Belt Conveyors Design Operation and Opti

BELT CONVEYORS - DESIGN, OPERATION AND OPTIMIZATION
CONVEYOR DESIGN AND DESIGN STANDARDS
P. Staples Pr.Eng BSc. MSAIME

Managing Director
Conveyor Knowledge and Information Technology (Pty)Ltd (CKIT)
INDEX
1. INTRODUCTION
2. JUSTIFICATION FOR A STANDARD
3. PRESENT DESIGN STANDARDS
4. PROPOSED STANDARD FORMAT
4.1 Power and Tension

4.2 Pulley and Shafts
4.3 Selection of Belt Width and Velocity
4.4 Idler Standards
4.5 Drive Standards
5. CONCLUSION
SUMMARY
This paper has been prepared with the intention of highlighting the problems faced by design engineers who are
forced to undertake the design of belt conveyor systems using a multitude of design standards which have not
been brought into line with modern technological advancements.
To overcome some of these problems, a basic outline of a universal standard has been proposed, which can
easily be adapted to suit individual needs, without reducing the efficiency of the designer and his team.
1. INTRODUCTION
The design of belt conveyor systems has been one of the most common occurrences in the South African mining
field for over one hundred years. Conveyors are seen on virtually all mining installations, and are the biggest
problem for the plant maintenance engineer, being the cause of most plant shutdowns.
Why do belt conveyors cause such problems? It must be remembered that mining houses usually have a set of
design standards to conform to; standards which are claimed have been developed over many years to suit their
own needs in the materials handling field.
However, as I can understand the need for some aspects of a standard, others completely baffle me. It appears
that having spent a great deal of time over certain requirements of a design standard, many of the fundamentals
to which I am referring are of course the effects of overpowering on the whole conveyor system. Also, we know
that to convey material from one point to another requires a specific amount of power using a belt designed to
withstand a definite tension, so why is it that if a conveyor design problem is set to a number of designers, they
will come up with many variations on a solution, even using the same design specification.
This of course comes down to the interpretation of, and the familiarity with the standard to be used. Basically I
am suggesting that the standards as available to-day, leave a lot to be desired from the point of view of
completeness, and ease of application.
2. JUSTIFICATION FOR A STANDARD
Do we need a standard at all? and if so, what form should it take?

To answer this question let us look at a typical design office set up. On any project there are three key categories
of staff, the designers, his draughtsmen and a group of peripheral staff, (planners, buyers, structural, civil and
electrical engineers). Thus we have a set up which looks as follows:-
Figure 1. Typical project Engineering Flow Sheets
The designer is given a basic specification which will include material type and quantity to be conveyed from A to
B. This he must transform into drawings for manufacture and fabrication, design data for civil, electrical and
structural engineers, bills of quantities for buyers and activity networks for planners. With the exception of the
planning information which is only really relevant for the construction phase of the project, the designer has a
problem which he will find very difficult to overcome, and that is to supply all the necessary information to each
discipline on the project when they require it.
Therefore having obtained a scope of work from the client in question, the designer has to quickly produce the
design data, but before he is able to proceed he must obtain information from his drawing office relating to the
layout of the conveyors in the system. Now the problems begin: Prior to undertaking any calculations whatsoever
the designer must check the specifications to which he must conform.
As virtually all clients have their own opinion on the subject of conveyor design, we can rest assured there will be
some form of client input, whether it be a two volume manuscript or simply an, 'All drives shall ........' document.
The designer is confronted with conforming to the said specification, but much worse, he must ensure that his
drawing office staff are aware that there is a specification to work to. Consider that the previous week they may
have been working on another project and had to conform to a completely different specification.
What does the designer do? Does he circulate multiple copies to his drawing office with the instruction that it
must be read prior to any work being started. If so, he will possibly not meet his deadline on the supply of data
to the peripheral disciplines.
Does he try to check that his draughtsmen conform by 'looking over their shoulders' from time to time (which is
the way mistakes are guaranteed to occur). Alternatively does he instruct his drawing office that there is a
specification to work to and that it is lying around somewhere and to 'please check it if you are not to sure of how
to proceed'.
In all the offices in which I have worked, the last two solutions have been applied, with the result that, almost
without exception, the experienced draughtsmen who know how to make a system work will continue with very
little reference to the said specification.
The problem may be that on this project 'the pulleys are much bigger, the take-up length must be selected using
an ill defined formula and basically we don't know how to design a conveyor anymore. If this problem is caught
early enough we only have to change a quantity of drawings and are then back on the right road. However you
can be sure that in practice it will be too late, and the designer has to go to the client and ask for a concession
because he is not able to conform to the specification, and to make any changes to the drawings now will put him
way behind schedule. Furthermore before the client will accept deviations to the proposed format, every avenue
must be explored, and a report on the deviation prepared.
The designer is now behind whether he likes it or not and to make up time he must neglect the one function
which completes the total conveyor design, that of secondary design. By secondary design, I mean the design
which comes after the conceptual or general arrangement layouts are complete. This is the design of the chutes,
the location of bearings, the belt cleaning system to be employed and the access for maintenance. This is left to a
draughtsman without any engineering support. However, the secondary design usually encompasses the major
problems of belt conveyor system design. These are areas with very little coverage in specifications, with
comments such as, 'all conveyors will have pulleys at terminal points', being the limit to such specifications.
I pose the question again, do we need a design standard? Those who agree with the scenario I have set will
probably say, 'Allow the designer the freedom to do the job'. However 1 feel that a standard is essential. There
are very few specialist conveyor designers and thus some form of guidance must be given. However there should
be only one standard, with one basic set of parameters and which can cater for the needs of every mining and
process plant application. Without lessening the efficiency of the designer and his team such a standard will
facilitate the efficiency the overcoming of the problems occurring in secondary design.
We know this has been tried repeatedly in the past, but always in isolation from the main stream of design and
usually with the statement, 'but it caters for our own individual needs', as justification.
Having been confronted with conveyor design standards for a number of years, I have still to find a true specialist
need, I know that some clients require less capacity on a belt, others require larger pulleys and thicker belts,
requiring the use of complicated formula to arrive at a solution, but this can not be justification for devising
completely individual specifications, which could more suitably be covered in a single paragraph of a
comprehensive specification.
3. PRESENT DESIGN STANDARDS
Let us look at at the Conveyor design standards available, and in particular

the four most commonly used, C.E.M.A., GOOD YEAR, ISCOR and A.A.C. If we consider the power and tension
variation predicted by using these systems, as in Table 1, we see quite a wide range of possibilities. The reason
for this is in the selection of the rolling resistance factor, (coefficient of friction, resistance to flexure or other
commonly used terms) which varies between 0,016 and 0,035 as used in the above standards.
Table 1 Power and Tension calculations.
1(a) based on belt capacity of 500tons per hour, belt width of 900mm and a
belt velocity of 2,2m/sec.
Length Lift C.E.M.A. GOOD YEAR ISCOR A.A.C.
Power Tesn Power Tesn Power Tesn Power Tesn
m m kW kN kW kN kW kN kW kN
30 0 6 9 15 16 16 19 12 18
200 60 101 65 99 64 104 66 102 66
1000 0 81 40 89 43 113 54 104 50
1000 40 132 72 143 77 167 88 158 84
1(b) based on belt capacity of 2000tons per hour, belt width of 1500mm
and a belt velocity of 3m/sec.
Length Lift C.E.M.A. GOOD YEAR ISCOR A.A.C.
Power Tesn Power Tesn Power Tesn Power Tesn
m m kW kN kW kN kW kN kW kN
30 0 18 22 36 41 38 42 37 42
200 60 378 167 380 168 403 176 391 172
1000 0 221 84 262 98 349 127 315 116
1000 40 439 174 479 188 567 217 533 206
On the shorter systems this difference is quite insignificant, except that the belt length factor plays an important
part. However on the now common large overland type systems, these variations are unsatisfactory to say the
least.
Are we able or prepared to accept such variations? Able, I will say yes, provided we take cognisance of the
effects of overpowering. However I am not convinced we should be prepared to accept these variations, apart
from the overpowering factor there are purely economic considerations to account for. This point is very
noticeable when one becomes involved in economic evaluations (feasibility studies) of various alternative
solutions to a specific materials handling problem. For instance, how competitive would a pneumatic conveying
system or cable belt system be if designed to similar sets of standards as the conveyor. However as these
standards are as yet, not available, the manufacturer of competitive systems has far reaching advantages over
the conveyor manufacturers.
I am not for one moment suggesting that the competitive systems are under designed, simply that the designer
is not limited to designing within a conservative specification.
Too often we see examples of conveyor systems feeding process plants, where to conform to specification the
whole conveyor network is designed for a large amount of excess capacity. However, this philosophy is not
transferred to the related equipment in the rest of the plant.
4. PROPOSED STANDARD FORMAT
4.1 Power and Tension
With power and tension calculations there exists the possibility for a combination of all four of the above
standards by utilizing a single friction factor for the shorter belts, but eliminating the belt length factor which can
easily be compensated for with the overrating factor of the motor. In progressing to the longer conveyors this
factor could be variable, as advocated by C.E.M.A., only now be simply a function of belt length and capacity.
Then we could use a simplified formula as follows:-
9.81
Power (kW) = x L.V((kX+kY(Wm+Wb)+,015Wb)+ (H.Wm))
1000
Where
← L = Horizontal pulley centers (m)

← H = Vertical pulley centers (m)
← V = Belt velocity (m/sec.)
← Wm = Mass of material per meter run (kg)
← Wb = Mass of belt per metre run (kg)
← 0,015 = Return belt resistance
← kX = Belt slide and Idler rotational resistance and can be obtained from:-
kX = 0,00068(Wm+Wb)+0,022(rotating mass of the Idler per meter) (kg/m)
← kY = Resistance of the belt of flexure as it
moves over the Idlers, and can be considered to be the same as the friction factors given in
all the specifications.
Typical values of kY are given in table 2 below.
Table 2. Selection of kY factor based on Belt length, lift and capacity.

Length Lift kY kY kY kY
m m 500t/hr. 1000t/hr. 2000t/hr. 3000t/hr.
100 20 0,035 0,030 0,026 0,022
200 20 0,032 0,026 0,022 0,020
200 40 0,030 0,022 0,020 0,020
400 20 0,030 0,022 0,020 0,020
400 40 0,026 0,020 0,020 0,020
800 40 0,022 0,020 0,020 0,020
1000 40 0,020 0,020 0,020 0,020
To enable the client to maintain control of the outcome of the calculation, it is necessary only to specify the kY
factor to be used in a simple addendum to the main specification.
Belt tension calculation can be kept straightforward, provided the designer starts by considering the minimum
belt tensions, at both the drive and tail pulleys, by using the following formulae :-
Tmin = 4,2x9,81/1000 si(Wb+Wm) kN
Where 4,2 = Factor based on a 3% belt sag.

Si = Idler spacing,m
and
Tslack side = Teffective / e -1
Where T effective is the installed drive effective tension and not the effective tension computed from the above
power formula.
The one problem that is encountered is in the selection of a coefficient of friction for the drive pulley. A standard
such as given In Table 3 could be used.
Table 3 Coefficient of Friction for Drive Pulleys.
Type of Take Up
Plant Conveyor Automatic Manual

Description Construction Lagged Unlagged Lagged Unlagged
Covered 0,25 0,10 0,20 0,10
Wet
Uncovered 0,20 0,10 0,20 0,10
Covered 0,30 0,20 0,25 0,18
Semi-wet
Uncovered 0,25 0,15 0,22 0,13
Covered 0,35 0,22 0,25 0,20
Dry
Uncovered 0,30 0,18 0,25 0,15
Table 3 has been compiled from empirical data such as that given in Table 4. It should be noted that these values
are the limiting conditions (when the belt is on the point of slipping). The actual coefficients of friction developed
between surfaces are, in practically all cases where slipping does not occur, in excess of those listed.
Therefore, the convention of using these values does not reflect what actually occurs at the drive pulley.
If one considers a drive pulley under operating conditions then the higher tensioned belt section is stretched
more than on the lower tensioned section, thus the belt entering the positive drive will be traveling faster than
when it leaves it. The elastic recovery of the belt occurs over only a part of the total angle of contact, and it is at
this point, where creep takes place, that the driving is done, while making full use of the coefficient of friction.
By applying the classic tension formula to the whole angle of wrap a fictitious coefficient of friction is being used
Table 4. Recommended Drive Coefficient of Friction of Various Standards.

