SURFACE HAUL TRUCKS
Picking the best
truck options
The mechanical versus
electric drive debate
has taken an interesting
turn with the latest
Caterpillar findings.
John Chadwick
looks at this and
the latest in accessories
V
ladimir Pokras, Analysis and Simulation
Manager, Liebherr Mining Equipment
explains that Liebherr engineers rely on
ANSYS structural simulation technology to
develop large electric drive trucks for the harsh
operating conditions of mining while providing
maximum load capacity. Ultra-class mining
trucks are designed to transport heavy loads
over spiralling roads, he notes. With fuel
efficiency, hauling productivity and operating
costs high on their list of priorities, mine
operators are particularly drawn to trucks with
electrically driven wheels powered by diesel
generators, instead of mechanical powertrains
with gearboxes and driveshafts. Diesel electric
trucks typically are easier to operate, cost less
to purchase and generally outperform
mechanical trucks, especially on steep grades.
Theyre also easier to repair and maintain,
which is a real plus in remote mining locations
where uptime is critical and work must be done
on site.
The T 282 B is Liebherr Minings flagship
truck, which he says is the proven largest
diesel electric mining truck currently in
production. With a load capacity of 363 t, the
7.8-m-high behemoth is 15.3 m long, runs on
a set of six 4-m tyres, and is powered by a
gigantic 3,650-hp (2,721 kW) diesel engine.
The payload to empty vehicle weight ratio is a
very important characteristic for the giant
trucks. The T 282 B, rated at 1.6, offers the
best ratio in its size class.
The engineering challenge is designing
lightweight trucks strong enough for mining.
This is no easy feat, Pokras says, mining
trucks are some of the most abused vehicles in
the world. Often, operators drive as fast as
they can to haul as many loads as possible over
huge boulders, deep craters, hip-deep mud and
waterlogged muck. Trucks are put to the test
every hour of every day in conditions like this
around the world.
Liebherr relies heavily on engineering analysis
to design its trucks. In particular, engineers
create virtual vehicle models to predict truck
behaviour for a variety of load situations,
including turning, hitting deep holes and
bumps, and backing into barriers. Should
simulation indicate a potential trouble spot, it is
then simple to modify the virtual model to
explore alternatives and what-if scenarios that
would be entirely impractical to study with
physical mockups.
These engineers work to resolve problems
and refine designs earlier in development and
reduce the number of vehicle prototype test
cycles. Currently, two or three physical
mockups are needed for a typical new truck
design half the number built and tested 10
years ago. The aim is to perform simulations so
accurately and in such great detail that only a
single physical prototype would be needed to
validate the mechanical and electrical design of
the vehicle before production begins.
The key to this simulation-based design

approach is the advanced analysis performed
with ANSYS Mechanical software in calculating
the stress, stiffness, deformation and natural
frequencies of critical vehicle components and
subsystems especially in cases in which their
range of\flexibility and nonlinear behaviour
must be accurately characterised.
The CraigBampton method of representing
flexible bodies in ANSYS Mechanical software
works effectively for Liebherr engineers. In this
technique, the mass and stiffness of parts are
represented with generalised co-ordinates or
mode shapes. This reduces the number of
degrees of freedom in the analysis while
providing accurate static and dynamic
characteristics of the bodies. Representing
components as flexible bodies is especially
important for parts that must be analysed
undergoing relatively large deformations.
Examples include the truck frame and
superstructure as they deflect under forces
experienced as the vehicle traverses rough
terrain with heavy loads.
The surface-to-surface contact element
capability that automatically detects contact
points between touching parts allows for
different material behaviour. Using contact
elements with friction enables Liebherr
engineers to calculate forces, for example, on
the dump body from the interaction between
the dump body and various payloads such as
dirt, rocks or iron ore. Contact element and
friction features are also central to the analysis
of bolted joints. These capabilities provide a
detailed understanding of the behaviour of
vehicle parts and assemblies throughout the
development cycle, before any hardware is
built.
Pokras says the role of simulation at
Liebherr has shifted from that of a verification
tool at the end of design to an up-front
development tool totally integrated into
product development processes. Certainly,
mining trucks can be developed without using
simulation. But the only way to design
optimally strong and weight-efficient trucks is
with advanced simulation tools like ANSYS
Mechanical.
For the last seven years, Liebherr has been
manufacturing what it says is the worlds
largest and most efficient mining truck - the
T 282 B. This 363 t payload truck has set
benchmarks worldwide for high production
and low fuel consumption resulting in
increased orders. Over that time, there have
been numerous design improvements to
increase the efficiency and reliability of the
truck. However, recent improvements have
resulted in a substantial evolution of the
00 International Mining JUNE 2010
SURFACE HAUL TRUCKS
product and a change in name from T 282 B
to T 282 C. With a new cast frame, axle box
and cab, and a drive system that was designed
and built by Liebherr, the T 282 C now has a
designed reliability with a focus on Liebherr
Vertical Integration. At Bauma, the new
T 282 C was shown for the first time.
With the first pre-series units already in
testing and the official product release
scheduled for the fourth quarter of 2010, the
T 282 C builds upon the performance of its
predecessor and provides improvements that
minimise downtime and maximise production.
The new frame, axle box, cabin, IGBT AC drive
system, Liebherr Vertical Integration and Load
Management Design Philosophy will increase
performance and provide a designed reliability
in the T 282 C. This culminates in a truck with
superior performance and reliability, ultimately
providing the end-user with the lowest
possible cost per tonne.
Liebherr Vertical Integration
The Liebherr Vertical Integration philosophy
incorporates proprietary truck components,
specifically developed to serve the needs of the
mining industry. By being in control of all
components of the drive system, innovative
design solutions can be developed within the
Liebherr group to accommodate operations
with high altitudes, high ambient temperatures
and other unique mining applications. Along
with the proven background of the T 282 B,
these new features should result in greater
uptime for one of the fastest and highest
producing trucks on the market.
The frame is the largest and one of the most
important structures on any mining truck.
Upon this the trucks dump body,
superstructure and power module rest. The
new T 282 C frame is unique. It uses
strategically located castings only in high stress
areas. Liebherr says that "unlike its competitors
whose frames are predominantly cast material,
the T 282 C frame has castings only in
With an empty vehicle weight (EVW) of 237 t, the
Liebherr T 282 C can carry a payload of up to 363 t.
Available engine options for the T 282 C include the
MTU DD 20V4000 (20-cylinder/2,800 kW) or the
Cummins QSK 78 (18-cylinder /2,610 kW). Its top
speed is 64 km/h
strategic areas to minimise the empty vehicle
weight (EVW) of the truck and subsequently
maximise its payload and production potential.
This design follows Liebherr's Load
Management Design Philosophy of maintaining
the lowest possible EVW to optimise payload
and minimise cost per tonne. With an elimination
of all stress concentrations, a reduced chassis
weight from the previous generation frame
and no compromise in durability, the T 282 C
frame is designed for reliability.
In addition to the new frame, there is a
completely redesigned axle box. It now has
two service doors, improved cable routing,
vertical linkage and greater air flow across the
electric drive motors and service brakes. With
both increased service accessibility and better
airflow, especially in high altitudes and
ambient temperatures, the T 282 Cs axle box
has been re-designed for reduced downtime
and increased reliability.
In an ultra class mining truck, the operator
environment is a major area of concern. The
cab is the operator's office for up to 12 hours
a day. Refined ergonomics and a stable
environment for the operator reduce stress and
facilitate better concentration, improving safety
and performance. With that in mind,
significant design focus has been dedicated to
making the cab of the T 282 C more operator-
friendly while simultaneously increasing the
reliability of the truck and its components.
