THE INTRODUCTION OF LIGHTWEIGHT TRUCK BOXES TO

HIGHLAND VALLEY COPPER

by Peter A. Witt, P.Eng

Senior Mine Engineer
Highland Valley Copper
Logan Lake, B.C.

presented at:
CIM Vancouver 2002
Annual Conference and Exhibition
April 29 to May 1, 2002

Metal Mining Session

May 1, 2002
I. Mine Site Overview
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I. Mine Site Overview

A. General
Highland Valley Copper is a conventional truck-shovel mining and flotation concentrator operation located some 75
kilometres southwest of Kamloops, B.C. (Figure 1). The ore is within a porphyry deposit and is mined at a rate of
135,000 metric tonnes per day from two
Figure 1 – View of Valley and Lornex Pits separate open pits. The nearby mill produces
concentrates containing 375 million pounds
of copper and 5 million pounds of
molybdenum metal yearly. Head grades are
roughly 0.40% Cu at a 0.23% Cu equivalent
cut-off. The strip ratio currently sits at 0.55:1
with waste quantities made up of separate
rock and unconsolidated overburden units.
From the mill, concentrates are trucked to
nearby Ashcroft and then hauled by rail to
ocean port facilities in Vancouver.
The mine employs 950 persons and is
planned to operate until 2009. The operation
is a partnership between three owners:
TeckCominco (61.4%), BHP Billiton
(33.6%), and Highmont Mining (5%).
Management is shared by the two principal
owners and directed by an appointed
committee.

B. Mining Operations
Both active pits feature rock slopes with heights ranging from 200 to 450 metres in Lornex and from 300 to 500
metres in Valley. The northeast side of Valley pit’s upper benches is within an expansive overburden unit intersected
to a depth of 150 metres. The Valley pit is 2,200 metres by 1,800 metres in width while Lornex is 2,400 by 1,600
metres. Both pits feature overall rock slope angles ranging from 37o to 42o. Bench heights are 15 metres and all ramps
are constructed to 10% grades.

Rock and overburden is drilled using three Bucyrus-Erie 49R rotary blasthole drills equipped with GPS. Holes are
loaded with an ANFO-based slurry manufactured on-site. Powder factors range from 0.18 to 0.35 kilograms per
tonne of rock and 0.10 in overburden where it is not possible to freedig. Excavation is done using the mine’s fleet of
four P&H 2800 (31.3 m3) shovels, two Bucyrus-Erie (16.8 m3) shovels, and one LeTourneau L-1400 (21.4 m3) front-
end loader. Haulage is carried out with the fleet of twelve Caterpillar 793C and sixteen 789B trucks. Haulage of ore
is over an average distance of 500 metres to two semi-mobile Krupp in-pit crushers in Valley and to one stationary
crusher at the crest of the Lornex pit. The ore is crushed to a top size of 225 mm and is conveyed to three coarse ore
stockpiles adjacent to the concentrator complex. The piles feed five separate lines in the mill.

C. Haul Truck Fleet History

Highland Valley Copper has operated a wide variety of haul truck types since the Partnership was formed in 1986. At
that time a mixed fleet comprised of 120-ton and 150-ton trucks existed. These varying capacities were the result of
the merger of Cominco’s Valley operations and Rio Algom’s Lornex mine. This situation continued until the later
1980’s when Highland Valley Copper recognized the need to retire the smaller trucks and replace them with larger,
mechanical drive trucks in the 190-tonne class. This was accomplished before the end of 1989. These trucks were
purchased new and provided greatly improved economics due to lower maintenance costs, the 170-metric tonne
payload, and faster travel speeds. Additional 789s were purchased up until 1ate 1996, including some used units.