Condition C.E.M.A. STEVENS BRIDGESTONE LINATEX REMA
ADAMSON TIP TOP
Bare pulley 0,25 0,35 0,20 --- ---
Lagged 0,35 0,35 --- 0,60 0,45
Dry Lagged 0,35 0,35 0,35 0,60 0,45
Wet Lagged 0,35 0,35 0,25 0,80 0,35
Wet & Dirty 0,35 0,35 0,20 0,40 0,25
The advantage of working from minimum drive tension back to the maximum drive tension, can be better
explained if one looks at the design of pulleys and shafts. Over the years there has been a lot written about the
design of a pulley shaft, with the aim of trying to eliminate the high failure rate and the cost associated with such
failures.
I feel that there are only two basic reasons for pulley failure, firstly the bad manufacturing procedures, and
secondly, failure owing to an inability to calculate the minimum drive tension. The latter case of incorrect design
results in the counterweight mass having to be increased to overcome drive slip on startup, with the result that
pulley shafts are subjected to excessive loads, producing eventual failure.
By contrast, if the minimum drive tension is used as a design basis, we can overcome, failures in pulleys, caused
by inaccurate design. Thus the maximum tension will be obtained from :-
Tmaximum = Tminimum+Teffective
Where Teffective is computed from shaft power and not the installed power.
Note that the formulae discussed above are applicable to 90% of the conveyor installations being designed to-
day. However a little more analysis is required for some overland and complex systems.
4.2 Pulley and Shaft Standards
There are presently two major standards used for pulley and shaft selection, these being the ISCOR and AAC
systems. I know much has been written about the high degree of oversizing adopted by both standards, but I
feel that as the pulley is one of the least expensive components in a conveyor installation, we should not be over
concerned on the point.
Efforts should rather be directed at reducing the amount of variations there are in the selection of face width and
bearing centers. At the moment both ISCOR and AAC have two sizes per belt width, all different. This should be
reduced to a single size per belt width, and this size should be as big as possible to allow easy access and hence
reduce the damage to conveyor belts. A standard along the lines of table 5 based on the ISCOR specification
would be the most acceptable.
Pulley and shaft diameters should be kept to a minimum of two per conveyor, with as much standardization as
possible being employed on the whole conveyor system. The selection of pulleys and shafts could be from a table
similar to that shown as Table 6.
Table 5. Pulley Face Width and Bearing Centers

Belt width mm Face width mm Bearing center mm
450 550 890
600 700 1140
750 900 1370
900 1050 1520
1050 1200 1670
1200 1350 1850
1350 1500 2000
1500 1700 2300
1800 2000 2630
2100 2300 2930
4.3 Selection of Belt Width and Velocity
The selection of belt width and velocity is probably the most frustrating of problems facing the designer. There
are a variety of factors being used, factors such as :- the belt width must be three times the maximum lump size,
the belt width must be such that the system can cater for 66% excess capacity, and if a tripper is used the
factors must be increased by a further 30% etc.
This type of factor forms the basis for most standards in use to-day, and these could therefore be rationalized
into a single more acceptable standard to make the designer's task easier.
The first necessary step is the removal of the age old belt speed restrictions, after all speeds in excess of 4m/sec
are now quite common.
I am not advocating that the highest possible belt speed be used for all installations; I simply suggest that belt
speeds should not be selected only on the basis of past experience, but on the basis of belt length, transfer point
and economic considerations.
I feel that to use the criterion I have set out will automatically result in the selection of the most suitable belt
width and speed. My reasoning here is that, for inplant installations belt widths and speeds are almost always
selected on the basis of standardization and possible transfer point problems. By contrast, the larger overland
systems are selected on the basis of capital costs and the associated operating and maintenance costs, because
as belt speeds increase operating and maintenance costs usually follow suit.
Consider the suggested methods of selecting a belt width and speed. Firstly, the amount of material on a belt
must be related to the expected transfer point problems. A flat feed point fed by a controlled system will be far
easier to design than an inclined feed point fed from a crusher, where surges are very common. Therefore to
suggest a similar standard for both applications is not practical.
We often are told that conveyors should not be fed at angles of 8° incline feed points and very tight vertical
curves, with the result that the feed point stays clean, but at the curve the belt has lifted causing spillage.
I would like to suggest that a belt can be easily fed at angles of up to 16°, provided the belt width and speed are
correctly selected. It may be necessary to install belts with thicker covers, but this can form the basis for a better
design.
Thus the type of standard that could be used is shown in Table 7.
Table 7 Implant Conveyor Load Factors

Loading Point Feed Overload
Type Type Factor
Horizontal Uniform 1,20
Horizontal Surge 1,50
Incline Uniform 1,50
Horizontal Surge 1,75
Tripper ..... 1,75
Shuttle ..... 1,50
The overload factor would be used to increase the design tonnage for selection purposes.
For overland conveyors it is common to use horizontal loading points, and we are not confronted with the same
problems. As mentioned earlier it is only necessary to consider the economics of the system, with the following
limitations as given in Table 8.
Table 8. Overland Conveyor Minimum Belt Widths and Maximum Speeds

Terminal Pulley Belt Belt
Centers (m) Width (mm) Speed (m/sec)
300 to 500 600 3,50
500 to 1000 750 3,50
over 1000 900 7,00
The overload factor used should always be a minimum of 1,2 times the design tonnage.
4.4 Idler Standards
4.4.1 Introduction
The introduction of the SABS Idler specification will ensure a more uniform selection of idlers. As a result the
choice of type and spacing for Idlers should be on a more scientific basis. The types of Idler to be used on
conveyors are; transition, troughing, impact and return idlers. At this time there is no satisfactory training idler
available so they should be avoided.
4.4.2 Troughing Idler Spacing

Two types of troughing idler are used frequently, fixed and suspended roll. There is very little difference between
the two, except the training characteristics and possible cost savings associated with the suspended roll.
The question of idler spacing needs be considered more carefully. The restrictive standards as applied to-day do
more harm than good to a conveyor system. Idlers are the highest maintenance cost item on a conveyor
installation and the biggest cause of belt damage, therefore 'the fewer the better.
Idler spacing must be selected on the grounds of available belt tension, fatigue life of the idler bearings, and
structural considerations. The upper spacing limit should be set at 2200mm. Account should be taken of four and
five roll sets, but no significance can be attached to the claim that four and five roll idlers give better belt life.
4.5 Drive standards
The standardization of drives is the key to most successful conveyor systems. The problem is however that some
drives have to be drastically oversized to obtain some degree of conformity.
By considering this point at an early stage in the design process. it is usually possible to overcome the problem,
therefore simple cost analyses of all the possible solutions can quickly decide on the drive sizes to be adopted.
Also it is at this point in time when a final selection of belts can be carried out, because there is often scope to
change belt speeds to the required degree of standardization, and we should not be afraid to to this.
5. Conclusion
To conclude I would like to reiterate the need for a single design standard, which could be applied to any
conveyor installation. However, this standard must be such that it allows the client a small amount of
individuality and flexibility.
The design system as outlined in this paper can offer this flexability, by allowing the
client the freedom to select the kY factor, the drive coefficient of friction and the load
factor for selecting the belt width and speed. Coupled with this we can have a very
efficient system especially if it is adapted to computerised calculation techniques. I know
to-day that many such design programs are available, but because of the variations in
standards that must be incorporated, their credibility is unjustly made suspect, forcing the
designer to revert to the longwinded number crunching exercises which obviously reduce
his effectiveness in the drawing office.
PULLE MAXIMU
BELT HEAVY DUTY MEDIUM DUTY LIGHT DUTY BELT TYPE
Y M
SHAF BEARIN SHAF BEARIN SHAF BEARIN SHAFT
T G T G T G PLY
STEEL
LOAD
CLAS
WIDT CORE
DIA.D DIA.d DIA.d1 DIA.d DIA.d1 DIA.d DIA.d1 S kN
H
450 300 90 75 75 50 - - 200

18
400 100 75 75 50 - - 250 22
500 125 100 100 75 75 50 630 56
630 140 110 110 90 90 75 800 72

600 400 110 90 90 75 75 50 250

30
500 125 100 100 75 90 75 630 75
630 140 110 110 90 100 90 800 95
710 160 125 125 100 110 90 1250 150

750 400 125 100 100 75 75 50 250 35
500 140 110 125 100 90 75 630 95
630 160 125 140 110 110 90 800 ST500 120
710 180 140 160 125 125 100 1250 ST630 190
800 200 160 180 140 140 110 1250 ST125 280

900 400 140 110 110 110 90 90 250 45
500 160 125 140 140 110 110 630 ST500 110
630 180 140 160 125 125 100 800 ST630 145
710 200 160 180 140 140 110 1250 ST125 225
800 220 180 200 160 160 125 1250 0 340
1000 240 200 220 180 180 140 1600 ST160 430
0
All DIMENSIONS IN MILLIMETRES

MAXIMUM LOAD FIGURE = PERMISSIBLE LOAD ON PULLEY = TWICE BELT TENSION
HEAVY DUTY = 100% MAXIMUM LOAD
MEDIUM DUTY = 60% MAXIMUM LOAD
LIGHT DUTY = 30% MAXIMUM LOAD
DENOTES RATING BASED UPON STEEL CORE BELT
FOR ALLOWABLE LOAD ON BEARING SEE BEARING RATING TABLES
BELT RATING CHART, Table 6a

PULLE MAXIMU
BELT HEAVY DUTY MEDIUM DUTY LIGHT DUTY BELT TYPE
Y M
SHAF BEARIN SHAF BEARIN SHAF BEARIN PLY SHAFT
STEEL
WIDT T G T G T G CLAS LOAD
DIA. D CORE
H DIA. d DIA. d1 DIA. d DIA. d1 DIA. d DIA. d1 S kN

ST500
1050 500 180 140 140 110 110 75 630 130
ST630
630 200 160 160 125 110 90 800 170
ST125
710 220 180 180 140 125 100 1250 260
0
800 240 200 200 160 140 110 1250 395
ST160
1000 250 220 220 180 160 125 1600 505
0
1250 360 340 260 220 180 140 2000 985
ST315
0

ST500
1200 500 180 140 140 110 110 90 630 150
ST630
630 200 160 160 125 125 100 800 190
ST125
710 220 180 180 140 140 110 1250 300
0
800 240 200 200 160 160 125 1250 450
ST160
1000 260 220 220 180 180 140 1600 575
0
1250 360 340 300 260 220 180 2000 1130
ST315
0

