MDG-33 Tot

Guideline for Design, Commissioning
and Maintenance of Drum Winders

Incorporates reference to requirements of Coal Mines Regulation Act 1982 as amended
MDG 33
Produced by Mine Safety Operations Division,

New South Wales Department of
Primary Industries
October 1998
NSW Department of Primary Industries

516 High St, Maitland NSW 2320
(PO Box 344, Hunter Region
Mail Centre 2310)
Fax: (02) 4931 6790
Phone: (02) 4931 6632
Website: www.dpi.nsw.gov.au/minerals/safety
Guideline for Design, Commissioning and Maintenance of Drum Winders
PUBLISHED October 1998

First Published 20 October 1998
File reference C95/0181
This Mining Design Guideline (MDG) is currently under review

by the NSW Department of Primary Industries.
If you would like to contribute to the review process, complete the
Feedback Sheet at the back of the document and return to:
Senior Inspector of Mechanical Engineering

Mine Safety Operations
PO Box 344 Hunter Region Mail Centre NSW 2310
Fax: 02 4931 6790
DISCLAIMER
The compilation of information contained in this document relies upon material and data
derived from a number of third party sources and is intended as a guide only in devising risk
and safety management systems for the working of mines and is not designed to replace or be
used instead of an appropriately designed safety management plan for each individual mine.
Users should rely on their own advice, skills and experience in applying risk and safety
management systems in individual workplaces.
Use of this document does not relieve the user (or a person on whose behalf it is used) of any
obligation or duty that might arise under any legislation (including the Occupational Health
& Safety Act 2000, any other Act containing requirements relating to mine safety and any
regulations and rules under those Acts) covering the activities to which this document has
been or is to be applied.
The information in this document is provided voluntarily and for information purposes only.
The New South Wales Government does not guarantee that the information is complete,
current or correct and accepts no responsibility for unsuitable or inaccurate material that may
be encountered.
Unless otherwise stated, the authorised version of all reports, guides, data and other
information should be sourced from official printed versions of the agency directly. Neither
the Department of Primary Industries, the New South Wales Government, nor any employee
or agent of the Department, nor any author of or contributor to this document produced by the
Department shall be responsible or liable for any loss, damage, personal injury or death
howsoever caused.
Users should always verify historical material by making and relying upon their own separate
inquiries prior to making any important decisions or taking any action on the basis of this
information.
Copyright NSW Department of Primary Industries

FOREWORD
Mine winders are important items of infrastructure in the underground mining industry and
there are many installations operating in the NSW coal mining industry. These installations
comprise many variations of design ranging from single rope drum vertical shaft and drift
slope haulage systems and vertical shaft friction winder systems.
The application of mine winders range from those designed for personnel transport only to
those designed for both personnel and materials transport duty and to those designed solely
for the purpose of coal haulage. These winders are permanent items of the operational mine’s
infrastructure. In addition there are shaft sinking winders required for relatively short term
projects associated with the development of new or extension of existing underground mines.
The purpose of this guideline is to cover the range of drum winder types used in the coal
mining industry only. Guidelines for friction winders are detailed in MDG 12.
This guideline has been prepared to assist those involved with the design, commissioning and
maintenance of drum winders. It is a guide and as such it is not intended that it
comprehensively covers all safety related aspects for this type of equipment as it should be
recognised that predominately each design is unique.
The guideline makes reference to the suite of Australian Standards that have been developed
over the past few years for mine winding ropes, shaft attachments and furnishings. This
document together with these standards provide a complete dossier of reference material
which has never previously been available. Adoption of this technical information and the
appropriate use of risk assessment techniques should foster “Safe Drum Winding Practices”.
The Coal Mining Inspectorate is indebted to Mr Les Melane for the development of this
guideline. He has many years of experience in the design, assessment and commissioning of
drum winders and he has brought these experiences together in this document so that it is
available for the benefit of others.
The preparation of the document involved input and support from Messrs. G.Jervis and
L.Roberts (Department of Mineral Resources). Contributions were received from
representatives of coal mines and equipment manufacturers/suppliers and these are gratefully
acknowledged.
It would be expected that from time to time the document should be reviewed to reflect
current safety issues. Comments on any aspect of this guideline should be submitted in
writing to:
Leo Roberts
Coal Mining Inspectorate and Engineering Branch
Department of Mineral Resources
PO Box 536
ST LEONARDS 2065 FAX (02) 9901 8584
B.R.McKensey
Chief Inspector of Coal Mines
MDG 33
TABLE OF CONTENTS
1. SCOPE AND DEFINITIONS
1.1 Reference Documents
1.2 Scope
1.2.1 The Guide
1.3 Approval Procedures

1.3.1 Requirements
1.3.2 New or Existing Winders
1.3.3 Risk Assessment Report
1.4 Definitions
1.4.1 Drum Winder
1.4.2 Conveyance
1.4.3 Mechanical Brakes
2. ROPES
2.1 Rope Factors of Safety and Retirement

2.1.1 Winding Ropes
2.1.2 Balance Ropes
2.1.3 Stage or Scaffold Ropes
2.1.4 Guide Ropes - Factors of Safety
2.1.5 Rubbing or Buffer Ropes
2.2 General Rope Requirements

2.2.1 Rope for Use in Mine Winding Systems
2.3 Winding Ropes

2.3.1 Vertical Shaft Winding Rope
2.3.3 Drift Haulage Rope
2.3.4 Head Sheave Diameters
2.3.5 Winding Drum Construction
2.3.6 Rope Installation
2.3.7 Rope Flanges
2.3.8 Rope Overcoiling Protection
2.3.9 Rope Lubrication
2.3.10 Slack Rope Protection
2.3.11 Multi-Layer Coiling
MDG 33 Document: c:\mdg\mdg33.doc

Page 1 of 200 File Number: C95/0181
Issue A: Rev: 4 Date of Issue: 20/10/98
Prepared by: L.Melane Authorised By: L. Roberts
2.4 Guide and Rubbing Ropes

2.4.1 Guide Rope Tensioning
2.4.2 Number of Guide Ropes
2.4.3 Type of Guide Rope
2.4.4 Guide Rope Clearances
2.4.5 Guide Rope Inspection and Rotation
2.4.6 Guide Rope Lubrication
2.5 Rope Attachments

2.5.1 Wedge Type Capels
2.5.2 Rope Sockets
2.5.3 Rope Attachment Suspension Arrangement
2.6 Conveyance Attachments
2.6.1 Vertical Shafts
2.6.2 Drift Haulage
3. BRAKES AND BRAKING SYSTEMS
3.1 Design and Performance

3.1.1 Performance Criteria
3.1.2 Brake Function
3.1.3 Brake Types
3.1.4 Brake Application
3.1.5 Single Drum Winder Brakes
3.1.6 Double Drum Winder Brakes
3.1.7 Brake Locking
3.1.8 Brake Component Factors of Safety
3.1.9 Disk Caliper Brakes
3.1.10 Brake Capacity
3.1.11 Brake Operation
3.1.12 Brake Operation - Post Caliper Brakes
3.1.13 Brake Operation - Disk Calipers
3.1.14 Brake Path Condensation Contamination
3.1.15 Hydraulic Power units
3.1.16 Air Control of Brakes
3.1.17 Electro-Mechanical Actuators
3.1.18 Brake Caliper Posts
3.1.19 Drum Brake Disks
3.1.20 Effect of Drive Trains
3.2 Operation and Maintenance

3.2.1 Non-Destructive Testing of Brake Components
3.2.2 Brake Testing
3.3 Brake Calculations

3.3.1 Brake Capacity Calculations

3.4 Brake Dynamic Performance - General Comments

3.4.1 Retardation and Stopping
4. MECHANICAL EQUIPMENT - DESIGN AND CONSTRUCTION
4.1 Loads and Powers

4.1.1 Load and Torque
4.1.2 Load Cycles
4.1.3 Winding Speeds and Accelerations
4.1.4 Rope Selection
4.1.5 Torque
4.1.6 Inertia
4.1.7 Accelerating and Decelerating Torque
4.1.8 Static Torque
4.1.9 Accelerating or Decelerating Torque
4.2 Winder Drum Design

4.2.1 General Construction of Winder Drums
4.2.2 Design Methods for Drums
4.2.3 Rope Fleet Angles
4.2.4 Hawse Hole or Rope Entry Position
4.2.5 Wedges and Risers
4.2.6 Rope Vibrations
4.3 Shaft Design

4.3.1 Fatigue
4.3.2 Strength
4.3.3 Bearings
4.3.4 Shaft to Drum Connection
4.4 Gear, Gearboxes, and Couplings

4.4.1 Selection of Gearboxes
4.4.2 Gearbox Monitoring
4.4.3 Bull Gears and Pinions
4.4.4 Manual Gear Reduction
4.5 Clutches
4.5.1 Clutch Design
4.5.2 Interlocking of Clutches and Brakes
4.5.3 Clutch Factors of Safety
4.5.4 Commercial Clutches
4.6 Brake Calipers and Brake Supports

4.6.1 Calculation of Braking Torque
4.6.2 Band Brakes

4.7 Handrails and Guards, Ladders and Stairways

4.7.1 Definitions
4.7.2 Design Principles
4.7.3 Fence Design
4.7.4 Fixed Platforms, Walkways, Stairways and ladders
4.8 Foundations
4.8.1 Foundation Design
4.8.2 Headframe, Guide and Arrester Systems
4.8.3 Foundation Bolts
4.9 Headsheaves
4.9.1 Calculations
4.9.2 Head sheave support bolts and structure
4.9.3 Wheel Diameter to Rope Ratio
4.9.4 Sheave Wheel Materials
4.9.5 Headsheave Wheel Construction
4.9.6 Headsheave Design
5. DRIFT HAULAGES - DESIGN & CONSTRUCTION
5.1 General Description and Layout

5.1.1 General Parameters
5.2 Drift Profiles, Gradients and Track Layout

5.2.1 Drift Tracks and Turnouts
5.2.2 Track Tolerances
5.2.3 Rail Track Connections
5.2.4 Rail Track Support
5.2.5 Conveyance Brake System
5.2.6 Top and Bottom Ramps
5.2.7 Vertical Curves
5.2.8 Horizontal Curves
5.2.9 Multiple Seams
5.2.10 Ramps
5.3 Drift Haulage Safety Device Design

5.3.1 Inspection and Testing
5.3.2 Travel Zones and Speed Control Functions
5.3.3 Safe Coiling Monitor
5.3.4 Slack Rope Monitor
5.3.5 End of Travel Track Limits
5.3.6 End of Track Limits
5.3.7 Derail Safety Device

5.4 Drift Winder Design Requirements

5.4.1 Force Required to Move a Body On An Inclined Plane
5.4.2 Deceleration and Braking Rates
5.4.3 Rope Rollers
5.4.4 Crest Rollers
5.4.5 Drift Rollers and Rope Protection
5.4.6 Headsheave Supports and Ramp Structure
5.4.7 Winder House and Headsheave Foundations
5.4.9 Testing the Rope Capping
5.5 Manual and Automatic Drift Winders

5.5.1 Manual Winders
5.5.2 Automatic Winders
5.6 Control and Personnel Cars

5.6.1 Control Cars
5.6.2 Personnel Cars
5.6.3 General: Control and Personnel Cars
5.6.4 Conveyance Car Brakes
5.6.5 Conveyance Brakes Performance Testing
5.7 Flat-tops and Materials Transporters

5.7.1 Flat-Top Design
5.8 Environmental Considerations

5.8.1 Oil Spillage
5.9.2 Winder House
5.9.3 Rope Lubricant
6. VERTICAL SHAFT WINDERS - DESIGN & CONSTRUCTION
6.1 Requirements for Vertical Shaft Drum Winders

6.1.1 General Winder Requirements
6.1.2 Standards and Guidelines
6.1.3 Ropes
6.1.4 Brakes
6.1.5 Design of Components

6.2.1 Single Drum Man Winding
6.2.2 Single Drum Materials Winding
6.2.3 Double Drum Materials Winding
6.2.4 Shaft Sinking Winding

6.3 Guide Systems for Vertical Shaft Drum Winders

6.3.1 Fixed Guides
6.3.2 Rope Guides
6.3.3 Fixed Entry Guides
6.4 Safety Devices for Vertical Shaft Drum Winders

6.4.2 Detaching Gear
6.4.3 Overspeed and Overwind Control and Protection
6.4.4 Shaft Overwind Protection (Shaft Limits)
6.4.5 Arresting Devices
6.4.8 Balance Rope Protection
6.4.9 Conveyance Position Monitoring
6.5 Conveyances
6.5.1 Safety Monitoring for Man Riding Conveyances
6.6 Signalling and Communication
6.7 Headsheaves
6.8 Winder House Foundations and Headframes Structures
6.9 Vertical Shaft Drum Winder Ropes

6.10.1 Oil Spillage
6.10.2 Winder House
7. SHAFT SINKING WINDERS - DESIGN AND CONSTRUCTION
7.1 General Requirements for Shaft Sinking

7.1.1 Winder Requirements
7.2 Shaft Sinking Winders

7.2.1 Winder Construction
7.2.2 Overwind Protection
7.2.3 Shaft Doors
7.2.4 Interlocking
7.2.5 Winder Movement
7.2.6 Shaft Top Doors

7.3 Guide Systems

7.3.1 Guide Ropes
7.4 Kibbles and Equipment

7.4.1 Kibble Design and Construction
7.4.2 Arrestor Equipment
7.5 Stage Winders

7.5.1 Brakes
7.6 Stages and Stage Equipment

7.6.1 Stage Structure Design
8. COMMISSIONING AND TESTING PROCEDURES
8.1 New or Relocated or Upgraded Winders
8.2 Existing Winders
9. SAFETY AUDITS
9.1 Safety Audit Purpose
9.2 Safety Audit Procedures
9.3 Safety Audit Approval
APPENDICES
Appendix A1 Operational requirements for a slack rope protection system
Appendix A2 Example of system incorporating slack rope protection
Appendix B Departmental Notices

1 SCOPE AND DEFINITIONS
OVERVIEW
1.2 Scope
1.4 Definitions

1 SCOPE AND DEFINITIONS
1.1.1 Australian Standards
The following Australian Standards should be used as reference documents for

this guideline:
AS1403 Design of Rotating Steel Shafts for Fatigue

AS1426 Steel wire ropes for mines
AS1554 Structural Steel Welding
AS1554.1 Part 1:Welding of steel structures
AS1554.4 Part 4:Welding of High Strength Q&T steels
AS1554.5 Part 5:Welding of steel structures subject to high
levels of fatigue loading
AS1654 Limits and Fits for Engineering
AS1657 Fixed platforms, walkways, stairways and ladders in design,

construction, and installation
AS1318 Colours-Safety Marking
AS1710 Non-Destructive testing of carbon and low alloy steel plate-test

methods and quality classification.
AS2012 Part 2: Acoustics - Measurement of airborne noise emitted by

earth-moving machinery and agricultural tractors
AS2080 Safety Glass for land vehicles
AS3637 Underground Mining - Winding Suspension Equipment

AS3637.1 Part 1: General Requirements
AS3637.2 Part 2: Detaching Hooks
AS3637.3 Part 3: Rope Cappings
AS3637.5 Part 5: Rope Swivels and Swivel Hooks
AS3637.6 Part 6: Shackles and Chains
AS3751 Couplings and Drawbars

AS3785 Underground Mining - Shaft Equipment

AS3785.1 Part 1: Overwind Safety Catch Systems
AS3785.3 Part 3: Drum Winding Gripper Systems
AS3785.4 Part 4: Conveyances for Vertical Shafts
AS3785.5 Part 5: Headframes
AS3785.6 Part 6: Guides & Rubbing Ropes for
Conveyances
AS3785.7 Part 7: Sheaves
AS3785.8 Part 8: Personnel Conveyances in other than
Vertical Shafts
AS3990 Steelwork for Engineering Applications
AS4100 Steel Structures Code
AS4360 Risk Management
1.1.2 Safe Manriding in Mines parts 1A and 1B, parts 2A and 2B being the first and
second report of the National Committee for Safety of Manriding in shafts and
Unwalkable Outlets.
1.1.3 Coal Mines Regulation Act, 1982 No 67
1.1.4 Occupational Health & Safety Act 1983 No 20
1.1.5 NCB Codes and Rules

Minimum Standards of Fencing and Guarding
1.1.6 Department of Mineral Resources MDG 26 - Guideline for Examination,

Testing and Retirement of Mine Winder Ropes
1.1.7 Department of Mineral Resources MDG 1010 - “Risk Management Handbook

for Mining Industry”

1.2 Scope
1.2.1 The Guide
This guide is intended to assist designers and manufacturers of drum winders
by indicating parameters which will be considered in the assessment for
approval of equipment, as referred to in 1.2.1.1, 1.2.1.2 and 1.2.1.3.
1.2.1.1 Clause 7 of the Coal Mines Regulation (Shafts and Roadways -
Underground Mines) Regulation 1984, requires that a
mechanically operated winding apparatus or mechanically
operated rope haulage apparatus used at a mine for transporting
persons through any shaft or roadway be approved by the Chief
Inspector.
1.2.1.2 Clause 9(1) and Clause 11 of the Coal Mines Regulation (Shafts
and Roadways - Underground Mines) Regulation 1984, requires
that conveyances used at a coal mine for transporting persons
through a shaft or roadway, be of a type which has been approved
for the purpose by the Chief Inspector.
1.2.1.3 Clause 6(6) of the Coal Mines Regulation (Approval of Items)

Regulation by way of notice requires that all slope drift rope
haulage systems be approved by the Chief Inspector. (refer
Appendix B - Notice F34).
1.2.1.4 This guide is not intended to restrict innovative design. Where

specific values or test procedures are required in addition to, or as
alternatives to those included in this document, advice should be
sought from Inspectors of Mechanical Engineering, Coal Mining
Inspectorate and Engineering Branch of the Department of
Mineral Resources.
1.2.1.5 When specified "shall" means the requirement is mandatory if

required under existing legislation or as determined by the Chief
Inspector. When specified "should" means the requirement is
recommended.
1.2.1.6 Unless otherwise specified the appropriate Australian Standards

shall apply.
1.2.1.7 Where reference is made to a design standard, the current

published version shall be used. Where the intent of the design
standard generates a substantive difference with this Code, the
advice of the local Inspector of Mechanical Engineering should
be sought.
1.2.1.8 This guide does not in any way negate the requirements of the
Coal Mines Regulation Act 67, 1982, nor the Occupational Heath
and Safety Act, 1983, No 20.

1.3.1 Requirements
In order to gain approval for a new design, modification to existing design,
replacement or change to original approval, a formal written application to the
Chief Inspector will be required.
1.3.2 New or Existing Winders

Whilst primarily intended for the use with new drum winders, the guidelines,
where applicable, will be used as an integral part of the application assessment
process for approval of variations to existing approved drum winders (refer to
Appendix B).
1.3.3 Risk Assessment Report

Any application for primary or supplementary approval must be supported by
a creditable Risk Assessment report. The risk assessment should be based on
the document AS4360 - Risk Management and MDG 1010 “Risk Management
Handbook.”
1.3.3.1 In general the Risk Assessment will cover situations or areas where
there are no codes or standards or where variations to codes or
standards are required.
1.3.3.2 This document may be used as an aid in identifying hazards, but

should not be solely relied on for that purpose.
1.3.3.3 The application should contain a brief statement of compliance,

variation, or reason for non-compliance with each item mentioned in
this guide.
1.3.3.4 The application should contain results of tests and a statement of

compliance with all requirements in accordance with Australian or
other relevant standards, codes, or methods used.
1.3.3.5 The application should contain any further information, calculations,

drawings or other documentation considered to be appropriate in
supporting the application.
1.3.3.6 Full details covering electrical and control aspects will be required
including as may be detailed by other guidelines, codes and
standards.
1.3.3.7 Information as detailed in MDG 1010 shall be supplied.

1.4 Definitions
1.4.1 Drum winder

A shaft winding system in which conveyances, skips, kibbles, or stages are
raised and lowered by means of a single rope attached directly and winding
onto a cylindrical drum, or drums in the case of double drum winding.
1.4.2 Conveyance
Any car, carriage, cage, skip, kibble, or stage in which persons, minerals or
materials are wound through a shaft or any counterweight.
1.4.2.1 Skip
A container attached to the end of rope and operating in a shaft in
which materials are transported.
1.4.2.2 Cage
A container attached to the end of rope and operating in a shaft in
which personnel are transported. In some shafts a skip and cage
combination may be used.
1.4.2.3 Kibble (or Bucket)

A container attached to the end of rope attachments and operating in
a shaft for the purposes of transporting materials and personnel. It is
usually circular in shape. This term is commonly associated with
shaft sinking operations.
1.4.2.4 Stage
A structure attached to the end of rope attachments operating in a
shaft and supported by multiple ropes used to create a movable
working platform or platforms (usually for shaft sinking operations).
1.4.2.5 Attachments
Components used to connect the conveyance to the end of rope.
The components may include capels, pins, couplers, bars, etc.
1.4.3 Mechanical Brakes

All brakes other than electrical braking by motor control used to decelerate,
stop and hold a drum winder.


2 ROPES
OVERVIEW
2.1 Rope Factors of Safety and Retirement
2.3 Winding Ropes
2.4 Guide and Rubbing Ropes


2. ROPES
2.1 Rope Factors Of Safety And Retirement
For rope factors of safety and winder rope retirement as required by the Coal Mines
Regulation Act refer to MDG 26 - Guideline for Examination, Testing and Retirement
of Mine Winder Ropes.
2.1.1 Winding Rope
2.1.1.1 For drum winders the Factor of Safety for the transport of personnel
"when newly installed shall not be less than 10" (See MDG 26 for
calculation method).
2.1.1.2 A rope other than newly installed shall not be used for the transport
of men if its Factor of Safety falls below 8.
2.1.1.3 For drum winders the Factor of Safety for the transport of materials
"when newly installed shall not be less than 8".
2.1.1.4 A rope other than newly installed shall not be used for the transport
of materials if its Factor of Safety falls below 6.
2.1.2 Balance Ropes

When used with drum winders the Factor of Safety for balance ropes shall not
be less than 6.
2.1.3 Stage or Scaffold Ropes

For ropes used with stage drum winders the Factor of Safety for stage ropes
shall not be less than 6.
2.1.4 Guide Ropes - Factors of Safety

For ropes used as guides in vertical shafts with drum winders the Factor of
Safety shall not be less than 5.
2.1.5 Rubbing or Buffer Ropes

For ropes used as safety ropes between two conveyances or between a
conveyance and counterweight (known as rubbing or buffer ropes), and used
with drum winders the Factor of Safety shall not be less than 5.


2.2.1 Rope for Use in Mine Winding Systems

No rope that has been joined or spliced shall be used as a winding, balance or
guide rope.
2.2.1.1 All ropes shall be attached to conveyances with attachments

complying with Australian Standards (see AS3637.3 - Rope
Cappings).
2.2.1.2 When attaching the winding rope to the winder drum a minimum of
three (3) complete dead coils shall be retained on the drum at all
times.
2.2.1.3 The winder rope shall be anchored to the winder drum with a
suitable clamping device or system. The Factor of Safety of the
clamping device or system shall be not less than the rope Factor of
Safety. Spare rope stored on the drum shall not be considered as
reducing the load on the anchorage.
2.2.1.4 Sufficient allowance on the total length of winding rope must be

made for cutting rope samples for destructive testing.
2.2.1.5 For drift haulage winders it is recommended that at least 100 metres
of additional rope be provided to allow removal of damaged rope
during its service life.
2.2.1.6 For construction of typical ropes used in mine winding systems refer
to Section 2.3 of this guideline. (See also AS1426 - Steel wire ropes
for mines).

