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A JOURNAL OF HIGHWAY RESEARCH
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DUBLIC ROADS
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UNITED STATES DEPARTMENT OF AGRICULTURE
BUREAU OF PUBLIC ROADS
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ROADSIDE TREATMENT ON A MASSACHUSETTS STATE HIGHWAY
U.S. GOVERNMENT PRINTING OFFICE: 1328
PUBLIC ROADS
A JOURNAL OF HIGHWAY RESEARCH
U. S. DEPARTMENT OF AGRICULTURE
BUREAU OF PUBLIC ROADS
CERTIFICATE: By direction of the Secretary of Agriculture, the matter contained herein is published as administrative information and is required
for the proper transaction of the public business
The reports of research published in this magazine are necessarily qualified by the conditions of the tests from which the data are
obtained. Whenever it is deemed possible to do so, generalizations are drawn from the results of the tests; and, unless this is done,
the conclusions formulated must be considered as specifically pertinent only to the described conditions
VOLES NOe2 APRIL, 1928 R. E. ROYALL, Editor
TABLE OF CONTENTS
Page
How Massachusetts is Improving Her Roadsides : ; a 23
Power-Shovel Operation in Highway Grading—Part III ; ey,
Motor Vehicle Registrations and Revenues, 1927 ; . 48
THE VU. S. BUREAU OF PUBLIC ROADS
Willard Building, Washington, D. C.
REGIONAL HEADQUARTERS
Mark Sheldon Bldg., San Francisco Calif.
DISTRICT OFFICES
DISTRICT No. 1, Oregon, Washington, and Montana. DISTRICT No. 8, Louisiana, Alabama, Georgia, Florida, Mississippi,
Box 3900, Portland, Oreg. South Carolina, and Tennessee.
DISTRICT No. 2, California, Arizona, and Nevada. Box J, Montgomery, Ala.
Mark Sheldon Bldg., San prenclsce, Calif. DISTRICT No. 9, Connecticut, Maine, Massachusetts, New Hampshire,
DISTRICT No. 3, Colorado, New Mexico, and Wyoming. New Jersey, New York, Rhode Island, and Vermont.
Re ee 4 EE ae ates ne F Federal Building, Troy, N. Y.
- Fs ta, t ta, t ta,
Mepueerrne ; 2 : teas a taint eee STS TRIG EN ce 10, Delaware, Maryland, North Carolina, Ohio,
410 Hamm Building, St. Paul, Minn. Pennsylvania, Virginia, and West Virginia.
DISTRICT No. 5, Iowa, Kansas, Missouri, and Nebraska. Willard Building, Washington, D. C.
8th Floor, Saunders-Kennedy Building, Omaha, Nebr.
DISTRICT No. 6, Arkansas, Oklahoma, and Texas. DISTRICT No. 11, Alaska.
1912 F. & M. Bank Building, Fort Worth, Tex. Goldstein Building, Juneau, Alaska.
DISTRICT No. 7, Illinois, Indiana, Kentucky, and Michigan. DISTRICT No. 12, Idaho and Utah.
South Chicago Post Office Building, Chicago, III. Fred J. Kiesel Building, Ogden, Utah.
Owing to the necessarily limited edition of this publication it will be impossible to distribute it free to any persons or
institutions other than State and county officials actually engaged in planning or constructing public highways, instructors
in highway engineering, periodicals upon an exchange basis, and Members of both Houses of Congress. At the present
time names can be added to the free list only as vacancies occur. Others desiring to obtain “Public Roads” can do so
by sending 10 cents for a single number or $1 per year to the Superintendent of Documents, U. S. Government Printing
Office, Washington, D. C.
HOW MASSACHUSETTS IS IMPROVING HER ROADSIDES
Reported by R. E. TRIBOU, Assistant Highway Engineer, District 9, United States Bureau of Public Roads
HE WORK of roadside treatment which Massa-
li chusetts started in 1921 has within a relatively
few years produced a marked effect on the
beauty of its highways, which will be even more
striking in future years. Massachusetts is one of the
few States where organized attention is given to roadside
beautification and because of the general interest in
the subject it appears to be worth while to present a
short description of the general plan of beautification
and methods of handling the work which have produced
good results on a considerable mileage of road at a
very reasonable cost. -
Pp
a nursery at Palmer, Mass., where trees and shrubs
are propagated and where J. H. Taylor, highway
landscape supervisor, trains men in the care of trees
and roadside beautification. This nursery is a part
of the maintenance division. The following outline
shows the scope of the work being done.
ATTENTION TO NATIVE MATERIAL
Removal of dead materral—Dead and dangerous
branches are systematically removed. ‘Trees entirely
dead are removed and stumps cut 6 inches below the
eround surface.
A BorRDER PLANTING
The Massachusetts Department of Public Works is
empowered by law to make roadside improvements,
the work including such plantings, replacements, and
care as may be necessary. When a road is laid out as
a State highway, it is generally made sufficiently wide
to provide an area on each side of the traveled portion
for roadside improvement. No tree, shrub, or plant
within such a highway can be cut, removed, or new
ones added without a permit from the highway
department.
The work of roadside improvement is done by the
maintenance division of the department of public
works which is in charge of G. H. Delano, highway
engineer. The cost is included as a part of the regular
maintenance expenditure of the State.
96225—28——1
The State has
First aid to “injured trees—Mechanical wounds
to trunk or branches are trimmed and _ sealed
with tar. Trees split or in danger of splitting are
fastened with bolts or cables. Open cavities are
suitably repaired.
Care of trees—Unsightly, abnormal, or rubbing
branches are removed. Pruning and shaping is done
by trained men. Spraying is done when necessary.
Preservation and culture of natural growth is important
work. Intelligent care of this sort will add much to
the future beauty of roadsides.
Safety work.—Standard traffic clearance is main-
tained.
Landscape cutting.—Vistas of mountains, lakes, and
streams are developed by removal of foliage screens.
25
PUBLIC ROADS
Vol. 9, No. 2
oe = ——$ $$ ie —
READY FOR A PINE PLANTING TRIP
Wire clearance work.—The State supervises all tree
trimming for passage of public service wires and pro-
hibits careless and unnecessary cutting.
Public enjoyment and education.—Roadside springs
are made available to travelers. Benches are pro-
vided in suitable places. Public cleanliness is invited
by placing rubbish barrels.
INTRODUCTION OF NEW MATERIAL
Healing construction scars—Gravel and sand slopes
are planted with small pines or other adaptable ground
cover. Grass or shrubs are planted where the soil will
support growth.
Tree and shrub planting —Trees, shrubs, and vines
adapted to soil conditions are planted on roadsides,
traffic islands, behind guard rails or stones, etc.
Replacements.—Historical and normal growth is per-
peace by annual replacement of the dead with the
iving.
Maintenance.—The success of all planting depends
solely upon maintenance. Young trees and shrubs
must have care. The future beauty of trees depends
A Bare Sanp BANK RELIEVED BY PLANTING SwEET FERN
largely upon their training in youth, which means that
trees should be staked and pruned annually and intelli-
gently. Shrubs must be cut back properly to insure a
graceful maturity and soil about the base of all planted
stock kept open for proper moisture and air. Such
work is imperative and must be done regularly.
The men engaged in this work are advised to study
how nature plants and imitate it as far as possible.
The object is to keep the roadsides as natural as
possible by the use of native material. A Colorado
blue spruce on a Massachusetts roadside is distinctly
out of place and artificial since it is not characteristic
of Massachusetts. Importations may be attractive
but they do not reflect the personality of the State.
Plantings on roadsides are mainly confined to new
construction for several reasons. ‘The wider locations
(60 feet or more) give more opportunity for scenic
development, and these relocated and widened roads
promise a fairly undisturbed future. Shade trees are
planted as near as possible to the side line, but for the
most part the monotony of straight lines and even
spacing is avoided. Grouping of trees and shrubs is at
all times preferable.
Planting procedure.—After a construction job is com-
pleted the plan of treatment is determined by an
employee trained in the work, who locates the various
plantings on a blue print of the layout, using colored
pencils. Next the ground is staked for digging. Dig-
ging costs are decreased 50 per cent and an extended
area is stirred up when holes are blown by dynamite.
Pits are filled with the best soil obtainable.
An order for the necessary planting material is for-
warded to the nursery and the material is delivered by
trucks and trailers. Plantings are carefully made, giv-
ing the trees or shrubs every opportunity to get a good
start and each planting is staked. After the planting
has become well established a final grubbing is given.
The results which are being secured are best described
by the accompanying illustrations which were taken
by Mr. J. H. Taylor, Highway Landscape Supervisor.
PUBLIC ROADS
April, 1928
&
AP as
om em gle wring.
