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By Ehsan Alavi, Daniel Cressman, Tatiana Chiesa, Robert Mayberry

The City of Toronto’s Coxwell Bypass Tunnel (CBT) is currently being constructed by North Tunnel Constructors ULC. The scope of the CBT project includes construction of approximately 10.5 km of 6.3 meter finished diameter rock tunnel, five large diameter (20 and 22 meter) storage shafts and eleven tunnel connection drop shafts, along with associated deaeration and adit tunnels. This paper describes progress on the CBT to date and reviews the approach taken in both design and construction of the tunnels and shafts to mitigate risks and reduce cost and schedule of construction.

Jun 13, 2021

By Charles W. Rountree

Industrial Engineering in the industrial world is a relatively new field, having been conceived about the turn' of the century by Frederick W. Taylor, who was not satisfied with the hit-or-miss methods of evaluation and estimation. Through crude Industrial Engineering techniques never before used, he completely changed the bricklaying industry so that work accomplished was more than doubled. To help us better understand what we mean by Industrial Engineering, I think a very simple definition Is in order. Industrial Engineering is a scientific approach to problems in cost, production and operations: and is designed to provide a means of increasing producitivity and reducing costs through standards measurement and standardization of the best methods, practices and equipment, There are many complicated definitions, but pure and simply, it all boils down to providing the means for increasing productivity and reducing the cost. Industrial Engineering has been applied in manufacturing since Frederick W. Taylor?s time and in the last 20 years has grown in stature by leaps and bounds. It is a basic function of successful manufacturing companies and is an accepted fool firmly entrenched in manufacturing organizations. You may know of some successful manufacturing companies that do not employ Industrial Engineers as such, but someone in that organization is doing Industrial Engineering work. They have standards and controls whether they call it Industrial Engineering or not. The manufacturing industry has benefited from this tool; other wise, it would have been discontinued long ago.

Jan 1, 1958

By Ian Hooper, Alan Winter, Stefan Sadokierski, Craig Covil

The existing Tappan Zee Bridge was built in the late 1950s and has been working over its design traffic load for some time now. A new project, which is being jointly sponsored by the New York State Thruway Authority and Metro-North Rail Road, is looking at new alternatives to provide new road and rail crossings of the Hudson River. These include 2 to 5 mile and potentially longer tunnel crossing options that include hardrock TBM and EPBM opportunities. The paper describes the project needs and tunnel concept design work done on some of the alternatives. It also relates to the current EIS process for the project and talks about a possible double-stacked tunnel option. It also talks about the geology and environmental constraints relating to tunneling and provides and introduction to the tunnel ventilation work necessary for tunnel crossing of this magnitude. It does not report on the bridge engineering options being evaluated.

Jan 1, 2005

By P. G. Martin

"As the speed of business has continued to increase over the last decade, the focus on real-time control of the performance of both stationary and mobile assets has become an increasing priority. Traditionally the maintenance team has been focused on the management of the availability of assets while the operations team has been focused on the throughput of those same assets. Typically operations and maintenance teams worked almost independently in spite of the fact that they were both working with the same assets. Part of the problem has been their traditional performance measures which have often been diametrically opposed. Recent advancements in the area of real-time performance measures and decision support have helped to drive higher levels of collaboration between operations and maintenance leading to real-time asset performance control and higher levels of business performance. This paper will explore the forces driving the need for changes, present an effective approach to the definition of the most appropriate business performance measures, and examine the effectiveness of contextualized real-time decision support resulting in asset performance control. TRADITIONAL APPROACHES TO ASSET PERFORMANCE MANAGEMENT In most industrial operations the phrase asset performance management is synonymous with maintenance of the industrial assets. This is the way industry has viewed asset management and asset performance management for decades. This is a very limited perspective that is serving to constrain the profitability of industrial operations. As industrial organizations began to form following the Industrial Revolution, the complexity of the operations forced an organizational design based on specialization. No single person could understand all of the aspects of an industrialized operation. This was particularly true at the plant floor level where the operation and maintenance of the industrial equipment required very different skillsets and training. To accommodate the vast differences most industrial organizations set up operations teams to run the equipment and maintenance teams to keep the equipment available to the operation. Both teams were dealing with the same industrial equipment but from very different perspectives and with very different performance measures. Typically the operations team was measured on maximizing the output of the equipment – or throughput. On the other hand the maintenance team was measured on the uptime – or availability of the equipment."