2.3 Winding Ropes
Winding ropes are classified as those ropes supporting the conveyance and directly
carrying the man and/or materials load.
These guidelines do not in any way negate the requirements of the Coal Mines
Regulation (Shafts and Roadways - Underground Mines) Regulation, 1984. For
typical winding Ropes refer to Figures 2.3 and 2.4.
2.3.1 Vertical Shaft Winding Rope

For vertical shafts the rope construction should be based on the type of
conveyance guides.
2.3.1.1 For vertical shafts with fixed wooden or steel guides guiding the
conveyance for the complete depth of the shaft, the winding rope
should be a preformed triangular (flattened) strand rope. These
ropes are highly resistant to crushing and wear, have good strength
to diameter ratio properties and a good strength to weight ratio.
2.3.1.2 For vertical shafts with rope guides, the winding rope should be
Non-Spin (locked coil) or "Fishback" Non-Spin construction for
depths exceeding 300 metres.
2.3.1.3 In all cases the rope construction for the particular application
should be referred to the rope manufacturer for final
recommendation.
2.3.2 (2.3.2 not used)

The generally accepted standard for drift haulage rope construction is
preformed triangular (flattened) strand rope of grade 1770 MPa wire. If higher
strength rope is to be used the special consideration should be given to bend
radii such as the vertical crest radius, turnout radius and rope control rollers,
crest roller diameters, etc.
2.3.4 Head Sheave Diameters

Head sheaves shall be designed to suit the winding rope strength and diameter
and construction used. Refer to AS3785.7 - Underground mining - Shaft
Equipment - Part 7: Sheaves.


2.3.5 Winding Drum Construction

Winding drums should be constructed to provide storage for the rope, and to
ensure that the rope coils and uncoils safely and correctly to the drum.
2.3.5.1 The correct Drum to rope ratio (D/d Ratio) will depend on the rope
speed and wire tensile strength. For rope speeds up to 6
Metres/second a minimum D/d ratio of 70:1 is a good guide for most
winding drums using flattened strand rope. For locked coil rope a
D/d ratio of 100:1 is recommended.
2.3.5.2 The correct fleet angle from the winding drum to the head sheave
should be maintained. For grooved drums this angle should be a
maximum of 1.5 degrees and a minimum of 0.25 degrees. This
provision is to ensure the rope will scroll away from the drum
flange. (Note that the fleet angle is the angle formed by a line from
the centre of the drum to the centre of the head sheave and a line
from the drum rope flange to the centre of the head sheave. See Fig
2.5). Refer to section 4.2.3 for further information.
2.3.5.3 For permanent drum winders the drum shell should be grooved to
suit the rope. For rope speeds up to 6 metres/second parallel
grooving with a rope cross-over section is recommended.
2.3.5.4 Refer to 2.2.1.3 for requirements of drum/rope anchor attachment.
2.3.5.5 The drum/rope anchor attachment shall be readily accessible for

routine inspections.
2.3.5.6 A harmonic analysis should be carried out to ensure that

fundamental vibrations do not coincide with the rope/drum
crossover frequency (See Section 4.2.6).
2.3.5.7 Parallel rope grooves should have a pitch spacing of Nominal Rope
Diameter plus 4%.
2.3.5.8 Parallel rope grooves should have a groove radius of Nominal

Radius of Rope plus 5%.
2.3.5.9 Parallel rope grooves should have a groove depth of no more than
10% of the rope diameter.
2.3.5.10 For parallel grooved drums the rope cross-over section should be
machined to the bottom of the grooves for a length of not less than
20 times the rope diameter.




2.3.5.11 For the correct coiling of multi-layering rope on the drum, the
position of the hawse hole, wedges and riser dimensions must be
precisely selected.
2.3.5.12 To ensure the rope is protected from nicks, all sharp edges should be
carefully removed.
2.3.6 Rope Installation

When installing new rope on the drum, the dead coils on the drum should be
tensioned to at least 50% of the working rope tension.
2.3.7 Rope Flanges

A minimum rope flange height of total rope depth plus two and a half (2.5) full
rope diameters should be maintained. This is to ensure that should two coils
pile up on the drum flange they will not fall off.
2.3.8 Rope Overcoiling Protection

To ensure that the rope always scrolls correctly, the drum should be fitted with
a device that stops the winder (by emergency braking) if the coils do not scroll
back from the drum flanges. This device is usually a beam located across the
drum which operates a switching device should the rope coil above its
maximum number of layers.
2.3.9 Rope Lubrication

Winding ropes are delivered with the rope internals lubricated. Close attention
should be paid to this lubrication process.
2.3.10 Slack Rope Protection

Slack rope can be dangerous to both personnel and equipment. It forms when
the conveyance no longer exerts a tension force on the rope allowing the rope
to become slack. This could happen if the conveyance is not freely moving,
jams, derails or malfunctions or the winder overwinds. Devices shall be
provided to detect the formation of slack rope.
2.3.11 Multi-Layer Coiling

The maximum number of rope layers should be limited to five (5) layers.

2.4 Guide And Rubbing Ropes

In vertical shafts guide ropes shall be anchored at one end and tensioned by a suitable
means at the other. The tensioning device must be capable of exerting a constant
tension to the rope due to variations of rope stretch, temperature variations and ground
movements.
In general tensioning will be by dead weights positioned in the shaft sump, or by

spring loading the rope at the top or bottom ends. Other arrangements or
combinations of tensioning the ropes may be used.
(Ref: AS3785: Part 6 - "Guides and rubbing ropes for conveyances")
2.4.1 Guide Rope Tensioning
2.4.1.1 In all cases, the tension in the ropes must be capable of being
measured and adjusted to maintain the correct tension.
2.4.1.2 In general, the selection of guide ropes is based on experience. If

guide ropes are not correctly positioned and tensioned, high
frequency forces of low magnitude are imparted to the winding
rope. The smoothest running conditions are obtained with four (4)
guide ropes fitted to one side of the cage with staggered tension
weights.
2.4.1.3 Correct tensioning of the guide ropes has been learnt from
experience. The tension required is nominally 1 Tonne per 100
metres of shaft depth up to 500 metres. Over 500 metres to 1200
metres a linear increase to 9 Tonnes.
2.4.1.4 Generally, rope guide diameters should be maintained at 40mm

minimum to 1200 metres and 50mm diameter over 1200 metres.
2.4.1.5 In some shafts the variations in shaft depth due to moisture changes
make the use of spring loaded guide ropes unacceptable. The
geotechnical conditions of the shaft should be investigated before
the selection of the tensioning device is finalised.


Depth of Shaft Size of Guide Guide Weight

(Metres) Ropes (mm) (Min. Tonnes)
A B C
0-200 30 3.0 2.5 2.0
200-400 34 4.0 3.5 3.0
400-600 38 5.0 4.5 4.0
600-800 42 6.0 5.5 5.0
800-1000 44 7.0 6.5 6.0

2.4.2 Number of Guide Ropes

In general, the number of guide ropes has been found to depend on the depth
of the shaft.
Up to 200 metres, 2 guide ropes per cage.

From 200 to 500 metres, 3 guide ropes per cage.
Over 500 metres, 4 guide ropes per cage.
2.4.3 Type of Guide Rope

In general, guide and rubbing ropes should be half locked or locked coil
construction rope. It is essential that the outer wires are large to avoid
frequent replacement due to wear, and it is preferable that all wires are rust
resistant.
2.4.4 Guide Rope Clearances

As a general rule the clearance between conveyances and the conveyances and
shaft walls should be no less than 300mm.
2.4.4.1 Should lesser clearance be required rubbing ropes should be used

between the conveyances when the clearance is between 100m to
300m.
2.4.5 Guide Rope Inspection and Rotation

Guide and rubbing ropes should be periodically examined for wear and
general condition. They should be cleaned, examined and measured at all
points liable to deterioration, and other selected positions along their length,
including those sections above and below the top and bottom landings.
2.4.5.1 The interval between these examinations should not exceed 12

months. A record should be maintained of all measurements and the
inspection and assessment comments.
2.4.5.2 Guide ropes tend to wear unevenly owing to the rubbing action of
conveyance shoes at positions where the lateral movement is
greatest (eg., entrances to the fixed guides, top and bottom
landings). Where uneven wear occurs it is usual practice to rotate
the guide ropes at intervals in order to equalise.
2.4.5.3 To minimise the effect of fatigue at a point where vibration is

arrested (at the gland), the ropes should be lifted at appropriate
intervals (through a distance of not less than 1.5 times the length
within the capping or gland) and the termination remade.
2.4.5.4 Any rotation or lifting of the guide or rubbing ropes should be

recorded in the guide rope documentation.

2.4.6 Guide Rope Lubrication

A wire rope needs lubrication both during manufacture and throughout its
working life. It also often needs a preservative, and the grease and oil used
serves both of these purposes. Once the rope has been made it is extremely
difficult to lubricate the interior. Therefore it is important that the lubrication
or greasing carried out during manufacture should be thorough.
2.4.6.1 Rope wear can be reduced to a minimum by the use of anti-wear

materials for guide slippers, and well lubricated rope.
2.4.6.2 Corrosion can be kept to a minimum by efficient lubrication, the

most susceptible being the fixing points at top and bottom. The use
of galvanised wires generally assists to overcome corrosion
problems.
2.4.6.3 Where corrosion in a shaft is considered to be a problem, the use of

half-locked coil ropes have advantages in that the resistance to
corrosion is greater since the clearances through which moisture can
penetrate are smaller.
When selecting attachments expert guidance should be sought from reputable

manufacturers and AS3637 "Underground Mining - Winding Suspension Equipment"
as a reference.
2.5.1 Wedge Type Capels

Wedge type capels are commonly used as attachments for attaching the rope to
the conveyance or guide weights used in vertical shafts (refer to Figure 2.8).
2.5.1.1 Special care should be given to the lubrication and assembly of

capels. Only lubricant recommended by the manufacturer should be
used.
2.5.2 Rope Sockets

Fluted plug and tail and white metal filled type rope (see Figure 2.9) sockets
are the preferred method of attaching the conveyance to the rope for both slope
haulage and underlay shaft winder systems.
2.5.3 Rope Attachment Suspension Arrangement

Typical arrangements of rope attachment suspension systems are shown in
Figures 2.10 and 2.11.
(Note: Figure 2.11 represents a multi-rope arrangement eg. a friction winder
but is included for completeness)


When selecting attachments expert guidance should be sought from reputable

manufacturers.
2.6.1 Vertical Shaft

Refer to AS3637 “Underground Mining- Shaft Equipment” Part 4 -
Conveyances for Vertical Shafts.
2.6.2 Drift Haulage:

Refer to Section 5.6.3.11 and AS3637 - “Underground Mining - Shaft
Equipment” Part 8 - Personnel Conveyances in other than vertical shafts” and
AS3751 - “Couplings and Drawbars.”




3 BRAKES AND BRAKING SYSTEMS
OVERVIEW
3.1 Design and Performance
3.2 Operation and Maintenance
3.3 Calculations
3.4 General Comments

3. BRAKES AND BRAKING SYSTEMS
3.1 Design And Performance
General Principle
The principle which should be adopted for all winders is that the mechanical brakes
shall be the ultimate means of retarding the winding system. The objective is that this
principle should apply even in the event of the failure of any one component.
New mechanical brakes should be arranged so that they contain no single line
component, the failure of which would prevent application of the brake, either directly
by the winder, or by a safety device. All critical connecting pins must be secured
using split pins or similar means. Grub screws are not acceptable.
3.1.1 Performance Criteria

Mine winder drum brakes must meet the following statutory performance
requirements:
• There shall be two independent mechanical braking systems. At least

one shall act directly on the winder drum.
• If one mechanical brake fails, the other shall be able to retard and stop
the winder safely before the descending conveyance, carrying the rated
load, reaches any obstruction.
• When all brakes apply, decelerations should not be so violent (greater

than 0.5 g) that personnel travelling in the conveyance are injured.
• The brakes shall not overheat or fade during an emergency stop.
3.1.2 Brake Function

Mine winder drum brakes perform three prime functions:
• service braking
• parking braking
• emergency braking.
Modern winders almost exclusively use electrical motor control for service
braking.
3.1.2.1 Service braking involves retarding or restraining the speed as

required by the operator or automatic controls.
3.1.2.2 Parking braking involves holding the load safely when the wind is
completed, or when power is disconnected for servicing or standing.


3.1.2.3 Emergency braking results in slowing and stopping the winder

before the conveyance, skip, kibble or stage, reaches the limits of
travel. It will occur when:
• the controls malfunction or control is lost
• power is lost
• an emergency stop is instigated by either personnel intervention
or some protective device signalling an operating fault.
3.1.3 Brake Types

Drum winders may have drum shoe caliper brakes of various configurations
(see Figs 3.1, 3.2 and 3.3), operating on a cylindrical brake drum, and
incorporating a dead weight or spring applied system of brake force; or a
system employing one or more disk calipers operating on a disk which
incorporates hydraulic pressure to lift the brakes and spring force to apply the
brakes.
3.1.3.1 The preferred system is multiple disc caliper brakes (See 3.1.9,
3.1.19 and Section 4.6.)
3.1.4 Brake Application

In every case brake application shall be "fail to safety".
3.1.5 Single Drum Winder Brakes

For single drum winders where persons are carried at any time, two (2)
independent braking systems shall be installed, one of which shall operate on a
brake path attached directly to the drum.
3.1.5.1 The second brake system shall not use the same brake path or disk
used by the first system.
3.1.5.2 The brake system attached directly to the drum shall always apply to
stop the winder before any second brake system applies.
3.1.5.3 Hydraulic control systems for the brake may be incorporated into an
integrated control unit provided such a unit fails to safety.
3.1.6 Double Drum Winder Brakes

When a double drum winder is used, and personnel are to be transported at any
time in the conveyance attached to one drum when the other drum is de-
clutched, both drums shall have a mechanical brake attached directly to each
drum.
3.1.6.1 The winder shall have a third brake which must be coordinated with
the main drum brakes.
3.1.6.2 The third brake system shall not use the same brake path or disk
used by the main drum brakes.


3.1.6.3 The brake systems attached directly to the drum shall

always apply to stop the winder before any third brake system
applies.
3.1.6.4 When the drums of a double drum winder are clutched the brakes
should be capable of holding the drums stationary when the loads
are balanced and the normal maximum torque is applied in either
direction by the winding motor. In the declutched condition each
drum brake should be capable of stopping the winder.
3.1.6.5 When a drum of a double drum winder is declutched, that drum

shall not be capable of rotating. An interlocking system between
brake and clutch should ensure that the brake cannot be removed
from a declutched drum.
3.1.7 Brake Locking

All winders shall be provided with an effective means of locking the
mechanical brakes in position when they are fully engaged, and these means
should be set to operate automatically in the event of the loss of power.
3.1.8 Brake Component Factors of Safety

Wherever possible, single line components should not be used for brake
linkages. When single line components are used, a minimum factor of safety
of 10 shall apply to all brake components, except in the case of screwed
threads. In this case a minimum factor of safety of 15, based on the root
diameter of the thread, shall apply.
3.1.9 Disk Caliper Brakes

When disk calipers are used to brake the winder, multiple calipers should be
used on the disk whenever possible. When selecting the type of caliper to be
used, the expected braking cycles during the life of the winder should be taken
into consideration.
3.1.10 Brake Capacity

The braking system shall be designed to bring the winder to a halt from an
overspeed emergency trip condition without damage or injury to personnel or
materials. The brake system should be designed with a margin of safety that
allows for possible deterioration of performance.
3.1.10.1 For drift haulage systems, each brake system on the winder, when
new, shall have a minimum capacity of 175% on maximum static
torque.
3.1.10.2 For vertical shaft winding, each brake system on the winder, when
new, shall have a minimum capacity of 200% on maximum static
torque.


3.1.10.3 When considering the application of braking effort, the protection of

personnel being transported is a prime concern. For emergency
braking the deceleration rate shall not be greater than 0.5g (4.9 m/s2)
and not less than 1.0 m/s2.
3.1.10.4 When winders are used to transport both personnel and heavy loads,
brakes must be designed to maintain deceleration rates within the
minimum to maximum load range.
3.1.10.5 The total Braking System must ensure that a multiplication of brake
effort from multiple brake systems cannot cause damage or injury.
3.1.10.6 For every winder transporting personnel, or being used where

personnel are working in the vicinity of the operation, brake
capacity testing and recording shall be undertaken to a pre-
determined schedule. The testing shall consist of both static and
dynamic tests of all brake systems. Records must be kept and be
available to an Inspector upon request.
3.1.10.7 The brakes shall not overheat or fade during an emergency stop to
such an extent that will cause the brakes to fail.
3.1.10.8 The brakes shall be able to retard to rest at least twice in succession,
a descending conveyance, approaching the lower limits of travel,
carrying full rated load, and travelling at the maximum speed
permitted by the overspeed device.
3.1.11 Brake Operation

Mechanical brakes shall automatically apply on:
(a) power failure
(b) overspeed on ramp control
(c) overspeed of haulage drum
(d) overspeed of conveyance
(e) overwind through limits
(f) slack rope indication
(g) rope overcoiling on drum
(h) conveyance dump brake pressure loss (Drift application)
(I) derailment of conveyance (Drift application)
(j) lost motion on gear drive train
(k) loss of system pressure in the brake control system
(l) high level drum pit flood alarm
(m) Emergency stop buttons at any station
Mechanical brakes shall also apply if initiated by a normal control stop by

driver or the control system.



3.1.11.1 The brake control system shall be designed to ensure that, in the
event of a control failure or malfunction, the system will fail to
safety. The brake control circuit shall allow the winder to complete
its cycle, but not recommence a new cycle if any of the following
occurs:
(a) brake wear indication
(b) faulty or stuck valve indication
(c) low hydraulic oil level
(d) low system pressure
(e) earth leakage alarm
(f) high temperature alarms including fire alarms
(g) low level drum pit flood alarm
3.1.11.2 If a hydraulic unit is used to control the brake system it should be

located and constructed so as to avoid contaminating the brake paths
if a spillage, leakage, burst pipe, or oil spray occurs. Oil spray from
any hydraulic leak on one brake system shall not be able to
contaminate the brake path nor affect the effectiveness of the other
brake systems.
3.1.11.3 All hydraulic lines should be shielded to provide maximum

protection to the brake path (disk) from contamination in the event
of a pipe or connection failure.
3.1.11.4 The brake path (disk) shall be protected from contamination due to
flooding. If the path (disk) is located where contamination is
possible, alarms shall be installed to indicate that flooding has
occurred, and the winder should be stopped. If the brake path (disk)
is in a pit which could flood, then the second brake system shall not
be located in that pit.
3.1.11.5 Any pit required to house the winding drum and brake path shall be
adequately drained and protected with an alarm system. If natural
drainage is unavailable because of the adjacent land levels, or other
reasons, the pit should be fitted with an automatic pump-out system
and alarms.
3.1.11.6 The foundations should be constructed such that the floor level of
the winder house is at least 150mm above the local ground level.
Where the winder house is not fully enclosed, provision should be
made to drain water away from any pit.

3.1.12 Brake Operation - Post Caliper Brakes
3.1.12.1 New linings fitted to brake shoes shall be of asbestos free material
and should have a coefficient of friction within the range of 0.30 to
0.43. Linings used for this purpose must be a type generally
acceptable, and approved for this use by the brake lining
manufacturer.
3.1.12.2 Brake engines or cylinders shall be fitted with indicators, visible for
daily inspections, to show clearly that the cylinder piston is
operating within the range of the cylinder. This indicator should
work on a safety margin of at least 10% of the cylinder stroke.
3.1.12.3 Brake engines or cylinders and their control systems should be of

such proportion and construction as to allow the brake application
time, from receipt of emergency stop signal to full brake application,
to be less than one (1) second.
3.1.13 Brake Operation - Disk Calipers
3.1.13.1 Each brake caliper shall be fitted with indicating and alarm devices
to detect brake pad wear and brake pad lift failure.
3.1.13.2 All brake caliper attachment bolts, stands and mounting posts shall
have a factor of safety of 10 or greater. Multiple bolts shall be used
for all attachment and foundation requirements.
3.1.13.3 Brake disk design should ensure that heating or expansion of the
disk caused by brake applications does not reduce the braking
capacity.
3.1.14 Brake Path Condensation Contamination

Where climatic conditions are likely to cause condensation on the brake path
of winder installations, provision should be made to prevent such
contamination. This can be achieved by heating the winder house or by fan
heating the brake path.
3.1.15 Hydraulic Power Units

A hydraulic control unit for activating the brakes shall be a fail-to-safety type
system. The control system shall be designed to ensure that, in the event of a
malfunction, the winder shall be brought to an emergency stop.

3.1.15.1 The hydraulic brake unit should include:

(a) duplicated main control valves
(b) duplicated exhaust lines from control valves to reservoir
(c) faulty control valve operation alarm
(d) low level hydraulic fluid alarm
(e) low oil pressure alarm
(f) high oil temperature alarm
(g) full flow filters of a size to ensure contaminates do not lead to
seizure of valves
(h) visual means of monitoring the power supply to individual
solenoids
3.1.15.2 The brake control circuit should allow the winder to complete its
cycle (return to ramp or docking position), but not commence a new
cycle, if any of the following events occurs during the cycle:
(a) faulty or stuck valve indication
(b) low hydraulic oil level
(c) low hydraulic oil pressure
(d) high oil temperature
3.1.15.3 Spool type main control valves should not be used in the design of
hydraulic power units. Hydraulic valves shall be designed to
minimise the potential for seizure.
3.1.15.4 The unit should be designed to confine within the unit construction,
any oil spillage, leakage, or spray, due to pipes, seals or joints
rupturing. Any collecting tray or container used for this purpose
should be easily removable.
3.1.15.5 The oil reservoir should be large enough to allow the completion of
a cycle after a low oil level alarm has been activated.
3.1.15.6 Dual oil supply pumps should allow either pump to be isolated for
removal and servicing.
3.1.15.7 Flow valves or other application components should be such as to

accurately set the necessary brake application times for the winder
to achieve the required deceleration rates. Once set, the components
should have the capacity to lock the timing in place.
3.1.15.8 The hydraulic system circuits should have all components clearly
identified. The final "as manufactured and installed" drawing
should include all brake timings set at commissioning.
3.1.15.9 To maintain security of the hydraulic unit, the control system should
be designed to be enclosed in a lockable cabinet.

3.1.16 Air control of brakes
An air pressure control unit for activating the brakes shall be a fail-to-safety
type system. The control system shall be designed to ensure that, in the event
of a malfunction, the winder shall be brought to an emergency stop.
3.1.17 Electro-mechanical actuators
3.1.17.1 When electro-mechanical actuators are used for activating the

brakes, the system shall be a fail-to-safety type. The control system
shall be designed to ensure that, in the event of a malfunction, the
winder shall be brought to an emergency stop.
3.1.17.2 Thrusters should be fitted with time delays to accurately control the
brake application.
3.1.17.3 The selected thruster actuated shoe brakes should dissipate the heat
energy from at least two (2) repeated emergency stops, without
brake fade.
3.1.18 Brake Caliper Posts
When brake calipers are mounted on brake mounting posts designed for the
purpose of stacking brake calipers, a Factor of Safety of 10 on failure, when
based on the worst brake load case, shall be used for the post design and
mounting bolt or foundation bolt design. In all cases, multiple mounting bolts
should be used.
3.1.19 Drum Brake Disks
3.1.19.1 Brake disks mounted directly on the winder drum may be welded
directly to the drum, or bolted to a drum flange.
3.1.19.2 Disks which are bolted to the drum may be split into segments to
assist mounting and reduce heat distortion problems. Split disks
should be keyed at the joint to maintain surface accuracy.
3.1.19.3 Straightness, flatness and runout tolerances on the brake disk should
be to caliper supplier recommendations.
3.1.19.4 Material used for the disk manufacture must be suitable for the
purpose and to the disk caliper supplier recommendations.
3.1.19.5 Where high speed disks are provided for emergency high speed
brakes, the disks should be dynamically balanced to the maximum
overspeed RPM.

3.1.19.6 Brake disks should be aligned and fixed to prevent side movement
in order to maintain the nominated air gaps and limit switch settings.
3.1.20 Effect of Drive Trains

Winder drive systems must be designed to allow the brakes to be easily and
accurately tested. Because of this requirement, the use of worm reduction
gearboxes in the main drive system should be avoided. If they are to be used,
documented information on reverse drive efficiencies and the effect on the
brake efficiency and testing will be required.(Refer Section 4.4 for further
details on drive train information).
3.2 Operations & Maintenance
3.2.1 Non-Destructive Testing of Brake Components

Ref: Safe Manriding in Mines, Parts 1A and 1B, 2A and 2B.
All critical brake components shall be examined at pre-determined intervals.
3.2.1.1 Non-destructive testing is one of the means of ensuring the quality

of some brake system components prior to service, by detecting
defects. These procedures include magnetic inspection, ultrasonic
testing and dye-penetrant methods.
3.2.1.2 Intervals between examinations can be influenced by a number of

factors:
• operational duty of the installation
• the stressing of a particular component
• the significance of the failure
• and the size of the acceptable imperfections.
3.2.1.3 When considering the significance of failure, it is possible to

identify, in a braking system, critical components, which may be
defined as any component, the failure of which will result in the loss
of at least 50% of braking area or force for any one brake system.
3.2.1.4 Intervals between examinations can be determined from the number

of winds per year. A wind is defined as a single journey in a shaft
or drift.
(a) Heavy Duty - more than 200,000 winds per year.
(b) Medium Duty -10,000 to 200,000 winds per year.
(c) Light Duty - less than 10,000 winds per year.

