Individual Project Assignment

Haul Road Upgrade Project
1 | P a g e

ENTREPRENEURSHIP, COMMERCIALISATION & INNOVATION CENTRE
TECHCOMM5012
APPLIED PROJECT MANAGEMENT
HAUL ROAD UPGRADE PROJECT
Stephen James McKnight
26, May 2012


2 | P a g e

ENTREPRENEURSHIP, COMMERCIALISATION & INNOVATION CENTRE
TECHCOMM5012
CONTENTS
EXECUTIVE SUMMARY10
INTEGRATION...11
SCOPE...12
TIME..16
COST..18
QUALITY20
RISK22
HUMAN RESOURCES24
COMMUNICATIONS.26
PROCUREMENT.28
APPENDIX
Appendix.1 THE MINE MANGEMENT PLAN50
AFE Authorisation For Expenditure Request, OZ Minerals Business Case Submission
Thiess Contract Quote & Rates for requested equipment & resources
Wet Weather delays business case & supporting evidence presentation
LEAN SIX SIGMA DMAIC Business case presentation
Business Improvement Posters & Monthly data progress presentations
Thiess Road Design & Standards Criteria Document
REFERENCES
References....103

3 | P a g e

The University of Adelaide - TECHCOMM5021
Course Lecturer: John Sing
Major Project:
Executive Summary

Up to 10 words description of what the project is.
Upgrade mine roads to an all-weather haul road system
Where is the Project Located?
OZ Minerals, Prominent Hill, South Australia
Who is the Owner and Sponsor
The owner is Dave Way (Deputy Operations Manager, OZ Minerals)
The sponsor is Robert Boyd (Open Pit Manager, OZ Minerals )
The Key Stakeholders are OZ Minerals & Thiess
The name of the Project Manager
Stephen McKnight & also the Expert Road Consultant
Your picture, vision or dream of the projects outcome
A total of 20% of all excavators downtime is attributed to wet weather rainfall events and
subsequent delays. The vision or dream is to minimise this figure by some 25%-50%.
To put this loss into perspective on average each excavator loses some 370 operating hours per
year per digger to wet weather events and subsequent delays, which is equivalent to 480,000
BCMs per excavator per year in lost productivity at $43.00 per BCM, which is some
$20,000,000.00 multiplied by 5 excavators giving $100,000,000.00 in total potential saving costs
on notional EBIDTA values (Earnings Before Interest, Taxes and Amortization).
This project will potentially save $25,000,000.00 up to $50,000,000.00 depending on the
successful implementation of the key deliverables outlined in the Project Management Plan.
Historically, over the last 4 years the Mine has had on average 4 times the predicted annual
rainfall, which has produced a loss of 920 hours of production per year per digger. These rainfall
events typically occur during the months of November to April. Therefore, it is critical to complete
the project before November 2012
The ultimate target is to achieve a minim of 6000 hours production per year per digger. The Haul
Road Upgrade Project will go some way to achieving this target (20%) in conjunction with other
site based initiatives including: a LOM dewatering strategy, blasting increases in pattern size/drill

4 | P a g e

bit size and a 10% increase in powder factors and hot seat changes in all production equipment,
with staggered fly-in-out days for maximum coverage and finally vertical advance heights of
flitch/bench versus digger movement along wider and deeper benches
The Phase of the project
Due to the fluid and nonlinear nature of such a project we have been pushing every phase possible
at once because of the tight deadline involved, i.e. this project needs to be completed by the next
significant rain events predicted from November 2012 until April 2013.
Therefore, the phase progressions are as follows;
a. Define, identify a problem or opportunity, which has been completed
b. Measure the baseline of the process has been implemented and started January 2012
c. Analyse, identify and validate root causes. A fishbone analysis has been completed,
problem analysis brainstorming completed, root cause prioritisation implemented, 5W
root cause analysis completed, root cause validation established by RTS Friction test
carried out on site to find baseline, a Traffic Light Friction Risk model has been
implemented and various other Project Management Tools have also been implemented,
which will be outlined in the body of this presentation.
d. Improve, find and evaluate best improvements. The best solution was to adopt the use
of a traffic light system for remediation of mine haul roads with some 25 interrelated
criteria across the 3 lights. However, the primary criteria is outlined below;
i. Red light = high priority site requiring immediate remediation with associated
plan and methodology
ii. Amber Light = less intense remediation but significant nonetheless and finally
iii. Green Light = a 200mm wearing course needs to be established to make the road
compliant with the all-weather upgrade specifications
iv. Red Light requires sub-base of up to 1000mm
v. Amber Light requires base of 600mm
vi. Green Light Running surface 200mm
vii. Crossfall of 2% on in pit and mine haul roads
viii. Centre camber with 2% crossfall on dump ramps and roads
ix. Establish significant drainage and run-off sumps
e. Control, execute and maintain improvement.
i. Cost
ii. Schedule
iii. Process Control
iv. SOPS
v. Training
vi. Communications
The project is now in the execution phase
a. All equipment for the project will be on-site by the end of April 2012
b. The T8 supervisors from Thiess have been executing the plan with limited equipment,
resources and material
c. The project is 38% complete to this date regardless the above constraints
Who is the client Representative?

5 | P a g e

Leidy Alvarado, OZ Minerals Mine Improvement Project Engineer
Who are the Stakeholders?
OZ Minerals Senior Management Team
OZ Minerals Open Cut Management Team
MIT OZ Minerals Project Team
Thiess earth moving contractors
Independent Road Expert Consultant
Purpose of the Project:
Site Description
OZ Minerals operates both an open cut and underground copper/gold mine and
processing plant at the Prominent Hill Mine site. Prominent Hill is a remote site
with a FIFO and limited DIDO out workforce supporting the mining, production
and exploration activities. A permanent accommodation village located 3 kms
from the mining operations supports some 1500 workers. Processing of ore
commenced in February 2009. Ore averaging 1.5% Cu and 0.5g/t Au is processed
at a nominal rate of 8Mt per annum to produce copper concentrate via both
Darwin and Port Adelaide by both rail and road
Site Location and Access
The mine site is located 650km north-west of Adelaide, South Australia, some
100km south east of Coober Pedy and 150km north-west of Roxby Downs. The
site is accessible via an unsealed road off the Stuart Highway 100km south of
Copper Pedy. Daily charter flights from Adelaide, Melbourne and Port Augusta
service the FIFO workers
Site Observations
The access ramps are generally in poor condition at higher elevations
recommended by geological element profiles. The majority of access ramps do
not indicate any crossfall. No drainage or facility for run-off from the haul roads
seems to be in place, except for water running along the full length of access
ramps from higher levels to lower levels. This is one of the major causes of
uncontrolled water runoff during major rainfall events. The majority of access
ramps are graded and compacted. The use of inappropriate material selection on
some ramps. There are many cases of wheel rutting on ramp corners due to poor
material selection. Gradients on most active in-pit ramps are between 8%-10%.
Waste dump ramps vary from 5%, 8% and 10% depending on dumping criteria and
poor design. Steely Haematite, Andesite and Dolomite are the best material to
source for the remediation project. Large oversized material has been deposited
on windrows
The existing access ramps make up 3.5km of the total 10km mine haul road
system. The width of ramps are currently 23m being used for 48 haul road trucks,
CAT 793D. Other equipment on-site is made up of some 5 graders CAT 24H,
another 6 Dozers D10T and 4 Liebher 996 excavators with numerous other
ancillary equipment
Some recommendations based on the observations are;

6 | P a g e

Create a dedicated road maintenance project team
1 x Project Manager
1 x Project Engineer
4 x Various Independent Consultants required during execution phase
and peer review (Expert Road Engineer, Geotechnical Engineer, Friction
Loss Engineer, Surveyor and Peer Review Engineer)
2 x Supervisors (T8)
10 x Operators
Source appropriate equipment
1 x Wheel Loader CAT 992D
2 x Komatsu 785 dump trucks
1 x Grader CAT24H
1 x Komatsu 300 Digger (Contract digger to supplement fleet)
1 x CAT 777 Water Truck
1 x CAT D10 Dozer
And other ancillary equipment as required; Compactors or Impactors
Source appropriate material
Steely Haematite
Haematite
Andesite
Dolomite
Greywacke
Granitites
Engage a dedicated survey team to control and monitor the daily works
supervised by the T8 Thiess operator in charge of implementing the traffic light
system management plan
Purchase the friction testing unit to verify when roads are safe to be driven on
after all rain events
Follow the rain event flow diagram to minimise downtime
The Objectives:
Scope
To address the issue of unsealed roads and the downtime associated with them
during and after rainfall events. This includes, road surfaces, remediation
configurations, floodways, cuts, fills, drainage and mine haul road design, the
identification of unsealed roads and suitable material selection for remediation
including in-pit material and engineered commercially produced material. This
remediation program will include the determination of sub base, base and
wearing course thickness, drainage and erosion protection, environmental
considerations, performance expectations, including surface condition
assessment.
Time

7 | P a g e

The estimated scheduler for this project is 12 months starting January 2012 until
January 2013
The schedule is broken up into phases which will be elaborated on at a future
date and location in this document
Cost
The estimated cost will be divided between OP EX and CAP EX the expenditure is
in the vicinity of $1.3M CAP EX and $4M OP EX, giving a total of some $5.3M spend
OP EX will pay for the machine, operator utilisation and some occasional day
work nominated activities
CAP EX will pay for material, Consultants and other yet to be identified costs
Requirements to be satisfied:
With the new contract model the Company has accepted the responsibility to upgrade
the haul roads in the open pit to a standard to assist in decreasing the operational delays
and risk involved in friction loss, with respect to the deterioration of the haul roads,
evident during wet weather.
Situation: The mine operates 24/7 365 days per annum. Excavator productivity is now seriously limited
by the fact that the pit is closed off when it starts raining, and then it takes a long time to
reopen the pit after the rain. This is because mine operations wait for roads to be dry again,
to avoid possibility of track slides. Overall wet weather causes circa 370 hours of downtime
per excavator per annum. The mining contract currently states that the contractor is
accountable to maintain all-weather roads.
Complication: The mining contractor is not confident that an all-weather pit is possible at Prominent Hill,
claiming that the quality of the material available on site for road-sheeting. The is no clarity
also on the type of materials to be used, size of materials, current quality of design, use of
reagents, maintenance practices, etc. The road maintenance practices for managing haul
roads before, during and after wet weather events are also not clear and codified (e.g.
scarifying, sheeting, grading, etc.)
Resolution: OZ Minerals is willing to engage an experienced contractor on road design and maintenance
to perform a review of the current haul roads. This will include: design, road sampling, wet
weather performance, dust suppression, material quality & sizes, maintenance practices. The
scope of the report though should primarily be focused on providing OZ Minerals with a
recommendation on how to keep the mining operations running as long as possible during
and after wet weather events. To achieve this scope we would engage a contractor that has
previous experience in such projects and issues, especially in all weather mines or in mines
in tropical areas.
The Roles & Responsibilities
The roles Identified for the project are
Project Manager (Stephen McKnight)
Project Engineer ( Leidy Alvarado)