Some of the cabs major upgrades include new
dash display gauges and a 12" integrated
color touch screen for all operator alerts,
faults, warnings, cameras and other control
functions. In addition, the cab now features
more amenities including an increased number

of vents for air circulation, increased width for
greater interior space, three point seat belts
and larger dual cup holder for operator
comfort and convenience.
Another technical step forward is the new
Liebherr drive system with IGBT frequency
inverters. Together with the Liebherr regulating
system, the liquid-cooled IGBT power modules
optimise control of the traction motors. The
frequency inverters for auxiliary equipment are
supplied with electrical energy regenerated, if
circumstances permit, when the vehicle is
braked. The new system includes wheel motors
and planetary gear sets developed by Liebherr.
It guarantees that the diesel engine runs
independently of travel speed and its fuel
consumption can therefore be optimised. The
only deciding factor is the performance called
for in any particular application.
In March Komatsu America commemorated
the production of the 930th unit of its Ultra
Class 930E Electric Drive Truck. The celebration
took place at its Peoria Manufacturing
Operation. Komatsu says that introduced in
1996, the 930E is the best selling ultra class
mining truck in the world. Currently, there are
fleets of 930s located in North America, South
America, Africa, Asia and Australia.
The 930E represents Komatsus genuine
passion to see our customers succeed, said
Don Lindell, Product Manager for Mining
Trucks. We continue refining the features of
the truck to lower operating cost per tonne
based on data from real world performance.
Collahuasi, a 14-year customer of Komatsu
with over 40 trucks at one site, will be
receiving unit number 930 when it is shipped
from Peoria. Located in the Andes Mountains
of northern Chile, Collahuasi is one of the
largest copper resources in the world. With
30% of all units produced, Chile has the
largest concentration of Komatsu 930Es on the
planet.
The 930E is used as a part of Komatsus
Autonomous Haulage System that allows the
trucks to operate without drivers (IM, January
2010, p46). Because of its technology and
reliability, the 930E is often used for remote
and difficult applications, Komatsu says. It has
a payload capacity of 290 t. Depending on the
model; it is available with 2,015 or 2,610 kW
diesel engine connected to an AC electric drive
system. The total weight carried by the six 3.66
m high tyres is 501,977 kg.
Mechanical v electric
Having developed its own electric drive trucks,
Caterpillar would disagree with some
comments made by Liebherrs Pokras. Cat says
00 International Mining JUNE 2010
SURFACE HAUL TRUCKS
it has dispelled some of the competitive
theories about mechanical versus electric drive
trucks. Uphill loaded at a 12% effective grade,
the textbook theory is that a mechanical drive
truck in second gear has faster speed on grade
with better powertrain efficiency. Cat has
found, however, that customers have
significant grade variation, payload distribution
and operating practices. Indeed in some cases
mechanical drive trucks can be changing
between first and second gears quite a lot. The
results with the Cat F series of trucks is that
with increased power and superior powertrain
efficiency, Cat mechanical drive trucks operate
in second gear, with the potential for third
gear in some applications.
On the flat, the electric drive AC unit has a
higher published top speed. Practice has
shown there is no difference because mines
impose speed limits for reasons of safety and
tyre wear. With the F series, the mechanical
drive trucks have similar published top speeds
to the electric drives. However mine speed
limits still apply.
Theory has also always said electric drives
have higher published retarding speeds.
However, competitive AC units require chains
in snow and loose traction in the wet from rain
or water trucks. Many accidents have been
reported, according to Cat. The mechanical
drive unit has superior traction control. The Cat
F series units confirm this. They all have
blended retarding delivering superior downhill
performance and giving the operator much
greater confidence.
At MINExpo in 2008 the mining world first
learned that Caterpillar was moving rapidly
forward with new large mining trucks and was
Cat 795F AC operating at US copper mine
developing an electric drive unit. This new
truck program represents the companys
largest investment ever in new mining
technology. The Cat 793F and 797F
mechanical drive trucks and the 795F AC
electric drive truck are all achieving milestones.
However, further development of the 793F AC
electric drive truck was suspended in the
second half of last year because it has no real
advantage over the 793F with mechanical
drive. Cat believes its testing has proven its
long-held mechanical drive position.
Having been the lone exponent of
mechanical drive trucks ever since it went into
the manufacture of large mining trucks in
1984, Caterpillar has now developed two
electric drive trucks. However, it now sees no
advantage in continuing with the 793 F AC
drive development. This electric drive unit is
heavier than its 793F mechanical drive
counterpart, meaning it moves less material
and therefore has a higher cost per tonne.
While it is true that on the flat, the AC drive
units top speed is faster by maybe 5 km/h,
that in itself does not really compensate for
the extra weight, and can anyway result in
safety and tyre wear problems.
Caterpillar is still firmly of the opinion that
mechanical drive trucks are the best solution.
Mechanical drive still offers the best
powertrain efficiency. Less power is required to
travel at the same speed. Thus fuel
consumption is lower and mechanical drive
offers a better emissions footprint.
Nevertheless, development of the 795F
continues, because there is significant interest

in this machine, to give those that want
electric drive the option and because it neatly
fills a capacity gap in the Cat product line.
At the time this news was given out in late
September 2009, the first 795F AC drive was
on trial in a copper operation and more field
follow units were to go out onto mines soon
after. Along with the expansion of field
validation, Caterpillar will prepare this model
for production. Caterpillar engineers have been
testing two 795F AC prototypes, including the
truck shown at MINExpo, at the Tucson
Proving Grounds. The development program
has provided input for the construction of the
new 795F AC in Decatur, Illinois that shipped
to a copper mine in North America where it
became the first field-follow 795F AC as it
works at the mine. The 313-t-capacity 795F
AC is a new size class for Caterpillar, and, as a
result, the primary focus of the Caterpillar AC
electric program has been on the 795F AC.
The commercial launch date will be defined as
the field-follow program progresses.
In mechanical drive, the 793F and the 797F
have accumulated more than 75,000 hours of
field testing and have proven their
performance capabilities and their durability.
The new Cat C175 engine that powers them
has racked up 130,000 hours of field testing in
mining trucks and more than 120,000 hours in
power systems. Because of the success of
these field-follow programs, the 793F is
targeted to go into full production within a
few months and the 797F late this year.
The new Cat trucks offer innovative designs
for improved safety and performance. All of
the F-Series mining trucks incorporate
innovative design and engineering that enables
them to deliver lowest cost per tonne,
SURFACE HAUL TRUCKS
Caterpillar is still firmly of the
opinion that mechanical drive
trucks are the best solution
explained Ed McCord, Mining Truck Product
Manager. With the latest technology in AC
electric drives now available, Caterpillar is able
to offer both types of drive to the mining
industry. We see the addition of electric mining
trucks as a complement to our mechanical
drive trucks.
The most evident new component is the Cat
C175 diesel engine, which is the power plant
for each of the new trucks. The C175 meets
US EPA Tier 2 emissions standards, yet it
delivers 2,983 kW in the 20-cylinder version
that powers the 363-t capacity 797F. The 16-
cylinder C175 powers the 795F AC with 2,535
kW, and it powers the 793F, which has a 227-t
capacity, with 1,976 kW. The C175 promises
longer life between rebuilds, lower sound
levels, improved altitude capability and
improved fuel consumption compared to the
3500 Series engines it replaces. However, for
those using that engine in older trucks,
development continues.
