Open-cast mining is the classic field of operation for diesel powered trucks.

But rising fuel prices and greater environmental awareness often lead to problems - both economic and ecological. These problems are solved convincingly by the Siemens Truck Trolley Sy'stem which channels electric power to relieve the diesel drives, for example on steep ramps in the mine. Truck trolleys are powerful, energyefficient and flexible.

Contact wire working height

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Featu res

. . . .

Decreased operatinq costs due to

reduced energy and diesel engine maintenance costs lncreased productivity due to increased truck speed on the ramps resulting in a reduced time cycle
Reduced maintenance due to an increased service interval and reduced wear on diesel engines

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Rectifier Switchgear housing

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oil or air cooled rectifier

hermetically sealed container

Environmental benefits due to fuel

savings up to 30 %

All equipment is skid mounted to facilitate transport and re{ocation within the mine. Rated power and voltage to be determined depending on electrical requirements of trucks and operating conditions.

System Overview
The extreme conditions under which dump trucks have to operate around the clock in the mines pose high demands on operational reliability. Rough terrain with constantly changing mining roads, deficient infrastructure and high gross vehicle weights call for a reliable and flexible power supply system. A trolley assist package co-developed by Siemens to supplement diesel-electric drives, the Truck Trolley System has established a fi ne track record in open-cast mines in a number of countries. This system enables the truck to

The power supply via overhead contact lines increases the speed of the trucks, especially on gradients. With the standard motors available today, it is possible with this system to attain signifi cantly higher operating speeds, which also means quicker turn-around times for the trucks and therefore increased haulage.
Previous experience has shown that the Truck Trolley System alternative, even in around-the-clock mining operations. The alternating supply
is a real economical and technical

operate on low-cost electricity. The modular design of the individual system components facilitates the conversion of existing diesel trucks. An existing fleet of trucks can be converted with minimum effort thanks to a modular design incorporating field-proven standard components. High flexibility is the hallmark of this logically -structured system - a feature which ensures easy adaption of the system to any customer requirements. lndividual aspects of a mine's operation and the existing infrastructure can be channeled into the system during the design phase. Standard components ensure not only cost efficient stocking of spare parts but also immediate removal of any faults that occur. The entire Truck Trolley System can be expanded, dismantled or moved without any difficulty, even after many years of operation.

of power from the diesel unit to the overhead contact line results in fuel savings of approximately 30 0/0. The electricity supplied through the catenary system is generated at lower cost and with minimal environmental impact.
The design of the heavy-duty dump trucks is based on a diesel-electric plant which powers the wheel hub motors of

the rear axles.

To permit truck trolley operation. the vehicle is equipped with a conversion package i,vhich comprises a control unit with

electric and electronic components, two pantographs with corresponding support frame, and the necessary cabling. The completely preassembled control unit is mounted in a cubicle. Carbon strips establish the contact between the pantographs and the overhead contact wires and ensure optimum current collection with minimum contact wire wear. The power necessary for electric operation is supplied via overhead contact lines. The vehicle changes over from diesel-electric pperation to full electric drive as soon as the raised pantographs make contact with the catenaries. This modal changeover occurs automatically when the control system installed in the dump truck detects the specified parameters such as contact wire voltage and minimum speed of the truck.
The Truck Trolley System is most economical on the ramps,

where most of the total energy is consumed. Therefore, the trolley is normally installed on the uphill stretch where the benefits of fuel savings and increased speed are greatest.
The drawing shows the normal case, the trucks drive up the ramp with a high gradient from the loading point to the place where they dump the load. Then they drive down the same gradient or ramp empty.

