Lesson 3 – Operation Of Underground Rail Bound Transport Equipment

DESIGN AND SPECIFICATIONS: RAILBOUND EQUIPMENT (RBE)

 

LOCOMOTIVES

Only locomotives approved by the responsible engineer and meeting the following minimum requirements before being put into services shall be permitted at BML

 

Type of prime movers in use:

• BML currently uses two types of prime movers, i.e.

–Battery Operated Locomotives; and

–Diesel Power Locomotives.

 

 

Design of locomotive controllers

 

Battery Operated Locomotives

• All the controllers of the battery-operated locomotives shall comply with minimum requirements outlined  in SANS  1809 (Fail Safe Underground Mine Locomotive Control System).
• Communication between the driver and the guard shall only be through the established pea whistle signalling arrangements.
• Where possible, all locomotives shall  be fitted  with lights. in  either  end with minimum light intensity of 10 lux at a distance of 20m, if not possible then portable lamps are to be provided  and shall be compulsory  and of the same intensity as mentioned above.  There shall also be provided  a portable lamp with a red shade, which shall be always be mounted on the end travelling away from the observer/opposite to the direction of travel.
• Only audible warning devices (siren or hand bell) of the loudness levels approved by the responsible engineer shall be installed.

 

Diesel Power Locomotives

• All the controls of the diesel-operated locomotives shall comply with minimum requirements outlined in SANS  1809 (Fail Safe Underground Mine Locomotive Control System).
• All locomotives are equipped with an ignition key system with a removable key where the key prevents unauthorised persons access.
• The locomotive shall also be equipped with a spring loaded accelerator lever controlling the diesel engine injectors in conjunction with a forward I reverse direction selection lever, if this lever is in the neutral position, the hydrostatic drive will prevent the locomotive from moving.
• Communication between the driver and the guard shall only be through the established pea whistle signalling arrangements.
• Where possible, all locomotives  shall  be fitted  with lights in either  end with minimum light intensity of 10 lux at a distance of 20m, if not possible then portable lamps are to be provided  and shall be compulsory  and of the same intensity as mentioned above.   There shall also be provided  a portable lamp with a red shade, which shall be always be mounted on the end travelling away from the observer/opposite to the direction of travel.
• Only audible warning devices (hooter or hand bell) of the loudness levels approved by the responsible engineer shall be installed.

 

Basic design and performance of the braking system

a) Battery Operated Locomotives

• Park Brake – a hand wheel operated mechanism. The effectiveness of this braking system shall be of an adequate strength to hold a fully loaded train stationary at the gradient of 1 in 200 without support of any other braking system.
• Service Brake – achieved by the regeneration braking torque of the DC motor by when the controller operating lever is moved to neutral position, or also by plugging when the lever is moved in opposite direction of travel (reverse current braking). The effectiveness of this braking system shall be  such  that  the  braking torque derived can achieve a minimum deceleration rate of 0.18  m/s2 on a fully  loaded  train  operating  at the approved maximum speed under normal operating conditions
• Emergency Brake – achieved by a combination of both Park and Service brakes.

 

b) Diesel Power Locomotives

• Park brake- a hand wheel operated mechanism that will apply a braking force on the locomotive wheels. The effectiveness of this braking system shall be of an adequate strength to hold a fully loaded train stationary at the gradient of 1 in 200 without support of any other braking system.
• Services brake – this shall be a hydraulic closed circuit used for the hydrostatic drive, which will effect braking torque on the drive wheels when the locomotive control is switched to neutral position or reverse direction  drive. The  effectiveness of this braking system shall be such that the braking torque derived can achieve a deceleration rate of not less than 0.18 m/s2  on a fully loaded train operating at the approved maximum speed under normal operating conditions.
• Emergency brake – this shall be a hydraulic closed circuit used for the hydrostatic drive, which will affect the braking torque on the drive wheels when the locomotive control is switched to neutral position or reverse direction drive. The effectiveness  of this  braking  system  shall  be such that the braking torque derived can achieve a deceleration rate of not less than 0.18 m/s2 on a fully loaded train operating at the approved maximum speed under normal operating conditions.
• The responsible engineer  shall also  approve  the  train  and  its  loading capacity combination to ensure that at all times the ratio of the un-braked mass to the locomotive does not exceed 1 to 7 for a maximum gradient or 1 in 200 or complies with “Annexure 1”- Gradient vs Hauled Mass I Loco Mass.

 

The following brake tests procedure is in use:

• The brake or combination of brakes of any locomotive is individually tested by the driver at the commencement of each shift, after repairs or maintenance to any brake system and before the locomotive is put in use.
• Before every shift the park brake is tested against power at an intended creep speed without revving the engine.
• Every locomotive braking system is dynamically tested under full load conditions, before being used for the first time.

