Underground Rail-bound

Equipment

By:
Sthabiso Xaba
Amandelbult
Eingineer-in-training
Contents

Contents...............................................................................................................................ii
List of Figures....................................................................................................................iii
List of Tables......................................................................................................................iv
Nomenclature.......................................................................................................................v
1. Introduction..................................................................................................................1
2. Tracks..........................................................................................................................1
2.1 Rail types...............................................................................................................1
2.2 Types of joints.......................................................................................................3
2.3 Track installation...................................................................................................3
2.4 Switch installation.................................................................................................5
3. Rail-bound equipment.................................................................................................6
3.1 10 Ton locomotive................................................................................................6
3.2 5 Ton locomotive..................................................................................................8
3.3 Locomotive speed.................................................................................................9
3.4 Brake requirements...............................................................................................9
3.5 Locomotive illumination.....................................................................................10
3.6 Proximity device.................................................................................................11
3.7 Brake testing.......................................................................................................11
3.7.1 Static brake testing.......................................................................................12
3.7.2 Weekly testing by the Artisans....................................................................12
3.7.3 Dynamic brake testing.................................................................................13
3.8 Controllers...........................................................................................................14
3.8.1 Icon3 Battery Electric controller.................................................................14
3.8.2 ANR 900CT controller................................................................................17
3.9 Battery unit..........................................................................................................18
3.9.1 Battery specifications...................................................................................18

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List of Figures
Figure 1: 22kg rail...............................................................................................................2
Figure 2: 30kg rail...............................................................................................................2
Figure 3: Fishplate joint.......................................................................................................3
Figure 4: Installation of underground track.........................................................................4
Figure 5: 10 Ton locomotive...............................................................................................7
Figure 6: 6 Ton locomotive.................................................................................................8

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List of Tables
Table 1: Specification of 10 Ton loco.................................................................................6

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Nomenclature
DME Department of Minerals and Energy

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 1. Introduction

At Anglo Platinum mine underground locomotives play a very important role in the
transportation of mineral and material to and from the underground working places.
Trackbound equipment is extensively used in the transportation of ore, explosives,
timber, other heavy equipment and in some areas people. This report covers the operation
and to some extent the maintenance that is performed on the underground locomotives at
Tumela Mine.

2. Tracks
The railway tracks are installed to guide rail-bound equipment for the transport of material
and equipment to and from the underground workings. The tracks are subjected to friction
from the locomotive and hopper wheels which then induce wear on the tracks. The tracks are
subjected to static and dynamic point loads, from the wheels, which are then distributed to a
greater surface area through the sleeper and the underlying concrete work.

2.1 Rail types

Two types of rails are used underground which are the 22kg and the 30kg rails. The 22kg
rails are installed in the X/cuts after the last loading boxes and the 30kg rails are installed in
the haulages and X/cuts until the last loading box. This is because the 30kg rails are installed
in areas where fully loaded hoppers will operate in order to handle the static and dynamic
loads from these fully loaded hoppers.

The dimensions of the 22kg rail are given below in Figure 1.

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 Figure 1: 22kg rail

The dimensions of the 30kg rail are given below in Figure 2.

Figure 2: 30kg rail

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 2.2 Types of joints

There are two types of rail joints found in the mine which are a fishplate joint and a welded
joint. The quality of the joint plays a very important factor in that it is mostly poor joints that
lead to derailment of locomotives and their subsequent hoppers. The rail joints need to be
adequately maintained to ensure their proper functionality. Figure 3 below show a diagram of
two rails joined with Fishplates.

Fishplate

Figure 3: Fishplate joint

2.3 Track installation

The rails are installed according to the Amandelbult, Engineering Laying Procedure For
Underground Rail Tracks which is as follows:
1. Stop signs and T-sprags are laid 30m from the position of the rails being installed on
either side to prevent any rolling stock from entering this area.
2. The area is barred using the 11 steps of barring.
3. The entire length of the footwall to be installed with rails is cleaned.
4. Sleepers are placed 240mm on either side of the rail joint.
5. Sleeper are placed 620mm apart everywhere else along the length of the rail.
6. The material bogeys are secured with rail thongs when off-loading material.
7. The rails are placed in position, on the sleepers, with rail thongs where 30 kg rails
are laid in the haulages and 22 kg rails are laid in the X/cuts.
8. Fishplates are installed with the female facing the inside and the male on the outside.
9. The heads of the bolts are installed on the inside fishplate and the nut on the outside
to prevent derailment.