$irnplifi ed exarnple of truck operation with the Truck Trolley System

Truck Conversion
The illustration shows the additional equipment necessary for trolley assisted operation. Two pantographs are mounted parallel to the front of the truck, so that electric power can be collected from over-head lines. Additional control devices are added to the truck, so that power from the overhead contact lines can be transmitted correctly to the wheel motors. When the truck is connected to the trolley line, the diesel engine and alternator are not used for propulsion. The engine automatically drops to idling speed, with all the power for propulsion coming from the overhead lines. The system is designed to provide the highest possible line voltage which the drive and motors can safely handle, so that the truck will operate at the highest possible speed. The speed of a diesel-powered truck is limited by its engine horsepower, but the speed of a trolley truck is only limited by the line volt-age and the capabilities of its drive traction motors. Pantmg ra ph Senssr $ys{,mml The Pantograph Sensor System ensures safe and reliable operation of the trucks under the contact wire and ensures there is no risk of damage to the overhead contact line. A display panel installed in the driver's cabin assists the driver in keeping the correct position under the contact wire. The Pantograph Sensor System consists of sensor strips, a box for electronic components and the display panel. The two sensor strips are inserted into an aluminum pipe and mounted on the pantographs. The control LEDs integrated in the display panel show the relative position of the pantograph to the contact wire. When the truck moves under the contact wire the indication is activated. The correct position is attained when the green LED lights up. lf the truck leaves the correct position the driver is warned by a yellow LED. There are two yellow LEDs. Depending on the relative position to the contact wire only one lights up at a time. lf the driver moves even further away from the correct position, an orange LED lights up. The red LED means imminent danger of loss of contact with the wire. lf the truck loses contact with the strip the pantograph is lowered.

lif,herfiati{ view of csnverl*d truck

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Contact Line
F*Hffi*iatiffiflIs Adaption of the foundation pipe lengths to the local permissible soil pressures testifies to the fl exibility of the Truck Trolley System even in the initial
construction phase. This flexibility enhances

After the steel pipes are placed in the foundation holes (1), they are aligned according to the roadway and cast in concrete. A concrete cap, additionally
strengthened with a preassembled reinforcing cage, ensures greater stability of the mast in filled soil (2).
Flanges welded to the upper ends of the foundation pipes serve to fasten the poles.

the effectiveness of the foundation work and facilitates any modifications to

existing systems. Coordinates determined with the aid of the computer serve the surveying engineer as a basis for the

topographic positioning of the poles.

All foundation bore holes are drilled. The foundation pipe lengths are variable and therefore suitable both for fi lled in ground and for undisturbed soil.

The poles are standardized and have uniform length corresponding to the required contact wire height. I

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Sirat T?
truck, the other acts as the return line to the substation. Each phase consists of two contact wires and two messenger wires. Electrical connections are provided between the messenger wire and the contact wire in each section of the catenary lines. This link ensures a high current-carrying capacity of the overhead system without the need of additional feeders.

We use our catenary system Sicat TT to

bring electrical energy from the substations to the dump trucks.

System overview
The Truck Trolley System does not feature any tracks to serve as return lines. For this reason, the overhead catenary system

consists of two parallel catenarytype contact lines representing the two phases. One contact line feeds the power to the

All messenger wires and contact wires are tensioned automatically with 10 /12
kN each by means of tension wheel equip-ment to ensure that the contact wires and the messenger wires are loaded with the same tensile force at any one time, inde-pendent of the operating and ambient conditions. This minimizes contact wire wear as well as overall maintenance and ensures a high degree of operating

A specially designed working platform is used to string first the messenger

wires and then the contact wires (5). The messenger wires are strung via pulleys which are fastened to the cantilevers. At the end of each tension length, the messenger wires are tensioned with a pull hoist until the tension wheel assembly disengages and the counterweights hang free. The locations of the provisional droppers are calibrated and marked. Then the two contact wires, which have to be reeled off the drums at a uniform speed to prevent kinks forming in the wires, are fastened to the provisional droppers. As in the case of the messenger wire, tension wheel equipment at each end of a span ensures the necessary tensile forces are kept consta nt. The catenary is regulated from the midpoint anchor to the tension equipment. During this regulation process the contact wires are attached to the steady arms and aligned horizontally. The operational range of the tension wheel assemblies is ensured via the counterweights, taking into consideration the ambient temperatures. The length of each dropper is measured on site; the fi nal droppers are manufactured in the store before being installed in place of the provisional droppers (6). Then the insulators and jumpers are installed in the contact and messenger wires. Additional contact wires are clamped on to the regular contact wires in the area of the entry ramp in order to prevent excess wear of the contact wires.
A trial operation with empty trucks and without current ensures that the contact wire is properly staggered and that the necessary clearance is observed. The catenary system is now ready for

reliability.
The overhead catenary system and the substation are linked by means of a central earthlng system. The earthing

cable is strung over the pole tops together with a supply lead for the lightning. Refl ectors fastened to the
cantilevers help the drivers to stay in lane.

lnstallation
While the foundation works are being executed, the poles and cantilevers can be prepared for installation. The cantilevers are preassembled in the site store, and the poles are fi tted with all the necessary fastenings and lightning and signalling equipment before being

transported to the installation site.