 

Design  calculations in respect of power, speed, brakes, deceleration, skidding, surface friction and gradient, including:

a) Safety requirements, including devices and measures to prevent over speeding:

• The design of  the  locomotive   controllers   installed   on  all   locomotives complies with SABS 1809: “Failsafe Underground Mine Locomotive Control Systems”  and  with  the normative  referenced  standard  therein  SABS  IEC 60529  ‘Degrees  of  protection  provided  by  enclosures  (IP65).

 

b) Speed limits:

• All loco accelerators are governed by mechanical  means  to not exceed a fast walking speed with an actual top speed of not more than 12km/h

 

c) Audible warning devices:

• All locos are equipped with audible warning devices:

–The  Driver  shall sound  the hooter,  siren  or  bell on the loco  continuously when the train approaches any person or approaching a blind bend or obstructed area.

 

d) Locomotives lights:

• Where possible a white/clear or LED type headlight mounted in an approved  enclosure is fitted on both ends of the locomotive.   A manual two-way switch in  the driver’s cabin controls it If not possible then approved portable lamps are to be provided and will be compulsory.
• At all times underground and at night on the surface, the trailing end of every train must be equipped with a red light and the leading end must be equipped with a  white light of ten (10) lux over twenty (20) meters, shining in the direction oft ravel, to enable the driver to identify  any dangerous condition ahead.

 

e) The driver-to-guard “code of signals” communication systems by means of an approved “pea whistle” using the following signals:

• 1 short blast – Move forward
• 2 short blasts – Move backwards
• 1 long blast – Stop
• Continuous short blasts – Guard wants driver to move slowly
• The Driver must repeat all signals  given  by the Guard  except  continuous short blasts.
• Flicking of a cap lamp is used to warn or stop other traffic in the event of a breakdown, derailment or other obstruction.

 

f) No remote controlled locomotives are in use.

 

g) Driver protection and guarding:

• No person shall drive or cause or permit any other person to drive any locomotive, which on the mine, unless such person has been licensed in terms of the mines prescribed training manual and standard.
• Such person must  be  authorised  thereto  by  the  Engineer  after  being found competent through actual tests.
• A Locomotive Driver must be safely seated in the drivers cab area when driving a locomotive or train, at no time may a driver move the locomotive whilst standing outside of the cab.
• The Engineer appointed  under  2.13.1  must  approve  any rolling  stock used for the safe transportation of persons ( man carriage )
• The simultaneous transport of persons, materials and minerals in or on a train is not permitted, except fort he persons necessary fort he safe operation thereof.
• No person may board or alight from a locomotive or train while  it is in motion.
• All drivers are trained and appointed to operate locomotives.
• In addition to the basic personal protective  equipment  i.e. safety boots, hard hats, goggles and gloves, each Driver and Guard will be issued with, or each loco is fitted with the following:

–Loco lamps

–Tramming (pea) whistle Fire extinguisher Reflective Vests

 

The following is displayed on all locomotives

All the locomotives shall have the following  information displayed in the conspicuous position:

1.Manufacturer’s  Name

2.The mass of the loco

3.The maximum designed speed

4.The maximum  permissible hauled load (mass),  which can be expressed  in terms number of fully loaded hoppers, 1 to 7

• If the locomotive in question has a loco mounted battery set then the mass to be hauled will be not greater than 1 to 7 of the combined weight of the loco and batteries combined.
• If the locomotive in question has a separate battery set, then the mass of the batteries inclusive of the car is to be included with the hoppers not to exceed a 1 to 7 ratio.

 

Remote controlled locomotives

• BML does not have any remote controlled locomotives in use.

 

ERGONOMICS

In order to allow driver comfort, the safeguarding of the driver and ensure safe operation of  the RBE, the ergonomic  design  of any locomotive  should  provide  for  the following factors, in addition to other factors identified by the employer that may influence the safe operation of the locomotive:

a) Safe positioning of, and seating for, the locomotive driver(s) The loco cabin is provided with a backrest. The stool is of a safe, stable construction. Drivers are seated at all times while the loco is in motion. The position should be to enable the driver to have adequate space to freely change his /her body posture. The controls are easy to reach and activate.

b) No Cab lighting will be installed in locos; due to the fact that cap lamps is mandatory for all underground working personnel, including loco drivers. Driver and guard protection refers to: “Operator and guard protection from overhead physical hazards such as pipes, roof mounted structures especially when the driver and guard’s  heads  protrude above the loco”.  Where  practically possible,  a driver cabin roof is to be installed.  Where not practically possible, the restricted areas must be properly demarcated and the drivers are to be made aware of such areas.  The loco  driver  is  seated  in  a  well-constructed  steel  enclosure  that  is  part  of  the locomotive, the guard is positioned either in a small hopper located at the rear of the train or positioned based on the following:   If the loco is travelling fully loaded, the guard  could  be  positioned  on a removable  seat  mounted  on  the outside  of  last hopper and the train is to be travelling away from the guard towards the driver, if the train is empty or pushing the hoppers,  the guard  is to mount  the removable  seat inside of the last hopper and must travel in the hopper

 

d) Illumination

• Where possible 12 Volt white sealed beam headlights mounted in rubber housings are fitted on both ends of the locomotive. Controlled by a manual two-way switch in the driver’s cabin, if not possible then portable lamps are to be provided and shall be compulsory that shall comply with the required intensity.
• Areas where there is a increased risk of persons travelling over and/or around the rails, illumination must be provided in the general area to minimize  the risk of persons being injured by tramming operations or such areas must be clearly demarcated and aeroplane sprags should be used.