3.2.1.5 For brake components classified as critical, the frequency of non-

destructive testing should be not less than as follows:
(a) Heavy duty - 1 year between examinations
(b) Medium duty - 2 years between examinations
(c) Light duty - 3 to 5 years between examinations
Visual examination of non-critical components should be made at

the time when full non-destructive tests are made on critical
components.
3.2.1.6 At the examination all areas comprising pinned connections should

be checked for freedom of movement. All pins should be removed
and checked for wear and damage.
3.2.2 Brake Testing
3.2.2.1 Each brake of every winder shall be subjected to testing at the time
of installation.
3.2.2.2 Brake capacity testing and recording to a pre-determined schedule

shall thereafter be undertaken for every winder transporting
personnel, or being used where personnel are working in the vicinity
of operation.
3.2.2.3 The testing shall consist of both static and dynamic tests of all brake
systems. The records must be available to an Inspector upon
request.
3.2.2.4 Static brake tests shall be carried out at least once per week. For
production winders this may be required once per day.
(a) The purpose of the static brake test is to indicate the holding
capacity of the brakes. Each brake system should be tested and
the results recorded.
(b) The normal method will be to locate the conveyance at a safe

position, for example, on a surface turnout, and pull the brake
path through the brakes by applying motor torque to each brake
system in turn, until the required torque is reached or the brakes
pull through.
(c) An established method for conducting the static tests and

training operators should be documented.
(d) Static tests should only be carried out with all management
safety requirements and rules in place.

(e) Static tests should only be carried out under the direction and
supervision of a person authorised by the mine to conduct such
tests.
3.2.2.5 All winders should be equipped with facilities to record the results
of all brake tests.
3.2.2.6 A system of reporting loss of brake efficiency should be part of the

management plan in order to detect and correct any deterioration
indicated by the recorded results.
3.2.2.7 Dynamic brake tests shall be conducted at least every six months.
3.2.2.8 Dynamic brake tests should only be carried out:
(a) after static tests have been performed and the results are
acceptable
(b) with all management safety requirements and rules in place
(c) under the direction and supervision of a person authorised by

the mine to conduct such tests.

3.2.2.9 To carry out a normal dynamic brake test the following procedure
should be adopted:
Step Action
Step 1 Load the conveyance with a dead load equivalent to the

maximum person load or maximum out-of-balance person
load. (For drifts, disconnect the conveyance overspeed
device). Ensure any electrical retardation will not occur
during test.
Step 2 Position the conveyance at a point towards the bottom of

the drift or shaft, with ample margin to stop under brakes.
Step 3 Check the brake systems application timing is correct.

Adjust timings if necessary.
Step 4 With all brake systems in the operating state allow the
winder to free run to half speed, then apply the brakes by
activating an emergency stop (press button).
Step 5 With all brake systems in the operating state allow the
winder to free run to full speed, then apply the brakes by
activating an emergency stop (press button).
Step 6 With all brake systems in the operating state, allow the
winder to free fall to overspeed, letting the drum
overspeed device trip and activate an emergency stop.
Step 7 Sign and file the brake test sheets.
Step 8 Return the winder to its "ready" condition

3.3 Brake Calculations
3.3.1 Brake Capacity Calculations

Brake capacity calculations shall be required for all winders before approval is
given.
3.3.1.1 These calculations should include:

(a) percentage of static load
(b) deceleration rates
(c) deceleration times
(d) stopping distances
(e) thermal efficiencies
(f) brake component factors of safety
3.3.1.2 Information presented for system approvals should include:

(a) brake control circuit
(b) brake arrangement and type
(c) brake friction material and characteristics
(d) methods for recording brake test results.
3.4 Brake Dynamic Performance - General Comments
3.4.1 Retardation and Stopping

Each brake must be capable of retarding and stopping the winder safely before
the descending conveyance carrying the rated load reaches any obstruction.
3.4.1.1 In general the conveyance should be retarded at a minimum of 1

m/s2.
3.4.1.2 If the surface of the drum is retarded at greater than g (9.81 m/s2) in
a vertical shaft, or g*Sinα in a shaft inclined at α to the horizontal,
the ascending conveyance will over-run the rope and the rope may
be kinked or broken.
3.4.1.3 The ropes act as an elastic link between the drum and the
conveyance. If the braking effort builds up smoothly over an
appropriate period of time, deceleration at the conveyance will be
only slightly greater than the deceleration of the drum. If full
braking effort is suddenly applied, the conveyance will bounce
significantly and the maximum deceleration can be up to twice as
great as at the drum, especially in deep shafts.
3.4.1.4 Personnel cannot withstand as high an acceleration rate as materials.

A healthy, attentive person can tolerate deceleration rates of around
6 m/s2 either up or down. Personnel are is not likely to be injured if
decelerations are limited to 5 m/s2. At low speeds (less than 2.5
m/s) individuals can withstand higher decelerations.



4 MECHANICAL EQUIPMENT - DESIGN AND CONSTRUCTION
4.2 Drum Design
4.3 Shaft Design
4.4 Gears, Gearboxes, and Couplings
4.5 Clutches
4.7 Handrails and Guards, Ladders and Stairways
4.8 Foundations
4.9 Headsheaves


4. MECHANICAL EQUIPMENT - DESIGN AND CONSTRUCTION
When designing components for the winder system, establish the winder loads first.
The method of determining the loads and torques will vary depending on the type of
winder, but the principles remain the same.
4.1.1 Load and Torque
4.1.1.1 Some loads, such as the material mass, or the skip/conveyance mass,
remain constant. Other loads will vary depending on the depth of
wind, deceleration rates, or acceleration rates. Frictional and
windage forces must also be considered.
4.1.1.2 The winder design will also take into account the shaft configuration
requirements, such as depth of shaft and conveyance mass.
4.1.2 Load Cycles
4.1.2.1 The decision on the winder capacity for production winding will
depend on the colliery requirement, and will normally be selected on
the basis of a required "Tonnes per Hour" of operating time. Having
established the Tonnes per Hour required, the engineer can design
the winder to output this quantity of coal.
4.1.2.2 When designing for production (bulk) winding the aim should be to
lift as large a nett load as possible for a given output. This will keep
rope speeds and accelerations as low as possible and therefore
reduce peak loads and the RMS power required to operate the
winder.
4.1.2.3 For man riding winding, the design of the winder will be governed
by the number of personnel which the winder will be required to
transport, the size of the shaft, and the time requirements for
transportation. Man riding winders vary greatly in capacity, from
just a few personnel to up to more than one hundred in single or
multideck cages.

4.1.2.4 For drift winding of personnel and/or materials, the size of the
winder will be governed by the maximum materials load required to
be transported to the drift bottom. Modern drift winding's goal is to
transport large machinery to underground seams without having to
dismantle it. These winders have an "End of Rope" capacity of from
40 to 100 plus Tonnes. The drift winder is also designed to
transport personnel to and from the surface. It is not unusual to
transport up to 140 persons at a time in rail mounted conveyances.
4.1.2.5 In all cases, determine winder duty cycles. The duty cycles will
relate the speed and torque at specific stages of the wind, to time.
This exercise should be carried out for all variations of the winding
requirements including heavy and light loads.
4.1.3 Winding Speeds and Accelerations
Winding speeds and accelerations can vary enormously from winder to

winder. However there are acceptable ranges of speeds and accelerations
which are suitable for modern winding, and a wise designer will stay within
these ranges unless employing specific and expert advice.
4.1.3.1 Winding speeds and accelerations for bulk winding can be relatively
high. Speeds up to 15 metres/second are common in deep shafts of
up to 1000 metres. For shafts of lessor depth winding speeds will
decrease. Decelerations and accelerations of around 0.75 to 1.5
metres/sec2 are common. The designer should consider man riding
requirements where man riding cages are fitted to skips.
4.1.3.2 Winding speeds and accelerations for conveyances essentially used

for man winding should have speeds and accelerations consistent
with the comfortable transporting of personnel. Winding speeds of
4 to 6 metres/sec are common for shafts up to 500 metres. As shafts
become deeper, speeds may be increased. Decelerations and
accelerations of 0.5 to 0.75 metres/sec2 are acceptable for normal
motor control. Section 3 (Brakes and Braking Systems) covers
emergency drum brake requirements.
4.1.3.3 With drift winders the safe speed for winding depends largely on the
condition of the rail track. Modern drift haulages are located in
drifts having a drift slope of around 1 in 3.5. Steeper slopes and
unsuitable brakes on transport conveyances have created problems
stopping the conveyances in cases of runaway.

4.1.3.4 Drift haulage speeds suitable for well maintained track are 3 to 4
metres/second for man riding, and up to 2 metres/second for heavy
materials winding.
4.1.3.5 Accelerations and decelerations for drift winders should be no more

than 0.75 metres/sec2 on the drift, and no more than 0.5 metres/sec2
on the turnout.
4.1.4 Rope Selection
When designing a winding system first establish a rope size. This will be an
iterative process and will depend on the “End of Rope” mass. Until final
designs are settled, the mass of the conveyance and attachments will be
estimated. Use the required Factors of Safety (See Section 2 - Ropes) to
determine the rope size and thus the mass of the rope. Once the rope size has
been selected, attachment masses can be estimated. Cage and skip masses may
be obtained from previous jobs, from manufacturers, or from experience.

Example 4.1 Rope Selection
A vertical single drum winder is required to

carry 20 persons from the surface to an
underground seam located at 400 metres deep.
Select a rope suitable for the winder.
Mass of a miner and = 88 Kg
equipment
Factor of Safety required = 10
on rope
Mass of personnel in cage = 20*88
= 1760 Kg
Estimated cage = 4000 Kg
Estimated attachments = 200 Kg
mass
Estimated rope mass (5 =(400+15)*5
Kg/M) = 2075 Kg
∴ Mass on rope at drum =8035 Kg

= 8035*9.81
1000
= 78.8 kN
∴ Minimum rope breaking = 78.8*10

strain = 788kN
For shaft over 400 M deep use Non-rotating

rope
(Ref section 2.3.1)
From AS1426 Steel wire ropes for mines
select ø36 Gd 1770 Non-rotating rope.
Breaking Strain 891 kN Mass 5.49 kg/M.
Recalculate with actual =(400+15)*5.49

rope mass = 2278.35 Kg
Rope Mass
Total static load at drum = 8238.35*9.81
1000
= 80.82 kN
∴ Rope Factor of Safety = 891

80.82
= 11.02 > 10
Note: This rope selection will be a preliminary only selection and must be rechecked when
cage and attachment masses are finalised.

Example 4.2 Drum Parameters Selection

For a vertical single drum winder with a surface
to underground seam depth of 400 metres, select
the drum dimensions necessary to correctly coil
and store the rope.
Assume a rope diameter of 36mm

Assume a rope angle from drum to sheave of 45°
Assume the drum will have parallel rope grooves.
From Section 2.3.5.2

Fleet angle required = 1.5°
Distance from drum to sheave = 17 m
Therefore
Drum Width = 2*(Distance to sheave*Tan 1.5)
2* 17* Tan1.5* 1000 = 890.4 mm
Drum to Rope Ratio = 70

(Section 2.3.5.1)
Therefore
Minimum Drum Diameter = 70*36
= 2520mm
Pitch of rope groove = 36 + 36*0.04

(Section 2.3.5.4) = 37.44 mm
Therefore
Number grooves = 890.4
37.44
= 23.78
say = 24 grooves
Therefore Drum width = 24*37.44

= 898.56 mm
Actual fleet angle = Tan-1 (449.28/17000)

= 1.514°
Allow 3 dead coils on drum at all times
Working rope Dia = 2520 + 36 Working rope length = (24-3)*π*2.556
1st Layer = 2556 mm 1st Layer = 168.63 Metres
Working rope Dia = 2556 + 2*30.75 Working rope length = 23 * π* 2.6175
2nd Layer = 2617.5 mm 2nd Layer = 189.13 Metres
Working rope Dia = 2617.5+2*30.75 Working rope length = 24*π*2.679
3rd Layer = 2679 mm 3rd Layer =201.99
Total drum capacity with 3 Layers = 559.75 metres
Capacity required = 400+50
= 450 metres < 559.75
4.1.5 Torque
The power and torque for a drum winder can be developed from the following
requirements. The torque needed to:
• lift/lower the load at constant speed
• accelerate the load and system at a nominated acceleration rate
• decelerate the load and system at a nominated deceleration rate
• overcome frictional resistances.
When considering these torque and power requirements, keep in mind the
following:
4.1.5.1 As the “End of Rope” load is lowered or raised, the rope mass
creating torque at the drum will increase/decrease due to the change
of mass of rope hanging from the sheave.
4.1.5.2 However, since the overall rope length is constant, the

accelerating/decelerating torque due to the inertia of the rope will be
constant.
4.1.5.3 Friction resistances are expressed as:

(a) torque to overcome rope friction
(b) torque to overcome shaft friction.
4.1.5.4 Values for friction have been derived over the years by various
methods including friction formulae. However the best source of
friction values is found from experience. As a guide the following
values may be used:
Winder Type Rope Friction Shaft Friction

1. Vertical winding with rope
guides μ = .05 μ = .13
2. Vertical winding with
wooden shaft guides μ = .05 μ = .15
3. Drift haulage winding with
good drift tracks μ = .03 μ = .06

4.1.6 Inertia
To calculate the torque required for accelerating or decelerating the load and
system, calculate the system inertias first. System inertias will generally be
referred to the drum.
4.1.6.1 Inertia is the resistance of a body to being moved. Rotational inertia

is the resistance of rotating bodies such as drums, gears, head
sheaves etc., to being accelerated or decelerated (braked).
Rotational inertia, also known as the Polar moment of Inertia, Jm,
has the dimensional units Kg m² and the general equation Jm = Σ
mjrj²
4.1.6.2 To accelerate the winding system additional torque will be needed

to overcome the components’ resistance to movement.
4.1.6.3 The polar moments of inertia are related to the mass and shape of
the moving parts. To calculate the inertia for a component, such as
the winder drum, the component is broken down into smaller parts,
or segments, and the segment inertia calculated. The summation of
the individual segments becomes the inertia for the component.
4.1.6.4 In winder system design, the inertia is referred to the drum shaft in
order to establish the torque at the driving shaft.
4.1.6.5 The values for the various shapes required to establish a component
inertia can be found in standard texts or Machinery’s Handbook.
Some values will be taken directly from manufacturers’ catalogues
(such as for gearboxes, couplings, motors). The designer should
ensure that the units being used are the same.
4.1.6.6 Components not directly associated with the drum axis should have
the inertia referred to the drum shaft. Inertias of linear moving
masses will have an equivalent inertia referred to the drum shaft.
4.1.6.7 Shaft Loads include ropes, skips, cage, attachments, etc.

Inertia at Drum Shaft = Mass * Drum Radius²
4.1.6.8 Head sheaves

Inertia at Drum Shaft = Head sheave inertia *((Drum Dia)/(Sheave
Dia)²
4.1.6.9 Motor armature

Inertia at drum = Motor Inertia * gear ratio²
4.1.6.10 Gearbox inertia is normally given by the gearbox manufacturer as

the inertia at the input shaft
Inertia at Drum Shaft = Inertia Gearbox (Input) * Gear ratio2..

Example 4.3 Calculate Polar Moment of Inertia
A winder drum has been designed for a single drum winder carrying personnel to a seam
depth of 400 metres. Find the Polar Moment of Inertia for the drum. Fig. 4.4 shows a cross
section of the drum.

4.1.7 Accelerating and Decelerating Torque

Having calculated or otherwise obtained the system inertia at the drum shaft,
use the following formula to find the torque required to overcome the
rotational inertias:
T = Jmα
where: T is torque in NM
Jm is rotational inertia in KgM2
α is angular acceleration in radians/second2
4.1.7.1 Generally the required acceleration for the winder will be given at
the conveyance in units of metres/second2. These units are
converted to angular acceleration or deceleration at the drum rope
PCD.
α (Radians/sec2) = Linear Acceleration * 2 (metres/sec2)

Rope PCD
4.1.8 Static Torque

Static torque is that torque required to hold the load stationary at a nominated
depth, ignoring frictional resistances.
4.1.8.1 For vertical shafts
T = Mass (Kg) * 9.81 * Drum Radius (M)

1000
where T is torque in kNM.
4.1.8.2 For inclined shafts (drifts)
T = Mass (Kg) * 9.81 * Sin Gradient angle * Drum Radius (M)

1000
where T is torque in kNM.
4.1.9 Accelerating or Decelerating Torque

The torque required at the drum shaft to accelerate or decelerate the winder
system will be the summation of the various torques created by inertias,
frictional resistances, and static torques. With deceleration, frictional
resistances are often ignored because frictional resistances vary, and so cannot
be relied upon when considering the braking requirements of winders.
Total Torque = Static Torque + Torque to Inertia + Torque from friction.

Example 4.4 Calculate torque to accelerate system

A vertical winder has components with the following calculated moments of inertia and
masses. Find the system inertia and the torque required to accelerate the system when the
conveyance is at the bottom on the shaft. Assume a gearbox ratio of 40.16:1 and a maximum
acceleration rate of 1.5 m/s2.
Component Component Component Inertia referred to Drum Shaft

Inertia Mass Kg M2
Kg M2 Kg
Drum 10017.5 = 10017.5
Drum Shaft 1.6 = 1.6
LS Coupling 9.3 = 9.3
Gearbox 0.15 .15*40.162 = 241.92
HS Coupling 3.5 3.5*40.162 = 5644.89
HS Brake 5.2 5.2*40.162 = 8386.7
Motor 35.0 35*40.162 = 56449
Headsheave 2500.0 2500*(2520/2000)2 = 3969
Cage 4200 2278*(2.52/2)2 = 3616.6
Rope 2278 4200*(2.52/2)2 = 6667.9
Payload 1760 1760*(2.52/2)2 = 2794.17
J = Σmk2 = 97789.6 Kg M2
Angular acceleration at drum = linear acceleration * 2

Drum diameter
= 1.5 * 2
2.52
= 1.1905 Radians/second2
Additional torque to accelerate =Jα

= 97789.6 * 1.1905
= 116429.2 NM
= 116.43 kNM
Static torque at shaft bottom = static load * drum radius

= 80.82 * 2.52/2
= 101.84 kNM
Torque to overcome friction = static torque * friction coeff.

= 101.84 * .18
= 18.33 kNM
∴Total torque to accelerate =116.43 + 101.84 + 18.33

= 236.6 kNM

4.2 Winder Drum Design
The purpose of the winder drum is to accommodate the winding rope, together with
any excess or testing lengths. It also provides a secure anchorage for the rope and
allows the rope to scroll correctly on the drum.
4.2.1 General Construction of Winder Drums

Modern practice is to fabricate the winder drum using rolled steel plates for
the shell. Such drums have flexible end connections in comparison with rigid
end connections (with much stiffening) used in older drum construction. (See
Section 2.3.5 for a guide to sizing the drum for the selected rope).
4.2.1.1 Fabricated drums are normally in mild steel plate. Plates shall be
certified free from laminations and inclusions. Any inclusions
present at the time of rolling are likely to become laminations during
rolling, and the plate could be rejected after much of the work has
been done.
4.2.1.2 Before any machining commences the fabricated drum should be

stress relieved and all major welds ultrasonically proved.
4.2.1.3 The brake disc path may be welded or bolted to the drum. Both
methods have been successfully used. Currently drum design
favours the bolted-on approach.
4.2.1.4 The brake disc material should normally be Grade 350 steel. Other
steels of equivalent or greater hardness may be used, depending on
the brake forces and thermal requirements of the brake system.
4.2.1.5 Give special attention to the shell-to-endplate connection and the

method used for welding. The connection must be flexible enough
to avoid weld cracking.
4.2.2 Design Methods for Drums

Use an acceptable stress analysis method to calculate drum design stresses. A
procedure known as the Atkinson and Taylor method has been successfully
used to design many winder drums using flexible endplate practice.
4.2.2.1 For Grade 250 steel a maximum shell compressive stress of 150
MPa should not be exceeded.
4.2.2.2 For Grade 250 steel bending stresses in the shell should not exceed
40 MPa, and bending stresses in the end plates 60 MPa.


4.2.3 Rope Fleet Angles

The width of the drum between the rope flanges will be governed by the
required fleet angle to give correct scrolling of the rope. Excessive fleet angle
results in abrasion of the rope and of the rope grooves. Insufficient angle may
lead to the rope overcoiling against the rope flanges.
4.2.3.1 For grooved drums and triangular strand or non-spin ropes the fleet
angle should not exceed 2 degrees and an angle of 1.5 degrees is a
good working angle.
4.2.3.2 For ungrooved drums use a maximum fleet angle of 1.5 degrees.
4.2.3.3 In the case of locked coil ropes the fleet angle should not exceed 1
degree 20 minutes.
4.2.4 Hawse Hole or Rope Entry Position

The rope is passed from the rope anchorage position, usually inside the drum
endplate, to the first coil through a hole formed in the drum shell and known
as the hawse hole. It is important that the correct position and side of the
drum be determined for the hawse hole.
4.2.4.2 Where the centre of the sheave falls to one side of the drum rather
than on the centerline of it, the hawse hole on that side should be
used, irrespective of what hand of lay the rope is. The arrangement
should also be such that the number of unused turns of rope on the
drum is sufficient to cause the live turns of rope to always be on the
side of the drum beyond the sheave centreline with respect to the
hawse hole in use.
4.2.4.3 Always design hawse holes so that the rope enters the drum without
sharp turns. All corners and sharp edges should be removed to
avoid damage to the rope by nicking or crushing.
4.2.5 Wedges and Risers

To avoid abrasion of the rope on its first turn, fit a steel rope wedge against the
flange in front of the hawse hole. When the rope fills the first layer and starts
to return on the second layer, the rope will be lifted. At this point severe
crushing can occur. To prevent this a steel riser is fitted to the flange and
drum shell to lift the rope.
4.2.5.1 Wedges and risers should be approximately 20 rope diameters long.

Courtesy Haggie Steel Ropes Limited

4.2.6 Rope Vibrations

Transverse vibrations or oscillation of the rope between the headsheave and
the drum is a problem sometimes encountered on drum winders when
operating with multi-layers of rope. These oscillations may occur during
some part of the winding cycle. It is always good practice to check for these
oscillations in the design stage, since they are difficult to overcome once the
winder is in place.
4.2.6.1 The frequency of the fundamental vibrations may be measured from
ω = 1 √F
2Lc √m
where ω = fundamental frequency in cycles/sec

Lc = distance from headsheave to drum in metres
F = tension in rope in metres
m = mass per unit length of rope in Kilograms/metre
4.2.6.2 Ensure that the impulses from the turn cross-overs on the drum do
not coincide with the fundamental frequency of the rope. Second
and third harmonics should also be checked where higher rope
speeds are being used.


4.3 Shaft Design
4.3.1 Fatigue
Shaft design for winder drums will generally accord with AS1403 - Design of
Rotating Steel Shafts For Fatigue. Use the maximum acceleration or braking
loads.
4.3.1.1 In shaft design examine torque, bending moments, and axial loads,
and any combination of loads. All loads should be considered,
including normal working, accelerating, braking, heavy materials,
erection, and special heavy lift loads.
4.3.1.2 Use a fatigue factor of 1.3 when designing the shaft.
4.3.1.3 In general, the shaft material should be 1040 or 1045 grade steel.
This provides an economical shaft with good fatigue and machining
properties. Steels having higher tensile properties may be used but,
unless designing for strength, there is little economic or engineering
gain.
4.3.1.4 Generally the shaft will be designed on the maximum peak loads
calculated from acceleration and braking loads, as defined by
AS1403. Consider using a cumulative fatigue damage calculation
when determining the effects of a small number of heavy loads on
the fatigue life of the shaft.
4.3.1.5 Check shafts for deflections to confirm that bearing selection is

within deflection tolerances. High speed shafts require additional
attention to ensure vibrations are kept within limits.
4.3.2 Strength
Check shafts for strength. The winder shaft should resist the breaking strain of
the rope plus 20% without permanent deformation.
4.3.3 Bearings
Select shaft bearings using normal bearing selection procedure.
4.3.3.1 Calculate bearing life based on the life of the winder and on a safety
factor that ensures overall system reliability.
4.3.3.2 To minimise fatigue problems check bearing housings, housing caps

and housing hold down bolts for strength, using the minimum rope
break strength plus 20% without failure.


