113September 2012 www. .comRIGID HAUL TRUCK BODIESThere are currently about 35,000 mining haul trucks in use at surface operations across the globe with payload ratings in excess of 90t, and around 42,000 if you count those that are currently out of service. The Parker Bay Co, which provides market research for the mining equipment industry, estimates that around 4,500 new trucks are intro-duced to the market each year. While most of these are supplied with bodies by their original equipment manufacturers (OEMs), there is a steadily growing market for specialist body designs, particularly those made by independent manufacturers.SELECTIONWhen selecting haul truck bodies, there are a number of factors to be considered including: the characteristics of the material to be hauled; truck payload/design; the range of bodies available; which loading tools the truck will be matched with; haul road conditions, grade and average haul distance; plus environmental conditions at the site. Before we begin a design, we conduct an extensive review of the mine needs, operations (loading tools), facilities and production budget requirements, says Rich Peters, sales manager for North America at Westech. This includes maintenance facilities and road conditions. Once this is complete, we use the latest in engineering technology to design, model and measure the design. We use such software as Pro/E, Ansys, CF Design and EDEM. Once the design is complete, a full review is done with the customer.We spend a lot of time talking with customers, and use computer models to determine the optimal interaction between the truck body and the loading tools, explains Dowen Raynor, product manager for truck bodies at ESCO. This system approach creates value for miners and helps define the balance between payload and service life.Sizing the body to allow the customer to achieve the rated truck payload is crucial. An appropriately sized body is one that can reach target payload and minimise spillage when hauling all material types at a mine site. To minimise the risk of machine overload, Caterpillar uses the 10-10-20 policy. This dictates that no more than 10% of loads should exceed 110% of the target payload, and no load should ever exceed 120% of the target payload; the average of all loads should be the target payload. Javier Llano, large mining truck body product manager at Caterpillar, says: We collect mine-specific information, including information on the material, such as fragmentation, abrasion and cohesion, and information about the loading tool being used, as well as customer expectations and maintenance criteria. Caterpillar applica-tion specialists then review the information and determine the optimal body configuration for each mine site.Josh Swank, vice-president of sales at Philippi Hagenbuch, says design is the most important thing to look at when selecting bodies. However, body life is determined by both the design and the material the body is made from. Weve learned that not all steels are created equal, he says. Start with the best quality steel and welding consuma-bles, paired with the design that provides optimal performance and life, and you will arrive at the most efficient truck body to operate as well as maintain.DESIGNThe most important factor affecting truck body design is the material being hauled. This will not only determine the capacity and position of the body on the chassis due to the stated materials angle of repose (the stacking angle), but it will also determine which accessories/wear parts may be needed so that the body can achieve its specified life. For example, if the material being hauled is very abrasive or the particles are very large, it may be beneficial to add liners to protect the truck body from premature wear and/or localised denting. If the material is very light, such as coal, then it is unlikely that liners or heavy main plates would be needed. The loose density of the material affects the volumetric design of a truck body, and directly determines the payload of the truck: the weight of the final truck body design, plus the truck chassis weight, subtracted from the gross vehicle weight (GVW) will give the potential payload. The lighter the body, the greater the payload potential, and the heavier the truck body the less payload potential there is within the trucks GVW range.In addition, allowances must be made for environmental influences, such as the weather, on the material; moist material can have a tenancy to hang up (stick) in A DT HiLoad body on its way to Xstratas Mount Owen mineGood body imageSelecting the optimal body design and wear materials for each truck can have a huge impact on mine haulage profiles. Carly Lovejoy explores best practice and the current marketThe loose density of the material affects the volumetric design of a truck body, and directly determines the payload of the truck113,115-117,119,121-122,124,127-128,130-132MM1209.indd 113 20/08/2012 11:52RDO.indd 1 14/08/2012 15:36115September 2012 www. .comRIGID HAUL TRUCK BODIESthe truck body after dumping, so modifications may be needed to counteract this.Loading tools will also affect the way the truck body is designed, so as to off-set characteristics inherent to each type of tool. Dennis Frank, director of sales at Mine Rite Technologies, explains: Wheel loaders tend to discharge the material in a wave that splashes against the off-side of the truck body and may require additional plate thickness or structure to counteract this. Shovels typically drop their load in one area, creating impact, and can also have the same effect as a loader, but against the front wall of the truck body as the shovel bucket is swung into the truck body and emptied. Further considerations for tray design include:

road design and width restrictions;

workshop design (width and height restrictions);

loading and unloading equipment and or procedures;

legislative conditions (environmental, health and safety); and

the clients business plan.Barry Miller, vice-president, business development at Trinity Mining and Construction Equipment, says that no matter what marker a mine uses to determine the efficiency of its haul fleet, it all comes down to finding the lowest cost per tonne for hauling material. Our efforts begin with the customer providing basic operational information, such as material weights, loading tool information and any restrictions that might come into play, such as body height, width restrictions and even berm height at the dumping location, he tells MM. Our engineers are then able to custom-design a body that meets the requirements of each individual mine, while hauling the maximum allowable payload.John van Reenen, managing director of VR Steel, says that when selecting a new truck body, the question should be: which body will be the longest lasting, strongest and lightest that will work in the conditions specific to the mine? Lightweight bodies are more susceptible to fatigue failure, which puts more emphasis on the design and manufacturing, he explains. It is vital to choose a supplier with good manufactur-ing and excellent design capabilities. TRUCK PERFORMANCEAn optimal body design will maximise machine productivity and component life, resulting in the lowest operating cost per tonne for the customer. When designing a body for a specific application, it is important to make sure it is not only of the correct capacity, but also positioned correctly on the chassis to distribute the weight of the load properly on the tyres. This will prevent uneven tyre wear as well as braking, steering or dumping issues. Mr Swank explains: Every truck has a maximum GVW that