CATERPILLAR MINING TRUcKS PAYLOAD MANAGEmENT GUIDELINES

Including 10/10/20 Policy and Payload Placement

March 2008

1. ScOPE
This document is intended to communicate the 10/10/20 payload policy, the maximum operating weights, and the associated payload guidelines that Caterpillar will use in support of warranty considerations and maintenance and repair contracts (MARCs) for the Mining Trucks. All denitions and calculations are based on the use of standard Radial tires.

2. STANDARDS
This document applies to all current Caterpillar Mining Trucks. It is not applicable to previous models.  This document replaces previous versions of the 10/10/20 Truck Payload Policy and is applicable for current and future machines. ISO6016: Mass of Machines  Please refer to part II, payload placement for best practices discussion.

Caterpillar Mining Trucks Payload Management Guidelines

3. DEFINITIONS AND AbbREVIATIONS

There are two types of weights discussed in Mining Truck terminology: Measured weights and Specied weights. Measured weights are quantiable; a person can take a truck in a given conguration, put it on a scale, and weight it. Specied weights are limits or targets set through engineering calculation in order to ensure compliance with standard or particular performance criteria.

3.1 MEASURED WEIGHTS

3.1.1 Base Machine Weight (BMW):  This is the basic chassis weight common to similar model trucks. This includes shipping uids, but no attachments or options. 3.1.2 Operating Chassis Weight (OCW):  This weight includes base machine weight plus full fuel, tires, rims, selected attachments, and operator. The weight excludes the truck body. 3.1.3 Operating Machine Weight (OMW): 3.1.4 Empty Machine Operating Weight (EMOW): This is equal to Operating Chassis Weight plus body weight. This weight is equal to operating machine weight plus debris.

3.1.5 Loaded Machine Operating Weight (LMOW):  Simply a fully loaded operating truck, equal to the empty operating weight plus the actual payload. 3.1.6 Selected Attachments:  The selection of attachments, mandatory and optional, chosen for a particular truck conguration. Attachments include any purchased from Caterpillar or customer/dealer added. 3.1.7 Actual Payload (AP): Weight of a particular payload under consideration.

Including 10/10/20 Policy and Payload Placement

3. DEFINITIONS AND AbbREVIATIONS cont. 3.2 SPEcIFIED WEIGHTS

3.2.1 Maximum Gross Machine Weight (MGMW):  Value specied that allows 20 percent excess payload for most truck congurations. This weight includes a fully congured truck with full uids, operator, payload and debris. An operating truck should never exceed the MGMW. This weight is certied to meet ISO & SAE steering and braking system standards. 3.2.2 Target Gross Machine Weight (TGMW):  Optimum target weight that in Caterpillars opinion provides optimum productivity and cost per ton. This specied value is in a Loaded Operating Machine Weight conguration. TGMW is used for performance curves and calculations

3.3 CALcULATED PAYLOADS

3.3.1 Target Payload (TP):  This value is calculated by taking Target Gross Machine Weight minus Empty Machine Operating Weight. Calculation: TGMW-EMOW=TP 3.3.2 Nominal Payload:  A specied value that is representative of a typical Target Payload. Nominal Payload is used in general discussions to designate the truck size class. 3.3.3 Target Range Payload (TRP):  A calculated value that falls between 80 percent and 120 percent of the target payload. This will maximize productivity while minimizing negative impact on component life. This number should not be below 80 percent and never exceed 120 percent. Calculation: TPx0.8 < TRP < TPx1.2 3.3.4 Maximum Allowable Payload (MAP):  Equal to 120 percent of the Target Payload, this is not to cause Loaded Machine Operating Weight to exceed Maximum Gross Machine Weight. Calculation: TPx1.2 = Max Allowable Payload 3.3.5 Debris Weight (DW):  Debris Weight is an application specic value that accounts for normal mud and road material that is stuck to the truck. Debris Weight varies considerably depending on work conditions, and can uctuate between 2-8 percent of Operating Machine Weight. As a general rule, debris can be approximated using 3% of OMW, unless site data indicates differently. Calculation: OMW x .03 = Debris Weight.

Caterpillar Mining Trucks Payload Management Guidelines

4. WEIGHT CALcULATION FLOw SHEET

SAmPLE cALcULATION FLOwcHART
Base Machine Weight (BMW) Tire, Rim, Operating Chassis Weight (OCW) Operating Machine Weight (OMW) Empty Machine Operating Weight (EMOW)

+ Fuel Selected =
Attachments Operator Weight

Body Weight

Debris Weight

Target Gross Machine Weight (TGMW)

Empty Machine Operating Weight (EMOW)

Target Payload (TP)

Target Payload (TP)

x
1.2

Empty Machine Operating Weight (EMOW)

_ <

Maximum Gross Machine Weight (MGMW)

Figure 1. Calculation ow sheet

Including 10/10/20 Policy and Payload Placement

5. GENERAL
Payload has a direct effect on three issues: Compliance with brake and steering certication to SAE and ISO standards. Component life is directly related to gross machine weight and associated payload. Support of warranty considerations and maintenance and repair contracts (MARCs).

6. STATEmENT OF POLIcY
No more than 10 percent of payloads may exceed 110% the target payload; no single payload shall ever exceed the Maximum Allowable Payload, typically 120% of Target Payload. The mean of the payloads shall not exceed the target payload, hence no more than 50 percent of payloads may exceed the Target Payload. The rated capacity of the tires should always be considered in any evaluation.