FBP as eT eee et
OF THE SECONDARY GROWTH
Srumps ReMovep, ALLOWING Rapip DEVELOPMENT
Vol. 9, No. 2
PUBLIC ROADS
BEFORE LANDSCAPE CUTTING
CAPE CUTTING AT THE LOCATION SHOWN ABOVE
ULT oF LANDS
ES
THE R
PUBLIC ROADS
AFTER LANDSCAPE CUTTING AT THE LOCATION SHOWN ABOVE
PUBLIC ROADS
Vol. 9, No.2
:
Pe:
DEVELOPING A GROUP OF BIRCHES
Grey Brrcw, WITH BrusH AND Lower Limsps REMOVED FOR TRUNK EMPHASIS
April, 1928 PUBLIC ROADS 3}
A WAYSIDE SPRING DEVELOPED
Tree Surcery Can GREATLY IMPROVE TREES OF UNDESIRABLE SHAPE. AS A RESULT OF 20 MiNuTEs’ WorRK ON
THE TREE SHOWN AT THE Lert It Has BEEN CONVERTED INTO A TREE OF Mucu BETTER PROPORTIONS
32
PUBLIC ROADS
Vol. 9,
No. 2
CLOVER ON CHIPPED STONE AND GRAVEL BANK 41 Days AFTER SowiNaG SEED
PINE PLANTING IN UNTREATED BANK
April, 1928 PUBLIC ROADS
2 ~
THE ELDERBERRY 18 WORTH SAVING
en oe
a. ee
Poe ¢
‘Ps ' a
SorrTeENING THE HarsH LINES OF PROTECTIVE STONES
96225—28——2
PUBLIC ROADS
A Beacn PLtuM BorDER ON CAPE Cop
Vol. 9, No. 2
April, 1928
PUBLIC ROADS
THE GLORY OF COMMON THINGS
LANDSCAPE GREATLY IMPROVED BY A TREE PLANTING ALONG A BOARD FENCE
36 PUBLIC ROADS Vol. 9, No. 2, April, 1928
A RS Mein Tt
AN EXAMPLE OF Wuat Can BeE DONE By REMOVAL OF
TELEPHONE POLES AND WIRES. THE WIRES SHOWN IN
THE Upper PICTURE ARE CARRIED IN A CABLE SHOWN
AT THE LEFT IN THE LOWER PICTURE
Has BrEN COVERED WITH HONEYSUCKLE
R. W. CRUM APPOINTED DIRECTOR OF HIGHWAY
RESEARCH BOARD
Announcement is made by F. H. Eno, chairman of
the executive committee of the highway research board
of the National Research Council, of the appointment
of Roy W. Crum, of Ames, Iowa, as director of the
board, effective April 1, 1928.
Mr. Crum’s experience in research work well qualifies
him for this position. After graduation from the lowa
State College in 1907 he was engaged on the engineer
corps of the Pennsylvania Lines, follewing which he
returned to Iowa State College as associate professor
of civil engineering. He remained in this position for
12 years, during which time he was engaged on research
work for the Iowa experiment station. Since 1919 he
has been engineer of materials and tests with the lowa
State Highway Commission where he has conducted
many highway research studies. Mr. Crum has been
a member of the committee on character and use of
road materials since the organization of the board, and
in 1925 he was appointed chairman of the culvert
eon conducted by the highway research
board. .
Mr. Crum is the author of a number of important
research papers. He is a member of the American
Society of Civil Engineers, the American Society for
Testing Materials, and the American Concrete Institute
and is active on several research committees of those
organizations.
POWER-SHOVEL OPERATION IN HIGHWAY GRADING
A REPORT OF OBSERVATIONS MADE ON GOING PROJECTS BY THE DIVISION OF MANAGEMENT,
BUREAU OF PUBLIC ROADS
Reported by T. WARREN ALLEN, Chief, Division of Management, and ANDREW P. ANDERSON, Associate Highway Engineer
PART 3.—HAULING WITH TRUCKS AND LARGE TRACTOR-DRAWN
RUCKS of various kinds are frequently used to
| transport the output of power shovels on high-
way work. The bureau’s studies indicate that
opinion is far from uniform as to the most desirable
type of truck or on such points as tire equipment,
carrying capacity, dumping arrangement, and body
types. Practically all of the common types of trucks
now in use for general hauling have been found on
grading projects and in capacities ranging from the
light 1-ton to the heavy 7-ton truck.
With such diversity of types, it is only natural that
wide variations should also be found in the efhiciency
with which they meet the specialized requirements of
highway grading. Moving material from the shovel
to the dump is quite different from highway transpor-
tation and there is little or no dependable data to
eulde the grading contractor in selecting trucks for
hauling. Both successes and failures have been found
during these studies. It appears worth while to discuss
in some detail the requirements and conditions under
which the truck may be used to good advantage and
also the conditions which sometimes make their use
inadvisable.
The truck is a well-built, dependable machine, but
moving material from the shovel to the dump sometimes
offers so many adverse conditions such as soft ground,
rough going, and difficult grades that there is probably
no field in which operating conditions are more variable
and severe. Wear and tear on vehicles is often exces-
sive, the speed much reduced and operating costs abnor-
mally high when compared with production. This
is a condition which should not be attributed to short-
comings of the truck as a hauling unit but is due very
largely to poor judgment in selecting trucks for jobs
to which they are not suited, to selection of the wrong
kind of trucks or to lack of ability in their management
on the job.
TIME CONSTANT FOR TRUCKS STUDIED
The operation characteristics of the truck differ
considerably from those of the team and wagon. The
first and perhaps the greatest difference is in the time
constant, that is, the time required to take on the load,
to dump it, and to perform all turning and maneuver-
ing, together with such waits and delays as may be
necessary on each round trip. For a two-horse team
and wagon the time constant may be as low as one
minute and should never exceed two minutes in good
common excavation. Tables 1 to 3 show the results
of time constant studies on typical jobs using different
makes and sizes of trucks, and Table 4 shows the aver-
age value of the time constant on each of these jobs.
The loading time is, of course, entirely dependent
on the capacity of the hauling vehicle and the rate of
shovel output. So long as trucks can be exchanged
during the shovel cycle this item need not be given
consideration in the selection or control of the hauling
equipment. The time required to dump a heavy load
is often comparatively large, especially if the material
WAGONS
is very sticky. The lightest trucks used in this work
are generally equipped with gravity-dump_ bodies.
Practically all others are equipped with a mechanism
for raising the front end of the truck body to an angle
at which the material is supposed to slide out through
the unlatched rear gate. Both the rate at which the
hoisting mechanism operates and the angle to which
it will tilt the body vary considerably with different
makes. During two of the one-hour studies on job
No. 44 (Table 1) the average dumping time exceeded
two minutes due to adhesive material or large chunks
wedging in the body. Tables 1 to 4 show, however,
that- the dumping time for trucks in good condition
and under average operating conditions may be
expected to vary between 15 and 25 seconds for light,
l-ton trucks, between 30 and 45 seconds for medium
trucks, and from 50 to 80 seconds for heavy trucks.
RoaDWaAyY IN Goop CONDITION AND TRUCK SPOTTED FOR
LOADING AT THE SIDE
TIME LOSSES DUE TO TURNING AND BACKING GENERALLY AN
IMPORTANT ITEM
Trucks must generally be turned around twice with
each load carried except on some short haul work.
This takes time because under most ordinary condi-
tions some backing is required. The roadway width
varies a good deal in different States. A width of
about 30 feet is perhaps the most common but it is
not unusual to have a width of several feet more or
several feet less. Thirty feet of width is sufficient for
quick turning if it can all be used, but usually a strip
some 5 feet along the edge of the dump is so soft that
it will hardly carry the weight of an empty truck.
The usable area is often so restricted that the truck
has to pull forward and back a number of times before
it can complete the turn. In a through cut the con-
dition is not apt to be so bad but even here it is seldom
possible to make the turn without some backing. The
time used in turning, as obtained on several jobs, is
shown in Tables 1 to 4. For the heavier vehicles the
total time required for turning and spotting to receive
and dump the load during each round trip is rarely less
than 75 seconds and may under adverse conditions
exceed 3 minutes. Where the operating space is
od
J8
TABLE 1.—Time constant studies on two jobs using 844-ton trucks
(make A!) and 34-yard power shovels; each entry is the average
of a one-hour study
JOB NO. 41
{Time constant, 272.1 seconds]
| . | De ceenell
Dippers | + oading | Waiting | Turning | Dump- eae
per load at dump | at dump ing sional
) | |
Number . Seconds | Seconds | Seconds | Seconds | Seconds
cr 0 i ieeo 2.5 24.5 30,2 23. 0
5.0 | i7.4 a3, 2 a0. 2 56. 4 25.4
483 29 32 17.0 29.7 28.8 20.3
6.0 m7 2.4... 18.5 25.5 he
5s ) fe) 2. 3S a2. 2 29, 2 20. 2
6.0 | 189.0 ; 68.0 22.0 29, 3 24.5
6.0 190.0 | foo 24.0 31.7 24,1
6. 1 | 164.4 x, 4 25.4 25,4 21.6
61 | eo @ ~ oes aee7 29. 0 19.8
6. 0 Pa yaa a 26. 3 aa. 3 23.8
6.0 co ——e 25.7 28.7 24.6
6.0 ou 2... 21.4 35.2 29. 2
Av. 5.7 | 177. 6 14.0 23.9 33. 0 23.6
JOB NO. 44
{Time constant, 290. 8 seconds]
| a >: eel ,
oat) 7 an | ee . ihe 26.3 33.9
3.4 82.4 498 | 15.0 132.0 40. 0
3.0 67.5 3397) | 15.0 63. 0 48, 5
an3 92.3 wes: tO 122. 0 47.6
| 4.2 72.5 6.2 15.0 53.5 15.0
3.8 91.2 79.5 14.7 Bl. 7 62, 2
| 4.0) 0 T.-.. 2! 13.5 20.5 53.5
4.0 79.0 16.2 12.6 22. 6 59, 4
4.0 74,2 38 @ 4 226 25.0
4.0 i a 2 11.4 21.0 42.8
4.0 80. 0 45.6 is. 2 oae2 2x, 0
4.0 101.0 17.47 TG 19.8 27.8
Ay. 3.6, ‘eine 108.7 | 14.0 46.5 40.2
1Tn this discussion letters have been substituted for the names of truck manu-
facturers.
TABLE 2.—Time constant studies on two jobs using different sizes
and makes of trucks; each entry represents a single observation
344-TON TRUCKS (MAKE B), LOADED BY A 1-YARD POWER SHOVEL
{Time constant, 274.4 seconds}
Dippers Loading Waiting | Turning | Dump- ne
per load at dump | at dump ing eouel
——— |
Number Seconds | Seconds | Seconds | Seconds | Seconds
5 I i. ee 2 Zz 44
5 ISO) al Seen 30 16 50
D Wa es |. so. 16 M7 36
6 209 co... ee oe On 102
6 BBG) |=-sseaceee Zs 57 40
6 PAS ane |. ee 10 7 26
5 TGA |. ee Pai 24 29
5 | i ee 58 40 36
6§ 180 a 30) 48 4
5 Van io UG 24 44
is (Ee Mie Oe 24 Zi 23
5 138 17 15 49
5 140 40 3Y 45
5 2 rn eee oe 26 19 32
iF io Ee 2. 26 a 56
G 135 | . 42 30 58
5 {CGE fies ie" 20 ie 35
6 200 |.......... 16 30 30
6 264 ae 4] 36 39
5 175 es 38 20 62
Awe 5.3 WAQRO. Vee | 29.0 29, 2 43.3
i :
restricted trucks with a short wheel base have a definite
advantage, and save much time.
