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By Niels Kofoed

Upon completion of the 6,200 m (20,340 lineal ft; lft) North Tunnel drive for the Portland East Side Combined Sewer Overflow (CSO) Tunnel project in Portland, OR, the slurry tunnel boring machine (TBM) had to be returned from the Port Center shaft at Swan Island to the Opera shaft at the main mining site for the 2,700 m (8,860 lft) South Tunnel drive. At the Port Center shaft, the main 513-t (565-st) TBM and TBM tailshield were hoisted out of the shaft in two pieces using four 200-t (220-st) strand jacks mounted on a 635-t (700-st) hydraulic boom gantry system supported by Emmert International?s custom gantry tracks designed to span the shaft. After lifting the TBM components out of the shaft, the gantry system loaded the TBM components onto two Goldhofer platform trailers, which then transported the TBM and tailshield to a barge using a roll-on/roll-off method.

Jan 1, 2011

By G. M. Bernard

This paper provides an overview of the various methods and techniques for transporting and stacking ore on heap leach pads. Towards this end, brief discussions of the various methods and techniques important to this process are presented.

Jan 1, 1993

By E. P. Pfleider, C. A. Dufresne

The problem of mooing open-pit ores over large vertical distances is increasing in importance because of the immense deposits being mined. Gravity fall of ore through transfer raises to central haulage points underground has advantages for certain open-pit operations, and this method is being seriously considered for the Carol Project now underway in Canada.

Jan 6, 1961

By W. A. Clark, E. H. Dresser

ORE from the Minnesota iron ranges is transported from the mines to the loading docks on Lake Superior over four different railways: the Great Northern, Northern Pacific, Soo Line, and Duluth, Missabe and Iron Range, with hauls varying from 60 to 110 miles. For this service a large amount of specialized equipment is used. The steel ore cars are of the hopper type, 24 ft. long, to dump into alternate pockets of the docks, these pockets being 12 ft. long to correspond with the 12 or 24-ft. spacing of the boat hatches. The more recently con-

Jan 1, 1941

Detailed mapping in the Permian-Triassic clastic sediments of the Southern Alps delineates a number of strike-slip faults, both dextral and sinistral, associated with the major Alpine Fault to the west and displacing a tight array of fault blocks. Concurrent steeply plunging folds are deforming early major folds of probable Cretaceous age, and generating schist locally. To the east a major collapse zone has developed along the crest of a Cretaceous anticline, located over an ancient Permian submarine scarp, with a number of small normal faults. Further east, extensive Carboniferous to Triassic rocks of much the same appearance are exposed as horsts and grabens in a large possible extension zone through central and east Canterbury. This may have crept incrementally from Cretaceous from the offshore Bounty Trough to reach the eastern margins of the Southern Alps in the Pleistocene.

Jan 1, 1990

By J. L. Chakravarty, S. K. Dutta, S. Banerjee, D. Putatunda

"General purpose uniprocessor systems used in control applications, however fast they may be, at a certain stage attain saturation, forcing the user or designer to consider other avenues for solving the problem. This paper gives a broad overview of multiprocessing with special reference to transputers. Virtually all aspects, from parallel systems real-time control to artificial intelligence (AI) and expert systems, have been highlighted. The application of transpurters in unilayer and multilayer control are discussed in detail, with specific attention to sensor integration. Two case studies describe at length the utilization of transputers. IntroductionIn conformance with the high level taxonomy of parallel computer architectures as given by Ralph Duncan(l) (an improvement to Flynn's classification, which maintains the essential elements of useful taxonomy based on instructions and data streams), the MlMD architectures are categorized into two groups: (I) shared memory, and (2) distributed memory type. While the shared memory multiprocessors are more popular than the message-passing multiprocessors because they can be programmed in a conventional sequential fashion, their aspect of the architecture creates a perfonnance bottleneck. In contrast, message-passing multiprocessors (MPM) suffer from no such limitation and can attain linear speed increases that are directly proportional to the number of processors put into use. The MPM implementation also has its own advantages and disadvantages. Because the performance of the system is heavily dependent on it, the interconnection strategy in a distributed memory MIMD machine is of paramount importance. The transputer(2.J), a multiprocessor node of the distributed memory type, is becoming very popular. The advantages offered by the transputer make its application in the mining and processing industries very promising."