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I. Mine Site Overview
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In 1996, the mine recognized that the 789 fleet would not be capable of operating effectively to the end of mine life
without significant overhaul and maintenance costs. Therefore a review of haul truck options was initiated. This
review had to consider that the short mine life (2009) generally prohibited expensive purchases that required a long
payback period. The study determined that replacement with larger 240-ton class trucks was not viable and that
minor overhauls did not guarantee the reliability of the fleet. Further study in 1998 included additional options with
regard to technologies available such as new 300-ton class trucks and trolley-assist systems. This revealed that
although the most attractive option would be to replace the fleet with new Cat 793s, no economic targets were
reached in order to justify any capital expenditure. A 1999 review added two additional truck types available,
including used Cat 793C trucks. This review contained new data that indicated significant frame deterioration
occurring in the 789 fleet and excessive replacement costs associated with such components as engines and
suspensions. Many of these components were observed to be in a condition that precluded simple overhaul solutions.
In view of the newly realized costs to run the 789 fleet to the end of the mine plan, acquisition of used 793C trucks
showed the only economic potential for replacement,
Figure – Cat 793 Operating in Valley Pit largely because of the low capital cost requirement.
By targeting used 793s with approximately 7,000
operating hours on them, savings could be generated
by demonstrating higher truck productivities
resulting in reduced manpower (operators and
mechanics), reduced fuel consumption, and
elimination of required truck overhauls and engine
replacements. Capital costs for such trucks were
assumed based on then current used haul truck
market conditions.

The market analysis revealed that trucks closely

matching the requirements of the economic
justification were to become available in early 2000.
Typically, the availability of this type equipment at
specifically defined operating histories is very tight.
Therefore, it became necessary to react as quickly as
possible to market conditions in order to acquire the
number of trucks needed in a timely fashion. It follows that under such circumstances it may not be possible to
achieve all specifications as asked of the vendor. However, six 793C units were commissioned at the mine in the first
half of 2000. An additional six were sought for 2001 but only five were available. They were commissioned during
the period November, 2000 to February, 2001. The twelfth unit was finally acquired at the end of last year.

II. Operating Weights on 793 Fleet

A. Fleet Data
Highland Valley Copper’s 793 fleet was acquired from four distinct sources around the world. All but two came
from operations in Alberta, the first from a mine in New Mexico and the sixth from a mine in Australia. The Alberta
units came from the tar sands (4) and coal operations (6). The wide range of operating conditions resulted in various
truck weights between the groups (Table 1). As indicated in Table 1, each source group varied in chassis weights
that ranged from 261,567 lbs. (118.6 mt) in the Alberta coal trucks up to 268,790 lbs. (121.9 mt) in the tar sands
trucks. Truck box weights ranged from 90,000 lbs. to 100,050 lbs. (40.8-45.4 mt). Total weights for clean trucks,
therefore, ranged from 351,567 lbs. up to 368,840 lbs. (159.5-167.3 mt). This range of 17,273 lbs. (7.8 mt) between
the lightest and heaviest trucks created a sizeable inconsistency within the fleet. While this difference in weights was
less than ideal, it was actually the magnitude of the total tare weights on each of the trucks that would present a
problem for the mine.

It was assumed that on an average basis, each haul truck would carry with it 10,000 lbs. (4.5 mt) of “dead” weight.
This is the result of accumulated mud and dirt along the underside of the truck and embedded material within the box
that is not released when the truck dumps. The amount of dead weight at any time on a truck is a function of the time
since its last cleaning (typically before a scheduled PM), road conditions and degree of wetness, material type hauled
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II. Operating Weights on 793 Fleet
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(fine or coarse rock or overburden), and outside temperature. In any case, the dead weight is added to the clean tare
weight to produce what is referred to as the effective tare weight (Table 1).

