MINUTE at distance maintained in the tunnel and read down the column to find the production
and average speed. closest to the answer on line 1. Read right or left to find mucking dis-
3. Multiplyline1 __ xline2 __ = __ yd'/hour.

Fixed time to load/dump and maneu- tance in fee!. 4. Customer furnishes "Ioose" weight of material per cubic yard en-
ver far those functions = 0.80 minutes.
3. CAUTlON: While mathematically correct, the table does not allow for
tered here pounds per cubic yard.
5. Complete the estimate using;
To use the table, follow the instruc- distance from portal to dump, clean up time, etc. (See Wagner form
tions either for TUNNEL MUCKING number WG-126-7 ESTIMATING TUNNEL MUCKING OISTANCE for line3 __ xline4 __ = Ibs. = __ tons/hour.
OISTANCE or MINE PROOUCTION_ greater accuracy). 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
0.72 2.Q9 2.35 2.58 4.66 5;44-
0.65 0.74 1.91 2.16 2.38 '4.23 4.97.
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
*Maximum speed limited by the gear train. 1.52 1.73 1.93 3.10 3.31 3.94

RATE OF PRODUCTION FORMULA 1.42 1.63 1.82 2.91 3.09 3.69

.1.53 1.72 2..1q 2.89 3.4~·
The production figures given in the
table were derived from the following 1:45 1.63 2.60' 2.7,2 3:29
formula which may be used to esti- i.37 1.55 "2.47 .2.56 '3 ..09
mate production in cubic yards per
minule with any combinalion of 1.17 2.35 1.89 2.93
variable factors. 1.11 2.25 1.80 2.79
1.05 2.13 1.71
L
R =
t + 20 WHERE: :1.00 kl~ L~~
88 S R = Rate of production in cubic yards per MINUTE. 1.07" L5~
,
L =
.\~

Scooptram rated bucket capacity in cubic yards.

t= time in minutes to load/dump/maneuver each cycle.
1>02 r~Í3
88 = Constant to convert miles per hour to leet per minute. 1.61 0.98 1.42 2.62 2.97
S = Estimated average speed in miles per hour over the production cycle.
1.55 1.76 0.94 1.37 1.77 2.52 2.87
D = ONE WAY distance in feet. (2D accounts for round trip).
1.50 1.70 0.90 1.31 1.71 2.43 2.77
1.45 1.65 0.87 .i.27 1.65 2.35· 2:67 2500
© Copyright 1978 Wagner Mining Equipment Co.
Form No. WST-016-6 Printed in U.S.A.
 e .
~ER SCOOPTRAM PRODUCTION CHART
(j MINING TRACKLESS MINING AND TUNNELlNG LOAD-HAUL-DUMP (LHD) MATERIALS HANDLING
~ EQUIPMENTSS·
(METRIC SYSTEM)

TABLE ASSUMPTlONS TUNNELlNG MUCKING DISTANCE MINE PRODUCTION

Production ligures in the table are 1. For the selected Scooptram, lind the intersection 01 estimated
based on standard buckets RATED 1. "LOOSE" m3 volume each round average speed and one way distance columns. Read production
VOLUME CAPACITY IN CUBIC ME· ___ m'/minute. in CUBIC METERS PER MINUTE and enter here __ m'/minute.
Allocated mucking minutes
TERS and represent estimated pro-
2. Decide on the number 01 working minutes expected in a one hour
duction in cubic meters PER MINUTE period, (usually 50.0), and enter here minutes.
at distance and average speed. 2. For the selected Scooptram, lind estirnated average speed that can be
maintained in the tunnel and read down the column to lind production 3. Multiply line 1 x line 2 __ = m3/hour.
Fixed time to load, dump and maneu- closest to the answer on line 1. Read right or left to lind mucking dis-
4. Customer lurnishes "Ioose" weight 01 material percubic meter
ver lor those lunctions ís assumed to tance in meters.
entered here tons/m'.
De 0.80 minutes.
3. CAUTION: The table does not allow lor the variables 01 distance lrom 5. Complete the estimate using;
To use the table, lollow the instruc- portal to dump, clean up time, etc. For greater accuracy in estimating Line 3 __ x line 4 __ = tons/hour.
tions either lor TUNNELlNG MUCKING tunnel advance, see WAGNER FORM NUMBER WG-127·7, ESTlMATING
DISTANCE or MINE PRODUCTION. TUNNEL MUCKING DISTANCE.