4.3.3.3 Wherever possible use four (4) housing bolts and cap screws. Always
record and correctly implement bolt and cap screw tightening torques (refer to
Section 4.10).
4.3.4 Shaft to Drum Connection

Where possible avoid using keys to connect shafts to drums preference is for
bolted connections (refer to Section 4.10). When keys are used check them for
both fatigue and strength.
4.3.4.1 Keys fitted to winder shafts should be a tight side fit to avoid
fretting caused by any inertial movements of masses.
4.4 Gears, Gearboxes and Couplings
Using gears and/or gearboxes in the winder drive system is a common method of
speed reduction/torque increase for the winder drum. Some contemporary large
winder designs, however, eliminate the gearbox or gears and couple the motor
armature directly to the drum shaft. Technological advances also allow the armature
to be built inside the drum. However, these techniques are not yet common, and
should only be used where the manufacturing experience is available.
4.4.1 Selection of Gearboxes

Ratings of gearboxes for use with drum winders should be based on both a
fatigue and a strength basis.
4.4.1.1 The fatigue and strength ratings selected for gearboxes or gears
should be based on either the maximum peak loading due to
acceleration or braking, or preferably, on a cumulative fatigue
damage analysis that takes into account all load cycles, including
any heavy lift or abnormal load conditions.
4.4.1.2 A service factor for durability of 1.5 should be a minimum for

winder gears and gearboxes.
4.4.1.3 A service factor for strength of 1.75 should be a minimum for

winder gears and gearboxes.
4.4.1.4 Select a service life of 40 years as a minimum for winder gears and
gearboxes.
4.4.1.5 Give special consideration to the thermal rating of hardened and

ground gearboxes. Where possible, gearboxes should be sized to
avoid using external cooling systems.

4.4.2 Gearbox Monitoring

Gearbox monitoring is recommended for automatic winders. Sensors should
be used to monitor:
(a) High lubricating oil temperature
(b) Low lubricating oil level
(c) High bearing temperature
4.4.3 Bull Gears and Pinions

When bull gears and pinions are used as the final reduction drive gears, service
factors for fatigue should be 1.5 minimum. Service factor for strength should
be a minimum of 1.75.
4.4.3.1 Adequately seal gears and pinions to prevent lubrication splash and
contamination of brake discs.
4.4.3.2 Shaft sections of the gear pinions should have sufficient strength to
resist rope break plus 20% without failure.
4.4.3.2 Select bearing housings, caps and bolts to resist rope break plus
20% without failure.
4.4.4 Manual Gear Reduction

Avoid gearboxes with manual gear changing for heavy material loading. If
gearboxes are fitted with high/low reduction gear change, the gear change
mechanism should be positively locked into position, and should be
interconnected with the low speed brakes to ensure that the gearbox change
mechanism cannot be moved out of gear unless the low speed brakes are
locked on. (See Brake testing - Section 3)

Example 4.5 - Selection of a gearbox for winder duty
Calculate the values for the Torque-Speed-Time duty cycle for a single drum winder winding
to a seam depth of 400 metres with a load of 20 persons. Assume 40 cycles per day for a 7
day per week operation over a period of 40 years. Assume an acceleration and deceleration
rate of 1.5 metres/second2 and a maximum speed of 4 metres/sec. The conveyance will creep
out of and into the fixed guides at 1 metre/second for a distance of 5 metres.
Values for each section of the cycle will be calculated and presented in a table as follows:
Descending Drum RPM Time (Sec) Distance (M) Torque (kNM) Total Hours
Section 1 0 0 41.75
Acceleration 7.58 0.667 0.33 41.72 108.20
Section 2 7.58 93.04
Const. Speed 7.58 5.667 5.33 93.38 811.12
Section 3 7.58 41.38
Acceleration 30.31 7.667 10.33 41.04 324.45
Section 4 30.31 93.72
Const. Speed 30.31 101.835 389.67 119.46 15276.28
Section 5 30.31 235.89
Deceleration 7.58 103.835 394.67 236.23 324.45
Section 6 7.58 119.80
Const. Speed 7.58 108.835 399.67 120.14 811.12
Section 7 7.58 236.56
Deceleration 0 109.502 400.00 236.60 108.20
Ascending
Section 8 0 0 236.60
Acceleration 7.58 0.35 236.56 108.20
Section 9 7.58 120.14
Const. Speed 7.58 5.667 5.33 119.79 811.12
Section 10 7.58 236.23
Acceleration 30.31 7.667 10.33 235.89 324.45
Section 11 30.31 119.46
Const. Speed 30.31 101.835 389.67 93.72 15276.28
Section 12 30.31 41.04
Deceleration 7.58 103.835 394.67 41.38 324.45
Section 13 7.58 93.38
Const. Speed 7.58 108.835 399.67 93.04 811.12
Section 14 7.58 41.72
Deceleration 0 109.502 400.00 41.75 108.20
Σ = 219 Sec Σ = 35527 Hrs

Note: Total hours @ 40 cycles/day = 40 * 219 * 40 * 365
for 40 years 3600
= 35527 Hours (continuous life)

Example 4.5 (Continued)
The duty cycle for the winder may be presented with the Torque-Speed-Time graphs taken
from the previous table. Selection of the gearbox can now be based on a cumulative fatigue
damage calculation. For a commercial gearbox, the gearbox rating is normally given with a
life rating of 20000 hours with a service factor of 1. An equivalent torque rating can be
obtained from table Ex 4.5 for 20000 hours equivalent life.
Equivalent life Design Torque and Speed analysis

Component reference: Selection of gearbox
Data for cumulative fatigue analysis -

Step No Total Time Speed In Speed Out Torque In Torque Out
Hours RPM RPM kNM kNM
1 108.2 0 7.58 41.75 41.725
2 811.12 7.58 7.58 93.04 93.38
3 324.45 7.58 30.31 41.38 41.04
4 15276.28 30.31 30.31 93.72 119.46
5 324.45 30.31 7.58 235.89 236.23
6 811.12 7.58 7.58 119.8 120.14
7 108.2 7.58 0 236.56 236.6
8 108.2 0 7.58 236.6 236.56
9 811.12 7.58 7.58 120.14 119.79
10 324.45 7.58 30.31 236.23 235.89
11 15276.28 30.31 30.31 119.46 93.72
12 324.45 30.31 7.58 41.04 41.38
13 811.12 7.58 7.58 93.38 93.04
14 108.2 7.58 0 41.72 41.75
S-N slope index P for component material 3.5
Analysis output -
Design torque = 129.307 kNM Design speed = 30.31 RPM
Design hours = 20000 Design KW = 410.397
(Cumulative fatigue calculation courtesy MECH-PAK™ software)

Gearbox rating Durability = 410.4 * 1.5
= 615.6 kW with Service factor 1.5
Strength = 410.4 * 1.75
= 718.2 kW with Service Factor 1.75
Peak Torque = 236.6 * 2
= 473.2 kNM with Safety Factor 2

4.5 Clutches
The normal method of changing levels for double drum winding is to declutch one
drum and turn the declutched drum to relocate the conveyance to a different level.
This is achieved with a toothed clutch. The clutch housing is attached to the winder
drum. The clutch body slides on the shaft. When considering clutches associated
with winders, this is the main purpose of the clutch, however other component areas
such as gearbox clutches may also be required. The standard clutch design principles
apply to all toothed clutches.
4.5.1 Clutch Design

Design the clutch to acceptable clutch design principles. Winder clutches are
normally designed using involute or straight splines. If using involute splines,
the standard DP (Inch) or Module (Metric) system shall be adopted.
4.5.2 Interlocking of clutches and brakes

Before the winder drums can be declutched, the drum brakes on the declutched
drum must be positively locked on. (See Section 3 - Brakes).
4.5.3 Clutch Factors of Safety

If a winder drum clutch fails, the winder drum brake will be the means of
arresting the conveyance. Drum brakes would be activated by the drum
overspeed and broken shaft control system which must be independent of a
clutch failure. Therefore the factors of safety required for the clutch should
regarded as being the same as those required for the shaft, i.e. 1.3 on fatigue
rating and a minimum of 2 on strength.
4.5.4 Commercial Clutches

If a commercial clutch unit is being selected the clutch should use a service
factor of 2.0 for vertical winders and 1.75 for drift winders. In all cases the
strength of the clutch should be checked against the worst possible load.

Photograph - Double Drum Clutch Arrangement

Modern drum winders use disc brake calipers in single or multiple units acting on a
brake disc which is attached directly to the drum by a bolted or welded connection.
Older winders have various configurations of brake paths, posts, and brake
components. In all cases the brake must apply a braking torque to the drum, and
hence the rope, to stop the conveyance and winder system in a controlled manner
within the requirements of the statutory authority (See Section 3 - Brakes and Braking
Systems).
4.6.1 Calculation of Braking Torque

Various texts are available on brake torque calculation. The brake torque
calculations should be supported by available literature on the frictional and
thermal properties of the brake lining material being used. Factors of safety
for brake components and capacity should be as given in Section 3. Post
caliper brakes shall act in both directions.
4.6.2 Band Brakes

Band brakes are normally unacceptable for drum winders, however, some
band brakes still exist on extremely slow moving stage winders. In most cases
these brakes are uni-directional. On smaller units the efficiency of the brake is
lowered substantially by the stiffness of the brake band and calculations
should reflect this.


4.7 Handrails, Guards, Ladders, Stairways
All equipment, machinery, moving components, etc. supplied as component parts or

as complete units, when finally commissioned and ready for service, shall be provided
with adequate guards, railing and fences, ladders, platforms and stairways, to ensure
the protection of operators, service personnel, inspectors, and any other person
involved in the operation and maintenance of the winder, haulage or associated
equipment.
4.7.1 Definitions (Ref: NCB Codes and Rules for Minimum standards of fencing
and guarding)
4.7.1.1 "A Fence is a barrier of finite height mounted on the ground or floor
which deters persons from access to particular areas, machines, etc.
(Note: A mesh covered or solid fence installed in accordance with
"reach curves" is classified as a guard)."
4.7.1.2 "A Guard is a barrier which prevents persons from being in contact
with or within dangerous proximity of particular parts of machines,
etc."
4.7.1.3 "A Permanent Guard or Fence is one forming an integral part of the
machinery, equipment or site, or secured to it by mechanical
fasteners."
4.7.2 Design Principles

The following principles shall be observed in the design of all guards and
fences.
4.7.2.1 Guards shall be designed and positioned, so far as is reasonably

practicable, to protect personnel from hazard.
4.7.2.2 Guards shall be designed to take into account the practical

considerations that will arise in service.
4.7.2.3 To maintain observation and ventilation, guards should normally be

made of a mesh material, suitably protected at the edges. However
in some cases a solid guard may be preferable.
4.7.2.4 The mesh material shall be of a type which resists distortion and
adequately maintains its original aperture dimensions throughout its
service life.
4.7.2.5 Guards shall be provided with sufficient joints or other features to

facilitate initial installation and subsequent maintenance operations.

FIG. 1 - Reasonable reach curves for guards of different heights.

Based on Table 2
The reach curves (Fig. 1) are interpreted as follows: to calculate the guard distance for a
dangerous part 1200 mm from the floor or working platform, follow a horizontal line from
the point 1200 mm on the vertical axis until it intersects the reach curves, each of which is
marked with the height of the guard to which it applies. The distance of reach can now be
read off on the bottom scale, vertically below the point of intersection. Thus, the 1300 mm
line intersects the reach curve for a guard 1600 mm high at a point 750 mm which is the
distance of reach.
Ref: NCB Codes and Rules for minimum standards of fencing and guarding

4.7.2.6 Where practicable the design shall enable safe lubrication without
removing the guard. Where this is impracticable, arrangements
shall be made to ensure that lubrication can be achieved without
danger (e.g. for the machinery to be stopped).
4.7.2.7 Where it is necessary to carry out routine adjustments with

machinery in motion, the design shall allow for this without the
need to remove the guard.
4.7.2.8 Guards shall be designed so that individual sections have adequate

strength and stiffness for transporting and installing, and when in
use are sufficiently robust to retain their shape and designed
clearance from moving parts. This may be achieved either by
using mesh or plate of adequate inherent stiffness, or by using
lighter mesh or plate with suitable additional stiffening.
4.7.2.9 All metallic guards shall be protected against corrosion to a

standard appropriate for the application.
4.7.2.10 Where sheet metal is used it shall be a minimum thickness of

1.5mm. Adequate ventilation must be provided.
4.7.3 Fence Design

The following additional general principles shall be observed in the design of
a fence for safeguarding machinery.
4.7.3.1 The height of the fence and the clearance from any moving parts
shall comply with reach curves Figure 1 and dimensions from
Table 2.
4.7.3.2 Where panels are attached to one side of a supporting structure

they shall be on the side of the structure away from the machinery
so that, if the panels are dislodged, they will tend not to fall on to
the machinery.
4.7.3.3 When determining the safe distance needed for access prevention
to dangerous points by persons reaching over a guard, the
following factors shall be taken into account:
• height above the ground at nip point (a)

• height of the horizontal edge (b)
• horizontal distance to the edge from the nip point (c)
• reaching distance (G) - 850mm.

TABLE 1
Relationship of mesh sizes to minimum clearances between guard and moving part.
Standard wire Diameter (mm) Mesh size Minimum clearance

gauge from inside of guard
to moving part
Main Cross Main Cross mm in mm in

16 16 1.60 1.60 12 x 25 1/2 x 1 20 2/4
14 14 2.00 2.00 12 x 12 1/2 x 1/2 20 2/4
12 12 2.50 2.50 12 x 76 1/2 x 3 20 2/4
25 x 25 1x1 80 3 1/4
25 x 50 1x2 80 3 1/4
10 10 3.15 3.15 12 x 12 1/2 x 1/2 20 2/4
12 x 25 1/2 x 1 20 2/4
12 x 76 1/2 x 3 20 2/4
25 x 50 1x2 80 3 1/4
50 x 50 2x2 80 3 1/4
8 8 4.00 4.00 25 x 25 1x1 80 3 1/4
25 x 50 1x2 80 3 1/4
50 x 50 2x2 80 3 1/4
6 6 4.50 4.50 50 x 50 2x2 80 3 1/4
Notes
1. The above table shows rectangular and square mesh sizes that are included in NCB
Specification No. 575 ‘Welded Steel Fabric for Machinery Guards’.
2. The use of rectangular or square mesh sizes in excess of 50 mm for machinery guards
is not recommended except where the other dimension is less than 20 mm.
3. Should it be necessary to use a mesh shape that is other than square or rectangular
then the minimum clearance from the inside of the mesh to the nearest moving part
should be determined in the following manner:
(i) if a 12 mm diameter bar will not pass through the mesh aperture then the
clearance shall be a minimum of 20 mm;
(ii) if a 12 mm diameter bar will pass through the mesh aperture then the
clearance shall be a minimum of 80 mm;
(iii) mesh with an aperture through which a rectangular probe 20 mm x 46 mm will
pass shall not be used.
4. Where woven wire mesh is used for machinery guards then the mesh should be firmly
attached to a suitable rigid frame such that the mesh aperture dimensions are
adequately maintained.
5. The use of expanded metal is acceptable for machinery guards provided that all sharp
edges are eliminated.

TABLE 2 REACH TABLE:

Safe distance needed for prevention of access to dangerous points by reaching over a guard
Height of edge 2400 2200 2000 1800 1600 1400 1200 1000
of guard b
Height of
nip point Horizontal distance, c, from nip point
above ground a
2400 - 100 100 100 100 100 100 100

2200 - 250 350 400 500 500 600 600
2000 - - 350 500 600 700 900 1100
1800 - - - 600 900 900 1000 1100
1600 - - - 500 900 900 1000 1300
1400 - - - 100 800 900 1000 1300
1200 - - - - 500 900 1000 1400
1000 - - - - 300 900 1000 1400
800 - - - - - 600 900 1300
600 - - - - - - 500 1200
400 - - - - - - 300 1200
All dimensions in millimetres G = 850 mm
§ Extracted from ISO/TR 5045-1979 (E)

• Dimension b should not be less than 1000 mm because of the risk of falling into the
danger zone.

4.7 Handrails, Guards, Ladders, Stairways (continued)
4.7.4 Fixed platforms, walkways, stairways and ladders

Wherever personnel require access to or from landings, headframes, sumps,
floorways, shafts; emergency access to or from conveyances, or other; when
there is a need to load or unload personnel, or where people may be engaged
in inspections or maintenance, then platforms, walkways, stairways and
ladders shall be provided.
4.7.4.1 All ladders, platforms, stairways and walkways shall conform to

AS1657 - Fixed platforms, walkways, stairways and ladders -
Design, construction and installation.
4.7.4.2 When designing ladders, platforms, stairways and walkways, allow

for the safe removal of injured personnel.

4.8 Foundations
4.8.1 Foundation design

Foundation design for winder drums, associated machinery, headframes and
headsheave supports, and rope roller supports including crest and side guide or
turnout roller support structures should be undertaken, and/or checked by a
competent civil design engineer.
4.8.1.1 A complete set of foundation calculations and drawings, certified

by a person accredited to do so, should be provided for the colliery
record system.
4.8.1.2 The foundation design shall be carried out to the current relevant
Australian Standard civil and structural codes.
4.8.2 Headframe, guide and arrester systems

Headframe, guide systems and arrester system foundation design shall note the
requirements of AS 3785 Parts 1 to 8.
4.8.2.1 For single rope drum winders and for drift winders, the foundations
for drums and head sheaves shall allow for the maximum rope
break condition plus 20% without failure of either the concrete or
steel support structure. For this condition failure means "no longer
able to be used to support the winder working loads".
4.8.2.2 For all drum winders, foundation bolts shall be capable of resisting
all fatigue loading cycles, and shall consider the maximum rope
break condition plus 20% without permanent failure. For this
condition failure means "no longer able to support the winder
working loads".
4.8.3 Foundation bolts

All foundations shall use multiple foundation bolts to transmit loads to mass
concrete.
4.8.3.1 Bolt calculations for both fatigue loadings and rope break or
strength loadings shall be included in the foundation calculations.
4.8.3.2 Bolt tightening torques shall be included in the calculations.

Foundation design should consider maximum bolt loadings
transmitted to the mass concrete by bolt tightening to a maximum
torque of 0.65 * proof stress of bolt material.


4.9 Headsheaves
The general requirements for headsheaves used for drum winders are compiled in
AS3785 Part 7 - 1993 for the sheave, sheave shaft and bearings.
4.9.1 Calculations
4.9.1.1 Appendix A of AS3785.7 gives constructional proportions for rim

sections for both plain rims and rims with inserts. Calculations
should substantiate the use of these dimensions.
4.9.1.2 Design calculations shall be provided for both fatigue and strength
considerations. Strength calculations shall assess the rope break
condition and shall evaluate the rope forces at rope break condition
plus 20% without failure of any sheave assembly component. For
this condition failure means "no longer able to support the winder
working loads".
4.9.2 Head sheave support bolts and structure

Head sheave support bolts and the support structure design should encompass
the fatigue loads and the rope breaking loads.
4.9.2.1 When calculating stresses in the sheave components, always base

stresses on the maximum worn condition for the head sheave rim.
4.9.3 Wheel Diameter to Rope Ratio

In general the sheave wheel diameter to rope diameter ratio is the same as that
required for the drum.
4.9.3.1 In the case of sheaves for vertical drum winders using triangular
stand ropes this can be from 70:1 to 100:1.
4.9.3.2 In drift haulage winders where the angle of wrap is low, the wheel
to rope diameter ratio may be as low as 50:1 for triangular strand
ropes.
4.9.3.3 In all cases the final wheel to rope diameter ratio should be
checked with the rope manufacturer to ensure final suitability.



4.9.4 Sheave Wheel materials

Materials for the wheel construction will depend on the type of manufacture.
Sheave wheels may be cast in either steel or meehanite (or SG iron) or be
fabricated from rolled steel and flat plate. Grey cast iron is not considered
suitable for sheave wheels and should be avoided.
4.9.4.1 See AS3785.7 for the testing of sheave materials.
4.9.4.2 The most appropriate material for sheave wheel shafts is Grade
1040 or 1045 steel. Little economical or engineering advantage is
gained by using higher tensile grades of steel.
4.9.5 Headsheave Wheel Construction

The headsheave wheel construction may vary with the type of duty required.
4.9.5.1 Flat plate construction consists of a profiled circular steel plate

with the rope groove machined in the outer circumference. The
wheel may be lightened to reduce inertia by profile cutting the web
area to form spokes or lightening holes. Bosses are added to build
up the hub to provide stability and reduce shaft stresses. If welding
processes are used the sheave should be stress relieved. These
sheaves are used for slow speed, non-production requirements such
as stage winders.
4.9.5.2 Cycle spoke type headsheaves consist of a cast rim and hub with
steel bars integrally cast into the hub and rim to form spokes. This
type of wheel has been popular for production winding for many
years due to its low inertia.
4.9.5.3 Cast meehanite or cast steel construction wheels may be either

single piece or split halves which are machined, keyed and bolted
together. Split type sheaves are used when large diameter sheave
size becomes a transport problem.
4.9.5.4 Fabricated sheave wheels using a combination of a cast rim and

hub and cold rolled steel section for the spokes are common.

4.9.6 Headsheave Design

Headsheave design is in three sections: the wheel, the shaft and the hub.
AS3785.7 covers many of the design requirements.
4.9.6.1 The static design load should be the design rope break load (the
rope break load * 1.2). This should include the effects of the fleet
angle.
4.9.6.2 For static design the combined stress should not exceed 0.9 * yield
stress.
4.9.6.3 For static design the combined buckling stress should not exceed
0.9 times the Euler buckling stress for components in compression.
4.9.6.4 For fatigue design assess the effects of the fleet angle and groove
misalignment, along with any dynamic or vibrational loadings.
4.9.6.5 Calculate the maximum allowable fatigue stress using a rational

analysis method (e.g. Goodman diagram) and allowing a fatigue
reserve factor of 1.3.
4.9.6.6 The bearing stress between the rope and the rim groove at the
maximum working load should not be greater than 3.1 MPa. A
general figure of 2 MPa is often used.
4.9.6.7 See AS3785.7 for the required shaft design. Limit shaft deflection
to 1 in 2000 at the maximum working load.
4.9.6.8 See AS3785.7 for bearing design and life requirements.

5. DRIFT HAULAGES - DESIGN & CONSTRUCTION
OVERVIEW
5.2 Drift Profiles, Gradients and Track
5.7 Flat-tops and Materials Transporters

A drift haulage is a system of shaft winding in a declined shaft or tunnel, the gradient of
which does not exceed 1 in 3. The drift haulage winder is a single drum winder hauling
conveyances which travel on rail tracks in the inclined shaft.
The drift haulage has a slope inclined to the horizontal. Therefore the rope must be
supported by rollers for the complete distance from the drum to drift bottom. Any
horizontal curves must be equipped with both horizontal and vertical rollers to control
and protect the rope.
5.1.1 General Parameters

To maintain some uniformity of drift haulage parameters the following
parameters are established and generally accepted in the coal industry.
5.1.1.1 The general drift gradient for personnel and materials winding is 1 in
3.5
5.1.1.2 The rail used for the drift track should be AS1085 41Kg/M rail.
5.1.1.3 The standard track gauge for drifts should be 1067mm. This is the
measurement between the inside head of the rails.
5.1.1.4 The standard rope for drift haulage use is preformed triangular
(flattened) strand rope of grade 1770 MPA wire (see clause 2.3.3).