 

These areas include:

• Waiting places
• Substations
• Refuge Chambers
• Any other area decided by the engineer

 

e) Driver vision

• All locos are provided with ten (10) lux lights over a distance of twenty (20) meters to provide adequate illumination for either the driver or the guard depending on the direction of motion.

 

f) Ease of operation

• An easy reached  control  panel  with  a  mechanical  acceleration  lever  for  speed control & a mechanical direction lever for intended direction is installed on the diesel locomotive – An easy reached control panel with an electrical accelerating  lever for speed and direction control is installed on the battery locomotive.

 

g) Accessibility/ingress/egress

• Provision is made for the driver to easily and safely access and exit with a three­ point contact. No possibility of personal injury to the driver when entering or exiting the loco cabin was found during the compiling of the risk assessment.

 

h) Minimising vibration

• Proper seating arrangements will provide comfort and minimise vibration.

 

ROLLING STOCK

In order to prevent the risk of injury to persons during coupling operations, derailments of

rolling stock and during re-railing, the COP addresses the following:

a)The safeguarding of personnel performing coupling/uncoupling and re-railing operations

 

The coupling equipment and construction includes:

• Hoppers are to be coupled by means of shackles made out of 16 mm mild steel plate with a 32 m  diameter hole at both  ends for coupling pins to p ass through, or where not practical (for example in the old hauling ways due to the small excavations and sharp cornering) slings only to be used where small excavations and sharp cornering do not allow standard approved shackles to be used.  Other custom approved shackles with a minimum length of 300mm, Example:  a pipe  type  extended  shackle  to  transport  long  material  could  be used, under  no circumstances  may mining chain  be used or permitted  to be used as primary shackles, but may be used as a secondary safety chain – Note: a secondary safety chain will be longer than the primary shackle but must not be so long that it may come in contact with the rails or sleepers. Safety chains may be connected by means of an attaching hook or one side may be welded to the buffer.
• Shackles to be at least 300 mm (Minimum).
• Coupling pins are made out 30 mm mild steel round bar, +/-260mm in length, with a colace welded in position to prevent the coupling pin from falling through the buffer attachment hole.

 

In order to prevent the risk of injury to persons during coupling operations, derailments of rolling stock and during re-railing, the COP addresses the following:

a)The safeguarding of personnel performing coupling/uncoupling and re-railing operations

 

The coupling equipment and construction includes:

• Note all coupling systems are compatible but are manufactured in accordance of an approved design.
• Coupling heights will  be  such  that  all rolling  stock  can  be  interlinked  with  the standard type approved shackles.
• Buffer length and width is as per supplier standard.
• The Coupling pin design as stipulated in point 8.1.3.1.a
• Draw bar connection to buffer is as per point 8.1.3.1.
• The Axle spacing for load bearing capability is 1100 mm and the and sharp rail radii is as per supplier standard, and
• The minimum safe clearance between hoppers is minimum 300 mm and the maximum  is 800mm.   This  will be determined by the shackle being used, “site specific”.
• The appointed locomotive driver should examine all buffer connections integral or attached to the chassis, whether welded, huck bolted or bolted, to prevent inadvertent disconnection of rolling stock at regular intervals, any defects are to be recorded on the daily check list and reported to the direct supervisor where the appropriate action must follow, if any deviation is noted, the hopper, scotch car or material car where the deviation has been noted must be taken off line and such deviation  is to be repaired.   An artisan  or competent  person  must conduct over inspections I examinations at intervals not exceeding 3 months.
• The maintenance of rolling stock is conducted by daily examination of the driver and guard to ensure compliance, identification of any deviation or hazard must result in the unit in question being taken off line and sent to the artisan repair workshop, over inspections I examinations shall be carried out by an artisan or competent person at intervals not exceeding 3 months.

 

The following is addressed:

 

Tracks And Rails

The design and construction of our rail system, complies with the following requirements:

• All tracks design  and  construction  shall  be according  to the  specifications  and standard outline in SANS 0339 – (Design, Construction and Safe Use of Permanent Underground  Track  work  in Mines),  SABS 916 – 1973 (Fish bolts and Nuts for Light Rails) and SABS 914-1974 (Fishplates for Light Rails)
• The tracks classification shall be Class 3 for Sheba Section’s 23 level haulage and Class 4 for Consort and Fairview Sections Brink Genis Adit and 11-level haulage respectively.
• Please note: SABS 0339:2000 – the South African Bureau of Standards Code of Practice  for  the Design,  Construction and  safe Use of Permanent Underground Track work in Mines;  including the following two normative references listed therein:

–SABS 916- 1973- Fish bolts and Nuts for Light Rails; and

–SABS 914-1974- Fishplates for Light Rails

• Determining a safe operating speed for all tracks, as speed is a function of track condition. Existing tracks  is classified  as  proposed  in the SABS  0339:2000 in accordance with Annex  A,  Classification  criteria, Table  A.1,  which  Annex  is complied with.