8 | P a g e

Road Maintenance Supervisors ( David Kurtzer & Chris Carroll)
2 x 992 Loader Operator
2 x 24H Grader Operators
4 x 785 Truck Operators
2 x 773 Water Cart Operators
1 x Ancillary Operator from independent contractor
The Benefits
What are we trying to achieve
To reduce the wet weather delays associated with Excavator utilisation by at
least 25% representing 370 hours per year for each excavator
Why we should implement the project
This 25% reduction in lost excavator hours represents a potential minimum
$25,000,000.00 EBITA saving to the company annually
The value proposition for the sponsor
At least a 25% EBITA saving per annum representing some $25,000,000.00 saving from a
capital outlay of $5,3000,000.00
Constraints and assumptions
Equipment availability
It has been identified that there is a lack of suitable and available equipment to
implement the project
Material availability
It has been identified that there is not enough suitable or available appropriate
material crushed or screened or stockpiled for the project
Resource availability
Ramping up to the 16 people required for the continuous implementation of the
six month execution phase
Scope, Time & Cost
Even though the project was identified some 1.5 years ago there was no
political will to implement the project due to a lack of consistent direction,
scope, funds and a dedicated champion to drive the project forward.
The implementation strategy including Critical Success Factors (Targets, KPIs and Tolerances)
The project requires completion before the next expected rainfall events, which are
usually expected in November 2012 until April 2013.
Implementation occurred on the 5/12/2011 when the road expert was engaged in
anticipation for the contract change reflecting the haul road upgrade project as a key
strategy for increased productivity of a potential 20% of total Excavator increased
utilisation.
From implementation key actions were identified and progressively introduce; ancillary
equipment, appropriate material, scientific measurement of friction loss and finally
execution of appropriate design criteria for successful completion of the projects targets
mentioned in previous sections of the executive summary.
Risk and treatment

9 | P a g e

The issue of wet weather delays is very complex and there are no one size fits all solutions
in play. Regardless the fact that there are civil engineering solutions that can and will be
applied; this site has specific requirements for the appropriate solution and outcomes
desired
Lack of basement material or crushed/screened or stockpiled material available when
required
Equipment availability from Thiess
HV & LV, HV & HV interactions during construction/execution phase of project
Resource availability from Thiess for HV requirements
Impact of road maintenance team during construction on production team
Natural disasters
Wet weather rainfall events
How phases can facilitate delivery of future phases (particular design or constructability)
Once the construction/execution phase of the project is completed there will be an
emphasis on maintaining the newly constructed roads on a regular basis so that the
current situation is not revisited during the remaining 6 years of the mines life
The implementation of a road maintenance team will facilitate the continuous upgrade
and improvement of the haul road system without the re-introduction of a sustained
initial haul road upgrade campaign, which is in progress at this time
From the RA all necessary steps have been implemented to negate and mitigate this
phase occurring again in the LOM strategy, this phase is a once off action of the project
leading to a continuous improvement phase
Work Breakdown Structure
Suffice to say that the 5 key areas of the WBS have been defined
Define the situation
Implement/Establish the action plan
Acquire the;
Resources
Material
Equipment
Execute the action plan
Close out the project
The impact of the project on stakeholders
OZ Minerals will have a significant increase in productivity
This will provide increases in share value for stakeholders
The increased productivity will impact the companys bottom line
This will provide extra capital for future project development
Thiess will have multiple benefits
Increased productivity
Reduced wear & tear on equipment
Reduced soft tissue issues for operators
Maintain compliance with the LOM Contract introduced in January 2012

10 | P a g e

Milestone and an activity schedule
5/12/2011 Independent Road Expert engaged to implement project
5/1/2012 Project needs identified and implemented
5/2/2012 Execution phase begun with limited; resources, equipment and material
5/3/2012 Scientific validation of friction loss assessed and measured
5/4/2012 Resources, Equipment and Material in place and beginning execution phase
5/5/2012 Execution in full swing, all elements on-site and in play
5/6/2012 to 5/11/2012 Haul Road Maintenance Plan following PMBOK project cycles until
conclusion of project in November 2012
Budget
$5.3M have been committed to the Haul Road Upgrade Project
The $5.3M will be divided into CAPEX $1.3M, which includes payment of expert engineers
and surveyors, material all in 75mm for wearing course, friction testing module, uplift of
equipment and any other costs outside the committed OPEX money
OPEX is committed at $4M this pays for equipment hire for the six months of the
execution phase of the project
There is a further contingency fund available, but to this point a final figure has not been
negotiated with the OZ Minerals BI and financial Departments, suffice to say a top end
figure of $1M extra funds could be available if required. However, the current budget is on
track with no need for a contingency to be anticipated
The CAPEX is well within budget with only some $350,000.00 committed thus far,
however the cost of the material (75mm all in) will eat into this fund significantly, some
$1M over the 6 months
The OPEX has an anticipated burn rate of $550,000.00 per month for 6 months coming
in at $3.3M, leaving a $700,000.00 contingency fund if required
Are there Enterprise Environmental Factors or Organisational Process Assets which can be used?
Refer to the body of this document with emphasis on the PMBOK processes
The Management structure of both OZ Minerals Thiess have been utilised in the initial
stages of the projects development, until the project produced its own organisational
chart and resources
All material has been sourced from the PIT
All resources and equipment have been sourced from Thiess
Road design criteria has been sourced from Thiess and previous champions of the project
Further development of the road design criteria have been introduced from the Expert
Road Consultant working in concert with both site based knowledge groups and the
adoption of industry best practise applications to the specific and unique site
requirements


11 | P a g e

PMBOK MANAGEMENT PLAN
Plans for managing (planning, monitoring & controlling- If Areas not already covered)
Integration
Scope
Time
Cost
Quality
Risk
Human Resources
Communications
Procurement


12 | P a g e

INTEGRATION

Up to 10 words description of what the project is.
Upgrade mine roads to an all-weather haul road system
Where is the Project Located?
OZ Minerals, Prominent Hill, South Australia
Who is the Owner and Sponsor
The owner is Dave Way (Deputy Operations Manager, OZ Minerals)
The sponsor is Robert Boyd (Open Pit Manager, OZ Minerals )
The Key Stakeholders are OZ Minerals & Thiess
The name of the Project Manager
Stephen McKnight & also the Expert Road Consultant
Your picture, vision or dream of the projects outcome
A total of 20% of all excavators downtime is attributed to wet weather rainfall events and
subsequent delays. The vision or dream is to minimise this figure by some 25%-50%.
To put this loss into perspective on average each excavator loses some 370 operating hours per
year per digger to wet weather events and subsequent delays, which is equivalent to 480,000
BCMs per excavator per year in lost productivity at $43.00 per BCM, which is some
$20,000,000.00 multiplied by 5 excavators giving $100,000,000.00 in total potential saving costs
on notional EBIDTA values (Earnings Before Interest, Taxes and Amortization).
This project will potentially save $25,000,000.00 up to $50,000,000.00 depending on the
successful implementation of the key deliverables outlined in the Project Management Plan.

13 | P a g e

Historically, over the last 4 years the Mine has had on average 4 times the predicted annual
rainfall, which has produced a loss of 920 hours of production per year per digger. These rainfall
events typically occur during the months of November to April. Therefore, it is critical to complete
the project before November 2012
The ultimate target is to achieve a minim of 6000 hours production per year per digger. The Haul
Road Upgrade Project will go some way to achieving this target (20%) in conjunction with other
site based initiatives including: a LOM dewatering strategy, blasting increases in pattern size/drill
bit size and a 10% increase in powder factors and hot seat changes in all production equipment,
with staggered fly-in-out days for maximum coverage and finally vertical advance heights of
flitch/bench versus digger movement along wider and deeper benches
Site Description
OZ Minerals operates both an open cut and underground copper/gold mine and
processing plant at the Prominent Hill Mine site. Prominent Hill is a remote site
with a FIFO and limited DIDO out workforce supporting the mining, production
and exploration activities. A permanent accommodation village located 3 kms
from the mining operations supports some 1500 workers. Processing of ore
commenced in February 2009. Ore averaging 1.5% Cu and 0.5g/t Au is processed
at a nominal rate of 8Mt per annum to produce copper concentrate via both
Darwin and Port Adelaide by both rail and road
Site Location and Access
The mine site is located 650km north-west of Adelaide, South Australia, some
100km south east of Coober Pedy and 150km north-west of Roxby Downs. The
site is accessible via an unsealed road off the Stuart Highway 100km south of
Copper Pedy. Daily charter flights from Adelaide, Melbourne and Port Augusta
service the FIFO workers
Site Observations
The access ramps are generally in poor condition at higher elevations
recommended by geological element profiles. The majority of access ramps do
not indicate any crossfall. No drainage or facility for run-off from the haul roads
seems to be in place, except for water running along the full length of access
ramps from higher levels to lower levels. This is one of the major causes of
uncontrolled water runoff during major rainfall events. The majority of access
ramps are graded and compacted. The use of inappropriate material selection on
some ramps. There are many cases of wheel rutting on ramp corners due to poor
material selection. Gradients on most active in-pit ramps are between 8%-10%.
Waste dump ramps vary from 5%, 8% and 10% depending on dumping criteria and
poor design. Steely Haematite, Andesite and Dolomite are the best material to
source for the remediation project. Large oversized material has been deposited
on windrows
The existing access ramps make up 3.5km of the total 10km mine haul road
system. The width of ramps are currently 23m being used for 48 haul road trucks,
CAT 793D. Other equipment on-site is made up of some 5 graders CAT 24H,

14 | P a g e

another 6 Dozers D10T and 4 Liebher 996 excavators with numerous other
ancillary equipment
Some recommendations based on the observations are;
Create a dedicated road maintenance project team
1 x Project Manager
1 x Project Engineer
4 x Various Independent Consultants required during execution phase
and peer review (Expert Road Engineer, Geotechnical Engineer, Friction
Loss Engineer, Surveyor and Peer Review Engineer)
2 x Supervisors (T8)
10 x Operators
Source appropriate equipment
1 x Wheel Loader CAT 992D
2 x Komatsu 785 dump trucks
1 x Grader CAT24H
1 x Komatsu 300 Digger (Contract digger to supplement fleet)
1 x CAT 777 Water Truck
1 x CAT D10 Dozer
And other ancillary equipment as required; Compactors or Impactors
Source appropriate material
Steely Haematite
Haematite
Andesite
Dolomite
Greywacke
Granitites
Engage a dedicated survey team to control and monitor the daily works
supervised by the T8 Thiess operator in charge of implementing the traffic light
system management plan
Purchase the friction testing unit to verify when roads are safe to be driven on
after all rain events
Follow the rain event flow diagram to minimise downtime


