20.312 d02 rev 01 design brief

7/22/2019 20.312 D02 Rev 01 Design Brief

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Contract Name/Number- Document No. Revision - 01

SPCC ILO PERU /20.312 20.312/D02 Page 1 of 17

SOUTHERN PERU COPPER CORPORATION

RANDOM WAGON UNLOADING SYSTEM

DESIGN BRIEF

REVISION RECORD

Revision Revision Drawn

DateCheck

DateApprove

Date

00 First issue for customer approval.(including kick off meeting discussions)

JWH20 Nov2012

FAB29/11/2012

MLJ29/11/2012

01

Updated in line with SPCC comments intheir email 28Jan2013 and telecom.29Jan2013. See clauses 1, 1.1, 1.2, 4, 5.1,5.4, 6.1 and 6.3.

JWH30 Jan 2013

MLJ30/01/2013

MLJ30/01/2013

INTELLECTUAL PROPERTY

The information in this document was prepared using Intellectual

Property owned by Schade Lagertechnik GmbH. This isconfidential proprietary information and remains the exclusive

property of Schade. The document is for use solely in connection

with the performance of Schades Contracts.


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CONTENTS

1. INTRODUCTION .......................................................................................................... 32. ENVIRONMENT ........................................................................................................... 63. WAGON UNLOADING SYSTEM DUTY .................................................................. 74. MATERIAL HANDLED ............................................................................................... 75. BASIC DESIGN PARAMETERS ................................................................................ 86. DESIGN CODES............................................................................................................ 97. ELECTRICAL ............................................................................................................. 128. DESCRIPTION OF OPERATIONS .......................................................................... 14


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1. INTRODUCTIONThe purpose of this document is to describe the design requirements for the supply of theWagon Unloading System for discharging Copper Concentrate from 119 tonne (# max.)gross wagons at the Southern Peru Copper Corporation (SPCC) Patio Puerto ILO plant.

# From the wagon data issued to Schade during the tender stage, the max. wagon

gross mass is 119t. From SPCC email 29/01/2013, revised max. wagon (3045mm high)

masses that are to be used for design purposes are:-

Normal wagons- 25t (empty) + 100t (payload) = 125t (gross) Occasional wagons- 23.8t (empty) + 104.4t (payload) = 128.2t (gross)The Unloading System consists of a Wagon Tippler (Dumper), Exit Run-Back Stop and aDust Control System.

There is no Charger required for this system; the wagons are positioned by a locomotive.

1.1 Schade DrawingsThis Design Brief is to be read in conjunction with the following Schade drawings:-

6003_00_003 rev 02, General Arrangement of Wagon Unloading System. 6966_00_006 rev 01, Wagon Details.

Note as part of the Schade internal QA system, Schade require the above drawings

and this document to be approved by the customer.

6000_00_003 rev 01, Family Tree of Assemblies. WUS11_0030_16_rev. 00, Tender Drawing.1.2 Description of main system componentsTippler: One 14m x 3.11m x 128 tonne Pivot Frame design.

Exit Rake Holding Device: One Wagon Run Back Stop (manual operation viatrackside lever).

Dust Suppression: One spray system mounted around the clientsdischarge chute.

The type of system is to be finalised per SPCCs

kick off meeting request for Schade to

investigate using a dry fog system.

Lubrication: Centralised automatic systems.


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1.3 Contract Specifications and DrawingsThe following SPCC documents are to be worked to, except where noted in Schade tenderdocument WUS11_0030 rev 03, Appendix D:-

Document Number Revision Title

321196-RM01 1 Equipment Request Rotary Car Dumper

321196-GA01 B General Site Conditions Patio Puerto ILO

321196-SM02 1 Technical Specification Rotary Car Dumper

321196-GM 1 Technical Specification Mechanical

321196-GE 1 Technical Specification - Electrical

321196-SI01 0 Instruments Supplied with Package Equipment

321196-DC01 0 Civil Structural Design Criteria #3

321196-ZM02 1 Data Sheet Hydraulic Rotary Car Dumper(as completed by Schade at the tender stage)

3211-1-702 D Operation Room Rotary Railcar Dumper Plant andElevations #1

3211-1-723 B Overall Settlement Phase 2Conveying and Auxiliary Systems, Floor Level #4

3211-1-726 B Overall Settlement Phase 2Tunnel Elevations/Filters and Auxiliary Systems #4

3211-1-730 B Overall Settlement Phase 2

Operation Room for Wagon Tippler #4

3211-5-700 B Railroad Cars (Cobrasma 44m, 34m, Iochpe-Maxion44m) Views and Sections #2

#1 As given to Schade at the kick off meeting, which has an identical number and revisionnumber to the drawing included in the tender documentation.