ST500
1350 500 200 160 180 140 140 110 630 170
ST630
630 220 180 200 160 160 125 800 215
ST125
710 240 200 220 180 180 140 1250 340
0
800 280 240 240 200 200 160 1250 505
ST160
1000 300 260 260 220 220 180 1600 650
0
1250 360 320 300 260 240 200 2000 1270
ST315
0
ST500
ST630
1500 630 240 200 200 160 140 110 800 ST125 240
710 280 240 220 180 160 125 1250 0 375
800 300 260 240 200 180 140 1250 ST160 560
1000 320 280 260 220 200 160 1600 0 720
1250 360 320 280 240 220 180 2000 ST315 1400
1400 400 380 320 280 240 200 2500 0 1800
ST400
0
1800 710 300 260 260 220 180 160 1250 ST630 450
800 320 280 280 240 200 180 1250 ST125 670
1000 340 300 300 260 240 260 1600 0 865
1250 380 340 320 280 260 220 2000 ST160 1700
1400 410 380 340 300 380 240 2500 0 2100
1500 430 400 360 320 300 260 ST315 2700
0
ST630
ST125
0
2100 710 300 260 260 220 180 160 1250 525
ST160
800 320 280 280 240 200 180 1250 790
0
1000 340 300 300 260 240 200 1600 1010
ST315
1250 380 340 320 280 260 220 2000 1900
0
1400 410 380 340 300 280 240 2500 2500
ST400
1500 430 400 380 340 300 280 3100
0
ST500
0
SEE GENERAL NOTES ON SHEET 1
BELT CONVEYOR DRIVES - A CONSIDERATION OF SOME DESIGN ASPECTS
J.H. Rall Pr.Eng., BSc Eng., MSAIME Hansen Transmissions (Pty) ltd
P. Staples Pr.Eng BSc, MSAIME
Managing Director Conveyor Knowledge and Information Technology (Pty)Ltd (CKIT)
Summary:
This is a short review of part of the link between the electric power grid and flat rubber covered belts used for
transporting large volumes of granular material. It is concerned with high volume material conveying and not
with special cases such as feed or metering conveyors, steep inclined conveyors etc. It considers mainly the
speed reducer between motor coupling and drive pulley, ratings, bearing life, service factors, stopping and anti-
runback devices.
1. General:
The ever increasing rate of consumption of earth's raw materials has brought with it a need for faster movement
of these materials from the point of extraction to the point of process or usage and transporting these materials
through the process plant and disposing of the waste in the shortest possible time. Many methods of material
handling are employed from wheel barrows to dump trucks or shuttle cars, to pneumatic ducts carrying
pulverised particles in an air stream. In this line of movement, belt conveyors play a very important part in the
reliable carrying of material over long distances at a competitive cost.
Each method of material conveying has its advantages and disadvantages. One of the problems with belt
conveyors is that soft friable material can be degraded, particularly in loading and unloading. If the maintenance
of lump size is important, this can present difficulties on a complicated conveyor system.
Conveyor systems have become larger and more complex and drive systems have also been going through a
process of evolution and will continue to do so.
Bigger belts require more power and has brought the need for larger individual drives as well as multiple drives
such as 4 drives of 1000 kW each on one belt. Shaft mounting of the complete drive unit is another change which
has brought with it the requirement for more compact and lighter drive units. This tends to favor a right angle
drive configuration with the motor next to the belt and hardened gears to reduce the dimensions and mass of the
drive.
2. Drive Ratio and Belt speeds:
Depending on the quantity, size, distance and characteristics of the material to be conveyed, the absorbed
power, width, tensile requirements and top cover thickness of the belt will be decided.
Large volume conveyor belts run in the range of 2 to 6 metre/second and the allowable bend radius of the belt
determines pulley diameters which for large belts is of the order of 0,8 to 1,5 m giving pulley speeds between 50
and 125 rpm.
Assuming that 4 pole motors are used, this gives a reduction ratio required between 12:1 and 30:1.
Most modern gear manufacturers do not use a higher ratio per stage than 5:1, which means that speed reducers
will be either 2 or 3 stage reduction. (Except for small powers where worm reducers, or torque arms and V belt
drives may be used).
There is a misconception that one can reduce the cost of the gear-speed reducer by using a 6 or 8 pole motor,
but even an 8 pole motor on the higher speeds would require a reduction above 6:1 and a 2 stage unit would still
be required. The bulk of the cost of a gearbox is related to the low speed shaft torque and therefore having
determined this, there is generally no economic advantage at all in using anything but a 4 pole motor. The motor
manufacturers, because of size and volume, generally supply 4 pole motors at the lowest price, and as a rule
therefore, a 4 pole motor is the best choice with a gearbox of the appropriate ratio to arrive at the desired
conveyor shaft speed.
Where ball and roller bearings are used in the electric motors some manufacturers prefer 6 pole or even 8 pole
speeds for motors over 1000 kW.
3.1 Choice of Single or Multiple Drive.
Having calculated the power required to drive the belt and having considered the belt tension and angle of
contact, a decision can be taken on whether the belt should be fitted with single or multiple drive.
This decision is often influenced by other equipment installed in a plant and multiples of other smaller drives are
often used. Drive size may also be determined by the nearest standard motor available. Where a drive point is
situated some considerable distance from the main power source, a long cable may be involved to supply electric
power to the drive. In this case, the cable size and cost of transformers may play an important part in the
selection of number and size of motors used. With direct on line starting, the peak current the motor will draw is
likely to be of the order of 6 x full load current and the combination of running current of a motor or group of
motors with the starting current of the last motor to start will have a strong influence on the drive choice.
3.2 Method of Low Speed Shaft Connections.
Drive from the reducer to the belt pulley shaft is either by "flexible" coupling from a drive pack mounted on a
foundation next to the structure or by shaft mounted drive unit hanging on the pulley shaft. When shaft
mounted, the drive unit can be either hollow shaft, driving through a friction locking element or solid shaft
attached by a rigid coupling to the conveyor shaft. Some typical attachments are shown in the sketches. (See
appendix A).
4.1. Choice of Starting method, drive size and Protection:
During start up of conveyor belts, a considerable mass is usually involved which requires acceleration, and to
reduce the length of time that the motor draws starting current, a "slip coupling" is fitted between the drive
motor and speed reducer. Alternatively, slip ring motors are used to achieve a quick but gentle start up with
control of the peak current. On small belts below 10kW direct on line starting directly coupled is quite normal and
on belts, say below 100 kW D.O.L. starting with "slip" couplings is most common, and probably the simplest and
most cost effective. On larger drives with power at its present continuously increasing cost, slip ring motors may
be attractive, due to the prevention of the peak, particularly where maximum demand plays a part in the
electricity tariff.
There is a multitude of slip couplings on the market for use with D.O.L. start motors, but for larger belts the
majority in use are liquid type couplings, either straight traction or traction with delayed fill or controllable fill
(scoop type). A fluid coupling will always "slip" a small amount and will help multiple drives to share load,
provided the coupling "fill" has been carefully adjusted. As a rule, each coupling has a slightly different
characteristic and if adjusted to share load correctly under full load conditions will more than likely not share
properly under light load conditions. Motor characteristics also vary a little and can also contribute to poor load
sharing on multiple drives. Drive systems commonly go up to 4 motors per belt, but rarely more.
4.2 Motor Starting: (D.O.L. with fluid coupling).
On multiple drives accepted practice is to start the motor on the secondary drive first and say 3-5 seconds later
one of the primary drive motors and then the next primary motor say 5-10 seconds later.
In practice, however, the observed starting procedures and delay times vary a great deal. A very common sight
is to see the secondary drive motor running and due to conservative coupling selection, the starting current drops
somewhat, but starts rising quickly again due to the delayed fill coupling increasing it's slip torque, while the belt
remains stationary. If a primary drive is started at the correct time before the coupling torque has increased too
far, the belt is brought into motion much quicker with a lower overall current. The relative slip of the coupling
affects it's torque and so the motor current, and the sooner the belt can be moved, the sooner the current peaks
will drop.
In the case of scoop controlled fluid couplings all motors are started in quick succession and then all couplings
filled slowly. A similar procedure is followed with slip ring motors and these two methods are undoubtedly the
kindest to the belt, pulley and lagging etc.
The choice of scoop type fluid couplings or slip ring motors is likely to lead to the use of smaller motors with
safety and possible savings on switch gear maintenance.
4.3 Other Drive Methods:
Where a variable conveying rate is required, D.C. drives can be used as well as squirrel cage motors with
frequency control. Another method is by hydro-static drive; again ideal for variable speed, but overall running
and maintenance costs on big powers are likely to be higher than a fluid coupling drive, with S.C. motor or slip
ring motor.
4.4 Belt Protection:
Belt protection against overload and stalling is commonly done by a centrifugal switch driven by a roller on the
underside of the belt. This, however, is not very sensitive and more sophisticated methods are now used.
One method consists of fitting a pulse generator to the drive gearbox low speed shaft and similar pulse generator
to a roller driven by the belt. A monitoring unit compares the pulse frequencies continuously and if they go
outside set limits, an alarm is given or the belt stopped. On start up, belt slip can be kept to a minimum by using
the monitoring unit to control the start up on slipring motors. The monitoring unit can control the rotor resistance
and so the starting torque. Alternatively, the "fill" of a variable fill fluid coupling can be controlled by the
comparitor.
5. Stopping a Belt Conveyor
5.1 Forward stopping.
As a general rule, friction will reduce the normal forward speed of the belt and load and bring it to rest in a
relatively short time. The allowable time for stopping depends mainly on the discharge end conditions. Where one
belt feeds onto another, tripping conditions, transfer bunker size and belt layout may indicate a need for a belt to
be slowed down by other methods than normal friction.
On a downhill section of a conveyor discharging onto a level or uphill belt is generally the place where braking is
required. If one belt runs on longer than the rest of a system of conveyors, bunkers or transfer chutes can be
overloaded and may even be a hazard, but this is generally a very rare condition.
Considering a conveyor layout as per sketch (see appendix B) fitted with a brake on the gearbox high speed
shaft, it can be seen that when stopped under load the inertia of the load would tend to pick up the gravity
tensioner and release the tension in the belt between drive and head pulley and may even go slack by the time
the load comes to rest. The load assisted by the gravity take up would then accelerate the belt in the return
direction while the drives are stationery with brakes on. When the belt between drive and head pulley becomes
tight it has to retard the load in a fraction of the distance in which it had been accelerated. Under this sudden
stopping of the load the drive is subjected to heavy shock. In this case, a brake is not only unnecessary, but
highly undesirable.
A brake fitted on a downhill belt drive would again release tension between drive and head pulley and pick up the
take up, but this would tend to release tension on the driving (or stopping) pulleys and allow the belt to slip. This
can damage the belt and pulley lagging and can also be dangerous. The proper method of stopping a belt like this
is on the tail pulley or other pulley on the return belt after it leaves the take up.
Another application where brakes are sometimes used is on belts running through a mobile stacker, to reduce the
risk of the belt snagging; should the stacker be moved while the belt is stationary. Here again a brake would be
fitted to the tail pulley and a holdback to the drive or head.
5.2 Reverse Stopping:
Uphill conveyors normally only need an anti-runback device. This can be fitted to the head pulley or on one of the
drive pulleys or to the gearbox. If fitted to the gearbox, the torque which the holdback is required to resist is
reduced by the ratio of the gears between the holdback and drive pulley. (See appendix C). Considerable savings
can therefore be made on the size of holdback fitted to the gearbox compared to that required on the head or
drive pulley. However, on multiple drives there can be problems with load sharing. On normal running and start
up, the driving load is shared between the various drives by either fluid couplings or slip-ring motors as
previously mentioned. When being held by a holdback fitted to the gearbox, the system is torsionally much more
rigid than in the drive direction and it is highly unlikely that more than one gearbox / backstop combination would
hold the belt unless specific provision is made for load sharing.
On a continuously inclined belt, (which is the worst,) at the moment of coming to rest, the friction load can be
considered not to play any significant part in holding the belt back and the full driving torque has to be
considered acting in the reverse direction. On a multiple drive in this situation, if the strength of one gearbox is
sufficient to resist the runback torque, then a holdback on one gearbox will be adequate. Alternatively, more than
one gearbox has to be fitted with a holdback and some means of load sharing provided. (See appendix D for
holdback sketches).
In many cases brakes are fitted together with holdbacks. If both the brake and holdback have each been selected
for a torque somewhere near the driving torque, then clearly on runback condition with brake and holdback
working together, their combined torque is likely to be considerably higher than the gearbox rating. Returning to
the sketch of the conveyor just discussed, the brakes will bring the drive pulleys and gearboxes to rest long
before the load. Consider the gearbox high speed shaft fitted with brake drum and holdback both locked against
reverse motion. When the belt suddenly applies reverse drive to the pulley, the holdback and braking torque has
to be overcome and the brake drum accelerated through the gearbox as speed increases. In this situation, an
incredible stress is placed on the drum, low speed coupling and gear-train.
6. Service Factors: (See appendix E for service factors recommended by AGMA).
6.1 Gear Rating:
The use of a service factor is often regarded as a factor of ignorance by the end uses. It may well represent the
ignorance of the drive suppliers of the true conditions.
In broad terms, gears rated according to the AGMA method of calculation will transmit the rated load
continuously, with a risk of tooth failure of less than 1% due to surface durability or strength provided that no
shock loads are applied, no bearings fail, no material defects exist, load bearing is perfect and lubrication is
perfect etc.
In practice, a steady load is not very common, neither are bearings which do not wear or absolutely rigid
housings, shafts etc.
A service factor should therefore be selected with due consideration of the actual conditions and not in "ignorance
from a table"
6.2 Load Conditions on Teeth and other Components:
The loading and stress on any one gear tooth will vary from zero to maximum once per revolution tensile on one
flank and compressive on the opposite as long as it runs and drives in one direction. If this same drive unit is
used on a reversible drive, the variation of stress on a tooth is therefore increased as both flanks of the teeth are
subjected to tensile and compressive stress and the range from maximum to minimum nearly doubled and the
fatigue life of the teeth considerably reduced. Even under steady load conditions in both directions, the 1%
chance of failure will no longer apply.
Another potential problem area on reversible drives is keys and keyways. Keys invariably have a very small
amount of side clearance which will move from one side of the key to the other on reversal. The effect this has
will mainly depend on the amount of clearance and the shock which is applied. This is normally a maximum under
start up when backlash between the teeth, coupling, elements etc., are likely to be open particularly on the
reverse start up condition.
Reversal of stress in drive components can also occur on units running only in one direction, for instance, where
brakes are fitted to slow the belt down.
The above for instance, applies equally to the low speed shaft couplings where a spring element on a reversing
conveyor may fail in fatigue where an identical drive on a unidirectional conveyor shows no sign of fatigue.
The choice of brakes on conveyor drives appear to be selected to suit the drive motor torque or more. On a
crane, this may be a valid starting point for brake selection, but on a conveyor which may have up as well as
downhill sections, the motor torque is likely to lead to the selection of much too large a brake.
On the use of service factors, it is common practice to select a gearbox with a minimum service factor calculated
on installed motor power. The motor power is often arrived at by doing very extensive and careful calculations of
the power required to drive the belt which in simple terms will consist of power to overcome friction plus power to
lift the load. In both cases, an absolute maximum can be taken and then a contingency factor added.
The efficiency of the fluid coupling can then be estimated, to be extremely low and so also the gearbox efficiency.
Apply a service factor on top of this, then select the next bigger standard motor and the drive motor will be able
to cope with the most adverse freak condition with power to spare, but do a fair amount of damage to the belt,
pulleys etc.
The last thing one wants to do is select a drive unit too small, but it is essential to do all the calculations
accurately and then apply a "contingency" factor only once. The consequences of selecting a gearbox or a low
speed shaft coupling on drum shaft too large would produce an uneconomic solution, but would give a very long
expected life. However, selecting too large a motor will have quite the opposite effect on the life of a belt,
pulleys, gearboxes etc., over an extended period of time. As an example, consider a conveyor drive calculated to
require 70 kW to drive it and add a 50% contingency factor. indicating an absolute maximum 105 kW. The next
bigger size of motor is say 132 kW.
On start up the drive train may be subjected to a torque equivalent to 2½ x 132 Kw = 330 kW while originally
one set out only needing 70 kW. On start up, the mechanical components of this drive will certainly receive a
beating.
Returning to the calculated rating of the drive unit; to ensure that one maintains the chance of failure at the
correct level, the operating conditions have to be analysed and a S.F. selected to ensure that shock and other
unforseen conditions do not go outside the factors taken into the calculation. It is accepted that the calculated
rating of a gear can be exceeded for short periods without damage. For instance, it allows for a starting torque of
twice the AGMA rating of the gear without ill effect.
6.3 Bearing Life:
The normal methods of rating a ball or roller bearing in a gearbox is to assume a B10 life of 5000 hours and
calculate the rated power of the gears for this bearing life which is then taken as the bearing rating. The kW
rating for bearings will therefore normally be higher than the rating of the gears.
The generalised relationship between the life of roller bearing, the operating load and rated capacity is expressed
as:-
Life = Constant [ Rated load capacity ] 3,3
Operating speed [ Actual operating load ]
When the bearing rating at a specific speed is calculated as stated above in terms of kW for 5000 hours B10 life
and the average absorbed power of the driven machine is known, then the expected B10 bearing life will be:-
5000 * [ kW rating of bearing ] 3,3 Hours