Figure 2. Payload Distribution

Caterpillar Mining Trucks Payload Management Guidelines

7. SUPPORTING ILLUSTRATIONS
TAbLE 1
BASE, TARGET GROSS & MAXImUm GROSS MAcHINE WEIGHTS Model Serial No. Prex 777F JRP BMW Target GMW 88,664 lb* 40 218 kg* 111,988 lb 50 797 kg 128,025 lb 58 071 kg 162,519 lb** 73 717 kg** 239,289 lb 108 541 kg 360,000 lb 163 293 kg 550,000 lb 249 480 kg 700,000 lb 317 518 kg 846,000 lb 383 743 kg 1,375,000 lb 623 696 kg MGMW 403,300 lb 182 937 kg 617,200 lb 279 957 kg 819,000 lb 371 492 kg 951,200 lb 431 461 kg 1,535,000 lb 696 271 kg

785C APX

789C 2BW

793D MA1 FDB

797B JSM

*777F includes lightest mandatory attachments and rims **Includes standard wheel arrangement for consistency

Including 10/10/20 Policy and Payload Placement

SAmPLE CALcULATION
SAmPLE CALcULATION 789C*
Base Machine Weight (BMW) + Tires (8X-4555, TIRES, 37.0R57 GY RL4H 2S **E4) + Rims (111-8865) + Fuel (133-3419 Fuel 1000 gal/3785 liter) + Operator (ISO norm) + Selected Attachments Mandatory Attachments Optional Attachments Dealer/Customer Attachments = Operating Chassis Weight (OCW) + Body (125-6229 Dual Slope, and no liners) = Operating Machine Weight (OMW)* + Debris @ 3% = Empty Operating Machine Weight (EOMW) Target Gross Machine Weight (TGMW) EOMW = Target Payload (TP) 317 518 kg (130 035 kg) 187 483 kg 224 980 kg 130 035 kg 355 015 kg 700,000 lb (286,674 lb) 413,326 lb 495,991 lb 286,674 lb 782,665 lb 58 071 kg 18 402 kg 9 262 kg 3 191 kg 75 kg 9 567 kg 392 kg 500 kg 128,025 lb 40,569 lb 20,420 lb 7,036 lb 165 lb 21,091 lb 864 lb 1,103 lb

99 462 kg 219,273 lb 26 785 kg 59,050 lb

126 247 kg 278,323 lb 3 788 kg 8,351 lb

130 035 kg 286,674 lb

Target Payload (TP) X 1.2 + EOMW Check that this value is < to Maximum Gross Machine Weight (MGMW)

* Representative of most common arrangement truck with Dual Slope body

Caterpillar Mining Trucks Payload Management Guidelines

PAYLOAD PLAcEmENT
INTRODUcTION
Overloads will decrease component lives, but payload placement can have signicant impact as well. This addendum will discuss potential impact of the various types of payload misplacement and can be used to help reduce potential impact on component lives and payload measurement. The following three types of improper load placement occur: Load shifted towards the front, Load shifted towards the rear, and Load shifted towards the side.

Each of the three will negatively impact component and tire life.

FRONT BIASED LOAD

A load shifted towards the front will negatively impact: the front brakes, front bearings, front tires, steering, hydraulic hoist, body rest pads, and body canopy. Figure 3 shows trucks with correct load placement and incorrect load placement with the load shifted towards the front. Incorrect load placement will also decrease VIMS Payload accuracy. Correct Load Placement Incorrect Load Placement

Figure 3. Side View of Load Placement

Including 10/10/20 Policy and Payload Placement

REAR BIASED LOAD

When the load is shifted towards the rear, the nal drive and rear tires will be negatively impacted. Furthermore, the payload will become unstable and dribble off the back of the body. As with front placed loads this incorrect placement also decreases VIMS Payload accuracy as discussed below. Figure 4 shows trucks with correct load placement and incorrect load placement with the load shifted rearward. Correct Load Placement Incorrect Load Placement

Figure 4. Side View of Load Placement

PAYLOAD POSITION AND VIMS PAYLOAD AccURAcY

For payload monitoring accuracy maintaining the correct split between the front and rear is critical; If over 33% of the load is on the front axle, VIMS Payload will record light, alternatively if over 67% of the load on the rear axle, VIMS Payload will record heavy. Please note the MSD II bed has a side prole that is quite different and appears to be much shorter than the Flat Floor or Dual Slope, see gure 5. Consequently the reduced visual length of the side can give a loader operator a false impression of where to place the load. When the loading tool operator centers the nal two to three passes over the Target Arrow the load pile will end up in the proper position for a 1/3: 2/3 axle split. Dual Slope MSD

Figure 5. Dual Slope Body and MSD Body side proles

10

Caterpillar Mining Trucks Payload Management Guidelines

If the size of the loader requires 5 or more passes it will be desirable to distribute the rst several passes forward and rearward of the loading arrow to achieve a good load distribution. The distributed passes should be about equal in size and be placed approximately equal distance forward and behind the arrow. In any case the last pass or two according to the total number of passes should be centered over the target arrow. Weigh studies or Payload scale studies indicate a load position shift of 2% to 4% can result in the VIMS report being incorrect by 5% to 7% and even up to 10% or more. 209 yd3 (160 m3) 250 yd3 (191 m3)

Figure 6. Appearance of load

SIDE PLAcEmENT OF LOAD

If the load is shifted towards either side, the nal drive, bearings, tires, hoist cylinders, and pivot bore areas will be negatively impacted. Figure 7 shows trucks with correct load placement and incorrect load placement with the load shifted towards the side. Correct Load Placement Incorrect Load Placement

Figure 7. Rear View of Load Placement

LOADING EFFIcIENcY
For an operation to benchmark its operating practices the following guidelines are suggested: Good: 80% of the loads within a +/- 10% range of the Target Payload Excellent: 90% of the loads with a +/- 10% range of the Target Payload.
Including 10/10/20 Policy and Payload Placement

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