With rear-wheel drive it is often impossible to take
full advatange of the minimum radius on which a truck
will turn and this is especially true where ground condi-
tions are bad and the vehicle will stall if the front
wheels are cut the maximum amount. For this reason
it is not to be expected that a truck will turn on as
short a radius under the conditions commonly prevail-
ing on a construction job as it will turn on an improved
highway.
PUBLIC ROADS
Volty, INO. 2
TABLE 2.—T ime constant studies on two jobs using different sizes and
makes of trucks; each entry represents a single observation—Con.
1-TON TRUCKS (MAKE C), LOADED BY A %-YARD POWER SHOVEL
{Time constant 114.3 seconds]
Sie. ae P Turning
Dippers ewan Waiting | Turning | Dump-
g ‘ at
per load at dump : at dump ing aicuel
Number Seconds | Seconds | Seconds | Seconds | Seconds
1 1 ere 24 37
2 GO: sleek 2 40 55 15
1 Po Wes cee 32 ff 56
iI 20 |e 17 83 32
1 6 48 28 13 36
1 18 78 10 12 24
2 7 a ene ier eee 28 at 20
4 31 il 39 26 18
2 aa eee eee 24 26 21
2 46). |Seaeeeecn 36 i 20
. NS |e ee ee 28 24 20
2 Beef ete 2 oo 24 41 2)
2 “RES eee ee 25 12 24
2 42 1 166 23 10 19
Z | i.) eee 17 15 21
2 5 | ee as eae oe 19 19
2 Sas WA sae rts ily 13 22
2 ot, |Geee ae! 19 ps) i
2 Si jae teeta 28 14 13
2 | Sie ic ee oe 45 40 16
| Av.1.75} 33.3 | 6.9| 26.0 24. 5 23. 6
1 Not included in average.
TABLE 3.—T7" me constant study on a job using 5-ton trucks (make
D), hauling over an old road surface in good condition, each entry
represents the average of a days study
{Time constant, 536 seconds}
Dippers | y oading | Waiting | Turning | Dump- Turning |
per load at dump | at dump ing hovel
Number | Seconds | Seconds | Seconds | Seconds | Seconds
5.0 140 232 57 122 138
(ees 339 14 a7 110 98
20 261 45 68 88 96
9.3 387 120 89 59 62
7.5 400 298 63 43 64
6.0 Zee 39 61 68 80
6.7 214 10 95 84 92
1a g 250 oe 62 65 58
6.3 250 98 93 64 47
6. 7 234 49 118 57 §1
4.8 173 Wy 88 46 53
5.0 187 47 54 65 60
5.3 185 61 44 135 49
5.7 252 7 60 43 46
6.3 207 46 37 53 55
4.3 160 239 76 41 45
4.7 166 187 57 50 45
Av. 6.6 240 91 68 70 67
TABLE 4.—Average value of time constant with various types of
trucks; each entry is average found for a job study
Dip- Wai Total
ait- | Turn- Turn-
Kind of equipment an, ae ing at | ing at ea ing at a
Von: dump | dump shovel Stout
ae ae | aaeiaal
Number, Seconds; Seconds) Seconds; Seconds Seconds! Sage
314-ton, make A......... §.7 177. 6 14,0 23.9 33. 0 23. 6 Ziae
314-ton, Make A_.______. 3. 6 81.4 108. 7 14.0 46. 5 40. 2 290. 8
3l4-ton, make B_.__._-_. 5.3 W250 | eee 29. 0 29. 2 43.3 274. 4
5-ton, make D....__- non ors 6. 6 240. 0 91.0 68. 0 70. 0 67. 0 536. 0
l-ton, make C_....._..-- (1a oo 6.9 26.0 | 24.5 | 23. 6 114.3
Backing frequently increases the time constant. The
backing speed of most trucks is relatively low. In
spite of this handicap trucks are quite often backed a
much greater distance than is necessary in getting into
position at the shovel and are often backed into posi-
tion at the dump. Some backing may be desirable
and it has been pointed out that sufficient attention
is seldom given to spotting the trucks at the shovel
April, 192%
TABLE 5.—Hauling speed and time constant on a job where 5-ton
trucks (make D) with solid tires were used; each entry is the
{The trucks were backed to the dump down a 11 per cent grade with a good surface.
TABLE 6.—Hauling speed on a job where 314-ton trucks (make A)
with solid tires were used; each entry the result of a single
The trucks were backed to the dump down a grade varying from 4 to 10 per cent
TaBLeE 7.—Hauling speed of 314-ton trucks (make B) equipped
of 475 feet.
average of one day’s study
Average time constant 208 seconds}
Time constant
Dippers
per load
Number
ay, 7
Wait-
Loading! ing at | ae Haul |
dump | 5
Seconds! Seconds Seconds Feet
106 60 ri 340
i 2 eo 51 360
102 9 93 400
90 55 | 79 420
94 31 as 880 |
Round-trip speed
Ti
me
Average speed
| Haulin
reverse
|
| Seconds Seconds
Return
forward:
ve
Haulin Return
reverse forward
|
|
Feet per Feet per
minute | minute
13
86 |
observation
and from fair to poor condition]
146 84 243
140 &9 154 243
163 83. 146 289
igs 89 142 283
156 145 | 264
PUBLIC ROADS
Time Average speed |
Dippers per ae sacle ana — |
load Haulin | Return | Haulin —
reverse | forward | reverse ern
Feet per | Feet per
Number Feet Seconds | Seconds | minute minute
5 630 260 205 145 184
5 630 232 149 163 208
5 630 209 150 | 181 252
5 | 630 203 Pra 186 334
5 530 165 100 192 318
5 530 210 150 151 PALL
5 530 155 130 205 244
5 530 210 160 151 198
5 475 179 84 159 340
ig 475 140 113 204 252
5 475 lal 107 167 267
i 476 158 83 180 344
5 475 130 101 219 282
5 740 235 152 189 292
5 740 222 178 200 249 |
‘i 740 250 167 178 265
6 740 | 265 155 168 286
an 800: Zo yal 175 28 1
! Bong 800 | 293 178 164 270
i) 800 | Zi 1LA7 WAG 311
Total or av ~-=| 12pe%6 4, 234 2, 803 175 265
| |
with dual pneumatic tires on the rear wheels
[Loaded trucks moved down grade over a fairly smooth surface]
|
Time Average speed |
Dippers per
load Haul :
| Haul Return Haul Return |
j Feet per | Feet per |
Number Feet Seconds | Seconds | minute minute
6 1,850 | 149 117 748 950
5 1, 850 135 150 821 742
6 , 1,850 | 155 12h 718 890
4 | 1,850 105 ie 1,051 | 993
4 1,850 | 7 122 1, 145 910
6 1,850, 137 Vy 811 821
5 1,850 — 120 li4 927 975
5 1,400 | 113 115 743 730
4, 1,400 87 104 965 808
4! 1,400 | 80 134 1, 050 626
5 1, 400 80 97 1, 050 867
iy 1, 400 105 141 #00 595 |
4 | 1,400 | 79 122 1, 064 688 |
5 , 1,400 103 140 | R16 600
5 ~—-1, 400 95 128 886 656
ee —— - ft ee 2
Totalorav.73 | 24,150 | 1,640 1, 856 883 7 |
|
manner not included in above table.
Note.—At one time the trucks were required to turn and back to shovel, a distance
The average speed in reverse was 400 feet per minute. Operation in this
39
TypicaAL OPERATION witH Licut TRucKS ON PNEUMATIC
Trres. Tue Lower Picture ILLUSTRATES A CASE
WHERE SHUTTLING CAN BE PRACTICED TO ADVANTAGE
so as to take advantage of the greater production
which is possible when loading at the side instead of
behind the shovel.
BACKING LOADED TRUCKS TO DUMP SOMETIMES ADVANTAGEOUS
On short-haul work—hauls up to 400, 500, or 600
feet—much time can often be saved by shuttling
trucks—that is, backing them under load to the dump
and driving them forward to the shovel. A. skillful
truck driver will soon learn to back a truck to the dump
almost as easily and accurately as he can drive it for-
ward. The distance over which it pays to shuttle
trucks depends on whether the time lost due to slow
speed in backing is compensated for by the saving in
turning time. In theory there is a wide difference be-
40
PUBLIC ROADS
Vol. 9, No. 2
tween normal driving speed ahead and in reverse. In
practice the observed backing speed is usually relatively
high when compared with the forward hauling speed as
indicated by Tables 5, 6, and 7. Where this is true
and the turning time is large, the distance over which
shuttling can be done to advantage is considerable.
Shuttling is not resorted to as often as it ought to be
nor to as great a distance. Under the conditions given
in Tables 5, 6, and 7, shuttling could have been prac-
ticed up to a distance of about 700 feet in each case.
On short hauls—that is, on hauls up to 200 or 300 feet—
shuttling the trucks sometimes nearly doubles their
output. It also improves operating conditions, as
where trucks are turning both at the dump and at the
shovel it is hard to manage the trucks so that they will
not interfere with each other.