[ Absorbed average power in kW ]
Statistically more than 90% of all bearings operating under these conditions will have a life at least equal to the
calculated figure or the chance of failure is less than 10% in this period of running time. This is a statistical
probability based on the assumption that the actual life will be normally distributed and the 10% failures include
the possibility of a failure in the first minute of operation. likewise the 90% which will exceed this calculated life
will include some which will have infinite life as the tails of the normal distribution curve stretch from zero to
infinity.
For other chances of failure, the bearing manufacturers give the following factors with which to multiply the B10
life to calculate the expected life for the corresponding chance of failure.
Probability of failure 10% 5% 4% 3% 2% 1%
Factor 1 0,62 0,53 0,44 0,33 0,21
The catalogue rating for a gear unit is the rating in kW of the weakest element in the gear unit. Assuming the
buyer requests a S.F. of 1,5 on the absorbed power, and that a bearing is the weakest element, then the
expected bearing life will be approximately 19000 hours for a 10% chance of failure or 4000 hours for 1% chance
of failure. The relationship between load and life is exponential and a small change in load will have a significant
influence on expected bearing life, therefore, it is essential that the average absorbed power of the belt be
calculated.
7. Conclusion:
To provide a first class solution to a materials conveying problem an important point is a good integrated
balanced design of which the drive is one element which requires close and open collaboration between the
conveyor designer and the drive supplier. To this end, may we suggest that when placing an enquiry for conveyor
drives of say over 100 kW, that the following information be given:-
1. A simple sketch of the conveyor layout.

2. Calculated absorbed power in some detail such as:-
a. Power to overcome all friction losses. ...........
... kW
b. Power to lift load. (If lift is involved). ...........
... kW
c. Power to move load on level. (Where level and lift involved).
__________kW
d. a + b + c = Calculated normal total absorbed power.
========kW
e. Contingency for overload and frequency expected (or chance of overload in %).
................kW
f. Total maximum calculated absorbed power.
========kW
g. Additional torque required to accelerate load ...........
..... Nm
If this is more than 75% of the equivalent torque
Of (f), then it needs consideration in relation to
the motor characteristics.
h. For purposes of bearing life calculation, the expected average continuous absorbed power.
3. Method of starting and expected start up time.
4. Method of preventing runback.
5. Size of motor (If not less that 'f' reason for choice).
6. Expected service factor and reason for choice of S.F.
7. Expected bearing life and acceptable chance of bearing failure.
The end user requires larger outputs for a specific capital costs coupled to low energy consumption, low
maintenance costs and high reliability over a long operating life. One of the "elements in this "mix" is the speed
reducer for which the optimum choice is at the present moment certain to be a helical gear unit with shafts
running on ball or roller bearing with hardened teeth driven by an appropriate "mix" of electric motor and
coupling
External Shrink Double Taper.

Appendix A1
Internal Friction Locking Elements
External Shrink Disc

Single Taper
Appendix A2
Internal Stretching Element

Appendix A3
Solid Shaft Rigid Coupling

Shaft Mounting for Gearbox
Conveyor Drive with

Friction Brakes
Appendix B
Normal Running
Full load trip

Brakes stop belt and load carries on picking
up gravity take up causing slack belt.
If brakes are required "X" is the proper place to apply them.
Gearbox Ratio 16:1 Then Torque
on Backstop 1/16th. of L.S.S. Torque
Appendix C
L.S. Gearset Ratio 4:1 Torque on Backstop

on Intermediate Shaft ¼ of L.S.S. Torque
Roller and Ramp Type Holdback

Appendix D1
Sprag Type Holdback

Centrifugal Release
Sprag Type Holdback
Appendix D2
A = Locking Direction
B = Free Wheeling Direction
Band Type Holdbacks

Appendix D3
APPENDIX E WITH ACKNOWLEDGEMENT TO AGMA.

AGMA STANDARD PRACTICE FOR
ENCLOSED SPEED REDUCERS OR INCREASERS
USING SPUR, HELICAL, HERRINGBONE
AND SPIRAL BEVEL GEARS
4. Service Factors
4.1 Before a reducer can be selected for any given application, the equivalent horsepower is computed by
multiplying the specified or actual horsepower by the service factor for the particular load classification for which
the unit is to be used. It is necessary that the unit selected have a capacity equal to or in excess of this
equivalent horsepower. The recommended service factors for various load classifications and duration of service
are shown for several types of prime movers in Table 1.
4.2 Load classifications for various applications are given in Table 2. They are classified into three commonly
recognized load classifications : Uniform, Moderate Shock, and Heavy Shock.
4.3 Service factors represent the normal relationship between gear design power rating and the continuous
power requirements. Applications involving unusual or severe loading or requiring a high degree of dependability
should be carefully reviewed with the manufacturer before a service factor is applied.
4.3.1 Applications with high-torque motors and motors for intermittent operations and applications where
extreme repetitive shock occurs or where high-energy loads must be absorbed, as when stalling, require special
consideration and are not covered by the service factors given in Table 1.
Table 1 Service Factors

Driven Machine Load Classification
Prime Mover Duration of Service
Uniform Moderate Shock Heavy Shock
0.50 0.80 1.25

Occasional 1/2hr. per day
Electric Motor,
Intermittent 3hrs. per day 0.80 1.00 1.50
Steam Turbine,
Over 3hrs up to and
or 1.00 1.25 1.75
incl. 10hrs. per day
Hydraulic Motor
Over 10 hrs. per day
1.25 1.50 2.00
0.80 1.00 1.50

Multi-Cylinder
Internal
Over 3hrs. up to and
Combustion 1.25 1.50 2.00
Engine
Over 10hrs. per day
1.50 1.75 2.25
1.00 1.25 1.75

Single Cylinder
Internal
Over 3hrs. up to and
Combustion 1.50 1.75 2.25
Engine
Over 10hrs. per day
1.75 2.00 2.50
4.4 when drives are equipped with brakes on the input, and the torque rating of the brake exceeds the rating of
the motor, the rating of the brake dictates the selection of the gear unit.
4.5 The recommended service factors for Dry Dock Crane applications are given in Table 3. Due to the nature of
these crane drives, the service factors are to be used for any duration of service.
4.6 When a fluid coupling is used between the prime mover and the gear unit, the service factor given in Table 1
for moderate or heavy shock may be modified based on the unit manufacturer's analysis and recommendation for
the application.
4.7 The maximum momentary or starting load must not exceed 200 per cent of rated load (1 00 per cent
overload). Rated load is defined as the unit rating with a service factor of 1.0.
4.8 The service factors listed for paper mill applications are consistent with those shown in TAPPI (Technical
Association of the Pulp and Paper Industry) Standard 406.08, "Service Factors for Gears on Major Equipment in
the Paper and Pump Industry."

Table 2 Application Classification for Enclosed Speed Reducers
Application Load Classification

AGITATORS
Pure Liquids Uniform
Liquids and Solids
Liquids-Variable Density Moderate Shock
Moderate Shock
BLOWERS
Uniform
Centrifugal
Lobe Moderate Shock
Vane
Uniform

BREWING AND DISTILLING Uniform
Bottling Machinery
Brew kettles, Cont. Duty Uniform
Cookers-Cont. Duty
Mash Tubs-Cont. Duty Uniform
Scale Hopper, Frequent Starts Uniform
Moderate Shock
CAN FILLING MACHINES Uniform
CANE KNIVES SF = 1.50
CAR DUMPERS Heavy Shock
CAR PULLERS Moderate Shock
CLARIFIERS Uniform
CLASSIFIERS Moderate Shock

CLAY WORKING MACHINERY
Brick Press Heavy Shock
Briquette Machine Heavy Shock
Clay Working Machinery
Pug Mill Moderate Shock
Moderate Shock

COMPRESSORS
Centrifugal Uniform
Lobe Moderate Shock
Reciprocating, Multi-Cylinder
Reciprocating, Single-Cylinder Moderate Shock
Heavy Shock

CONVEYORS-UNIFORMALLY LOADED Uniform
OR FED
Uniform
Apron
Assembly Uniform
Belt
Bucket Uniform
Chain
Uniform
Flight
Oven Uniform
Screw
Uniform
Uniform
Table 2 Application Classification for Enclosed Speed Reducers (continued)
Application Load Classification
CONVEYORS-HEAVY DUTY NOT UNIFORMLY FED

Apron
Assembly Moderate Shock
Moderate Shock
Moderate Shock
Moderate Shock
Moderate Shock
Moderate Shock
Belt
Bucket
Chain Moderate Shock
Flight
Heavy Shock
*Live Roll
Oven Moderate Shock
Reciprocating
Screw Heavy Shock
Shaker

CRANES (See Table 3 for Dry Dock Cranes)
Uniform
Main Hoists
*Bridge Travel
*Trolley Travel

CRUSHER
Ore Heavy Shock
Stone
Sugar Heavy Shock
SF = 1.50

Moderate Shock
DREDGES
Cable Reels Moderate Shock
Conveyors Heavy Shock
Cutter Head Drives
Jig Drives Heavy Shock
Maneuvering Winches
Pumps Moderate Shock
Screen Drive Moderate Shock
Stackers
Utility Winches Heavy Shock
Moderate Shock
Moderate Shock
DRY DOCK CRANES See Table 3

Uniform
ELEVATORS Moderate Shock
Bucket-Uniform Load
Bucket-Heavy Load Uniform
Bucket-Cont.
Uniform
Centrifugal Discharge
Escalators Uniform
Freight
Gravity Discharge Moderate Shock
*Man Lifts Uniform
*Passenger

Uniform
**EXTRUDERS(Plastic)
Film Uniform
Sheet
Coating Uniform
Rods Uniform
Pipe
Tubing Uniform
Blow Molders
Uniform
Pre-plasticizers
Moderate Shock
Moderate Shock
*Refer to Factory
**To be selected on basis of 24hr service only.
APPENDIX F.
Comparison of capital cost of slipring motor with switchgear
versus
D.O.L. start S cage motor with scoop coupling and system loses.
For 3,3 Kw:
450 Kw 375 Kw 225 Kw Starting Current
Slipring 108 118 109
Total Estimated Losses 7% 7% 8%

2 * full load
D.O.L. start 100 100 100
6 * full load
Total Estimated Losses 8% to 11% 9% to 12% 10% to 12%
For 500 Volt:
Slipring 130 110 103 2 * Full load
Total estimated losses 7% 7% 8%
D.O.L. Start 100 100 100 6 * Full Load
Total estimated losses 9% to 11% 9% to 12% 10% to 12%
Please note only one manufacturers prices were used for motors, fluid couplings and switchgear. No allowance is
made for supply cable size to cater for starting current.
Screw Conveyor Engineering Guide

Introduction
The engineering section of this catalog was compiled to aid you in the design of a conveyor system, yielding
optimum performance and efficiency, for your individual conveying function.
Primary considerations for the selection of a screw conveyor are:
1. Type and condition of the material to be handled, including maximum particle size, and, if available,
the specific bulk density of the material to be conveyed.
2. Quantity of transported material, expressed in pounds or tons per hour.
3. The distance for which the material is to be conveyed.
In the next sections is the necessary information for the selection of a screw conveyor system, presented in
a series of five steps. These steps are arranged in logical order, and are divided into separate sections for
simplicity.
The five steps are:
1. Establishing the characteristics of the material to be conveyed.