As a brand new platform, the 795F AC
incorporates new technologies throughout. For
example, four-corner blended braking and
retarding using Cat oil immersed and cooled
disc brakes as well as electrical retarding
enhances safety and operator confidence. The
remote-mounted generator enables servicing
without removing other major components,
and the wheel motors mounted inside the axle
enable easy and separate servicing of the final
drives. The retarding grids are radial, which
promotes more uniform air flow for better
reliability. And the Cat proprietary drive system
is fully integrated and fully supported by
Caterpillar.
Caterpillar believes that mechanical drive
mining trucks will satisfy the needs of the vast
majority of mining operations. But as the only
manufacturer of 181-t and larger mining
trucks with both mechanical drive and electric
drive systems, [it] will soon be able to offer
trucks that address all mining company
preferences.
Power packs
Cummins presented the new QSX11.9 and
QSX15 Heavy-Duty engine duo to the off-
highway industry at Bauma. Featuring the
performance-enhancing technology of
Cummins Xtra-High Pressure Injection (XPI) fuel
system and a variable geometry turbocharger,
the QSX engines represent a major leap
forward across the 224-447 kW range.
The 11.9-litre and 15-litre QSX are supplied
as fully integrated air-intake-to-exhaust after
treatment systems to meet 2011 EPA Tier 4
Interim and EU Stage IIIB regulations. The
engines use a Cummins Particulate Filter to
reduce Particulate Matter (PM) emissions by
over 90% and incorporate a proven cooled
Exhaust Gas Recirculation (EGR) system to
reduce oxides of nitrogen (NOx) emissions by
45%.
While achieving low emissions, the QSX
engines will lower operating costs with up to
5% improved fuel efficiency compared with
Tier 3, Cummins says, depending on duty
cycle. Machine productivity is boosted beyond
that of Tier 3 applications, with faster engine
response and significantly higher torque rise.
Cleaner and quieter operation is a further
noticeable benefit.
Hugh Foden, Executive Director, Cummins
Off-Highway Business: The QSX engines are
the culmination of a heavy-duty engine
development program with an investment by
Cummins of almost $100 million. With the on-
highway ISX version of the engine already on
the road in North America, this means that the
QSX engines will enter the off-highway market
with proven performance. Equipped with next-
generation systems such as XPI fuel injection
and VGT Turbochargers, the QSX engines are
ready to move forward to meet Tier 4 Final
near-zero emissions in 2014 with minimal
change.
The Tier 4 QSX15 takes the strength of the
Tier 3 base engine and evolves to meet Tier 4
with substantially upgraded combustion, air-
handling and fuel injection capability. Power
output of the 15-litre engine extends from 298
to 447 kW with a huge peak torque of 2,779
N-m.
Equally significant is the high peak torque,
which has a remarkable rise of up to 50%,
available from both QSX11.9 and QSX15
engine ratings. This enables the engine to
JUINE 2010 International Mining 00

quickly take full advantage of the available
torque just as rpm speed falls due to tougher
working conditions.
Cummins says the XPI is the most capable
common-rail fuel system ever used on a heavy-
duty engine. It injects a precise quantity of fuel
at extra-high pressure with multiple injection
events per cycle. Even for the most
demanding equipment duty cycles, the XPI
system enables faster, smoother power delivery
with lower fuel consumption. The XPI is
complemented by the Cummins VGT
Turbocharger which is able to continuously
vary airflow boost and manage the EGR.
Electric actuation allows infinite adjustment to
provide an exact amount of boost across the
rpm range. The unique sliding-nozzle design
has fewer moving parts, providing high
reliability.
Tier 4 engine management is significantly
upgraded with the latest Cummins CM2250
Electronic Control Module (ECM) providing
three times faster processing power and
double the memory capability compared with
the Tier 3 module. This advanced capability
also allows a seamless electronic interface to
other systems on the equipment.
The Cummins Particulate Filter exhaust after
treatment replaces the exhaust muffler while
providing equivalent sound reduction and is
structurally strengthened to withstand severe
off-highway shock loads and vibration.
Introduced to meet EPA 2007 on-highway
emissions, it is a proven system with over
450,000 manufactured by Cummins Emission
Solutions. Field tests have demonstrated that
Tier 4 equipment powered with a QSX11.9 or
QSX15 engine will operate at high enough
engine load factors for it to clean PM
emissions by simple passive regeneration
almost every time. Active regeneration, which
is initiated by the injection of a small amount
of fuel, typically occurs less than 1% of the
equipment operating time. The regeneration
process takes place automatically and does not
impact machine performance or operation.
The QSX11.9 and QSX15 engines are
integrated with the new Direct Flow air
cleaner, specifically developed to provide more
performance in less space for Tier 4
applications. Increased dust-holding capacity
enables this technology to reduce air cleaner
installation space claim compared
00 International Mining JUNE 2010
SURFACE HAUL TRUCKS
with conventional cylindrical air cleaners, while
achieving equal or better filtration
performance. This is achieved by the innovative
V-Block rectangular configuration of the
Direct Flow, which optimises space normally
wasted in the inner diameter of round air filter
elements. The Direct Flow housing features an
integral sensor for monitoring temperature and
pressure to ensure that optimum airflow is
delivered to the engine during all operating
conditions.
Tognum subsidiary MTU Friedrichshafen
used Bauma, to present for the first time its
wide-ranging engine program for all future
emissions levels. This covers drives up to 730
kW for US EPA Tier 4 (from 2014) as well as
engines below 560 kW for EU Stage III B and
EPA Tier 4 interim (from 2011) and includes
Series 400, Series 500, Series 900, Series 2000
and Series 4000 engines producing between
approximately 100 kW and 3,000 kW. This
would include haul trucks, wheel loaders and
excavators in the worlds biggest mines.
We are already in a position to show
customers our solutions for 2014 and those
solutions not only meet the targets, they do it
on less fuel, said Rainer Breidenbach, Tognum
COO with responsibility for the business unit
Engines. That is a clear token of our
commitment and for our customers it confirms
our status as a solid and reliable partner over
the long term.
10V and 12V 1600 engines for mining
applications extend the program up to 730
kW. These meet EPA Tier 4 requirements using
exhaust gas recirculation and do not need
either diesel particulate filters or SCR units.
MTU says that in order to meet stringent
emissions limits while also keeping complexity
to a minimum for customers and achieving
even lower fuel consumption, [it] has placed
particular emphasis on optimising the
combustion process. This is the only way of
minimising the outlay necessary for exhaust
gas after-treatment. Overall, the customer
Volvo A40E
benefits from an integrated system with low
conversion and operating costs.
From 2014/15, for EPA Tier 4 final, the
most stringent emissions level so far defined,
MTU thus has engines with the lowest
consumption figures across the entire power
range from around 100 kW to 3,000 kW.
At a Patriot Coal surface mine overburden is
hauled by the most powerful trucks in the
companys fleet diesel-electric Komatsu 730-
Es. Many of the coal mines in this part of
Appalachia are mountaintop mines where the
top of the mountain is literally removed to
expose the seam of coal. To reduce fuel costs
and get longer engine life, Patriot Coal has
been replacing the trucks original-equipment
Tier 1 engines with powerful and efficient
MTU Series 4000 Tier 2 engines.
Patriot Coal already had successful
experience with MTU Series 4000 Tier 1
engines in 16 of their Komatsu 830 haul
trucks, says Curtis Bartlett of Western Branch
Diesel, the regions MTU distributor. So, when
it came time to repower one of the 730-E
trucks, the company decided to use the new
MTU Series 4000 Tier 2 engine. In addition to
having the objectives of lower emissions,
longer engine life and better fuel economy,
Patriot wanted to standardise its fleet to
reduce costs associated with parts and
maintenance.