Jan 1, 1994

By A. T. Yu

There are compelling reasons for us to look to our Country's Western coal. Despite its inherent low BTU content, Western coal's low sulphur content provides a near-ideal answer to satisfy our in- dependent goals of clean air and self-sufficiency in energy. Vast reserves, thick seams and amenability to low-cost strip mining serve as a powerful economic basis for its viability as a primary and dependable source of energy for the coming decades. A major consideration, the solution of which may not be quite obvious, is transportation cost. These abundant deposits are remote from the utilities of the heavily populated eastern regions of the United States (Figure 1). A Western coal mine in Montana is likely 1500 miles or more from an eastern power plant. The comparable distance to an eastern coal mine may be only 200 miles. Thus, the question is: How can the haulage cost of our Western coal be substantially reduced to an acceptable level? If resolved, western reserves of coal will be one of the key solutions to satisfying our Nation's energy needs.

Jan 1, 1975

By Samuel Lasky

FAULTING at Kennecott, with its attendant fracturing, is unusual, complex, and important. As study. and knowledge of the various fault systems have progressed, appreciation of that importance has helped in the selection of proper horizons for exploration and in the avoidance of useless crosscutting and drifting. During the study of this faulting and fracturing, a suggestion concerning the formation of the ore-bearing fissures occurred to me. Further study in the available portions of the approximately 45 miles of workings in the Kennecott mines for the purpose of checking up the the suggestion led to the hypothesis which this paper will attempt to present. Briefly, the hypothesis may be stated as follows: The formation of transverse faults that stop against a main, system is connected with changes in the strike or dip of the main fault, and such cross faults or fractures lie in the moving block of the main fault system and indicate a change in strike or dip of the main fault. It has been found that each kind of change tends to produce definite effects and that careful study of the evidence can often suggest the exact type of change.

Jan 1, 1928

By James Howard

ON Aug. 25, 1911, a rail failed on the Lehigh Valley Railroad, causing a disastrous wreck. The surface of the fracture was in a plane at right angles to the length of the rail. There was a dark-colored, oval spot on this surface, located on the gage side of the head, representing the part of the rail which was the first to fracture. The nucleus of this spot showed that the fracture had an interior origin. Other fractures of this kind, the peripheries of which had not reached the surface of-the rail, presented surfaces having a silvery luster. The darkened surface of the present fracture was caused, doubtless, by the air having had access to it. This fracture was recognized as a fatigue fracture, of a modified type, its interior origin having been due to a component in the rail which is not usually present in cases of fatigue fractures. The metal next the running surface of the head of the rail was in a state of internal compression, this being the component not commonly met with in other cases, and which caused the fracture to have its interior origin. For the purpose of giving this modified type of fatigue fracture a specific name, for identification, the term "transverse fissure" was applied. No mystery was thought to attach to its formation, or to its development. The explanation of its occurrence was obvious in the light of common knowledge upon the behavior of steel under repeated alternate stresses. By reason of the state of internal compression at the running surface, the maximum tensile stresses in the head, under bending loads, were along an interior element. Here the tensile strains were higher than in the fibers more remote from .the neutral axis. Under such conditions the fracture of the rail would be expected to have an' interior origin. A discussion of the subject of transverse fissures essentially becomes a discussion of fatigue fractures, since they are identical. The descriptive term employed, merely for the identification of this type of fatigue fracture, had the appearance of creating alarm. Apprehensions arose that a new phenomenon in the physical properties of steel had presented itself, the explanation of which was sought in every

Jan 11, 1917

H. D. HIBBARD, Plainfield, N. J. (written discussion *).-While this valuable and timely paper may not go to the root of the matter, it deals with many of the elements and factors involved. It might be taken as the engineer's solution of the case, starting with the assumption that steel is steel, while the tendency for a rail to have transverse fissures may, and probably does, depend, in part at least, on conditions met before it reaches the track. Admitting with the author that "brittleness of fracture in all grades of steel is characteristic of fatigue tests" we may yet look farther back to find out, if possible, why some rails and some steels are more prone to have transverse fissures than others, for it has been found that rails from certain heats of steel developed these fissures under a service which