must be maintained, plus correct distribution of weight between the front and rear axles to stay within warranty and for optimal performance.If the body is positioned correctly within the front/rear axle distribution range (usually 1/3 front, 2/3 rear), the likelihood of encountering tyre or stability issues is greatly reduced. Lighter-weight bodies allow for more material to be hauled. However, a body that is oversized can lead to loads in excess of the rated payload of the truck, and result in decreased braking and steering capability, and reduced component life. Conversely, if the body is undersized, the truck is not being fully utilised, which results in a higher cost per tonne. Mr Llano from Caterpillar says: We have seen incidents of incorrect weight splits, excessive debris build-up due to the lack of, or incorrect placement of guards, and interference with the frame or other chassis components when aftermarket bodies are mounted on a Cat chassis.Richard Lang, CEO of DT HiLoad, adds: If the body design is tough enough for the mine conditions and lasts an economic period, then a lighter body will carry more payload all day every day. We find that customers typically get a payback period on the DT HiLoad Hercules body in under a year.Selecting a truck body that is not designed for a customers site-specific conditions and use could lead to less than optimal payload deliveries. Exceeding the trucks GVW can lead to warranty denial, increased fuel and maintenance costs, increased downtime and less productivity.MAINTENANCE All truck bodies will require some amount of repair. However, the frequency will vary greatly depending on the application and the care taken by the customer. Knowing customer expectations and having an understanding of the application is the best way to ensure that payload and durability are balanced. Some customers, those who want to maximise production even at the expense of some additional costs, prefer a consumable lightweight body that will operate for a certain amount of time before being replaced, Mr Llano tells MM. Customers at the other extreme want a single body to last the life of the chassis with no major rebuilds. There is a middle ground too, where most customers fall a body that can be refurbished or rebuilt for a second or third life.Regularly scheduled maintenance inspections are critical to ensure maximum life. Application severity plays a major role as well; rock impact is the number one cause of body damage. Applications with large rocks and inexperienced loading tool operators tend to have more impact damage (denting or buckling of ribs). Another consideration is the abrasiveness of the material being hauled. Some ore contains a high amount of silica and can quickly erode the steel as it exits the body, resulting in higher maintenance frequency or reduced body life. Steve Grant, vice-president of technical and marketing support at Hitachi, comments: A standard-type body with The consequences of selecting an incorrect design include: overloading the truck, which leads to safety concerns with steering and braking; under-utilisation of the truck; premature tyre wear; increased carry-back; higher fuel costs; and downtime associated with repairs. Mr Raynor at ESCO comments: Downtime is the enemy of all miners; it results in loss of production that can never be regained. Loss of productivity is a loss in revenue. Chris Killian, regional manager at Duratray, agrees: It is all about payload; if you can haul more for less, then you are winning. Poor design choices that create carry-back, for example, can almost halve the amount of material you haul. Poor design in matching loaders to bodies can also contribute to similar payload shortages. Poor design can increase the occurrence (and amount) of carry-back; this is material that adheres to the truck body and remains in the tray after dumping. It constitutes extra weight for the truck to carry when making return journeys to the loader, and prevents the full capacity of the body from being utilised. It is a particular problem at operations with sticky materials, such as clay or oil sands.Selection of the correct body is all about maximising productivity of equipment and thereby reducing the cost per tonne of moving material, states Mr Miller at Trinity. The results of choosing a body for any reason other than this can mean more expense to move a given amount of material.The wrong designTruck bodies must be designed to accomodate the loading tools used. This photo shows a VR Steel body in useWhen designing a body, it is important to make sure it is not only of the correct capacity, but also positioned correctly on the chassis113,115-117,119,121-122,124,127-128,130-132MM1209.indd 115 20/08/2012 11:53116 RIGID HAUL TRUCK BODIESadvertiser25mm-thick floor would typically last 70,000h and a lightweight body around 25,000h. Bodies used in iron ore and copper ore where liners are used can expect an extra 12,000h out of liners. A body that sustains a lot of contact damage from loading tools and distortion from tail dragging during tipping will require more maintenance. Mr Lang of DT HiLoad explains: We recommend that the body should be inspected during regular truck maintenance intervals. Floor thickness measurements, which guide our unique wear management strategy, should be taken every six months. You need to manage the regular maintenance separately from damage repair. We find that even in hard rock applica-tions, our bodies can go 20,000h before undertaking any significant maintenance. In less arduous conditions this will be considerably longer, maybe 30-40,000h. Wear tiles are added as calculated depending on the wear rate, which is a function of how abrasive the ore is.Material selection and assembly is an important ingredient in a truck bodys life span. ESCO uses finite element analysis to assist in determining the correct material combination. The standard-duty ESCO body for coal applications is engineered to have a life cycle of 24,000h to 30,000h with regular scheduled maintenance. Westech Engineering takes a different approach. Rich Peters explains to MM: A Westech body is designed to be operated maintenance-free for the designated life cycle. Our bodies need minimal care, but everything is predicated on the mines operations. Proper loading practices, operations management, blasting practices and loading tools all play a role in the life of a body.REPAIR OR REPLACE?The replacement of truck bodies varies greatly with design and application. The decision is usually decided based on the expected chassis life of the truck. Mr Frank tells MM: Mine Rite designs its truck bodies to the customers needs and works with them to match the number of replacement bodies needed to reach the customers life expectation of the truck chassis.He explains that a truck chassis that has achieved half the life of the customers expectation and is ready for a replace-ment body may only need one more body to reach the customers ultimate chassis life goal. However, the customer may opt for a lightweight replacement body and increase the trucks payload potential by accepting that it might have to replace the truck body more than once during the remaining chassis life.A customer may also opt to increase the payload potential of a new truck chassis by fitting it with a lighter body from the beginning, and match the body replacement schedule to the life expectations of the chassis. Mr Swank reports similar findings: A trend weve seen in the past is for some operations to go with disposable truck bodies that would last for three years or 15,000-20,000h, receive minimal maintenance and are replaced