The original engines, from a different
manufacturer, had 16 cylinders and produced
1,491 kW. The MTU Series 4000 engine that
was installed is capable of producing 1,678
kW with only 12 cylinders. MTUs
improvements to the Series 4000 achieved EPA
Tier 2 emissions compliance by cutting
nitrogen oxides and particulate emissions in
half, while creating an engine with significantly
higher power density, according to Bartlett.
The higher output is due to a combination of
improvements that include second-generation
common-rail fuel injection, advanced electronic
engine controls and more precise fuel metering
for improved combustion compared to Tier 1
engines.
In addition to its compact size and higher
power output, the Tier 2 Series 4000 12-
cylinder engine delivers up to 20% better fuel
economy, according to Bartlett. While the MTU
12-cylinder engine can produce 1,678 kW, the
existing General Electric traction alternator and
electronics in the haul truck are designed and
limited to 1,491 kW. With this lower power
requirement, MTU was able to limit the output
of the new engine to that by simply installing a
lower power calibration. This promotes
longevity because the engine is operating at
less than full power. Bartlett estimates the life
 SURFACE HAUL TRUCKS
of the new MTU Tier 2 engine to be at least
30,000 hours before an engine overhaul is
required, or the truck is rebuilt.
As part of an ongoing product optimisation
initiative, Allison Transmission has
introduced a second reverse gear
on all its 4700 and 4800
models for the 2010 model
year. This offers a second
deep reverse in addition
to the standard reverse to
provide greater control and
engine braking during
operation on steep grades.
2nd Reverse should also
enable increased
manoeuvrability when operating
in confined spaces, allowing
quicker operation cycles and thereby
boosting productivity performance.
Customers in mining in particular, will
appreciate the provision of a deeper reverse
gear, says Larry Love, Allison Executive
Director of International Marketing. The
shorter ratios of 2nd Reverse will make up and
downhill reversing much safer and easier in
heavy duty applications, giving drivers
additional confidence. This is another reason to
specify an Allison fully automatic transmission,
complementing features such as our adaptive
Electronic Control Systems and integral
retarder that aim to improve comfort and
productivity for drivers and operators.
When a vehicle is in 2nd Reverse, it will have
a slow creep capability with high engine
speeds. With a mechanical ratio of 17.12, it
will have an effective torque converter
multiplied ratio up to 32.5:1. The new 2nd
Reverse feature provides overall better
performance and enhanced applicability for a
variety of applications.
A raft of enhancements has been added to
Allisons 6000 Series, including the new 6620
transmission. New hardware and software
upgrades for the transmission used in rigid
dump and specialist mining trucks up to 70 t
are aimed at enhancing durability, lowering
operating costs and simplifying maintenance.
Available in the second half of 2010 and
replacing the 6610, this proactive design
upgrade responds to changes in engine
characteristics that are increasingly prevalent in
the sector. Greater use of digital control for
engines delivers sharper torque response
through the driveline, necessitating upgrades
to protect the drivetrain. We have made
detail improvements throughout the product
to further extend overhaul intervals and
increase durability, says Brian Reusser, Allisons
Off-highway Product Manager. These include
design, manufacturing and material
upgrades. For the flywheel, the
use of FEA identified an
opportunity to
Allison Transmission's new a second reverse gear on
all its 4700 and 4800 models offers a second `deep
reverse' in addition to the standard reverse to provide
greater control and engine braking during operation
on steep grades
modify fillet radii and introduce heat treatment
and reduce stress. Case hardening and
nitriding other interfacing components such as
the turbine shaft and hub, together with
increasing the shafts diameter, is expected to
increase their fatigue durability by over six
times. Extensive in-field comparative testing
has identified a significantly more durable
bronze-based material for use in the lock up
clutch.
The 6620 will feature a new CEC3 electronic
control system when available that includes an
extended CAN messaging set (J1939 protocol)
and other electrical interface upgrades. This
translates into advantages for both OEMs and
end-users. Manufacturers will benefit from an
easier and higher level of integration with the
vehicle architecture, for example the choice of
a proprietary shift selector as well as the
Allison derivative will now be possible. The
opportunity to tune the transmission to an
operators specific requirement is now easier,
permitting increased performance or economy
depending on the duty-cycle or application.
Against the backdrop of a challenging
economy, the operator or OEM can perfect a
vehicle to a specific drive cycle, says Reusser.
Together with the OEM, Allison can optimise
the vehicle for the best economy-productivity
balance.
ADTs
Bauma gave Volvo the chance to
demonstrate a range of
innovations in the articulated
hauler sector. One of them is
the Hauler Chassis program,
which provides bodybuilders
with a modular system that
forms the basis for several
other superstructure versions.
This program gives
bodybuilders the appropriate
support throughout the
design and build phase,
says Nikolay Konovalov,
Volvos global product
marketing specialist for
articulated haulers. Volvo has
developed a dedicated web-
portal, where drawings, diagrams
and technical instructions to perform
suitable work on a hauler chassis can be
found. There is also clarification about legal
responsibilities, warranty conditions and the
possibility to contact Volvo experts for
additional help if needed, so that the complete
vehicle can perform its task safely, efficiently
and economically.
On Volvos outdoor area exhibit at Bauma,
two medium platform haulers, the A25E and
A30E were joined by one large platform
machine, the A40E FS, featuring ATC
Automatic Traction Control. The Full
Suspension (denoted by an FS in the machine
designation) provides good off-road
performance, allowing a fully loaded hauler to
travel at much higher speeds, appearing to
float over rough ground without bouncing,
significantly increasing operator comfort,
which, in turn, increases overall productivity.
When travelling empty, return trips are also
substantially faster due to the smooth, stable
ride even over rough conditions, further
decreasing the overall working cycle time.
The Volvo FS system features automatic
levelling and stability control. The system
constantly monitors the position of the axles,
with the help of sensors, adapting the
suspension to suit the changing conditions,
absorbing rough spots and keeping the
machine level while travelling, loading or
dumping. Vibration levels are also considerably
lower than in conventional machines, and by
providing a smoother ride, operators
experience less fatigue.
Liebherr became the new entrant in the ADT
market at Bauma. The 30 t capacity TA230
displayed is the first model in a range that will
cover the 30 to 50 t categories. The next
release will be a 40 t unit. For the TA230,
JUNE 2010 International Mining 00
 SURFACE HAUL TRUCKS
Terex says the TA300 is the only hauler in the 30-t
market that comes with fully independent front
suspension as standard
transport width 3 m, Liebherr claims it has the
largest dump body in its class at 19.2 m3.
This 6 x 6 truck has three rigid axles, oil-
cooled wet brakes, automatic transmission and
a torque converter, with 270 kW of power
from the engine. The top forward speed is 57
km/h, while in reverse an electronic limiter
keeps the maximum speed to 16 km/h.
The newly launched Terex TA300 and TA400
ADTs benefit from design-features that help
increase productivity and enhance operator
comfort, even in the toughest of working
conditions. Both have oil-cooled multiple-disc
brakes on each axle, which provide extended
brake component life, reduce service intervals
and operating costs, and improve overall
braking performance compared to traditional
dry-disc brake systems that are standard on
other trucks. Service brake life is further
increased by the use of a Jacobs compression-
release engine brake for retardation. A
hydraulic transmission retarder is available as
an option.
Terex says the TA300 (which replaces the
TA30 model) is the only hauler in the 30-t
market that comes with fully independent
front suspension (IFS) as standard. The IFS
system provides a smooth ride when travelling
over severe terrain, which makes it easier to
handle and helps increase productivity. In
addition to achieving quicker haul cycles, shock
loads and vibrations are also lessened
increasing component life and enhancing
operator comfort to help reduce driver fatigue.
