Haul Road

Haul Road

– Visibility
– Stopping Distances
– Vertical Alignment
– Horintal Alignment
– Cross section
– Runaway-vehicle safety provision
– Vertical and Horizontal curves designed considering sight distances and stopping
distances
– Sight distance is the extent of the peripheral area visible to the vehicle operator
– Sight distance must be sufficient to enable vehicle traveling at a given speed to stop
before reaching a hazard
– On vertical curves, road surface limits sight distance
– Unsafe condition remedied by lengthening curve
– On horizontal curves, sight distance limited by adjacent berm like, rock cuts, trees,
etc;
– Unsafe condition remedied by laying back bank or removing obstacles
– Stopping distances depend on truck
breaking capabilities, road slope, and
vehicle velocity
– Stopping distance curves can be
derived based based in SAE service
break maximum stopping distance
– For example : stopping distance
characteristic of vehicle 200.000 to
400.000 pound GVW
Grade Road

– Maximum Sustained Grades for :

– Reduction in significantly increase vehicle uphill speed
– Reduction in grade decrease cycle time, fuel consumption, stress on mechanical
components and operating cost
– Reduction in grade increase safe descent speed, increasing cycle time
– The benefit of low grades offset by construction cost associated with low grades
– Some states limit maximum grades to 15 to 20 % and sustained grades of 10%
– Most authorities suggest 10% as the maximum safe sustained grade limitation
– Property boundaries, geology, topography, climate must be considered on any
case by case basis
– Lower operating cost must be balanced against higher capital cost of lower
grades
– Truck simulators and mine planning studies over life of mine should used to
make determination of the appropriate grades
Horizontal Alignment

– Deals primarily with design of curves and considers previously discussed radius,
width, and sight distance in addition to superelevation
– Superelevation grade recommendation vary but should be limited to 10% orless
because of traction limitations
– Depending magnitude of the side friction forces at low speed. Different values
are suggested for small radius curves
– Again where ice, snow, and mud are a problem, there is a practical limit on the
degree of superelevation
– If superelevation is not used, speed limits should be set on curves
– Centrifugal forces of the vehicle are countered by friction between tire and road
plus weight as a result of superelevation
– Theoretically, with superelevation, side friction factors would be zero and
centrifugal force is balanced by the vehicle weight
– To reduce tire wear, superelevation or speed limits on curves are required
– On straight or tangent segments, width depends on
– Vehicle width
– Number of lanes
– Recommended vehicle clearance, which ranges from 44 to 50% of
vehicle width

Width
Road Structure