at set intervals. And more often than not, the bodies outlived their intended lifespan considerably.Downtime required to rebuild a body can also be very expensive, and if a spare The payload must be distributed correctly on the chassis to avoid steering and stability issuesProper loading practices, operations manage-ment, blasting practices and loading tools all play a role in the life of a body113,115-117,119,121-122,124,127-128,130-132MM1209.indd 116 20/08/2012 11:53117 RIGID HAUL TRUCK BODIESadvertiserbody is not available, a truck can sit idle for weeks. More and more mines are looking for life-defined bodies with minimal maintenance and highly productive designs. We have designed bodies that were to last 21,000-24,000h that are still in use at 30,000h, comments Mr Peters.Mr Miller at Trinity says that there is no hard and fast rule regarding repair and replacement of bodies. However, design characteristics, such as the internal gussets in sills and floor bolsters used in Trinitys TMAX bodies, can help provide strength and longevity. The expected life of a truck is between 50,000h and 60,000h, says Mr van Reenen of VR Steel. We expect our bodies to be repaired once at 25,000-30,000h and then to last until the truck is decommissioned. Independent manufacturer Duratray has created a Suspended Dump Body (SDB) design. The company says that the frame of the body can be used in excess of 10 years in most applications. The replacement of the wear mat depends on the application, but it will usually be changed when the 100/135mm thickness has worn down to 30-40mm. The rate differs from mine to mine, and abrasive materials will typically require mat changes every 30,000-40,000h. Some mines opt for throw-away trays at 20,000-30,000h, explains Mr Killian. We find though that a life cycle of 6-10 years with a Duratray outweighs this option financially, even with periodic rope maintenance. Strategies often change, and a mine might find it is having to spend upwards of US$90,000 on throw-away trays to keep them running, which results in a higher cost over the life of the body.Duratray says that truck availability can also be increased with the use of its suspended design as it reduces the impact sustained by the truck. The company states that BHP Billiton and Rio Tinto in Chile have seen an increase in truck availability to 99.9% since introducing SDBs in 2009. SPECIAL DESIGNSCertain applications present particular challenges and opportunities, and a number of manufacturers have designed bodies to optimise the hauling of these materials. Material characteristics such as density, moisture content, abrasiveness or stickiness are the key drivers for special truck body designs. Material density is a key determinant for capacity sizing, and moisture content may dictate a design that resists material sticking to the truck body. Coal applicationsSpecial coal bodies are necessary due to the low material density. Many coal operations see material densities in the range of 0.75 to 1.25,explains Mr Miller. In order to maximise the payload of the trucks hauling this material, bodies are required that are wider, longer and taller than the standard designs, in order to achieve the volumes necessary to haul at the rated payload. Westech introduced its first gate-free coal body in 2001. Traditionally, coal was hauled in large heavy gated bodies, but the new design helped increase payloads and reduce maintenance costs. Our new Flow Control body is designed to make the truck platform safer, by discharging the coal in a metered fashion, making the Some operations go with disposable truck bodies ... and more often than not, the bodies outlived their intended lifespan consider-ably113,115-117,119,121-122,124,127-128,130-132MM1209.indd 117 20/08/2012 11:53Its time to move on. The future belongs to the smarter. The smaller. The ones that get the job done, but with less fuel, fewer parts and fewer problems. The ones that will deliver higher availability, increased productivity and better pro tability. Welcome to a new era of mining solutions at scania.com/mining. Or see us at MineExpo, stand 17210, Silver lot, Las Vegas Convention Center, 24-26 September 2012.THEEVOLUTI ONOF MI NI NGh_SCAN176_Ad_B_Mining_Magazine_275x200mm.indd 1 2012-07-13 15:03119September 2012 www. .comRIGID HAUL TRUCK BODIEScrusher more efficient, and reducing coal dust emissions, Mr Peters explains.Coal is less abrasive than metallic ores, which allows the use of thinner floors and sides to keep body weight down and enable more coal to be hauled. Komatsu advises that coal bodies often require a special floor and front sheet design to ensure they are properly positionedand to help obtain the rated payload.Trucks are designed to haul whatever load they can support, but the bodies need to be specific to the purpose and the operation, explains Mr Swank. Coal bodies need to be large, and to achieve good ground clearance at full dump, you need to either restrict the body length or increase the body sidewall height.Mr Frank adds: Specific bodies can lower operating costs by increasing the payload potential and reducing the haul cycle times by addressing certain dump criteria (better dumping of sticky or wet material) and reducing the empty vehicle weight. Attachments such as tailgates and liners can also be added to aid payload potential and address restrictions that may arise as a result of the loading tools.Oil sands Haulage in the Canadian oil sands presents a number of challenges; the material is generally very sticky, and the extreme climatic conditions in northern Canada increase the potential for loads freezing to the truck body, making carry-back a real concern.To help prevent the material from sticking, oil sands bodies are sometimes A range of specialist steels can be incorporated into the manufacture of truck bodies, or applied later in the form of plates/components, in order to enhance their resistance to abrasion and impact. A few choices are detailed below.HARDOXHardox was launched in the 1970s by Swedish manufacturer SSAB. Available in six hardness levels 350 HB, 400 HB, 450 HB, 500 HB, 550 HB, 600 HB and Hardox Extreme 700 HB the steel gains its strength from SSABs specially developed quenching process. This results in very tough and ductile plate with a low level of alloying elements. It is particularly resistant to impact and can absorb heavy strain, even in very low temperatures. Hardox can be produced in thicknesses from 1mm to 160mm. The company says that in spite of its strength, Hardox is still easy to handle in the workshop, and its low carbon equivalent values make it easy to weld. The plate can be easily cut with gas, plasma or laser, and its consistent quality and purity make it suitable for press and roll bending. SSAB produces Hardox at mills in Oxelsund (Sweden), Borlnge (Sweden) and Mobile, Alabama (US), and its products are distributed worldwide mill direct by SSAB sales staff or through the Hardox wear parts network. The company recommends Hardox 400, 450 and 500 steel plates for lining truck bodies; the choice of steel grade and thickness depends on truck capacity and ore hardness. Hardox 400 and 450 in thicknesses of 6-15mm are most popular for body sides, while Hardox 450 and 500 in thicknesses of 14-25mm are used in tray bottoms.SSAB says a good way to reduce abrasion is to use the dead bed concept by putting hollow lining plates or wear bars transverse to the material flow direction on the bottom and sides of the body (instead of lining plates). If the rocks are too big to fall through the bars, they exit the tray with a tumbling motion during dumping, rather than sliding