WOLLO UNIVERSITY

KOMBOLCHA INSTITUTE OF
TECHNOLOGY

DEPARTMENT OF CIVIL ENGINEERING

 CENG 5102 –
CONSTRUCTION EQUPMENT

Hauling and Hoisting Equipments

 Hauling Equipments
Because hauling or the transportation of excavation is
a major earthmoving activity, there are many different
types of hauling equipment available to the contractor.
hauling equipment includes trucks, wagons, scrapers,
conveyor belts, and trains.
Most of the belt – type conveyors used in construction
are portable units used for the movement of bulk
construction materials within a small area or for
placing concrete. How ever it has been proven that
conveyor belts are capable of moving earth and stone
relatively long distances at a high speed.
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 Trucks and Wagons
Trucks and wagons are still the most common forms of
construction hauling equipment. The heavy – duty rear
dump truck is most widely used because of its
flexibility of use and the ability of highway models to
move rapidly between job sites. There is a wide variety
of types and sizes of dump trucks available. Trucks can
be divided into highway trucks and off highway trucks

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 Productivity of Haulers
The productivity of a hauler unit can be computed by
using
Q= Vn * no * η
However since hauling units involve travel of
excavated materials; computing the travel time is the
most important step in computing the productivity of
the hauler

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 Estimating Equipment Travel Time
In calculating the time required for a haul unit to make
one complete cycle, it is customary to break the cycle
down into fixed and variable components.
Cycle time = Fixed time + Variable time
Fixed time represents:- spot time (moving the unit
position to begin loading), load time, maneuver time,
and dump time.
Fixed time can usually be closely estimated for a
particular type of operation.
Variable time represents the travel time required for a
unit to haul material to the unloading site and return
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  travel time will depend on
the vehicle’s weight and power,
 the condition of the haul road,
 the grades encountered,
 and the altitude above sea level.

In this section methods for calculating a vehicle’s

resistance to movement, its maximum speed, and its
travel time are presented.

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 A. Rolling Resistance
To determine the maximum speed of a vehicle in a specific
situation, it is necessary to determine the total resistance to
movement of the vehicle
Total resistance = Grade resistance + Rolling resistance
Resistance may be expressed in either kilograms per metric ton or
in kilograms. To avoid confusion, the term resistance factor will be
used in this chapter to denote resistance in kg/t.
Rolling resistance is primarily due to tire flexing and penetration
of the travel surface
The rolling resistance in kilograms may be found by multiplying
the rolling resistance factor by the vehicle’s weight in metric tons.

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 The rolling resistance factor for a rubber‐tired vehicle
equipped with conventional tires moving over a hard,
smooth, level surface has been found to be about 20
kg/ton of vehicle weight.
For vehicles equipped with radial tires, the rolling
resistance factor may be as low as 15 kg/t.
 It has been found that the rolling resistance factor
increases about 15 kg/t for each 2.5 cm of tire
penetration.

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 B. Grade Resistance
Grade resistance represents that component of vehicle
weight which acts parallel to an inclined surface.
When the vehicle is traveling up a grade, grade
resistance is positive.
When traveling downhill, grade resistance is negative
The exact value of grade resistance may be found
by multiplying the vehicle’s weight by the sine of
the angle that the road surface makes with the
horizontal.
Grade Resistance Factor (kg/t) = 10 x Grade (%)

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 However, for the grades usually encountered in
construction, it is sufficiently accurate to use the
approximation That is, a 1% grade is considered to
have a grade resistance equal to 1% of the vehicle’s
weight. This corresponds to a grade resistance factor of
10kg/t for each 1% of grade.

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 C. Effective Grade
The total resistance to movement of a vehicle (the sum
of its rolling resistance and grade resistance) may be
expressed in pounds or kilograms. However, a
somewhat simpler method for expressing total
resistance is to state it as a grade (%), which would
have a grade resistance equivalent to the total
resistance actually encountered. This method of
expressing total resistance is referred to as effective
grade, equivalent grade, or percent total resistance
and is often used in manufactures’ performance charts.
 Effective Grade (%) = Grade (%)+Rolling Resistance Factor/10
(kg/t)
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 Example
A wheel tractor‐scraper weighing 91 tons is being
operated on a haul road with a tire penetration of 5 cm.
What is the total resistance in kg and effective grade
where (a) the scraper is ascending a slope of 5%; (b)
the scraper is descending a slope of 5%?