Roavp ConpitTions HAVE AN IMPORTANT BEARING ON THE
IXFFICIENCY OF TRucK HaAvuLING, PARTICULARLY WITH
THE LARGER SIZES OF TRUCKS
PNEUMATIC TIRES BETTER THAN SOLID TIRES FOR OPERATION
ON SOFT GROUND
Heavy trucks are apt to mire down in soft ground
and they are not well adapted to the conditions pre-
vailing when layer dumping is required unless the
material compacts easily. End dumping is much
better suited to truck hauling. Even then, for fast
truck operation the load must be dumped some little
distance from the edge and then pushed over witb a
bulldozer. The increased confidence with which the
trucks can be handled when they are not required to
drive close to the end of the fill, to say nothing of the
accidents which occur on such work, generally reduce
the average time per load enough to more than pay the
extra cost of the bulldozer.
Soft ground on the dump and around the shovel
causes many delays. In a deep cut the moisture con-
tent of the soil at the bottom of the cut is apt to be
high. Clay is often in a plastic condition, a good deal
like stiff putty and yields readily under heavy loads.
In the fill the same condition is retained and is made
worse by every rain. ‘Trucks may be mired down,
causing a loss of time not only for the mired truck but
also for those sent to its assistance. Much of this
difficulty is due to the use of trucks where a careful
examination would have indicated that other hauling
TABLE 8.—Hauling speed of 31%4-ton trucks (make A) with solid
tires over a rough road; each entry is the average of a one-hour
study
JOB NO. 41
[Average round-trip speed, 271 feet per minute]
Time Average speed
Dippers per load Baal ae
Haul Return Haul Return
Feet per | Feet per
Number Feet Seconds | Seconds | minute minute
6.1 700 palin T2372 192 342
Go} 550 130; 7 85. 2 Zao 388
G1 500 126. 0 83. 0 238 362
6. 0 420 90. 0 167 280 329
6. 0 420 99. 7 Sia 253 309
5.8 400 79, 0 59. 6 304 403
6. 0 400 114.8 84.8 209 283
6. 0 400 168, 2 85. 2 143 282
4.8 360 60. 6 41.6 358 520
6. 0 360 67.8 hy ard 319 395
5.0 350 tlt 48. 5 270 433
6.0 350 139. 0 69. 7 151 301
5. 0 320 81.8 99. 0 236 195
Total orav. 74.9 5, O00) 1, 452. 8 992. 9 | 228 334
JOB NO, 44
[Average round-trip speed, 369 feet per minute]
gud 1, 900 356. 7 246. 3 320 463
3.0 1, 800 Zoi. 3 228, 3 404 474
3. 4 J, 800 298. 2 209. 0 362. 508
3. 0 1, 800 Sao. 0 244. 5 288 442
4.0 1, 200 201.8 149.8 358 480
3. 8 1, 100 178. 5 143. 7 all 460
4.0 1, 100 165. 2 156. 2 401 423
a2 1, 000 27a aay 7 221 252
4.0 900 174. 5 180. 5 309 299
4.0 700 134. 4 70.8 313 593
4.0 700 147.0 81.0 286 520
4.0 450 67.4 49, 8 400 540
4.0 450 OSo2 52. 6 290 514
4.0 300 59. 6 Ghee | 302 324
3.0 150 53. 0 46.3 170 195
Total orav_ 54.7 15860 | 2)843°5 | 2, le209 320 423
TaBLE 9.—Hauling speed with 1-ton trucks (make C) with pneu-
matic tires operating over a good road; each entry is the result of
a single observation
{Average round-trip speed, 362 feet per minute]
|
Time ; Average speed
Dippers per load Haul =
Haul Return : Haul Return
|
| Feet per | Feet per
Number Feet Seconds | Seconds | minute minute
2 300 70 45 °° 240 400
2 300 67 40 269 450
2 300 72 52 250 347
zy 300 75 55 240 328
2 500 74 US 406 400
2 500 ad 99 390 303
2 500 &8 71 ae 423
2 Zo 94 90 | 335 350
2 525 87 100 362 315
Z 450 90 79 300 342
2 450 | 8&3 80 326 | 338
2, 500 97 91 319 330
2 450 RH 74 318 365
2, 550 106 99 ole 334
2 500 95 9} 316 330
2; 500 84 738 357 384
2 500 93 80 oe on
1 700 78 80 539 §25
| 1 700 92 a2 457 584
1 750 107 79 421 57
Total or av- 85 | 9,800 9, 800 a ee 1,719 | 1,530 342 i 384
April, 1928
PUBLIC ROADS
41
TaBLe 10.—Hauling speed with 5-ton trucks (make D) with solid
tires over a good surface; each entry represents the average for
one day’s study
[Average round-trip speed, 508 feet per minute]
) Time Average speed
Dippers per load Haul ' ; =A
i Haul Return Haul Return
Feet per | Feet per
Number Feet — Seconds | Seconds | minute | minute
5. 0 2, 850 284 ZeL 610 630
ont 2,975 | 260 239 686 747
f3 3,175 | 365 347 22 550
Tat 3, 200 | 332 285 578 674
4.8 3, 220 367 341 528 568
7.0 3,250 | 293 246 665 792
per 3, 200 424 299 460 652
6.3 3, 275 461 344 427 672
4.3 3,350 669 591 301 340
9.3 3, 525 509 421 417 504
5. 3 3, 550 425 343 502 621
, 4.7 3, 075 745 639 288 336
. 5. 0 3, 750 444 393 507 yi
6.7 5 ero Y A) | 413 | 332 563 700
6.7 3, 900 | 478 466 490 505
6.3 3,950 | 436 324 544 a2
6. 0 4,275 © 622 519 418 495
Totalorav.. 6.1 58, 950 7, 527 6, 400 470 553
equipment should be used On the other hand, while
the presence of a large amount of such material should
suggest the use of equipment other than trucks, there
are relatively few large projects which have no materia!
of this general nature. If it is decided to use trucks in
such a case, dual pneumatic tire equipment is a decided
advantage. The trucks can then travel repeatedly over
ground which could not be traversed with solid tires.
The cost of using the dual pneumatic tires is doubt-
less more than that for solid tires where the same rate
of production can be maintained with either type but
it should be remembered that a very small difference in
output will cover the difference in operating cost.
With excavation at 50 cents a cubic yard, and the
trucks hauling 2 cubic yards per load, a difference of a
few loads a day in favor of the dual pneumatic tires will
justify their use. Table 7 shows the speed it is possible
to maintain under favorable conditions on long-haul
work with trucks equipped with these tires.
TRUCK SPEED GOVERNED BY ROAD CONDITIONS
The performance of trucks is governed largely by the
supporting power of the ground at the shovel and at
the dump. Generally, the traveled way between the
shovel and the dump is more compact and easier to
maintain. The exact soil condition which will be
encountered at the bottom of a deep cut is naturally
a matter of conjecture until the work is well under way.
With this uncertainty it seems that more stress could
well be placed on the necessity of having all trucks
equipped with the most favorable type of tires. Obser-
vations made on a number of projects on which trucks
were used indicate that several which were handled at
little or no profit could have been converted into profit-
able undertakings by merely adjusting this one item
in the equipment. Such a change would have enabled
the trucks not only to operate over the soft ground but
would also have reduced the turning time and materi-
ally increased the operating speed, an important item
on all long-haul work.
Tables 7 to 10 show the results of observations as to
the speed of trucks of various types. In practice the
working speed seldom, if ever, reaches the rated speed
of the truck. No job has yet been found where the
trucks were consistently working at anywhere near
their rated full-load speed. The job speed appears to
be governed partly by the load but more definitely by
the road conditions. Bad going and overloaded trucks
are the rule. Overloading appears to be due in part to
attempts to counteract the effect of low speed by carry-
ing larger loads. Generally this makes road conditions
still worse, necessitating ever’ lower speed, and finally,
as the roads become still worse, smaller loads at very
low speeds. It appears that this problem can best be
solved with adequate tire equipment, proper loads,
and reasonable attention to maintenance of the roads.
This would more often permit a normal operating
speed.
SmoorH Roapway Surrace Lert By 4 CAREFUL SHOVEL
OPERATOR
Tire equipment suited to road conditions on highway
construction will considerably simplify keeping the
traveled way in good condition. The matter should
not, however, rest here. When the hauling must be
done over a yielding surface, ruts are inevitable unless
a blade grader or drag is kept at work most of the time.
Filling depressions before they become large will gen-
erally keep the surface in reasonably good condition
except in very wet or very dry weather. In dry weather
bad places can usually be patched, if an occasional
load of moist clay be placed so that it can be bladed
gradually into the ruts. The tendency is to put off
blading until the ruts become so deep that they obvi-
ously hinder the trucks. When this point has been
reached, it is difficult, if not impossible, to correct it.
There is some danger in filling very deep ruts with a
drag or grader because the material is seldom stable
until it has.been driven over a good many times. The
worst holes are hidden so that there is more danger
of damaging the trucks immediately after the ruts are
filled than there was before. Maintenance to be
effective must be used as a preventive rather than as
a cure. Next to the use of suitable tires, continuous
maintenance is probably the most important item in
securing a profitable output where trucks are used.
Road conditions between the shovel and the dump
may often be improved by more careful work by the
shovel operator and grade foreman. Occasionally a
foreman will be found who sets grade targets at the
height of the operator’s eye, so that the operator can
tell at all times just how closely he is cutting to grade
and can leave the floor of the cut behind him reasonably
smooth and close to grade. Excavation conducted 1n
this manner leaves a much better surface for vehicles
to travel over and enables a greater speed to be main-
tained.
42
PUBLIC
ROADS Vol. 9, No.2
—
MANY CONTRACTORS BEGIN OPERATION TOO SOON AFTER A RAIN
Another factor in the creation of bad hauling condi-
tions is the operation of trucks too soon after rains.
This raises the question of idle time losses which was
discussed in connection with the operation of wagons.
In principle the solution of the problem is along the
same lines, but the relation of idle-time cost to operat-
ing cost is here so different that the result is materially
changed. Take, as an illustration, a shovel at $50 a
day, operations at the dump at $25 a day, and four
trucks at $25 a day each—giving a total operation
cost of $175 per day. As a rule no stock is used on
such a job, and, particularly in the East, no camp is
maintained. The only full-time men are the job fore-
man, the shovel runner, watchman, and perhaps a
timekeeper. Ordinarily the idle-time cost will not
exceed $30 or $40 a day and the difference between
the cost of working and of remaining idle will be from
$135 to $145 a day, or roughly four-fifths of the average
daily operating cost.