2. Locating conveyor capacity (conveyor size and speed) on capacity tables.
3. Selection of conveyor components.
4. Calculation of required horsepower.
5. Checking of component torque capacities (including selection of shaft types and sizes).
All necessary calculations are expressed in graphic and equation form, and use of all charts, graphs, etc. will
be explained fully at the end of each section.
Engineering data regarding the design of screw feeders and their selection, is presented in a separate
section, immediately following the screw conveyor data.
Any unusual applications, or special designs, should be referred to KWS Mfg's. Engineering Department.
Screw Conveyor Engineering Guide

Material Characteristics
The Material Tables on the following pages contain information regarding materials which may be effectively
conveyed, using KWS Manufacturing Company's screw conveyor systems. For information on unlisted
materials, refer to the Engineering Department of KWS Manufacturing Company, Inc.
"Convey-ability" data for unlisted materials can, when necessary, be complied by making a comparison of
listed materials which have similar physical characteristics, such as weight and particle size. The following is
a brief description of the information presented in the Materials Table.
Maximum Particle Size

Conveyor size, speed, and horsepower requirements, are directly affected by bulk density and internal
friction, which are relative to the particle size of conveyed material,
Average Weight per Cubic Foot

This section of the Materials Table is supplied to enable you to convert the required capacity in pounds or
tons per hour to volume in cubic feet per hour.
Note: Since most typical applications of screw conveyors receive slightly aerated, gravity fed products, the
weights listed in this table are averages and when possible, actual bulk densities should be used.
Conveyor Loading
The recommended percentages of conveyor loading is a prime factor in determining the size of conveyor,
and is based on the maximum depth at which materials will flow through the conveyor without causing
undue wear. Considerations should be made, for example, for materials with a high abrasiveness because
wear indexes would normally be higher due to a larger contact area with component parts.
Horsepower Factor
The horsepower factor, representing the relative mobility of the material, is necessary for horsepower
calculation.
Recommended Component Series

This information is presented to assist in the selection of the proper materials of construction, component
weights and other specifications best suited for the material to be conveyed. The alphabetical code refers to
general component series, and the numerical code gives bearing and shaft type recommendations. See
component series tables
Abrasiveness, Corrosiveness And "Flow-ability"

In addition to the above information, the Materials Table also presents graphically the
relative abrasiveness, corrosiveness and "flow-ability" of the materials listed. These
characteristics, as well as other special aspects of materials, are given further treatment in
the Component Selection Section. The values of the graphic presentation used in the
Materials Table are listed below.
Description I ll III
Abrasiveness Not Abrasive Mildly Abrasive Highly Abrasive
Corrosiveness Not Corrosive Mildly Corrosive Highly Corrosive
Free Flowing Relatively Free Flowing Sluggish
Flowability Angle of Repose
To 30° 30° - 45° Beyond 45°
Note: Some materials, while they are not corrosive under "normal" conditions; may become corrosive under
certain other conditions, such as when heated or in the presence of moisture.
Special Characteristics Notes

Notable unusual material characteristics are fisted by numerical codes in the last column of the table where
applicable. An explanation of these numerical codes is given below.
1. Contains explosive dust

2. Fluidizes easily
3. Absorbs moisture.
4. Usage or value affected by contamination.
5. Emits toxic fumes or dust.
6. Usage or value affected by material degradation.
7. Exceptionally light or fluffy.
8. Tends to pack under pressure.
9. Fibrous material which tends to mat.
Materials Table
A | B | C | D-G | H-L | M-O | P-R | S | T-Z

Tables are in alphabetical order. Click above to navigate to different sections.
Table keys and explanations are located in the "Material Characteristics" Section.
Maximum Average
H.P. Component Abras- Corrosi- Flow-
Material Particle Size Weight Per Loading Note
Factor Series iveness veness ability
(IN.) Cu.Ft.
Acetylenogen + 1/2 70-80 30B 1.6 B4 II I II 1
(Calcium
Carbide)
Adipic Acid -100M 45 30A 0.8 D3 I II II 3
Alfalfa Meal -1/8 17 30A 0.9 B4 II I III .7
Alfalfa Seed -1/8 48 30B 0.5 B4 II I I 1
Almonds -1/2 28-30 30B 0.9 B4 II I II 6
Alum -1/8 45-58 30A 0.6 A2 I I II •
Alum, lumpy + 1/2 50-60 30A 1.4 B1 I I II •
Alumina -100M 60-120 15 1.8 C4 III I I 2
Aluminate Gell, -100M 45 30B 1.7 B4 II I II
dried
Aluminum Chips -1/2 7-15 30A 0.8 A2 I I III 9
Aluminum -1/2 13-18 30A 1.4 A2 I I III
Hydrate
(Aluminum
Hydroxide)
Aluminum Oxide -100M 60-120 15 1.8 C4 III I I 2
(Alumina)
Aluminum Ore -3 75-85 15 1.8 D4 III I II
(Bauxite)
Aluminum -1/8 49 45 0.8 A2 I I II
Silicate
Aluminum • • • • • • • •
Sulfate (Alum)
Amianthus Fibers 20-40 30B 1.0 B4 II I III 5,7,8
(Asbestos )
Ammonium -1/8 52 30A 0.8 A2 I I II
Chloride,
Crystalline
Ammonium -1/8 45-62 • • • • • • • 1.3
Nitrate
Ammonium • 40-58 • • • • • III •
Sulfate
Andalusite -1/8 49 45 0.8 A2 I I II
(Aluminum
Silicate)
Antimony -100M • 30B • B4 II I II •
Apple Pomace, -1/2 15 30B 0.5 B4 II I III 7
dry
Arsenate of Lead -1/8 72 30A 1.0 A2 I I III 2, 5
(Lead Arsenate)
Arsenic -100M 30 • • • • • • •5
Arsenic Oxide • 100-120 • • • • • • •5
(Arsenolite)
Asbestos, Ore -1/2 81 15 1.2 C4 III I II 5
Asbestos, Shred Fibers 20-40 30B 1.0 B4 II I III 5, 7, 8
Ashes, Coal, dry -1/2 35-45 30B 2.0 B4 II I III
Ashes, Coal, dry -3 35-45 30B 2.0 B4 II I III
Ashes, Coal, wet -1/2 45-50 30B 3.0 D4 II II III 8
Ashes, Coal, wet -3 40-50 15 4.0 D4 II II III 8
Asphalt, Crushed -1/2 45 30A 2.0 A2 I I II
Conveyor Capacity
A capacity table is provided on the next section to aid you in calculation of proper conveyor size. To use this
table, find the capacity at maximum RPM, opposite the recommended percentage of conveyor loading,
which equals or exceeds the capacity of material required per hour. The recommended conveyor diameter
will then be found in the appropriate column on the same line, as will the maximum particle size
recommended for the screw diameter.
If the maximum particle size you plan to convey is larger than the maximum recommended particle size for
the conveyor you've chosen from the table, you must then select a larger conveyor, adequate to handle the
maximum particle size you intend to use.
Calculation of Conveyor Speed

Conveyor speed can be most conveniently calculated, by use of the nomographs supplied on pages To use
this nomograph first locate the two known values (screw diameter, and required capacity, in cu. ft. per hour)
then with a straight edge connect these two points, and the appropriate conveyor speed will be the
intersection point on the third value column marked "speed".
Maximum economical capacities will be listed for reference opposite their respective
conveyor diameters, and should not be exceeded. Another method of calculating
conveyor speed is:
CFH
CS =
CFH at 1RPM
Equation Symbols
CS = Conveyor Speed
CFH = Capacity in Cubic Feet per Hour
Capacity Factors for Special Pitch or Modified Flight

Conveyors
Special conveyor types are selected in the same manner as standard conveyors, but the section capacity
used for determining size and speed, must be modified to compensate for different characteristics of special
conveyors.
Calculation of special screw conveyor capacities is as follows:
SC = CFH x CF
Equation Symbols
SC = Selection Capacity
CFH = Required Capacity in Cubic Feet per Hour
CF = Capacity Factor
Special Conveyor Pitch Capacity Factors
Pitch Description Capacity Factor

Standard Pitch = Diameter 1.00
Short Pitch = 2/3 Diameter 1.50
Half Pitch = 1/2 Diameter 2.00
Long Pitch = 1-1/2 Diameters 0.67
Special Conveyor Flight Capacity Factors
Conveyor Loading
Type
15% 30% 45% 95%
Cut flight 1.92 1.57 1.43 *
Cut & folded flight * 3.75 2.54 *
Not Recommended Factors for Conveyors With Paddles*
Paddles Per Pitch

Factor 1 2 3 4
1.08 1.16 1.24 1.32
* Std. paddles at 45° reverse pitch
Ribbon Conveyor Capacity Factors
Conveyor Loading
Dia. Ribbon Width
15% 30% 45%
6 1 1.32 1.52 1.79
9 1-1/2 1.34 1.54 1.81
10 1-1/2 1.45 1.67 1.96
12 2 1.32 1.52 1.79
2-1/2 1.11 1.27 1.50
14 2-1/2 1.27 1.45 1.71
16 2-1/2 1.55 1.69 1.90
18 3 1.33 1.53 1.80
20 3 1.60 1.75 1.96
24 3 2.02 2.14 2.28
Example:
A conveyor is required to transport 10 tons per hour of a material weighing 62 pounds per cubic foot and
having a maximum particle size of 100 mesh. To further complicate the problem, we will require that the
material be mixed in transit using cut and folded flights. Since the distance the material is to be conveyed is
relatively short, we want to use short pitch screws, to insure proper mixing of material. The materials table
recommends a loading percentage of 30% A.
Actual calculated volume:
20,000 lbs.
= 323 cu. ft./hr.
62 lbs. / cu. ft.
For proper calculation of size and speed, this volume must be corrected, by use of capacity factors, to
compensate for cut and folded, and short (2/3) pitch flights.
These capacity factors, taken from the preceding charts are:
Cut and folded flights 30% loading = 3.75

Short pitch flights (2/3 pitch) = 1.50
With capacity factors included, capacity will now be calculated:
SC = 3.75 * 1.50 * 323

SC = 1817cu.ft.
This selection capacity value will be used in the capacity table, for calculating correct size and speed. In the
appropriate column, under 30% A loading, we find that a 14" conveyor, at the maximum recommended
speed will convey 2194 cu. ft. per hr. or 21.1 cu. ft. per revolution.
To calculate actual conveyor speed, the following formula should be used:
1817 cu. ft. / hr.