#2 The data given on SPCC drawing 3211-5-700-B has been included on Schade drawing6966_00_006. The Schade drawing has been produced to show the following additional

design information:-o Approx. payload level/profile for Schade Clamp Beam dimensional design.


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o Tippler Clamp Beam positions and loadings on the wagons for the wagondesigners to check the wagon design.

Drawing 3211-5-700-B also shows an outstand around the wagon top and

dimension F (width overall) is not shown on any view. Per discussions whilst viewing

several wagons at the kick off meeting, it was concluded that the drawing is

pictorially incorrect. Dimension F (width overall) is to be taken as 3168mm (for all

wagons per drawing table) over the wagon top sill and side vertical members.

#3 Not applicable to Schade scope of work.

#4 Received with email 21 Nov 2012.


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2. ENVIRONMENTAmbient temperatures: +5C to +30C (design)

Relative humidity: 55% to 75% average (design)

Max. wind speed/pressure: Not applicable to Tippler design as it operatesinside a building.

Rainfall: 5mm yearly maximum

Barometric pressure: 1.01 bar

Altitude: 10m above sea level

Noise level: 85dB (A) max. at 1m

Seismic: 0.40g (per SPCC specification 321196-GA01-B)In line with standard industry practice for Tipplers(low height, no onboard personnel, no risk toservices etc.) Schade will carry out a static seismicanalysis only for the Tippler pivots & foundationloads (for civil design by client). Schade have not

included for a dynamic FEA of the seismic

effects on structures.

Saline/coastal: Yes. Arid, dusty, wet (from Dust Suppression),marine and adjacent to the ILO refinery from whichcorrosive gases may be emitted.

Location: The Tippler is located inside a building.

Dust suppression: A Dust Suppression System is included in Schadesupply, mounted around the clients dischargechute.

Dust Extraction: Dust extraction will be installed by the client.

Atmosphere: Without a Dust Suppression System, during theTippler cycle, the atmosphere will become dustladen with the material handled (which is highlyabrasive/corrosive). All equipment shall bedesigned to operate in these conditions.

Solar Radiation: Not applicable as the Tippler operates within abuilding.


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3. WAGON UNLOADING SYSTEM DUTYAll components shall be designed for heavy duty continuous operation.

Working hours per day: 24 hours continuous with frequent full loadoperation.

Working days per month: 12 days

Design Life: 30 years

Utilisation: >90%

Availability: >90%

Bearing Life L10: 60,000 hours minimum

4. MATERIAL HANDLEDAll components shall be designed for the following payload characteristics.

Material: Copper Concentrate

Size: 1mm maximum

Moisture: 9% average (sticky)

Angle of repose: 32 nominal

Aerated bulk density: 1.92 t/m (material unloaded from wagons onto+3.321m level)

Packed bulk density: 2.24 t/m (material compacted in the wagons)

Notes Using the revised wagon payloads given by SPCC email 28/01/2013, 100t payload 44mwagon volume = 2.27 t/m (i.e. approx. 2.24 t/m given above).When the 100t payload discharges onto the +3.321m level, its density will revert to itsaerated value of 1.92 t/m, thus increasing to a volume of 52m. The available volume at

this level is 132m, thus for wagons loaded with 100t of material, the Front End Loaders

will have to operate every 2 wagons.

Material abrasiveness: Highly abrasive

Material corrosiveness: Highly corrosive


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5. BASIC DESIGN PARAMETERS5.1 Wagons handledThe Wagon Unloading System will be designed to handle wagons as shown Schade drawing6966_00_006, Wagon Details.

For normal working (strength and fatigue design), the maximum gross mass of a wagon is125 tonnes (25t tare + 100t payload).

For out of service working (strength only design), the maximum gross mass of a wagon is128.2 tonnes (23.8t tare + 104.4t payload).

Also per the kick off meeting, SPCC stated that the maximum retained sticky payload is10%. For design purposes, use 104t x 0.10 = 10.4 tonnes.

5.2 LocomotiveThere is no locomotive passage onto or through the Tippler.

5.3 Track dataRail gauge (K): 1435mm (1505mm rail centres)

Rail type: 115lb AREMA rail168mm high x 69mm head width

Entry track profile: Not applicable to the design of the Tippler.

Exit track profile: Downhill gradient sufficient to ensure the empty wagonsroll away from the Tippler as a result of being impacted bythe next wagon as the locomotive positions it onto theTippler platform.