15 | P a g e

SCOPE
To sheet existing haul roads utilising the traffic light system for remediation. This concept has been
previously and briefly explained in both the Executive Summary and Project Management Plan. This form
of remediation identifies 3 different remediation criteria once they are satisfied and competent material is
placed in-situ to design this will facilitate quicker resumption of heavy vehicle activity after wet weather
stoppages. Site based crushing/screened material will be utilised to provide the 3 necessary types of
engineered rock identified in the remediation process. This material will be sourced from in pit basement
material with properties consistent within optimum design tolerances. This material has been successfully
utilised on other in pit ramps (SO8, Beach Ramp, parts of the Western Ring Road, Upper Rom and
Southern Dump access) The new road design has performed better on these areas than on areas yet to
receive the remediation such as ( NO7 ramp, Northern Dump ramp, NO3 running track and Eastern Ring
Road.
In some cases heavy vehicle operations will be able to continue in low level rain events; if the following
factors have been considered and completed; new material in-situ, correct design parameters installed,
such as 2% crossfall, sufficient wearing course, drains and drainage construction all under survey control.
This design veracity will potentially provide in excess of a 25% improvement in digger availability and
utilisation rates during wet weather events. The EDITA data has been outlined in both the Executive
Summary and Project Management Plan. This data will also be available in the cost section of this
document in the PMBOK knowledge area.
In addition, the road maintenance crew lead by the Thiess T8 Supervisor will focus on the design
management with an embedded dedicated survey contractor employed expressly for the project. Their
remit, together is to focus on performance managing the wet weather aspect of the project and its
mitigation. The focus will change after the initial six month construction period to one of daily maintenance
as opposed to daily remediation tasks.
The inclusion of a friction monitoring devise mounted in the T8s vehicle will add some scientific veracity to
the experience based assessment currently being utilised by site personnel. This issue was highlighted in
the flow diagram exercise for determining the wet weather delay process assessment matrix. This
monitoring devise helps to mitigate risk between the differing risk tolerances based on personnel levels of
experience when determining return to work practises after rain events
In Scope: Priority and critical causes of wet weather delays: Poor surface material, insufficient road
maintenance and no crossfall, no drainage.
Project would be considered successful if 25% of delays have been decreased and Extra BCMs have been
produced due to this improvement.
Out of Scope: Other benefits will be achieved simultaneously such as productivity increase, tyres
conservation, HV and machinery maintenance reduction, decrease of uncontrolled vehicles movements,
safer work conditions environment and driver comfort.


16 | P a g e

SCR ANALYSIS
SITUATION:
Some 20% of total excavator downtime is due to wet weather events. On average each excavator
loses 370 operating hours per year due to wet weather, which is equivalent to 480,000 BCM per
excavator.
COMPLICATION:
To sheet existing haul roads with competent material to enable quicker resumption of heavy
vehicle activity after wet weather stoppages. In addition to sheeting crossfall and drainage also
needs to be included in the remediation process to rain water from the newly constructed roads.
To make this happen there are 3 necessary elements required; Equipment, Material & Resources
RESOLUTION:
Equipment has been ordered to create a dedicated ancillary road maintenance team. Appropriate
material is being stockpiled and crushed and screened as required. The necessary road
maintenance team has been formed to implement the already established Project Management
Plan
STAKEHOLDER COMMENTS
Stephen McKnight: Project Manager & Expert Road Design Engineer
After some considerable background analysis of current designs, requisite rock types, equipment
requirements, resource levels, civil engineered drawings, available material types and rock sizing required;
the project is now at the stage of committing funds and progressing to execution phase. Engineered
drawings have been commissioned. Quotes have been sourced for equipment and material. Human
resourcing levels have been identified and committed to the daily execution of the project. Budgets are
being evaluated and implemented as required. A comprehensive Project Management Plan has been
established and communicated to all the key stakeholders. The plan looks at people, culture, training,
equipment, material and competency based evaluation for driving on remediated haul roads. A traffic light
remediation system that incorporates the necessary design criteria for the identification of the 3 road
mediation types is now in place. A friction analysis of the haul roads has been completed by RTS.
Leidy Alvarado: Project Engineer BI Team
The new approach to tackle Wet Weather Delays is realistic and achievable. The expected improvement
will be guaranteed by completing the 3 proposed project generations. (Road remediation, Road
Maintenance Plan and Rain Management). The project has been re-scoped in order to meet costs, time
and quality requirements of the project deliverables and the stakeholders. In addition, the new contract
has facilitated the communication within both parties and has also enhanced the interest and enthusiasm
of Thiess and Oz projects team by their mutual cooperation. e.g. Quick fixes implemented so far such as
S08 ramp correlates with new roads design and performance tolerances when rain event occur.

17 | P a g e

The Project implementation stage will be managed by Contract Consultant Engineer (Stephen McKnight)
until completion and it is estimated to be completed within 6 months. It is suggested also to have Road
Maintenance Supervisors (T8s) in order to work in conjunction with Oz Project Engineer. The Road
remediation and Maintenance Plan will be incorporated into 36hrs and Weekly Plan to make sure the
project progress is communicated to all required mine personnel and followed successfully on a daily basis
incorporated into the production planning cycle.
Mitigation steps of Risks identified (see tab 2.1 Risk Mgmt.) within the proposed approach such as Lack of
Equipment and Crushed material have been incorporated into the Implementation Plan.


18 | P a g e

TIME
WORK BREAKDOWN STRUCTURE
Define the situation
Implement/Establish the action plan
Acquire the;
Resources
Material
Equipment
Execute the action plan
Close out the project

PROJECT MILESTONES
5/12/2011 Independent Road Expert engaged to implement project
5/1/2012 Project needs identified and implemented
5/2/2012 Execution phase begun with limited; resources, equipment and material
5/3/2012 Scientific validation of friction loss assessed and measured
5/4/2012 Resources, Equipment and Material in place and beginning execution phase
5/5/2012 Execution in full swing, all elements on-site and in play
5/6/2012 to 5/11/2012 Haul Road Maintenance Plan following PMBOK project cycles until
conclusion of project in November 2012

PROJECT SCHEDULE

THE 75mm ALL IN SCHEDULE

OZ MINERALS
ALL WEATHER HAUL ROADUPGRADE PROJECT
MATERIAL CRUSHING/SCREENING SCHEDULE
MATERIAL SIZE TOTAL TONNAGE TOTAL VOLUME MONTHLY MATERIAL WEEKLY MATERIAL DAILY MATERIAL DESIREDMATERIAL TYPES TRAFFIC LIGHT SYSTEM DEPTHS
mm t m3 t t t Rock type Colour mm & m
75mm 146,000 67,000 24333 6083 869 Haematite, Andesite, Skarn, Greywacke or Granitoid GREEN 200mm + 2% CROSSFALL
150mm 240,000 109,000 40000 10000 1428 Andesite, Skarn, Greywacke,Sediments or Granitoid AMBER &RED up to 1.5m
300mm 395,000 181,000 65833 16458 2351 Andesite, Skarn, Greywacke, sediments or Granitoid RED up to 2.0m
TOTALS 781,000 357,000 130166 32541 4648
These figures are based on a 6 month crushing/screening schedule
We are assuming a start date of early March 2012 completing August 2012; giving a 2 month buffer before our next "wet weather" window begins from November 2012 to March 2013

19 | P a g e

COST


20 | P a g e

QUALITY
Attached are the majority of QAQC documents associated with the project. There are a wide variety of
documents included in this section; ranging from the traffic light design criteria, the actual map of the sites
requiring the traffic light system remediation, correspondence with the world leader in haul road design RJ
Thompson on negative superelevation design, a working haul road assessment document, a flow diagram
on how to mitigate delays in returning to work after wet weather rain events, etc. This section does not go
into the true depth of detail associated with the issues of maintaining quality, but gives a representation of
the thought and knowledge being implied to make the haul road design as robust and relevant to the site.
During the course of this project a number of specific haul road design documents, white papers and books
have been consulted, which can be found in the reference section of this presentation. Suffice to say
quality on this project was identified as one of the most contingent aspects of the projects potential for
success, hence the amount of effort applied to achieve the quality required
THE ALL-WEATHER HAUL ROAD UPGRADE PROJECT (AWHRUP)

TRAFFIC LIGHT SYSTEM
OZ MINERALS PROMINENT HILL JANUARY
2012
DESIGN CRITERIA GREEN AMBER RED
1. Road Design Types Design #1 Design #2 Design #3

200mm wearing
course
200mm wearing
course
200mm wearing
course
passing @ 75mm passing 75mm passing 75mm
400mm Base 600mm Base
passing 150mm passing 150mm
500m Sub Base 1000mm Sub Base
passing 300mm passing 300mm
2. Rock Type Steely Haematite Granitoids Mudstone
Greywacke Andesite Silcrete
Skarn Bulldog Shales
Sedimentary Hornfels Fresh
Weathered
3.MPa (UCS) >81 >47 <20
4. CBR% >80 >60 <15
5. Road Life Span 1 year + 6 months + less than 6 months
6. Rolling Resistance 1% 2% + 3% +
7. Friction >80% >50% <50%
8. Defect Score <64 65 to 139 >140
9. % of Project 50% 20% 30%

21 | P a g e

10. Definition Green Amber RED
Road Condition Road Condition Road Condition
VERY GOOD FAIR BAD
DAILY INSPECTION WORK REQUIRED IMMEDIATE WORK
DAILY INSPECTION REQUIRED
DAILY INSPECTION
11. Crossfall 2% 3% 4%
12. Crown 2% 3% 4%
13. Drainage .5m .3m >.3m
14. Berms 1.8m 1.5m <1.5m
15. Equipment 2x 992 Digger Anything less Nothing different
3 x 785 Trucks than the wish list than what is on-site
1x 24 Grader Now
1 x 16 Grader
1 x 777 Water Truck
1 x D9 Dozer
1 x 966 FEL
1 x WA900 FEL
HPGPS
LPGPS
1 x 25t Compactor
16. Road Category Permanent Semi-Permanent Semi-Permanent
High Volume Traffic Medium to High Medium to Low

Operating Life 15
years Volume Traffic Volume Traffic
Low Maintenance
Operating Life 10
years
Operating Life <2
years
over design life Regular Maintenance
Maintenance
intensive
Over design life Traffic volume
exceeded
17. Grade Breaks <10% 10% >10%
18. Road widths >30m 30m <30m
19. Tyre Pressure 800kPa >800Kpa >700Kpa
20. Water Truck
Spray 50m on 50m off <50m on 50m off >50m on 50m off
21. Dust Block
Agents Tar/Bitumen Petrol/Polymer Wetting Agents
22. Road
Maintenance
Managed
Maintenance Scheduled Blading Ad-hoc Blading

22 | P a g e

23. Design Approach Integrated Design Empirical Design Just build a Road
24. Gradients 10% <12.5% >12.5%


23 | P a g e


24 | P a g e


25 | P a g e


26 | P a g e


27 | P a g e


28 | P a g e


29 | P a g e


30 | P a g e


31 | P a g e


32 | P a g e

Correspondence with Roger J Thompson regarding the issue of introducing negative superelevation to the
road design and QC of the project in relation to crossfall of the in pit haul road design. This situation came
about due to the road design standards Thiess have in their coal operations and as such is in their working
haul road design document, which needed to be addressed so the appropriate run off design could be
implemented in this site specific circumstance.
Excellent Steve, an educational read too. Thank you Rob
From: Stephen McKnight
Sent: Wednesday, 4 J anuary 2012 3:41 PM
To: Robert Boyd; J arrad Dodson; Richard Turnbull; Leidy Alvarado
Cc: David Way
Subject: FW: HAUL ROAD DESIGN
FYI Gents
Steve McKnight
Contract Mining Engineer Mine Improvement Team
OZ Prominent Hill | Respect Integrity Action Results
Ground Floor, 170 Greenhill Road
Parkside, South Australia, 5063, Australia
T 61 8 8672 8148 F 61 8 86728101 M 04 350 29 169
Stephen.McKnight@ozminerals.com

Please consider the environment before printing this e-mail

From: Roger Thompson [mailto:R.Thompson@curtin.edu.au]
Sent: Wednesday, 4 J anuary 2012 3:02 PM
To: Stephen McKnight
Subject: RE: HAUL ROAD DESIGN
Steve
Sounds like a good approach some changes or modifications to designs can have far reaching
effects on operation and maintenance best to explore these before implementation.