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 10. Rail spikes are installed on the sleepers with loco jacks to hold the rails onto the
sleepers at a gauge of 610mm.
11. The rails must be 1500mm from the grade line.
12. A concrete slab is poured under all the joints and switches from the drain to the
sidewall to support the joints.
13. The 40MPa concrete slab must protrude 200mm from the sleepers on either side of
the joint.

A diagram showing an installed underground rail track is shown below in Figure 4.

Figure 4: Installation of underground track

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 2.4 Switch installation

The underground rail switches are installed according to the Amandelbult, Engineering
Laying Procedure For Underground Rail Tracks which is as follows:
1. Before installing any rail switch, stop signs and T sprags must be placed at least 30
meters from the position of the installation on either side to prevent any rolling stock
from entering this area.
2. Make use of the survey note for correct installation to prevent restricted areas.
3. Clean the footwall area to ensure correct installation. Make use of the appropriate
PPE such as gloves, safety goggles and reflective vests.
4. Cut 6 x 3 meter rails and lay them across the width of the haulage and evenly spaced
between the start and the frog of the switch.
5. Lay the switch on top of the rails and make sure that it is level at 1,5 meters below the
grade line. Make sure that there is enough assistance to handle the switch. When
moving the switch, make use of pinch bars.
6. All switches must be concreted (40MPa pre-mix) in over their entire length from
sidewall to drain to ensure stability.
7. All switches must be installed on tie sleepers.
8. Sidewalls must be whitewashed from footwall to grade-line for the full length of the
switch.
9. All switches must be equipped with suitable switching devices Reg. 18.8.6.
10. All switches at workshops and battery bays must be lockable at the blade of the
switch for locking out purposes when work is done in this area. (See point 8)

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 3. Rail-bound equipment
Two types of locomotives are used in the underground haulages for the conveyance of
material and equipment. The 10 Ton locomotives are mostly used to pull rock from the
X/cuts to the main tips at the stations. The 10 Ton locomotives are capable of pulling a full
span of 10 hoppers at a time depending on the density of the rock being pulled. The 5 Ton
locomotives are mostly used for the transport of material and equipment to and from the
working areas. The locomotives operate in a way that fully loaded hoppers must be pulled
and empty hoppers must be pushed by the locomotives.

3.1 10 Ton locomotive

Table 1: Specification of 10 Ton loco

Loco mass 6.2 Ton
Battery mass 4.3 Ton
Total mass 10.5 Ton
Permissible hauled mass 63 Ton
Maximum velocity 12km/h
No. of 75 D type motors 2
Standard rating 21kW
1 hour current rating 225A
Continuous current rating 118A
Rated voltage 120V
Rated speed 470rpm
Maximum safe speed 800rpm
Temperature rise 95oC

Spur and pinion gear ratio 12:54

Rail gauge 610mm or 914mm
Length between side plates 1143mm or 1195mm

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Height crown of rail to top of side plate 860mm
without battery and battery box

Figure 5: 10 Ton locomotive

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3.2 5 Ton locomotive

Figure 6: 6 Ton locomotive

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3.3 Locomotive speed

 Locos may not exceed a speed of approximately 12 km/h on the straight sections of
the haulages.
 Locos may not exceed a speed of approximately 6 km/h (moderate walking pace) at
turn-outs, bends, through ventilation doors and in crosscuts where persons are
travelling. Speeding and reckless driving is not permitted.
 On no account may the speed of a train be controlled by the mechanical brakes of the
loco only.
 The Loco Guard must, at all blind bends, going in or out of crosscuts or at main tips,
walk in front of the loco and clear the way of travel. Drivers must stop at these above
mentioned places to allow the loco guard to walk in front of the loco.

3.4 Brake requirements

 Every loco must be equipped with an effective braking system. This should include a
combination of service, park and emergency brake configurations each capable to
hold the loaded train at any elevation or inclination.
 The park brake must be capable of holding a fully loaded, parked train stationary at
the maximum gradient and loading, without the support of any other braking system.
 With remote controlled locomotives, the combination of any of the park, service
or emergency brake (minimum of park and emergency brake) must be activated
from the remote control device at any position along the train or inside the
Driver / Guard car.
 The maximum stopping distance of a fully loaded train must not exceed 45m (One
train length,) irrespective of speed and gradient. or as per brake testing procedure
E30=040=TPR=04.
 The average deceleration rate of a fully loaded train must not be less than 0,18 m/s 2 ,
irrespective of speed and gradient.
 The maximum ratio of the unbraked hauled mass to the locomotive mass must not
exceed 7 to 1 for a maximum gradient of 1 in 200.