The complete pole with the cantilever is placed in position by means of a crane

operation.

(3), and is bolted to the foundation. Next, the automatic tension devices, consisting of tension wheel and counterweights, are installed (a). This equipment is designed to exert a constant tensile force on the messenger and contact wires. independent of temperature variations. Backstay anchors of the termination poles permit the absorption of high tensile forces.

Relocation of catenary
The poles are fastened to the foundations with fl anges welded to the foundation

pipe and to the tubular pole and bolts.

This design facilitates the relocation of

the catenary system. The bolts only have to be loosened and the pole with the cantilever can be transported to and installed at its new location.

Substations
System overview
The substations transform and rectify the AC medium voltage from the It consists of the following main componenls:

public or mine's network to the voltage required in order to ensure the operation of the trucks on the trolley line. The substations are connected to the medium voltage network by means of an overhead power line. Design and main components The nominal voltage of the trolley system, the power and the number of substations are determined for each trolley system accordingly. They depend on the electrical requirements of the trucks as well as on the specific operating conditions at the mine. During the design phase of the substation, heavy dust accumulation, corrosive environmental effects, high temperatures and 24 hour nonstop operation have to be considered.
The open-type modular design of the substation facilitates transport and handling at site. No foundation work is required.The substation only has to stand on a level surface.

. the medium voltage switchgear . the rectifier transformers . the rectifier . the DC switchgear . auxiliary equipment (battery, auxiliary
transformer, protection device etc)
Except for the rectifier transformer, normally all equipment is housed in an air-conditioned hermetically sealed contai-

ner protected from dust and moisture.

Erection and installation

The equipment in the substation is delivered mounted and installed ready for

commissioning, thus reducing the amouni of work to be performed on site. Then i-e container, the rectifi er, the auxiliarl, transformer and the connection bet,.'uee' the MV switchgear and the public r:e-,',:'< as well as between the containe' a-: :^: overhead catenary system are lTs:= =: ar their defi ned location.

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Project Management
On the strength of its expertise in Truck Trolley Systems, Siemens not only offers the individual components necessary for catenary installation and truck converslon, it also assumes the role of turnkey systems supplier responsible for project planning, installation, commissioning, maintenance, and the training of local personnel.

Dealing with such a single-source supplier makes it possible to take local conditions and individual customer requirements into consideration in the early planning stages. Upon completion of the detailed engineering the locations are detemined for the overhead contact lines and the substations. This work is supported by a specially developed computer program which provides an overview of all data and coordinates essential for construction. Once this data ls establlshed the actual installation of the system can begin.

Once the system is installed it must com-plete a number of trials successfully

before commissioning can begin.

Task-oriented training of the local personnel is

essential for the smooth performance of all construction activities and ensures proper system maintenance in the future.

Feasihi!ity
How soon will the investment start to show a return? What economic benefits will be gained over the short, medium and long termsT We calculate these questions for you with our profitability studies, which take into account the conditions at your mine as well as potential developments in your country's energy prices.
A shining example is the investment in

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the copper mines in South Africa, which started paying for itself after approximately two years.

Be OneTlme CaDiial CostSavinos ( bwertrucks)

References
Route length

4.0 km

Route

length rating

3.5

km

.i..,r:,,'i.

2,400v
Substation rating Number of substations Total converted trucks
1O MVA 5

Substation

2.4 MVA

27

Total converted

trucks

22

Startcommissioning 1986

Route length

5.5 km 1,500

v
Substation
7
11

Substation rating
No. of substations

rating

5.0 MVA

Number of substations Total converted

Total converted trucks Commissioning

trucks

80

Startcommissioning

1981

Route length

10 km

Voltage Substation

1,200

rating

3.0 MVA

Number of substations Total converted Start

trucks

30

commissioning

1986

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