along the floor; a tumbling rock creates less wear than a sliding rock, and SSAB says the wear rate can be reduced by 30-40% compared with a flat plate.SSAB has launched WearCalc2.0, an application that calculates the relative service life of abrasion-resistant spare parts. Combined with a comparison of material and production costs, the application allows quick selection of optimum wear materials. It predicts erosive and impact wear as well as sliding wear for all types of Hardox wear plate.RAEX AND OPTIMFinnish steel specialist Ruukki provides Raex wear-resistant steel in four classes of hardness: Raex 300, 400, 450 and 500. It says Raex has been tested in extremely demanding conditions, needing high strength and abrasion resistance. Raex (hardness 300-500 HBW) is a hardened steel particularly suited for long-term use in abrasive environments with high surface pressure.Ruukki also produces Optim high-strength and ultra-high-strength structural steels, including strip and plate products, as well as tubes and open steel profiles. Optim 700 MC Plus and Optim 700 QL, as well as high-strength and ultra-high-strength Optim hollow sections, are most suitable for use in truck bodies. Josu Pia, vice-president, special steel sales at Ruukki Metals in the Americas, explains: The hardness of Raex 450 is 2.5 times that of ordinary structural steel. Raex 450 steel is a good choice for long-term, heavy-duty parts that are susceptible to strong surface pressure. The hardness of Raex 500 is over three times that of ordinary structural steel. When increased payloads and energy efficiency are needed, the high strength of Optim steels offer an opportunity to design lighter and stronger structures.Ruukki manufactures Raex and Optim using direct quenching at its Raahe factory in Finland, although its customer base is global. Both can be delivered in plate form or as customised components, shaped and bent to OEMs and sub-contractors requirements.NANOSTEELThe NanoSteel Co has developed the NanoSteel SHS 9700 Wear Plate, which it claims provides 400% more wear life than 500 Brinell steel plates in mining applications. The company provided a monolithic NanoSteel SHS 9700 overlay wear plate for testing to a hard rock mine in southwest US. The mines 240t trucks were transporting ore from an electric shovel to a primary crusher, and the 500 Brinell quench and tempered wear plates used to line the truck beds were lasting an average 12 months due to severe sliding abrasion.The NanoSteel wear plate remained in service after 48 months and after hauling more than 10Mt of ore. An ultrasonic inspection of the plate at 48 months showed 40% of the original 6mm overlay thickness remaining. ASTRALLOYAstraWear 400F is produced by Astralloy, a subsidiary of Arcelor Mittal. It is a water-tem-pered martensitic steel, with typical hardness of 400 BHN. Its resistance, high hardness and high yield strength make AstraWear 400F suitable for use in applications that require resistance to wear from scraping or moderate impact.Astralloy says that AstraWear 400F is especially suited for mining, quarrying and construction applications, as it allows a significant reduction in design thickness, and is up to three times more resistant than standard steels.Steels and wear partsA dead bed made from Hardox steelHot rolled plates at Ruukkis Raahe factoryBodies need to be specific to the purpose and the operationNano-Steel wear plates113,115-117,119,121-122,124,127-128,130-132MM1209.indd 119 20/08/2012 11:54At MINExpo 2012, Liebherr will be exhibiting new productsandotherinnovativesolutionsforthe mining industry. Withhigh-qualityequipmentandpersonalized customer support, Liebherr enables superior pro-ductivityallowingcustomerstomovemoretons per hour at the lowest cost.We look forward to seeing you there!The GroupMINExpo 2012in Las VegasLas Vegas Convention CenterCentral Hall, Booth 7627September 24-26www.liebherr.comExperience the Progress.121 RIGID HAUL TRUCK BODIESadvertiserMORE PRODUCTIVEwith the clever and simple Sleipner system.THE EASIEST WAY TO BEheated using engine exhaust gases and/or tapered from front to rear so that the material can flow out of the body easily when dumping.Mr Peters of Westech states: We developed and delivered our first oil sand body in 2008. With highly customised and effective heating, carry-back has been reduced to near zero. The original oil sand body was developed for the Caterpillar 797. Today we have oil sand-specific bodies for Liebherr T282 and Komatsu 930.Our fleet of tar sands bodies in Canada are reaching 250,000h service with 99.9% availability. Figures like that in such a harsh environment are the result of excellent engineering and mining experience. Every mine has its own challenges and needs a truck body that is customised for that specific application.Oil sand is also very abrasive. Joe Shoemaker, product manager, mining, at Komatsu America Corp, explains that oil sands bodies may have extra liners and/or heavier main plates to combat wear. Duratray has found its SDB rubber wear mat typically wears three times longer than steel sacrificial plates in these applications, and carry-back is also reduced. Oil sand has a tendency to compact during travel, and during dumping the material often remains in the body for an extended time, then exits as a solid block; this is referred to as loafing. With a significant amount of load over the rear axle, the dumping motion can cause the front of the truck to lift up off the ground. As the loaf releases, the truck and its driver release from suspension and slam back into the ground. This repeated process stresses both the truck chassis and the drivers, who, over time, can suffer from back and neck issues.Caterpillar responded to this problem by adding a hydraulic (hoist system) set-up, coupled with tapering the sidewalls of the body to assist with material ejection. We also offer several carry-back reduction designs for sites with very cohesive material, says Mr Llano. These include body exhaust heat routing, curved internal transitions and corner web plates. For sites with heavy abrasion, we offer chromium carbide overlay plate, which outlasts typical high-strength steel. We recently introduced rubber floor liners to absorb impact energy and reduce loading noise for sites located near towns, which closely monitor operational noise output.Philippi Hagenbuch has developed a truck body specific to the needs of oil sands operations. Mr Swank explains: Mines had no option other than modified OEM or generic third-party truck bodies to outfit their fleets with. Mine operators invested greatly in different scenarios in an attempt to reduce loafingand carry-back, but the issues remained.Because of this, we set out to design a new type of truck body from scratch one that was specifically built for the oil sands environment. The result is a true oil sands body, which practically eliminates loafing and minimises carry-back.Lightweight bodies/boardsLightweight bodies can optimise payloads in non-abrasive ores, and can potentially reduce wear on the truck components, extend tyre life and improve fuel consumption, as the empty vehicle PHIL oil sands body on Cat 797Every mine has its own challenges and needs a truck body that is customised for that application113,115-117,119,121-122,124,127-128,130-132MM1209.indd 121 20/08/2012 11:54September 2012 www. .com122 RIGID HAUL TRUCK BODIESweight during return hauls is much lower. Sideboards or hungry boards can be added to increase a bodys volume, usually to compensate for hauling lighter material and to minimise spillage. For example, if a truck is used to haul both light overburden