5.2 Drift Profiles, Gradients and Layout
5.2.1 Drift Tracks and Turnouts

Before beginning the final design position the winder, headsheave, top ramp and
turnouts in relation to the portal. Determine the length of ramp needed and the
turnout configuration by the length of trains and the storage or parking turnouts
required.
5.2.2 Track Tolerances

To maintain the drift track in an acceptable condition, consider using the
following tolerances:
5.2.2.1 The tolerance on the straight track rail gauge (including wear) should
be -0.00 to +5mm. On curves the tolerance may be increased to +5 to
+10mm to prevent the possibility of derailment. The tolerances may
be varied in accordance with the drift transport track braking system
used.
5.2.2.2 The tolerance on the rail head width should be 0.00 to -4mm. (i.e. a
4mm wear allowance).
5.2.2.3 The maximum deviation in height across the track on straight sections
shall be 10mm from the horizontal.
5.2.2.4 The maximum allowable twist over any 5 metre length of track should
be 10mm.
5.2.3 Rail Track Connections

Any standard rail connection may be used. In general this will be bolted
connections with fishplates, but rails may be butt welded.
5.2.4 Rail Track Support

Track will be supported in the drift on hardwood, concrete or steel sleepers. On
ramp sections the track may be fastened to concrete ramps using steel sleeper
plates and Pandrol clips.
5.2.5 Conveyance Brake System

When selecting the rail mounting and rail connection consider the type of
conveyance brake dump system being used.
5.2.5.1 If pad type dump brakes are in use or to be used then the rail
connection should ensure the top surfaces are flush. If rail grip type
brakes are used such as FRANLANE brakes, rail connecting fish
plates must not protrude above the rail head.
5.2.5.2 Where top ramps have the walkway surface level with the rail leave a
sufficient gap adjacent to the rail head to allow the dump brakes to
fully engage the rail.

5.2.6 Top and Bottom Ramps

The slope has a top and bottom section of lessor slope than the drift proper, to
allow for the loading/unloading of personnel and materials.
5.2.6.1 The top ramp section is outbye of the portal and has sufficient distance
to accommodate the train, the top turnout curve, any over-run required, and
sometimes the head sheave support.
5.2.6.2 The top ramp is constructed from concrete or steel fabrication, or a

combination of concrete and steel. The top ramp gradient may vary
from a gradient of 1 in 15 to 1 in 12 for manually operated winders, to
a gradient of 1 in 12 to 1 in 8 for automatic winders. The steeper
gradient on automatic winders is required to ensure adequate
acceleration of the loads down the top ramp.
5.2.6.3 Fit the top ramp with the following safety devices:
1st overtravel limit device
End of Track limit device.
Note: These limits are required in addition to any drum limits on the
winder.
5.2.6.4 The distance from the first overtravel limit device to the end of track
must be sufficient to accommodate the length of the train when the
device trips the winder in an emergency stop at the maximum ramp
speed.
5.2.6.5 The bottom ramp should be a section of track located at the end of the
bottom vertical curve. The length of the bottom ramp should be long
enough to accommodate the full train length. The normal bottom ramp
track gradient is 1 in 20.
5.2.7 Vertical Curves

Vertical curves should be as large as practical. Small curves can create rope wear
problems at the top crest curve, undue crest roller wear, and problems with
vehicle coupler mechanisms. Always check track curves to ensure that they can
be negotiated without fouling.
5.2.7.1 The normal vertical radius should be 100 metres.
5.2.7.2 The top crest radius should be fitted with crest rollers spaced unequally
to avoid rope vibrations.
5.2.7.3 Allow for adequate drainage of the top crest rollers to avoid
contamination of the roller bearings, and to prevent corrosion.
5.2.8 Horizontal Curves

Horizontal turnout curves must be large enough to allow free movement of the
vehicles onto the ramp.
5.2.8.1 The standard turnout curve is 30 metres radius.
5.2.8.2 Guide rollers and timber sleepers should be used to control and protect
the rope at the turnouts.
5.2.9 Multiple Seams

The drift haulage may be used to service multiple seams. Appropriate
loading/unloading stations and control systems will be required at each seam
station.
5.2.9.1 When designing the drift and interseam turnout systems, give
consideration to the control and protection of the rope. The main drift
from portal to drift bottom should always be straight. Avoid turns,
changes in direction, or gradient changes in the drift whenever
possible.
5.2.10 Ramps
Ramp station design should always consider the safety of personnel getting on or
off conveyances, or loading/unloading materials from flat-tops or other
transporting vehicles. Factors include adequate surface treatment, lighting, safety
signs, buffers and loading facilities.

Special attention shall be given to the design of devices required for the safe control of
drift haulages.

Any safety device used to detect an event that may lead to the winder stopping
through application of the emergency brakes, must be able to be inspected and
tested easily to ensure that it achieves its intended function.
5.3.2 Travel Zones and Speed Control Functions

For automatic winders the electric/electronic equipment used for winder control is
detailed in the electrical section of the guideline. The electrical monitoring
components used to transmit the required signals should be driven directly from
the non-drive end of the drum shaft, or from the last drive component of the drive
system.
5.3.2.1 The drum "end of shaft" equipment will normally consist of:
• Travel limit switches (to monitor/control conveyance travel)
• Control encoder (for speed control)
• Tacho generator (to monitor broken shaft failure)
5.3.2.2 The winder motor shall also be fitted with a tacho generator (to
monitor broken shaft failure).
5.3.2.3 Drive equipment for limit switches, encoders and tacho generators
should always be driven by drive gears or chain and sprockets
positively connected to the shafts with keys or pins. Grub screws
should not be used to transmit torques.
5.3.2.4 The tacho generator must always be located at the end of the drum
control drive train.
5.3.2.5 End of shaft equipment should always be driven directly from the
winder drum or winder drum shaft.

A safety device shall ensure that the rope coils safely on the drum and does not
"climb up" the rope flange, or pile up on the drum.
5.3.3.1 The device consists of a bar located between the flanges at a distance
of approximately one half of a rope diameter from the outer most layer
of rope. In the event of overcoiling the rope will hit the bar which
activates a switch to stop the winder.
5.3.3.2 The safe coiling bar will also monitor slack rope at the drum.



A safety device shall ensure that in the event of slack rope being detected, the
winder will stop.
5.3.4.1 The device consists of a bar located under the rope adjacent to the head
sheave. When a slack rope event allows the rope to hit the bar, the bar
will activate a limit switch to stop the winder.
5.3.5 End of Travel Track Limits

A safety device shall be located on the top ramp track to be activated by the
control car (or vehicle attached to the rope) and stop the winder if the conveyance
over travels (passes a pre-determined distance) on the ramp.
5.3.5.1 The winder drum over-travel limits should be activated before the
ramp over-travel limit.
5.3.6 End of Track limits

A safety device shall be located at the end of the track. In the event of the
conveyance hitting the device, the device will activate an emergency stop on the
winder.
5.3.7 Derail Safety Device

A safety device shall be fitted to the control car which, in the event of a control
car derailment, will activate an emergency stop.
5.3.7.1 The device consists of a bar located under the control car and
positioned over the track. In the event of a derailment, the bar hits the
track and activates an emergency stop.


5.4.1 Force required to move a body on an inclined plane

The elementary problem of mechanics common to all drift haulage systems is that
of moving a body on an inclined plane.
5.4.1.1 Motion up the plane (drift)

Suppose that a body of mass M (Kg) rests on a plane inclined at an
angle θ to the horizontal, and that when the plane is tilted through a
certain small angle φ from the horizontal, the body just begins to slide
down the plane. In other words, the coefficient of friction μ = Tan φ.
For conveyances and rolling stock with track in good order, the angle φ
varies between 2.5 and 3.5 degrees.
When the body is moved up the inclined plane by a force P applied

parallel to the plane we have from Fig 5.2:
P = M*9.81(Sinθ + CosθTanφ) (Newtons)
5.4.1.2 Motion down the plane (drift)

Similarly, to prevent a body of mass M (Kg) sliding down a plane (see
Fig 5.3) the hold back force applied parallel to the plane:
P = M*9.81(Sinθ - CosθTanφ) (Newtons)
5.4.1.2 Static force on the drift

When calculating static Factors of Safety as required by the DMR
Inspectorate for rope or components used on conveyances, or for static
brake capacity calculations, the frictional component is deleted in the
plane equation and the static force to hold the mass M (Kg) becomes:
Pstatic = M*9.81 * Sinθ (Newtons)
5.4.1.3 Static rope force in the drift

Similarly, the static force for the rope may be calculated and should be
added to the static ‘end of rope’ load mass for Factor of Safety
calculations. Note that the worst position of the load should be
considered, i.e. at drift bottom on the maximum slope. Therefore for
drum brake static capacity calculations the loads will include both the
‘end of rope’ loads and the rope slope loads.

5.4.2 Deceleration and Braking Rates

In general the inbye accelerations will be governed by the ramp and drift slope
and the various frictions in the system. For fully automatic haulage systems the
ramp slope and mass of the control car are critical in getting the empty control car
to accelerate from a maximum outbye stationary position on the top ramp.
5.4.2.1 For manually operated haulage systems a top ramp slope of 1 in 15 is

acceptable with a minimum conveyance mass of 7 Tonnes.
5.4.2.2 For automatic haulage systems with up to 60 Tonnes end of rope load a
top ramp slope of 1 in 12 is acceptable with a 7 Tonne (empty) control
car.
5.4.2.3 For automatic haulage systems with up to 60 Tonnes end of rope load,
a top ramp slope of 1 in 10 is acceptable with a 10 Tonne (empty)
control car.
5.4.2.4 For design calculations use accelerations in the order of 0.75

metres/sec2 for drift deceleration/acceleration rates with 0.5 metre/sec2
on the ramps.
5.4.2.5 For haulage system braking refer to Section 3.4.
5.4.3 Rope Rollers

The rope rollers support the rope from the drum to the head sheave. These rollers
will vary in width from the widest roller near the drum, to the narrowest roller
near the headsheave. The distance between the rollers will depend largely on the
mass of the rope.
5.4.3.1 The distance from the drum to the headsheave will generally be in the
order of 40 metres. The fleet angle of 1.5 degrees should be
maintained.
5.4.3.2 Check the distance between rollers to avoid vibrations caused by the
natural frequency of the rope.
5.4.3.3 Vary the centre to centre distance of the rollers to avoid vibrations
caused by rope pitch.
5.4.3.4 Position the top of the roller at least 10mm below the straight line from
headsheave to drum. The rollers must only support the rope mass and
should not be subjected to any rope tension from the end of rope mass.


5.4.3.5 The roller should have rope flanges to contain the rope and an outer
polyurethane sleeve which protects the rope.
5.4.3.6 Design roller shafts, bearings and barrels as required by Section 4.3
5.4.4 Crest Rollers

The rope is supported and controlled at the top vertical curve at the portal by crest
rollers. The crest rollers will be subjected to the full rope tension forces and
should be designed for fatigue life and to rope break tension plus 20%.
5.4.4.1 Crest roller spacing will be governed by rope tensions. Spacing should
be checked to ensure vibrations are set up by the rope natural
frequencies.
5.4.4.2 Stagger crest roller spacing to avoid vibrations that could be caused by
the rope pitch.
5.4.4.3 Design roller shafts, bearings and barrels as required by Section 4.3.
5.4.5 Drift Rollers and Rope Protection

To support the rope in the drift, suitable rope rollers are required. The rope
rollers can be supplied commercially and are mounted in the drift at intervals of
from 4 to 7 metres depending on the rope mass and speed.
5.4.5.1 Stagger the spacing of the rollers to help prevent rope vibrations from
the rope pitch.
5.4.5.2 Where turnouts are located in the drift, use suitable wooden sleepers to
protect the rope from abrasive wear as the rope crosses the rails.
5.4.6 Headsheave Supports and Ramp Structure

Design all head sheave support structure to resist the maximum rope break
tensions plus 20% without failure. For this condition failure means "no longer
able to support the winder working loads".
5.4.6.1 See Section 4.9 for headsheave design.
5.4.7 Winder House and Headsheave Foundations

When designing foundations for the winder house and the headsheave work to the
rope break tension plus 20% before failure. For this condition, failure means "no
longer able to support the winder working loads".
5.4.7.1 For foundation design see Section 4.8.


The generally accepted standard for drift haulage rope construction is preformed
triangular (flattened) strand rope, right hand, langs lay, of grade 1770 MPa wire.
For general rope requirements see Section 2.
5.4.8.1 For design purposes selected rope diameters and strengths should be as
set out in AS1426 - Steel wire ropes for mines. Make the final
selection and recommendation in consultation with the wire rope
manufacturer.
5.4.8.2 To maintain correct scrolling of the rope for automatic drift haulages,
use a maximum of three layers of rope.
5.4.8.3 The acceptable method of attaching conveyances to the rope for drift
haulages is with a white metal filled rope socket and pin, or a precast
fluted white metal plug and tail type socket in accordance with
AS3637.3. Rope inspections and capping changes shall be carried out
as per legislative Shafts & Roadways Regulation, standards and
guideline (MDG 26) requirements.
5.4.8.4 Safety chains in accordance with AS3751 shall be fitted between the
haulage rope and the control car as required by AS3785.8.
5.4.8.4 A rope lubricator shall be provided to externally lubricate the rope.

The lubricator should be located adjacent to the head sheave wheel.
Sections of the rope which cannot be lubricated with the lubricator
should be hand lubricated as required.
5.4.9 Testing the Rope Capping

With a new rope, or after any re-capping of the rope, and before winding with
persons, the haulage shall make at least five winds with a load equivalent to the
maximum load, then be examined for any visible defects.
Drift haulage systems may be designated as manual, that is driven from the winder house
by a winder driver, or automatic, that is press button operated similar to an automatic lift.
5.5.1 Manual Winders

For manual winders a driver control station is situated in the winder house. The
driver responds to signals and controls the winder as required.
5.5.1.1 The driver controls normal service winding and braking with
proportional control of the motor. Service braking is also controlled by
the driver via a brake lever which proportionally controls the braking
effort.

5.5.1.2 Emergency braking from signals such as overspeed or over-run are

executed directly by the winder controls (see Section 3 for braking).
5.5.1.3 Manual winders shall be equipped with the following safety devices:
(a) Dead man lever. If the driver ceases to depress the lever the
(b) Emergency Stop Button. Located near the driver, its purpose is
to cut off the power supply to the winder, other than for winder
braking, and to automatically apply the winder brakes. Emergency
stop buttons shall also be located at the portal area and in the
conveyance.
(c) Primary over travel limits. If the winder overwinds an alarm

will sound and then the winder shall be brought to an emergency
stop. Primary over travel limits shall be driven from the winder
drum.
(d) Ultimate over travel limits (Track limits). If the primary

overwinding limits fail the track limits will activate and bring the
winder to an emergency stop.
(e) Overspeed limits. If the winder drum overspeeds the winder

shall be brought to an emergency stop.
(f) Power loss. If a loss of power to the winder occurs the emergency
brakes shall bring the winder to a stop.
(g) Slack rope device. If slack rope forms at the surface a device
will detect the slack rope, signal a slack rope alarm, and bring the
(h) Rope speed indicator. This should be marked with normal

maximum speed and maximum permissible speed for personnel
winding.
(i) Conveyance indicator. This indicator shows the position of the

conveyance in the drift.
5.5.1.4 Control rooms must have adequate means of escape in the event of fire
or mishap. Winder houses must be provided with two paths of escape
from any fire in the control room or winder room. Winder rooms must
have adequate fire equipment and alarms located as required by the
statutory bodies.

5.5.1.5 The winder shall be provided with suitable means to:

(a) give audible and visual signals to
(b) receive audible and visual signals from
(c) communicate by speech with
any place where any of these means of signalling and communication
are necessary to enable the winder to be used safely.
5.5.1.6 Signalling systems should give both audible and visual signals which
must be heard and displayed simultaneously at the drift portal, the
winder room, and drift bottom stations. Visual signals should be so
positioned in the winder room that the driver can see them easily.
5.5.1.7 Speech communication should not be used to request winder

movement except where the communicating parties have agreed that
the signalling system is defective. In that case the speech
communication shall only be used to complete the wind. The speech
communication system shall not use the mine telephone switchboard
system.
5.5.1.8 Signal boards clearly defining signals used at the colliery shall be
placed in clear view of the driver and signalling stations. Standard
signalling procedures should be adhered to.
5.5.1.9 If the control car is removed from the rope socket in order to lower
heavy end of rope loads, special care must be taken to prevent the
effects of rope twist. Written procedures should be in place defining
the methods to be used for changing end of rope loads attached directly
to the rope.

Most modern drift haulage systems operate fully automatically. The winder is
operated from the control car permanently attached to the rope, from call and
send stations at the portal, bottom loading stations and a control station in the
winder house. The winder can be manually controlled from either the control car
or the winder room. The control stations govern winder action.
5.5.2.1 Normal service winding and braking is controlled either automatically

in the case of call or send signals from call/send stations, or by radio
signal from a control car driver.
5.5.2.2 Emergency braking from signals such as overspeed or over-run, are

executed directly by the winder control system (see Section 3 for
braking).

5.5.2.3 Automatic winders shall be equipped with the following safety

devices:
(a) Control car dead man lever. Under manual control from the
control car, if the driver ceases to depress the lever, the
(b) Emergency Stop Buttons. These are positioned at various

locations to cut off the power supply to the winder, other than
for winder braking, and to automatically apply the winder
brakes. Emergency stop buttons shall also be located at the
portal area, in the conveyance, in the winder room and at any
position deemed necessary for the safe operation of the
winder. If a button has been depressed, it shall stay depressed
until reset. The winder shall stay stopped until reset from the
winder room panel.
(c) Primary over travel limits. If the winder overwinds an

alarm will sound and then the winder shall be brought to an
emergency stop. Primary over travel limits shall be driven
from the winder drum.
(d) Ultimate over travel limits (track limits). If the primary

overwinding limits fail, the track limits will activate and bring
the winder to an emergency stop.
(e) Winder overspeed limits. If the winder drum overspeeds the

winder shall be brought to an emergency stop. Winder
overspeed limit will be set at 10% above the maximum top
speed of the winder.
(f) Conveyance overspeed limits. If the conveyance

overspeeds the winder shall be brought to an emergency stop.
The conveyance overspeed limit will be set at 15% above the
maximum top speed of the winder.
(g) Power loss. If the power to the winder is lost the emergency
brakes shall bring the winder to a stop.
(h) Slack rope device. If slack rope forms at the surface a device
will detect the slack rope, signal a slack rope alarm, and bring
the winder to an emergency stop.
(j) Safe rope coiling device. If the rope does not coil correctly
on the drum a device will detect unsafe coiling, signal an
unsafe coiling alarm, and bring the winder to an emergency
stop.

(k) Rope speed indicators. These are in the winder room and in
the conveyance, and should be marked with normal maximum
speed and maximum permissible speed for personnel
winding.
(l) Conveyance indicator. This is an indicator in the winder

room showing the position of the conveyance in the drift.
(m) Broken shaft detection alarm. If a break occurs in the drive

train from the winder motor to the final limit of the end of
drum limits, a device will signal an alarm and will bring the
(n) Brake lift and brake wear alarms. To monitor correct

brake operation, all brakes (or brake calipers) shall be fitted
with brake lift and brake wear limit devices. If a malfunction
or limit actuation occurs, the winder shall be brought to a
stop.
5.5.2.4 There should be adequate means of escape from the winder room in
the event of fire or mishap. A minimum of two escape routes must be
provided. Winder rooms must have adequate fire equipment and
alarms located as required by the required by the outcomes from the
risk management process. It is noted that any fire suppression or
protection equipment installed shall meet requirements of relevant
Australian Standards and legislation.
5.5.2.5 The haulage system shall be provided with an acceptable control

system (see electrical section) and a voice communications system
which allows communications between winder room, call stations and
the conveyance.
5.5.2.6 If the control car is removed from the rope socket in order to lower
heavy end of rope loads by manual control, special care must be taken
to prevent the effects of rope twist. Written procedures should be in
place defining the methods to be used. Such procedures should result
from a risk management process.
5.5.2.7 Brake requirements, testing, operations and maintenance shall be

carried out as required by Section 3.2.
5.5.2.8 Men and material drifts should be fitted with turnout points which
protect the drift by automatically positioning to the turnout when the
drift is not in use, or when the loads are outbye of the points.

5.5.2.9 Men and materials drifts should be fitted with a load sensing device
which will, when sensing overload for the nominated winder mode,
reduce the speed to an acceptable level, or in the case of maximum
load overload, show an alarm; stop the winder before it can proceed
down the drift; and retain the points in the outbye direction. To
achieve this result, the ramp and turnout gradient required should be
examined.
5.5.2.10 To sense non-movement of the car and compare it to drum rotation

control car motion detection equipment should be installed. This
device will assist detection of slack rope and prevent kinking of the
rope.

The Australian standard for personnel conveyances used in drifts with a gradient not
exceeding 1 in 3 is AS3785.8 - Personnel conveyances in other than vertical shafts. This
standard is applicable for both control and personnel cars.
5.6.1 Control Cars

The control car is the car permanently attached to the end of haulage rope and in
which is mounted all control equipment needed to safely control all normal
functions of the haulage, for transporting personnel and materials in the drift.
5.6.1.1 The control car must have sufficient mass to enable it to accelerate
from rest on the top ramp without the winder tripping out on the slack
rope limits.
5.6.1.2 For automatic winders the control car should be fitted with a derail
device that will signal the winder to apply the emergency brakes if the
control car derails.
5.6.1.3 Hydraulic pumps needed to charge the car braking system should be
accessible to allow pumping from a position which will not cause
injury if the car moves during the pumping up operation. The car
dump valve should be readily accessible in case it is needed during the
operation.
5.6.2 Personnel cars

Personnel cars are attached to the control car to form a train. Up to 3 cars may be
used. Each personnel car may be designed to convey up to 40 individuals.
5.6.2.1 Personnel car hydraulic pump up system should be designed to have

individual car system oil returned to a tank in each car.
5.6.2.2 Hydraulic pumps required to charge the car braking system should be
accessible to allow pumping from a position which will not cause
injury if the car moves during the pumping up operation. The car
dump valve should be readily accessible in case it is needed during the
operation.
5.6.2.3 Individual personnel cars must be capable of being pumped up without

the oil transferring to other cars.


5.6.3 General: Control and Personnel Cars

The following applies to both control car and personnel cars.
5.6.3.1 Cars shall be designed for the following track parameters

• Minimum vertical curve 30 metre radii
• Minimum horizontal curve 25 metre radii
• Minimum length of straight
between curves of opposite hand 1370mm
5.6.3.2 The wheelbase should not be less than 36% of the body length.
5.6.3.3 The end throw of the car body on the sharpest curve should not exceed
100 mm.
5.6.3.4 The suspension should be able to cater for a maximum local rail
depression of 50mm at any single wheel without the tread of any wheel
leaving the rail.
5.6.3.5 The design shall allow for a car, fully loaded at one end, overhanging
one axle, and empty elsewhere, to transmit to the rails at the remaining
axle or bogie, a vertical static force of not less than 25% of the tare
weight of the car.
5.6.3.6 The design shall allow for the car, fully loaded down one side only,
overhanging the two wheels (or 4 bogie wheels), to transmit to the rails
at the opposite side of the car, a vertical static force of not less than
25% of the tare weight of the car.
5.6.3.7 For the purposes of 5.6.3.5 and 5.6.3.6 the design should be based on a
passenger mass of 88 Kg.
5.6.3.8 Unless otherwise agreed upon, the height of the centreline of the
coupling from the level rail when unladen, shall be 300mm.
5.6.3.9 Structural design shall be as required by AS3785 Part 8 Clause 5. The

main load bearing members, or chassis, of cars shall have sufficient
tensile strength (UTS) to resist a design rope break load (rope break *
1.2).
5.6.3.10 The main load bearing members, or chassis, shall be capable of

withstanding a compressive load of 100 kN without permanent
deformation.
5.6.3.11 Safety hooks and chains shall be fitted to all cars as required by
AS3785 Part 8. Unless otherwise agreed upon, the transverse centre
distance between the safety chain hooks should be 750mm to 1067mm.

5.6.4 Conveyance Car Brakes

Each car shall be fitted with a track brake system as required by AS3785 Part 8.
5.6.4.1 For single axle cars using pad type dump brakes, the brake shoes shall
be secured to the underside of the frame of the car immediately
adjacent to each wheel, and outside the wheel base.
5.6.4.2 For cars with bogie systems using pad type dump brakes, the brake
shoes shall be mounted on the bogie centre line between the bogie
wheels.
5.6.4.3 All track brake systems shall be constructed so that when operating all
brakes shall contact the rail to independently carry the load (i.e. no
brake will lift off the rails due to rail misalignment).
5.6.4.4 In addition to the requirements of AS3785 Part 8 Clause 6.4, the cars
shall be equipped with:
• A manually operated pump for generating the required operating
pressure for the braking system.
• A pressure relief valve set to the required operating pressure for

the braking system.
• A pressure gauge marked with the normal working pressure

declared by the manufacturer of the system.
• A manually operated valve to apply the brakes, in an emergency,

on each car and to any other car to which they are connected.
• An overspeed device located in the control car and driven from

the rail wheels, to apply the brakes, in the event of overspeed in
either direction, within the application times given in AS3785
Part 8. The overspeed device shall be capable of being tested up
to the maximum nominated speed plus 15% with the car
stationary. The speed of the overspeed trip required to apply the
brakes shall be specified by the purchaser.
• The hydraulic fluid used in any system should be suitable for the
operating requirements of the system. Ambient temperatures,
operating pressures and seals, and fire risks should be considered.