 

Ramps:

• No ramps in use at BML.
• Only approved correctly rated chain blocks are used for raising and lowering of rail bound equipment.

 

Traverses:

• No traverses are used at any BML operation.

 

Haulages

• All employees have been trained in the loco communication systems.    Locos have right of way  at all times.  Locos  are equipped  with a clear 12-volt  headlight  or a portable approved loco lamp, a red rear lamp or an approved loco lamp positioned in the front and rear of the train for the visibility of the driver and pedestrians.
• Refer to table  in paragraph  5  for quantities  of locos  available,  this indicates  the maximum number of trains available- the station layouts vary from level to level.
• No dedicated haulages at Barberton Mines for travelling purposes.
• No loading platforms at Barberton Mines.
• The station and tip areas are illuminated. Haulages are illuminated by means of loco lights being used on each loco.
• Tramming cycles: No specific number of tramming cycles is determined as this is determined by the tonnage available as well  as the tonnage a vailable tot ram. Depending  on the section and the area tramming takes place daily and could vary from between 1 and 3 shifts.
• In some areas or sections traffic control measures are implemented by the means of robot lights.
• If required, an appointed tramming team leader directs the tramming where tandem tramming is done.Some areas exiting main haulages make use of stop signs. All sections equipped with more than one loco motive or train must adhere to the fouling  marks  at rail switches and crossings.
• All levels use bi-directional tramming.

 

Tipping arrangements

The design of tipping arrangements includes the following:

• Illumination not less than 50 lux
• The types of tips in use are side tipping and bottom discharge  ramps  as well  as manual side tippers.  All underground tips are equipped with grizzlies.

Personal protective equipment used on all tips:

• Safety goggles
• Gloves
• Approved boots
• Restraining belts, lifelines -safety chain.
• Leg guards.
• Tip workers are provided with dust masks and earplugs if required.

Note:    In addition,  all tips will be demarcated,   barricaded on the sides and illuminated.

• All underground tips are located in main haulages  and through  ventilation,  which minimizes the risk to dust exposure due to through ventilation, and all tip workers are provided with dust masks if required. All surface tips are located in natural airflow and do not pose a risk with regards to dust, dust masks are provided if required.
• Where practically possible, loco jacks and handles for re-railing derailed locos and hoppers are kept inside the loco cabs, if  not; additional loco jacks are readily available on the tramming level.

 

Battery charging station/bay

Every level in use of a battery loco has a designated loco battery charging area which will be of the design and layout as mentioned below:

 

Design and layout of a battery charging station

• All designated battery charging areas are equipped with fire extinguishers positioned on the intake side of the ventilation.
• Adequate lighting as well as operator  training  with regard  to battery  loco operating procedures to ensure that the spillage of electrolyte is minimised.
• Emergency water supply:

–Water must be available at all battery charging bays for cleaning and emergencies.

–Run of mine water supply point must be available at a designated battery charging area for emergency use, this water may not be used to fill the batteries.

• Smoking or using naked lights:

–No smoking is allowed at the battery charging stations.  No cutting with a torch to take place inside a battery station, unless permission  has been given by the responsible Mine Overseer by means of a cutting permission document  where  specific  instruction with regards  to  the  risk  must  be addressed.

 

 

Battery charging station/bay

• Accumulation of flammable and other gases generated by battery charging:

–Where reasonably  practical, battery bays must be positioned  in through ventilation.  Where not possible, a force fan must be installed.

• Explosion protected lights for illumination:

–Battery bays are equipped with fluorescent tube lights or energy saving lamps.

• Interlocking of battery charging areas, ventilation fans during power failure:

–Where a force fan needs to be installed, such fan will be interlocked with the battery charger.

 

 

Push versus pull

 

Operating speed:

• The operating speed of the diesel trains has been governed by the installation of OEM specified hydraulic drive pump and motor combination complete with a specific sprocket ratio only allowing such a loco to travel at a safe maximum speed – The  reduction  of  the  operating  speed  complies  with  the  required deceleration rate of not less that 0.18m/s2 .
• The operating speed of the battery trains has been governed by the installation of OEM approved battery controllers complete with a specific sprocket or worm gear ratio only allowing such a loco to travel at a safe maximum speed – The reduction of the operating speed complies with the required deceleration rate of not less that 0.18m/s2 •

 

Two way means of communication between driver and the guard:

• Driver will only react on signals given by his guard on his pea whistle supplied. Guard will only act on signals acknowledged or given by the driver.