33 | P a g e

Have worked with iron-ore discard roads wearing course material before at a few sites (overseas)
and it tends to make an excellent wearing course if it does not slake (and obviously has no fibrous
material content). Only issue is sometimes too little fine fractions or binder. Bituminous emulsion
treatment also generally an excellent option with this material type, mixed-in if well compacted road
with low void ratio, or spray on IF depth of penetration can be assured (last thing you want is a thin
crust of treatment bit like a sheet of glass on top of a sponge).
Friction/skid resistance testing always good info (Dave Tulloch RTS? excellent for this evaluation
work) but Id also suggest sampling and evaluating the wearing course material at the locations you
do these tests too otherwise you dont have such a good idea of what influence the wearing course
material (as opposed to moisture/rainfall) has on friction supply. Ditto any treatment you
apply. Shave off top 10-20mm max of wearing course where you do the tests and evaluate following
AS1289.
Would be happy to act as your third party peer review and quarterly inspection consultant (haulroad
design aspects safety audits best handled by Damir Vagaja of ARRB). I can run this work through
WASM Consulting who provide liability cover, Admin and invoicing etc. as part of their service. As
and when the work transpires, I can provide a Scope of Works Quote and take it from there.
Regards
Roger
From: Stephen McKnight [mailto:Stephen.McKnight@ozminerals.com]
Sent: Tuesday, 3 J anuary 2012 12:00 PM
To: Roger Thompson

Hi Roger,
First off really appreciate your prompt reply and considered response
Over the last month I have been reading everything you have published to get up to speed with this
project
I am glad you agree with the negative crossfall of 2% with qualifications, of course
We are working with Thiess our Open Pit Hauling Contractor
They have a high turn-over of staff so there are a significant number of newbies on-site at any one
time, hence our difficulties with the fleet working in wet weather, among other reasons

34 | P a g e

I take on board your central corridor berm idea and will pass it on to the team for discussion
And yes we need to consider drainage in such cases
We are looking at introducing HPGPS & LPGPS systems on both graders and dozers
We are also looking at applying Dust Bloc as well to the wearing course; this is a bitumen type
palliative
The wearing course will be made of steely haematite, MPa >150 passing through up to 75mm @
200mm depth close to or above 80% CBA
With regards friction analysis we are bring in a team to do the whole mine on the 24-26 January, to
establish a baseline
I fully appreciate the negative superelevation on the downward journey into the pit. This will be
and has been discussed with the Thiess team, but will be further enforced
We are constructing a simulation ramp at 10% to begin training the operators
A constructed ramp with a crossfall of 2% appropriate wearing course and drainage
With another ramp with no controls in place
Yes, I totally agree with the civil/geotech analysis and intend to follow your specifications to the
letter
Roger would you consider being our third party peer review and quarterly inspection consultant?
Im not sure if you would be available, but your experience and technical background are second to
none in this field
It would be a privilege and a pleasure if you were interested in assisting our team over the course of
this project

Cheers,
Steve McKnight

35 | P a g e

T 61 8 8672 8148 F 61 8 86728101 M 04 350 29 169


From: Roger Thompson [mailto:R.Thompson@curtin.edu.au]
Sent: Tuesday, 3 J anuary 2012 2:03 PM
To: Stephen McKnight

Steve
In principal, a construction width of 35m for a 30m running surface (4x6.64m body width of 793C)
appears fine. The cross-fall of 2% also typical but would depend on the type of wearing course
(surfacing) material you have too. The only recurrent problem with a constant crossfall is the
potential of trucks to wander across lanes into the direction of on-coming traffic. If you have
operating experience and safety/accident data, it may be worth looking at the type of
accidents/near-misses at the site to see if truck misalignment/skidding, etc. is an issue for whatever
reason. Centre berms have been used in some operations to split traffic lanes, but with a constant
crossfall, this complicates drainage (and road and berm maintenance).
Blading a road with a constant crossfall is also more difficult than a crowned road, with the added
problem of debris, spillage, etc. being pushed to the drain-side where it could cause tyre damage,
etc. Good grading practice should remedy this.
Further, where the road is required to change direction against the cross-fall, care will be needed to
specify speed limits (especially down-grade unladen) since on these curves, the super-elevation will
be in the wrong sense and road surface friction supply needs to be maximised here to prevent
skidding. An incorrect super-elevation may lead to truck instability at speed, and the misalignment
problems outlined above.
This also raises the issue of the wearing course material itself. A good quality material is required,
with a CBR ideally >80%, to help reduce the likelihood of cross-erosion or run-off channels being

36 | P a g e

eroded from the wearing course on the down-slope edge of the road. The majority of even the best
specified wearing course materials are sensitive to rain, and the road will go down eventually. You
may want to look at adding a stabiliser or other similar treatment to the wearing course to enhance
its ability to shed water as opposed to absorb it. In doing this, youll need to ensure the road
structure is well built and can support a long-lasting surface treatment otherwise youll end up
blading it off the road as you blade the surface due to poor support problems in the structure
itself.
Good starting point would be to sample actual/proposed wearing course materials and get a civil
eng lab to run a road indicator test on them according to AS1289 (grading to 0.075, Atterburg limits,
MDD, OMC and CBR at say 97% Mod AS1289) to see what youve got and what options you have if
you need to fix it up (reduce clay by adding aggregates, increase fine fraction to improve binding,
etc.). Treatment suppliers would also look at this info to determine how and at what rate of
application their product may work.
Let me know if you need more info happy to assist.
Roger
From: Stephen McKnight [mailto:Stephen.McKnight@ozminerals.com]
Sent: Monday, 2 J anuary 2012 4:59 AM
To: Roger Thompson
Subject: HAUL ROAD DESIGN

Hi RJ,
I am currently working on an all-weather haul road upgrade project here in South Australia
I have been applying many of your thoughts, concepts and principles to this project
The project consists of approximately 10kms of road work; in pit haul roads, outer ring roads and
waste dump/ROM pad roads
The projects focus is to reduce the downtime we experience from rainfall events
It has been determined that with rain events between 1mm 5mm we lose up to 80% productivity
due to truck downtime
Some 470 hrs per year per digger, we have 5 Diggers; 996 Liebher
Our aim is to achieve 6000 hrs per digger per year and the all-weather haul road upgrade project has
been put in place to achieve a high percentage of this target

37 | P a g e

Currently, there are no crossfalls, no road designs or competent material utilised in the construction
of the roads.
I have developed a traffic light system that identifies these conditions and we are working our way
through the work required
However, I require your thoughts on the following situation
We are developing a design for a negative superelevation for the in pit curved roads, which will
spiral down to some 480m at the end of the pits life
We are considering the following ideas;
Up 2% crossfall from the in-pit side of the road out to the highwall side
We will install the drainage on the highwall side of the pit and pump it out from sumps
The width of the total road is 35m
The working surface is up to 30m
We are using 973 Cat Dump Trucks (payload 220t)

My question is related to the negative superelevation
Therefore, what we are proposing, is it safe and feasible or do you have better: thoughts, comments,
ideas or suggestions
We need to make sure the rain water runs off the wearing course into the drains so we do not lose
truck availability
Cheers,
Steve McKnight
T 61 8 8672 8148 F 61 8 86728101 M 04 350 29 169


38 | P a g e

RISK
There were 5 major risk areas identified during the All Weather Upgrade Risk Assessment,
which have been categorised in the below chart The issue of wet weather delays is very
complex and there are no one size fits all solutions in play. Regardless the fact that there
are civil engineering solutions that can and will be applied; this site has specific
requirements for the appropriate solution and outcomes desired
Lack of basement material or crushed/screened or stockpiled material available when
required
Equipment availability from Thiess
HV & LV, HV & HV interactions during construction/execution phase of project
Resource availability from Thiess for HV requirements
Impact of road maintenance team during construction on production team
Natural disasters
Wet weather rainfall events

Risks identified Risk Rating Mitigation Action Risk Rating
Likelihood Conseq. Rating Likelihood Conseq. Rating
1 Possible Major Extreme Unlikely Moderate Moderate
2 Possible Major Extreme Rare Moderate Moderate
3 Unlikely Major High Rare Major Moderate
4 Possible Moderate High Unlikely Moderate Moderate
5 Unlikely Moderate Moderate Unlikely Insignifica
nt
Low
Ongoing stockpiling of Road basement
material and Hire Screening plant
Monitor crew levels, move personnel
between crews, park up digger that do not
ff t th j t
Schedule to be managed by mine planner
(both 36hr plan and weekly plan)and Thiess
Hire Road Maintenance Equipment through
Thiess
Road works completed on shift change
days, alternate routes to be used
Equipment Availabilty
HV contact with LV during road works
Thiess manning level drop below minimum
requirements
Impact on production during road construction,
by the contruction work group
Lack of road basesment or crushed material
when required

39 | P a g e

These 5 categories have been further calculated in the below risk register matrix


40 | P a g e

HUMAN RESOURCES

Project Manager: Steve McKnight
Mine Project Engineer: Leidy Alvarado
T8 Supervisors: David Kurtzer / Chris Carroll
Road Crew A & B
2 x CAT 992 Wheel Loader Operators
2 x CAT 16 H Grader Operators
2 x CAT D10 Dozer Operators
4 x KOMATSU 785 Truck Operators
Expert Consultants on an as required basis
(Friction Test Engineer, Geotechnical Engineer, Surveyors & Peer Review Principal Engineer)

Project
Manager
T8 Road
Maintenance
Supervisors
Road Crew A Road Crew B
Project
Engineer
Expert
Consultants