On typical truck-haul jobs it is generally cheaper to
remain idle than it is to work unless the output which
can be secured is near 80 per cent of that which is
required to pay the full operating expenses under
normal working conditions. When teams are being
used, it is desirable to work whenever it is at all possible,
whereas when trucks are being operated profit is almost
certain to be reduced by operating before at least three-
fourths of the yardage necessary to pay the full cost
of normal operation can be secured. This deduction is
based only on the relation between idle-time cost and
operating cost. It is strongly supported by the fact
that beginning operation too soon after rains creates
road conditions which slow down subsequent operations
and also damage the hauling equipment. ‘These facts
strongly emphasize the general observation that there
is a prevailing tendency to operate truck jobs too soon
after rains with the result that much profit is needlessly
dissipated.
Where heavy trucks are used, loading is generally
done behind the shovel, but it could frequently be done
at the side. In loading at the side there is the problem
of truck substitution without delaying the shovel. This
can be done readily enough if the bottom of the cut is
solid and the shovel has cleaned up carefully. IH,
however, the bottom of the cut 1s none too good and the
clean-up has been careless, it may be difficult to spot
the replacement truck until the loaded truck has moved
completely out of the way. This frequently delays the
shovel, but if as many as five dipper loads are placed
on a truck the shorter shovel cycle is almost certain to
more than compensate for any ordinary delay due to
the drive-in. The remedy for slow drive-in hes in a
careful clean-up and in the maintenance of working
conditions suitable for the operation of trucks.
METHOD OF DETERMINING TRUCK SUPPLY DISCUSSED
The number of trucks the contractor should send out
with his shovel in order to complete a job at the lowest
possible cost deserves nfuch more scientific attention
than is usually given the matter. Heavy trucks are
usually considered to be worth from $2.50 to $3 per
hour. They are too expensive to warrant the use of
more than are really necessary. On the other hand a
shortage of only one truck on a moderate haul may
readily reduce shovel production as much as 20 or 30
per cent. But practically all grading jobs have hauls
which vary more or less erratically in length. The
number of trucks which a contractor should send to a
job is a question which has a very direct relation to the
profits.
A general method of determining the number of
hauling units which should be sent out on a job with
fluctuating hauls was discussed in part 2.! These
principles are equally applicable to the truck providing
data which correctly represent the actual operating
characteristics are used. Tables 11 and 12 show the
method of finding the cost of completing two particular
jobs when varying numbers of three different types of
trucks are sent out and maintained with the shovel
until the job is completed. The quantities and haul
distances are the same as those used in the case of
horse-drawn vehicles. It may be well to repeat that the
basic data to be used is that relating to the particular
job in question and aside from quantities and haul is
dependent on the size of the shovel and its rate of oper-
ation, the loading, speed, and other operating charac-
teristics of the trucks, together with the relative daily
or hourly cost of operating the shovel and the trucks
and the distribution of the haul. The actual figures
used in these two examples are therefore only illustra-
tive and can not be applied to other jobs unless it is
definitely known that all field conditions are practically
identical.
Sometimes, especially on large jobs, the hauls may
be so distributed that it will prove worth while to
vary the number of trucks used from section to section.
It may be that the hauls on the first section are such
that six trucks are required. The following section, |
because of shorter hauls or because of more difficult
materials, may require only four trucks. At the com-
pletion of the first section two trucks should then be
either laid up or transferred to other work. It will
often be preferable to begin work on the sections with
shortest hauls and move in succession to the next
longer hauls. This permits a gradual and steady ex-
pansion of the organization and is particularly advan-
tageous on jobs with a wide range in haul distances.
Referring to Tables 11 and 12, it will be noted that
the larger and more expensive the truck the more 1m-
portant it is to use exactly the proper number. For
the light trucks one vehicle more or less than the
proper number does not affect the cost so seriously,
but for the larger and more expensive vehicles one
vehicle either more or less than the optimum is suffi-
cient to affect profits rather seriously, while a difference
of two trucks may turn an otherwise profitable job into
a definite loss.
Summarizing briefly, the heavy truck is a sturdy,
dependable piece of equipment capable of doing good
work and a great deal of it. On the other hand, it 1s an
expensive piece of equipment with a large operating
expense and the output per truck must be high if its
use is to prove profitable. A good many jobs present
the appearance of mere replacement of wagons with
trucks in which the style of operation still retains all of
the characteristics of the wagon job. Under such
conditions the use of trucks is apt to be a failure.
Trucks can be operated after a fashion even under
very adverse conditions, but to work at a profit the
conditions must be such that speed as well as carrying
capacity can be utilized without serious loss of time
due to unnecessary backing, slow turning, and pulling
1 See Public Roads vol. 9, No. 1, March, 1928.
April, 1928
PUBLIC ROADS
TaB LE II.—Determination of most economical number of trucks to send out on a given job where the cost of operating shovel and dump
as estimated at $75 per 10-hour day
|
Days Light trucks, pneumatic tires ! Heavy-duty trucks, solid tires 2 _ Heavy-duty trucks, pneumatic tires ?
wor |
at full a ee 7 = Ts...” . ~ ei a
pro- | Trucks 9- 10- | 11- | 12- 13- | Trucks | 4- 5- | 6- | 7- | R- | g- | 10- Trucks 3- 4- } ce | 7+
Quantity Hau! | due: |required truck|truck truck |truck|truck|required truck truck truck, truck truck|truck truck required truck|truck truck truck truck
tion | tomain-' basis | basis | basis | basis | basis | tomain-| basis | basis | basis | basis basis | basis | basis to main-| basis | basis ' basis ' basis | basis
(720cu.} tain full tain full | ; | ' tain full |
| yds. — _— - : shovel 7 a —
| per | produc: | ; roduc- : roduc-
| day) tion Days required 2 tion Days required IP saliy Days required
| i | | l '
Cu. yds Feet | | | | |
,2 500! 10 5.3, 10.0; 10.0) 10.0, 10.0 10. 0} 3.2 10; 10.0; 10.0 10.0; 10.0) 10.0 10) 25 WW. 10:0; WG IDG 10:0
18, 720 600 26. 5.9 26.0) 26.0, 26.0 26.0, 26.0 3.4) 26, 26.0, 26.0 26.0 26.0! 26.0 26: 2.6! 26.0 26.0) 26.0 26.0; 26.0
14, 400 900 20! 7.5, 20.0) 20.0, 20.0! 20.0' 20.0 4,2 20: 20.0) 20.0 20.0 20.0' 20.0) 20| 3.0, 20.0 20.0) 20.0; 20.0; 20.0
10, 800) 1, 200 15, 9.1, 15.1) 15.0) 15.0 15.0 15.0 5. 0 2a, 15:0) 15.0 15.0 m0 15.0) 15; a4) We 16.0) 10 fos io0
5, 760, = 1, 500! 8 107 6S), 8.2) 28.0 68.0 8.8 5. 8! ly oe BG S01 °3.¢ 8.0 8 3.8! 10.61 8.0/ 8.0! 80) 38.0
10, 080; 1, 800, 14 26, WW, 1¢.2, 15.9) 14.3. 14.0), 6.6 30) 19.0) 15.7; 14.0, 14.0, 14.0 14 4.2 20.0: 15.0 14.0; 14.0 14.0
7,200; 2, 400' 10: 15.7 17.2) 15.5 14.2, 12.9 11.9 8.2 am, Oe) 6I.g ie 2. 100 10! 5.0! 16.7) 12.5! 10.0/ 10.0| 10.0
7,200; = 3, 000) 10 18.7, 20.7) 18.7, 17.0: 15.6) 14.4 9.7 3a) 20.0' 16.7% 14:3) 12.9 111 10, 5.8 2.0 15:0) 12.@ 10.9 10.0
14, 400 , 000 20, 2450 38. 450° 46.9 40.0 36.8 12.4: 80| 48.0) 40.0 34.3! 30.0! 26.7 24) 7.1) 46.7' 35.0) 28.0; 23.3) 20.6
10, 800; 4, 600) 15 27.2 46.35) 40.8 37.01 dde0 31.5 13.9 70| 42.0) 35.0, 30.0] 26.2| 23.3) 21, 7.9| 40.0, 30.0) 24.0! 20.0, 17.1
Towel, 1067500)... -.-.- | OM a2 | 236. 2} 219.4! 206.0! 195.8! 187. 6)_..--...- 332| 225.6) 199.7) 183.0) 171.7) 164.1, 158\...-...-. | 227.1, 186. 5| 167.0) 156.3) 150.1
ieee eel OMY ___=--.__.....--..-----.---- | $183) $195, $207, $219) $231\....----- $175; $200, $225: $250; $275! $300 $325'._...__-. — $165) $196) $225: $255! $285
iO (G05. _...- 5-2-2... 2-8 _ 225/42, 783 42, 642 42, 880.43, 336)_.....--- 58, 100/45, 120/44, 933 45, aoe 218.49, 230 51, 350,.._-.-.- .'37, 472;36, 368/37, 865/39, ioe as 779
: | | |
1 Estimate on basis of light trucks at $12 per day to carry 2 dippers per load, round trip speed 500 feet per minute, loading time three-quarters minute; total time con-
stant 2 minutes.
2 Estimate on basis of heavy-duty trucks at $25 per day to carry 5 dippers per load, round-trip speed 400 feet per minute, loading time 1.9 minutes, and total time con-
stant 3.5 minutes.
’ Estimate on basis of heavy-duty trucks with pneumatic tires at $30 per day to carry 5 dippers per load at 800 feet per minute, loading time 1.9 minutes, and total time
constant 3.5 minutes.