 

The measures to prevent uncoupled rolling stock from  being pushed by a locomotive or train:

• Uncoupled rolling stock is positioned behind an approved sprag or an approved stop block.
• Pushing of any uncoupled rolling stock by means of a locomotive or train is prohibited.

 

Services:

• Battery locomotives are serviced at the designated charging areas.
• Where practically possible, diesel locomotives are serviced in a designated workshop or workshop area. Where not possible, diesel locomotives are serviced in a safe allocated area for the level I area in question where such an area will be barricaded by means of an approved aeroplane sprag or stop block to prevent other rolling stock from coming into contact with the equipment being serviced.
• Refuelling of diesel locos is done where reasonably practical at the designated refuelling area.

 

Illumination of the RBE Environment:

• All areas such as: loco bays, battery charging area, workshops, tip areas, loading I off­ loading of persons or equipment are illuminated, any other area will comply  with Regulation 15.3.2- “lights on trains”.

 

Spacing of lights

• All areas such as: loco bays, battery charge bays, workshops, tip areas, loading/off-loading of persons or equipment are illuminated in such manner that the driver and I or guard can identify unsafe conditions.

 

Intensity and dispersion of lights:

• The following illumination levels are not legally specified and are made applicable for the following working places in the interest of safety.

The reflectivity of the surrounding areas:

• Where practically possible, areas will be whitewashed to improve reflectivity.

 

A procedure to follow in case of illumination failure:

In the case of loco illumination failure- the following will apply:

• The loco driver must suspend any further operations of the locomotive.
• The guard must walk not less than three rail lengths ahead of the loco, ascertain if safe the loco may proceed at a walking speed to the next illumination point where the failed illumination must be reported.

 

Visibility Of Railbound Equipment and Persons

 

The placing of signs to warn persons against the presence of parking, stationary and broken down:

• Whenever a loco is parked,  stationary or broken down outside of a designated area, effective warning signs must be placed at a safe distance of approximately 30m or not less than three rail lengths, on either side of the loco to warn the Drivers of other locos of its presence.

 

Measures to ensure visibility and safety of pedestrians:

• Loco lights must be maintained to ensure at least 10 lux at 20 meters. All persons working underground are required to make use of cap lamps.
• Whenever persons are working in a haulage  way, effective  warning  signs • must be placed  at a safe distance  (about  30m  or not less  than three rail lengths) on either side of such persons and the Driver of any loco or person carrying  out  hand  tramming,  shall  not  proceed  beyond  such  stop  signs, unless  permitted  to do so by the person  in charge  of the work.   Persons working in or on haulage ways or railway lines shall wear an effective form of reflective clothing.  When a Loco Driver approaches such a warning sign, he stops at the sign and can only proceed  when  instructed  to do so by the person in charge of the work being conducted on the rail.
• The ventilation is adequate to control dust in the mine. High dust areas are dealt with as per ventilation standards at the discretion of the Miner and Shift Boss.   The environmental department may implement additional measures if required.

 

Safety Devices:

• No remote controlled equipment is in use at BML. b) No entry is allowed into dangerous areas.
• Removable rechargeable approved  red  lamps  or loco  lamps  (used  as taillights) are obtained from the lamp room on a daily basis or from an approved U/G remote charging station.
• A clearance of not less than 500mm will apply between the rail and the sidewall, in the case  where tramming  and  persons  need  to travel,  the person will have the right of way.   Barberton Mines do make use of excavations that have been mined many years ago – for that reason, the 0.5m  meter  clearance  cannot  be  applicable  in all  cases,  and for  that reason the right of way will be given to the pedestrians.   Fouling marks apply at crossing and junctions.
• Loco hooters, siren or  bells are of adequate  decibels  for  the acknowledgement by persons whilst travelling where RBE is used.
• No overhead electric lines are in use at BML.
• The controllers installed on battery locos are equipped with dead man’s devices to protect the Loco Driver.
• Diesel locos are equipped with two control levers, one for direction and one for acceleration, the lever for direction is the very same lever used for the hydrostatic brake system.  If this lever is released, it will return to the neutral position applying the hydrostatic brakes bring the loco to a halt.
• Guard and driver to comply with the code of signals. All signals are to be repeated by the Loco Driver and Guard to confirm receiving and correct interpretation and to distinguish instructions.
• The operating speed  of  the  diesel  trains  has  been  governed  by  the installation of OEM specified hydraulic drive pump and motor combination complete with a specific sprocket ratio only allowing such a loco to travel at a safe maximum speed- The speed should not pose any threat to the safety of persons.
• The operating speed of the battery trains has been governed by the installation of OEM approved battery controllers complete with a specific sprocket ratio only  allowing  such  a loco  to  travel at  a  safe  maximum speed – The speed should not pose any threat to the safety of persons. and or the quality of equipment.
• No speed indicators are fitted at BML as the locos are governed not to exceed a safe operating speed.
• Driver and guard must give persons travelling the right of way.
• Warning device, traffic lights are used at BML in specific designated high traffic areas.
• Telephones placed at strategic points throughout the mine are available for the loco driver or guards.
• Not applicable.
• In order to prevent the inadvertent movement  of RBE, “T” Aeroplane  type stop-blocks at the fouling marks on all branch lines are in use.
• The Loco Driver has been trained to ensure  that T-sprags  are  placed  in position at all times, the appointed Shift Boss over inspects with his normal inspections.
• Personal Protective Equipment training is mandatory according to the Mine
• Health and Safety Act, and Barberton Mines fully comply to this requirement.
• Whenever formal training on PPE is given to any employee, that employee must sign a training document as proof of training received. This document is to be filed with the employee’s personal file for future reference.
• All locos are equipped with fire extinguishers and are checked daily,  and recorded on a checklist.