5.4 System throughputWagons unloaded per hour: 3 max. working, 10 Tippler design.

Tippler cycle time: 70 seconds tip, 10 second pause #, 70seconds return = 150seconds total.

# - During commissioning, the Tippler pause duration at maximum tip angle can be increasedto allow more time for any sticky material to be dislodged from the wagon by the vibrators.

The existing SPCC Tippler at the Smelter Plant has a total cycle time of 150 seconds,including a 10 second pause at the fully tipped angle.


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Wagon rotation: 3 (nominal) platform tilt plus 157 Tipplerrotation = 160 total.

6. DESIGN CODES6.1 Primary design codesStructural design: BS2573 part 1 Rules for the Design of Cranes

(Classification, stress calculations & design criteria structures)

Item Operatingcycles(fatiguedesign)

Loadspectrum Groupclassification Impactfactor Duty factor(strengthdesign)

Tippler 2 x 10^6(U7) $

1.0(Q4)

A8 1.1# 0.85~

# - Impact factor 1.3 to be used for wagons rolling onto the platform$ - 10 wagons/hour x 24 hours/day x 12 days/month x 12 months/year x 30 years

required life = 1,036,800 wagons/cycles, which is less than the above design life.~- Duty factor of 0.85 is for normal working. For all other load cases use 0.85 x 1.13

= 0.96.

Mechanical design: BS2573 part 2 Rules for the Design of Cranes(Classification, stress calculations & design criteria mechanisms)

Item Service life(hours)

Loadspectrum

Groupclassification

Dutyfactor

Tippler >50,000(T9)

1.0(L4)

M8 0.63#

For fatigue calculations, number of cycles N > 1 x 10^6#- Use for all load cases.

Note The above codes are used by Schade as there is no suitable standard or code directlyapplicable to the design of wagon unloading equipment. As the above codes are applicable tocranes with hoisting applications, they adopt a conservative approach to design (i.e. dutyfactors etc.). They are also complete in their content, covering strength, buckling and fatiguefor steelwork & shafts etc., welds and bolts.


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6.2 Other design codesIn support of the codes given above, and those listed in the SPCC Technical Specification,use may be made of codes from the following organisations:-

BS British StandardsISO International StandardsDIN German StandardsEN European Standards

6.3 Design load cases6.3.1

Tippler Platform (at rail level, 0 tip angle)

a) Passage of 1x loaded wagon (125t gross max.) onto (impact factor 1.3) & across thePlatform. Platform supported on land supports. Strength & fatigue cases (i.e. normalworking).

b) Passage of 1x loaded wagon (125t gross max.) onto (impact factor 1.3) & across thePlatform plus ejecting 1x empty wagon (25t tare max.). Platform supported on landsupports. Strength & fatigue cases (i.e. normal working).

c) Passage of 1x loaded wagon (128.2t gross max.) onto (impact factor 1.3) & across thePlatform. Platform supported on land supports. Strength only case (i.e. not normalworking).

d) Passage of 1x loaded wagon (128.2t gross max.) onto (impact factor 1.3) & across thePlatform plus ejecting 1x empty wagon (23.8t tare + 10.4t sticky payload ). Platformsupported on land supports. Strength only case (i.e. not normal working).

6.3.2 Tippler Cage and Platform (during tip rotation)a) Tipping of 1x loaded wagon (125t gross max.) with free flowing material (100t

payload) 100% discharge to 160 rotation, plus return of 1x empty wagon (25t taremax.) to 0 rotation. Strength & fatigue cases (i.e. normal working).

b) Tipping of 1x loaded wagon (128.2t gross max.) with 10.4 tonnes retained stickypayload to 160 rotation, plus return of wagon (23.8t tare + 10.4t payload) to 0rotation. Strength only case (i.e. not normal working).

6.3.3 Tippler Clampsa) Supporting 1 x empty wagon (25t tare max.) plus retained sticky payload (10.4t max.)

plus a dynamic factor (1.2) at the Tippler fully tipped angle. Strength & fatigue cases

(i.e. normal working, say to design on the safe side).The resultant load being distributed onto all 3 clamps. There is no failed clampdesign case where only 2 clamps are required to support the wagon.


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6.3.4 Exit Wagon Run back StopThe Exit Run Back Stop nominal capacity is 15kN, based on a 4 axle wagon of 23.8ttare (empty) mass. The stop is a Schade standard design for this load.