Jan 1, 2015

By Jr. Stokowski

Topsoil for revegetation projects is in demand in many urban areas. In this case history, a large aggregate producer manufactured a topsoil from three waste materials. The topsoil was produced in a 200,000 m2 (50-acre) abandoned gravel pit that still had additional gravel under 10 m (30 ft) of overburden uneconomic to strip directly. The topsoil was produced by rotary mixing of sludge, overburden, and a lime admixture; solar drying; and stripping and stockpiling of the product. A major problem was an increase of topsoil drying times for stripping from 40 to over 100 hours when it was rewet by storms. The problem was solved by a research project that evaluated over 50 formulations and over 20 waste materials. . The final formula dried in 15 hours and contained 3-parts sandy mine spoil, 1-part sewage sludge, and 2 % spent-bed, a granular quick-lime produced during power-plant flue-gas desulfurization.

Jan 1, 1988

The Forestry Reclamation Approach (FRA) specifies that the upper 1.22 m of material on the reclaimed surface should be left as uncompacted as possible to facilitate tree root growth. One of the main concerns about applying the FRA to steep slopes is that the upper 1.22 m of material could cause the reclaimed slopes to be unstable. Successful application of FRA on flat and rolling surfaces precipitated this investigation. Details of a field investigation conducted at a steep-slope mine are available in an earlier publication (Kumar and Sweigard, 2011). A total of 70 survey monuments were driven into the slope in a regular pattern to monitor slope movement. Quarterly surveys of the monuments were done to quantify any type of mass movement either horizontally or vertically. The methodology proposed for slope movement was verified using numerical models. Analytical models based on limit equilibrium technique and numerical models based on the finite element method were developed for slope stability analysis. The limit equilibrium analysis was done using Geo-Slope software following the Simplified Bishop Method. The finite element (FEM) numerical model was developed using the Plaxis computer program following the strength reduction technique. Two kinds of slope stability analysis were performed: first with the top 1.22 m of loose material and second without top loose material. Finally, the field investigation results were compared with stability analysis results. Both of these approaches showed that application of the FRA on steep slopes is not causing any significant instability problems that would not exist otherwise for overly steepened slopes. Keywords: Forestry reclamation approach, steep slope, slope movement, factor of safety

Feb 27, 2013

By M. J. McPherson, P. Mousset-Jones, G. Danko, F. Calizaya, K. You

The friction factor is one of the more difficult parameters to determine in ventilation planning. In practice, this can be estimated from published factors such as those of McElroy. The problem with this approach is that the selection requires some judgement, and the estimated values offer no more than guideline accuracy. This study, examines the effects of four factors on the coefficient of friction for a simulated mine airway. The factors are: airway cross-section, asperity height, flow direction, and cross-cut spacing. The study includes the modeling of a mine airway and the evaluation of the results from 13 experiments on flows of air over rough surfaces. The model, physically represented by a wind tunnel, includes a rough surface section which can be modified to simulate mine airways of various shape and asperity height. Most of the experiments were performed under controlled flow conditions during which the Reynolds number was varied between 50,000 and 300,0000. Based on this study, the friction factor for a mine opening was found to depend not only on the size and shape of the surface asperities but is also affected by the orientation of them in relation to the flow direction.

Jan 1, 1991

By Rafael C. Castro, Geoffrey Hughes, Fredrick (Rick) Vincent, Philip H. Albert

Seven pairs of drop and ventilation shafts, between two and nine feet in diameter, will convey combined sewer flow to a 230-foot-deep, 26-foot diameter storage tunnel. This paper will present case histories for each site. Discussion will include functional requirements, program and site access constraints, structural design, geology, the variety of excavation and lining construction methods used, and lessons learned. Noteworthy observations include the importance of assuring competent ground sup-port at the soil-bedrock interface and of achieving tight verticality tolerance using both top-down and raise bore excavation methods.

Jan 1, 2007

By W. L. Dalke

The Minntac complex is a facility for production of iron ore pellets located on the Mesabi Range at mountain iron, Minnesota. It consists basically of a mine, crushing plant, concentrator, and a pelletizer producing twelve and one-half million tons of pellets annually. This paper deals with some of the aspects of the grinding circuits; but prior to that discussion, it might be well to briefly describe the flow of material in the operation. The crude ore, containing from 20% to 25% magnetic iron, is mined by 14-yard electric shovels. .the blasted ore is loaded directly into 50-yard side dump railroad cars and hauled to the crushing plant. Crushing is done in three stages, originally, two 60" primary crushers; four 7-foot standard secondary crushers; and six 7-foot short head tertiary crushers were installed, when the plant was expanded to double its capacity, five secondary and ten tertiary crushers were added. These were duplicates of the original 7-foot standard and short head crushers used in the original construction, there was no expansion of the primary crushers but a one-half-million-ton surge pile of tertiary crusher feed was added.