and then heavier ore, sideboards could be used to reach the available payload for the overburden, and can then be removed once the operation moves into ore.Mr van Reenen explains: The main situation where hungry boards and sidewall extensions would be employed would be if there were an existing body in the field and the customer discovered that the material density had significantly changed. If the current material density was lighter than the original material density used to design the body, then hungry boards/sidewall extensions would allow the customer to continue to haul a rated payload with the lighter material.Mr Peters at Westech cautions: Alterations to the body with hunger boards or side wall and tail extensions will help get the payload numbers up, but can also raise the trucks centre of gravity. This can increase the chance of rollover or instability. The split ratio is also impacted; more weight is shifted to the rear, causing more wear on the rear tyres and struts. The truck would need more maintenance, which can affect overall budgets from maintenance to production. Choosing the correct body design maximises the material hauled body weight is reduced through proper engineering and material choices.OEMsKOMATSUKomatsu offers standard rock bodies for its entire range of trucks, and can work with customers to provide an application-specific body where necessary.We design all of our bodies using the same basic materials, explains Mr Shoemaker. The main difference in the material for a specific body design would be the thickness required. We have designed numerous body attachments based on customer requests, including tail and floor extensions, liners and top rail reinforcement. The most popular options are eyebrows and canopy extensions.Komatsu designs all of its bodies and parts in-house, with the exception of liners. Fabrication is carried out at a number of Komatsu locations, which each serve various geographical regions. In some markets Komatsu undertakes this work in-house, and in other markets the work is contracted to fabricators.Customers can purchase a haul truck from Komatsu with or without a Komatsu-designed body. There are obvious benefits to purchasing a Komatsu haul truck equipped with an OEM-designed body, states Mr Shoemaker. If a customer elects to purchase a Komatsu haul truck without a body, then they are required to complete an approval form. Komatsu then reviews the information to ensure the third party body design meets its criteria for positioning on the chassis and capacity.If the third-party design does not meet Komatsus criteria, then it will need to be modified and the form resubmitted for review/approval.CATERPILLARCaterpillar offers a selection of bodies for its trucks. We have a specific configura-tion for every mine site using our bodies, says Mr Llano. We have lightweight, payload-focused bodies, heavier, more robust bodies, and also coal and combination bodies. For example, on the 793F we offer bodies ranging from 140m3 to 307m3, with a weight range of 18t. The higher-volume bodies are for hauling coal and the lower-volume bodies are for rock/overbur-den. A speciality design we offer is the Combination or Truck body manufacturersMM takes a look at the current range of haul truck bodies available from some of the key OEMs and independent manufacturersKomatsu designs and manufactures all its truck body parts in-house. This photo shows a 960E model in actionsays Mr Llano. We have lightweight, payload-focused bodies, heavier, more The higher-volume bodies are for hauling coal and the lower-volume bodies are for rock/overbur-den. A speciality design we offer is the Combination or A Cat 789C with gateless coal bodyThere are obvious benefits to purchasing a Komatsu haul truck equipped with an OEM-designed body113,115-117,119,121-122,124,127-128,130-132MM1209.indd 122 20/08/2012 11:54September 2012 www. .com124 RIGID HAUL TRUCK BODIESCombi body. This is sized between a rock and a coal application. The body will not reach target payload when hauling coal, and will need to be monitored for overload when hauling rock, but provides production flexibility to use the truck anywhere in a coal mine without changing bodies.Caterpillar can also customise each body through different styles and liner options. Its lightweight body is referred to as MSD II (Mine Specific Design) and its heavy-duty style is the X-Body.We have a very popular wear option called the rock box, adds Mr Llano. Its basically a grid structure that fits in the tail of the body and is constructed of steel bars. The fine material falls into the grid openings, and then as the load leaves the bed, it wears on the packed-in fine material rather than on the liner steel. For highly abrasive applications, Caterpillar offers a chromium carbide overlay that provides enhanced wear resistance. This option is also being evaluated as a method to reduce carry-back as the surface has a lower tendency to cause material hang-up. Caterpillar undertakes all engineering and design for its truck bodies at its plant in Decatur, Illinois, US, and the complete manufacturing process, from first operations through painting is controlled in Caterpillar facilities. Caterpillar dealerships are currently establishing new manufacturing facilities in South America and in Australia, and a new factory is under construction in Batam, Indonesia.Mr Llano says: We do not partner with any other body manufacturer to promote or validate aftermarket bodies on our trucks. Most of our trucks are commis-sioned with Cat bodies. We design, analyse and test our bodies and trucks together as a complete package at our proving grounds in Tucson, Arizona, US. It is our mission to provide the best integrated and competitive solution so that our customers dont need to pursue third-party alternatives.Several Caterpillar mining trucks are available in bare chassis configurations through Cat dealers. These are intended for speciality applications such as water transport and towing. Caterpillar OEM Solutions Group also sells bare chassis configurations directly to OEMs, who design, manufacture and assemble water tanks. The resulting speciality machines are often co-branded for sale through Cat dealers to their mining customers.We continue to see a trend of customers moving away from heavy-duty bodies and toward a lightweight, payload-focused solution, explains Mr Llano. We believe this is a trend that will continue for the foreseeable future.HITACHIHitachi offers a range of body designs for its trucks, including: lightweight, standard bodies with liners, and approved third-party designs from DT HiLoad, Westec and Sebba. Nearly all Hitachi bodies are custom designed for customer-specific applications.The companys own bodies are designed in-house and built at Hitachi factories or by fabricators close to their point of sale. Most are built using 400 to 450 BHN steel. Some of Hitachis primary markets for truck sales include: Australia, Colombia, Indonesia, South Africa, the US and Zambia. Trucks can be purchased with or without bodies, or can be fitted with third-party-designed bodies on request. Hitachi recently supplied trucks with DT-Hiload bodies to the BHP-Anglo Amer-ican- Xstrata Cerrejon coal mine in Colombia; trucks with DT-Hiload bodies to Glencore Internationals (now Xstratas) Prodeco coal mine in Colombia; and models with Sebba bodies to Kaltim Prima Coal in Indonesia.INDEPENDENTSThe number of independent manufacturers entering the truck body market is steadily growing. The independent operators think about their bodies all of the time, so the service and attention to detail will always be