6.4 Materials of constructionStructural steelwork: EN 10025 S275J0

Shafts and pins: The Tippler main pivot shafts will be manufactured from BS970grade 817M40 condition T

Materials for other load bearing shafts and pins will be as above orBS970 grade 605M36 condition R

Racks: Cast steel to BS3100 grade A3

Pinions: BS970 grade 817M40 condition T

Wear and Spill Plates: UHMW PE 25mm thick minimum. (per client specification321196-SM02)

Structural bolts: EN 14399-3 (ISO 7412, DIN 6914) grade 8.8SAll bolts, nuts and washers etc. will be self finish/lubricated, not

plated (i.e. zinc).

Plain bushes: Phosphor bronze DYN GZ14

Stainless steel: AISI 316 or higher, not AISI 304 (review during design)

Units: All components will be dimensioned and manufactured using themetric SI system of units.

Inspection Plans: All critical components will be manufactured in accordance withunique Inspection Plans.

Welding: All welding will be carried out in accordance with a SchadeManufacturing Specification, using Euronorm standards.


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7. ELECTRICAL7.1 Supply VoltagesLV Distribution: AC 480 volts 60Hz, 3 phase + neutral, 4 wire

AC 120 volts 60Hz, 1 phase + neutral, 2 wire

Transformer neutral point solidly grounded.

Control Circuits

MCC Starter Modules: AC 120 volts 60HzPLC Digital I/O: DC 24 voltsPLC Analogue I/O: 4-20mASolenoids: AC 120 volts 60Hz

Motors

LV Motors: AC 480 volts 60Hz

Instrumentation

Instrument Circuits: AC 120 volts 60HzDC 24 volts

Maintenance Power Circuits

Single Socket: AC 120 volts 60HzWelding Socket: AC 480 volts 60Hz

7.2 Permissible Voltage Variation & Loss at Equipment TerminalsThe permissible voltage fluctuation and voltage loss are based on the rated voltage of theelectrical equipment.

1. Voltage variation for motors shall be no greater than 5%.2. Losses due to voltage drop between the supply terminals and equipment shall be

no greater than 5%.

3. The terminal voltage should not be less than 90% of the rated voltage when themotors are started.


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7.3 Electrical DistributionRefer to the latest issue of Schades Single Line Diagram, drawing number TBA.

7.4 Tippler ControlTippler operations will be carried out by the plant operator and be controlled by aProgrammable Logic Controller (PLC) with the level of interlocking being dependent on thecontrol mode selected.

The Operator interface will be as follows:-

Human Machine Interface (HMI) for control of automatic operations, plant status andalarms

7.5 Degrees of ProtectionAll electrical equipment shall be suitably sealed for use in the environment.

The minimum protection levels shall be as follows:-

Outdoor Enclosures: NEMA 4X

*Indoor Enclosures: NEMA 12

* Indoor enclosures are deemed as enclosures within the Electrics House only.

7.6 Main ProductsMoulded Case Circuit Breaker (MCCB) Allen Bradley

Miniature Circuit Breaker (MCB) Allen Bradley

Relays Allen Bradley

Panel Lamp RITTAL

Anti Condensation Heater RITTAL

Door mounted Filter Units RITTALEmergency Stop Relay GuardMaster

PLC ControlLogix Allen Bradley

PLC Communication - DeviceNet Allen Bradley

PLC Communication - EtherNet Allen Bradley

HMI PanelView+ Allen Bradley

Motor Protection Circuit Breakers (MPCB) Allen Bradley

Contactors Allen Bradley

Pushbuttons / Lamps / Switches Allen Bradley

Sets of Power & Control terminations Weidmuller


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8. DESCRIPTION OF OPERATIONSThe following is a basic description of how the plant will be operated.

Once agreed with the customer, this description will be developed by Schade for the

final control system design.

8.1 Composition of rakesAll rakes will consist of:-

A locomotive (at the rear of the rake), pushing An empty/dummy wagon (never tipped, used to ensure that the locomotive does not need

to travel onto the Tippler to position the last wagon), pushing

A number of full wagons8.2 OperatorsThe wagon unloading system will be controlled by:-

1 or 2 railway operator(s) located on the non-tip side of the track at rail level. 1 plant operator located in the elevated control room at the main control desk. The

control room is on the tip side of the Tippler.

8.3 State of plant for train arrivalState of plant prior to train arrival must be as follows:-

The Tippler is ready-

Tippler at rail level, 0 tip (monitored by Tippler PLC) Tippler clamps raised (monitored by Tippler PLC) Entry and exit photocells are clear (monitored by Tippler PLC)

The railway operator(s) are ready-

Manual selection of switch on local control stationA railway signalling system (by client) on the entry end of the Tippler will be installed. Thesystem will consist of two red (stop)/green (go) traffic lights, one located near the entry endof the Tippler and the other part way along the rake away from the Tippler.