= 86.1 RPM
21.1 cu. ft. / hr. at 1 RPM
This is the correct speed at which the 14" conveyor with cut and folded, and short pitch flights will convey
the actual capacity of 323 cu. ft. per hour.
Graphic selection of this conveyor could also be accomplished by use of the 30% A nomograph on page 22
and the selection capacity of 1817 cu. ft. per hour.
Conveyor Capacity Table

Capacity in Cu. Ft. Per Hr.
Trough Loading Screw Dia. Max. Lump Size (In.) Max. RPM
At Max. RPM At 1 RPM
4 1/2 69 14.5 .21
6 3/4 66 49.5 .75
9 1-1/2 62 173 2.8
10 1-3/4 60 222 3.7
12 2 58 389 6.7
14 2-1/2 56 588 10.5
16 3 53 832 15.7
18 3-1/4 50 1,135 22.7
20 3-1/2 47 1,462 31.1
24 4 42 2,293 54.6
4 1/2 139 57 .41
6 3/4 132 198 1.5
9 1-1/2 122 683 5.6
10 1-3/4 118 849 7.2
12 2 111 1,476 13.3
14 2-1/2 104 2,194 21.1
16 3 97 3,046 31.4
18 3-1/4 90 4,086 45.4
20 3-1/2 82 5,092 62.1
24 4 68 7,426 109.2
4 1/2 69 28 .41
6 3/4 66 99 1.5
9 1-1/2 62 347 5.6
10 1-3/4 60 432 7.2
12 2 58 771 13.3
14 2-1/2 56 1,182 21.1
16 3 53 1,664 31.4
18 3-1/4 50 2,270 45.4
20 3-1/2 47 2,919 62.1
24 4 42 4,586 109.2
4 1/2 190 116 .61
6 3/4 182 413 2.27
9 1-1/2 170 1,360 8.0
10 1-3/4 165 1,782 10.8
12 2 157 3,030 19.3
14 2-1/2 148 4,558 30.8
16 3 140 6,524 46.6
18 3-1/4 131 8,659 66.1
20 3-1/2 122 11,590 95.0
24 4 105 17,535 167.0
95% Loaded Conveyors

Conveyor loadings may sometime exceed the recommended % of Loading, listed in the materials table.
Considerations as to the material characteristics may justify up to 95% loading of tubular or shrouded con-
veyors. The following table lists maximum speeds limited with regard to the percentage of loading normally
recommended for the specific listed materials.

Capacity Table For 95% Loaded Conveyors
Max. Recommended RPM Capacity in Cubic Feet Per Hour
Screw Dia. Max. Lump Size (IN.) Normal % Loading * Normal % Loading *
AT 1 RPM
15 30A 30B 45 15 30A 30B 45
4 1/4 76 89 80 96 96 113 101 122 1.27
6 3/8 67 78 70 84 318 370 332 399 4.75
9 3/4 58 68 61 73 974 1,142 1,024 1,226 16.8
10 7/8 55 65 58 70 1,309 1,547 1,380 1,666 23.8
12 1 49 58 52 62 1,999 2,366 2,122 2,530 40.8
14 1-1/4 43 51 46 55 2,804 3,325 2,999 3,586 65.2
16 1-1/2 38 45 40 48 3,762 4,455 3,960 4,752 99.0
18 1-3/4 32 38 34 41 4,512 5,358 4,794 5,781 141.0
20 2 26 31 28 34 5,226 6,231 5,628 6,834 201.0
24 3 21 25 23 28 7,434 8,850 8,142 9,912 354.0
Basic Conveyor Flight & Pitch Types
Standard Pitch, Single Flight

Conveyor screws with pitch equal to screw diameter are considered standard. They are suitable for a wide
range of materials in most conventional applications.
Short Pitch, Single Flight
Flight pitch is reduced to 2/3 diameter. Recommended for inclined or vertical applications. Used in screw
feeders. Shorter pitch retards flushing of materials which fluidize.
Half Pitch, Single Flight

Similar to short pitch, except pitch is reduced to 1/2 standard pitch. Useful for vertical or inclined
applications, for screw feeders and for handling extremely fluid materials.
Long Pitch, Single Flight

Pitch is equal to l½ diameters. Useful for agitating fluid materials or for rapid movement of very free-flowing
materials.
Variable Pitch, Single Flight

Flights have increasing pitch and are used in screw feeders to provide uniform withdrawal of fine, free-
flowing materials over the full length of the inlet opening.
Double Flight, Standard Pitch
Double flight, standard pitch screws provide smooth, regular material flow and uniform movement of certain
types of materials.
Tapered, Standard Pitch, Single Flight

Screw flights increase from 2/3 to full diameter. Used in screw feeders to provide uniform withdrawal of
lumpy materials. Generally equivalent to and more economical than variable pitch.
Single Cut-Flight, Standard Pitch

Screws are notched at regular intervals at outer edge. Affords mixing action and agitation of material in
transit. Useful for moving materials which tend to pack.
Cut & Folded Flight, Standard Pitch
Folded flight segments lift and spill the material. Partially retarded flow provides thorough mixing action.
Excellent for heating, cooling or aerating light substances.
Single Flight Ribbon

Excellent for conveying sticky or viscous materials. Open space between flighting and pipe eliminates
collection and buildup of the material.
Standard Pitch With Paddles

Adjustable paddles positioned between screw flights oppose flow to provide gentle but thorough mixing
action.
Paddle
Adjustable paddles provide complete mixing action, and controlled material flow.
Conveyor Component Selection
Proper selection of components is very important in the design of conveyor system. This section of the
Engineering Catalogue explains the different designs of primary components, and their principle uses. Also,
there is a list of special influencing factors for materials with special handling characteristics.
Conveyor Loading and Discharge

Conveyor loading should be regulated to prevent the components from exceeding their design limits.
Regulated Output Devices

When delivery to conveyor is from machinery with a regulated material output, the conveyor itself can be
designed to handle the anticipated material volume.
Material is sometimes stored and released intermittently. In this situation, surge loads sometimes cause the
conveyor to operate beyond its recommended capacity. Screw feeders are very effective in regulating these
intermittent loads, and should be used if at all possible. Otherwise conveyors must be designed for the
maximum momentary or surge loads.
Static Storage Loading
When loading from static storage or from manually regulated inlets, a load indicating ammeter can be
attached to the meter control, as a simple and effective tool for accomplishing maximum design loading.
Multiple Inlet Loading

When more than one inlet is feeding the screw conveyor, care must be taken to insure the collective total of
the inlets does not exceed the conveyors design limits.
Loading Through Automatic Controls

Automatic devices are available to modulate inlet or feed devices to work within design limits of the conveyor
at all times.
Discharge Methods
Below are drawings of standard discharge components in a variety of designs. These
configurations are listed for individual applications where the standard discharge spouts
are not necessarily appropriate. Cautions are inserted when necessary for particular
discharge components.
Standard Discharge Spout

This component provides a means of directly coupling most interconnecting spouts, processing machinery,
other conveyors or storage facilities. Available with hand, rack and pinion or air actuated cut off gates.
Flush End Discharge

Mechanically Operated Gates (Manual or Remote Controlled)
Caution: Not to be used on last discharge.
Plain Opening
Open Bottom Discharge
Trough End Discharge
Caution: To be used with conveyor loadings of 30% or under only.
Open End Discharge

Factors Influencing Materials of Construction or
Special Mechanical Arrangement of Screw Conveyor
Components
Corrosive Materials
Corrosive materials, or materials which have a tendency to become corrosive under certain conditions, may
necessitate the use of corrosion-resistant alloys such as stainless steel.
Abrasive Materials
Abrasive materials which may cause excessive wear of components should be conveyed at a nominal depth
in the conveyor. It is often advisable to also specify KWS's Abrasion-Resistant Screw Conveyors or
conveyors with flights formed of AR steel plate.
KWS's Abrasion-Resistant Screw Conveyors, which have a Rockwell C hardness of 68-70, are covered in
the Component Section. A table listing the standard width of application of hard surfacing is included.
Contaminable Materials
Materials whose usefulness or value may be altered by contamination may require the use of non-lubricated
bearings, as well as a tightly sealed system.
Hygroscopic Materials
Materials that readily absorb moisture require a tightly sealed conveyor. It may be necessary also to jacket
the conveyor trough or housing with a circulating medium to maintain an elevated temperature. Purging the
system with dry gas or air may be necessary.
Interlocking Materials
Materials which tend to mat or interlock are sometimes effectively conveyed by using special devices to load
the conveyor.
Fluidizing Materials
Some materials tend to assume hydraulic properties when aerated or mechanically agitated. Such materials
may "flow" in the conveyor much the same as a liquid. These materials should be referred to KWS's
engineering department for recommendations.
Explosive Materials
Dangerous explosive materials can be handled by sealing the system and/or the use of non-sparking
components. It is also possible to utilize exhaust systems for hazardous dust removal.
Materials Which Tend to Pack

Materials that tend to pack under pressure can frequently be handled by using aerating devices (for fine
materials) or special feeding devices (for large or fibrous particles).
Viscous or Sticky Materials

Viscous or sticky materials are transported most effectively by ribbon conveyors.
Degradable Materials
Materials with particles that are easily broken may be effectively handled by selection of a larger, slower
conveyor.
Elevated Temperatures
Materials handled at elevated temperatures may require components manufactured of high-temperature
alloys. If it is feasible to cool the material in transit, a jacketed trough used as a cooling device may also be
employed.
Toxic Materials
Materials which emit harmful vapors or dusts require tightly sealed systems. Exhaust devices may also be
used to remove the vapors or dusts from the conveyor housing.
Description of Components
Conveyor Screws
The recommended screws listed in the Component Series Table are standard KWS helicoid and sectional
screw conveyors. The use of helicoid or sectional conveyors is largely a matter of individual preference. It is
advisable to use, whenever possible, standard conveyors in standard lengths. When a special short length
must be used to make up the total conveyor length, it is preferably located at the discharge end.
Screw conveyors are structurally reinforced at the ends by the use of end lugs which are welded to the non-
carrying side of the flights so that material flow will not be obstructed.
Screw conveyors which move material in a single direction should not be turned end-for-end unless the
direction of screw rotation is reversed. Likewise, the direction of rotation should not be reversed unless the
conveyor is turned end-for-end. Requirements for reversible conveyors should be referred to KWS's
Engineering Department. Flighting should be omitted at the final discharge, so that material will not carry
past the discharge point.
To assure proper material flow past hanger bearing points, flight ends should be positioned to each other at
180 degrees.
The "hand" of a conveyor, in conjunction with the direction the conveyor is rotated, determines the direction
of material flow. The diagram below illustrates flow direction for "right-hand" and "left-hand" conveyors when
rotated clockwise or counterclockwise.
A right-hand screw conveyor pulls the material toward the end which is being rotated clockwise. The
direction of flow is reversed when the direction of rotation is reversed.
A left-hand conveyor pushes the material away from the end which is being rotated clockwise. Again, the
direction of material flow is reversed when the direction of rotation is reversed.
To determine the hand of a conveyor, observe the slope of the near side of the flighting. If the slope is
downward to the right, the conveyor is right-hand. If the slope is downward to the left, the conveyor is left-
hand. Right-hand conveyor is furnished unless otherwise specified.
Troughs and Tubular Housings

KWS troughs and tubular housings are available in standard lengths. Special lengths are available when
required. All conveyor troughs or tubular housings should be supported by flange feet or saddles at standard
intervals. Extreme end flanges should be supported with feet so that the conveyor ends may be removed
without disturbing trough or housing alignment.
Inlets and Discharges

The proper methods of conveyor loading and discharge were covered previously in this section.
Shafts
The primary consideration in determining the type and size of coupling and drive shafts is whether the shafts
selected are adequate to transmit the horsepower required, including any overload. Normally, cold-rolled
shafts are adequate. However, high-tensile shafts may be required due to torque limitations. Also, stainless
steel shafts may be necessary when corrosive or contaminable materials are to be handled. Conveyors
equipped with non-lubricated iron hanger bearings require hardened coupling shafts, and hard-surfaced
hanger bearings require hard-surfaced shafts. Specific shaft size determination is covered in the Torque
Capacities Section.
Shaft Seals
Several conveyor end seal types are available to prevent contamination of the conveyed material or to
prevent the escaped of material from the system.
Bearings
Hanger Bearings - The purpose of hanger bearings is to provide intermediate support when multiple screw
sections are used. Hanger bearings are designed primarily for radial loads. Adequate clearance should be
allowed between the bearings and the conveyor pipe ends to prevent damage by the thrust load which is
transmitted through the conveyor pipe. The hanger bearing recommendations listed in the Component
Series Table are generally adequate for the material to be handled. Often, however, unusual characteristics
of the material or the conditions under which the conveyor must operate make it desirable to use special
bearing materials. A list of available special bearing materials is provided in this section. For specific
recommendations regarding the use of special bearing materials, consult KWS's Engineering Department.
End Bearings - Several end bearing types are available, and their selection depends on two basic factors:
Radial load and thrust load. The relative values of these loads determines end bearing types.
Radial load is negligible at the conveyor tail shaft. However, drive ends (unless integrated with the conveyor
end plate) are subject to radial loading due to overhung drive loads, such as chain sprockets or shaft-
mounted speed reducers.
Thrust is the reaction, through the conveyor screw or screws, resulting from movement of the material.
Therefore, the end bearing must prevent axial movement of the screw which would allow contact with
hanger bearings or ends. Thrust bearings should be located at the discharge end of the conveyor. This
places the conveyor in tension, preventing deflection in the screws when the system is heavily loaded. The
following diagrams illustrate discharge and inlet end positions of the thrust bearing.
Component Series
The recommended Component Series for the material to be conveyed may be found in
the Materials Table at the beginning of the Engineering Section. The alphabetical code
relates to the general component series, and the numerical code refers to bearings and
coupling shafts. The Component Series Table follows on the next page. Bearing and
coupling shaft recommendations are listed in the table below. The Component Series
Table lists the screw conveyor numbers for both helicoid and sectional screws and gives
the trough and cover thicknesses. The Bearing and Coupling Shaft Table lists the
recommended materials of construction.
Series Coupling Shaft Bearing Material