5.6.5 Conveyance Brakes Performance Testing

The rail track brakes on any personnel carrying car must, in the case of an
emergency, stop the conveyance, or train, at not less than 0.5 m/s2 as required by
AS3785 Part 8. The track brake system shall be designed to allow accessibility
for testing, examination and maintenance.
5.6.5.1 Performance testing of the dump brake system, or an equivalent

method, whereby it is shown that the brakes will act on the rails on
which they are operating to stop the car within the decelerations rates
required by AS3785 Part 8, shall be carried out at least every 12
months.
5.6.5.2 Performance test records shall be recorded in a book kept for this
purpose. The records must be available to an Inspector upon request.
Such records shall include the state of the rails on which performance
testing was undertaken. For example the rails may be wet, dry, sunken,
straight etc. Such record should be objective, accurate and factual.

5.7 Flat-Tops and Materials Transporters
The drift haulage system may be used to transport materials between the surface and
seams. This involves using flat-tops of various designs to carry materials such as rubber
tyred vehicles, miners, longwall components etc. For automatic haulages, generally the
flat-top is coupled directly to the control car. Occasionally the flat-top is attached
directly to the end of rope socket when lowering heavy loads, which would exceed the
maximum winder capacity when attached to the control car.
5.7.1 Flat-top Design

In general, use the objective of AS3785 Part 8 - Personnel conveyances in other
than vertical shafts, as the basis for flat top design for as it relates to couplings,
safety chains, and structural design.
5.7.1.1 The flat-top body strength members or chassis shall be designed to

resist the tensile force equivalent to the design rope break force. If the
design includes cover plates for decking and underframes in the
strength calculation, use an adequate corrosion allowance.
5.7.1.2 The flat-top body or chassis shall be designed to resist a minimum

compressive force of 100 kN without permanent deformation.
5.7.1.3 Every flat-top shall be fitted with safety chains. Unless otherwise
agreed upon, the transverse centre distance between the safety chain
hooks should be 750mm to 1076mm and should generally match the
centre distance on the control car.
5.7.1.4 Fat-top overall dimensions shall be determined by agreement and be

suitable for the vehicle's required duties. The designer must consider
the negotiation of both vertical and horizontal curves to be encountered
at the mine site under both full and empty load conditions.
5.7.1.5 The design should include sufficient inspection covers to fully inspect
bogies, axles, wheels and pins to inspect and maintain the flat-top.
5.7.1.6 Include sufficient load tie down points to fully secure the load under
maximum emergency winder brake conditions. Where special purpose
vehicles are used, the tie down points must be located in positions that
will fully support the load under all conditions.

5.8.1 Oil Spillage

Give special attention in the design to the control of oil spillage, splash or
contamination with water drainage.
5.8.1.1 If winder drums are located in a pit, the pit should be sufficiently
drained to ensure all oil, or oily water that may escape into the pit, is
properly collected and treated before reaching storm drains or open
ground.
5.8.1.2 Pits should be fitted with alarms to indicate flooding and to stop the
winder (see 3.1.11.4 and 3.1.11.5). If drainpipes are fitted duplicate
the pipes to reduce the risk of fouling. If gravity drainage is
unavailable fit the pit with an automatic pumpout system. Pumps
should not pump pit water into the stormwater drainage system without
adequate treatment.
5.8.2 Winder House

The winder house design should allow for the effects of heavy rain and local
flooding.
5.8.2.1 The winder house floor levels should be elevated by at least 150mm
above the local ground level to ensure that the house is not flooded
during heavy rains.
5.8.2.2 Cable tray channels should be well drained and any water collected
should be treated before being discharged into storm water drainage.
5.8.2.3 Automatic winder houses shall have a security system which prevents
unauthorised persons from entering without permission.
5.8.2.4 Transformer and other electrical equipment outside the winder house
shall be protected at all times by appropriate wire or other enclosures
with suitable security which prevents unauthorised persons from
entering without permission.
5.8.2.5 Where the winder is installed in a dusty or dirty environment, such as

adjacent to coal conveyors, consider pressurising the winder house.

Use trays or other means to gather and control rope lubricant spray or drips from
the rope. Any water run-off in the area should be treated before disposal in the
storm water drainage system.


6. VERTICAL SHAFT WINDERS - DESIGN & CONSTRUCTION
OVERVIEW
6.3 Guide Systems for Vertical Shafts
6.4 Safety Devices for Vertical Shaft Drum Winders
6.5 Conveyances
6.7 Headsheaves
6.8 Winder House Foundations and Headframe Structures



6.1 Requirements For Vertical Shaft Drum Winders
6.1.1 General Winder Requirements

The vertical shaft drum winder shall be suitable for the purpose for which it is
being used, and shall have effective and suitable:
• brakes
• brake locking devices and brake interlocking devices
• means of controlling power to the winding engine
• means of preventing an overwind or underwind
• means of preventing a conveyance travelling at an excessive speed
• means of safely stopping and holding a conveyance if an overwind
occurs
• means of monitoring the movement of every conveyance in the shaft
• means of detecting slack rope and safely stopping the winder.
6.1.1.1 Winders shall be securely anchored to foundations (see Section 4.8).
6.1.1.2 Winders shall be separately housed except when shaft sinking, or

where two winders serve the same shaft.
6.1.1.3 Winders shall have local manual controls independently placed such
that a person operating one winder is not distracted by movement or
signals associated with the other engine.
6.1.1.4 The designer should be alert to any possible event that could cause
the conveyance to stop at a position other than a specified platform
level, and could effect the safety of personnel in the conveyance.
The design must encompass ways of either removing personnel to a
safe place, or moving the conveyance by means other than normal
winding to a specified platform level.
6.1.2 Standards and Guidelines

The following Standards and guidelines are applicable to vertical drum
winders:
• See `Section 1 for statutory requirements and approval procedures
• AS3785 Underground Mining - Shaft Equipment
Part 1 - Drum winding overwind safety catch systems
Part 2 - Drum winding gripper systems
Part 4 - Conveyances for vertical shafts
Part 5 - Headframes
Part 7 - Sheaves
• AS3637 Underground Mining - Winding suspension equipment
Part 1 - General requirements
Part 2 - Detaching Hooks
Part 3 - Rope Cappings
Part 5 - Rope Swivels and Swivel Hooks
Part 6 - Shackles and Chains.

6.1.3 Ropes
See Section 2 for rope requirements for vertical shaft drum winders.
6.1.4 Brakes
See Section 3 for brake requirements for vertical drum winders.
6.1.5 Design of Components

See Section 4 for design of vertical shaft drum winder components.



Vertical shaft drum winders are those which wind men and/or materials in vertical
mine shafts, using one or two ropes coiling onto a single drum. Drums may also be
configured to use two drums for the same shaft (double drum), with a conveyance
attached to each rope and drum. Drums and driving machinery are located at ground
level, in a house or room, at sufficient distance to give the required fleet angle, with
the rope being positioned over the shaft by a headsheave.
6.2.1 Single Drum Man Winding

Designed generally for winding men and small equipment only, the winder
may have a single cage. Normally these are slow speed winders where high
volume is not needed. They are suitable for emergency egress or shallow
seams where higher cost, more sophisticated winding is not required. The
winder is normally manually driven.
6.2.2 Single Drum Materials Winding

Designed generally for winding small volumes of materials using a single skip,
these winders are slow speed and usually manually driven. They may have a
personnel cage attached to the skip for emergency egress and shaft inspection.
6.2.3 Double Drum Materials Winding

Intended for service or materials production winding, the winder is designed to
raise one fully loaded skip or cage while lowering another empty skip or cage.
6.2.3.1 The winder loads may be balanced by using balance ropes or

counterweights to reduce power consumption.
6.2.3.2 The skips may be fitted with personnel cages for emergency egress,
and shaft inspection.
6.2.4 Shaft Sinking Winding

Designed for vertical shaft sinking and development, these winders are often
used in conjunction with stage winders which support a movable working
platform called a "stage". See Section 7 for special additional features which
may be required when vertical shaft drum winders are intended for shaft
sinking duties.

6.3 Guide Systems For Vertical Shafts
Guides are used to ensure that the skip or cage will travel from the shaft top to shaft
bottom, and return, safely, without fouling or causing damage. Guides shall be
provided in every shaft with a depth greater than 50 metres.
6.3.1 Fixed Guides

Fixed or rigid guides are of square or rectangular section attached to the shaft
walls by attachment fixtures and which guide the cage over the length of wind.
6.3.1.1 Fixed guides may be manufactured from steel and are often made
from rectangular hollow section or rail section. Cages or skips are
often fitted with shoes and roller guide wheels to maintain the
correct position in the guides.
6.3.1.2 Fixed guides may be made from rectangular wooded sections. This
is normally the case for small capacity shafts. Cages are provided
with a catching system (dogs) which engage the wooden guides if a
rope break occurs. The skip or cage is also fitted with shoes and
guide roller wheels to maintain the correct position in the shaft.
6.3.2 Rope Guides

Rope guides may also be used to guide the skip or cage. See Section 2.4 for
information on guide rope selection and maintenance.
6.3.2.1 The total overall cost of equipping and maintaining a shaft with rope
guides is considerably less than with fixed guides, however the rope
guides permit a larger shaft diameter.
6.3.2.2 Rope guides have less lateral vibratory movement and less frictional
resistance to the travel of the conveyance. This results in
considerably less fatigue and tensile stresses being imparted to the
winding rope.
6.3.2.3 With rope guides there is no provision for arresting the conveyance
on the guide ropes if the winding rope or suspension gear fails.

6.3.3 Fixed Entry Guides
When rope guides are used the shaft shall be equipped with a section of fixed
guides at the top and bottom loading stations which guide the conveyance into
the tipping or unloading station.
6.3.3.1 For materials winding the fixed guide section will direct the skip
into the scrolls, and/or maintain clearances needed to load and
discharge the materials. Clearances are kept as small as possible to
prevent undue impact loads.
6.3.3.2 For personnel winding the fixed guides will keep the cage
positioned at the platform level to assist in personnel loading and
unloading. Clearances between guides and cages are kept to
approximately 10mm.
6.3.3.3 Fit fixed entry guides shall be fitted with appropriate tapers or entry
design to safely guide the cage or skip onto the main guide body
from the rope guides. Such tapers must be of sufficient strength to
resist any impact forces from a misaligned conveyance.
6.3.3.4 Supporting steelwork for the fixed guides must have sufficient
strength to absorb impact forces from the entering/exiting
conveyances. Provide sufficient adjustment to allow re-alignment
of the guides due to continual impact, or to misalignment due to
shaft movement or other circumstances.
6.3.3.5 The recommended length on the entry side (under the conveyance at
the unload position) for entry guide should be at least equal to the
conveyance height (not including entry tapers).
6.3.3.6 Restrict the entry speed of the conveyance into fixed guides to allow
for the comfort and safety of personnel, and to limit damage caused
by conveyance impact on the guide system.


6.4 Safety Devices For Vertical Shaft Drum Winders
Special attention shall be given to the design of safety devices required for the safe
control of vertical shaft drum winders.

Any safety device used to detect an event that may lead to the winder stopping
by emergency brake application must be easily accessible for inspection and
testing to ensure that the function for which it is intended is achieved.
6.4.2 Detaching Gear

The shaft shall be provided with an efficient means for detaching each
ascending conveyance from the rope, and holding it stationary if overwinding
occurs (See Clause 10(1) of the Coal Mines Regulation (Shafts and Roadways
- Underground Mines) Regulation 1984.
6.4.2.1 The detaching hook is the device commonly used as the means of
conforming to Clause 10(1) of the Regulation. The hook and the
associated equipment should be purchased from reputable
manufacturers of suspension equipment and must conform to the
relevant Standards (See AS3637 Part 2 - Detaching Hooks.
Provisions for Factors of Safety and Testing).
6.4.2.2 A safety catch system shall be provided to catch and hold the
conveyance when the conveyance becomes detached in the event of
overwinding. Design requirements for catch systems are covered by
AS3785 Part 1 - Drum winding overwind safety catch systems.
6.4.2.3 Platforms and ladders must be installed to allow for the safe
unloading of personnel from the cage if an overwind occurs and the
cage detaches (see Section 4.7.4).
6.4.2.4 See Clause 20 of the Regulation for inspection and testing

requirements for detaching hooks.
6.4.3 Overspeed and Overwind Control and Protection

The electrical monitoring components used to transmit the required signals
should be driven directly from the non-drive end of the drum shaft, or from the
last drive component of the drive system. The electric/electronic equipment
used to control automatic winders is detailed in the electrical section (not
completed at time of publication).
6.4.3.1 All winders shall be fitted with a device or devices which prevent/s
the conveyance from travelling at excessive speed, and beyond a
predetermined position above the highest landing level in the shaft.

6.4.3.2 Fit winders with a designed normal winding speed in excess of 1.5
m/s with a permanently operative automatic contrivance, which
when set for personnel riding causes the mechanical brakes to apply
to:
(a) prevent the conveyance from landing at the bottom of the shaft,
or at its lowest entrance, at a speed greater than 1.5 m/s, and
(b) limit the speed of an ascending or descending conveyance to

avoid danger to any person travelling inside.
6.4.3.3 Double drum winders with clutched drums should have a separate
drive from each drum to the appropriate part of the automatic
device, or an automatic contrivance for each drum.
6.4.3.4 Overspeed devices that trip at a single speed are only suitable for
winding speeds of less than 1.5 m/s. In these cases set the
overspeed as close as possible to the overspeed limit without
causing unnecessary trips.
6.4.3.5 Automatic contrivances used for overspeed and overwind protection

have traditionally been mechanical types. However other types (e.g.
electronic) may be used if they provide an equivalent level of safety.
6.4.3.6 Design the automatic contrivance to be constructed so as to

eliminate single line components (including software programs)
which would cause failure to an unsafe mode. If this is not possible,
provide a monitoring system to detect failure, with an independent
system which brings the winder to a stop. Further winding should
be prevented until the failure has been investigated and the
automatic contrivance proven acceptable.
6.4.3.7 If the automatic contrivance has separate modes for personnel

winding and materials winding, it should be set to the personnel
winding mode before individuals are allowed to enter the
conveyance. This should be displayed on indicators at every
landing and be clearly visible to persons transmitting signals from
such landings.
6.4.3.8 Drive equipment for limit switches, encoders and tacho generators
should always be driven by drive gears or chain and sprockets
positively connected to the shafts with keys or pins. Grub screws
should not be used to transmit torques.
6.4.4 Shaft Overwind Protection (Shaft Limits)

All winders shall be fitted with suitable ultimate overwind switches in the
headgear to safeguard against the failure of the primary overwind protection.
When operated by the conveyance, these overwind switches should withdraw
power from the winder and apply the emergency brakes. The conveyance
shall not be backed out of the limits without the overwind being recorded.
6.4.5 Arresting Devices

Danger to persons in a descending conveyance following an overwind shall be
prevented by providing suitable arresting devices below the lowest winding
level. Alternatively, the automatic protection shall be set so that there is a
clear braking distance below the conveyance after a safety trip, and the lowest
landing will not be passed at excessive speed. For this purpose the braking
distance and landing speed should be based on the brake force remaining after
failure of any one component during the most severe out-of-balance personnel
winding condition.
6.4.5.1 Arresting devices should be capable of safely arresting a fully

loaded descending personnel conveyance, at an impact speed of not
less than 1.6 m/s, or the maximum speed resulting from an
overspeed trip with reduced brake force consistent with failure of
any one brake component, whichever is the greater.
6.4.5.2 The maximum deceleration of the arresting device should not

exceed 2.5G (ignore transient peaks of less than 0.04 seconds
duration).
6.4.5.3 Provide bottom sump steelwork with access ladders and platforms to
enable safe inspection of the arresting equipment and sump
steelwork. (For other accesses refer to 6.9.1.4).

A safety device shall ensure that the rope coils safely on the drum and does not
"climb up" the rope flange, or pile up on the drum.
6.4.6.1 The device consists of a bar located between the flanges at a

distance of approximately one half of a rope diameter from the outer
most layer of rope. In the event of overcoiling, the rope will hit the
bar, activating a switch to stop the winder.
6.4.6.2 The safe coiling bar will also monitor slack rope at the drum.


A safety device shall ensure that, when slack rope is detected, the safety
circuit will trip, the winder stop, and audible and visual alarms will be given.
6.4.7.1 Such a device may consist of a bar located under the rope adjacent
to the head sheave. If slack rope allows the rope to hit the bar, the
bar will activate a limit switch to stop the winder.
6.4.7.2 Technology is now available to provide slack rope protection

throughout the winding cycle. Such system of proven reliability is
used for this purpose (See Appendix A - Example of the provision
of slack rope and cage door monitoring).
6.4.8 Balance Rope Protection

Where balance ropes are used on double drum winders, a monitoring device
should be installed to detect rope loop lift. When the loop lifts above its
normal running position the winder will stop and audible and visual alarms
will activate.
6.4.9 Conveyance Position Monitoring

All winders shall be provided with devices positioned so that they are visible
to the winder driver in the winder room to monitor conveyance position and
speed.
6.4.9.1 The conveyance speed indicator shall be marked with the maximum
speed and the maximum speed permissible for man-winding.
6.4.9.2 An indicator shall show the position in the shaft of each

conveyance.
6.4.9.3 Where conveyance position monitoring can be provided throughout

the wind by systems of proven reliability, then consider using the
systems for this purpose. A mark on the rope or drum is not by
itself an effective means of monitoring the position of the
conveyance.

Allow for the following additional protection where the winder room is
unstaffed.
6.4.10.1 Thermal protection of all main bearings, winder brake paths, and
winder motor bearings and windings.
6.4.10.2 Moisture detection on winder brake paths or preventive measures to

avoid the accumulation of moisture.

6.4.10.3 Means of giving adequate warning of fire outbreak in the winder

room. Consider a suitable fire suppressant system (refer to Section
5.5.2.4)
6.5 Conveyances
AS3785 Part 4, Conveyances for Vertical Shafts, sets out the requirements for
designing, constructing, and inspecting conveyances in vertical shafts.
6.5.1 Safety monitoring for man riding conveyances

To ensure the safety of persons riding in the conveyance, the following
conveyance and platform gate monitoring shall be required.
6.5.1.1 Conveyance doors shall be monitored as closed and locked before

the winder can be moved.
6.5.1.2 Platform gate doors shall be monitored as closed and locked before
the winder can be moved.
6.5.1.3 Platform gate doors shall not be able to opened unless the
conveyance is positioned at the landing.
6.5.1.4 Conveyance doors shall not be able to be opened once the

conveyance has moved away from the landing.
All shafts equipped with winders other than shaft sinking winders, shall be provided
with suitable means to:
(a) give audible and visual signals to; and
(b) receive audible and visual signals from; and
(c) communicate by speech with
any place where any such means of signalling and communication is necessary to
enable the winder to be used safely.




6.7 Headsheaves
See Section 4.9 for headsheave design.
6.8 Winder House Foundations and Headframe Structures
Design foundations for the winder house to the rope break tension plus 20% before
failure. For this condition failure means "no longer able to support the winder
working loads".
6.8 1 See Section 4.8 for winder house foundation design.
6.8.2 See AS3785 Part 5 - Underground mining - Shaft Equipment - Headframes for
headframe requirements.
The generally accepted standard for vertical shaft drum winder rope construction is
non-spin (locked coil) rope. See Section 2 for general rope requirements.
6.9.1 For design purposes select rope diameters and strengths as set out in AS1426
Steel wire ropes for mines. Make the final selection and recommendation in
co-operation with the wire rope manufacturer (refer to Section 1.1).
6.9.1.1 For automatic winders use a maximum of three layers of rope to

maintain correct scrolling of the rope.
6.9.1.2 The acceptable method of attaching conveyances to the rope for

vertical shaft drum winders is with a wedge type capel ( refer to
MDG 3004 SR97/3 - Wedge Capel/Rope Attachment Analysis).
Rope inspections and capping changes shall be carried out as
required by the DMR Inspectorate.(make reference to MDG 26,
Shafts and Roadways Regulation and AS3637.3).
6.9.1.3 A rope lubricator shall be provided to externally lubricate the rope.

The lubricator should be located adjacent to the head sheave wheel.
Sections of the rope which cannot be lubricated with the lubricator
should be hand lubricated as required.
6.9.1.4 Allow for adequate access to working platforms to enable the safe
non-destructive examination of winding ropes.

6.10.1 Oil Spillage

Give special attention controlling oil spillage, splash, or contamination with
water drainage.
6.10.1.1 If winder drums are located in a pit, ensure that the pit is drained
sufficiently so that all oil, or oily water that may escape into the pit,
is properly collected and treated before reaching storm drains or
open ground.
6.10.1.2 Pits should be fitted with alarms to indicate flooding, and to stop the
winder (see Sections 3.1.11.4 and 3.1.11.5). If drainpipes are fitted
duplicate the pipes to reduce the risk of fouling. If gravity drainage
is unavailable the pit should be fitted with an automatic pumpout
systems. Pumps should not pump pit water into the stormwater
drainage system without adequate treatment.
6.10.2 Winder House

The winder house design should allow for the effects of heavy rain and local
flooding (and the direction of sunlight if the winder is manuallly operated).
6.10.2.1 Elevate the winder house floor levels to at least 150mm. above the
local ground level to ensure that the house is not flooded during
heavy rains.
6.10.2.2 Make provision for cable tray channels to be well drained, and any
water collected to be treated before discharge into storm water
drainage.
6.10.2.3 Automatic winder houses shall have a security system which

prevents unauthorised persons from entering without permission.
6.10.2.4 Transformer and other electrical equipment outside the winder

house shall be protected at all times by appropriate wire or other
enclosures with suitable security which prevents unauthorised
persons from entering without permission.
6.10.2.5 Where the winder is located in dusty or dirty environments, e.g. coal
conveyors, consider pressurising the winder house.

Use trays or other means to gather and control rope lubricant spray or drips
from the rope. Treat any water runoff in the area before disposing in the storm
water drainage system.

7. SHAFT SINKING WINDERS - DESIGN & CONSTRUCTION
OVERVIEW
7.1 General Requirements for Shaft Sinking
7.3 Guide Systems
7.5 Stage Winders

7.1 General Requirements For Shaft Sinking
7.1.1 Winder Requirements

Vertical shaft sinking is specialised work and should normally be undertaken
by an experienced shaft sinking contractor. Because they do not have a shaft
to start with, shaft sinking winders and their associated stage winders have
requirements that are different to those of permanent winders. The methods
used for shaft sinking vary, also, and often demand considerable flexibility.
However, as with permanent winders, safety shall not be compromised. All
the safety features required by the Department of Mineral Resources must be
meet.
7.1.1.1 These guidelines are not intended to cover every type of shaft
sinking operation, but may be used as a guide to the standard
method, i.e. with kibble and stage winders. Other methods may
meet the guideline’s intentions.
7.1.1.2 See Section 1 for statutory requirements and approval procedures

for all drum winders.
7.1.1.3 The shaft sinking project will normally use a vertical shaft drum
winder with a kibble as the means of personnel and materials
transport, and a movable stage consisting of several working
platforms lowered and raised by a double drum, low speed, stage
winder.
7.1.1.4 Because of the nature of the shaft sinking operation, and difficulties
encountered, some safety features normally required by the DMR
Inspectorate for permanent winders, are, with written approval,
exempt.
7.1.1.5 In general the winders used for the shaft sinking operation shall
conform to Section 6: Vertical Shaft Winders, Design and
Construction), and other parts referred to under that section, as
required. Variations to the guidelines outlined in this section would
normally be considered for exemption by the DMR Inspectorate.
7.1.1.6 Subject to the DMR Inspectorate written approval, and to conditions

applying to the activity, the contractor may use a crane, with a
kibble or bucket attached, to hoist the broken rock from the initial
surface excavation, and from the shaft, to a maximum depth of 50
metres. A crane shall not be used if the shaft perimeter has been
traversed by beams or any other structure which could obstruct the
free passage of the kibble or bucket.