Owners of the TA300 also benefit from the
high power and torque (287 kW, 1,775 Nm).
This performance, coupled with the 100%
differential locking action, enables the TA300
to tackle the most challenging grades and
extreme site conditions.
00 International Mining JUNE 2010
The larger TA400 articulated truck (which
replaces the TA40) boasts a payload capacity of
38 t and a heaped capacity of 23.3 m3. It has a
maximum torque of 1,350 Nm at 2,100 rpm,
and with six forward gears and one reverse in
addition to a two-speed drop box, the TA400
can travel up to 60 km/h.
George McNeil, Product Manager for Terex
articulated trucks said, The TA300 is a force
to be reckoned with in the 30-t articulated
truck market as its the only truck that is fitted
with independent front suspension as
standard, has great fuel economy and the
highest torque and power in its class. In both
the TA300 and the TA400, everything has
been carefully considered to enhance operator
comfort and help increase owners productivity
levels, from the new ergonomic cab to the oil-
cooled disc brakes its all designed with our
customers needs in mind.
Truck bodies
Australias Austin Engineering, a company that
counts truck bodies (or trays) as one of its
specialities, has been growing its global
presence recently. In 2007 it
purchased Wyoming-based
Western Technology
Services
(WesTech),
which is
reported to have
more than 50% of
the world non-OEM
mine truck
body market, and
more recently bought
Conymet in Chile. Austin
believes it has
technology advantages
including owning the rights to
innovative welding processes and has
introduced worldclass robotics to
streamline, and improve, productivity. Other
innovations include narrow-gap welding
techniques and the welding of titanium
alloys.
DT HI-Load Australia says its lightweight
trays increase mine productivity and bottom
line profitability. The heavy duty design of DT
HI-Load trays provides outstanding wear
resistance with the unique panel construction
greatly reducing down time. Lightweight and
durable design provides savings through:
Improved dumping qualities reducing
delivery time and dozer cleanup
Outstanding load retention lessening rock
spillage and grader cleanup
Savings per tonne on tyres and fuel
Greatly reduced truck maintenance and
repair
Unique wear management program
maintains tray strength without adding extra
weight.
For 40 years, Philippi-Hagenbuch has
manufactured a variety of products, including
Autogate tailgates and HiVol truck bodies. PHIL
Engineered Bodies, it says, maximise body
size, minimise body weight and increase
payload and productivity. They have been
built to haul any material and for any
make/model of off-highway articulated or rigid
frame truck. There are HiVol rear eject bodies,
specialty bodies and HiVol trailers.
Trinity Specialty produces customised dump
bodies to OEM specifications. It also
manufactures and sells an innovative,
lightweight dump body called the T-Max. This
is made from abrasive resistant steel and
designed to maximise payloads within
acceptable standards. Its high strength,
lightweight materials minimise wear and
impact while maximising mine efficiencies.
Caterpillar says the body and chassis of
every one of its mining trucks are designed to
work together flawlessly as an integrated unit
to assure low-cost-per-tonne operation with
optimal payloads, proper weight
distribution, overall durability, safe
handling and a smooth ride. Its range
of gateless coal bodies significantly
enhances truck performance in
coal applications, while
eliminating the many
disadvantages of
bodies that are
field-modified to
increase
capacity.
Cat gateless coal Multiple
body, drawing,
C310133 body sizes
are
available
for each of the 777,
785, 789 and 793 trucks,
 SURFACE HAUL TRUCKS
During April 2010 a novel Duratray Pink Dump Truck
was launched to support the National Breast Cancer
Foundation awareness campaign in Western
Australia. Forming part of BHP Billiton's expansion
fleet of Caterpillar 785CXQ (extra quiet) haul trucks
which are being fitted with Duratray's suspended
dump body system, the pink truck was unveiled at
the Worsley Alumina bauxite mine near Boddington,
120 km southeast of Perth
allowing a productive match with any of the
various coal densities encountered around the
world. These bodies are also available as
replacement upgrades for certain prior series
models. The Gateless Coal Body is a precisely
engineered alternative to the practice of
increasing the capacity of conventional, heavy-
duty bodies by adding side-board extensions
and after-market tailgates.
These bodies combine a robust
understructure modelled after the successful
design of the Cat MSDII (Mine Specific Design)
body with a floor that angles upward toward
the rear for nearly two-thirds of the body
length. The precise geometry of the long,
sloped floor positively retains the load and
results in hauling target payloads consistently
with minimal spillage. In addition, the relatively
low height (compared with many sideboards
on field-modified bodies) greatly increases
loading efficiency for faster cycles.
The coal-specific design also provides an
excellent weight split between the axles,
maintaining the designed-in centre of gravity,
which, in turn, preserves engineered handling
characteristics, assures optimum tyre life and
reduces stress on drive-train components. These
bodies also provide the optimum ratio of
structural weight to payload capacity in
contrast to field modified bodies, including those
using aftermarket tailgates, Caterpillar says.
To verify the payload potential and weight
balance of the 777F truck fitted with the
Gateless Coal Body, Caterpillar conducted a
production and load-distribution study with
three 777F trucks: one fitted with a
conventional heavy-duty body with sideboard
extensions; the second with sideboard
extensions and an aftermarket tailgate; and
the third with a Gateless Coal Body.
The 777F equipped with the Gateless Coal
Body consistently carried 25% more payload than
the truck with sideboards, and 7% more than
the model with sideboards and tailgate. In
addition to higher payloads, the Gateless Coal
Body demonstrated ideal weight splits. In
contrast, the empty and loaded weight splits of
the tailgated truck were significantly rearward.
Duratray International has continued to
expand the global reach of its unique
00 International Mining JUNE 2010
suspended dump bodies. During 2009-2010 truck. At this point, if the truck is overloaded,
additional despatches have been made to new the entire truck load must either be dumped
geographic regions such as PNG, Indonesia, immediately, or it could run the risk of voiding
New Caledonia, Laos, Norway, Peru and the manufacturer warranty. If the loads are
Suriname. Meanwhile new orders have also dumped immediately, these rejected loads
been received from Chile, Canada, South result in a significant loss of productivity as the
Africa, Israel and Mongolia. New designs of material must be reworked and the truck must
these bodies have been finalised for evolving be reloaded. Overloading the truck will also
models such as Caterpillar's 777F, 785D and result in excessive wearing of the truck
793F trucks, as well as for Haulmax 3900-D components and a reduced truck tyre life.
and the Komatsu HD465-7 and HD785-7 Tier To address this challenge, the LoadMetrics
3 compliant rigid frame trucks. system, from Motion Metrics, provides real-
Late-2009 saw the successful commissioning time bucket-by-bucket payload monitoring for
in Laos of two new Duratray suspended dump hydraulic shovels. With bucket-by-bucket
bodies for Cat-777D haul trucks at the large payload monitoring, the payload of every
Phu Kham copper/gold mine operated by shovel bucket is known as it is dug from
PanAust. The objectives were to obtain a the face. This allows the shovel operator
higher volumetric capacity at significantly
lighter deadweight than existing steel dump In addition to bucket-by-bucket payload monitoring,
bodies, and to reduce carryback problems with the LoadMetrics system is capable of providing real-
cohesive wet materials in the mine and at the time shovel arm geometry, cutting force, and swing
expanding tailings dam. angle monitoring. These features allow nearly every
aspect of the shovel digging cycle, from GPS-based
Load management bucket position to the swing-to-dump angle, to be
One of the greatest challenges in managing carefully monitored and analysed in order to
open-pit production is achieve absolute peak operational performance
how to load haul trucks
to their peak utilisation,
consistently for
every truck, and
without overloading. To
tackle this challenge,
many mines employ on-
board truck scales.