TABLE 1 – Operating Weights of 793 Truck Fleet

TOTAL EFFECTIVE
UNIT SOURCE CHASSIS BOX DEADWT
CLEAN TARE
(m-tonne) (m-tonne) (m-tonne) (m-tonne) (m-tonne)
61-60 New Mexico Metal Mine 120.1 45.4 165.4 4.5 170.0
61-61 Alberta Tar Sands 121.9 45.4 167.3 4.5 171.8
61-62 Alberta Tar Sands 121.9 45.4 167.3 4.5 171.8
61-63 Alberta Tar Sands 121.9 45.4 167.3 4.5 171.8
61-64 Alberta Tar Sands 121.9 45.4 167.3 4.5 171.8
61-65 Australia 119.2 42.6 161.9 4.5 166.4
61-66 Alberta Coal Mine 118.6 40.8 159.5 4.5 164.0
61-67 Alberta Coal Mine 118.6 40.8 159.5 4.5 164.0
61-68 Alberta Coal Mine 118.6 40.8 159.5 4.5 164.0
61-69 Alberta Coal Mine 118.6 40.8 159.5 4.5 164.0
61-70 Alberta Coal Mine 118.6 40.8 159.5 4.5 164.0
61-71 Alberta Tar Sands 121.9 40.8 162.7 4.5 167.3

B. Target Payload and GVW Rating

While the effective tare weight of the trucks ranged from 361,567 lbs. to 378,840 lbs., the gross vehicle weight
(GVW) was set at 846,000 lbs.(383.7) for all units. The GVW is the upper limit weight of the truck when loaded as
determined by the manufacturer. Operation of haul trucks above this weight is not recommended because it exceeds
design specifications for normal operation. This, of course, can result in costly maintenance and can affect the
warranty provisions that are in place through the local supplier for these units. It follows that the maximum payload
for the four groups of trucks, therefore, is inconsistent and ranges from 467,165 lbs. to 484,433 lbs. (211.9-219.7 mt)
(Table 2).

TABLE 2 – Payload as a Fuction of GVW and Tare Weight

GVW EFFECTIVE PAYLOAD PAYLOAD PAYLOAD
UNIT
RATING TARE CAPABLE TARGET SHORTFALL
(m-tonne) (m-tonne) (m-tonne) (m-tonne) (m-tonne)
61-60 383.7 170.0 213.8 225.0 11.2
61-61 to 61-64 383.7 171.8 211.9 225.0 13.1
61-65 383.7 166.4 217.3 225.0 7.7
61-66 to 61-70 383.7 164.0 219.7 225.0 5.3
61-71 383.7 167.3 216.5 225.0 8.5
WT'D AVERAGE 383.7 167.6 216.2 225.0 8.8
During the feasibility stage of the haul truck replacement study, it was assumed that the 793’s would be strictly
loaded to their full GVW in order to maximize truck production. This requirement created an operating problem for
the shovels that then had to adjust their loading of individual trucks so that the GVW would not be exceeded.

The large 2800 shovels can load the 793s in four passes. Typically, the shovel operator maximizes the first three
passes to full bucket capacity and then fills the fourth such that the truck will be fully loaded. To aid in this
procedure, the shovel operator uses the on-board display screen that indicates for each truck being loaded the
cumulative weight that is on the truck after each pass. The difficulty arises when the operator must adjust the
tonnage loaded so that the truck's specific GVW is not exceeded. This places a burden on the operator who is forced
to load his bucket to inconsistent levels while at the same time to remember to vary maximum payloads of the trucks
he is loading.

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II. Operating Weights on 793 Fleet
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Originally, the feasibility assumed that all 793 trucks were carrying a payload of 225 metric tonnes. Because of the
GVW values of the trucks at the mine, the total possible payloads on all of the trucks are less than that amount. The
negative variances to the target payload are indicated in Table 2 and range from 5.3 tonnes to 13.1 tonnes. This
produces an average payload shortfall for the fleet of over 8.8 tonnes.

Besides complicating loading procedures for the shovel operators, the inability to load to the required 225 tonne
payload generated less than anticipated truck productivities and higher unit costs for haulage of both ore and waste.
These effects prompted Highland Valley Copper to seriously examine possible solutions that would allow the
original target to be achieved.

