The first thing that should be considered in crushing station configuration is space. If there is enough room to use a half (partial) slot design into bench with truck ramp access, then this design type should be used. This approach has two distinct advantages, civil costs and transport cost. 1.Civil costs are reduced due to a half slot design at most would require a half height retaining wall, and at best no retaining wall at all. Whereas a full slot design requires a full height retaining wall. 2.Transportation options are improved due to the designs inherent benefit of providing free access to the sides of the crushing station. The free access to the sides allow the use SPMT’s on the sides and center with load spreading beams, rather than use a specifically designed Transport Crawler. SPMT’s provide an enhanced functional flexibility for combining trailers to reduce the wheel loads. They are also the preferred equipment in large transports, and due to this they are readily available and cheaper than a transport crawler. The disadvantage of SPMT’s over the Crawler is they have a larger foot print for a specific load simply due to the inherent load spreading advantages of a track over tires. Designing the crushing station as a team with all engineering disciplines involved will help the final product. This type of approach will help to ensure proper modularization is considered with the electrical installation, as that is commonly overlooked. The costs and time for re-pulling cables can then be minimized. Also very important is the input from a transport company. To avoid costly additions or modification in the flied, during the design phase the correct size and orientation of SPMT’s should be considered. This of course also needs to be reviewed in conjunction with the mine plan to make sure the width fits with the haul roads. The frequency of semi-mobile crushing station moves depends on the mines life, operating cost, capital costs and production targets. As the mine advances the truck fleet will inherently have to travel farther from the loading point(s) to the hopper for dumping. Thus, with the same number of trucks in the fleet the frequency between dumps increases, which in turn would equal less throughput through the crusher. Since reduced throughput is typically not an option due to demands of the downstream equipment such as wash plants and ore processing, there are two possible changes to maintain capacity. One; add trucks to the haul fleet to maintain constant crusher input, or secondly; move the crushing station closer to the load point. To increase the truck fleet there is the capital costs required, but also increased operating costs with more trucks. At a certain point of time in a mines life there is a financial benefit to move the crusher compared to purchasing more haul trucks. Understanding when this point in time arrives is very useful to a mining operation. Prior to any planned move, all the necessary construction work such as; civil work, electrical substation and new pre-assembled transfer conveyors (if necessary) should be complete. The main objective of any move is to limit any negative influences on production. Thus, it is suggested that a crusher move be planned to coincide with an annual maintenance shutdown. From Sandvik’s experience at Mae Moh in Thailand and from the designs being currently produced, a move time of seven (7) days is reasonable for time estimation.