Motion Metrics
International says "the
major drawback with
on-board truck scales is
that they can only
determine the load
after the payload has
been dumped onto the
 SURFACE HAUL TRUCKS
Seeing Machines' DSS Suite integrates three layers
of risk mitigation
determine if dumping the current payload to
the haul truck will overload the haul truck
before the payload is dumped. The
LoadMetrics operator-oriented interface
displays the accumulated truck load and the
current shovel bucket payload side-by-side,
allowing the shovel operator to determine
both payloads with a quick glance. In addition,
if the current bucket payload will result in
overloading, the interface will display a visual
warning, notifying the operator before
dumping.
In order to use a truck to its peak potential,
it is also equally important to avoid
underloading the truck. Integrated into the
LoadMetrics interface is the 'Tonnes to go'
calculator, which calculates the payload
remaining to load the current haul truck to its
target load. This feature provides the shovel
operator with the information to know exactly
how much payload is required to fill the truck
to its target load, allowing the operator to
consistently hit the production targets and
reduce haulage costs and fill times.
LoadMan says it understands the
problems associated with the loading of
mining trucks, both underground haulers and
open-pit haulers the ability to produce
repeatable and consistent payloads, eliminate
the problems associated with overloading.
Inconsistent payloads cause decreased
productivity, premature tyre wear, increased
failure on wheel group components, overall
00 International Mining JUNE 2010
excessive wear on truck components and
unnecessary spillage.
LoadMan on-board payload monitoring
systems are backed by years of research and
experience gained from thousands of
installations. It has over 8,000 systems in
operation worldwide in various applications
that have earned a solid reputation for
superior performance, unequalled accuracy
typical 1% error and dependability.
In April, the company installed a LoadMan
system on a Terex MT4400 218 t payload haul
truck for Wabush iron ore mine in Labrador,
Canada. This will be the first system for this
size of haul truck that will use custom strain
gauge load cell technology.
Loadmans Richard Boyovich was involved
with the Wabush installation and reports that
the system is providing less than 2% error. He
goes on to explain that the LoadMan system
does not use nitrogen gas pressure, we
engineered and manufactured custom load cell
pin strain gauge technology to achieve this. No
other system in the world has ever been
capable of providing such accuracy and
provide each individual shovel/bucket load
within seconds of each dump.
Alert operators
Seeing Machines is pushing its DSS system into
the mining industry by investing in sales and
support presence in Australia, Africa and the
Americas. It has already identified a number of
new personnel to build on its recent successes
in the mining sector, where the company has
contracts to supply the DSS to both Freeport-
McMoRan Copper & Gold and BHP Billiton in
2010.
The DSS is an active system that directly
monitors the driver of a vehicle for distraction
and fatigue events and provides a series of
interventions aimed at managing these events
and averting potential accidents.
The DSS Suite integrates three layers of risk
mitigation:
1. Instant in-cab feedback to the driver from
the DSS-IVS (in vehicle system)
2. Real-time alerts to dispatchers via the DSS-
Link or DSS-Relay products
3. Management reporting, driver feedback &
training, using the DSSi product.
The DSS-IVS sensors monitor the driver's
head motion and eye closure. When the
driver's eyes have not been focussed on the
roadway ahead for a period, either because
the driver is looking elsewhere (a distraction
event), or because they are closed (for example
during a microsleep event), then the DSS-IVS
detects this event and generates instant
alarms, such as audio alerts and seat vibration
tactile feedback.
DSS-Relay allows the DSS-IVS alerts to be
instantly forwarded to the central control
room; allowing dispatchers to make
appropriate interventions based on the Fatigue
Management Plan (FMP) relevant to the specific
mine. Such real-time interventions can include:
Contacting/communicating directly with the
driver
Rotating or resting drivers
Altering work schedules, etc.
Coupled with an effective FMP the DSS suite
allows mines to take active steps to manage
driver fatigue and distraction in their
operations, and mitigate risks at all levels in
the process.
Seeing Machines has now been awarded a
second contract with Freeport to supply DSS
driver monitoring equipment to the Safford
mine in Arizona. This second contract for
Safford is to complete the fit out of the entire
haul truck fleet at the mine and is a result of
the success of the pilot of DSS equipment
conducted at the mine in late 2009.
Nick Cerneaz, CEO of Seeing Machines
commented: Following the original pilot of
DSS equipment conducted at the Safford it is
very pleasing to move on to complete the
rollout of DSS equipment, bringing the total to
19 DSS systems, covering full operational
deployment at the mine. We anticipate further
DSS progress arising from the other DSS pilots
currently underway across a variety of
operators and locations throughout the 2010
calendar year, and will announce those to the
market in due course.
 SURFACE HAUL TRUCKS
An operator wearing OptAlert
drowsiness detection glasses
OptAlert-MOS is another system that
constantly measures operators alertness,
warning them of drowsiness, when it first
begins and before it reaches dangerous
levels. It works through a pair of innovative
glasses worn by the operator. The glasses
constantly measure the operators eye and
eyelid movement. This information is then
analysed by an in-cab processor to determine
the operator's level of drowsiness in real time.
A visual and audio warning is triggered
when drowsiness reaches an initial risk level.
The warning is targeted during early stages of
drowsiness, before driving errors happen and
while an operator is still alert enough to take
suitable precautionary measures, return to an
alert state of mind and continue to work in a
safe condition. This initial warning stimulates
and provokes alertness without the need to
stop the haul truck. In the fraction of instances
where drowsiness continues to set in, a second
warning is provided, highlighting the need to
implement company specific fatigue policies.
Operation controllers receive real time systems
information via the in-vehicle telematic system,
enabling them to intervene when necessary.
OptAlert-MOS stores data about the operator's
fatigue risk levels up to 720 operational hours.
This information is then compiled into Fatigue
Risk Profiling reports that can be delivered on
an hourly/daily/ weekly/monthly basis. These
risk profiles (per operator/per shift/per site)
allow managers to fully understand the fatigue
patterns within their operation and incorporate
this information into Fatigue Risk Management
Systems on an ongoing basis.
The differentiators of this system, the
company says, include:
00 International Mining JUNE 2010
OptAlert measures the driver's
physiological state of alertness objectively
and continuously from minute to minute. It
does not depend on theoretical calculations
of the driver's state based on the time of
day and their unreliable subjective reports
about previous sleep
OptAlert warns drivers when the risk of a
drowsy crash begins to rise, and does not
wait until they are actually driving out of the
lane, or falling asleep, which can be too late
for preventive action
OptAlert is not affected by environmental
conditions. It works equally well in daylight
and dark, and whether or not drivers use
prescription lenses or sunglasses
OptAlert, the company says, "is the only
system in the market that has been
scientifically validated. The Monash
University Accident Research Centre, Austin
Hospital, Swinburne University of
Technology, Professor Charles Czeisler from
Harvard University Medical School have all
independently evaluated the effectiveness of
Optalert in monitoring drowsiness." BHP
Billiton's two year study into fatigue
technologies concluded in 2007 that:
OptAlert has been identified as the leading
technology solution for BHP Billiton to help
detect operator drowsiness/fatigue.
The OptAlert-SM solution has been
implemented in mines throughout Australia,
the USA, South America and South Africa.
VISTA Training, a leading provider of safety
training resources to the industry, recently
released TruckLogic, an innovative new haul
truck operator training curriculum. VISTA says
it is designed to help mines to train new haul
truck operators faster, at a lower cost, and
more effectively than traditional instructor-led
training, while also improving safety in the
mine. This new web-based curriculum is the
first of its kind in the mining industry.