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 Emergency Brake [for worst-case conditions] is a mechanical brake [device], which
when applied, will bring the locomotive or train to a standstill under all operating
conditions and may consist of:
a) a hydraulic pressure-release, spring-applied braking system that is
automatically activated when the driving effort is removed; or
b) an easily accessible brake hand wheel that is operated by the Driver /
Operator.
 Neutral Brake is the automatic electrical braking effort applied by the driving motor
acting as a generator when the control lever is put into neutral while the locomotive is
in motion. It is also known as a “Dead-man’s Brake” due to the springloaded
control lever that returns automatically to the neutral position when released by the
Operator / Driver and this Neutral Braking effort is applied after 10 seconds which is
a preset period determined by the 2.13.1 Engineer.
 Park Brake is the mechanical brake, mentioned in above, which must be capable of
holding a fully loaded, parked train stationary, at the maximum operating gradient
and loading, without the support from any other braking system.
 Reverse Current Brake [also referred to as Electrical Dynamic Braking or
Service Brake or Primary Operating Brake] is the electrical braking effort that is
applied during normal operating conditions when the Driver Driver / Operator moves
the control handle from one direction through the neutral position to the opposite
direction to induce a current in the drive motor that applies a torque in opposition to
the motion of the locomotive, causing it to slow down or come to a standstill.

3.5 Locomotive illumination

 Each train will have at least one lamp which must illuminate the tracks in the
direction of travel (Reg.15.3.2 - 10 Lux at 20 meters).
 The last rolling stock in the span will have a lamp held in a suitable holder. This lamp
must be adjustable in order to give:
a) a white light when being pushed by the locomotive; and
b) a red light when pulled by the locomotive.

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 3.6 Proximity device

All the underground locomotives are fitted with proximity devices which sense any other
locomotive within a range of 60 – 80m. A flashlight and a siren (70dB) are switched on
once another locomotive is sensed. The proximity devices must be tested by the
locomotive driver by the haulage unit which is installed at the battery bay at the start of
and during every shift.
The Locomotive Unit (PRT-LOCO)

Inside the box are two LED indicators, the RED LED will flash during transmission and
the GEEEN LED will light when in range of a BEACON or other Loco unit. The
approximate range from loco to loco can be anything from 30m to 80m depending on the
rock formation.
Specifications:
Power requirement 24 V dc 100mA
Relay rating 1A at 24V dc
Operating frequency 430 MHz
Transmitter power +20dBm

The haulage unit

The haulage unit is a testing device and should be installed at the battery bay, service bay
or in the haulage, depending on the level layout, to test whether the locomotive unit is
functioning properly.

3.7 Brake testing

The effective brakes are required by the DME to ensure that:

 The train and the load is held stationary at the maximum operating gradient
without the support of any other brake system.
 The deceleration rate for dynamic brake testing is not less than 0.18m/s2.

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Since the maximum speed for a locomotive is 12km/h, this means that the stopping
distance of a locomotive when the brakes are fully applied must not be more than 31m.

3.7.1 Static brake testing

The locomotive drivers are required to perform a daily pre-use testing before they use a
locomotive. The test for a non-hydraulic locomotive entails:
I. Checking that loco is clear of people and objects.
II. Applying the mechanical spindle brake fully.
III. Connecting the source of supply.
IV. Applying full power on either direction for 1 second.
V. If the loco moves, fasten the brakes and do the test again.
VI. If the loco still moves, move the loco to the engineering workshop for
maintenance.
VII. The loco cannot be used unless the responsible Fitter has found it fit for use.

The static brake testing for locomotives with hydraulic brakes entails:
i. Pressing the brake testing push button or key-switch.
ii. Applying full power on either direction for 1 second.
iii. If the loco moves, move the loco to the engineering workshop for maintenance.
iv. The loco cannot be used unless the responsible Fitter has found it fit for use.

3.7.2 Weekly testing by the Artisans.

The neutral and reverse current brake testing must be conducted on a weekly basis by the
electrician as follows:
i. Loosen the mechanical brakes.
ii. Move the loco forward at half speed.
iii. Move the controller to neutral and make sure that the loco retards after the
required time of 3 seconds.
iv. Reverse the controller and make sure that the retardation rate is higher.

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 v. Stop the loco and do the same test in the reverse direction.
vi. If there is no significant retardation the loco must be moved to the engineering
workshop for maintenance.