The traffic lights are controlled by both the railway operator(s) and Tippler PLC. If all of theabove Tippler conditions are satisfied, the Tippler (plant operator) will signal the lightsgreen. However, if the railway operator(s) are not ready for the wagons, they can signal thelights red from their local control station. The lights will remain red until both the Tippler(plant operator) and railway operator(s) are ready to start unloading wagons.


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8.4 Modes of controlThe wagon positioning by the railway operator(s) is a manual process using radio controlwith the locomotive driver.

The Tippler is operated by the plant operator in one of the following modes of control:

Automatic (full automatic control initiated from the main control desk)This will include Tippler rotation (tip, pause & return), clamp movement (lowering &raising) and complete system monitoring via the Tippler PLC

Manual (fully interlocked) Maintenance (with minimum interlocking to ensure personnel and plant safety)Control modes are selected via the main control desk.

8.5 Unloading the first wagonThe railway operator(s) set the traffic lights to green and instructs the locomotive driver (viaradio) to push the rake forward and stop with the first wagon in the designated position(central within 100mm) on the Tippler.

The railway operator(s) then release the front coupler of the second wagon (this is thenearside lever) and instructs the locomotive driver to reverse back until the second wagon is

clear of the entry photocell.

The railway operator(s) then signal (via an audible horn) to the plant operator that theTippler can tip.

From the control room the plant operator starts the Tippler. With no further input from theplant operator, the Tippler tips the wagon to unload the copper concentrate, pauses at thefully tipped position and then returns the wagon to rail level.

Note prior to all wagon tips, the PLC checks the tipped stockpile level sensors to ensurethat there is enough space for another wagon payload. A further check is also made to ensure

that the FELs are not operating in the tipped stockpile (+3.321m TOC level) area.

The plant operator signals (via an audible horn) to the railway operator(s) that the Tipplercycle for the first wagon is complete, and the second wagon can be positioned.

8.6 Unloading subsequent wagonsThe railway operator(s) check that both the rear coupler of the first (tipped) wagon and thefront coupler of the second (next) wagon are both closed. This is to ensure that the wagonsdo not automatically re couple when they contact.


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The railway operator(s) set the traffic lights to green and instructs the locomotive driver (via

radio) to push the rake forward and stop with the second wagon in the designated positionon the Tippler. Part way through this travel, the closed front coupler of the second wagonhits the closed rear coupler of the first wagon and the first wagon is pushed off the Tipplerand rolls away down the exit track gradient.

The railway operator(s) then release the front coupler of the third wagon (this is the nearsidelever) and instructs the locomotive driver to reverse back until the third wagon is clear of theentry photocell.


From the control room the plant operator starts the Tippler. With no further input from theplant operator, the Tippler tips the wagon to unload the copper concentrate, pauses at thefully tipped position and then returns the wagon to rail level.

The plant operator signals (via an audible horn) to the railway operator(s) that the Tipplercycle for the second wagon is complete, and the third wagon can be positioned.

The railway operator(s) open the front coupler of the tipped wagon. This ensures that whenit rolls down the exit track gradient it will automatically recouple to the previous wagon,or the railway operator(s) open the rear coupler of the previous wagon (positioned some way

down the exit track gradient).

This procedure is repeated until the last full wagon is positioned on the Tippler.

8.7 Unloading the last wagonWith the last full wagon stopped at the designated position on the Tippler (theempty/dummy wagon in front of the locomotive is part on the Tippler), the railwayoperator(s) then release the front coupler of the empty/dummy wagon (this is the nearsidelever) and instructs the locomotive driver to reverse back until the empty/dummy wagon isclear of the entry photocell.


From the control room the plant operator starts the Tippler. With no further input from theplant operator, the Tippler tips the last wagon to unload the copper concentrate, pauses at thefully tipped position and then returns the wagon to rail level.

The plant operator signals (via an audible horn) to the railway operator(s) that the Tipplercycle for the last wagon is complete, and it can be pushed off the Tippler.

The railway operator(s) check that both the rear coupler of the last (tipped) wagon and thefront coupler of the empty/dummy wagon are both closed. This is to ensure that the wagonsdo not automatically re couple when they contact.


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The railway operator(s) set the traffic lights to green and instructs the locomotive driver (viaradio) to push the empty/dummy wagon forward and stop after hitting the last wagon and

pushing it off the Tippler. The locomotive must not travel onto the Tippler.

The locomotive then reverses back with the empty/dummy wagon to join the bypass trackthat runs parallel to the Tippler. The locomotive is then able to travel forward (providedother railway signalling allows this) and collect the rake of empty wagons on the Tipplerexit track.

20.312 d02 rev 01 design brief

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