TaBLE 12.— Determination of most economical number of trucks to send out on a given job where the cost of operating shovel and dump
is estimated at $75 per 10-hour day
Days’ Light trucks !
work ; - _—
at full |
pro- Trucks |
- duc- equired | 5-truck | 6-truck | 7-truck | 8-truck | 9-truck
Quantity Haul tion to. basis | basis | basis | basis | basis
(729 | tain full |
cu. yds.! shovel See...
per | produc- é
day) tion Days required
Cu. yds. Feet
14, 400 500 | 20 5.3 218 20. 0 20. 0 20. 0 20. 0
10, 800 600 | 15 5.9 17.6 15.0 to. 0 15.0 15.0
ty anu 700 | 10 6. 4 12.5 10.6 10. 0 10.0 10. 0
10, 800 800 1s 6.9 20. 8 17, Bs 15. 0 15.0 15.0
5, 760 900 | 8 (oe 11.9 10.0 8.5 8. 0 8.0
7, 200 1,100 | 10 8. 5 17.0 14.2 ee, 10. 7 | 10.0
10, 800 1 ,.2o0-, 15 9.1 ieee PED, F 19. 4 78) ils, I
Total, 66,960 |_.._-.-- i es 128.6} 109.8| 100.1! 95.7; 98.1
Cos jit $135 $147 $159 $171 $183
Cost to camipletejob..........-.-.-.--.-.-- 17,361 | 16,141 | 15,916 | 16,365 | 17,037
Heavy-duty trucks, solid tires ? Heavy-duty trucks, pneumatic tires 3
|
|
| | | |
Trucks Trucks — |
ened 2-truck | 3-truck 4-truck | 5-truck conte 2-truck | 3-truck | 4-truck
to main- | basis | basis | basis , basis |{9 main- _ basis basis | basis
tain full | | tain full |
Ghowelewiee en | See. ce
produc- | produe-
tion Days required tion =: Days required
a2 31.6 21,0 20. 0 20 | 255, | 2540) 20.0 : 20
oad. 25. 6 MeL 15.0 1S | ZO 19.8 1550 15
4S, ff 18. 5 ae 10. 0 10 | 2.8 13.8 10. 0 10
3.9 30. 0 20. 0 15. 0 15 ; 2.9 | PL. Fh 15.0 15
4.2 16. 8 OL, & 8.4 Sy, BO - 1s Be 8.0 8
4.7 23 Tole lore 11.8 10 3.3 | 16. 5 Hil, (0) 2 10
5.0 ied 2a) 18.8 3 3.4 25. 6 17, 2 15
5) ES Issa, | 123.4 99. 0 Ce rn 134. 6 96. 1 93
i Se $125 $150 $175 SS $135 $165 . $195
eee ee Soevos | 18,010) | 17,ce0"| 180007 |. ...-.22 18, 171 15, 857 18,125
!
1 Estimate on basis of light trucks at $12 per day carrying 2 dippers per load, round-trip speed 500 feet per minute, loading time three-fourths minute, total time constant
2 minutes.
2 Estimate on basis of heavy-duty trucks at $25 per day, carrying 5 dippers per load, round-trip speed 400 feet per minute, loading time 1.9 minutes, total time constant
314 minutes.
3 Estimate on basis of trucks with dual-pneumatic tires, carrying 5 dippers per load, $30 per day,
speed 800 feet per minute.
out of holes. To make the use of trucks profitable,
their characteristics must be studied, the proper type
selected, and the job conditions then adjusted and
maintained so as to meet these requirements.
LARGE TRACTOR-DRAWN WAGONS NOW USED
Large dump wagons drawn by crawler-type tractors
have recently come into considerable use with power
shovels. The merit of this combination appears to be
due to the following facts: (1) The crawler-type
tractor can be operated effectively over a wide range
of road conditions such as are found in grading work;
(2) it can be maneuvered readily on steep grades, over
rough or soft ground and among stumps, rocks, and
other obstructions; (3) it can maintain a relatively high
draw-bar pull under these conditions and can haul
comparatively large loads; and (4) the wagons which
have been studied were strongly constructed and well
loading time 1.9 minutes, total time constant 314 minutes, round-trip
adapted to operate under severe field conditions and
were equipped with a simple and effective dumping
mechanism.
Under normal working conditions a heavy tractor
can draw two of these dump wagons, each having a
capacity of 5 or 6 cubic yards. If the haul is down very
heavy grades, it is sometimes necessary to limit the
train to one wagon because at present wagons are not
equipped with brakes. Tables 13 to 17, inclusive, indi-
cate that where ground conditions are fair and the road
of sufficient width, two wagons can be handled almost
as speedily as one, not only in the operations of dump-
ing, turning, and maneuvering, but also in the direct
haul. ‘The use of two wagons Is clearly an advantage if
all loading is done at the rear of the shovel instead of
the more logical method of loading the vehicles at the
side. A one-wagon train can be backed with ease and
dispatch, but to back a two-wagon train requires con
44
PUBLIC ROADS
Volv9y No. 2
siderable skill and time. <A partial solution of this
difficulty might be found in the use of a larger shovel.
The handicap of a long swing would still remain, but a
smaller number of dippers would be required to load
each train.
FAST TURNING AND DUMPING POSSIBLE WITH TRACTOR TRAINS
The various operations of turning, dumping, and
maneuvering are comparatively fast in the hands of a
skillful operator. The exact time for each of these
operations is shown more fully in Tables 13 to 16.
Tables 14 to 17 show the hauling speed for various
leneths of haul and under the varying conditions on
different jobs. These tables will indicate to some ex-
tent what can be expected from this type of equipment
as well as the amount of the time losses most likely to
be chargeable to its use.
Of the items which make up the time constant, it
will be observed that the loading time is long. This
is inevitable on account of the large amount of material
carried per load. The loading time is usually from
five to seven minutes for a train of two 5-yard wagons.
With a standard 34-yard shovel, from 7 to 10 dippers
are required to load each wagon, and, if the shovel is
working at a rate of three dipper loads per minute, from
two and one-third to three and one-third minutes will
be taken up in loading each wagon. If the cut is nar-
row so that the turning radius is short it may be
TABLE 13.—Time constant stud‘es of crawler tractors, each drau-
ang one 5-yard steel wagon. Loading done by a 34-yard shovel
[Time constant, 219.1 seconds]
Dippers . Waiting ; Turning | Turning
per load Loading at dump! at dump Dumping at shovel
|
Number | Seconds | Seconds |} Seconds ' Seconds Seconds
6 [eh re so 14 7 16
6 TES A erasers al g 10
7 illote:\ | Sa ene 9 10 13
5 sl |) an 12 g 13
7 Li Yee ko eae 8 8 wo
fi Le RUS |. Sete te 9 8 15
fi LOS sii ae 14 i | 14
ri PES | pine we 19 15 14
7 ec: Sa ea es 44 10 15
ff LG oViae see. 14 ; 7 16
8 a> || Se. erred 1a 7 14
. TOTS eee ek ae 15 10 1k
fi 180 14 23 1010 14
8 188) lc ete ise 7 12
8 216 13 14 8 15
i 195 10 17 ce pie
8 feet ee 17 g 14
§ ie |B 22 222.2- 16 8 16
8 i eS 15 Os ee
fl Di. Vebeovoee nt 10 6 20
ANGE 178 Ty 15.6 8.8 14.8
Tasie 14.—Comparison of operating speed of crawler tractors
drawing 1-wagon and 2-wagon trains
The wagons were 5-yard capacity and were loaded by a 34-yard shovel. Operation
in late fall and winter over roads in fair and poor condition]
: Time for Time for
Operation l-wagon 2-wagon
train ! train ?
Seconds Seconds
Loading Se aD Cy an, os <a: eas Cee) SA 186. 0 | 398. 5
Waelttngeetdump.....__......2..___._._.._.. Bee ey) ec 67.6 86.3
Aare erm)... cee 20.8 22.8
PRS Noadew..... 222-8. eee Bee ou 17.4 20, 7
Pasribesett Geplome) «eee - = = -- - - ae mee nee. FAA) M7 Peis
Spetting seeond wagom..__.............---.._.____.__.___.| ccugueee. = 13.8
A. < Sa Nee te ENS nl 312.8 559. 6
1 Results are the average for 153 round trips.
from 300 to 3,000 feet was 300 feet per minute.
? Results are the average for 84 round trip
from 200 to 2,000 feet was 285 feet per minute.
Average round-trip speed on hauls
Average round-trip speed on hauls
necessary to use the shovel in getting the second
wagon into loading position as on short turns it does
not follow around perfectly. On wide roads this
extra operation is not necessary, nor is it required in.
loading at the side of the shovel. Any conditions
which extend the dipper cycle beyond 20 seconds—stiff
clay, badly shot rock, stumps, etce.—will also extend
the loading period so that digging conditions must be
TaBLeE 15.—Typical studies of operation of crawler tractors drawing
two 5-yard wagons. Loading done by %-yard shovels
JOB No. 39
Most of hauling over rough and rocky roads with steep grades
Turn-| Waits Re-
Load- Haul-| ing | and |PUMP| turn- | TUTD-| speed | Speed
Haul : ing to in : ing at loaded 1
| ing dump at de- load | 308 to ‘shovel |L0ade empty
! dump] lays shovel :
Sec- | Sec- | Sec- | Sec- Sec- Sec- | Sec- | Feet per| Feet per
Feet onds | onds | onds | onds | onds | onds | onds | minute} minute
1, 200 288 Dike 22 OF 19 292 14 261 246
1, 460 307 220 19 30 18 250 14 380 336
1, 425 346 eile 19 48 g 298 26 274 287
1, 425 291 234 23 44 1. 279 17 365 306
1, 425 324 247 13 Se 8 268 13 346 319
1, 450 287 256 22 | 42 13 272 PAL | 339 320
| 1, 450 395 255 17 04 14 259 535; dae 336
1, 450 254 261 21 1 1s) 260 55 | Ba 334
1, 450 361 288 28 iz 19 283 19 302 307
1, 500 Die 319 18 268 15 317 14 282 283
1, 500 284 269 12 34 8 322 24 334 279
1, 500 2a2 322 19 82 10 320 14 279 281
1, 500 282 288 17 46 10 312 14 312 288
1, 500 346 263 18 58 16 299 14 341 300
1, 550 277 292 | 25 92 14 303 16 | 318 306
1, 550 288 318 16 74 29 319 16 292 29).
