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

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

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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

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.

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

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

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 operatorfriendly 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

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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

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

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Caterpillar is still firmly of the opinion that mechanical drive trucks are the best solution 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 offhighway 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 onhighway 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 nextgeneration 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, airhandling 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

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,

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 16cylinder 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

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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 heavyduty 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 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 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 730Es. 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 12cylinder 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

Volvo A40E

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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

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 webportal, 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,

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.

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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, body sizes C310133 are available for each of the 777, 785, 789 and 793 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, oilcooled 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 compressionrelease 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.

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 oilcooled 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

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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, heavyduty 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

suspended dump bodies. During 2009-2010 additional despatches have been made to new geographic regions such as PNG, Indonesia, New Caledonia, Laos, Norway, Peru and Suriname. Meanwhile new orders have also been received from Chile, Canada, South Africa, Israel and Mongolia. New designs of these bodies have been finalised for evolving models such as Caterpillar's 777F, 785D and 793F trucks, as well as for Haulmax 3900-D and the Komatsu HD465-7 and HD785-7 Tier 3 compliant rigid frame trucks. Late-2009 saw the successful commissioning in Laos of two new Duratray suspended dump bodies for Cat-777D haul trucks at the large Phu Kham copper/gold mine operated by PanAust. The objectives were to obtain a higher volumetric capacity at significantly lighter deadweight than existing steel dump bodies, and to reduce carryback problems with cohesive wet materials in the mine and at the expanding tailings dam.

truck. At this point, if the truck is overloaded, the entire truck load must either be dumped immediately, or it could run the risk of voiding the manufacturer warranty. If the loads are dumped immediately, these rejected loads result in a significant loss of productivity as the material must be reworked and the truck must be reloaded. Overloading the truck will also result in excessive wearing of the truck components and a reduced truck tyre life. To address this challenge, the LoadMetrics system, from Motion Metrics, provides realtime bucket-by-bucket payload monitoring for hydraulic shovels. With bucket-by-bucket payload monitoring, the payload of every shovel bucket is known as it is dug from the face. This allows the shovel operator
In addition to bucket-by-bucket payload monitoring, the LoadMetrics system is capable of providing realtime shovel arm geometry, cutting force, and swing angle monitoring. These features allow nearly every aspect of the shovel digging cycle, from GPS-based bucket position to the swing-to-dump angle, to be carefully monitored and analysed in order to achieve absolute peak operational performance

Load management
One of the greatest challenges in managing open-pit production is how to load haul trucks to their peak utilisation, consistently for every truck, and without overloading. To tackle this challenge, many mines employ onboard 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

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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 DSSLink 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.

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

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-

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An operator wearing OptAlert drowsiness detection glasses 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. 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

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:

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

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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. 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

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

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

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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

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

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into the redesigned 007 MFT product line. These tyres feature a new belt package that provides a more durable design. Overall durability was also improved with changes to the compounds in the tread and base, which help reduce overall heat generation and improve the cut, chip and wear characteristics of the tyre. Titan also removed the steel from the sidewalls of the tyre, providing for a more durable carcass, while the lower sidewall flange features a new compound and profile for added durability. The tyres new narrow profile eliminates potential interference issues with haul trucks. A non-solid centre tread design helps reduce internal heat generation and allows the heat to more easily dissipate, reducing tyre running temperatures by some 1.6 to 4.4C. This reduction in running temperature allows the end user to run haul trucks longer distances and at a higher speed, while still maintaining an operating temperature that is within the tyres capabilities. Titan also incorporated sipes into the tyre lugs, which provide additional traction and significantly improve heat dissipation, or cooling. The lighter construction of the second generation 007 MFT helps reduce overall heat 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 around the world. Len Hensel, GKN Wheels North American Technical Director for Off-highway Wheels, said: We have employed the very latest engineering technologies and computersimulated modelling techniques to develop our new range of mining wheels. The largest mining trucks carry loads of up to 400 t and the wheels for this machinery must fulfil the toughest performance criteria, demonstrating both strength and reliability. GKNs mining wheels have been operating in various mine sites since early 2009 and are exceeding our performance expectations. GKN Wheels designed the large mining wheels at its state-of-the-art North American Technical Centre. The wheels are being manufactured at the companys plant in Liuzhou, China, before being supplied directly into the aftermarket. Hensel added: The mining wheels marketplace has remained largely unchanged for many years and GKNs entry is exciting. At the same time as introducing more choice and helping to drive competition, we are giving manufacturers of mining machinery the chance to improve the reliability of their mining trucks and pass on efficiency benefits to the mine operator. IM

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