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 Solution
A) Ascending 5 % Slope (Slope = + 5 %)

Rolling Resistance (kg/t) = 20 + (6 x cm penetration)

= 20 + 6 x 5 = 50 kg/t
= 50 kg/t x 91 t = 4,550 kg
Grade Resistance = 91 t x 1,000 kg/t x 0.05
= 4, 550 kg
Total Resistance = 4, 550 kg + 4, 550 kg = 9,100 kg
Effective Grade = 5 + 50/10 = 10 %

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 B) Descending 5 % Slope (Slope = ‐ 5 %)

Rolling Resistance (kg/t) = 4,550 kg

Grade Resistance = 91 t x 1,000 kg/t x ‐ 0.05 = ‐ 4,
550 kg
Total Resistance = 4, 550 kg ‐ 4, 550 kg = 0 kg
Effective Grade = 5 ‐ 50/10 = 0 %

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 D. Effect of Altitude
All internal combustion engines lose power as their
elevation above sea level increases because of the
decreased density of air at higher elevations
There is some variation in the performance of two ‐cycle
and four‐cycle naturally aspirated and turbocharged diesel
engines. However, engine power decreases approximately
3% for each 305 m increase in altitude above the
maximum altitude at which full rated power is delivered.
Turbocharged engines are more efficient at higher altitude
than are naturally aspirated engines and may deliver full
rated power up to an altitude of 3,050 m or more
Manufacturers use a derating factor to express percentage
of reduction in rated vehicle power at various altitudes
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 E. Effect of Traction
 The power available to move a vehicle and its load is
expressed as rim pull for wheel vehicles and drawbar pull for
crawler tractors.
 Rim pull is the pull available at the rim of the driving wheels
under rated conditions. Since it is assumed that no slippage of
the tires on the rims will occur, this is also the power available
at the surface of the tires
 Drawbar pull is the power available at the hitch of a crawler
tractor operating under standard conditions
Maximum usable pull = Coefficient of traction X Weight on
drivers
For crawler tractors and all‐wheel‐drive rubber ‐tired equipment,
the weight on the drivers is the total vehicle weight.
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 Estimating Travel Time
The first method for estimating travel time over a haul
route is
Tv=Length of the Road Section (km)/Average Speed
(km/hr)
Vmax=Pmo*η/(GP+GE)*∑R
Vavg=Vmax*Sf
Where Pmo = Power output of motor [KW]
GP = Payload (KN)
GE = Empty Weight of Hauler (KN)
ΣR = Effective Grade
η = Efficiency
Sf = Average Speed Factor
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 The maximum speed that a vehicle can maintain over a
section of the haul route cannot be used for calculating
travel time over the section, because it does not
include vehicle acceleration and deceleration One
method for accounting for acceleration and
deceleration is to multiply the maximum vehicle speed
by an average speed factor to obtain an average vehicle
speed for the section

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 A second method for
estimating travel time
over a section of haul
route is to use the
travel time curves
provided by some
manufacturers.
Separate travel‐time
curves are prepared
for loaded (rated
payload) and empty
conditions
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 Determining the number of haul units needed
In operation of construction equipments balancing the
excavator and hauler will yield in an efficient
operation
The components of the hauler cycle time are fixed
time (spot, load, maneuver, and dump) and variable
time (haul and return).
The fixed times can be estimated by using tables
however the loading time should be calculated
 Load Time=Haul Unit Capacity/Loader Production at 100 %
Efficiency
 Load Time = Number of Bucket Loads x Excavator Cycle Time

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 The number of trucks theoretically required to keep a
loader or excavator fully occupied and thus obtain the
full production of the loader or excavator may be
calculated by the use of
 Number of Haulers (N)=Hauler unit Cycle time/Load Time
 Number of Haulers (N)=Loader Production at 100 % Efficiency
Actual Hauler Productivity

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 Example
A Caterpillar Loader and a Nissan dump truck are to be
used to carry out the cart away operation for a building
project. Based on the data given below:
a) Determine the productivity of the loader.
b) Determine the productivity of the hauler.
c) Determine the number of trucks required to fully utilize the
capacity of the loader.
d) Determine the number of trucks and loaders required to
complete the work in three working days.

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 Data
Loader Data: Rated Capacity = 3.0 Lm3
Tipping Load = 11,880 kg
Cycle Time = 5 min (without loading
time)
Efficiency = 85%
Truck Data: Engine Power = 250 kW
Volume Capacity = 10 Lm3
Mass of Truck = 25,810 kg
Max. Total Weight = 35,810 kg
Fixed Cycle Time = 0.30 min (without
loading time)
Efficiency = 80%
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 Material and Other Data:
Material Density = 12.0 kN/Bm3
Bucket Fill Factor = 1.20
Load Factor = 0.90
Rolling Resistance Factor = 8%
Average Speed Factor = 0.80
Use g = 10 m/ s2
Max. Speed = Use the allowable speed limit on
the provided route.
 Route: Assume that the route is along the central lane of the
Addis – Ababa Ring Road
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