TruckLogic combines web-based training,
simulation and on-the-job tools in a
comprehensive curriculum that is designed
with adult learners in mind. Based on a
blended learning model, it helps operators to
retain what they've learned better than
traditional classroom-style training.
Use of TruckLogic means mines do not have
to spend as much time retraining people in the
field which, in turn, helps minimise lost
production. VISTA says it helps new operators
to be on-board faster, operate safely and
productively while avoiding bad habits that
tend to cause unplanned maintenance and
shorten truck life such as overspeeding,
improper transmission and brake use. And that
translates into lower operating costs.
Avoiding collisions
GPS based Collision Avoidance Systems (CAS)
are an excellent complement to new training
methods, such as TruckLogic, and they
complement fatigue monitoring systems. Such
CAS can include specific functions, which
allow safety managers and trainers to track
operators speed excesses, harsh braking,
ignoring of stop signs, following other vehicles
too close, creating dangerous situations, etc.
along with the information, where and when
this has occurred - so that additional training
can be focused on the operator's individual
requirements and behavior.
As a complement to fatigue monitoring they
can increase traffic awareness and alert the
To avoid driver distraction, the SAFEmine CAS
requires no driver interaction, adapts itself, for
example, to ambient light conditions, and its display
is purposely kept simple
operator specifically when danger is imminent.
Based on the GPS information of other vehicles
(i.e. position, heading, and speed), a CAS can
analyse and select relevant information to be
provided to the operator well before critical
situations occur, which avoids 'flooding' the
operator with unnecessary information and
alarms. This is an important feature, as many
 SURFACE HAUL TRUCKS
operators complain about the number of false
or unnecessary alarms from many devices
installed in their cabin.
SAFEmine, a Switzerland based company,
supplies traffic awareness and collision
avoidance technology that is operating in more
than 14,000 units in general aviation and in
more than 3,000 units in mining vehicles on
four continents: We believe that GPS will
increase vehicle safety in open-pit mines
significantly in the next 10 years. More and
more, advanced Collision Avoidance Systems
will integrate GPS information to provide
accurate and relevant alarms. A rapidly
increasing number of open pit mines has
realised this and has decided to roll-out the
SAFEmine technology today says Cyrille
Sauvain, Sales Director at SAFEmine.
One of these benefits is for the operators
traffic awareness, enabling them to see rather
distant vehicles while being warned if
dangerous traffic situations occur in close
proximity, when the collision avoidance alarm
function is triggered. As not only distance
between vehicles is taken into account
but also their speed and heading as well
as the reaction time of the driver, crossing
trajectories of vehicles can be detected
and alerts can be issued in time to avoid
a collision with some safety margin. For
example, in a mine in Canada
outstanding performance of the SAFEmine
CAS was displayed on very narrow roads,
where alarms can be set off easily when
vehicles pass.
Further key benefits of the SAFEmine
CAS include
360 protection at any speed and any
visibility (no blind spots)
Typical 500 m range (no line of sight
between vehicles required)
Compact size and simple installation
Highly selective 3D motion prediction
(minimising nuisance warnings)
No radio or IT infrastructure required
Configurable to mine vehicle size, type, and
characteristics
Cost effective.
Moreover, the SAFEmine CAS features many
options, such as obstacle maps, harsh driving
detection, black box recording, powerline
alarms, voice alerts, roll-over alarm, IVMS, etc.
Special set-ups for rotating vehicles like
excavators, shovels, draglines, chain dozers,
etc. yield additional safety, as the orientation
of the respective vehicle is taken into account.
For visitors' vehicles, special Quick Mount Units
are available to mount on a vehicle temporarily
entering the mine, and then removed again,
both in a matter of seconds.
00 International Mining JUNE 2010
A number of open pit mines have installed
SAFEmine CAS and see tangible benefits, not
only in operators' improved traffic safety
related behaviour, but also, for example, by
using the logfiles - which can be generated by
the CAS - for analysis and subsequent
improvements of specific sections of their
roads, where critical situations occur
frequently.
According to Caterpillar, 70% of haul truck
accidents at mines occur during initial machine
start-up and low speed movement, because of
poor visibility. Brigade Electronics has a range
of solutions to eliminate fatalities caused by
limited vision, including camera-monitor
systems designed to SAE J1455 specification
and certified to ISO 13766:2006 standard for
earthmoving equipment. Brigade's cameras are
Brigades wide range of monitors include single, split,
triple, quad and picture-in-picture screen options and
shutter camera options to prevent the lens from
becoming dirty
water resistant up to IP69K and monitors up to
IP67, making them ideal for heavy duty
applications, rugged terrain or where the cab
is exposed to the elements.
Recently displayed at Bauma, Brigade's
Xtreme Backsense is a pulsed radar detection
system with some unique features. Xtreme is
designed to detect people or objects in the
blind spots, providing the driver with a
graduated in-cab audible and visual warning. It
is also effective through non metallic objects
and can be programmed to ignore fixed
objects, bodywork and attachments. The
innovative technology works effectively in
harsh environments and in poor visibility
(darkness, smoke, fog).
The risk of collisions with site workers is
further increased by those who may be
wearing ear defenders and unable to hear
machines approaching. Brigade's unique white
sound reversing alarms (bbs-tek) emit a broad
spectrum of sound frequencies which will
more effectively penetrate ear defenders.
However, they only work in the danger area so
do not cause a noise nuisance. The gentler ssh
ssh sound is less irritating than the shrill beep
of tonal reversing alarms and less likely to be
ignored by site workers used to hearing alarms
outside the danger area or tuning out the
pervasive sound due to habituation. The sound
source is instantly locatable, which means
those on site can pin point exactly which
vehicle is moving and in which direction.
Brigade reports not only are they the safest
reversing alarms on the market, they also
come with a lifetime warranty.
Brigade strongly believes that best practice
for maximum safety is to fit a combination of
devices that provide both a visual image and
an audible warning.
Tyre management
The industry has long sought a closed
loop between the detection of a
rough road segment and the ability to
respond quickly to repair that
segment. Solving this problem can
significantly improve travel times
without capital-intensive projects. The
current economy demands that mines
enhance production with equipment
they already have, and improving
response time to rough roads could
give a production boost during a time
when it is really needed.
Some may say that the problem of
detecting road conditions has long been
solved by payload sensors. However, onboard
payload measuring systems are not available
on all equipment and few mines have all of
their trucks equipped with these systems,
according to Modular Mining Systems. Though
open pits have technology they can use, there
are still issues with detection systems. More
importantly, few tools exist to adequately
respond to detected events.
To respond properly to rough roads,
awareness is essential. Operators recognise bad
road segments, and they can use an option to
indicate such locations via manual input - but
manual input has safety concerns for operators
and reliability issues for management. Modular
has responded to this dilemma with the Road
Roughness module, which consists of a rugged
accelerometer that can be installed on any
haul truck to solve the detection problem. The
accelerometer is an effective, low-maintenance
and purpose-built device that reliably detects
road conditions without the need for operator
 SURFACE HAUL TRUCKS
Sizes offered in the second generation Titan Tire 007
MFT mining tyres include 59/80R63, 53/80R63,
40.00R57 and 27.00R49
input. But, as with any on-board sensor, a fleet
and/or maintenance management system is
also required to transform sensor readings into
meaningful events and to assign resources that
can address the problem.
