Venkat

Haul Road Design

HAUL ROADS: During the

life of the pit a haul road
must be maintained for
access.

HAUL

ROAD - SPIRAL
SYSTEM: Haul road is
arranged spirally along the
perimeter walls of the
pit.
2

Haul Road Design

HAUL ROAD SWITCH
BACK SYSTEM: Zigzag pattern
on one side of the pit.

HAUL ROAD WIDTH: Function

of capacity of the road and the
size of the equipment. Haul road
width must be considered in the
overall pit design.
3

Haul Road Effect on Pit Limits

Considerations for Haul Road Design

Visibility
Stopping distances
Vertical alignment
Horizontal alignment
Cross section
Runaway-vehicle safety
provisions
5

Sight Distances and Stopping

Distances

Vertical and horizontal curves designed

considering sight distance and stopping

distance
Sight distance is the extent of peripheral area
visible to the vehicle operator
Sight distance must be sufficient to enable
vehicle traveling at a given speed to stop
before reaching a hazard
6

Sight Distances and Stopping

Distances

On vertical curves, road surface limits sight

distance

Unsafe conditions remedied by lengthening curve

On horizontal curves, sight distance limited by

adjacent berm dike, rock cuts, trees, etc;

Unsafe conditions remedied by laying back bank or
removing obstacles

Sight Distance Diagrams

Sight distance diagrams for horizontal and vertical curves

8

Stopping Distances

Stopping distances depend on truck breaking

capabilities, road slope and vehicle velocity

Stopping distance curves can be derived
based on SAE service break maximum
stopping distances

Stopping Distance
Characteristics
For example,
stopping
distance
characteristics
of vehicles of
200,000 to
400,000 pounds
GVW

10

Stopping Distances

Prior to final road layout, manufacturers of

vehicles that will use the road should be
contacted to verify the service brake
performance capabilities

11

Vertical Alignment

Establishment of grades and vertical curves that

allow adequate stopping distances on all segments
of the haul road

Maximum sustained grades

Reduction in grade significantly increases vehicle uphill speed

Reduction in grade decreases cycle time, fuel consumption, stress

on mechanical components and operating costs

Reduction in grade increases safe descent speeds, increasing
cycle time
The benefits of low grades offset by construction costs associated
with low grades

12

Vehicle Performance Chart

13

Vehicle Retarder Chart

14

Vertical Alignment
Maximum sustained grades

Some states limit maximum grades to 15 to 20% and

sustained grades of 10%
Most authorities suggest 10% as the maximum safe
sustained grade limitation
Manufacturer studies show 8% grades result in the
lowest cycle time exclusive of construction
consideration

15

Vertical Alignment
Maximum sustained grades

Property boundaries, geology, topography, climate

must be considered on a case by case basis.
Lower operating costs must be balanced against higher
capital costs of low grades.
Truck simulators and mine planning studies over the
life of mine should be used to make the determination
of the appropriate grades

16

Vertical Curves

Vertical curves smooth transitions from one

grade to another
Minimum vertical curve lengths are based on
eye height, object height, and algebraic
difference in grade

17

Stopping Distance vs. Vertical Curve

For example,
vertical curve
controls 9 ft eye
height (usually
minimum height
for articulated
haulage trucks of
200,000 to
400,000 pound of
GVW)

18

Horizontal Alignment

Deals primarily with design of curves and

considers previously discussed radius, width,

and sight distance in addition to
superelevation
Cross slopes also should be considered in the
design

19

Curves, Superelevation, and

Speed Limits

Superelevation grade recommendations vary

but should be limited to 10% or less because

of traction limitations
Depending on magnitude of the side friction
forces at low speed, different values are
suggested for small radius curves
Kaufman and Ault suggest .04-.06 fpf
(basically the normal cross slope)
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Curves, Superelevation, and

Speed Limits

CAT suggests higher slopes with traction

cautions and 10% maximum caution

Again, where ice, snow, and mud are a
problem, there is a practical limit on the
degree of superelevation

21

Curve Superelevation

22

Recommended Superelevation Rates

If superelevation is not used, speed limits should be set on curves.