41 | P a g e

COMMUNICATIONS


42 | P a g e

PROCUREMENT


43 | P a g e

APPENDIX.1
THE PROJECT MANAGEMENT PLAN


44 | P a g e


45 | P a g e


46 | P a g e


47 | P a g e


48 | P a g e


49 | P a g e


50 | P a g e


51 | P a g e


52 | P a g e


53 | P a g e


54 | P a g e


55 | P a g e


56 | P a g e


57 | P a g e


58 | P a g e


59 | P a g e


60 | P a g e


61 | P a g e


62 | P a g e


63 | P a g e


64 | P a g e


65 | P a g e


66 | P a g e


67 | P a g e


68 | P a g e


69 | P a g e


70 | P a g e


71 | P a g e


72 | P a g e


73 | P a g e

DESIGN AND
CONSTRUCTION OF
MINE ROADS
1.0 GENERAL .......................................................... 75
2.0 CONTROLS ........................................................ 75
2.1 Road Classification ................................................... 75
2.1.1 Permanent Haulroads ................................................. 75
2.1.2 Pit Haulroads (Short or Medium Term Haulroads) ........... 76
2.1.3 Light Vehicle Roads .................................................... 76
2.2 Mine Road Design & Construction Process ................... 76
2.3 Rolling Resistance .................................................... 78
2.4 Geometric Design Phase ........................................... 79
2.4.1 Stopping Distance ...................................................... 79
2.4.2 Sight Distance ........................................................... 79
2.4.3 Alignment ................................................................. 80
2.4.4 Roadway Width ......................................................... 81
2.4.5 Cross Fall ................................................................. 82
2.4.6 Gradient ................................................................... 83
2.4.7 Super-elevation ......................................................... 84
2.4.8 Road Side Drainage .................................................... 86
2.4.9 Road Shoulders ......................................................... 87
2.4.10 Bundwalls ................................................................. 87
2.4.11 Intersections ............................................................. 89
2.4.12 Intersection Traffic Control .......................................... 93
2.4.13 Runaway Vehicle Control ............................................. 94
2.4.14 Heavy Equipment Go-lines .......................................... 96
2.5 Structural Design Phase ........................................... 99
2.5.1 General Road Construction .......................................... 99
2.5.2 In-situ Surface Preparation ....................................... 100
2.5.3 Sub-base Requirements ............................................ 100
2.5.3 Base Course Requirements ........................................ 101

74 | P a g e

2.6 Functional Design Phase ......................................... 101
2.6.1 Running Surface Requirements .................................. 102
2.7 Maintenance Design ............................................... 102
2.7.1 General Road Maintenance ........................................ 104
2.7.2 Road Furniture Signs ............................................. 104
2.7.3 Road Furniture Sign Positioning ............................... 105
2.7.4 Road Furniture Delineators ..................................... 106
3.0 MONITORING & REVIEW ................................ 106
4.0 RESPONSIBILITIES ........................................ 107
4.1 Mineworkers ........................................................... 107
4.2 Supervisors ............................................................ 107
4.4 Superintendents / Project Manager ............................ 107
5.0 USEFUL REFERENCES & FORMS ...................... 108


75 | P a g e

PROCEDURE & INFORMATION

Procedure Information
1.0 General

Mine roads shall be designed and constructed to appropriate specifications
to allow the safe and efficient movement of vehicles around the mine site.
The specifications must have regard to the particular conditions at the mine,
including the following:
The characteristics of the mine vehicles;
The types of materials available for road construction;
The methods of working the mine;
Relevant legislation.
Good design and construction of mine roads will enable:
Safe movement of vehicles;
Optimal haulage cycle times;
Increased tyre life;
Less stress to mechanical components of vehicles;
Less structural damage to vehicle chassis;
Reduced operator fatigue.
PRINTING INFORMATION
Due to the graphics
included within the
body of this document
it must be printed in
high resolution
2.0 Controls

2.1 Road Classification

Mine roads should be designed and constructed to a standard in accordance
with the road classification which is dependent on:
The expected life span of the road;
The primary purpose of the road;
The frequency of usage of the road.

2.1.1 Permanent Haulroads
Permanent haulroads are major arterial roads used by haul trucks and the
majority of mine traffic. The basic criteria for permanent haulroads are as


76 | P a g e

follows:
Long term existence;
Used by haul trucks and other mine vehicles;
High frequency usage;
Formed construction profile;
Delineated.
2.1.2 Pit Haulroads (Short or Medium Term Haulroads)
Pit haulroads are roads that are used by haul trucks and other mine traffic
in and around pit areas including, in pit haulroads and ramps, bench roads,
dump roads and ramps, etc. The basic criteria for pit haulroads are as
follows:
Short to long term existence depending on particular road function;
Used by haul trucks and other mine vehicles;
High frequency usage (may be periodic);
Formed or non-formed construction profile;
Delineated.

2.1.3 Light Vehicle Roads
Light vehicle roads are roads that are used by light and medium vehicles for
access around the perimeter of the pit, within pit areas and on the surface.
The basic criteria for light vehicle roads are as follows:
Short to long term existence depending on particular road function;
Used by light and medium vehicles only;
Low to medium frequency usage;
Basic construction profile only;
Delineated on more permanent light vehicle roads.

2.2 Mine Road Design & Construction Process


77 | P a g e

Mine road design and construction can be thought of as 4 distinct steps or
phases:

Alignment
Super-elevation
Gradient
Sight Distance, Etc.
General road construction
In-situ surface preparation
Sub-base requirements
Base course requirements
Running surface requirements
Haulroad maintenance
Road furniture signage
Road furniture delineators
Inspections / audits

Design &
Construct


78 | P a g e

2.3 Rolling Resistance

Rolling resistance is the resistance that occurs when a tyre rolls on a
surface.
Rolling resistance can significantly impact on the efficiency of vehicles
travelling on a mine road and associated haulage costs.
It is caused by any combination of the following:
Deformation of the road (may be at any depth in the road profile)
under the tyre;
Penetration of the tyre into the road surface;
Tyre deformation caused by the road surface resulting in energy
required to lift the vehicle as opposed to propel it forward.
Rolling resistance of a haulroad shall be considered throughout all 4 phases
of the design and construction process to maximise haulage efficiency and
safety.
Poor geometric design resulting in significant
or sharp changes to vehicle direction and
speed may result in deformation of the road,
tyre deformation and/or tyre penetration into
the road surface;

Poor structural design (as a result of poor in-
situ surface, insufficient structural layer
thickness, inappropriate structural material
and/or poorly constructed structural layers)
may result in deformation of the road profile;

Poor functional design (as a result of
inappropriate running surface material and/or
poorly constructed running surface layer) may
result in tyre penetration;

Poor maintenance design (as a result of poor
maintenance practices and/or insufficient
maintenance frequency) may result in an
inability to minimise all types of rolling
resistance.

In order to maximise haulage efficiency rolling resistance should be
minimised where possible.
Refer to AM-PH-HS-IF-
0832.8 Information
Sheet Rolling
Resistance Table


79 | P a g e

2.4 Geometric Design Phase

The geometric parameters of the mine road shall be designed to ensure the
safe and efficient travel of mine vehicles at normal operating speeds.

2.4.1 Stopping Distance

Mine roads shall be designed to accommodate the stopping distance of the
largest fully laden haul truck regularly using the road (using emergency
braking).
Theoretical stopping distances may be determined from a series of Stopping
Distance Characteristic Graphs developed by the Society of Automotive
Engineers (SAE).
OEMs utilise these standards to design their vehicle brake systems.
Tests carried out by Dawson in 1975 indicate that to preclude brake fade or
failure, 61m braking distance should be considered the minimum allowable
(this is under test conditions). However, adopted stopping distance needs to
accommodate a number of variables (e.g. driver reaction time, road surface
conditions, traction loss, etc) as well as the vehicle braking capability. As a
result, a minimum stopping distance of 100m should be utilised.

0832.10 Information
Sheet SAE Stopping
Distance Graphs

2.4.2 Sight Distance

Sight distance is the extent of peripheral area visible to the vehicle
operator, and is dictated by:
The design speed of the road;
The driver eye height of the lowest vehicle using the road;
The stopping distance of the largest vehicle using the mine road in
the worst case driving conditions.
The distance ahead of the driver to an unforeseen hazard shall always be
greater than the distance required to bring the vehicle to a stop.
On hill crests, the sight distance may be restricted by the vertical curve or
crest of the hill, in this instance the crest may need to be flattened.
At horizontal curves or intersections of the road the sight distance may be
restricted by batters, vegetation, signs or other obstructions. Where
possible horizontal curves and intersections should have all sight
restrictions removed or minimised.


80 | P a g e

2.4.3 Alignment

Road alignment refers to the road direction in both the horizontal and
vertical planes.
The following elements should be considered when designing the mine road
alignment:
All curves (horizontal and vertical) should be designed with the
largest radius possible;
The alignment should be smooth and consistent;
Compound curves (curves where the radius changes) shall not be
used;


81 | P a g e

Horizontal and vertical alignments should complement each other
and the following should be considered when combining horizontal
and vertical curves:
o Avoid sharp horizontal curves at the crest of vertical curves
as sight distance is generally restricted and it is difficult for
drivers to perceive the curves in such a situation;
o Avoid sharp horizontal curves at the base of ramps or long
sustained downhill grades as vehicles are typically at their
highest speed at these locations;
o If switchbacks are required they should be designed with the
largest radius possible and should be placed on flat sections,
avoid placing them on grade as the inside of the curve may
exceed the design gradient specification.
2.4.4 Roadway Width
Mine roads should be designed and constructed to suit the Operating Width
of the largest vehicle that will be using the road regularly.
The following table summarises the roadway width for various road types:
Straight Single Lane Roadway 2 x Operating Width
Straight Double Lane Roadway 3.5 x Operating Width
Curved Single Lane Roadway 2 x Operating Width x 1.18
Curved Double Lane Roadway 3.5 x Operating Width x 1.18
(1.18 represents an overhang/vehicle tracking multiplier)
Consideration should be given to separate roadways where possible
particularly in high hazard areas (e.g. fog zones). In such circumstances the
roadways should be separated by a median (separation) bund or other
physical barrier. The height of the median bund or physical barrier must be
appropriately selected to ensure that sight distance is not affected (typically
median bundwall height should be restricted to 1m unless otherwise
required for risk control).
In areas where roadway width criteria cannot be met, an assessment of risk
shall be undertaken and appropriate controls put in place.

Straight Double Lane Roadway Schematic
The Roadway of a mine
road refers to the running
surface of the road.
The Operating Width of a
vehicle is the maximum
width of the vehicle during
normal operation. The
measurement must be
taken from outer
extremity (for example
mirrors, tray, rock
deflectors, etc) on one
side to the outer extremity
(for example mirrors, tray,
rock deflectors, etc) on the
other side.
Refer to AM-PH-HS-
TP-0832.6 Template
Site Specification
Sheet (Site Version)

Refer to AM-PH-HS-FO-
0501.6 Job Safety and
Environmental Analysis


82 | P a g e

Cat Graphics reproduced with permission from Caterpillar Inc.