Following detection of a rough road, a fleet
management system should also dispatch
auxiliary equipment for repair/cleanup. The
Dispatch system's Auxiliary Task module, for
example, provides a production cycle for
auxiliary equipment that differentiates the time
to travel to a workplace from the time spent
performing work. A Road Work task type can
be assigned to graders and/or other road
dressing equipment, which appears in a
schedule with the equipment's other
tasks. Dispatchers, shift supervisors, and upper
level management can allocate tasks based on
priority, considering the travel distance of each
grader before assigning the work.
Providing auxiliary operators with on-board
software tools is critical to improving response
time. Work performed by auxiliary equipment
is different in nature from haulage. Auxiliary
work should be managed holistically - there
are many factors to consider before a grader
operator is assigned to fix a detected rough
road section. Technical details, such as the size
of the job, location, travel time, and estimated
repair time need to be evaluated. Higher level
perspectives of all the work required by that
machine should be considered, such as the
possibility that an operator might need to
operate another piece of equipment in that
same shift. The right dispatching technology
should provide equipment operators and other
personnel with the means to account for all of
00 International Mining JUNE 2010
these factors, and the
ability to address them in
real time.
Closing the loop in
rough road detection
using automated
technology, without
increasing manpower
requirements, requires a
substantial IT
infrastructure: sensors on
haul trucks, fleet
management hardware on
auxiliary units, wireless
communication networks,
and experienced control
room staff. Most
importantly, all software
and hardware systems
must be architected to work together. This list
of requirements may seem high, but by
leveraging the investment already made in a
fleet management system, such as Modular's
Dispatch system, real productivity gains can be
realised with relatively small additional
investment. Integrated solutions can address
complex problems like haul road maintenance,
smoothing the way to increased production.
An emerging leader in the design and
manufacture of off-the-road (OTR) tyres and
provider of tyre support services for the global
mining industry, Eurotire, has released
EuroTrak, its tyre management system. Tyre
and wheel performance data will be collected
from around the world using EuroTrak,
centralised and analysed at Eurotire's offices,
and fed back to Eurotire's manufacturing
plants to provide continuous product
improvement feedback.
Eurotire chose Vehicle Management Corp
(VMC) and its enTIRE Tire and Rim
Management Software (a Windows based
computer program that will track the
performance and stock levels of a fleet of tyres
and wheels) to create this customised tyre data
collection system. Eurotire management
confirmed, The enTire platform is the best
solution for a global data collection program.
VMC is not only an industry expert they are
also an independent company ensuring that
the information collection process and the data
collected is totally unbiased.
According to VMC, This is the largest
implementation of a centralised tyre
management system in the world, with the
database and web interface supporting
hundreds of online users. More importantly,
the data is owned and located with Eurotire.
Meir Dubinsky, COO of Eurotire, said, VMC
enTIRE, with its proven software system, is the
natural choice for Eurotire's EuroTrak
requirements. As an emerging leader in the
global OTR tyre industry it is extremely
important that we not only collect tyre and
wheel data, but collect data and apply the
findings in a way that allows us to create value
for our customers. In addition Dubinsky
noted, Eurotire doesn't simply sell a product;
we design, manufacture, and sell a high
quality, reliable OTR tyre product that we then
support through our global tyre service programs.
Eurotire is differentiated by the service and
support that we provide to our customers and
the EuroTrak system will allow us to take our
service and support to the next level.
Eurotire has also created a new customer
support program, EuroCare. The company says
this is a service product and much more; it is
a way of doing business. In todays OTR tyre
world some manufacturers only want to sell
tyres and will leave the maintenance, service
and support to others. In many cases the care
of the tyres will be left to the customer who
may have little or no training or knowledge to
enable them to effectively maintain the life of
their OTR tyres. Huge OTR tyres do require
special attention and specific knowledge is
required to operate them efficiently and handle
them safely. Tyres are critical to our customers
productivity and they should be cared for
accordingly; that is why Eurotire has created
EuroCare.
It is a life cycle support process as well as a
valuable consultative product for customers. It
provides a complete service and support
program for Eurotire tyre products. The process
can begin before a tyre order is placed with a
Eurotire engineer acting as a consultant to the
customer, helping to ensure that the best
product is chosen for a specific application.
After the sale Eurotire is there to ensure that
the tyres are mounted properly and safely,
supporting the customers tyre program, and
providing training so the customer can maintain
the long-term productivity of the tyres.
Titan Tire has introduced its second
generation 007 MFT mining tyre product line,
which it says offers enhanced durability, a
more aggressive tread pattern, improved heat
dissipation and the ability to carry a larger
payload.
We spent considerable time in the field
listening to mine operators about their tyre needs
and used that input to help design the second
generation 007 MFT product line, said Dan
Steltmann, VP of research and development. The
biggest issue facing mine operations was overall
tyre durability related to minimising internal heat
generation, as well as enhanced sidewall and
belt durability. We incorporated those features
 SURFACE HAUL TRUCKS

into the redesigned 007 MFT product line. around the world.
These tyres feature a new belt package that Len Hensel, GKN Wheels North American
provides a more durable design. Overall Technical Director for Off-highway Wheels,
durability was also improved with changes to said: We have employed the very latest
the compounds in the tread and base, which engineering technologies and computer-
help reduce overall heat generation and simulated modelling techniques to develop our
improve the cut, chip and wear characteristics new range of mining wheels. The largest
of the tyre. Titan also removed the steel from mining trucks carry loads of up to 400 t and
the sidewalls of the tyre, providing for a more the wheels for this machinery must fulfil the
durable carcass, while the lower sidewall toughest performance criteria, demonstrating
flange features a new compound and profile both strength and reliability. GKNs mining
for added durability. The tyres new narrow wheels have been operating in various mine
profile eliminates potential interference issues sites since early 2009 and are exceeding our
with haul trucks. performance expectations.
A non-solid centre tread design helps reduce GKN Wheels designed the large mining
internal heat generation and allows the heat to wheels at its state-of-the-art North American
more easily dissipate, reducing tyre running Technical Centre. The wheels are being
temperatures by some 1.6 to 4.4C. This manufactured at the companys plant in
reduction in running temperature allows the Liuzhou, China, before being supplied directly
end user to run haul trucks longer distances into the aftermarket. Hensel added: The
and at a higher speed, while still maintaining mining wheels marketplace has remained
an operating temperature that is within the largely unchanged for many years and GKNs
tyres capabilities. entry is exciting. At the same time as
Titan also incorporated sipes into the tyre introducing more choice and helping to drive
lugs, which provide additional traction and competition, we are giving manufacturers of
significantly improve heat dissipation, or mining machinery the chance to improve the
cooling. The lighter construction of the second reliability of their mining trucks and pass on
generation 007 MFT helps reduce overall heat efficiency benefits to the mine operator. IM
generation and allows for a larger payload.
A tyre pressure monitoring system is also
available from Titan. This monitors the internal
temperature and pressure of each tyre, and
using Bluetooth technology the system shares
the information with the driver and the mine
management system. Operation personnel can
monitor tyre performance and make route
changes as needed to maintain efficient mine
operation and help balance haul truck work
loads.
The second generation 007 MFT tyres have
been designed to end-users needs and the
modifications have been verified through finite
element analysis, said Steltmann. We also
validated the tyres performance using our
industry-exclusive radial fatigue testing
machine. We put these tyres to the test to help
ensure their performance in the field.
GKN Wheels now manufactures large
wheels for the mining sector, bringing greater
choice to the marketplace. The company
began manufacturing large mining wheels last
year, initially for the mining machinery
aftermarket and the intention is to increase
output over the next few years. The wheels are
available in diameters ranging from 45-63. It
says its track record in manufacturing high
quality wheels for the global off-highway
industry, combined with successful field trials,
are already attracting the interest of mining
machinery manufacturers in the US and

00 International Mining JUNE 2010