Jan 1, 1976

By Joel Nonnweiler, David Young, John Hawley

The Sacramento Regional County Sanitation District has implemented a billion-dollar interceptor system master plan, including the 31 km (19 mile) long Lower Northwest Interceptor (LNWI). For the two LNWI Sacramento River crossings, pipe-jack/micro tunnel drives in excess of 300 meters (1,000 ft) from 30 meter (100 ft) deep shafts in mixed soil conditions below the water table were considered, as were600 meter (2,000 ft) tunnel drives utilizing pressurized-face tunnel boring machines. Operation and maintenance concerns, predicted flood scour, and levee concerns are discussed. A risk assessment process was used to select both profile and construction method. Construction will begin in mid 2004.

Jan 1, 2003

By Gregory D. Savage, Bruce M. Everett

Introduction The growing role of Colombia as a major supplier of internationally traded steam coal has been widely discussed in the industry. Although Colombian coal has been produced and exported in small quantities for a number of years, the country's position as a major coal exporter began in earnest in 1985 with the first commercial exports from the Cerrejon North Block Project. The mine is located on the Guajira peninsula in northeast Colombia, about 145 km (90 miles) from the coast (Fig. 1). In addition to the mine itself, the project involves construction of a dedicated railroad and port. This forms a modern, efficient, and integrated system. The project is embodied in a 50-50 association contract between International Colombia Resources (Intercor), a wholly-owned subsidiary of Exxon, and Carbocol, the Colombian state coal company. Intercor and Carbocol share investment and operating expenses equally. Intercor has the additional responsibility of managing operations on behalf of the partners. Each partner is entitled to 50% of the coal produced, and each markets its share separately. The project is a multi-seam, truck and shovel operation, based on large reserves (2 to 3 Gt or 2.2 to 3.3 billion st) of high quality bituminous coal. Exports began in the first quarter of 1985, at modest levels through what is called Early Coal Facilities. The permanent coal handling system began operation in February 1986. Production will increase rapidly in each of the next few years, reaching the design capacity of 15 Mt/a (16.5 million stpy) in 1989. Based on available resources, however, the resource will support expansion, and continued growth in production into the 1990s is feasible. Importance of transportation The success of a new coal export venture, such as Cerrejon, depends heavily on efficient transportation. In the international coal industry, overland and ocean transport can in some cases account for 40% to 50% of the final value of the product. Many coals, such as western US subbituminous coals, cannot reach export markets at all because of their low heat content and great distance from export markets. By the same token, low-grade resources are often commercially attractive for local markets even in the face of competition with much higher quality coals from distant sources. Figure 2 shows the growth in steam coal imports into Europe, the largest trading market. Through

Jan 6, 1986

By Harry Perry

A technology for producing liquid fuels from oil shale at prices competitive with crude oil prices is a necessary but not exclusive prerequisite for the development of a shale oil industry. Many other factors will affect the timing and the rate at which oil shale is commercially developed. Among the more important are: governmental policy concerning oil shale and oil resources (including the Outer Continental Shelf) that are under Federal control; oil import policy; Federal taxation of shale oil production including depletion allowances; regulatory practices; competition from other energy sources, both synthetic and natural; Federal treatment of factors affecting competing energy resources; and present legislation under which the public resources must be leased. Significant changes in any of the foregoing factors could have a controlling effect on the timing and rate of oil shale development. The effect of changes in each of these factors is evaluated.

Jan 1, 1969

By P. D. Chamberlin

The interface between precious metal miners and gold refiners has been an uneasy interface over the years. The reasons for this interface and its apparent uneasiness and lack of trust include technical factors, economies of scale, and cultural differences. Technical factors take two forms. First, concentrates, precipitates and sponge produced at the mine site are notoriously difficult to sample and a non-representative sample can be the cause of misunderstanding and distrust. Dore, however, is homogeneous and can be correctly sampled and analyzed. Second, the technology and chemistry of fine gold and silver production is complex and quite different from that of dore production. Most mining companies are content not to be involved with additional processing steps.