SCOOPTRAM PRODUCTION RATE IN CUBIC METERS PER MINUTE

ONE WAY EHST·1A =9.45 Km/h* ALL ST-2 (capacity 1.53m3) ALL ST-5 SERIES (capacity 3.82m3) ONE WAY ST·8 Icaoacirv = 6.12m3) ST·13 (capacity = 9.94m3) ONE WAY
DISTANCE HST·1A= 12 Km/h* KILOMETERS PER HOUR KILOMETERS PER HOUR DISTANCE KILOMETERS PER HOUR KILOMETERS PER HOUR DISTANCE
METERS 4 6 9.4* 12* 6 a la 12 15* 6 B 10 12 15 18 22 METERS 6 8 10 12 15 18 22 6 8 la 12 15 18 22 METERS

0.58 0.68
o'.
0.42 0.52 0.58
'0'.34 0.44 0.50
0.28 0.38 0.42
125 0.17 0.24 0.32 0.38 0.46 0.58 0.66 0.74 0.86 1.16 1.42 1.66 1.86 2.12 2.36 2.52 125 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 6.72 125
0.20 0.28 0.34
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
0.20

. Denotes maximum speed through the gear train.

RATE OF PROOUCTION WHERE: 0.84 1'.02 1.16- 1..36 375" 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 3.01' '3.49 . 37,5~
FORMULA
R = Rate 01 production per 0.800.961.101.28 400 0.700.901.091.281.531.762.051.131.461.782.072.49 2.86 3.34 400
The production ligures given in minute in cubic meters. 0.76 0.91 1.05 1.22 425 0.66 0.85 1.04 1.21 1.46 1.69 1.96 1.07 1.39 1.68 ,.,97 2.37 2.74 3.19 425
the above tables were derived
Irom the lollowing

production
lormula
which may be used to estimate
with any cornbina-
tion 01 variable operation con- 16.67
L

t
= Scooptram capacity,
in cubic meters .
=Time in minutes to load/dump/
maneuver each cycle.
= Constant to convert kilometers
0.87 1.01 1.18

0:8~_
@,80. 0,
0,76 'o:
1.i13;. 0i
450 0.62

!~.47:'1''';·,0,59
~/500 .,~ ,0,57
" ;¡O:<f';·')o'J5115:?f'-'<.
0.81 0.99 1.15
1
0,77 q:g4.i;1.10. '3}:
0.7~', 0.90~1.,ci6·':!,,28
•Ota6',
1.39 1.61

.'
1. .
1.88

i.oi~:1.22' ·,¡..'4i ~~'l>1.'

.o,~
1.01 1.32

'9,,971"1:~6~~.1,6
0:92 J,20~
".'1,'5
1.60 1.88

·~t4~j 1.64;
2.26

.1f.9g;!
2.62 3.06

' ..

~,3.~¡ir'M~
!iiJ':-'
450

ditions. per hour to meters per minute.

0.85 1.01 550 0.83 0.97 1.18 1.37 1.61 0.84 1.10 1.34 1.58 1.91 2.22 2.62 550
L S = Estimated average speed in
R =---=---- kilometers/hour over the cycle. 0.830.97 575 0.931.131.321.550.811.061.291.521.842.152.52 575
t +----20 O = ONE WAY tramming distance in 0.80 0.94 600 0.90 1.09 1.28 1.50 0.78 1.01 1.24 1.46 1.78 2.07 2.44 600
16.67 S meters, (20 accounts lor round trip).

¡, I1 I 1 , ! [ ¡
.rrn No. WST-015-6 © Copyright 1978 Wagner Mining Equipment Co. Printed in USA