better, states Mr Lang. It is not a market that is easy for imitators to enter, even though they may have many years of experience in welded structures. This is a tough application and one where the customer cant afford downtime.Mr Swank supports this: The market is absolutely growing. Fleets and trucks are getting larger, which means that if youre not carrying the trucks capacity, the lost opportunity compounds that much quicker. Maintenance, payload and efficiency are paramount to operators around the world, and theyre not just willing to try a better alternative, but are actively looking for better products. Its exciting because were there to help them accomplish their goals.Mr Peters at Westech comments: There is no doubt that the global market is growing and the need for a custom body is growing everyday as well. An OEM body, or generic as we call them, is designed to a single material density that must fit all the mines worldwide. For example, coal is much lighter than iron ore a generic body is not actually designed for either and the truck will never make payload. Mines are seeing that a carefully designed custom truck body can substantially increase the amount of payload hauled per year, while at the same time cutting costs in all areas of truck fleet operation. A custom truck body is the smart choice for any mining application.A Cat 793F dumps 250t of rock wasteHitachi truck bodies are customised for each customers needsWe see customers moving away from heavy-duty bodies toward a lightweight, payload-focused solution113,115-117,119,121-122,124,127-128,130-132MM1209.indd 124 20/08/2012 11:54SSAB AmericasPittsburgh, PA - USA T +14 12 269 3231 contactusa@ssab.comMontral, QC - CanadaT +1 514 364 1752 Vancouver, B C -C anada T +1 604 526 3700 contactcanada@ssab.comMonterrey, Mex ico T +52 81 8192 9130 contactmexico@ssab.comLima, Peru T +51 1 242 1700contactperu@ssab.comSantiago, ChileT + 56 2 9633580contactchile@ssab.com So Paulo, Brazil T +55 11 3303 0800contactbrazil@ssab.com www.hardox.comINTRODUCING WEAR PLATE FROM 0.028(0.7 MM) TO 5.118 (130 MM)Industry is facing extreme challenges in order to meet the demands of sustainability and competi-tiveness.Extreme challenges need extreme performance.And the new Hardox thickness range is all aboutextreme performance. From X-Small to X-Large.Whats your extreme challenge?Come and see us at MINExpo International 2012booth #4063, Central Hall !SSAB_Miningmagazine_8-13-2012.indd 1 8/13/2012 4:36:34 PMDo you believe in ultimate endurance?We do. Everything can be evolved. For example, by switching to Raex steel with superior wear resistance you could reach longer lifetime than ever. Together lets turn your evolution from theory into practice.EVOLUTION IS MORE THAN JUST A THEORY.Are you ready for the next product generation?ABRASIONRESISTANTSTEEL www.ruukki.com/specialsteels127September 2012 www. .comRIGID HAUL TRUCK BODIESDT HILOADThe DT HiLoad Hercules is a rear-tipping body for rigid trucks of any brand. We have sold bodies for use on Caterpillar, Komatsu, Hitachi, Liebherr and Terex trucks in the 90-260t range, explains Mr Lang. We optimise the design for each customers site, so that the economic performance of the mines trucking operation is optimal. The Hercules body is almost exclusively made from quenched and tempered steel for extra strength and durability. The DT HiLoad wear package system is applied in such a way that the body retains its original build weight, and the amount of wear material applied is specific to the mine and its application. This means that the mine can vary the wear package if conditions change.DT HiLoad manufactures truck bodies at its factory in Perth, Western Australia. The company is currently producing bodies for Liebherr T262 trucks with 210m3 and 170m3 capacities, and bodies for Caterpillar 793 and 777 trucks at 65m3. These latter bodies are loved by contractors, as we offer them in either a 19mm floor or a 25mm floor, Mr Lang states. For operations in very remote locations, contractors love the thicker floor, which provides a buffer against mistakes.ESCOESCO currently offers three truck body designs for the coal market: Dirt Boss, Coal Boss and Combination. These can be designed to fit any off-highway truck from 54t to 363t. ESCOs truck bodies are differentiated from standard OEM options in that they are consistently about 1t lighter, and address a customers specific production problem, says Mr Raynor. For example, ESCOs truck bodies are designed with a curved sidewall and floor interface using mine-specific material and productivity data to minimise carry-back. The bodies are also designed to function correctly with on-site loading tools and optimise the full capacity of the truck. ESCOs bodies are built from high-quality quenched and tempered steel. AR500 steel plates are used for internal surfaces, and ASTM A514 steel is used for all structural components; ESCO says its customers usually defer to its experts to determine the type of steel used. The company also provides a warranty to bolster its material selection. ESCO truck bodies are created by ESCO engineers and by an outside engineering firm with ESCO oversight. Mr Raynor adds: The bodies are fabricated utilising both internal and external resources globally. Providing our customers with on-time deliveries and product support is a priority, and strategically located ESCO-qualified fabricators can sometimes be more responsive to delivery needs. ESCO also works collaboratively with OEMs, usually at the request of end users. It has recently entered into an agreement with Peabody Energy to supply a number of 363t Liebherr T282C and 214t Unit Rig MT4400 truck bodies for some of its eastern Australian mining operations. MINE RITEMine Rite has a variety of truck bodies for applications including: overburden, ore, coal, fly ash, oil sand, sand and gravel. Its patented Tube-box truck body design features steel tubing for all of the external structure, rather than forming and bending plate steel. The company says that this offers a number of advantages, such as not being limited by the length of the structure, and the ability to replicate structural parts consistently, because the steel tubing is extruded and retains a constant shape and a better fit of saw-cut tubing. The consistency of structural tubing also allows Mine Rite to automate some of the welding process, thereby reducing manufacturing time.The structure is typically lined with abrasion-resistant steel plate and can be further enhanced by adding attachments, such as hexagon-shaped plates in the lower front corners of the body to aid the reduction of carry-back, polymer lining or ejectors to help dump sticky material, or tailgates to increase the load potential of the body. Mine Rite also offers a selection of liners for use in abrasive applications. Mine Rites truck bodies and compo-nents are engineered, designed and manufactured in-house at its facility in Buffalo, Wyoming, US. Large bodies that require breakdown for shipping are DT HiLoad truck bodies being assembled before being delivered to customersAn ESCO truck body hauling coal. Coal bodies are usually wider, longer and taller than standard designsESCOs truck bodies are differen-tiated from standard OEM options in that they are about 1t lighter, and address a customers specific production problem113,115-117,119,121-122,124,127-128,130-132MM1209.indd 127 20/08/2012 11:55September 2012 www. .com128 RIGID HAUL TRUCK BODIESshipped as components or as bundled components (for overseas), then assembled on site by Mine Rite employ-ees or trained sub-contractors.Mine Rite is currently producing truck bodies