 

Diesel Powered Railbound Equipment

 

Spillage Prevention During Refuelling

• Every underground storage  station  where  diesel  is  stored  and/or distributed shall be adequately ventilated, constructed of non­ inflammable materials and have a smooth impervious floor which at all times must be kept clean.
• Diesel engine fuel shall be delivered underground in such a manner that no spillage can take place during delivery. The fuel shall be stored underground only in robust closed containers which do not leak. The quantity of diesel fuel stored underground shall not exceed 3 days estimated consumption.
• Every underground filling  area  where  diesel  powered  units  are refuelled shall be adequately ventilated and demarcated as well as must be equipped with adequate fire prevention extinguishers.
• Refuelling of diesel powered  mobile  units  underground  shall  be conducted as far as is reasonably practicable without spillage, and should any spillage occur, it shall be cleaned.
• Sufficient fire extinguishing equipment shall be provided in all diesel filling areas.
• Where refuelling of locos are done by using portable 20 litter drums and funnels the following will apply:

–Drivers must be trained to prevents pillaged uring refuelling  operations an d a lso to b e m ade aware of the dangers of diesel spillage. The diesel drums and funnels are to be kept in a clean and safe place. All minor diesel spillages are to be cleaned properly.

 

 

OPERATIONAL REQUIREMENTS

No Rail Bound Cycles are in use.

 

Selection of Rail Bound Equipment

• The selection of rail bound equipment, making provision for safe clearances and restrictions.
• A restricted area is an area where the clearance between the footwall or rail and a permanent obstruction  such as timber sets,  ventilation door  frames  or  the sidewall is less than 500mm.

 

When entering a restricted area:

• The loco driver and the guard need to be trained on this section, some cases “Sheba” do not make use of loco guards.

 

Loco Leading

• The Guard must be at the back of the loco. The Driver must proceed at a slow walking pace sounding  his  siren, whistle or gong  in continuous short  blasts. The pedestrians have the right of way at all times.

 

Hopper Leading

• The Guard must walk in front of the train sounding his whistle or gong in continuous short blasts.

Note: A Cross cut is regarded as a restricted area.

 

 

Use of RBE In The Vicinity Of Shafts-

Safety Devices: Shafts

 

Vertical banks and stations

• Apart from the shaft gates at least three safety devices, to prevent inadvertent access of any rolling stock to the shaft shall be installed and maintained.
• At shaft, farm type gates, manufactured from 6″ x 8″ RSJ, or material of equivalent strength shall be installed and kept locked unless planned access is required.
• In front of the farm-type gates, 6″ x 8″ RSJ or material of equivalent strength for vertical stop block to be installed into a square box. Manufactured from steel plate embedded into the station concrete.
• Aeroplane sprag in front of section side of vertical stop block.
• Keys to the locks on the various safety devices are to be in the possession of the Onsetter/Banksman  while he is on duty.

 

Use of RBE In The Vicinity Of Shafts-

• Incline banks and stations with tracks leading to the shaft.

 

Shaft Gate.

• Shaft drop rails. This drop rails shall be locked at all times when not in use – and only unlocked when doing material on the specific level or bank.

 

Farm type gates.

• Aeroplane sprag in front of farm gate, or vertical stop block.

 

 

General Operational Requirements

a)  In the event of an emergency the Loco Driver immediately stops the loco. The Loco Driver  and  Loco Guard then follow the required  emergency  procedures  that  are  in place.

• Whenever persons are  working  in or  in haulage,  effective  warning  signs  shall  be placed at about 30 meters on either side of such persons to warn a Loco Driver  of their presence.  The Driver shall stop at the sign until it is safe to proceed.
• When persons are working on railway lines, stop signs or warning triangles shall be placed 30 meters on either side of such persons and the Loco Driver shall not proceed beyond such stop sign/triangle unless permitted to do so by the person in charge of the work.
• Persons working in haulage or on railway lines shall wear some effective form of reflective clothing.
• Loco Drivers will also use their own stop signs/warning triangles to warn other Loco Drivers of a derailment or accident.
• When entering haulage from a cross cut or sideline the Loco Driver must stop at the fouling mark and the Guard or Loco Driver will ensure that the haulage is clear before the loco can proceed.
• When rolling stock is left in cross cuts or loops, it must be behind the fouling marks. Ventilation doors are marked by means of yellow and black zebra stripes.