Straight Separated Double Lane Roadway Schematic

Separated Roadways are
treated as two single lane
roadways when
determining roadway
width.
2.4.5 Cross Fall

Cross fall is the cross road gradient perpendicular to the road direction and
Refer to AM-PH-HS-
TP-0832.6 Template
Site Specification

83 | P a g e

should be utilised in order to divert water away from the road surface.
The rate of cross fall should allow rapid water runoff without adversely
affecting the drivers steering control or increasing Position 1 tyre wear.
The degree of cross fall is dependent and directly related to:
Road gradient;
Expected rainfall (during normal weather conditions);
Construction materials used on the running surface.
The following table details typical cross fall for various applications:
Road Gradient
Min Cross fall
Low Rainfall or Smooth
Surface
Max Cross fall
High Rainfall or Rough
Surface
0 to 4% 1 in 25 1.0% 3%
5 to 9% 1 in 11 1.0% 2.5%
10 to 12.5% 1 in 8 0.5% 2%

0832.11 Information
Sheet Gradient
Conversion

2.4.6 Gradient

The gradient on a ramp is the grade line profile along the road centre line,
in the vertical plane.
Vertical curves should be utilised to provide smooth transitions from one
grade to another. The vertical curves utilised shall ensure that the sight
distance is sufficient at the design speed for the vehicles using the road.
Gradient should be kept as constant as possible (avoid unnecessary grade
changes) to reduce the tendency of trucks to change through gears (hunt)
on the up-grade hauls. This affects:
Haulage cycle times;
Fuel consumption;
Stress on the mechanical components of the vehicle e.g.
transmissions and torque converters;
Excessive chassis flexing due to uneven surfaces (Racking);
Damage to the road surface.
Gradient should be selected in accordance with manufacturers
specifications to suit the particular vehicle that is expected to utilise the
road.
Both the uphill (rimpull) and downhill (retarding/brake capability) of the
vehicle should be considered when determining the most appropriate grade.
0832.11 Information
Sheet Gradient
Conversion

Refer to AM-PH-HS-
TP-0832.6 Template
Site Specification


84 | P a g e

Particular attention needs to be paid to loaded downhill haulage and/or long
sustained downhill grades (for both loaded and unloaded operations) to
ensure that the braking capability of the vehicle is not compromised.
Consideration must also be given to possible mine design impacts when
selecting gradients.
Typically grades up to 10% (1in10) should be utilised on haulage ramps.
An assessment of risk shall be undertaken for grades ranging from 10%
(1in10) to 12.5% (1in8).
Gradients exceeding 12.5% (1in8) shall not be utilised.
Median bundwalls should be utilised to separate traffic where there is a
horizontal curve on grade. Horizontal curves on ramps may increase the
potential for vehicles travelling down the ramp to lose control and slide into
vehicles travelling up the ramp (this is particularly the case when the down
grade curve is to the left).
2.4.7 Super-elevation

Super-elevation is the cross fall applied to switchbacks, corners and curves.
It allows the vehicle taking the corner to counteract the centrifugal forces
by directing the vehicle weight towards the centre of radius of the curve.
All horizontal curves shall be appropriately super-elevated and/or speed
restricted.
The amount of super-elevation on the corner is directly related to the radius
of the corner and the desired vehicle speed through the corner.
Under no circumstance shall negative super-elevation be used.
Typically super-elevation for a normal mine road application is between 3%
and 5%. Super-elevation rates above 5% are not recommended.
The following table details recommended super-elevation rates and proper
curve and speed relationship:
Recommended super-elevation rates in % for given vehicle speeds and curve radii
Curve
Radius
Vehicle Speed (km/hr)
20 30 40 50 60 70
50m 6% - - - - -
0832.11 Information
Sheet Gradient
Conversion


85 | P a g e

75m 4% 9% - - - -
100m 3% 7% - - - -
200m 2% 4% 6% 10% - -
300m 2% 2% 4% 7% 8% -
400m 2% 2% 3% 5% 6% 6%
500m+ 2% 2% 3% 5% 5% 5%
Outside of recommended specification
The portion of the road used to transform a cross slope section into a super-
elevated section is termed the run-out length.
The purpose of the run-out is to assist the driver in the manoeuvring of a
vehicle through the curve.
Run-out lengths vary with the design speed and total change in cross slope.
The following table enables the correct run-out length to be determined and
at what rate the cross slope transitions:
Cross slope change in % for 10m of roadway length
Vehicle Speed (km/hr)
15 20 25 30 35 40 45 50 55
2.5% 2.5% 2.5% 2.1% 1.8% 1.6% 1.4% 1.3% 1.1%
Example:
To illustrate the calculation of run-out assume a vehicle is travelling at
50km/hr. The roadway has a normal cross fall of 3% to the left. The vehicle
encounters a curve to the right that requires a super-elevation of 5% to the
right. The total change in cross slope is 3%+5%=8%. From the above table
the rate of change per 10m of roadway at 50km/hr is 1.3%. Thus the run-
out length required is:
= (8% / 1.3%) x 10m
= 61.54m (use 62m)
Run-out shall be applied such that 1/3 occurs in the curve and 2/3 in the
tangent (straight section).
Application of Super-elevation and Run-out

86 | P a g e

2.4.8 Road Side Drainage

Road side drains should be installed to rapidly drain surface water from the
road. This will reduce unsafe driving conditions and damage to the road
due to water saturation of the road surface and/or structural layers.
All drainage shall comply with the site Environmental Management Plan
(EMP).
V-drains are recommended due to ease of construction, basic maintenance
and design. The following design parameters are recommended where
possible:
If possible the drain should be located in undisturbed material rather
than fill;
The side slopes shall be 4:1 or flatter;
The drain should be a minimum of 0.5 metres in depth;
Drains should be cleaned out and/or re-established when the depth
has been reduced by 50%;
Drain gradient should be sufficient to ensure no ponding occurs
within the drain and water flows freely during rain events.
Flat bottom drains require more construction effort however provide greater

Radius
TP -Tangent Point
TP -Tangent Point
2/3
1/3
1/3
2/3
Run-out
Run-out

87 | P a g e

flexibility in handling greater water flow without excessive depth providing a
safer alternative in the event of a vehicle accidentally leaving the roadway.
Rock check dams should be installed at nominal intervals along drainage
paths and should be constructed with suitable rock to reduce flow velocity
and aid in sedimentation capture.
Where culverts are required under roads they should be built to suit
individual design requirement specifications and flood study data. Culverts
should be protected by installation of a headwalls both upstream and
downstream. Where possible concrete headwalls should be used. As
concrete headwalls are expensive, rock lined headwalls with rock
mattresses in the stream beds and keyed into the road surface may be an
appropriate alternative.
Permanent drains and culverts that form an integral part of the
Environmental Management Plan (EMP) shall be designed in accordance
with industry accepted engineering methods and standards taking into
consideration catchment areas, rainfall intensity and other accepted
engineering criteria to ensure drain dimensions are adequate.
2.4.9 Road Shoulders

Road shoulders shall be designed to appropriately address the risk of a
vehicle accidentally leaving the roadway.
In areas where there is a vertical drop (>0.5m) along the road edge or a
very steep (or sustained) shoulder grade, one or more of the following
controls shall be put in place:
A suitable bundwall be constructed in the affected area;
The shoulder be constructed at a maximum grade of 1V in 4H ratio;
Delineators and/or signage be put in place to highlight the road edge
and potential drop off hazard;
Training and education be undertaken to highlight the issue to road
users.

2.4.10 Bundwalls

Bundwalls or bunds are a standard safety feature on mine roads, dump
crests, pit wall crests or other areas where a vertical drop hazard exists.
They may also be used to provide protection for various items in parking
areas and/or to provide traffic separation on road networks and within
intersections.
They are typically flat topped triangular mounds used to redirect wandering
Other commonly used
terminology to describe
bundwalls includes, but is
not limited to safety
bunds, windrows, berms,
safety berms, rills and
earthen barriers.


88 | P a g e

vehicles on the haulroad or to absorb some of the impact energy if the
vehicle hits the bundwall.
The following items should be considered when designing and constructing
bundwalls:
Unconsolidated material that will resist weathering should be used
for construction;
The risk associated with a hazard shall be considered in selecting the
height of a bundwall:
o For standard bundwalls the height shall be equal to or greater
than the height of the largest vehicle tyre ( inflated
diameter);
o In areas where there is a high risk associated with a
significant edge drop off, where high haul speeds occur
and/or other high risk situations, bundwall heights shall be
increased to the equivalent wheel diameter of the largest
vehicle tyre (1x inflated diameter);
In areas where bundwalls are used to define traffic separation within
an intersection, they shall be adequately sized to allow for maximum
sight distance throughout the intersection. Bundwall height shall be
limited to 1m in this application;
The integrity of the bundwall is paramount, bunds should be a
minimum of 1m wide across the top;
The side slope of the bundwall shall be no flatter than 37 (repose,
rill angle) so that the bundwall does not act as a ramp. Conversely
the side slope of the bundwall should not be steeper than 45 (1to1)
as the bundwall will lose integrity (stopping mass). If side slopes are
made steeper than 45 then the thickness of the bundwall shall be
increased in order to maintain integrity;
Bundwalls shall be kept clean of sizeable rocks capable of cutting
tyres, in areas where this is not possible old haul truck tyres should
be used on corner apex points;
Small breaks in the bund should be left at regular points particularly
where water will pool to allow for drainage of water off the road
surface;
Bundwalls shall be inspected and maintained regularly as they can
be eroded due to rain, plant activity and road maintenance
activities.

Standard trucks refers to
equipment dimensions
(tyre size) as specified by
OEM (Original Equipment
Manufacturer).

The footprint dimensions
(Y values) within the
adjacent table have been
calculated with the

89 | P a g e

The following table details bundwall dimension specifications for standard
trucks:
Vehicle
Class
Tyre Size
Inflated
Diameter
Inflated Diameter
Bundwall
Specifications
High Risk Area
Bundwall
Specifications
X Y Z X Y Z
Cat 777 27.00R49 2.694m 1.4m 4.8m 1m 2.7m 8.2m 1m
Cat 785 33.00R51 3.061m 1.6m 5.3m 1m 3.1m 9.3m 1m
Cat 789 37.00R57 3.456m 1.8m 5.8m 1m 3.5m 10.3m 1m
Cat 793 40.00R57 3.557m 1.8m 5.8m 1m 3.6m 10.6m 1m
Cat 797 59/80R63 4.025m 2.1m 6.6m 1m 4.1m 11.9m 1m
EH 4500 50/90R57 3.825m 2.0m 6.4m 1m 3.9m 11.4m 1m

bundwall side slope at 37
(1V:1.33H).
All calculated values within
the adjacent table have
been rounded up to the
nearest decimetre.
2.4.11 Intersections

The potential for a two (or more) vehicle collision at an intersection is
related to:
The number of conflict points for vehicles on intersecting paths;
The frequency for which those conflict points are experienced;
The number and complexity of decisions required by road users at a
given conflict point.
Three types of conflict points exist within typical mine intersections, they
are:

Conflict Points are
locations within a road
intersection where possible
collisions between two or
more vehicles may occur.
Conflict point analysis is
an important tool in
determining the safest
intersection design.