for sites in North America, Australia and Africa, and has worked with a number of OEMs and customers to provide truck bodies from 134t to 363t for newly manufactured chassis worldwide.TRINITY MININGTrinity Mining designs and fabricates bodies for haul truck chassis of 90-363t payload ratings. All TMAX bodies are custom-designed for mine-specific applications.Trinity has standardised the materials used in the TMAX body structure based on the materials high-strength or abrasion-resistant properties. All sub-structure components, such as the main and hydraulic pivots, floor, front and side sheet bolsters, and sills are constructed from grade A514 plate steel. The internal gussets, which are placed in the bolsters and sills for strength, are made of the same material, and the interior plates, which are subject to the highest wear and impact, are constructed from grade AR450 steel plates.TMAX bodies can be further custom-ised to include liner packages; this can be as simple as an impact plate made of AR450 steel, or more elaborate, utilising a variety of steel overlay products with extremely high Brinell hardness ranges.Mr Miller says: Trinity has in-house design engineers, and all design work is accomplished at our principal location in San Antonio, Texas. Customers are encouraged to work with the engineering staff to help achieve the design desired for each application.All manufacturing is conducted at Trinitys two fabrication facilities, subject to a strict quality control system and ISO 9001:2008 certification.Trinity has longstanding relationships with most OEM chassis manufacturers and regularly fabricates OEM bodies for them. These relationships do not become competitive, explains Mr Miller. The OEMs recognise the value of mine-spe-cific designs. In many cases, the OEM will actually request a custom-designed body for delivery with a new truck chassis. Trinity plans to enter 2013 with expanded product offerings and manufacturing capacity. Two examples of its newest product will be on display at MINExpo the bodies on the Liebherr Mining Equipment 363t and 232t truck chassis. Each of these incorporates a new side sheet design that was developed to strengthen and reinforce the side sheets to the front wall and canopy of bodies for extremely high-impact environments.VR STEELVR Steel designs each truck body according to the requirements of its customers. We optimise the payload keeping in mind the load body weight, life expectancy, and materials transported, says Mr van Reenen. We are the only company in the world offering a minimum 15,000h maintenance warranty. We use different steels to get to the maximum payload, but have not used any coatings, and our design does not require any wear attachments. Our unique design and advanced manufacturing techniques are the rason we can offer long periods between maintenance intervals.There are some highly effective solutions for the reduction/elimination of carry-back. One of the most widely used is MRA from Global Barrier Coatings, an environmentally friendly, non-stick coating. The product is 99.8% biodegradable, non-toxic, non-hazardous and does not affect downstream processing. MRA, a patent-pending blend of natural oils and other ingredients, has been perfected through use in a variety of mining applications in different countries and environments.Gordon Davies, president of Global Barrier Coatings, explains: In mining, it is beneficial tominimise carry-back as much as possible, as it can prevent equipment from achieving its full payload potential. By reducing or eliminating carry-back in haul trucks, the MRA product has a major beneficial effect on productivity and thus on the bottom line. The MRA product is used in haul truck beds and productivity increases of well over 20% have been achieved. Working with a major western US coal mine, Global Barrier Coatings was tasked with reducing both carry-back in truck beds and reducing the cleaning times for hauler under bodies. Carry-back, which resulted from hauling overburden:

reduced the efficiency of the trucks;

caused frequent overloading;

required additional cycles, resulting in increased wear on the equipment and tyres;

increased the amount of time it took to clean the trucks;

increased the frequency of bed cleaning; and

increased the potential for damage to beds from cleaning using an excavator (backscratching).The data complied after putting MRA into use showed that the mine achieved substantially reduced carry-back in truck beds, overloading was eliminated, haulage efficiency was increased by 35% through utilisation of up to 99% of haulage potential, and haulers treated with MRA averaged 150 cycles before any measureable material build-up was reported (untreated haulers averaged 109 cycles before accumulating up to 30% carry-back).Also, the time taken to clean the truck beds was substantially reduced, thereby decreasing downtime and increasing availability, equipment wear was reduced through fewer cycles, and wash times for under-bodies were reduced by 40% (1,440h/y).Mr Davies tells MM: MRA has been used in many types of ore, including iron, copper, coal, kimberlite, bauxite and gold.We have yet to come across a carry-back or build-up problem that our product has not significantly reduced or eliminated. We are currently working with a number of coal mines here in the US along with gold mines in South Africa, iron-ore railroad projects in Canada and coal and iron-ore railroad and haul truck projects in Brazil, all with excellent results.Non-permanent coating products such as MRA can be used only when needed and do not require significant capital investment. For example, mines that experience carry-back due to freezing can use the product only during the winter months, without having to purchase specialised equipment that is not necessary the rest of the year.Global Barrier Coatings MRARight: after applying MRA carry-back is eliminatedAbove: carry-back before applying MRATrinitys TMAX body on a Komatsu 930E haul truck113,115-117,119,121-122,124,127-128,130-132MM1209.indd 128 20/08/2012 11:55www.escocorp.comVisit us at MINExpo 2012Unveiling our NEMISYS lip system at MINExpo 2012!Las Vegas, NevadaSeptember 24-26EXPERIENCE INNOVATIONJoin us at MINExpo as we unveil our latest products and services. From material extraction to hauling and processing, ESCO offers a eld-proven range of blades, crusher wear parts, lip systems, ground engaging tools, attachments, truck bodies, underground mining wear parts, and wear management services. Visit booth C4209 and see why ESCO is trusted at safe and productive mines worldwide.ESCO.indd 1 19/07/2012 15:04130 RIGID HAUL TRUCK BODIESadvertiserVR Steel undertakes all design work in-house, and manufacturing takes place at its Alrode factory in South Africa. We also use fabricators all over the world, adds Mr van Reenen. When we do use sub-contractors, we like to have our own personnel present. Geographical markets determine our manufacturing solutions. VR Steel has good co-operation with OEMs including Komatsu, Hitachi and Liebherr, which it says is mostly driven from the customer side.Recent orders include Komatsu 930E bodies for a platinum mine in South Africa and a coal mine in China, Caterpillar 793 bodies for an iron ore mine in Australia and a diamond mine in South Africa, and Komatsu 730E bodies for diamond mines in Botswana and iron ore mines in South Africa.Mr van Reenen adds Because we guarantee our bodies for 15,000h, we are almost permanently on site measuring thicknesses and inspecting the bodies. When we find anomalies, we try to immediately build that into the new design. We are not stuck with a