Jan 1, 1986

By Rui Xiang Yang, Cong Li, Jia Zeng, Rong Liang Zhang, Wei Zhang, Chao Fan Tang

This research took the roasted products obtained by leaching copper (Cu) refining slag using waste acids and roasting leaching residues with calcium oxide (CaO) as raw materials and used oxidative leaching to extract Cu from roasted products using waste acids. Influences of the leaching temperature, liquid–solid ratio, and sulfuric acid ( H2SO4) concentration in waste acids on the leaching rate of Cu in the oxidative leaching process of roasted products using waste acids were investigated. The unreacted-core shrinking model of heterogeneous reactions was adopted to reveal the leaching kinetics of Cu in the oxidative leaching process of roasted products using waste acids. Results show that the leaching rate of Cu reaches 91.68% when the leaching temperature, liquid–solid ratio, H2SO4 concentration in waste acids, and injected airflow are 80 ℃, 8:1, 1.5 mol/L, and 200 mL/min, respectively. If the leaching temperature is below 80 ℃, the leaching process of Cu is controlled by the solid-film diffusion, and the apparent activation energy Ea is 11.0835 kJ/mol; at a leaching temperature above 80 ℃, the leaching process of Cu is governed by the interfacial chemical reaction, with an apparent activation energy Ea of 42.3183 kJ/mol. The liquid–solid ratio can positively influence the reaction rate constant. The apparent order of the leaching reaction of Cu is 0.632.

Jan 11, 2023

By C. P. Blair

In discussing so-called "volume rates" for the movement of coal, I start from one basic premise: That it is the job of the railroads to devise rates which will move the traffic, while at the same time assuring a fair return on their investment. No matter how reasonable and nondiscriminatory freight rates may be, if they fail to attract and hold traffic to the rails, they are utterly useless - both to the carriers and the shipping public. And it will be my purpose here to show that under certain circumstances the use of volume rates by the railroads enables them. to hold traffic which would otherwise be lost, and to avoid needless dissipation of revenues, Properly employed, volume rates should benefit both the coal industry and the railroads, I do not, however, advocate the discarding of the carload as the basic rate-making unit. Far from it. Sound operating reasons dictate the making of rates based on car- loads, and the tradition of carload rates has a firm foundation in railroad operating costs, many of which vary directly with cars handled. In short, the carload was, Is and, in my opinion, will continue to be the basis for most rail rates on coal, as well as on other commodities. But change is an inevitable result of progress, and we should not be so bound by tradition that we are unwilling to try novel methods of ate making, should the circumstances require, The modern rate maker must, now and then, run the risk of being called an iconoclast if he is to keep up with the times. As T will point out, volume rates were for many years rejected by both the Interstate Commerce Commission and the railroads, But now both the Commission and the carriers have come to recognize that under proper circumstances and conditions volume rates are a powerful and effective tool.

Jan 1, 1959

Using a Mark IV surface force apparatus, adsorption of dodecylamine hydrochloride on mica has been studied at pH 5.7 in the presence and absence of octanol. With amine alone, the repulsive forces between mica surfaces are reduced due to charge neutralization and attractive hydrophobic force; however, the latter is of relatively short-range with its decay length less than 2 nm. In the presence of amine and octanol, the hydrophobic force becomes more significant, its decay length being extended up to 6.5 nm. The increased hydrophobicity in the presence of octanol is attributed to the co-adsorption of the neutral surfactant with dodecylamine, which increases the packing density of hydrocarbons on the mica surface. The increased hydrophobicity due to co-adsorption is reflected in the improved floatability of silica when using octanol as an extender.

Jan 1, 1993

By John W. Crawford

The majority of the regulations in Part 75 for underground coal mines have been in effect since March of 1970, almost nine years now. Although there have been some additions each year in specific areas where the need became apparent or the statute required some action, the bulk was promulgated on March 28, 1970 for the purpose of clarifying the statutory provisions of the Federal Coal Mine Health and Safety Act of 1969. Many of those regulations were derived from the Federal Mine Safety Code, or from experience gained by the Bureau of Mines in the enforcement of Public Law 552. Upon passage of the Federal Mine Safety and Health Act of 1977, these same regulations remained in effect and the statutory requirements of the Act placed a responsibility upon the Secretary of Labor to promulgate additional regulations in specific areas not previously covered. The Federal inspectorate has received formal training at the National Mine Health and Safety Academy in the proper application of the regulations, as well as routine retraining and special training courses subsequent to the promulgation of new regulations. With some exceptions, the vast majority of these regulations are nothing more than good mining practice. Basically, the regulatory problems are two-fold. There are a few specific regulations that, under certain circumstances, compliance is nearly, if not actually, impossible. There is non-uniform application of enforcement of regulations by the inspectorate based on opinions developed from personal experience of inspectors or lack of experience. The record is replete with examples of overzealous inspectors applying regulations that either do not exist or have been stretched far beyond the intent of the regulations.