Refer to AM-HS-IF-
0832.9 Information
Sheet Conflict Point
Analysis Example
Intersections


90 | P a g e

Diverging Conflict Point

Merging Conflict Point

Crossing Conflict Point

When designing intersections it is important to reduce the total number of
conflict points within an intersection, ensure conflict point frequency is
minimised and reduce the complexity of a drivers decision process (by
introduction of appropriate controls) at conflict points particularly for
judgments of clearance time and distance to potentially conflicting traffic.
In addition consider the following points:
Intersections shall be designed with a maximum of 9 conflict points;
Intersecting roads shall be 90 to each other (eliminating Y
Intersections - see following diagram);


91 | P a g e

Y Intersection Treatment

Intersection of 2 or more roads (multi-leg intersections) shall be
avoided, the following diagram provides potential treatments for
multi-leg intersections;
Multi-leg Intersection Treatments Conversion to Staggered T
Intersections

90
30m Minimum

92 | P a g e

Intersections in close proximity to each other should be offset by
50m separation distance;
Flat spots should be incorporated into the base of ramps when they
intersect other roads to provide a level braking zone of 30 m;
Intersections should be orientated to avoid early morning or
afternoon sun blindness;
Intersections shall be positioned and designed to maximise sight
distance (in both the horizontal and vertical planes) on approach and
throughout the intersection. The following diagram details minimum
sight distance requirements at intersections; if the specified sight
distances cannot be achieved appropriate controls (e.g. speed
reduction) shall be put in place;
Sight Distance Requirements at Intersections

Intersection corner radii and dimensions should be adequate so that
all vehicles (particularly long vehicles) can turn within an
intersection without encroaching into opposing lanes (see following
diagram);
Vehicle Tracking Encroaching Into Opposing Lane

Drainage should be considered when designing intersections to
ensure water does not accumulate on or beside the road;

When checking sight
distance in the adjacent
diagram the height of the
observers eye and object
is 1.5m.
Where visibility is limited
all attempts should be
made to remove the
obstruction.


93 | P a g e

Road maintenance requirements should be considered when
designing intersections, the more complex the intersection the more
difficult it will be to maintain.

2.4.12 Intersection Traffic Control

Traffic control shall be established at intersections to provide safe and
efficient operation of the intersection.
The following elements should be considered when designing intersection
traffic control:
Traffic volume of intersecting roads should be considered with
through traffic priority given to the higher volume (and/or loaded)
traffic road;
Adequate signage shall be installed to provide warning on approach
to intersections and to provide clear direction within the
intersection;
o Speed reduction signs should be placed on approach for
minor road (or secondary road) traffic;
o Speed reduction signs should be placed on approach for
major road (or primary road) traffic where sight distances
are less than the distances detailed in the Sight Distance
Requirements at Intersections diagram above;
Stop signs reduce collision probability greater than give way signs
by:
o Reducing the complexity in the drivers decision process for
judgments of clearance time and distance to potentially
conflicting traffic;
o Approach speeds of potentially conflicting vehicles are
reduced to a minimum.
The appropriate traffic control signage Stop or Give Way will be
determined by a risk assessment, conducted on the intersection;
Median bundwalls should be used to define traffic separation within
an intersection and they shall be adequately sized and positioned to
allow for maximum sight distance throughout the intersection.
Bundwall height shall be limited to 1m in this application. The
following diagram details median bund positioning requirements:
Median Bundwall Positioning Requirements at Intersections


94 | P a g e

2.4.13 Runaway Vehicle Control

In areas where long sustained downhill hauls are utilised or in areas where
there is potential for retarder or brake failure appropriate controls shall be
put in place to safely arrest a runaway vehicle.
Runaway safety ramps or escape lanes have been used extensively on
mountain highways around the world and are appropriate structures for
intercepting and stopping runaway haulage trucks.
The entrance onto the safety ramp shall be appropriately designed to allow
a truck to safely intercept the safety ramp. Vertical and horizontal curves
incorporating super-elevation shall be utilised to allow the safety ramp
development.
The escape lane width shall be wide enough to accommodate the vehicle
width; a minimum of 10m is recommended however a wider lane may be
required for larger haul trucks.
The runaway safety ramp shall be appropriately designed with an uphill
grade and high rolling resistance roadbed (loose gravel or sand bed) to
safely decelerate a runaway vehicle. A stopping pad and/or median runaway
bund shall be constructed on the final of the escape lane in order to bring
the vehicle to a stop and ensure that the vehicle does not begin rolling
backwards down the escape lane. No stopping zones shall be established
on the haulroad at runaway safety ramp entrance areas. The following table
details required escape lane lengths (taken from the end of the entrance
area) for vehicle entrance speeds and escape lane gradients:
Grade
of
Safety
Ramp
20
km/hr
30
km/hr
40
km/hr
50
km/hr
60
km/hr
70
km/hr
80
km/hr


95 | P a g e

20% 4 9 16 25 36 50 65
15% 5 10 18 28 41 55 72
10% 6 12 21 33 48 64 84
5% 7 15 25 40 57 77 100
Plan View of Typical Runaway Safety Ramp Layout

Longitudinal View of Typical Runaway Safety Ramp Layout

In areas where there is insufficient width to install a runaway safety ramp,
runaway median bunds shall be utilised to allow trucks to straddle them in
the unlikely event of a runaway incident. Runaway median bunds should be
built with fine, soft material and gradually increase in height over the length
of the bund to trap the truck slowly. The initial bund height and the final
height should be appropriately selected to match the undercarriage height
of trucks utilising the roadway. These bunds should be approximately 50m
long with a minimum gap of 20-30m between them to allow the driver to
safely align the truck with bund before impact.

Escape
Lane
D Stopping Area
Entrance Area
D Deceleration Area
Down Grade
Haulroad
Escape Lane
up Grade
D
Stopping
Area
Entrance Area
Grade Transition
Haulroad
down Grade
D Deceleration Area

96 | P a g e

Schematic of a Typical Runaway Median Bund

2.4.14 Heavy Equipment Go-lines

The following elements should be considered when locating, designing and
constructing heavy equipment go-lines:
The go-line shall be appropriate sized to accommodate the maximum
number of trucks that will be required to use the go-line;
The go-line should be appropriately located with particular
consideration to the following:
o Location in relation to existing and future operational
requirements;
o Location in relation to existing and future road networks;
o Location in relation to cribs rooms;
o Location in relation to pit walls and associated Wall Exclusion
Zones;
The go-line shall be managed by a traffic management plan
(developed from a Risk Assessment process) that addresses the
following:
o Interaction of equipment entering, exiting and within the go-
line;
o Interaction of servicing equipment (Service equipment should
not operate within an operating go-line area);
o Sequencing of trucks entering and leaving the go-line;
o Separate entry and exit points for equipment;
o Traffic flow should be one-way;
o No reversing shall take place within the go-line for all
equipment;
o Pedestrian access to and from parked equipment and
pedestrian interaction with moving equipment within the go-
line;

Refer to AM-PH-HS-
PR-0501 Risk
Management & AM-
PH-HS-FO-0501.9 Risk
Assessment Worksheet


97 | P a g e

o Speed limit within the go-line (10km/hr recommended);
A 5m separation distance shall be established between parked
equipment and an appropriate method for defining this;
Heavy equipment shall be parked with the front wheels in a V-drain;
Perimeter bundwalls should be used to define the go-line boundary
and assist in controlling traffic flow;

The go-line should be appropriately illuminated for night shift
operation.
The following sample schematic of a permanent go-line (6 truck option
shown) provides a low risk solution such that equipment to equipment and
equipment to pedestrian interaction is minimised with the above mentioned
controls in place (e.g. no reversing, truck sequencing etc):
Sample Schematic of a Permanent Go-line

Trucks 2 3 4 5 6 7 8
X 80m 95m 110m 125m 140m 155m 170m
Y 52m 52m 52m 52m 52m 52m 52m

Below is a sample schematic for a temporary changeover/pit stop servicing
go-line. As sites will have service trucks that are differently configured as
well as differing machine fill points, it will be a requirement for sites to
develop their own design parameters by risk assessment:


98 | P a g e


99 | P a g e

2.5 Structural Design Phase

2.5.1 General Road Construction
The following shall be considered when determining the road construction
process:
The classification of the road;
The equipment that is expected to use the road;
What materials are readily available (economic justification site
sourced material vs. imported material);
The time of year that usage of the road is expected to occur in;
The equipment available to construct the road.
Haulroads may be considered as structures in their own right, composed of
the following construction profile:
Prepared in-situ surface;
Sub-base;
Base course;
Running surface.
Typical Haulroad Construction Profile


Running Surfa
Base Course
Sub-
base
In-situ Surface

100 | P a g e

Construction of a haulroad without a well-drained stable base (comprising a
prepared in-situ surface, sub-base and base course) may seem economic at
the time of construction, however this will generally result in extremely
poor economic performance of the haulroad over time due to:
High and sustained haulroad maintenance costs;
Restricted haulage productivity (high rolling resistance and
manoeuvring around obstacles);
Increased mechanical stress on vehicles;
Increased structural damage to vehicle chassis;
Decreased tyre life;
Increased operator fatigue;
Potentially un-safe operating conditions.
Mine roads should be constructed with a well-drained stable base to
adequately support the weight of traffic.
If required expert engineering advice can be sourced to design the road
profile to suit particular material available and vehicle weight (wheel
loading).
Survey control should be utilised for the construction of mine roads
(particularly permanent haul roads) to ensure that the construction process
conforms to the required engineering and design specifications.
2.5.2 In-situ Surface Preparation

Prior to the building of the road the following steps should occur:
If not already done, the area shall be cleared, grubbed and stripped
of topsoil; all topsoil is to be stockpiled for future environmental
rehabilitation;
Proof roll the surface to highlight any soft spots;
Remove any soft spots and backfill with consolidated material then
roll the area again;
Consider areas where water may enter the in-situ surface and/or the
structural layers of the road and employ methods to provide
adequate drainage to these areas (this may be addressed by section
2.4.8 Road Side Drainage). Additional methods may include sub-
surface drainage and/or the use of geotextiles, in such
circumstances expert engineering advice should be sourced.

2.5.3 Sub-base Requirements

The sub-base typically constitutes the majority of a haulroads strength and

101 | P a g e

should be composed of sufficient rigid material capable of bearing the
weight of haulage traffic.
The thickness and construction process of the sub-base is dependent on the
bearing capability of the material utilised and the weight of vehicles
expected to use the road. The following elements should be utilised as a
general guideline for sub-base construction:
Sub-base thickness should generally be 1.5m dependent on the
strength of available material;
Sub-base material should be composed of coarse and dry rocky
excavation fill with lump size <400mm;
Sub-base material should be placed in layers no greater than
500mm where possible;
Compaction of each layer should occur;
The sub-base should be roughly shaped to suit the profile of the final
running surface, i.e. start forming the cross fall and road geometry
at this stage;
Road side drainage works should be commenced during this
construction stage.
Refer to AM-PH-HS-
TP-0832.6 Template
Site Specification

General profile thickness
listed is after compaction.
2.5.3 Base Course Requirements

The thickness and construction process of the base course is dependent on
the bearing capability of the material utilised and the weight of vehicles
expected to use the road. The following elements should be utilised as a
general guideline for base course construction:
Base course thickness should generally be 500mm dependent on the
strength of available material;
Base course material should be composed of the best rocky material
available with lump size <250mm;
Base course material should be free of plastic material such as clays
and carbonaceous materials;
Base course material should be placed in layers no greater than
300mm where possible;
Compaction of each layer should occur;
The base course should be shaped to suit the profile of the final
running surface;
Road side drainage should be established at this construction stage.