23

Curves, Superelevation, and

Speed Limits

Centrifugal forces of vehicles on curves are

counteracted by friction between tire an road and
vehicle weight as a result of superelevation

Theoretically, with superelevation, side friction

factors would be zero and centrifugal force is

balanced by the vehicle weight component
To reduce tire wear, superelevation or speed limits
on curves are required
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Combinations of Alignments
Avoid sharp horizontal curvature at or near the crest

of a hill
Avoid sharp horizontal curves near the bottom of
sustained downgrades
Avoid intersections near crest verticals and sharp
horizontal curvatures
Intersections should be made flat as possible
If passing allowed, grades should be constant and
long enough
25

Cross Section

A stable road base is very important

Sufficiently rigid bearing material should be

used beneath the surface

Define the bearing capacity of the material
using the California Bearing Ratio (CBR)

26

California Bearing Ratio

27

Subbase Construction

28

Cross Slopes

Cross slopes provide adequate drainage and

range from to inch drop per foot of

width (approximately .02 to .04 foot per foot)
Lower cross slopes used on smooth surfaces
that dissipate water quickly and when ice or
mud is a constant problem

29

Cross Slopes

Higher cross slopes permit rapid drainage,

reduce puddles and saturated sub-base, and

are used on rough surfaces (gravel and
crushed rock) or where mud and snow are
not a problem
High cross slopes can be particularly
problematic with ice or snow on high grades
(+5%)
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Recommended Rate of
Cross- Slope Change
Slope change should be gradual.

31

Width

On straight or tangent segments, width

depends on

Vehicle width
Number of lanes
Recommended vehicle clearance, which ranges
from 44 to 50% of vehicle width

32

Minimum Road Design Widths

for Various Size Dump Trucks

33

Typical Design Haul Road Width

Typical
design haulroad width
for two-way
traffic using
77.11-t (85st) trucks

34

Typical Haulageway Sections

35

Width

Berm height and width as a function of

vehicle size and material type

Ditch(es) added to basic recommendations
Runaway provisions may also add to width
Road wider on curves because of overhang
Minimum turning radius considered on
curves (should be exceeded)
36

Haulageway Widths on Curves

37

Safety Provisions - Berms

Triangular or trapezoidal made by using local

material

Stands at natural angle of repose of construction

material
Redirects vehicle onto roadway
Minimum height at rolling radius of tire

38

Berms

Larger boulders backed with earthen material

Near vertical face deflects vehicle for slight

angles of incidence
Problems with damage and injury and
availability of boulders
Minimum height of boulder at height of tire
allowing chassis impact

39

Runaway Provisions

With adverse grades some safety provision should

be integrated to prevent runaway vehicles

Primary design consideration is required spacing

between protective provisions

Driver must reach a safety provision before truck
traveling too fast to maneuver
Maximum permissible speed depends on truck
design conditions and operator
40

Runaway Provisions

Maximum permissible speed, equivalent

downgrade, and speed at break failure determine
distance between runaway truck safety provisions

For example, at an equivalent downgrade of 5% and

a maximum speed of 40 mph,
Speed at Failure
Provision Spacing

10 mph
1,000 ft

20 mph
800 ft

(Kaufman and Ault)

41

Runaway Precautions

42

Median Runaway-Vehicle
Provision Berms

Vehicle straddles collision berm and rides

vehicle to stop
Made of unconsolidated-screened fines
Critical design aspects spacing between
berms and height of berm
Height governed by height of undercarriage
and wheel track governed by largest vehicle
43

Median Runaway-Vehicle
Provision Berms

Requires maintenance in freezing conditions

Agitation to prevent damage to vehicle
May cover berm in high rainfall areas

44

Escape Lanes

Good tool for stopping runaway but

expensive to construct
Entrance from road is important; spacing,
horizontal, vertical curve and superelevation
are all considered in design
Deceleration mainly by adverse grade and
high rolling resistance material
45

Escape Lanes

Length a function of grade and speed at

entrance and rolling resistance

Stopping by level section median berm, sand
or gravel or mud pits, road bumps or manual
steering

46

Escape Lanes

47

Maintenance

The road surface is

deformed by the constant

pounding of haulage
vehicles.
A good road maintenance
program is necessary for
safety and economics.
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Safety Considerations

Dust, potholes, ruts, depressions, bumps, and

other conditions can impede vehicular
control.

49

Economic Considerations

The wear on every component is increased when a

vehicle travels over a rough surface.
If the vehicle brakes constantly, unnecessary lining
wear occurs as well.

50

Dust Control

Dust may infiltrate brakes, air filters,

hydraulic lifts, and other components of

machinery.
The abrasive effect of dust will result in
costly cleaning or replacement of these
items.

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Deterioration Factors

Weather
Vehicles follow a

similar path
Spillage

52

Motor Graders

A motor grader
should be used to
maintain cross slopes,
remove spills, and to
fill and smooth
surface depressions as
they occur.

53

Road Drainage

To avoid overflow, roadside ditches and

culverts should be periodically cleaned.

Avoid erosion or saturation of subbase

materials.

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Thanks