 

b) No overhead trolley line systems are in use

• The safe start-up, operation, parking, shutdown procedures, loading, securing and prevention of unauthorised access to RBE and rolling stock is done by continues training, risk assessments and appointments.
• The responsible supervisor will be responsible for the controlling of ignition keys required to operate the locos and a control measure by means of a register shall be kept.
• No diesel loco will be left unattended unless the engine has been stopped, locked out and the brakes firmly applied. Unattended hoppers must be prevented from moving by standard sprags or stop blocks.

 

Lockout systems are in place.

• In terms of the Minerals Act & Regulations we are required to ensure that the unauthorized use of machines and mobile machines is prohibited. This covers any machine or vehicle that requires power to operate
• Prohibiting unauthorized use  in order  to ensure  that  only  competent  appointed persons are allowed to operate the equipment and in doing so, preventing injury to the operator or other persons.
• Unauthorized use of machinery is prohibited by means of strict key control.
• It goes without saying that where a piece of equipment is not rendered in operative through the removal of the key, an effective lockout system must be in place.
• It is very important to note that there can only be one responsible person per shift, which means that there cannot be more than one key per piece of equipment per machine per shift.
• In terms of the Mine Health and Safety Act we are not only required to ensure that we prevent unauthorized use of equipment, but in addition we are also required to conduct continuous risk assessments that will ensure that persons operate according to our procedures and instructions.
• For every loco a lock out device is installed as part of the safety circuit. The key switch safety  circuit  must  be kept in a proper working order and shall not be bridged out for any reason.  The purpose of the key  switch is to prevent unauthorized persons from driving a loco.
• Areas where there is a higher risk of persons travelling over and/or around the rails, illumination provided in the general area to minimize the risk of persons being injured by tramming operations.

 

These areas include:

• Waiting places
• Substations
• Refuge Chambers
• Any other area identified from a risk assessment.

 

Transportation of Long Material:

• Material too long for normal material cars is transported on cars designed for long materials.
• An empty hopper or carriage, which must also be used by the Loco Guard, will be coupled between the loco and material car.
• No other hoppers, men or explosive cars may be transported when long materials are being transported.

 

Transportation  of Explosives:

• Explosives may only be transported as per the BML Standard Operating Procedures.
• An Empty hopper or carriage, which must also be used by the Loco Guard, must be coupled between the loco and the explosive car.
• No other material or men are to be transported by the explosive train.
• Explosive cars should be pulled and not be pushed by the loco.

 

Transportation of Loaders:

• Measures to be Adopted Before Transporting a Loader
• The Guard will give the necessary signals.
• The Loco Driver must drive at walking speed when transporting the loader. No person other than the Driver is allowed to travel on the loco.
• No person will ride on or inside the bucket of the loader.

 

Before transporting a loader:

• Lift the bucket to the correct height.
• Place the bucket stop block in position.
• Lower bucket to rest on stop block.
• The shovel must be locked in position and the centralising pin inserted. Insert the locking pin to prevent swivelling of the shovel.
• Close off the compressed air supply.
• Drain the excess air from the hose and loader before uncoupling the air hose from the loader.
• The clutch must be disengaged and placed in the neutral position or the toing valve must be opened.
• Lift the bucket to its correct height.
• Insert a short pinch bar in the holes provided on the upper part of the loader body pinch bar not to protrude more than 15cm on either side of the body.
• Lower the bucket to rest on the pinch bar.
• Only one loader may be transported per loco at any one time.
• Loaders is always pulled and never pushed with the exemption of when pushing it into a development end for cleaning.

 

Hand Tramming of Rail Bound Equipment

• A person must walk: 15 meters in front of the material. In order to warn oncoming traffic, he must continuously blow short blows on a pea whistle.
• The material car being handled must always be pushed. It must never be pulled.
• The material must be properly secured in the material car when the material car is being pushed by hand.
• The Guard and the person pushing the material car must wear a reflective vest.
• Special care must be taken around bends in haulages to prevent head-on collisions with other traffic.
• All hand pushed material cars to be spragged behind fouling marks. A skid sprag or chain must be installed in front of the wheels. Aeroplane sprags to be installed.
• Ventilation doors to be closed once the material car has passed through.
• Relevant safety equipment is available at all times.
• To ensure the safe tramming of RBE through obstructions such as ventilation  doors and  other  restricted  areas  such  as regulators,  fire  doors,  bull noses,  water  doors, battery  bays,  workshops,   fuelling  stations,  as  well  as  blind  curves   drivers   are instructed  to drive through these areas at a slow  walking  pace and to continuously sound the loco siren or other installed warning device.
• The demarcation of restricted areas where clearances are not met is in place. Fouling marks are used at all cross cuts and no material, tools or rolling stock is allowed pass fouling mark areas.
• The loco driver guard must be seated.
• Every loco will be provided with warning signs (that will be displayed at safe distances on either side of the train in case of a derailment).
• No persons, other than loco crews are allowed to ride in or on locos. No person will board or alight from a train that is in motion.
• Incidents and any loco failures are immediately reported to the responsible shift boss who records it on the daily checklist.
• No remote controlled locomotives or trains are in use.
• The use of manually operated devices for the manually operated switches on all tracks ensures the safe switching of rails and a minimal risk of personal injury to workers.
• Skid sprags are used to prevent inadvertent run-away of a locomotive or train. The driver applies Park brakes when the loco are stopped.
• Ventilation doors are operated manually and Aeroplane sprags are placed on both sides of the doors unless an alternative protection device has been installed.
• Fouling marks to indicate switches are in place.