3.7.3 Dynamic brake testing

Dynamic brake testing may be done by either a Fitter or Electrician under the direct
supervision of an Engineer, Foreman or Logistics Shift Supervisor. Full dynamic brake
testing should be done under these conditions:
 a locomotive is newly installed,
 after any major changes to the brake system,
 after any major overhaul,
 after any major accident,
 when the operator or artisan deems it necessary
 when the 2.13.1 or 2.13.3.1 appointed Engineer on his/her assessment
deems it necessary.
 When none of the above happened within a six month period.
Before the test is conducted, make sure that fully loaded hoppers are connected to the
loco where the number of hoppers for each loco are:
i. 10 ton loco – 10 merensky hoppers or 8 UG2 hoppers
ii. 5 ton loco – 5 merensky hoppers or 4 UG2 hoppers.
The test is conducted as follows:
 The loco must reach the marker at full speed.
 When the front of the locomotive reaches the marker, the driver must apply his
reverse current or service brake.
 When the locomotive comes to a standstill measure the distance from the marker
to the front of the locomotive.
 If the stopping distance is within 31m then the loco brakes are in order but if more
than 31m then the brakes must be adjusted.

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  The same procedure is done for dynamically testing the mechanical brakes,
neutral brakes and emergency brakes but for emergency brakes, both the service
and mechanical brakes are applied simultaneously.

3.8 Controllers

1. Battery electric
2. ANR
3. TouchTronics
4. ALIED Electronics

But various controllers other than this are available depending on the built in features &
the need from customers. In our group we are using Battery electric controllers & ANR
800/900 CT of which 800CT controllers are to be phased out as their design doesn’t
allow upgrading for future compliance with the law & for safety systems.

3.8.1 Icon3 Battery Electric controller

Camtactor
This was the very first battery controller; the motor speed was controlled by using an
array of parallel switches, opening & closing resistor grids in series with the motor.

Advantages
 Robust
 Easy to maintain
 High speed –full voltage across the motor

Advantages
 Low safety features

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  Little protection
 Low efficiency
 Poor control

Thyristor
This is a semiconductor controller type which operates by chopper method. The primary
function of the Thyristor is to chop the current going to the motor & in this case the
power is switched directly to motor.

Advantages
 Reasonably robust
 Good efficiency
 Medium control
Disadvantages
 Complex electronics to switch Thyristor on/off
 Slow turn-off
 Medium safety features

Mosfet
It also uses the same control principle as Thyristor controller but for what matters is
on/off switching time. Mosfet on/off switching time is fast.
Advantages
 Simplified control electronic
 Fast on/off switching
 Very good control
 Good safety feature

Disadvantages
 Low over-voltage tolerance
IGBT controller

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On/off switch mode is much more advanced & it more successful on underground
applications. This controller is currently used underground due to its ability for future
upgrade.
Advantages
 Robust high power switching
 Medium speed switching
 Good safety features
 Increase development in new IGBT technology.
Disadvantages
 High on-state dissipation than a MOSFET
 High switching losses than MOSFET

Controller Features
1. Microprocessor controlled
2. Software parameter adjustment- current limit, maximum speed e.t.c.
3. Unique key code for each controller, includes (maintenance key & driver key)
4. Battery protection & voltage detection.
5. Over current protection.
6. Battery earth leakage protection.
7. Motor earth fault protection.
8. Emergency stop
9. Neutral braking
10. Maximum speed control
11. Controlled reverse braking
12. Fault diagnosing
13. Vigilance control

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 3.8.2 ANR 900CT controller

It basically uses the same method for controlling motor speed as Battery electric
controllers. The main circuit design employs two parallel branches of IGBT connected in
series with the SCR (Silicon controlled rectifies) & the series parallel branches are
connected in series with the motor armature. SCR’s controls the direction of current in to
the armature coils to change the direction of the motor and IGBT’s controls the speed of
the motor. When forward direction is selected on the speed potentiometer SCR1 is fwd
biased & SCR2 is rev. biased the gated of the IGBT in series with that SCR1 is triggered
and start conducting thus allowing a current to flow into the motor armature. The
opposite is true, Reverse Direction SCR2 fwd biased, SCR1 rev biased, IGBT2 gate
trigger & start conducting thus allowing current flowing in the opposite direction to the
motor armature.

Control features
1. Start-up sequence ( plug battery, insert key-turn on, select direction with a speed
pot)
2. controlled acceleration
3. motor current limit
4. over speed sensing
5. automatic shut down
6. speed/ fuel gauge/ hour meter
7. light & siren switch (others with auto-change over fwd/rev light switch)
8. hydraulic pump key switch
9. Brake test button
10. Brake off key switch ( for towing only)
11. Emergency disconnect switch
12. Emergency stop switch
13. Constant current plug braking.
14. Stalled motor protection.
15. vigilance control

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 3.9 Battery unit

3.9.1 Battery specifications

OEM: Willard Batteries SA

Voltage: 120V 60cells
: 84V 42Cells
: 2V per cell
Ah rating: 800 Amp Hour

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