1, 600 300 390 20 45 Zi 421 10 | 246 228
1, 650 298 306 19 34 17 306 8 323 323
1, 650 320 372 21 28 38 | 390 13; 266 253
1, 650 322 309 21 38 Sie 364 18 276 272
Total, 29,825 | 6,094 | 5,746 | 390 | 1, 263 340 | 6, 134 378 |. 2... 5)
Av... iar 305 287 | 19.5 63 iW 307 19 ou 292
| |
ere
| Short hauls over rough and rocky ground. Shovel operating in frozen ground
350 544 105 28 33 24 175 28 200 120
SoU) 398 102 34 548 22 192 ay 206 110
3795 422 2 28 1 18 181 29 185 124
375 TZU 130 29 12 26 184 28 ie 122
400 375 124 all 48 23 190 39 193 126
400 491 113 19 14 18 183 28 212 Ven
425 365 116 28 Zz) 15 170 40 220 150
450 405 118 26 5 28 217 P45) 229 125
500 381 145 30 5 30 172 a 207 174
550 BGI 156 25 8) 20 213 26 212 155
Total 4,175 | 4,619 | 1, 231 283 807 224 | 1,877 304:,,| oo eee
Naf Bae ee YL 462 123 28 81 22 188 30 204 lee
JOB NO, 35
Hauling over road in fair to poor condition with steep grades
875 307 195 De | oo ae 7 229 19 270 229
900 , 305 207 30 30 ll 198 12 261 Zi
950 Dil 215 list 40 10 205 Me 270 283
950 | 285 207 22 63 5 204 13 280 284
1, 000 288 186 77 ee 34 207 ll o2e 290
I, 050 $192 208 24 80 10 214 13 302 294
1,100 | 304 214 Dh): See hz, 228 12 308 289
1, 150 285 203 740 es 11 252 22 340 274
1,200; 3385 242 NG) Vesee eee 14 241 10 297 298
1, 250 361 250 oi | ere 19 250 9 300 292
1, 300 299 266 26 22 16 304 12 293 255
1, 350 4 215 ii 195 28 ay oT 295 252
1,375 300 275 29 143 25 301 19 300 274
1, 400 347 Pape fi 28 99 Si ole 33 303 265
2, 000 294 318 40) ecco 23 412 28 378 ; 292
2,050} 365 366 23 65 30 410 11 336 | 300
2, 050 314 Sha) 29 99 | 35 425 7 345 289
2, 100 372 358 i 45 | 38 443 21 Son 284
2, 100 457 409 25 103 | 36 441 16 308 286
2, 150 409 383 24 34 | 29 423 15 336 305
2, 150 298 431 leg 35 23 445 11 300 290
2, 200 323 403 20 54 24 410 12 Bye dae
2, 200 292 425 21 lia 26 466 20 310 283
2, 250 309 416 22 76 12 438 10 324 307
2,000 276 425 29 179 34 458 13 325 301
Total. 39, 400 | 8,042 | 7,511 597 | 1, 539 543 | &, 249 405... = eee Migs sa
Av... 1,576 | 321.7 | 300.2 | 23.8] 61.5| 21.7 | 329.9 16 315 | 286
1On both jobs the haul was down a grade, resulting in a higher speed while
loaded than while empty.
April, 1928
TaBLe 16.—Hauling speed of crawler tractors with one 5-yard TABLE 17.—Hauling speed of crawler tractors with
wagon with road conditions varying from good to very poor with
deep mud
Round ; » Haul to Speed | Returnto | Speed
trips timed | Pistance) “ qump loaded shovel empty
| Feet per Feet per
Number Feet Seconds minute Seconds minute
6 475 i 116. 0 246 153. 0 186
9 | 550 137.0 241 161.0 205
8 300 73. 0 247 83. 0 217
8 | 390 87.5 268 96. 0 244
6 510 Oz 7 284 118. 3 258
3 | 700 138. 7 303 156. 7 268
6 | 375 104. 5 215 ee 167
2 550 118.0 280 130. 0 204
10 | 90 | 46.4 148 42.8 164
10 740 199. 2 223 148.7 298
7 1, 050 24157 260 207.3 303
5 1, 025 yd a 305 184. 0 334
6 785 215.7 219 142. 1 331
Metal 86 | 47,215 | 11,531.4 '....--.-.- li ieeee eee
Average.___ | ae nec a | Sl = 253
| \
fairly good and ample turning space must be available
if a two-wagon train is to be loaded every six minutes
with the ordinary 34-yard shovel.
At the dump, layer or end dumping can be used
with almost equal facility. With ordinary materials
the load as it is dumped is spread over a length of some
20 feet. In layer dumping these piles can be spread
either by a heavy blade grader or by a bulldozer, and
the material compacts without serious difficulty under
the tractors and wagons as the work progresses. Where
this practice is followed the dumping time is almost
negligible as the train need hardly come to a full stop
in order to make the dump. Dumping the load 1s
PUBLIC ROADS
de vt oR ESE
TYPICAL OPERATION WITH Tractors Having Larce-Capacity Dump WaGons
one d-yard
wagon with road conditions as noted
| :
Dip- Time Average s
pers | Length a les R nA
per | of haul —- i emarks
| load Haul | Return | Haul | Return: |
—- = a a) a
Feet | Feet
Num- per per
| ber Feet | Seconds | Seconds | minute | minute |
8 300 ie &9 247 203
: 0 fe a sa Haul down 8 per cent
7 300 64 72 | ee | ie rade hub
9 300 82 83 220 214 DP
6 300 72 92 250 196
a 200 | 73 65 169 185
6 200 69 64 174 1&8 :
8 200 74 65 162 185 Muddy, grade light.
vi 200 | 79 62 sy 194
5 i eS z ee i Road good, easy grades; |
, re more trains on job than |
if 150 47 61 192 145 needed
8 150 ‘oe A 172 158 :
| 6 1 50 38 36 79 8&3
a 6
: zy F 5 . Road good, easy grades.
6 1 50 40 39 ris) ch
Zi OHO 140 elles 246 140
7 575 155 200 222 155 }Mud hub deep.
ao 4, 350 1, 206 | 5745) 216 209
1 Not included in averages.
often merely a part of the general operation of turning
at the dump. Where end dumping is practiced, the
loads are dropped in the same general way as the turn
is being made and then a bulldozer or other equip-
ment is used to push the dumped piles over the bank.
_ Turning is fast. Crawler-type tractors can usually
work close to the edge of a fill, so that a train of two
wagons can ordinarily be turned on a 25-foot embank-
46 PUBLIC ROADS Vol. 9, No. 2
=
ment without backing. Turning time at both the dump
and the cut is therefore low, as shown in Tables 13 to
15. At the shovel the turning is usually done so quickly
that the drive-in can be made within a normal dipper
cycle. Under fair operating conditions the average
time required for turning at the dump, dumping the
load, and turning again at the shovel, should not exceed
a total of one minute, and under adverse conditions
should not exceed a total of one and one-half minutes.
PRODUCTION_OBTAINED BY LARGE LOADS RATHER THAN SPEED
The rate of travel of tractor trains is only a little
ereater than that of teams—from 275 to 325 feet per
minute under favorable conditions, and it may fall
as low as 200 feet per minute under adverse conditions.
Because of this low speed and the wide distribution of
the tractor load on the road, the cost and difficulty of
maintaining a satisfactory roadway is seldom as great
as is found necessary for the successful operation of
heavy trucks. Trucks must normally obtain their
production by maintaining a good rate of speed—8 to
10 miles an hour—when carrying a reasonable load.
The tractor train obtains its production by taking out
a large load at a low hauling speed but with little time
loss in dumping and turning.
Dependability is, of course, an important item in
selecting hauling equipment and is particularly so in
the case of tractor trains as many outfits use only two
or three units and the failure of one will reduce the out-
put by 33 or 50 per cent. During the studies few delays
were noted and these were very largely chargeable to
carelessness or indifference on the part of the operators.
From extended observation it is believed that only
high-grade operators should be employed and system-
atic attention should be given to maintaining proper
operation practices and to keeping the equipment in
first-class condition.
NUMBER OF HAULING UNITS USED OF GREAT IMPORTANCE
Use of a proper number of hauling units is of out-
standing importance. A tractor and two 5-yard wagons
represents quite an investment. The operating cost
per train is also high and is made up approximately as
follows:
Drivers e es eee $7
Depreciation). =. .24e 2205 2 eee 13
Gasoline and oil... gee ee ee 7
R@PRITS > ee as ost ee eee 3
Ot Aees iu eee 30
TABLE 18.—Analysis to determine the most economical number of tractor trains for use on a given job
Number of 2-wagon tractor trains ! Number of 1-wagon tractor trains 2
Days work tte =|. Jo NED
re at fu umber umber
Quantities Haul | shovel pro-| required l | 2 | 3 required 2 | 3 | 4 | 5
duction | to maintain ———.- || (Oe mn
full shovel : full shovel ,
production Days required production | Days required
Cubic yards Feet :
14, 400 500 20 1.9 38. 0 20. 0 20. 0 2.6 26. 1 20. 0 20. 0 20. 0
10, 800 600 1s Paid) 30. 0 15.0 15. 0 2.8 21.2 15.0 15.0 15. 0
7, 200 700 10 21 Pek 10. 6 10. 0 aaa | 153 10. 2 10. 0 10. 0
10, 800 800 15 22 33. 3 16.7 15.0 3.3 24. 6 16. 4 15.0 15.0
5, 760 900 8 Pa 18. 7 9.3 8.0 ovo 14.0 9.5 8.0 8. 0
7, 200 1, 100 10 2.6 25. 6 Dees 10. 0 4.0 19.7 Tge2 10. 0 10. 0
10, 800 1, 200 15 at 40. 0 20. 0 15.0 4.2 31,2 20. 8 15. 6 15.0
FOL Al eis oes GOP Nose we | BS a ai 2c a 202. 7 104. 4 CaO” |. eee 152. 1 105.1 . 8856 93.0
ST a ee oe So eS ae. oe eee $105 $135 SLGD ccs eee $129 $156 $183 $210
Cost to CON pRPII eee wee ee eel cee eee eee 21, 284 14, 094 15,045: |.2 23 eee 19, 621 16, 396 17, W239 19, 530
1 Tractors drawing two 5-cubic yard steel wagons, $30 per day, speed 300 feet per minute, loading time 6 minutes per train, and total time constant 8 minutes.