 

Re-Railing Of Rolling Stock:

On derailment  of locos the immediate area must be secured  to prevent  other rolling stock from running into the stationary rolling stock.

• Warning signs are to be placed three (3) rail lengths ahead and three rail lengths behind the derailment.
• Locomotives and hoppers are to be re-railed using approved loco jacks only.
• Only trained loco crews are allowed to assist in the re-railing process.
• Loco and or hoppers are to be prevented from moving by means of skid sprags, aeroplane sprags or lengths of chain prior to lifting.
• All persons to stand clear and not next to rolling stock being re-railed.
• No body parts are to be positioned below or on rolling stock being re-railed.
• Place the locomotive jack firmly under the de-railed hopper, loco etc or buffer, depending on the circumstances.
• Jack it up and swing it back onto the tracks with a lagging.  Ensure  that no persons are in the immediate vicinity during this procedure to avoid injuries.

 

Towing of Rail Bound Equipment

Loaders

• When coupling a loader to a loco or hopper the buffer end of the loader must be used. The coupling together of any two loaders is strictly prohibited. Any one loader may be transported per loco at any one time.   Loaders may be transported  at walking  pace only.  The clutch must be disengaged and the centre-locking pin must be in position to prevent the top deck from swivelling whilst  being  transported.  The Guard must precede the loader on foot carrying the loco light when the loader is being pushed.

 

Material Cars

• No Material cars must be coupled with coupling chains.

 

Hoppers

• Hoppers are coupled with shackles and coupling pins.

 

Rail Switches

• Safe operation of any manually operated switch on any track from a safe position clear of the track by means of a suitable tool or device.
• The manual operation of a switch will be by means of a switch tumbler  or chain passing under the switch and operated from a position where the person is safe from the rail bound equipment, or by means of a steel lever, switching the blades.

 

Protection of Driver, Guard and Other Persons during Transport Activities

• No person shall travel in or on any rail bound equipment unless the Manager, Mine Overseer, appointed person appointed in Terms of Regulation 2.13.2.  has authorized such travelling.
• Authorization of the conveyance of person in or on rail bound equipment by the Manager, Mine Overseer or Engineer is allowed provided that such rail bound equipment has been approved by the Department of Mineral Resources.
• Any person travelling in or on rail bound equipment shall be safe guarded adequately to prevent accidental slipping or falling from the machine whilst it is in motion.
• No person shall board or alight from rail bound equipment whilst it is in motion.

 

MAINTENANCE

 

Maintenance  Measures of RBE

• The engineering department shall maintain the locos & hoppers as per manufacturer’s specifications.

 

All attachments should be inspected by the appointed operator daily. When an Artisan takes over the loco for repairs or maintenance, he must:

• Remove the ignition key from the Driver and keep it in his possession until repair/maintenance is completed.
• On completion of the work the Artisan will return the ignition key to the Loco Driver.

 

Track Maintenance

• The appointed Shift Boss is responsible for maintaining the rails in his section.

 

 

AUTHORISATION TO OPERATE AND MAINTAIN

Procedures to ensure that  only authorised persons operate test and  maintain RBE include:

 

LOCO DRIVERS CERTIFICATE

• The engineer or the competent person appointed by the engineer will examine the trainee and a certificate of proficiency will be issued to all qualified Loco Drivers by the engineering department. An operators ID card will be issued, which will be worn at all times when on duty by the Loco Drivers and Loco Guards.

 

APPOINTMENT

• No person shall be appointed as Loco Driver or Guard unless he is the holder of a valid certificate of competency and in possession of an applicable operator’s ID card.
• All Loco Drivers and Guards must be appointed in writing. These appointments must be entered in the appointment logbook.
• The Shift boss may appoint an uncertified person to act as Guard temporarily, provided that he has been instructed in the duties of a Guard. The Shift boss will log the Industry Number and working place of such person.
• Such a temporary appointment will only be valid for a period not exceeding five consecutive working shifts after which a certified person must be appointed or the temporary appointee must be reappointed