III. Solutions Examined to Address Payload

Highland Valley Copper considered several potential remedies to the issue of underloading. These solutions
included: surpassing the truck GVW by loading all trucks to the 225-tonne payload; reducing the tare weight of the
existing truck chassis and boxes; and replacing the existing boxes with lighter ones.

The first option of loading all the trucks to the 225-tonne target required that the GVW would be surpassed anywhere
from five to thirteen tonnes. While this seemed like an inexpensive solution in terms of capital, it was rejected
because it came at the cost of increased wear on truck components such as frames, suspensions, and tires.
Furthermore, because the GVW would be exceeded, the guaranteed operating cost per hour agreement with the local
dealership would be affected. All of the mine’s 793 trucks, although sourced from various places, have major
component operating costs guaranteed by the dealership. The guaranteed parts cost agreement applies to all twelve
of the mine’s 793’s and is critical to achieve consistent and reasonable operating costs on the fleet. The value of this
guarantee was considered to be more valuable than the gains in productivity that could be made from exceeding the
GVW.

The second strategy was to examine the potential of reducing the tare weight of the trucks’ chassis components and
existing boxes. This analysis focussed on components that included: the box itself; wheel rims; fuel tank size and
fuel weight; box liner packages; and the front bumper. The total potential weight reduction by reducing the rim size,
installing a smaller fuel tank, and installing a smaller bumper could only offer about 5,000 lbs. Lighter liner
packages were not possible as the ones already in use are the “honey comb” style, which are minimal in weight.
Modifications to the existing box offered only minor weight reductions of up to 5,000 lbs. However, this solution
came with a reduction in strength of the box structure. Reductions in structural integrity were seen to eventually lead
to increased maintenance costs in long run. Furthermore, the reduced dimensions would result in increased spillage
along the haul road. In view of the relatively minor gains in weight reduction and the costs/risks associated with
them, it was decided not to make modifications to the existing truck components. Replacement of the existing boxes
with lighter ones would be evaluated next.

The acquisition of lighter replacement boxes meant that a wealth of further options were available for consideration.
The included: used OEM Caterpillar 793 boxes and new MSD “light-weight” boxes that can be used with or without
liner packages.

The Caterpillar boxes were used ones ranging in operated hours from 2,000 to 46,000 hours. They were the same
boxes that are on the Alberta coal units i.e. the lightest in the fleet and were considered as an option because the
degree of wear on them suggested that their weights could come in near 75,000 lbs. (34.0 mt) without the liner
package.

The lightweight products on the market garnered much attention because of their very low weights – in the
neighborhood of 57,000 lbs. (25.8 mt) without liners. Based on the significant gains in weight reductions possible
with these options, it was decided to conduct a detailed economic review of these types of boxes. The next section
will discuss the finer points in determining which solution was the most favourable for Highland Valley Copper.

IV. Selection of Box Model

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IV. Selection of Box Model
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A. Identifying the Most Suitable Prospects

There are numerous manufacturers of lightweight truck boxes. They include Caterpillar, Trinity Industries, Philippi-
Hagenbuch, and Tricon. All of these organizations have extensive knowledge in the manufacture of truck boxes. The
challenge for Highland Valley was to identify a box product that could work on the 793 and provide a good payback
on investment. At prices that exceed $150,000, it was very important to select a product that could be trusted to
operate reliably and ensure that maintenance costs would remain reasonable well into the future. This means that the
product should demonstrate a proven track record on trucks in the same size class as the Cat 793. The Trinity product
showed promise because Trinity has manufactured truck boxes over the past thirteen years for a wide range of truck
types. At the time of the review, Trinity had forty-eight lightweight boxes operating on haul trucks as large or larger
than the 793. A 793 box design was complete for an order that was pending.