Shaft sinking winders are those which wind personnel and/or materials in a vertical
conveyance called a kibble (or bucket) in the shaft, using a single rope coiling onto a
drum. The winder drum and driving machinery are located in a house or room at
ground level, at a distance sufficient to give the required fleet angle, with the rope
being positioned over the shaft by a head sheave and supporting headframe structure.
7.2.1 Winder Construction

The winder construction and design will, in general, be as required by Section
6.
7.2.2 Overwind Protection

For shaft sinking purposes approval may be granted to eliminate a detaching
hook. Where detaching hooks are not used, the headframe shall include, for
each conveyance, a penultimate overwind switch and an ultimate overwind
switch, connected into two different control circuits each of which is arranged
to cut off the power to the winder and apply the mechanical brakes. These
switches shall be connected to tensioned trip wires or similar devices operated
by the crosshead (rider).
7.2.2.1 The overwind distance above the ultimate overwind switch should
be sufficient to allow the conveyance to be brought safely to rest
with 50% of the mechanical braking effort from the maximum
monitored approach speed (not greater than 2 m/s).
7.2.2.2 A crash beam designed to resist rope break strength plus 20% shall
be located under the head sheave. For this purpose the sheave
support beams may be used.
7.2.2.3 The movement of the conveyance shall be controlled so as to

minimise the risk of collision with the stage. The automatic
contrivance should be regularly adjusted to ensure that the speed of
the conveyance cannot exceed 2 m/s when it is at or below the top
level of the stage.

7.2.3 Shaft Doors

During shaft sinking operations adequate provision shall be made, and
maintained, to prevent spillage falling down the shaft during dumping
operations.
7.2.3.1 A door, or doors, for covering the sinking compartment shall be

provided, and maintained, at the collar of every shaft while sinking
operations are in progress.
7.2.3.2 The shaft door, or doors, shall be kept closed at all times when
personnel, tools or materials are being loaded onto or unloaded from
the kibble at the collar of the shaft, or when the kibble is being
dumped, unless suitable alternative protection is provided to prevent
spillage falling down the shaft.
7.2.3.3 Any doors or other shaft protective devices which, when moved into
the haulage way or travel area of a shaft would interfere with the
free passage of the conveyance, shall be so equipped that their
position is positively indicated to the winder driver.
7.2.4 Interlocking
Interlocking with the kibble winder control system shall be provided so that:
7.2.4.1 When winding is taking place, tipping chutes are clear of the path of
the conveyance.
7.2.4.2 During an ascending wind, the shaft top doors are open whenever a
conveyance is in a zone extending from a safe stopping distance
below the doors until it is above the doors.
7.2.4.3 Before discharging conveyances into the tipping chutes, all shaft top
doors are closed.
7.2.5 Winder Movement

Where there are two winding systems in the same shaft they shall be
interlocked so that whenever either system is selected for personnel winding,
the other cannot be used in any alternative mode.
7.2.6 Shaft Top Doors

Persons shall not be allowed to enter or leave a conveyance, or to load
materials into or unload from a conveyance at the collar level, unless the doors
have been closed and the conveyance lowered onto them.

7.3 Guide Systems
There shall be provided in every sinking shaft exceeding 50 metres in depth, guides
and guide attachments to prevent the kibble or other appliance from swinging while
being lowered or raised in the shaft. Because the bottom of the shaft is moving
downwards as shaft depth increases, guide systems used in permanent vertical shaft
drum winders are not applicable to shaft sinking.
7.3.1 Guide ropes

In general the stage winder ropes are used as the guide ropes for the kibble. A
crosshead (or monkey), is mounted on the main winder rope above the rope
attachments to prevent the conveyance from swinging while being raised or
lowered in the shaft. The crosshead slides on the stage winder ropes on brass
slippers.
7.3.1.1 For rope guides, the ratio of crosshead depth to width should be
approximately 1.5:1 unless proven designs are used.
7.3.1.2 The crosshead shall be installed whenever the shaft depth exceeds
50 metres and maintained to a distance of not more than 25 metres
from the bottom of the shaft until the shaft sinking has been
completed.
The kibble (or bucket) used for shaft sinking will be sized to suit the shaft, winder,
and load capacity required, and shall be of such a shape as to minimise the risk of it
catching on any obstruction during its travel in the shaft. Generally, the kibble is an
open type bucket with two (2) or three (3) point attachment lugs equally spaced
around the perimeter for attaching the lifting chains. A “lazy sling” arrangement is
sometimes used to tip sinking kibbles.
7.4.1 Kibble Design and Construction

The kibble design is relatively simple compared to a skip or cage. However
the structural factors of safety given for personnel riding conveyances shall be
observed if the kibble is used for carrying personnel.
7.4.1.1 For structural strength requirements see AS3785 Part 4

Conveyances for vertical shafts.
7.4.1.2 Kibbles designed to be self tipping on the release of a locking

mechanism shall not be used for personnel riding.


7.4.1.3 Any kibble used for personnel riding shall be sufficiently sized as to
prevent persons falling out. An individual travelling in a kibble
where more than one third of his/her body is outside the
conveyance, shall use a safety belt securely anchored inside the
kibble.
7.4.1.4 Any kibble used for personnel riding shall have sufficient toe holds,
steps and hand holds, to allow safe loading and unloading of
persons.
7.4.1.5 Chains used for suspending kibbles shall be of identical dimensions

and strength, except where two-legged chains, consisting of a
standard and a long chain, are used.
7.4.1.6 Chains used for suspending kibbles shall be of sufficient length to

ensure that the included angle at the apex of the suspension of any
two chains is not greater than 60 degrees.
7.4.1.7 Chains used for suspending kibbles shall have a Factor of Safety not
less than 10. Any screwed or threaded connection shall have a
Factor of Safety of 15.
7.4.1.8 Any stairways, platforms or ladders used for safely loading or

unloading persons to or from a kibble being used shaft sinking
operations shall be as required by Section 4.7.4.
7.4.2 Arrestor Equipment

Arrestors are not required when shaft sinking, due to the problems that would
be associated with conveyance arrestors at shaft bottom.


7.5 Stage Winders
Stage winders are used during shaft sinking for lowering, raising and adjusting the
stage in the shaft. In general the stage winder requirements shall be as those for
vertical shaft drum winders (see Section 6). However, due to the nature of shaft
sinking operations some deviation from winding practice may be unavoidable.
7.5.1 Brakes
The guidelines set out in Section 3 as requirements for drum winder brakes are
also applicable for stage winding, with the following specific features.*
7.5.1.1 Brakes for stage winders may be exempt from dynamic testing.
7.5.1.2 The brake capacity required for each brake of every stage winder
shall be 200% of the maximum static torque with the stage at shaft
bottom.
7.5.1.3 Stage winder brakes winders shall be statically tested before being
used in any new shaft sinking application after the winder has been
installed on site and before the shaft sinking commences.
7.5.1.4 Low speed drum brakes may be uni-directional band brakes. If the
low speed drum brakes are uni-directional then the high speed
brakes shall operate and be tested in both directions.
7.5.1.5 Brake application timing may permit the high speed (short reaction
time) brake to engage first in order to assist stage levelling
adjustments.
*NOTE When the rope winding speed is less than 0.5 m/s the guidelines set
out in subparagraphs 7.5.1.1 to 7.5.1.5 may be exempt, with written
approval.


The shaft sinking stage is a moveable single or multi-deck structure suspended in the
shaft and designed to form a working platform for shaft sinking activities.
7.6.1 Stage Structure Design

The stage structure design loads shall be as generally as required by AS3785
Part 4 - Conveyances for Vertical Shafts. A stage is defined as a conveyance
hence requires DMR Inspectorate Approval.
7.6.1.1 Stages shall be securely fenced to prevent persons from falling.

Stairways, platforms and ladders shall comply with AS1657 - Fixed
platforms, walkways, stairways, and ladders.
7.6.1.2 Stages shall be designed to minimise the possibility of overturning.
7.6.1.3 Ropes shall be attached to the stage through apparatus designed to

load the ropes as uniformly as is practical.
7.6.1.4 Any part of the stage structure which is constructed using hinged
sections shall be securely bolted together before persons are allowed
to work on the structure during shaft sinking activities.
7.6.1.5 While the stage is stationary in the shaft it shall be secured to the
side of the shaft by jacks or other devices to prevent it swinging.

8. COMMISSIONING AND TESTING PROCEDURES
OVERVIEW
8.1 New or Re-located or Upgraded Winders

8.1 New or Relocated or Upgraded Winders

Prior to any commission the approval process must be undertaken as stated in Section
1.
8.1.1 No winder shall be commissioned to perform winding duties without testing

and testing approval as required by Section 1.
8.1.2 A detailed testing program shall be submitted to the DMR Inspectorate prior
to commencing final testing of the winder/haulage system. The DMR
Inspector will assess and advise on:
(a) the adequacy of the testing program.
(b) the testing to be witnessed by the Inspector or his nominated
representative.
Refer to MTR1 - “Test Report - Shaft Sinking Winding Apparatus.”
8.1.3 To obtain approval for winders and winding equipment as required by Section
1, the new, upgraded, or relocated winder shall be tested at installation:
(a) to the maximum loads and speeds hoisted by the winder;
(b) to the minimum loads and speeds hoisted by the winder;
(c) to any combination of loads and speeds that will the winder to its
worst hoisting duty.
8.1.4 Testing shall be carried out by:

(a) a competent electrical engineer in co-operation with
(b) a competent mechanical engineer in co-operation with the
manufacturer and purchaser representatives. For this purpose,
“competent” shall mean a person registered with the DMR
Inspectorate as qualified to perform such testing.
8.1.5 Test records shall be retained and finalised for:

(a) submitting with approval documentation to the DMR Inspectorate
and
(b) recording and filing by the purchaser or the mine.
8.1.6 Test records shall define all testing and record the results of such testing of
safety equipment, safety equipment settings, brake settings, conveyance
stopping distances, deceleration rates, test loads and certification, and any
other tests relevant to the winder, or as required by the DMR Inspectorate.

8.1.7 A copy of the first page of the “Brake Record Book” kept for recording brake
testing, showing completed entries for initial brake testing, shall be included
with the test report.
8.1.8 Final testing approval and acceptance shall be by the DMR Inspectorate, who
may:
(a) inspect the installation and examine test records, specifications,
drawings and design calculations and request that such
documentation be audited by an independent examiner if required,
and
(b) be present at any or all of the tests (see Section 8.1.2) and impose
any further tests as deemed necessary to ensure that the installation
operates safely and to the satisfaction of the DMR Inspectorate.
8.2.1 Existing installed winders should be tested:

(a) when winder maintenance has involved replacement of parts which
are components of the safety, brake, or drive systems of the winder;
(b) when brake linings or brake calipers have been replaced;
(c) when ropes, rope cappings, or attachments have been replaced;
(d) as required by Manager's Rules for the safe operation of the winder.
8.2.2 Testing shall be carried out by persons authorised by the mine manager or
his/her representative, as competent and authorised to perform such testing.
8.3.1 No winder shall be used for shaft sinking, or stage winding, without having
first been tested to ensure all safety functions, features, stops, and all brakes,
are operating correctly as required.
8.3.2 Testing of new shaft sinking winders, stage winders, and winders not
previously used for shaft sinking shall be as set out in Section 8.1
8.3.3 Prior to commencing final testing for re-located shaft sinking winders the
installer must submit a testing program to the DMR Inspectorate. The DMR
Inspector will assess and advise on:
(a) the adequacy of the test program;
(b) any testing to be witnessed by the Inspector.

8.3.4 All testing carried out when stage sinking winders are relocated shall be
entered into a book kept specifically for this purpose, and made available to
the DMR Inspector when requested for examination.
8.3.5 Testing of re-located stage sinking winders previously used for shaft sinking,
and having capacities exceeding, or the same as, those required at the
relocated site, shall be carried out by a person authorised by the Mine
Manager, or his/her representative, to do so.
8.3.6 Before commencing a new shaft sinking project, the shaft sinking winders,
conveyances and associated components, shall be thoroughly examined for
cracks, deformations, corrosion, or any other damage which could cause the
winders to be unsafe. Non-destructive testing of drums, shafts and brake
linkage components should be carried out. A completed inspection report
including all tests shall be signed by a competent engineer and filed with the
winder records.
8.3.7 No rope shall be used for shaft sinking purposes unless:

(a) It is new, certified, and complies with Section 2 of the guidelines.
(b) If the rope is used, i.e., it has been used on a previous shaft sinking
projects, the rope shall comply with Section 2 of the guidelines, shall
be non-destructively tested before re-use and examined by a competent
engineer. The documented history of the rope shall be reviewed before
the rope is accepted for re-use.

9. SAFETY AUDITS
OVERVIEW

9.1.1 Every winder which has been in service for five years, or has been engaged in
winding duties a period not exceeding five years since its last audit, shall be
audited.
9.1.2 The purpose of the audit, to be known as “the safety audit” is to have all safety
requirements of the winder, and associated equipment and documentation
being used with the winding activities, verified as acceptable, by an external
auditor.
9.1.3 The external audit shall be carried out by competent persons. For auditing
purposes a "competent person" shall be one registered with the DMR
Inspectorate as being acceptable to perform such tasks.
9.2.1 The safety audit shall be designed to assess the safety condition of the winder
and will address/review all safety aspects of operation, servicing, and
maintenance of the winder. It should include, but not be restricted to, the
following:
9.2.1.1 Review DMR Inspectorate approvals for the winder, including

supplementary approvals.
9.2.1.2 Review design calculations, drawings, and specifications.

Note: For ongoing audits these documents may require only
sighting if a previous audit indicates that the documents have been
examined and are acceptable.
9.2.1.3 Verify that all safety devices are in place and functioning. List each
device on a sheet, test for performance, and enter test results on the
sheet.
9.2.1.4 Verify that a brake testing program is in place and is current. Verify
that the brake record book is correctly kept.
9.2.1.5 Witness static and dynamic brake testing and ensure that persons
authorised to conduct these tests are fully conversant with the
purpose and method of safely carrying out this testing.

9.2.1.6 Inspect all conveyances, attachments, conveyance brakes, safety

chains, and all other safety components, and verify the acceptability
of all safety features.
9.2.1.7 Documentation relating to the competency of Winding

Drivers/Operators with respect to that winder system shall be made
available.
9.3.1 Any safety issue found during the audit, and needing attention, should be
resolved with the mine manager and his/her representatives, and/or the winder
owner in the case of a shaft sinking contract.
9.3.2 If a difference of opinion arises as to the requirement of a safety device or the

consequence of a perceived hazard, that cannot be resolved, then the auditor
shall seek the advice of the local DMR Inspector who will adjudicate.
9.3.3 To complete the audit, the auditor shall conclude the report with attachments
which will clearly indicate the safety condition of the winder. The auditor will
give a copy of the report to the mine manager, and send a copy to the DMR
Inspectorate.
9.3.4 If sufficient time is not available to complete the audit by the due date, the
mine manager may apply to have the time extended for up to six months.
9.3.5 Failure by the mine manager or owner to have a safety audit on a winder under
his/her control completed and accepted by the DMR Inspectorate could render
the winder approval invalid.

APPENDIX A
A.1 Operational requirements for a slack rope protection system
A.2 Example of system incorporation slack rope protection
APPENDIX B
NOTICES

APPENDIX A.1 Operational requirements for a slack rope protection system.

Ref: Safe Manriding in Mines. Part 1B
A.1.1 The system should indicate slack rope happening at any part of a wind.
A.1.2 The system should be capable of initiating a trip when the amount of slack rope
exceeds 150mm at or near platform, shaft bottom or an inset, and preferably
throughout a wind.
A.1.3 Accuracy and reliability should not be affected significantly by rope stretch, bounce,
shocks to the conveyance or slack rope produced during normal winding operations.
A.1.4 Maintenance requirements should be minimal.
A.1.5 If batteries are used the load imposed on them should be such that the time between
replacements will be as long as possible, but not less than one week, consistent with
restrictions on weight and size.
A.1.6 The system should fail to safety. Alternately, any fault resulting in inaccuracy or non-
operation should be self-revealing.
A.1.7 The system should be certified for use in flammable atmospheres.
A.1.8 Alarm and trip facilities should be provided.
A.1.9 Direction of travel to retrieve slack rope should be indicated.
A.1.10 The system should have built-in test facilities to check that it is functioning correctly.

APPENDIX A.2 Cage call system incorporating slack rope monitoring:

Description of a system operating at No. 2 Shaft Winder, Oakdale Colliery, NSW.
A.2.1 There are two separate systems, one for each skip, operating on different
frequencies but both functioning basically as follows:
A.2.1.1 The system consists of a strain gauge load cell embedded in the
chase block as a link between the capel and the skip. The analogue
signal from the load cell is fed into a conditioning unit which
converts the signal to a 12 bit binary number. This binary number is
an input to the cage call unit which transmits the 12 bits up the shaft
to a receiver, via microwave radio signals. The 12 bits are sent to the
PLC as 12 digital inputs. The PLC then converts these to decimal
code as tonnes. Parameters are then set in the PLC code for
undertension, overtension. overload and skip failed to discharge,
alarms.
A.2.1.2 In addition, the microwave system also transmits to the PLC the
following information from the skip:
(a) normal and backup door closed signals;
(b) door open signal;
(c) 2 x emergency stop signals;
(d) 8 x slack rope mercury tilt switch signals: 4 on the capel and
4 on the chase block, positioned to detect capel or chase
block tilting in all 4 planes;
(e) voice radio transmitter and receiver for voice communication
to the winder driver.
A.2.2 Alarm Parameters

the load cell values are used in the PLC to provide the protection which will
trip the winder safety circuit. (Note: empty skip weight is 8.6 Tonnes End of
Rope; payload is 10 Tonnes).
A.2.2.1 Undertension protection is designed to detect skip hang-up and is

set to trip at 2 homes under the empty skip weight. This was
necessary to prevent false trips on acceleration down the shaft, and
brakes-on at the end of normal travel up the shaft. (Note: can get up
to 1 tonne decrease in the end of rope load due to these dynamics).

A.2.2.2 Overload protection is designed to detect too much load in the skip,
and is set at 23 Tonnes. The PLC takes a snapshot of the End of
Rope load at the instant the brakes are about to release after the skip
is loaded. This allows the dynamic bounce to settle following
loading (this dynamic can reach 25 Tonnes). 23 Tonnes is the
normal safe working load of the rope and capel. (Note: The skip has
the capacity to hold 15 Tonnes of coal before overflowing).
A.2.2.3 Overtension protection is designed to detect a ‘snared’ skip while

winding up the shaft, and is set at 25 Tonnes. This is active for all
the winding cycle and had to be set at 25 Tonnes to overcome false
trips due to the dynamic rise in the End of Rope during loading and
acceleration.
A.2.2.4 Skip failed to fully discharge protection is designed to prevent the

winder sending a skip back down the shaft if it has not completely
emptied. It is set at 11 Tonne End of Rope.
A.2.2.5 Slack Rope Tilt Switches. There are 8 mercury tilt switches on
each skip; 4 on the capel and 4 on the chase block. They are set to
detect tilting of the capel or chase block due to slack rope in all 4
planes. These have been tested to operate at approximately 30
degrees tilt from the vertical plane.


APPENDIX B
LIST OF NOTICES
(These Notices have been extracted from MDG 30 - Mechanical Compendium)
Notice Number Date Description
A10 5/12/83 Brake Failure - Automatic Haulage
A28 9/5/89 Slope Haulage Systems - Overspeed
A39 4/4/90 Winder Rope Life Extensions
A40 4/4/90 Australian Standards for Shaft Winding
A66 16/12/92 Resin Socket Capping for Winding Ropes
A72 29/11/93 Winder and Haulage Rope Cappings
A76 24/6/93 Shaft Winder System - Risk Assessment
B3 25/6/84 Chains
D5 26/6/85 Chains for Transporting Persons
D6 2/2/88 Brake Pad Material - Dump Brakes
D10 1/6/93 Powered Winder System - Risk Assessment
F15 2/1/90 Approval for Non Destructive Testing - Bullivants
F34 5/9/84 Notice Directing System Approval - Drift Haulage

Notice A10
File No.: M83/4076

Date: 5th December, 1983
Dear Sir
BRAKE FAILURE - AUTOMATIC HAULAGE
It was recently reported to me that, in a New South Wales coal mine, the brakes on an
automatic drift winder failed to apply at the end of a wind.
As you are aware:-
* Automatic winders, whether shaft or drift, have brakes which are applied by spring or
gravity and which are held off, during winding, by hydraulic or pneumatic pressure.
The following matters arose from the investigation:-
* In the particular winder concerned the brakes were held off by hydraulic pressure.
* To apply these brakes a solenoid energised - spring return spool valve was isolated
from its power supply permitting the spring to return the spool and open the pressure
line to its hydraulic reservoir.
* To ensure reliability the colliery had installed three such valves, any of which was
capable of releasing oil pressure and permitting brake application.
* Each of these spool valves had been tested daily for operation and had given no
evidence of failure to work.
* At the end of one particular wind all three spool valves failed to operate and
consequently the brakes on the winders were not applied.
An inspection of the spool valves which failed to operate did not reveal any damage or reason
for the failure.
The matter was then taken-up with the supplier of the valves who has advised that spring
return spool valves may stick and not return under spring pressure in certain circumstances.
The selection of spool valve type and capacity is accordingly quite critical to ensure reliable
operation.
My Inspectors have reported that spool valves are used on most shaft and drift winders in
New South Wales and that a proportion of such valves are inappropriately chosen for their
specific application.
Notice A10 continues

Accordingly I require that you:-
(1) Check whether your colliery uses spring return spool valves in the braking system of
any rope haulage.
(2) If so check that the valves are appropriate for their service and if not replace them
with valves which are not subject to failure as indicated.
(3) Notify me in writing of what action you have taken in this matter.
If you have any question relevant to the above please contact Mr P Torr (02) 240 4248.
Yours faithfully
M.J. MUIR

Notice A28
File No.: M84/5008

Date: 9th May, 1989
The Manager
Dear Sir,
RE: SLOPE HAULAGE SYSTEMS
Approval of slope haulage systems incorporate requirements for dual overspeed protection.
These protection systems are as follows:
1. Overspeed of the Winding Apparatus.
This protection system should be set to operate at a speed marginally in excess of the
maximum operational winding speed.
2. Overspeed of the Control Car.
This protection system should be set to operate at a speed marginally in excess of the
winder overspeed protection system.
Approval of control car conveyances requires that the overspeed device be checked three (3)
monthly as part of the Section 103 Scheme for the mine. Would you please ensure that the
winder overspeed device is also included in the Scheme to be checked at the same interval.
Whilst not specifying the overspeed switch settings for the slope haulage system, it is
suggested that the winder overspeed system set point be up to 10% of maximum winder
operating speed with the control car overspeed system set point be up to 5% in excess of the
winder overspeed system set point.
In addition your attention is dawn to the need for winding apparatus brake paths to be kept
clean and uncontaminated. Section 103 Schemes are to incorporate inspections of brake paths
and winder drum pits at appropriate intervals to ensure that contamination of brake paths is
avoided.
Yours faithfully,
J. G. Bailey

Notice A39
File No.: M85/1478

4 April, 1990
The Manager
Dear Sir,
Re: WINDER ROPE LIFE EXTENSIONS
As you are aware, the Coal Mines Regulation Act 1982 limits the nominal acceptable period
of service for friction winder head ropes to 2 years whilst friction winder balance ropes are
limited to 3 years. Both these periods are, however, subject to extensions of time at the
discretion of the Chief Inspector of Coal Mines, usually subject to certain conditions as
deemed appropriate.
To allow for uniformity this Department has generally granted these extensions for a period
that will result in their expiry on the 31st January annually. This allows Mines to utilise, what
was in the past, the traditional Christmas shutdown period to change out ropes.
As a result of this the Inspectorate is of ten inundated with numerous extensions of rope life
requests in December and January of each year.
A great many of these requests are- improperly submitted with not enough consideration
being given to the lead time required for processing of the necessary documentation, nor with
the correct references to File Numbers where available. Failure to provide current
Engineering data and test results combined with statutory inspection copies is an added
problem-
In an attempt to alleviate these problems and hence provide the most efficient service
possible, the Department has formulated a new procedure for processing rope life files.
Combined with certain recommendation that follow in this letter for attention by you at
Colliery level, it is also envisaged that, over a period of time, sound statistical data relating to
rope life history and performance levels will be accumulated.
This information may, in the future, be able to provide engineering support to those Mines
who wish to leave ropes in service for periods in excess of five years. This new procedure
will also apply for the recording of service histories of winding and haulage ropes as referred
to in Clause 16 of the Shafts and Roadways - Underground Mines Regulation.