1 Standard or High Torque Babbitt Wood Bronze
2 Standard or High Torque Babbitt Wood Bronze Ball
3 Standard or High Torque Babbitt
4 Hardened or Hard Surfaced Hard Iron Hard Surfaced
Conveyor Component Series Table
Other Bearing Materials Available
← Graphite Bronze
←Graphite-Impregnated Plastic
← Machined Nylon
← Molded Nylon
← Oil-Impregnated Bronze
← Plastic, Laminated Fabric-Base
← Teflon
Component Series Table
Screw Shaft Cover Series A Series B

Dia. Dia. Thickness Screw Number Tube or Screw Number Tube or
Trough Trough
Helicoid Sectional Thickness Helicoid Sectional Thickness
4 1 16 Ga. 4H204 16 Ga. 4H206 14 Ga.
6 1 1/2 16 6H304 6S309 16 6H308 6S309 14
9 1 1/2 16 9H306 9S309 14 9H312 9S309 10
2 9H406 9S409 9H412 9S409
10 1 1/2 16 10H306 10S309 14 10H306* 105312 10
2 10H412 10S409 10H412 10S412
12 2 14 12H408 12S409 12 12H412 12S412 3/16"
2 7/16 12H508 12S509 12H512 12S512
3 12H614 12S609 12H614 12S612
14 2 7/16 14 14H508 14S509 12 14H508 14S512 3/16"
3 14H614 14S609 14H614 14S612
16 3 14 16H610 16S612 12 16H614 16S616 3/16"
18 3 14 18S612 12 18S616 3/16"
3 7/16 18S712 18S716
20 3 14 20S612 10 20S616 3/16"
3 7/16 20S712 20S716
24 3 7/16 12 24S712 10 24S716 3/16"
Screw Shaft Cover Series C Series D

Dia. Dia. Thickness Screw Number Tube or Screw Number Tube or
Trough Trough
Helicoid Sectional Thickness Helicoid Sectional Thickness
4 1 16 Ga. 4H206 14 Ga. 4H206*
6 1 1/2 16 6H312 6S312 14 6H312 6S316 10
9 1 1/2 16 9H312 9S312 10 9H312 9S316 3/16"
2 9H414 9S412 9H414 9S416
10 1 1/2 16 10H306* 10S312 10 10H306* 10S316 3/16"
2 10H412 10S412 10H412* 10S416
12 2 14 12H412 12S416 3/16" 12H412* 12S424 1/4"
2 7/16 12H512 12S516 12H512* 12S524
3 12H614 12S616 12H614 12S624
14 2 7/16 14 14H508* 14S524 3/16" 14H508* 14S524 1/4"
3 14H614 14S624 14H614* 14S624
16 3 14 16H614 16S616 3/16" 16H614* 16S624 1/4"
18 3 7/16 14 18S624 3/16" 18S624 1/4"
18S724 18S724
20 3 14 20S624 3/16" 20S624 1/4"
3 7/16 20S724 20S724
24 3 7/16 12 24S724 3/16" 24S724 1/4"
*Hard-Surfacing Recommended
Horsepower Calculation
Graphic Method of Calculation

The total horsepower (TSHP) required at the drive shaft to drive the loaded conveyor system may be
calculated graphically by use of the nomographs at the end of this section. The friction horsepower (FHP),
determined with the first nomograph, added to the Material Horsepower (MHP), determined with the second
nomograph, equals the Total Shaft Horsepower (TSHP).
Friction Horsepower - A straight edge placed at the first two known values, conveyor size (related to hanger
bearing class as listed in hanger bearing factor table) and length, will intersect a reference point on the
centerline. A straight edge placed from this reference point to the third known value, conveyor speed, will
intersect the unknown value, Friction Horsepower, on the last line.
Material Horsepower - A straight edge placed at the first two known values, conveyor capacity and Material
Horsepower Factor, will intersect a reference point on the centerline. A straight edge from the reference
point to the third known value, conveyor length, will intersect the unknown value, Material Horsepower, on
the last line.
Calculation by Equation
TSHP may also be calculated by equation using the following formulas:
Friction H.P. Calculation:
DF x HBF x L x S
FHP =
1,000,000
Material H.P. Calculation:
CFH x W x MF x L
MHP =
1,000,000
OR
CP x MF x L
MHP =
1,000,000
Note: If calculated Material Horsepower is less than 5 it should be corrected for potential overload. The
corrected horsepower value corresponding to the calculated Material Horsepower will be found on the lower
scale of the Material. Horsepower Overload Correction Chart.
Total Shaft H.P. Calculation

TSHP = FHP + MHP*
*Corrected if below 5 HP.
Note: The actual motor horsepower required to drive the loaded conveyor system is dependent on the
method used to reduce the speed the motor to the required speed of the conveyor. Drive losses must be
taken into consideration when selecting the motor and drive equipment.
Equation Symbols
TSHP Total Shaft H.P.

FHP Friction H.P. (H.P. required to drive the conveyor empty)
MHP Material H.P. (H.P. required to move the material)
L Conveyor Length
S Conveyor Speed
DF Conveyor Diameter Factor
HBF Hanger Bearing Factor
CFH Conveyor Capacity
W Weight per cu. ft.
CP Capacity, lbs. per hr.
MF Material H.P Factor (From the Materials Table)
Diameter Factors
Diameter Factor
4 12
6 18
9 31
10 37
12 55
14 78
16 106
18 135
20 165
24 235
Hanger Bearing Factors
Bearing Type Bearing Factor Bearing Class

Ball 1.0 I
Babbit 1.7 II
Bronze
*Graphite Bronze
Plastic, laminated fabric-base
Nylon
* Bronze, oil-impregnated
Wood
*Plastic, graphite- impregnated 2.0 III
*Nylon
*Teflon
*Hard Iron 4.4 IV
*Hard-Surfaced
*Non-Lubricated
Conveyors With Modified Flights

The procedure for calculation of horsepower for conveyors with special or modified flights is identical to that
used for standard conveyors except that the Material Horsepower must be multiplied by one or more of the
following applicable factors.
Modified Flight Factors
Conveyor Loading
Flight Type
15 30 45 95
Cut Flight 1.10 1.15 1.2 *
Cut & Folded Flight * 1.50 1.7 *
Ribbon Flight 1.05 1.14 1.20 *
*Not Recommended Conveyors With Paddles*
Conveyors With Paddles
Paddles Per Pitch

1 2 3 4
Factor
1.29 1.58 1.87 2.16
* Std. paddles at 45° reverse pitch
Total Shaft Horsepower (TSHP) is calculated by adding Material Horsepower, multiplied by the appropriate
modified flight factor or factors, to Friction Horsepower.
Note: Conveyors which have deviation in pitch only do not require special consideration, and their
horsepower calculations are as described for standard conveyors.
Example
A 10-inch conveyor 35 feet long with a capacity of 10 tons per hour at 45 RPM has been selected.
From the Materials Table, a Horsepower Factor of 0.8 is found for the material to be conveyed. The table
also indicates Series 4 hanger bearings and shafts. Hard iron bearings and hardened coupling shafts have
been selected to suit this requirement.
Friction Horsepower, the horsepower required to drive the conveyor empty, is calculated as follows:
Diameter Factor = 37
Hanger Bearing Factor = 4.4
Length = 35
RPM = 45
37 x 4.4 x 35 x 45
FHP = = 0.256
1,000,000
Material Horsepower, the horsepower required to move the material, is calculated by the following equation:
Capacity (in lbs. per hr.) = 20,000

Horsepower Factor Length RPM = 4.4
Length = 35
RPM = 45
20,000 x 0.8 x 35
MHP = = 0.560
1,000,000
Since the calculated Material Horsepower is less than 5, it is necessary to find the corrected horsepower
value corresponding to 0.56 horsepower on the Overload Correction Chart below. This value is found to be
1.320 horsepower.
Total Shaft Horsepower (TSHP) is the sum of Friction horsepower and the corrected Material Horsepower.
Thus TSHP is calculated as follows:
TSHP = 0.256 + 1.320 = 1.576 H.P.
Assuming a drive efficiency of 85% resulting in a total drive horsepower of 1.853, a standard 2 horsepower
motor would be selected for the drive input.
The horsepower required for the above conveyor may also be determined graphically by
the use of the two horsepower nomographs. The first nomograph determines Friction
Horsepower. The second determines Material Horsepower. Total Shaft Horsepower is
determined by adding the two values.
Friction Horsepower Material Horsepower
Corrected Material H.P.
Friction Horsepower Nomograph

Bearing Class / Conveyor Size Length Speed Friction H.P.
Material Horsepower Nomograph

Capacity Per Hour Material H.P. Factor Length Material H.P.
Conveyor Torque Capacities
Although a given conveyor may be adequate insofar as material conveying capacity is concerned, the
horsepower available to operate the system may exceed the torque capacities of standard components
during overloaded or stalled conditions.
To insure adequate torque capacities without undue additional cost, means are provided in the Industrial
standard series of conveyor components for more than one maximum allowable horsepower value. This is
accomplished by not only a choice of power-transmitting component sizes but also of the materials of
construction.
Analysis of a specific conveyor system with regard to component torque adequacy may be conveniently and
quickly made by use of the two following nomographs.
Carbon Steel Conveyors

The first nomograph covers carbon and high-tensile steel coupling bolts and shafts (drive and coupling) and
conveyor pipe (in Schedule 40 and for high capacity, Schedule 80).
These components are listed according to their associated standard conveyor shaft diameters.
The following table lists actual nominal pipe diameters corresponding to the standard
conveyor shaft diameter.
Shaft Diameter 1 1-1/2 2 2-7/16 3 3-7/16

Nominal Pipe Size 1-1/4 2 2-1/2 3 3-1/2 4
Stainless Steel Conveyors

The second nomograph covers stainless steel coupling bolts, shafts and conveyor pipe. Coupling bolts are
listed by the corresponding standard conveyor shaft diameter with which they are used.
Conveyor pipes are listed in both Schedule 40s and 80s by their nominal pipe sizes.
The pipe size selected should correspond to the standards listed for carbon steel pipe. Deviations from this
standard are sometimes possible, in sectional conveyors, by the use of smaller pipe sizes (for economy)
when the torque rating is adequate. This procedure requires reaming of the pipe bore for shaft insertion
rather than the use of a bushing. It is recommended that requirements for such conveyors be referred to
KWS's Engineering Department.
Note:High starting torque motors must not be used without design verification by KWS's Engineering
Department.
Example: A 12-inch carbon steel conveyor has been selected with a required shaft horsepower of 8.9 and a
speed of 64 RPM. The drive to be used has an efficiency of 85%, thus requiring a drive input of 10.46
horsepower. Therefore, a 15 horsepower motor must be used. This total motor horsepower could be
transmitted to the conveyor components if overloaded or stalled.
Three standard shaft sizes are available for 12-inch conveyors. They are 2", 2-7/16" and 3".
A straight edge is placed from 15 horsepower on the left scale to 64 RPM on the center scale. Project the
straight line to the left vertical line of the chart at the right. A horizontal line from this point will pass through
component groups suitable for the torque.
For the conveyor under consideration, it is found that standard components will be adequate, with the
exception of coupling bolts which must be high tensile.
Torque Capacities for Carbon Steel
Drive Motor H.P. Speed Component Size*
*Listed sizes based on conveyor shaft diameter