Jan 1, 1979

Coal that meets customer specifications is often stored in silos before being loaded into cars. It is often found that coal in a particular car does not meet customer specifications due to the mixing of coal inside the silo. Some new contracts require meeting specifications on a per car basis. Silo flow models are used to predict quality in such cases. However, coming up with an accurate silo flow model for each case is very difficult and time consuming. This paper examines the viability of using an online analyzer at the loading end of the silo in conjunction with a feedback circuit, to optimize the quality of the coal being loaded into trains, so that each car meets quality specifications.

Jan 1, 2000

By A. John R. Hart

INTRODUCTION The use of precast concrete tunnel liners as the initial and final tunnel lining for transit systems has been a major consideration of designers for over three decades. The obvious benefit of building a tunnel that requires only a single pass in constructing the structural lining can provide the opportunity of saving both time and cost. This technique has had worldwide application in transit systems in London, Munich, Hong Kong, Toronto to name a few. In the United States precast liners were evaluated for use on the BART System in San Francisco in the early 1960's but did not provide sufficient confidence in the sealing capabilities available at that time. In 1976 it was decided to call for bids on the Lexington Market Tunnels in Baltimore with a precast concrete liner alternative for one of the tunnel drives. This option was selected by the owner and UMTA to provide a study evaluation for the benefit of the industry. HISTORY In 1983 Washington Metropolitan Area Transit Authority began calling for a series of bids on soft ground tunnels on the Green Line, which included the option of using precast concrete tunnel liners first as an alternative to fabricated steel tunnel liners. Over the years following, the precast concrete tunnel liners have become known as the conventional tunnelling system and, in the last year,

Jan 1, 1989

By Wenbing Guo, Gaobo Zhao, Erhu Bai, Brijes Mishra

"Violent damage to overlying strata can occur above the large mined-out space left by high-intensity longwall mining. For the safe mining under the aquifer and surface water body, it is imperative to investigate the criteria of overburden failure degree due to high-intensity mining. In this paper we present the characteristics of high-intensity longwall mining panels and overburden critical failure. Based on the geological and mining conditions of a high-intensity mining panel, 3D numerical models that consider the maximum horizontal principal stress and minimum horizontal stress and their orientations with the panel advance direction were established by using the 3DEC software. Sizes of the panel reaching the critical failure of the overburden under different mining thicknesses (3.5 m, 6.5 m, 9.5 m, 12.5 m, and 15.5 m) were analyzed. Further, criteria of overburden critical failure were proposed for the high-intensity mining. The coefficient of overburden critical failure (Cf) is the ratio of the strike length (Ls) to the mining depth (H). Through curve fitting analysis, a fitting equation between Cf and mining thickness was obtained. The results showed that overburden failure criterion with high-intensity mining panel is 0.38 = Cf = 0.97 with different thicknesses. Field measurements validated the results from the numerical models.INTRODUCTIONHigh-intensity longwall mining refers to a coal mining method with thick coal seam, large panel width, fast face advance rate, and severe damage to the overburden and surface in China (Guo et al., 2018). Violent movement of the roof rock and severe damage to overlying rock strata occur in the large mined-out space left by a high-intensity longwall mining panel, which is a 3D (three-dimensional) structure layout with highly non-uniform stress distribution. Recognition of such fact a will facilitate this overlying rock strata failure problem investigation (Peng et al., 2019).The studies of overlying strata failure due to longwall coal mining have been reported by some scholars with different methods. Kang et al. (2018) studied the sudden massive roof collapse during longwall coal retreat mining by a large-scale two-dimensional physical model and a UDEC numerical model. Ghabraie et al. (2015) researched the mining-related strata movement by applying the three-dimensional laser scanner, optical transducer, and digital image processing techniques to two-dimensional physical models. Wang et al. (2015) analyzed the structural characteristics and fracture failure process of overlying hard and thick main roof by a 3DEC numerical model; this study also investigated the geostress reduction and permeability enhancement redistribution of the adjacent coal measure strata by FLAC3D. Guo et al. (2012) performed a three-dimensional finite element analysis and shared some insights into the dynamic interaction between mining induced strata stress changes, failures, and gas flow patterns. Meng, Shi, and Li (2016) proposed a 3D coupling model between stress and permeability, investigating the dynamics of a stress, permeability coefficient using FLAC3D. Khanal, Guo, and Adhikary (2019) used the 3D numerical modelling approach (COSFOW) to investigate the strata deformation and the change in permeability in the overburden strata due to the underground extraction. However, few studies considered the influence of the horizontal stress on overburden failure in a high-intensity longwall mining panel, and the critical failure criteria of overlying rock strata is unclear."

Jan 1, 2019