Refer to AM-PH-HS-
TP-0832.6 Template
Site Specification
2.6 Functional Design Phase


102 | P a g e

2.6.1 Running Surface Requirements

Running surface material selection and construction process directly impacts
on haulage efficiency and safety through rolling resistance effects (tyre
penetration) and resistance to skidding. The following should be utilised as
a general guideline for running surface construction:
Running surface thickness should generally be 200mm dependent on
the strength of material available;
The material used for the running surface should be the best
material available and typically composed of 40mm top size crushed
gravel or similar hard material;
Compaction of the running surface should occur;
The running surface should be shaped to the design road geometry
profile.
Refer to AM-PH-HS-
TP-0832.6 Template
Site Specification

2.7 Maintenance Design

Maintenance activities and frequency should be determined to provide the
lowest overall cost solution (including both maintenance and haulage costs)
for a haulroad.
As detailed in the graph below; in order to achieve low haulage costs as a
result of low rolling resistance, maintenance frequency and hence cost will
typically be high. Conversely if maintenance is neglected then haulage costs
will increase as rolling resistance increases. The minimum total cost solution
provides the balance between maintenance costs and haulage costs.


103 | P a g e

Haulroad Maintenance Costs and Haulage Costs

The cost of rolling resistance remediation typically increases as the root
cause of rolling resistance moves back through the design and construction
process:
Geometry Damage due to the
road occurs when trucks change
speed and direction (e.g. solutions
road re-alignment, higher rate of
super-elevation, ramp re-grades
etc);

Structure Poor structural
integrity will result in road
deformation through the road
profile (e.g. solutions
replace/repair structural layers of
the road);

Rolling
Resistance
Remediation
Costs
COSTS

ROLLING RESISTANCE
HAULROAD MAINTENANCE FREQUENCY
Low High
Min Max
Dependent on Road
Construction
Methodology
Min Total
Cost
Solution
Total Cost Curve
Haulage Cost Curve
Haulroad Maintenance Cost
Curve

104 | P a g e

Running surface Poor running
surface material will allow tyre
penetration (e.g. solutions
replace/repair/re-sheet the
running surface);

Maintenance Poorly maintained
roads will result in tyre
deformation and propagation of
other conditions (e.g. solutions
more appropriate maintenance
activities, higher frequency of
maintenance activities).
The root cause of rolling resistance should be corrected (consideration
should also be given to road classification) when undertaking maintenance
activities (for e.g. continually maintaining the running surface of a section
of road that has structural or geometry problems will become un-
economical overtime).
2.7.1 General Road Maintenance

A haulroad maintenance and inspection schedule should be developed
detailing road maintenance and inspection criteria and frequency.
The haulroad maintenance and inspection schedule should be updated
whenever there is a change to haulroad routes, traffic volumes or mine
design.
Where possible the road maintenance philosophy should be proactive as
opposed to continually reactive or corrective.
The design road geometry profile should be maintained during maintenance
activities.
The whole road should be maintained, including the roadway, shoulders,
drainage, culverts etc.
Major haulroad maintenance activities should be controlled by appropriate
signage.

2.7.2 Road Furniture Signs

Signs about a mine site are to serve as warnings or provide instructional
information. Ensure that signs are not ambiguous.


105 | P a g e

Sign sizes shall conform to AS1742 Manual of Uniform Traffic Control
Devices.
Consideration should be given to equipment specifications when selecting
appropriate sign sizes:
Signs for heavy vehicles should comply to AS1742 Class B, C or D;
Signs for light vehicles (only) should comply to AS1742 Class A;
Signs should be appropriately placed, be mindful of not creating sign
pollution which can create confusion, information overload and result in
signs being ignored or missed.
Signs should be regularly maintained:
Signs should be washed as required;
Damaged and ineffective signs shall be promptly replaced;
Inappropriate, out of date or old signs shall be removed.
Refer to AS1742
2.7.3 Road Furniture Sign Positioning

The following elements govern the positioning of signs:
Signs shall be placed on the left hand side of the roadway;
o Consider the need to post signs on both sides of the road for
emphasis;
Signs shall be located within the drivers normal line (or cone) of
sight;
o The driver should not have to turn his/her head to view a
sign;
o Signs shall be visible from the cab of all vehicles;
o Typically signs should be placed in line with or just further out
than the delineators or guideposts;
Signs shall be placed so that drivers have adequate time to interpret
and react to their message and to take appropriate action;
Warning signs should be placed at a distance of 1.5x the local speed
limit prior to the oncoming hazard (e.g. if the speed limit is 50km/hr
then the warning sign should be placed 1.5 x 50 = 75m from the
oncoming hazard);
Regulatory signs (e.g. Stop, Give Way, Keep Left, etc) should be
positioned at the point at which a specific regulation commences
(e.g. stop at the stop sign);
Signs should stand out and be so placed that the background does


106 | P a g e

not make them unnoticeable;
Signs posts should be at an adequate height that prevents them
being covered in mud;
To reduce undesirable direct reflection at night, signs should be
rotated away from the direction of travel by about 5.
2.7.4 Road Furniture Delineators

Road delineators or guideposts should be used along the length of mine
roads to delineate the road edge and other important features.
Delineators should be positioned 0.5m outside the edge of the running
surface.
The red reflector shall be placed on the left side of the road and the white
reflector on the right hand side of the road.
The spacing of delineators on straight sections of road should be no more
than 50m apart with the posts in pairs, one each side of the road.
On curves and over crests, the spacing of delineators should be such that
reflectors from at least 3 delineators on the same side of the road can be
seen at any one time whilst traversing the curve or crest.
Delineator spacing should be reduced in areas subject to frequent visibility
restrictions such as fog.
Increased density of delineators should be used to identify traffic islands,
median bunds, culverts, and road junctions.
Delineator height should be adequate to match the equipment utilised on
the site.

3.0 Monitoring & Review

General inspections for compliance to this procedure should be conducted
as an integral part of normal day to day operations by supervisory
personnel.
Compliance to this procedure shall be achieved by supervisory staff
conducting weekly (or roster rotation) inspections of active mine roads
within their work area utilising the following forms on a rotating basis:

AM-PHHS-FO-1400.03 Daily Shift Inspection

Refer to AM-PH-HS-
FO-0832.2,3,4,5 Mine
Road Weekly
Inspection Forms
A,B,C & D

107 | P a g e

In addition compliance to this procedure shall be achieved by utilising AM-
PH- HS-FO-0832.1 Mine Road Quarterly Inspection Form on a quarterly
basis.
Unless otherwise triggered by an incident, process change, or other event,
this procedure and its associated risk assessment shall be reviewed at least
once in five years.

Refer to AM-PH-HS-
FO-0832.1 Mine Road
Quarterly Inspection
Form
4.0 Responsibilities

4.1 Mineworkers
Mineworkers shall:
Comply with the requirements of this procedure.

4.2 Supervisors
Supervisors shall:
Monitor compliance with this procedure, ensuring all requirements
are met.

4.4 Superintendents / Project Manager
Superintendents/Project Manager shall:
Monitor compliance with this procedure, ensuring all requirements
are met.


108 | P a g e

5.0 Useful References & Forms
References Forms
AM-PH-HS-IF-0832.6 Template Site
Specification Sheet (site version to be
populated with site specific parameters)
AM-PH-HS-FO-0832.1 Mine Road Quarterly
Inspection Form
AM-PH-HS-IF-0832.7 Information Sheet
Summary
AM-PH-HS-FO-1400.03 Daily Shift Inspection
Rolling Resistance Table

Conflict Point Analysis Example Intersections

SAE Stopping Distance Graphs

Gradient Conversion

AS1742
AM-PH-HS-FO-0501.6 Job Safety and
Environmental Analysis

AM-PH-HS-PR-0501 Risk Management

AM-PH-HS-FO-0501.9 Risk Assessment
Worksheet


109 | P a g e

REFERENCES
PMI., 2008 A Guide to the PROJECT MANAGEMENT BODY OF KNOWLEDGE (PMBOK GUIDE)
FOURTH EDITION, An American National Standard ANSI/PMI 99-001-2008, PMI Publications
Andy Crowe, PMP, 2011, THE PMP EXAM (How to pass on your first try), FOURTH EDITION, PMI
Velociteach, ISBN-13:978-0-9729673-4-1
Peter Holman, 2006, Caterpillar, Haul Road Design & Management, Big Iron University, St
Charles, IL
David Tulloch & David Stocker, 2011 Coal Mine Road Network Surface Friction Report 2011, A Pilot
Study of Frictional Evaluation Methodology & Operational Protocol for Unsealed Road Networks,
Road Safety Training Services. Crash Analysis & Training Consultants
Dwayne D. Tannant & Bruce Regensburg, 2001, Guidelines for Mine Haul Road Design, School of
Engineering University of British Columbia
RJ Thompson, 2011 Mine Haul Road Design, Construction & Maintenance Management, Curtin
University WA School of Mines
Thompson, RJ. 2011. in SME Mining Engineering Handbook. Edited by P Darling. Ch.21 (12.3).
Design, Construction and Maintenance of Haul Roads. Littleton, CO., USA: SME. Forthcoming.
Caterpillar Global Mining Haul Road Design and Management
WW Kaufman & James C Ault, 1977 Design of Surface Mine Haulage Roads A Manual, USA
Department of the Interior, Bureau of Mines, Pittsburgh Research Laboratory Library
RJ Thompson & AT Visser, 1999, Designing & Managing Unpaved Opencast Mine Haul Roads for
Optimum performance, Preprint 99-90, SME Annual Meeting March 1-3, 1999, Denver Colorado
Wet Weather Road Use, June 20, 2003, Forest Practices Technical Note Number 9. FPAC 1999
RJ Thompson, 2010, Mine Haul Road Design & Management Best Practises for Safe & Cost
Efficient Truck Haulage, Curtin University of Technology, WASM, Kalgoorlie WA, Australia
Stephen J. McKnight, 2012 Diary, Field Notes, Observations, PM Tools & Technical Information,
All Weather Haul Road Upgrade Project, Collins Desk Diary 2012
Leidy Alvarado & Stephen J. McKnight, 2012 Lean Six Sigma Project, for Green Belt Project, All
Weather Haul Road Upgrade Project. Leidy prepared all the slides, graphs, posters & Steve
developed the technical content

Individual Project Assignment

Diunggah oleh

Informasi Dokumen

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

Individual Project Assignment

Diunggah oleh

Hak Cipta:

Format Tersedia

Haul Road Upgrade Project

Anda mungkin juga menyukai