It is recommended that a short question-and-answer be established as to how a mine fleet compares the efficiency of the road before and after it is paved: the site is where the manager assesses the temporary road input, mainly because the maximum speed alone ignores the waiting, trapping and maintenance time, affects the target and when it must be restored. This distinguishes between security issues that must be immediately isolated, control issues that can be maintained, and long-term issues that need to be redesigned.
Prior to the design of the programme, it is recommended to collect vehicle numbers, shifts, routes, events, maintenance hours, material consumption and operational records. When communicating with suppliers, photographs, size charts and the most unfavourable work conditions should be provided, rather than giving only one “mass tonnage”. The more appropriate control actions for this topic are: comparison of cycle time, length of road closures, number of rescues and maintenance hours. For three types of products, the material number, the size of the finished product, the thickness difference, the surface texture, the connection or fixation, the working temperature, and the test conditions for the data. The usual specifications of 15, 20, 25 or 30 mm can only serve as the starting point for the request for quotations and cannot directly substitute for the engineering judgement.
Figure: Manager ' s assessment of interim road inputs
The quality of the installation should be reviewed through photographs and measurements, not just oral confirmation. First, they deal with drainage, tatters or deforming steel plates, and then place three types of products in accordance with approved drawings; they include the same set of asset management for roads, support and carriage liners. Any need for temporary blocks of wood, random cutting of angles, forced porosity or stacking should be returned to the technicians for re-evaluation.
The maintenance plan should be based on the frequency of changes in trends, repeated failures, unclosed worksheets and training deviations: each shift at a high-risk point was confirmed, regular spot checks were carried out in the general sector and additional special inspections were added after heavy rains, blasts, overloads or equipment anomalies. It was found that a single view of the maximum speed would ignore the waiting, trapping and maintenance times, record the current vehicle and the weather, and avoid the loss of root causes by replacing only surface parts. Scavengers, porters and stacks should be prevented.
The cost model should cover procurement, transportation, installation, maintenance, cleaning, warehousing and evacuation sites, taking into account single-scale stopovers and back-to-work resulting from waiting, trapping and maintenance times. A baseline of one month or a full rainy season could be used to evaluate the improvement programme. In the absence of a sufficient sample, uncertainty should be clearly marked and the full year ' s benefits should not be inferred from a successful case.
Finally, this paper provides a selection and management approach, with no alternatives to equipment specifications, special programmes, geological evaluations and local regulations. Work involving lifting support, ramps, ditches, vehicle lifts or personnel entering the carriage shall be reviewed and quarantine, locking and emergency procedures carried out by suitably qualified personnel. The above data may be submitted at the request for quotations to obtain recommendations on size, thickness, quantity and shipment.
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