2 Tractors drawing one 5-cubic yard steel wagon, $27 per day, speed 300 feet per minute, loading time 3 minutes, total time constant 414 minutes.
TaBLE 19.—Analysis to determine the most economical number of units for use on a given job with considerable variation in haul distance
Number of 2-wagon tractor trains ! Number of 1-wagon tractor trains 2
| Days a ——s
res u required i
Quantities Haul shovel ee a em iat eb pa zi St
: a om full tain full
shovel : shovel :
produc- Days required produc- Days required
tion tion
Cubic yards | Feet | |
7, 200 500 | 10 1.9 10. 0 10. 0 10. 0 10. 0 10. 0 2.6 10. 0 10. 0 10. 0 10. 0 10. 0 10. 0
18, 720 600 26 PW, 26. 0 26. 0 26. 0 26. 0 26. 0 2.8 26. 0 26. 0 26. 0 26. 0 26. 0 26. 0
14, 400 900 20 Py enh a 20. 0 20. 0 20. 0 20. 0 ak te 23.3 20. 0 20. 0 20. 0 20. 0 20. 0
10, 800 1, 200 15 P47 20. 0 15.0 15. 0 15.0 15. 0 4.2 20. 8 15.6 15.0 15. 0 15. 0 15.0
5, 760 1, 500 8 3. 0 12. 0 8.0 8. 0 8.0 8. 0 4,8 12.9 9. 7 8.0 8.0 8. 0 8.0
10, 080 1, 800 14 34 as 23.3 15. 6 14.0 14.0 14. 0 SO 2651 19.3 15. 4 14.0 14.0 14.0
4, 200 2, 400 10 4.0 20. 0 Iss, 33 10. 0 10. 0 10.0 6.8 22.8 Wis al 13.7 11.4 10. 0 10. 0
7, 200 3, 000 | 10 4.7 PRS 8 15.6 PRE. 10. 0 10. 0 8.1 Zine 20. 4 16.3 13. 6 Pe 1G..2
14, 400 4, 000 20 D. 8 57.8 38. 5 28.9 owl 20. 0 10. 4 69. 3 51.9 41.6 34. 6 29. 6 26. 0
10, 800 4, 600 ey 6. 4 48. 3 Gomes Zine 19. 3 Grell 1 & 58. 6 44.0 ais), 24 29. 3 PAs, J 22. 0
Ttalp106,560: |_-----.--- eS ee 264. 0 | 194. 2 167.8 155. 4 | Bek | occ cae ee 297. 0 234. 0 20%, 2 181.9 169. 4 7 161.2
Comuponiiem 25 ------------------|...-....-. $135 $165 $195 $225 O80 |ocecnacc- $156 $183 $210 $237 $264 $291
Mis 9 os 35, 640 32, 043 32, @2] 34, 965 aeaeack |... .sseee 46, 332 42, 822 42, 252 43, 110 44,722 46, 909
! Tractor to draw two 5-cubic yard steel wagons, $30 per day, speed 300 feet per minute, loading time 6 minutes, total time constant 8 minutes.
? Tractors drawing one 5-cubic yard steel wagon, $27 per day, speed 300 feet per minute, loading time 3 minutes, total time constant 4144 minutes.
April, 1928
PUBLIC ROADS
47
A high output per unit is necessary to justify this
expenditure. Obviously, the minimum hauling equpi-
ment which can maintain full shovel production is two
trains. Under ordinary conditions two trains of two
wagons each should be able to maintain full production
for a 34-yard shovel up to a haul of 600 or 700 feet,
depending on the exact rate of shovel operation. The
minimum cost per day for a grading outfit provided
with this equipment is about $135 (shovel, $50; two
trains, $60; dump, $25). At a haul of about 700 or
800 feet a third unit will be needed, and if there is
much hauling beyond 1,600 or 1,800 feet a fourth train
may prove desirable. Tables 18 and 19 are develop-
ments of the same data as those given previously in
connection with the discussion of team and truck
hauling. They show how the total cost of the job is
affected by using various numbers of one-wagon and
two-wagon tractor trains. It will be noted that the
use of one-wagon trains is much more expensive than
two-wagon trains except for hauls less than about 400
feet. Using this method of analysis and the prices
investigation and experience indicate for the particular
job, the contractor can determine within reasonable
limits not only what type of equipment is preferable
but also the number of units which will prove most
economical to place on the job.
Where two-wagon trains are used, each additional
hauling unit after the first two extends the hmit to
which full shovel production can be maintained con-
siderably—under favorable operating conditions about
900 feet—and if shovel operation is slow or difficult the
distance may be much greater. The daily operating
cost of each train 1s high and it is not always easy to
decide just when an additional train would prove
economical. Assume that two tractor trains of two
wagons each can maintain full shovel production up to a
haul of 600 feet, and that three trains could maintain
full production up to a haul of 1,500 feet, and that the
daily cost of operating with the two trains is $135 per
day and that the additional train will cost $30 per day.
An additional unit should be added at the point where
increased production is proportional to the increased
cost. In this case it should be added at the haul
distance corresponding to the theoretical train require-
ment, N, as determined by equating the cost ratio to
2
| : oe : .
the production ratio, 165 WN’ which results in the
value, N=2.44 trains. The additional train require-
ment varies from 0 to 1 over a distance of 900 feet and
the theoretical requirement of 0.44 of a train will be
at a distance of 396 feet. The additional two-wagon
train should therefore be added at a haul of approxi-
mately 1,000 feet.
Under the conditions prevailing on the jobs given in
Tables 18 and 19 there is a decided advantage in using
two-wagon trains, particularly on the long-haul job
in Table 19. No allowance has been made in the
examples for the possible saving on short hauls where
a portion of the equipment will not be needed. Some
saving is possible in operating expense, even though
drivers must be paid. Where horses and wagons are
used, feeding the horses and the drivers when work is
shut down generates an idle-time cost which is at least
half of the operating cost. With tractors or trucks
the machines can be protected to avoid depreciation
costs; there is no charge for gasoline, oil, or repairs
and the driver may be laid off if the shutdown for that
unit is likely to be long. It seems to be practical to
carry mechanical hauling equipment much more nearly
in balance with the maximum length of haul than can
be done where teams are used.
On the other hand, profits are seriously affected by
using more tractors than are actually needed at any
particular time. If two trains can haul all the material
the shovel can dig and three are used, then the daily
cost of operation is raised from $135 to $165. If full
shovel production 1s at the rate of 720 cubic yards per
day, then with two trains working, the unit cost is
1834 cents per cubic yard, while with three trains
working it will be 2244 cents per cubic yard, an increase
of over 22 per cent.
The use of too few hauling units may affect profits
even more than the use of too many. In the case
given in Table 18 the most advantageous number of
two-wagon trains is two. The use of only one train
would increase the cost of the job nearly $7,200, and
the use of one train more than the proper number
would increase the cost about $1,250. With one-
wagon trains, three is the most advantageous number,
and if either two or four are used the cost is increased
$3,225 and $733, respectively.
The advisability of laying off surplus units at any
time depends entirely on the frequency with which
haul distances fluctuate. Opportunities will exist to
a considerable degree on some jobs, while on others
they will be entirely absent. In making the calculations
for any particular job these facts should be kept in
mind and all possibilities utilized. Onsome of the jobs
studied where two-wagon trains were used, the trains
were reduced to one-wagon on the shorter hauls. The
net operating cost remained nearly as high as before.
NOT ADVISABLE TO WORK WITH TRACTOR TRAINS WHEN WEATHER
CONDITIONS REDUCE PRODUCTION MUCH BELOW NORMAL
Where tractor trains are used for hauling, the direct
cost of keeping the outfit idle is so low that there is more
danger of operating too soon after rain than there is of
delaying too long. When idle the tractor trains as
well as the shovel generate practically no cost except
interest which is a relatively small factor as compared
with the total daily operating cost. When working,
each train costs about $30 aday. Full-time men about
the shovel and general job overhead generate a cost not
far from $40 a day. If three trains are normally
required in order to maintain production, the daily
cost of operating is about $165. Under such conditions
(providing no penalties are involved) a yardage of nearly
three-fourths of that required to pay the cost of normal
production is necessary in order to justify working at all.
There is no great danger that working too soon after
rains will create road conditions likely to interfere with
the work for some days. Road conditions must be
such that they would be considered bad for most types
of hauling equipment before the rate of operation of
tractor trains is much affected. How soon work shall
begin after a storm is, in general, dependent on the
conditions at the dump and at the shovel rather than
on the condition of the roadway. ‘The fact that this
type of hauling equipment can operate successfully
where hauling conditions are below normal does not
mean that attention to the roadway can safely be
neglected. The increased cost of fuel and the wear
and tear on the equipment on a bad road is naturally
much greater than on a good road. If the job is to be
made to yield a satisfactory profit, high-grade manage-
ment is perhaps even more necessary where tractors
and heavy wagons are employed than where ordinary
team hauling is used.
Vol. 9, No. 2, April, 1928
TRIOL
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