Caterpillar Mining Trucks

Payload Management Guidelines

Including 10/10/20 Policy and Payload Placement
January 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 definitions 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
P
 lease 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 Specified weights.
Measured weights are quantifiable; a person can take a truck in a given configuration, put it on a scale, and weight it.
Specified 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 fluids, 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):

This is equal to Operating Chassis Weight plus body weight.

3.1.4 Empty Machine Operating Weight (EMOW):

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 configuration. 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 specified that allows 20 percent excess payload for most truck
configurations. This weight includes a fully configured truck with
full fluids, operator, payload and debris. An operating truck should
never exceed the MGMW. This weight is certified 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 specified value is in a Loaded
Operating Machine Weight configuration. 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 specified 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 specific 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 fluctuate
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)

+ Fuel Selected =
Attachments
Operator
Weight

Target Gross Machine

Weight
(TGMW)

Target
Payload
(TP)

Body
Weight

Empty
Machine
Operating
Weight
(EMOW)

+
1.2

Operating
Machine
Weight
(OMW)

Target
Payload
(TP)

Empty
Machine
Operating
Weight
(EMOW)

_<

Debris
Weight

Empty
Machine
Operating
Weight
(EMOW)

Maximum
Gross
Machine
Weight
(MGMW)

Figure 1. Calculation flow sheet

Including 10/10/20 Policy and Payload Placement

5. General
Payload has a direct effect on three issues:

Compliance with brake and steering certification 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. Prefix

777F

MGMW

88,664 lb*

360,000 lb

403,300 lb

40 218 kg*

163 293 kg

182 937 kg

111,988 lb

550,000 lb

617,200 lb

50 797 kg

249 480 kg

279 957 kg

128,025 lb

700,000 lb

819,000 lb

58 071 kg

317 518 kg

371 492 kg

114,460 lb

846,000 lb

951,200 lb

51 918 kg

383 743 kg

431 461 kg

239,289 lb

1,375,000 lb

1,535,000 lb

108 541kg

623 696 kg

696 271 kg

785C

789C

793D MA1

797B

JRP

BMW Target GMW

APX

2BW

FDB

JSM

*777F includes lightest mandatory attachments and rims

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

58 071 kg
18 402 kg
9 262 kg
3 191 kg
75 kg

128,025 lb
40,569 lb
20,420 lb
7,036 lb
165 lb

9 567 kg
392 kg
500 kg

21,091 lb
864 lb
1,103 lb

= Operating Chassis Weight (OCW)

+ Body (125-6229 Dual Slope, and no liners)

99 462 kg 219,273 lb
26 785 kg

59,050 lb

= Operating Machine Weight (OMW)*

+ Debris @ 3%

126 247 kg 278,323 lb

130 035 kg 286,674 lb

= Empty Operating Machine Weight (EOMW)

3 788 kg

8,351 lb

Target Gross Machine Weight (TGMW)

317 518 kg

700,000 lb

(130 035 kg)

(286,674 lb)

187 483 kg

413,326 lb

Target Payload (TP) X 1.2

224 980 kg

495,991 lb

130 035 kg

286,674 lb

355 015 kg

782,665 lb

EOMW

= Target Payload (TP)

+ 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 significant 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 final 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 profile that is quite different and appears to be much
shorter than the Flat Floor or Dual Slope, see figure 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 final 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 profiles

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 first 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 final 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

11

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