Caterpillar also actively promoted their products including the used OEM boxes mentioned earlier plus their own
lightweight body design (MSD-type). Based on their extensive history in developing and producing haul truck boxes,
it was decided to assess their lightweight box as well. However, the used boxes that were offered for consideration
were eventually eliminated because there was a concern raised over their structural reliability. While the older ones
were lighter due to wear, they carried with them a greater risk of having hidden fatigue-related defects. In new
condition, these boxes weighed as much as the ones currently installed on the six newest 793s.

It was decided based on information available that the Trinity and Caterpillar lightweight products would be targeted
for further evaluation. The following subsections describe economic and other assumptions used to ultimately select
the box product and how it would be implemented and maintained.

B. Economic Assumptions
1. Considerations

In order to quantify the economic implications of using any given box type, it was necessary to identify which factors
were of significance. The following were identified:
• Capital cost of box and attached accessories including shipping,, assembly, and testing
• frequency of liner change-outs, liner weight, and cost to purchase and install
• effect on payload on 793 fleet and truck productivities on 793 and 789 fleets
• truck operating costs for both 793 and 789 fleets
• cashflow indicators such as NPV, payback period, and return on investment.

2. Capital Cost
Each box type and model was costed to determine the total value of the capital investment. The costs were verified
by obtaining quotes from the various suppliers. The quotes included the cost for the box itself and all accessories and
customization work required by the mine. Shipping was contracted by Highland Valley Copper and added to the
capital allotment. Final assembly and installation was to be done by Highland Valley Copper maintenance personnel
and these costs were considered part of the capital as well. A total capital amount was calculated for each option and
entered into the financial model. In cases where Highland Valley Copper was to add its own liner package,
associated costs with respect to purchasing and installation were considered an additional capital component.

3. Liner Assumptions
Figure 3 – Liner Package in New Box
In order to model ongoing costs with
respect to liner and other maintenance, it
was assumed that in cases where a liner
package was required, Highland Valley
Copper was to install the “honeycomb”
type (Figure 3). Change-outs every 24
months were planned, the costs of which
were entered into the model. This time
frame was based on experience on site.

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IV. Selection of Box Model
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Three economic strategies were modeled, driven by liner assumptions. They were:
• installation of the Trinity box without any liner package whatsoever. This assumed a box wear-out every three
years requiring replacement with new ones. The economic model therefore reflected the capital costs that would
be borne in those years when the purchases would become necessary.
• installation of the Trinity box with the honeycomb liner. The purchased boxes would then serve until the end of
mine life.
• installation of the Cat MSD boxes with liners. It was not assumed that the box would run without liners because
there was no history of the product used in that manner.

4. Effect on Payload and Truck Productivity Rates

Figure 4 indicates the total live payloads possible within the 383.7 tonne GVW for each unit in the fleet based on the
box type chosen. The highest is an average of 231.8 tonnes using a Trinity box with no liner. This is an increase of
almost 16 tonnes over the original boxes. Adding liners dropped the average to 226.8. The Cat MSD with liners was
between the two at 229.3. These payload values were used to calculate the changes in productivity that could be
realized in the 793 fleet. The improved productivities meant that more tonnes could be hauled per operating hour by
the 793 fleet. An important assumption was that the operating hours on the 793 fleet would remain unchanged as
would total tonnes mined by year. This in turn allowed for a reduction in the number of operating hours required
from the smaller 789 units. Because the 789 is more expensive to use in terms of cost per tonne, the higher payloads
promised substantial operating savings to the mine.
5. Operating Cost of Each Fleet

Figure 4 – Payloads Possible by Option

235
PAYLOAD METRIC TONNES

230
Trinity no Liner
225 C at M SD
Trinity w ith Liner
220
C urrent
215

210

205

200
60

61

62

63

64

65

66

67

68

69

70

71

UNIT N UMBE R

Operating cost per hour in each fleet played an important role in the economic evaluations carried out. While the 789
cost is lower in terms of operated hours, in cost per tonne it is not. This is because of the 789s’ smaller payloads.
The lower 789 payload produces a higher cost per tonne even with its lower hourly operating cost. Therefore,
reducing the number of 789 hours used in any given year resulted in lower haulage costs. The economic model used
fleet hours and tonnes planned for each year as per the mine plan. The reduction in 789 hours used was multiplied by
hourly operating costs to calculate the savings possible in each year of the project.

