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HAULAGE Taking the Train Haulage by trucks with trailers, often combined into multi-unit 'road trains,' is gaining acceptance—niche by niche—in an industry dominated by rigid-body rigs By Russell A. Carter, Managing Editor The rigid-body haul truck is an icon of the technology required to move massive amounts of ore and waste in surface mining operations. For conventional, large-scale applications it's probably safe to assume that most mine operators regard rigid-body rigs as the gold standard for haulage effi- ciency in typical mine conditions. But, not unlike the recent slippage in gold prices, some industry observers have perceived a slight softening in the haulage status quo—opening a window of opportuni- ty for enterprising truck builders to demon- strate that rigid-body fleets are not always the best high-tonnage haulage solution. That's a premise that the major mine- truck OEMs might be willing to vigorously debate as they brandish bulging sales books for their big rigid-body haulers. Competition within this sector is as intense as ever, with upgraded models from the big builders steadily entering the market, while both in-the-iron and drawing-board proto- types of new mid-range and ultra-plus- class capacity rigid-body haulers have been rolled out—or in one case, rumored—even from sources that lie outside the focus of press and market attention typically paid to Caterpillar, Komatsu, Liebherr or Hitachi. In mid-2011, for instance, a small engi- neering firm based in Novi, Michigan, USA, announced it had produced the first unit of a new 400-ton-class truck model, the Elite 6000—a product of collaboration between the Michigan firm, known as Detroit Heavy Truck Engineering LLC (DHTE) and Elite, a joint manufacturing venture involving China Metallurgical Group Corp. and Hunan Valin Steel Co. Preliminary specifi- cations released by DHTE for the 363-mt- capacity hauler include a choice of MTU's 20V4000 or Cummins' QSK78 diesel engines, a Siemens AC electric drive sys- tem, a selection of body types and a long list of available options. The truck was pro- duced and assembled in China using engi- neering and design specifications devel- oped by DHTE, which reportedly intends to eventually roll out a full line of haulers in the 150- to 400-ton payload range. A recent report indicates the company will introduce a 240-ton model in 2012. Meanwhile, Belarus-based truck builder BelAZ has been rumored for several years to be working on the prototype of a 450- ton-capacity hauler, and recent trade-jour- nal news reports indicate the giant truck is tentatively scheduled for completion in March 2013. It reportedly will have eight wheels and AC electric-drive propulsion. However, it should also be noted that a 2011 market-strategy update paper issued by BelAZ Director General Alexandrovich Parkhomchyk made no mention of this project in the company's 2011-2015 Program of Investment Development. Currently the largest BelAZ rigid hauler is the 360-mt-capacity 75601. In October 2011, Caterpillar introduced the latest version of its 200-ton-class hauler, the 789D, with nominal payload of 181 mt—an increase of 2.5% from the pre- vious model. The mechanical drivetrain is powered by a Cat 3516C EUI quad tur- bocharged diesel engine as standard equip- ment, providing 2,100 hp (1,566 kW), about 10% more than the previous model and suitable for operation at altitudes up to 12,000 ft (3,658 m) without derating, according to Cat. The 1,900-hp Cat 3516B diesel also is available for mines requiring an engine to match with existing fleets. Also joining Cat's rigid-hauler lineup is the 777G, an upgrade of the 777 series 100-ton-class trucks that features new transmission controls and Cat's Tier 4 Final engine platform. New emissions control strategies, which enable the Cat C32 engine to meet Tier 4 Final emissions regu- lations in the U.S. and Canada, include an NOx Reduction System and two Diesel Oxidation Catalyst canisters, one for each bank of cylinders. This system, said Cat, takes advantage of the cleaner, less corro- sive properties of ultra low sulphur diesel fuel and low ash engine oils to maintain service intervals and component life. The two DOC canisters trap residual hydrocar- bons in the exhaust. According to the com- pany, its 777G Tier 4 Final strategy is trans- parent to the operator and does not require additional service for the machine. Belarusian truck builder BelAZ is rumored to be designing a 450-ton-capacity rigid body hauler. Currently, its largest mod- els are the 320-mt-capacity 75600, shown here, and the 360-mt 75601. 82 E&MJ; • JUNE 2012 A Cost-effective Alternative Rising capital and operating costs, tire life and even tire availability are ongoing areas of concern with high-capacity rigid-body trucks, and suppliers of tractor-trailer type www.e-mj.com