S = standard carbon steel
H = high-tensile steel
40 = pipe schedule (standard)
80 = pipe schedule (high capacity)
Torque Capacities for Stainless Steel
Drive Motor H.P. Speed Component Size*
*Coupling bolt sizes based on conveyor shaft diameters. Conveyor pipe listed as nominal pipe size.
Conveyor Drive Arrangements
KWS offers a complete line of power-transmission equipment. Local distributors provide us with a large
stock inventory.
Numerous combinations and types of drives are available for screw conveyor equipment. Some of the more
frequently used drives and mechanical arrangements are described below:
Screw Conveyor Drives
A screw conveyor drive consists of a standard single or double reduction shaft-mounted speed reducer, a
steel motor mounting bracket, an adapter with CEMA drilling containing shaft seals, and a removable steel
shaft, all mounted on a screw conveyor trough end. The motor bracket is rigidly mounted with clearance
over the trough end for easy trough cover removal without disassembling any part of the drive.
A variety of mounting arrangements makes it possible to locate the drive to avoid interference with other
equipment. Correct V-belt tension can be easily maintained by simple adjustment of the motor mounting
plate. The drive assembly can be quickly removed by removing the bracket mounting bolts.
Shaft Mounted Drives
The helical gear shaft mount speed reducer uses the screw conveyor drive shaft as an "output shaft,"
making a mounting base and low speed coupling unnecessary. Because it does not mount to the trough end
it offers several advantages. It can be used in limited, higher temperature applications where damaging heat
can be dissipated before it affects the reducer. You have a greater variety of seals and bearings to choose
from. You can utilize heavy duty bearing for higher than usual bearing loads. The reducer can be rotated in
any position around the shaft.
V-belt tension is maintained in the same manner as the screw conveyor drive when using the adjustable
motor mount. A tie-rod turnbuckle locks the shaft-mounted reducer into position. (We believe this is best
accomplished in the field, consequently we do not normally support the tie-rod from the conveyor.)
Combination Motor-Reducer
Integral motor-reducer drives consist of a combination motor and speed reducer which may be mounted
directly to the conveyor cover with an adapter base. The motor-reducer may also be mounted in other
positions, depending on available space and accessibility.
The motor-reducer output shaft is connected to the conveyor drive shaft through roller chain and sprockets.
Speed changes in the field are possible by replacement of one or both sprockets. Suitable conveyor drive
end bearings are required for the overhung sprocket loads.
Other Drives
Other drive equipment which may be required includes variable speed units which allow manual or
automatic adjustment of conveyor capacity by speed deviation. Such drives are especially useful for
regulating the flow of material into a process.
Note
Fluid, pneumatic or resilient couplings may be used for starting heavily loaded conveyors and to prevent
drive component damage due to heavy intermittent overloads.
KWS Belt Guards

Our belt guards are custom designed to meet your specific requirements. They are O.S.H.A. approved and
will accent the best of drives.
Our two piece construction provides you with the best available features. The back panel is designed to be
securely supported. The front panel with sides is easily removable by loosening a hand knob. This permits
complete access to sheaves, bushing and V-belts.
Standard Features:
← Painted O.S.H.A. yellow enamel

← Slotted for belt adjustment
← 16 ga. steel construction
← Fully enclosed
← Safe - rounded ends
R = Driver, ½" P.D. +2" CD = Center Distance

SH = Shaft Diameters ½" R1 = Driver, ½" P.D. +2"
W = Longest Hub+2" (min 4") SH1 = Shaft Diameter+ 1"
Screw Feeders
1. Inlet opening matches bin or hopper discharge.
2. Shroud cover prevents material flooding.
3. Twin tapered, variable pitch Screw Conveyor permits even draw off of material.
4. Twin tapered trough. Also available with drop bottom feature.
5. Discharge opening.
6. Solid shafting transmits rotary motion to driving gears.
7. Driving gears synchronize the action of the screw conveyors.
Normally short in length, Screw Feeders are designed to regulate the volumetric rate of material flow from a
hopper, bin or storage unit.
The inlet is usually flooded with material (100% load capacity) but by incorporating changes in the
construction of the flighting (diameter, pitch, etc.) and the speed of the feeder screw, the material discharge
can be governed to the desired rate. Feeders can be built with variable diameter or stepped pitch or both in
units (com-posed of one, two or a multiple number of screws (i.e., Live Bottom Bin) depending on the
application.
Screw Feeders are normally equipped with a shroud (curved) cover for a short distance beyond the inlet
opening. This prevents flooding of the conveyor with material. When handling very freely flowing materials,
extended shroud covers, tubular housing construction or short pitch flights are occasionally required for
positive control.
Screw Feeders with uniform diameter and pitch normally convey the material from the rear of the inlet
opening first. To draw off material evenly across the full length of the inlet, a tapered screw or stepped pitch
conveyor screw is required. While Screw Feeders are available in many designs to fit your particular
requirements, several commonly used types are described below.
Multiple Diameter Feeder

This is a combination feeder and conveyor and the physical dimensions are variable on each. The small
diameter feed end will operate at a full cross sectional load. When the material reaches the larger section,
the cross sectional load will be at a controlled safe maximum.
Short Pitch Feeder
This is also a combination feeder and conveyor. The short pitch end will handle full cross sectional loads.
The material is then discharged into the standard section where the cross sectional load is reduced to the
required maximum by the increase in screw pitch.
Variable Pitch Twin-Tapered Feeder

This feeder is popularly used to unload bins or hoppers at a controlled rate. The feed opening under the bin
is designed large enough to prevent material bridging and accepts materials uniformly across the length and
width of the opening. This eliminates dead areas in the bin and reduces the chance of material bridging or
spoiling.
Live Bottom Feeder

Designed for use on straight sided bins, this feeder is composed of a number of feeder screws in tandem
which serve as the bottom of the bin. Material is, therefore, drawn out equally from the full width. The Live
Bottom Feeder is used to its best advantage on materials which tend to pack or bridge easily.
Screw Feeder Capacity

The capacity table on pg. 20 shows Screw Feeder Capacities in cubic feet per hour per RPM. This table
relates to full pitch or standard conveyors only. Shorter pitch flighting will convey a capacity in direct ratio to
the capacity of the full pitch. For instance, a 9" conveyor with standard pitch (9") flighting on a 2-1/2"
standard pipe, will convey 16.8 cu. ft./hr./RPM.
The same conveyor, but with 3" pitch, will convey 1/3 this amount, or 5.6 cu. ft./hr./RPM. The capacity figure
is theoretical. Actual capacity will often vary due to variation in head of material in the bin and variation in
material characteristics.
Screw Feeder Speed

The speed of the feeder screw can be determined by dividing the desired capacity in cu. ft. / hr. by the figure
found in Capacity Table. For maximum efficiency, feeder screw speeds should be slower than standard
screw conveyor speeds and allowances must be made for slippage of the material in the screw.
Factors Affecting the Design Of A Screw Feeder
1. The material class

2. The material physical characteristics
3. The capacity required
4. Material factor "F"
5. Weight of material resting on the Feeder Screw
6. The dimensions of the feeder opening.
In designing a Screw Feeder, virtually every situation is unique in one respect or another. For this reason,
we recommend that you consult KWS Engineering Department for proper recommendations concerning
your particular needs.
Inclined Screw Conveyors
Screw Conveyors can be operated with the flow of material inclined upward. When space allows, this is a
very economical method of elevating and conveying. It is important to understand, however, that as the
angle of inclination increases, the allowable capacity of a given unit rapidly decreases.
A standard Screw Conveyor inclined 15° upward will carry 75% of its rated horizontal capacity. At an
inclination of 25°, a standard conveyor may only handle 50% of its horizontal capacity. These are estimated
figures and will vary with the characteristic of the material being handled. Inclined Screw Conveyor
capacities can be increased over short distances, if no intermediate hangers are required.
Other aids in conveying on an incline are the use of shorter than standard pitch and/or tubular housings or
shrouded conveyor trough covers. Very often it becomes necessary to use high speed to overcome the
tendency of material to fall back.
The above aids are resorted to in order to overcome the tendency of a screw conveyor to become less
efficient as the angle of incline increases. Vertical conveying by Screw Conveyor, on the other hand, is quite
successful and it remains that a 45° incline or angles approaching this figure, are the most difficult on which
to achieve successful conveying.
Additional power is needed to convey on an incline. This added power is a function of the power required to
lift the material. Judgment and experience in the art of conveying are required.
Tubular Trough and Half Pitch Screw Conveyor

CONVEYOR CAPACITY & SPEED CALCULATION:
Visit the online engineering guide for assistance with using this calculator.
DESIGN CONDITIONS SPCL. FLIGHT TYPE - Place an "x" in the appropriate b
1. Flowrate(m) : 20000 lb/hr 7. Cut Flight :
2. Density : 45 lb/Ft^3 8. Cut & Folded Flt.:
3. Loading (K) : 30 % 9. Ribbon Type:
10. Paddles per Pitch: 0

FLIGHT PARAMETERS
4. Flight OD(D) : 12 in.
5. Flight ID(d) : 3.5 in.
6. Pitch(P) : 12 in.

CALCULATIONS :
Shaftless Mass Flow Factor, C1 = 1.00
Spcl. Flight Type Factor, CF2 = 1.00

Flowrate (v) = m = 444.4 Ft^3/Hr
Density

Capacity per = 0.7854 ( D² - d² ) P K 60 I = 12.93 Ft^3/Hr/rpm
revolution C1
1728 CF2

Required Speed, N = 444.4 Ft^3/Hr = 34.4 rpm
12.9 Ft^3/Hr/rpm

Belt Conveyors Design Operation and Opti

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BELT CONVEYORS - DESIGN, OPERATION AND OPTIMIZATION

CONVEYOR DESIGN AND DESIGN STANDARDS

P. Staples Pr.Eng BSc. MSAIME

4.1 Power and Tension

Do we need a standard at all? and if so, what form should it take?

Figure 1. Typical project Engineering Flow Sheets

3. PRESENT DESIGN STANDARDS

Let us look at at the Conveyor design standards available, and in particular

Table 1 Power and Tension calculations.

Length Lift C.E.M.A. GOOD YEAR ISCOR A.A.C.

Power Tesn Power Tesn Power Tesn Power Tesn

Length Lift C.E.M.A. GOOD YEAR ISCOR A.A.C.

Power Tesn Power Tesn Power Tesn Power Tesn

4. PROPOSED STANDARD FORMAT

4.1 Power and Tension

← L = Horizontal pulley centers (m)

Typical values of kY are given in table 2 below.

Table 2. Selection of kY factor based on Belt length, lift and capacity.

Where 4,2 = Factor based on a 3% belt sag.

Tslack side = Teffective / e -1

Table 3 Coefficient of Friction for Drive Pulleys.

Plant Conveyor Automatic Manual

Table 4. Recommended Drive Coefficient of Friction of Various Standards.

4.2 Pulley and Shaft Standards

Table 5. Pulley Face Width and Bearing Centers

4.3 Selection of Belt Width and Velocity

Thus the type of standard that could be used is shown in Table 7.

Table 7 Implant Conveyor Load Factors

Table 8. Overland Conveyor Minimum Belt Widths and Maximum Speeds

4.4 Idler Standards

4.4.2 Troughing Idler Spacing

4.5 Drive standards

450 300 90 75 75 50 - - 200

600 400 110 90 90 75 75 50 250

All DIMENSIONS IN MILLIMETRES

BELT RATING CHART, Table 6a

SEE GENERAL NOTES ON SHEET 1

BELT CONVEYOR DRIVES - A CONSIDERATION OF SOME DESIGN ASPECTS

3.1 Choice of Single or Multiple Drive.

3.2 Method of Low Speed Shaft Connections.

4.1. Choice of Starting method, drive size and Protection:

4.2 Motor Starting: (D.O.L. with fluid coupling).

4.3 Other Drive Methods:

4.4 Belt Protection:

5. Stopping a Belt Conveyor

5.1 Forward stopping.

5.2 Reverse Stopping:

6. Service Factors: (See appendix E for service factors recommended by AGMA).

6.1 Gear Rating:

6.2 Load Conditions on Teeth and other Components:

6.3 Bearing Life:

Life = Constant [ Rated load capacity ] 3,3

Operating speed [ Actual operating load ]

5000 * [ kW rating of bearing ] 3,3 Hours

Probability of failure 10% 5% 4% 3% 2% 1%

Factor 1 0,62 0,53 0,44 0,33 0,21

1. A simple sketch of the conveyor layout.

External Shrink Double Taper.

External Shrink Disc

Internal Stretching Element

Solid Shaft Rigid Coupling

Conveyor Drive with

Full load trip

L.S. Gearset Ratio 4:1 Torque on Backstop