6. Cashflow Indicators in Economic Model

A separate cashflow scenario was developed for each option using the economic model. This model uses as input
costs associated with the option as well as the projected savings by year. Capital costs must be entered into the
model as well as any operating costs incremental to the current practices. To illustrate, in the case of the Trinity box
with no liner, the capital cost to replace every four years must be included. Also, because this option does not
require liners, savings are realized every two years. This difference is also considered in the model. The yearly
haulage cost savings is entered and the model then calculates the projects’ net present values, rate of return, and
payback period.

C. Conclusions Drawn from Comparison of Options

The economic comparison indicated that the Trinity box with no liners offered the shortest payback period of any
option, but rated generally as a poor investment. This is largely due to the need to replace the boxes every four years.
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IV. Selection of Box Model
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The Cat MSD showed impressive economic numbers including the highest NPV and rate of return. The Trinity with
liner showed the longest payback period and an NPV that reflected the fact its payload was slightly less than that of
the Cat MSD. However, the Trinity option provided the lowest investment requirement of the three options. While
the Trinity with liner option did not demonstrate the highest NPV, the economics were still very attractive. These
economics were then considered along with the manufacturer’s ability to both demonstrate proven performance in
similarly sized mines and to work toward a customized design. By balancing these factors, the decision was made to
implement the Trinity truck box with liner package to replace the original boxes on the 793 fleet.

V. Development of Box Specifications

Once the decision to replace the original boxes with the Trinity product was made, representatives from the
manufacturer visited the mine to observe operating conditions and gain information on specific truck box
requirements unique to the mine. Maintenance practices on existing truck boxes were described, with particular
focus placed on liner packages used and the effects of various mining practices on maintenance. It was emphasized
by Highland Valley Copper to the manufacturer that the box to be built would require characteristics to not only
enhance haulage productivity but to facilitate minimum maintenance costs on the haul truck in general.

The box would have to be built not only to withstand severe operating conditions, but to promote low maintenance
costs. The objective right from the start was to communicate the mine’s needs to the manufacturer in a clear and
thorough manner face to face. Considerable time was spent explaining what features the box would require and why
they were necessary. This exchange of information between the end users of the product and the Trinity design team
was meant to eliminate any chance of misunderstanding with regard to specifications and to afford the opportunity
for each party to benefit from each other’s knowledge. Through this process the final product would be constructed
correctly the first time and not require post-delivery modifications. To further aid in the development of
specifications for the box, Highland Valley Copper and Trinity personnel visited operating mines already using this
product. By observing the Trinity product in applications similar to those at Highland Valley Copper, and by
reviewing various operators’ experiences in operating and maintaining this type of box, additional specifications
were discussed and planned.

The final box design incorporated numerous custom-designed features. These specifications arose from the user-
manufacturer dialogue and included the use of 3/8” abrasion resistant (AR) steel plate construction on the box front
and side sheets as well as on the transition plate. The transition plate extends 1 metre onto the canopy to protect it
from any loaded material that may fall on it when the truck is loaded. The canopy plate is constructed from ¼” AR
plate and is capped with conveyor belting ahead of the transition plate. The canopy length was designed so that
when the box is positioned at the dumping angle inside the mine’s maintenance shop building, the overhead crane
could pass above it freely. Also, with regard to the canopy design, an “eyebrow” guard along the front end was
installed to reduce the amount of rock that could fall in front of the truck during loading. This guard extends
18"”above the canopy. The floor of the box is constructed from 5/8” AR plate. The substructure and bolsters are
made from A-514 steel.