design if we can make improvements, we do so immediately. No other manufacturers carry a 15,000h maintenance guarantee.PHILIPPI-HAGENBUCHPHIL began producing lightweight coal bodies in the 1970s and has since expanded its product range to include gated and gateless bodies for hauling oil sands, iron ore, gold, copper, coal, scrap steel and radioactive materials.Mr Swank says: PHIL has applied for 13 patents since MINExpo 2008, with an additional eight patents having been issued. Milestones in the past four years include the introduction of an oil sands body and our hard-rock body.The company has also introduced a new Body Lifting System that is supplied Left: VR Steel offers a 15,000h guarantee for its haul truck bodiesRight: PHILs new body lifting system. Inset: hydrophobic steel can be added to PHIL bodies to cut carry-back24800 Rockwell Drive, Cleveland, Ohio, USA 44117 www.pioneersolutonsllc.com 216-383-3376 sales@pioneersolutonsllc.com Heavy Equipment Engineering ServicesCentral Hall Booth 5433SEE A BRAKE ATLaunching a New Brake Product LineOver 30 Years of Dump Truck Product & Applicaton KnowledgeExperience in 40t to 400t Wet Disc BrakesExpertse in Hydraulic Brake Systems IntegratonYou May Know Us for Engineering Services, We Now Manufacture Wet Brakes!DESIGN & MANUFACTURING EXPERIENCEAvailable for Mechanical or Electric Drive Dump TrucksDesigned to Operate on both Front & Rear AxlesAdaptable to Existng & New OEM DesignsPrototyped, Tested, and Operatng in MinesOIL COOLED DISC BRAkE PRODUCTS113,115-117,119,121-122,124,127-128,130-132MM1209.indd 130 20/08/2012 11:55131 RIGID HAUL TRUCK BODIESadvertiserstandard on all off-highway bodies and provides a safe and easy method for removing truck bodies. PHIL uses Hardox 450 steel for its bodies. In some applications, we supplement this with other types of steel whether it is a chromium carbine fused material or an overlay or completely different material requested by the client, explains Mr Swank. Our products can be customised in any way, from the paint to the coatings within and outside the body. Wear attachments are also available.The most popular option has been hydrophobic steel, which is added to the inside of PHIL truck bodies to minimise carry-back. The company estimates that through minimising exterior carry-back, an extra 4-6% can be added to each truck load. Bodies are designed and engineered at PHILs Peoria, Illinois, headquarters. Depending on where the products are destined, they can be wholly constructed at PHILs facility and assembled on site, or manufactured at a remote facility by one of PHILs partners.PHIL has a good relationship with OEM truck manufacturers and makes its design and production facilities available to them as needed. The companys most popular bodies this year are for Caterpillar 797 and Komatsu 930 trucks.DURATRAYDuratray manufactures Suspended Dump Bodies (SDB) of 30-380t capacity with flexible rubber components for mining trucks. The rubber offers benefits in carry-back reduction and increased wear resistance, and reduces the load shock to operators, as well as environmental noise. The SDB comes in a number of configurations with optional liner packages on the side and front walls, and canopy/headboard liners are offered in addition to steel side liners. The company says that the most common configuration selected by clients is the optional front rubber liner.Bodies are designed in-house and can be delivered as modules, halves or whole. The location of manufacture depends on the mines location, logistics and the delivery model selected by the client. Duratray has appointed several steel component fabricators worldwide, but always sources rubber parts from its factories in Melbourne, Perth and Antofagasta. Assembly can be undertaken in several ways according to the tray capacity, location and transport restrictions.Duratray can also work with OEMs to supply SDBs for new trucks, customising the body according to mine conditions, truck fittings and clients requests.The company says new bodies are always being designed and improvements made. The latest is a model for nickel mines in New Caledonia that will eliminate the need for side clamps or wear bars. The new-design wear mat lays around the side wall on a curve and attaches higher up than traditional models. This, the firm says, will eliminate a further 2-5% of hang-up. Duratray will also launch a new lightweight tray following FEA and further testing. Kevlar ropes among other options are being considered for the suspension ropes, and will be used to reduce the weight while maintaining the same strength rating. This will also allow changes in the design of the side beam and undermat, which will reduce the empty tray weight by a further 2-3t.Duratrays Suspended Dump Body designvisit us at booth #7599to see examples of our innovativeindustry-leading designs113,115-117,119,121-122,124,127-128,130-132MM1209.indd 131 20/08/2012 11:55132 RIGID HAUL TRUCK BODIESadvertiserWESTECHWestech is part of Austin Engineering. The company has been in the body business since 1969 and today is the largest designer and manufacturer of custom mine-specific bodies. Westech bodies are engineered in Casper, Wyoming, and built in plants around the world. Westech/Austin Engineering has sales, service and manufacturing facilities in Chile, Colombia, Peru, Indonesia and Australia. In the recently completed fiscal year, more than 500 Westech-design bodies were manufactured and delivered, says Mr Peters.Westech offers body designs for virtually every OEM chassis available. Westech bodies are designed to outperform all other body manufacturers, not just OEM bodies, states Mr Peters.We offer a long list of design options and make recommendations on the steel that would be required for each body. Different environments will call for different grades of steel and wear packages. This is determined on a mine by mine basis.Westech designs and manufactures its bodies in-house to obtain consistent quality control. These can be shipped in several configurations, and Westech provides field service crews when possible to oversee construction. Independent contractors must meet its strict standards for quality and safety.Mr Peters explains: Our engineering group has designed more than 40 different bodies in a year. Each of these designs is unique. Besides working with new customers on their custom needs, we are constantly evaluating current designs at our mining customers for enhance-ments. We believe there is always room for improvement and customers have a great deal of input into that.In a 2011, Westech delivered the worlds largest truck body by volume (verified by the Guinness Book of World Records). The Flow Control body is patent pending and has a floor that allows the payload to be controlled during dumping. This has several benefits: the truck is safer to operate because the centre of gravity is kept forward of the rear wheels longer, preventing the front of the truck from lifting; and the amount of dust generated is reduced substan-tially. The design can also be used as a combo body and can handle both coal and overburden. The 470m3 body was installed on a Liebherr T282C truck, which normally has a nominal payload of 363t, at Peabody Energys North Antelope Rochelle mine in Wyoming. At the given coal density, the Flow Control body can hold a total weight of 404t. The delivery resulted in a number of repeat orders. Westech will display the Flow Control body at MINExpo 2012.Westechs world recordWestechs record-breaking T282C Flow Control Body, the worlds largest truck body113,115-117,119,121-122,124,127-128,130-132MM1209.indd 132 20/08/2012 11:56