The overlying point that must be realised is that correct references must be made to file
numbers on ALL communications relating to a rope or set of ropes. The only communication
where this will not be possible will be the initial notification from the Mine to the
Inspectorate relating to the fitting of a new rope. The Department will inform the Mine of the
new file number upon receipt of the Manager's notification.
A flow diagram is attached summarising the new procedure to be followed. By way of

explanation the following points are made.
(1) Upon deciding to change a rope, identify the most worn and/or damaged sections and
select three of these sections for sampling and non-destructive testing.
(A) : FOR THE OLD ROPE(S)
(2a) Remove the old rope(s) and cut out as selected suitable length samples to allow for a
full report to be done on the strength and condition of each section. Identify each
section for future reference detailing the defects existing within that sample at the time
of removal, as observed by N.D.T. and visual examination.
(3a) Obtain tests reports referenced to your identification system and prepare a summary
for submission to the Inspectorate and for your own files.
(4a) The Inspectorate will attach this information to the appropriate file then close this file
and retain it for future reference.
(B) : FOR THE NEW ROPE
(2b) Upon fitting the new rope(s) notify the Inspectorate in accordance with Clauses 12(3)
and 16(3) of the Shafts and Roadways - Underground Mines Regulation.
(3b) Arrange an initial N.D.T. to be carried out and forward the results to the Inspectorate.
(4b) The Inspectorate will initiate a new file for the new rope(s) and attach this notification
to the file.
An acknowledgment of receipt of the notification will then be sent to the Mine
detailing the new file number that must be used in any future correspondence relating
to the new rope(s) during their period of usage.
With reference to requests for extensions of rope life, the following information must be
supplied with the Manager's communication:
(i) File Number

(ii) Details of the rope(s) concerned, including dates of installation.

(iii) Number of duty cycles and tonnage handled (where possible).

(iv) A copy of a N.D.T. report not more than 2 months old.
(v) Copies of recent Section 103 Inspections for ropes and winder apparatus;
specifically the six most recent daily, weekly and monthly reports.
(vi) Any relevant additional- data, ie., re-anchoring dates, lubrication used.
(vii) The period of extension required.
(viii) The proposed date of the rope change-out.
To assist in these submissions it is suggested that each mine develop a standard proforma to
tabulate the above requirements for any submissions to the Inspectorate.
In all cases it should be recognised that incomplete applications will be returned to the Mine
for correction, leading to delays in the assessment of that particular application.
Your assistance in the introduction of this new procedure is greatly appreciated.
Should you require further assistance or clarification, please contact your local Inspector of
Mechanical Engineering.
Yours faithfully,
J.G. Bailey
CHIEF INSPECTOR OF COAL MINES
APPENDIX 1 - flow diagram attached

APPENDIX 1 - FLOW DIAGRAM
Decision Made
To
Replace Rope
Identify Areas
For Sampling
Notify DME Remove

Remove Old
Of New Rope Fit New Rope Samples and
Rope
Details Obtain Report
Arrange An
Initial NDT For
New Rope
Inspectorate
Notify Mine Of
New File DME File
Number
Mine File

Notice A40
File No.: M79/4220

Date: 4 April, 1990
Dear Sir,
RE: AUSTRALIAN STANDARDS FOR SHAFT WINDING EQUIPMENT
Your attention is drawn to the publication of the following Australian Standards covering
equipment used in association with vertical and slope haulage winders.
AS3637 - Underground Mining Suspension Equipment
Part 1 General Requirements

Part 2 Detaching Hooks
Part 3 Rope Cappings
Part 4 Draw bars and Couplings
Part 5 Rope Swivels and Swivel Hooks
Part 6 Shackles and chains
AS3751 - Underground Mining - Slope Haulage - Couplings, Drawbars and Safety

chains.
* Denotes this standards is still only in draft form.
The above documents cover material and design aspects considered to be appropriate for this
equipment and it would be anticipated that new or replacement equipment would be
purchased in accordance with these standards unless a valid reason can be made to use
alternative standards. The latter appear to be related primarily to replacement equipment.
Of importance to note is that the standards include "Recommendations for Inspection and
Maintenance" which has been included to provide guidance in matters covering:-
(a) Inspection - frequency and type
(b) Permissible imperfections.

It is requested that, where applicable, existing procedures for Inspection and Maintenance at
the mine as nominated within the mines Section 103 Scheme for testing and examination of
mechanical apparatus be reviewed in conjunction with the above referred recommendations.
Should the review indicate that the 103 Scheme be amended, it is suggested that the matter be
discussed with the local Inspector of Mechanical Engineering.
Yours faithfully,
J.G. Bailey
CHIEF INSPECTOR OF COAL MINES

Notice A66
File Reference No.: C92/0874

16th December, 1992
Attention: Mr. G.S. Miller - National Marketing Manager

Company: A. Noble & Son Ltd
Dear Sir,
RE: RESIN SOCKET CAPPING FOR WINDING ROPES.
In reference to your request, dated 3 December 1992, seeking approval/endorsement of resin

capping of winder wire ropes as an alternative to the existing white metal system in use at
coal mines, I can advise that the alternative system appears to be suitable for use. This
determination has been based on information provided in your submission, the results
achieved with the use of resin capping at the Londonderry Testing Station for the destructive
testing of wire rope samples and the Inspectorate's field experience with this type of
termination for guy/boom stay wire ropes.
It is to be understood that acceptance of the resin capping process is confined to polyester

resin type material supplied under the "WIRELOCK" trade name, as accepted by British Coal
Corporation. Its use shall be confined to the applications as nominated by British Coal "Notes
Guidance for the Resin Capping of Wire Ropes". The procedures contained in the Notes of
Guidance shall be utilised to determine the competence of persons appointed to make such
cappings as required under Clause 21(2) of the Coal Mines Regulation (Shafts and Roadways
- Underground Mines) Regulation, 1984.
Please note that Clause 21 (6) of the above Regulation does not permit the use of non-
metallic capping with ropes used in systems for transporting persons. In order to permit the
use of "WIRELOCK" for this type of application it would be necessary for the mine to obtain
an exemption from this Clause. This letter may be used as a basis to justify the granting of
such an exemption.
Yours faithfully,
L.J. Roberts

Notice A72
File No.: C93/0246

Date: 29th November 1993
Dear Sir,
Re WINDER AND HAULAGE ROPE CAPPINGS
Subsequent to the Significant Incident Report No 93/5 issued in September 1993 relating to
the systematic failure of a drum winder, it has been determined that the efficacy of winding
rope attachments should be reviewed. This is of particular concern where the rope attachment
is of the wedge cappel type design which was involved in the above referred incident. The
type of lubricant used between the wedge and limb components was identified to be a critical
element in the attachment's capacity.
The SIR included recommendations regarding the mechanical strength, friction factor and an
indication that destructive testing should be considered for such components. Whilst these
issues are undoubtedly currently being pursued it is appropriate that a formal program be
adopted to at least establish that rope/attachment assemblies satisfy the requirements of a
proof load test. Testing conducted on the assembly type involved in the incident resulted in
non-conformance as slippage occurred at the proof load setting. Such proof load testing will
not be detrimental to any componentry which would affect its future use providing that it
satisfied the requirements of the standard. The scope of the test program specified herein is to
cover all types of winding rope attachments used in shaft and drift haulage systems.
Consequently in order for the mine mechanical engineer to demonstrate compliance with the
requirements of Clause 21 of the Coal Mines Regulation (Shafts and Roadways -
Underground Mines)
Regulation, 1984, I require that the following criteria be met, where applicable, for each
winding apparatus at the mine:
1. All winders and rope haulages which use a single rope capped with a split wedge type
rope cappel for the transport of a conveyance shall have the rope/attachment assembly
proof load tested by 1st April 1994.
2. All other winders including friction winders and rope haulages not included in the
above shall have the rope/attachment assembly proof load tested by 30th June 1994.
Note: Where multi-rope friction winders are in service it is only considered necessary
to conduct the test on one (1) rope/attachment assembly.

In order that the test program be conducted in an uniform manner the following matters shall
be observed:
(a) For drum winders the proof loading shall be applied to the capped rope assembly as
normally used on the winder. The assembly shall not be disassembled between removal
from the winder and the proof load test. It is suggested that the test be conducted prior
to the normal destructive rope testing as required by the regulation. Therefore
additional rope should be removed when the rope with the assembled capping is
removed to ensure that 2m of rope is available for the destructive test to be carried out
after completion of the proof load test.
(b) For friction winders a spare capping and wire rope of the size and type used on the
winder shall be assembled by the personnel who normally carry out this work at the
mine. This assembly shall then be proof load tested.
(c) All proof load testing shall be conducted by an approved Testing Authority.
(d) Proof load testing of each assembly shall be to 2.5 times the safe working capacity of
the capping in accordance with AS3637.1.
The rate of application of the load shall be identical with that used for destructive
testing of ropes and the relevant Australian Standard for tensile load tests.
(e) Any movement of the rope relative to the capping shall be progressively measured
and recorded as the load is increased. In addition other dimensions shall be measured
and recorded in accordance with the capping manufacturer's procedure.
The type of lubricant used and the surface finish of mating components shall be also
recorded where applicable.
(f) A dimensional check of the capping relative to the design drawing shall be conducted.
(g) A design check of the capping in relation to its application shall be conducted by a
suitably experienced person.
(h) The mine mechanical engineer is to forward the results of each test to the inspector of
mechanical engineering.
In addition to the above test program it is also intended to arrange for the ultimate testing of
some rope/attachment assemblies. A decision on this matter will be finalised after completion
of the proof load testing. However the option is available for ultimate load testing to be
conducted in lieu of proof load testing. This should be discussed with the inspector of
mechanical engineering.

Whilst reference has been made to the requirements of the Coal Mines Regulation Act, the
obligations of employers under Section .15 of the Occupational Health and Safety Act, 1983
to ensure the health, safety and welfare of their employees also need to be considered in
determining a response to the above advice regarding ultimate load testing.
Information on detailed results of investigation and testing completed to date are available
upon receipt of written request to Mr. W. Koppe at the above address.
Also please find enclosed Guide for Recording of Rope Capping Details prepared to assist
the mine mechanical engineer to ensure that a quality records system is maintained for rope
cappings.
Yours faithfully
L.J. Roberts
for Chief Inspector of Coal Mines

Notice A76
File No.: C93/0195

Date: 24th June, 1993
Dear Sir,
RE: SHAFT WINDING SYSTEM APPROVAL
The Coal Mines Regulation (Shafts and Roadways) Regulation, 1984 under Clause 7 requires
that any mechanically operated winding or rope haulage apparatus used for transportation of
personnel through any shaft or roadway be approved.
The attached Notice - "Specification of Requirement of Approval - Powered Winding

System", which was gazetted on 18th June 1993, requires that a documented Risk
Assessment be provided with any application for approval of a powered winding system or
any variation to an existing approved system. This requirement specifically covers winding
systems operating between the surface and underground and includes:
(a) shaft sinking projects, and
(b) winders whose prime function is the transportation of materials as personnel

have to be transported to perform duties such as shaft inspections and
accompany materials that are being transported.
The Notice is to be displayed on the mine notice board for a minimum of 30 days to permit
its contents to be viewed by employees at the mine.
Yours faithfully,
L J Roberts
Senior Inspector of Mechanical Engineering for Chief Inspector of Coal Mines

Notice B3
File No.: Not Available

Date: 25th June, 1984
Dear Sir
NOTICE TO THE OWNER OF
Order under Section 174(5)

Coal Mines Regulation Act, 1982
____________________________
In pursuance of Section 174(5) of the Coal Mines Regulation Act, 1982, No. 67, 1 hereby
order that Clause 22(2) of the Coal Mines Regulation (Shafts and Roadways - Underground
Mines) Regulation 1984, which requires that chains referred to in subclause (1) of, the above
clause "shall be manufactured from specified material" shall not apply until 30th June, 1985,
subject to the following requirements:-
(1) All such chains shall be cleaned and examined at intervals not exceeding one year.
(2) Any cuts or nicks found during such examination shall be dressed out.
(3) When any chain link has its cross sectional area reduced from original dimensions,
whether by wear or dressing, by more than 10% the chain shall be discarded.
(4) Where any chain link has suffered damage or is deformed the chain shall be
discarded.
A copy of this exemption Shall be posted on the Colliery Notice Board for a period of at least
28 days.
Yours faithfully
M. J. MUIR
Chief Inspector of coal Mines

Notice D5
DEPARTMENT OF INDUSTRIAL RELATIONS
SYDNEY
COAL MINES REGULATION ACT 1982
__________________________________________
File No.: M84/5010

Date: 26 June 1985
CHAINS FOR TRANSPORTING - PERSONS
In accordance with the requirements Of Clause 22 (2) of the Coal Mines Regulation (Shafts
and Roadways - Underground Mines Regulation 1984, I hereby notify that the specification
of material to be used for the manufacture of chains used in shafts and roadways for the
transporting of persons shall be as follows:-
SCOPE
This specification covers the composition and heat treatment of steel to be used for the
manufacture of chains, shackles, D-links and blocks where such equipment is to be used for
the transporting of persons in a coal mine.
MATERIAL
The material hereby specified shall be in accordance with one of the following standards.
(1) Australian Standard A.S. M3 - 1951 (withdrawn). "1.5 per cent Manganese Steel".
(2) Australian Standard A.S. 1442-1983. "Carbon Steels and Carbon Manganese Steels".
Grade XK 1315 F. Fine grained.
(3) Australian Standard A.S. 1442 - 1983. "Carbon Steels and Carbon Manganese Grade
XK 1320 F. Fine grained.
(4) British Standard BS 2772: Part 2 - 1977. "Iron & Steel for Colliery Haulage and
Winding Equipment". Grade 150 M 12.

Notice D5 continues
HEAT TREATMENT
Chains, shackles, D-links or blocks made from specified steel shall be heat treated either:-
(a) by normalising at a temperature from 880° C to 920° C by cooling followed in still

air. Normalised items are to be re-normalised at intervals not exceeding three years.
(b) by hardening and tempering. Harden in water from a temperature of 870° C to 910° C
and temper at a suitable temperature between 550° C and 650° C. Items which' have
been hardened and tempered shall receive no further heat treatment during their
service life which is not to exceed 15 years.
GENERAL
Other steels and/or treatments may be used subject to Individual approval by the Chief
Inspector of Coal Mines.
J.G. Bailey
Acting Chief Inspector of Coal Mines

Notice D6
File Number: M82/2104

Date: 2nd February, 1988
Union Rubber & Engineering Pty Ltd.,

30-35 Sydney Street,
MARRICKVILLE 2204 10
ATTENTION: Mr. K. Weintritt
Dear Sir,
Re: FABREEKA SA47 Brake Pad Material
It has been brought to our attention that problem have been experienced with the bonding of
the above material to the steel shoe plates used as part of the emergency dump brake systems
fitted drift haulage mancars and self propelled rail mounted vehicles.
Accordingly it has been decided to accept your recommendation to only endorse the
following organisations to carry out the bonding process.
(1) Union Rubber & Engineering Pty. Ltd., Marrickville.
(2) Hexham Engineering Pty. Ltd., Mayfield.
(3) Better Brakes Holdings Pty. Ltd., Smithfield.
(4) Toronto Brake Service Pty. Ltd., Toronto West.
(5) Central Brake Service (Newcastle) Pty. Ltd., Newcastle West.
It is understood that the bonding process shall be carried out in accordance with the attached
specification.
It is requested that you advise the organisations above of this endorsement and that they
provide certification in writing that all shoes supplied to coal mines after 1st March, 1988 are
in compliance with the endorsement and the attached bonding specification.
Yours faithfully,
L.J. Roberts

Notice D6 continues
UNION RUBBER & ENGINEERING PTY. LTD
FABREEKA SA47 BRAKE PAD BONDING SPECIFICATION
The process of bonding Fabreeka brake pads to brake shoes is to be carried out strictly in
accordance to the following specification. Supervision is to be responsible in maintaining that
the job is carried out to the specification.
SURFACE PREPARATION
1. Brake shoe bonding surface to be dressed with rotary burr such that fresh parent metal
is exposed.
2. Brush surface so that it is free of all waste metal.
3. Fabreeka SA47 brake pad to be buffed with a rotary burr. The grain of the Fabreeka is
to be determined by buffing the material in different directions. Once the direction of
the grain is established, the material will be buffed against the grain to obtain the
roughest surface finish.
4. The Fabreeka is to be brushed clean of all residue.
MIXING
5. The adhesive to be used is REMA TIPTOP SC2000, Cement/hardener to be mixed.
6. Mix well cement SC2000 with 10% RF hardener. Mixture is to be used within 2hrs of
mixing.
APPLICATION
8. Two coats of SC2000 plus hardener have to be applied to both metal and Fabreeka
surfaces.
9. Allow first coat to dry for a minimum of 2 hrs.
10. Second coat is to dry only until it is slightly tacky to back of fingers (approx 10
minutes).
11. In the case of over drying, apply a third coat to both surfaces.

Notice D6 continues
ADHESION
12. Join surfaces and impact Fabreeka with a rubber.
13. Clamp joint such that pressure is applied evenly to the entire braking surface. Leave
clamps on overnight.
14. Each end of the brake pad is to be clamped with a copper retaining strip and fastened
with countersunk brass screws.

Notice D10
COAL MINES REGULATION ACT, 1982
Specification of Requirement of Approval

Powered Winding System
File No.: C93/0195

Date: 01 June 1993
It is hereby notified that the Chief Inspector of Coal Mines, pursuant to the provisions of
Clause 6 (6) and (7) of the Coal Mines Regulation (Approval of Items) Regulation 1984 as
amended specifies as being required to be approved generally any powered winding system
or any modification or extension to any powered winding system and which is used to
transport persons or materials between different levels from the surface to underground of an
underground coal mine where any of the following criteria are met:
1) the powered winding system is composed of items or apparatus which fall within the scope
of interpretations contained in Part-I Coal Mines Regulation (Shafts and Roadways)
Regulation 1984 as amended
and
the powered winding system falls within the scope of interpretation of either the Coal Mines
Regulation (Electrical - Underground Mines) Regulation 1984 as amended or the Coal Mines
Regulation (Mechanical-Underground Mines) 1984 as amended.
2) the powered winding system is modified or extended to effect changes to the controls or
ratings or means of protection from any hazard associated with the safe operation and the
maintenance in safe working order of the powered winding system.
Approvals issued under this provision shall be based on a documented Risk Assessment
which shall be provided by the applicant at the time of application for approval. The risk
assessment is required to identify all of the hazards to health and safety which arise out of the
operation of the powered winding system and to rank the assumed risk associated with each
hazard after protective measures have been considered or adopted.
Any documented Risk Assessment which is provided in pursuance of approval under this
provision may be the subject of an independent audit of the methodology used to assess the
risks.
A A RECZEK L J ROBERTS
Senior Inspector Senior Inspector
Electrical Engineering Mechanical Engineering
For Chief Inspector For Chief Inspector
of Coal Mines of Coal Mines

Notice F15
File No.: C89/1089

Date: 2 January 1990
The Manager
Bullivants Lifting Gear
P 0 Box 19
ALEXANDRIA
Dear Sir
Re: Approval for Non-Destructive Testing
It is hereby notified that the Chief Inspector of Coal Mines, for purposes of clause 16(1) (b),
(c) and (d) of the "Coal Mines Regulation (Shafts and Roadways - Underground Mines)
Regulation, 1984" acknowledges "Bullivants Lifting Gear of O’Riordan Street, Alexandria"
as an approved testing authority subject to the following conditions.
1 The laboratory shall be registered by NATA for the non-destructive testing of wire
ropes and shall comply with the terms and conditions of that registration.
2 The type of equipment shall be limited to the following unless otherwise approved by
the Chief Inspector:-
Rotescograph NDT machine model/Serial No. X6RX 8902 part No. RX 2C TAG 88.
3 The non-destructive testing of wire ropes shall comply with the requirements of the
Coal Mines Regulation Act, 1982, as relevant for the equipment and its use.
4 A copy of this letter together with Laboratory Registration details and names of the
authorised signatories shall be supplied to each coal mine where testing is performed.
Yours faithfully
L J Roberts,
Senior Inspector Mechanical Engineering
for Chief Inspector of Coal Mines

Notice F34
File No.: M84/5008

Date: 5, September, 1984
Department of Industrial Relations
Coal Mines Regulation Act, 1982
Notice Directing System Approval
It is hereby notified that the Chief Inspector of Coal Mine, as authorised by Clause 6(6) of the
Coal Mines Regulations (Approval of Items) Regulation 1984 Requires that all slope drift
rope haulage systems be approved.
M.J. MUIR

Feedback Sheet
Your comments will be very helpful in reviewing and improving this Guideline for Design, Commissioning
and Maintenance of Drum Winders (MDG 33).
Please copy and complete the Feedback Sheet and return it to:
Mine Safety Operations
PO Box 344 Hunter Region Mail Centre NSW 2310
Fax: (02) 4931 6790
Phone: (02) 4931 6626
Email: mine.safety@dpi.nsw.gov.au
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Guideline for Design, Commissioning

and Maintenance of Drum Winders

Produced by Mine Safety Operations Division,

NSW Department of Primary Industries

PUBLISHED October 1998

This Mining Design Guideline (MDG) is currently under review

Senior Inspector of Mechanical Engineering

Copyright NSW Department of Primary Industries

1.1 Reference Documents

1.3 Approval Procedures

2.1 Rope Factors of Safety and Retirement

2.2 General Rope Requirements

2.3 Winding Ropes

MDG 33 Document: c:\mdg\mdg33.doc

2.4 Guide and Rubbing Ropes

2.5 Rope Attachments

3. BRAKES AND BRAKING SYSTEMS

3.1 Design and Performance

3.2 Operation and Maintenance

3.3 Brake Calculations

MDG 33 Document: c:\mdg\mdg33.doc

3.4 Brake Dynamic Performance - General Comments

4. MECHANICAL EQUIPMENT - DESIGN AND CONSTRUCTION

4.1 Loads and Powers

4.2 Winder Drum Design

4.3 Shaft Design

4.4 Gear, Gearboxes, and Couplings

4.6 Brake Calipers and Brake Supports

MDG 33 Document: c:\mdg\mdg33.doc

4.7 Handrails and Guards, Ladders and Stairways

5. DRIFT HAULAGES - DESIGN & CONSTRUCTION

5.1 General Description and Layout

5.2 Drift Profiles, Gradients and Track Layout

5.3 Drift Haulage Safety Device Design

MDG 33 Document: c:\mdg\mdg33.doc

5.4 Drift Winder Design Requirements

5.5 Manual and Automatic Drift Winders

5.6 Control and Personnel Cars

5.7 Flat-tops and Materials Transporters

5.8 Environmental Considerations

6. VERTICAL SHAFT WINDERS - DESIGN & CONSTRUCTION

6.1 Requirements for Vertical Shaft Drum Winders

6.2 General Description and Layout

MDG 33 Document: c:\mdg\mdg33.doc

6.3 Guide Systems for Vertical Shaft Drum Winders

6.4 Safety Devices for Vertical Shaft Drum Winders

6.6 Signalling and Communication

6.8 Winder House Foundations and Headframes Structures

6.9 Vertical Shaft Drum Winder Ropes

6.10 Environmental Considerations

7. SHAFT SINKING WINDERS - DESIGN AND CONSTRUCTION

7.1 General Requirements for Shaft Sinking

7.2 Shaft Sinking Winders

MDG 33 Document: c:\mdg\mdg33.doc

7.3 Guide Systems

7.4 Kibbles and Equipment

7.5 Stage Winders

7.6 Stages and Stage Equipment

8. COMMISSIONING AND TESTING PROCEDURES

8.1 New or Relocated or Upgraded Winders

8.2 Existing Winders

8.3 Shaft Sinking Winders

9.1 Safety Audit Purpose

9.2 Safety Audit Procedures