The final design incorporated the use of various rock guards aimed to protect the truck and tires from impact damage
caused by falling rock during both loading and hauling. Custom-designed guards are situated above the truck’s rear
wheels, side mirrors, and exhaust pipe (Figure 5). The guards are angled such that any falling rock is deflected as far
away from the truck as possible. This helps to keep the truck loading area clear of debris that can cause damage to
tires.

Figure 5 – Deflector Guard Above Driver Mirrors

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V. Development of Box Specifications
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Highland Valley Copper utilizes a converted 789 to tow its haul truck fleet. This truck uses a tow pin at the back to
attach to a disabled haul truck and lift it. The Trinity box is designed to allow this pin to attach to it firmly so that a
truck can be easily towed from its rear end (Figure 6).

Figure 6 – Custom Tow Assembly at Rear of Box

In order to facilitate easy unloading of waste at the dump, the tail end of the box was designed to safely clear
dumped material with the box up. Highland Valley Copper’s experience has shown that damage to the tail of the box
can occur as the truck moves ahead after dumping its load. The Highland Valley Copper design combines rigid
construction with suitable geometry to allow dumped material under the tail end to be pushed away easily as the
truck begins to move forward from the dump berm. The same tail minimizes spill rock that falls on the haul road by
effectively conforming to the load fill profile. This maximizes truck tire life and reduces reliance of auxiliary
equipment to clear roads.

Other custom features built for the Trinity order include the elimination of electrical conduit passageways in the
bolsters that were observed on units at mines that were visited. These openings for electrical cable were not required
at Highland Valley Copper and so were omitted in the design. Mud flap brackets at the front of the bottom of the
box were incorporated into the design. This reduces the amount of dirt spraying up from the front tires and building
up on the box underside.

Trinity engineering personnel developed detailed designs based on the above design features and actively involved
Highland Valley Copper management in the process. The end result was a design that satisfied the concerns of
Highland Valley Copper with regard to box construction.

VI. Order and Implementation

Based on the design specifications developed in cooperation with Trinity, Highland Valley Copper ordered one
lightweight box in August of last year. Construction at the Texas factory site was completed on September 28, and
the box was shipped to the mine in two pieces plus the pivot structure. The box was transported in two lengthwise
halves including the canopy. After arrival at the minesite on October 24, the pieces were welded together by
Highland Valley Copper maintenance workers and liners added. The box was installed on truck #61-60 on October
28 and immediately tested. The box was put into production in various material types the next day with successful
results. The short time period witnessed from the time of order through to commissioning can be credited to the

Figure 7 – Trinity Box Mounted on Cat 793

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VI. Order and Implementation
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close attention paid to design details and planning by both the mine and the vendor. The measured

weight of the box with liners was close to the anticipated weight of 32.2 tonnes, allowing a payload increase from
213.8 originally to 226.9 tonnes. This is in excess of the 225 metric tonnes used to originally justify the purchase of
the 793s.

As of February, 2002, the first Trinity box had logged nearly 2,000 operating hours. From both mining and
maintenance points of view, the box has performed well and has met performance expectations. Based on the
success of the Trinity lightweight box, Highland Valley Copper in January placed an order for five more boxes.
Some minor design changes related to rear wheel deflector guards will be implemented based on the experience of
the first box. It is planned to change out the original boxes on the six remaining 793 trucks in 2003.

Acknowledgements:

The following persons are gratefully acknowledged for their assistance in the preparation of this document:

Ralf Kintzi, P. Eng., Superintendent Mine Engineering, Highland Valley Copper

Ranbir Dhaliwal, Superintendent, Field Maintenance, Highland Valley Copper
Christoph Stephany, Engineering Student, RWTH-Aachen, Germany
Hugh Parkinson, Product Support Manager, Transwest Mining Systems, Inc.
Kerry Cole, Vice President and General Manager, Special Products Division, Trinity Industries, Inc.
Wayne McDonald, Manufacturing Services Manager, Construction Products Group, Trinity Industries, Inc.
Paula McDougall, Plant Analyst, Highland Valley Copper

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IV. Selection of Box Model
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