Jan 3, 1918

C. W. GENNET, JR.,* Chicago, 111. (written discussion?).-Since the Lehigh Valley accident, transverse fissures have become a source of constant anxiety to railroad officials, because such defects, only infrequently detected by the trackmen, may appear under a moving train entirely without warning. The number of actual accidents resulting from rails containing fissures is no doubt a small proportion of the total, but the serious losses that have been directly attributable to fissures, coupled with the continual possibility of repetition, creates an alarming situation which demands a full investigation of the cause of fissures; apart from other types of rail failures. Mr. Howard's position gives him a field for action and an opportunity for laboratory examination and research that are unsurpassed, and the results. of his investigations must be received with the utmost attention and respect. His admirable paper, summarizing his previously published studies and analyses of the transverse fissure problem, constitutes a convincing treatment of the subject chiefly from the standpoint of stress and strain to which rails are subjected. The intricacies of the problem are so great that seemingly any theory advanced for the cause of fissures may be attacked from some angle; and although Mr. Howard's deductions are logical in the direction followed, it is apparently necessary for considerable work to be done along other lines before his theories can be fully accepted. It is generally conceded that fissures, whether fundamentally clue to fatigue or something else, are of a progressive character, their ultimate size' being the result of growth from an originating nucleus or point of rupture. Abundant proof of this lies in the variable sizes of the fissures found, and there can be no doubt that their development or growth is the result of the strains to which rails are subjected in the track. Obviously, therefore, the most important factor in investigating the cause for fissures lies in determining the conditions that exist at the point or

Jan 4, 1918

By Ehab S. Shatnawi

It is common in practice to design laterally loaded rock-socketed drilled shafts using the p-y curve methods. However, the existing p-y curve criteria for rock were derived either semi-empirically or based on the assumption that the rock is an elastic isotropic continuum. The assumption of isotropy may be invalid for rocks with intrinsic anisotropy or for rocks with joints and bedding planes. Therefore, there is a need to develop a new p-y curve criterion to take into account the effects of rock anisotropy on the response of laterally loaded shafts. This paper presents a method for estimating the initial tangent Ki to the p-y curve for rock that can be characterized as transversely isotropic elastic continuum. Examples of transversely isotropic rock formation can be seen in most sedimentary rock where dominant bedding planes exist. The knowledge of the initial tangent to p-y curve is important, because it controls to a large extent the predicted deflection of laterally loaded drilled shaft in rock. The 3-D finite element parametric study results of a laterally loaded drilled shafts socketed in transversely isotropic continuum are employed to develop a series of design charts for estimating Ki as a function of transversely isotropic elastic constants.

Jan 1, 2007

By M. Afsari Nejad

A Transversely Elasto-Plastic Model was configured in FLAC (Fact Lagrangian Analysis of Continua) as a more realistic simulation of stratified and inclined strata behaviour examining surface subsidence above the inclined longwall panels (I ). The failure criterion employed was a modified Mohr-Coulomb failure criterion that assumed a variable cohesion, which changed with respect to the orientation of the plane of anisotropy . Using the proposed numerical modelling technique several longwall panels with different configurations were simulated. The results of both surface subsidence and horizontal displacements were validated against UK data using the Subsidence Engineer's Handbook (S.E.H) subsidence prediction method and the Influence Function Method (2). It was found from the research that the incite properties as well as laboratory to field reduction factors arc depth dependent. A set of relationships for calculation of anicotropic stiffness and strength parameters have been derived. The proposed modelling approach has been successfully applied to surface subsidence prediction for 3 collieries in the UK allowing the results of the simulation to he validated directly against measured data.

Jan 1, 1998

By W. A. Haley

Wheel loaders became important bulk materials handling tools in the early fifties. As they grew in stature, productivity, reliability, and acceptance, the demand for larger, more rugged machines evolved. In the early sixties, the introduction of a 6-yard model by a major equipment manufacturer led quickly to widespread experimenting and rapid worldwide acceptance in loading blasted rock in stone quarries and smaller metal mines. As the wheel loaders grew in popularity for shot rock loading, larger models, 12- to 15-yard size were developed and saw widespread use by 1970. In the past 20 years, at most quarries and small to medium size mines, most cable operated power shovels have been replaced by large wheel loaders and more recently, hydraulic excavators as the primary loading tool. Wheel loaders larger than the 15-yard class are not used widely. Until about 1970, very few overburden haulage trucks were used in domestic coal mines. About that time, many states started enforcing stringent mine relcamation regulations and in 1977, even more stringent federal legislation was passed. These controls brought about drastic changes in coal surface mining methods in the mountainous areas of Appalachia, in smaller midwestern mines and in the large mines of the western states. Basically, simple material casting methods were replaced at most eastern mines by "haul-back" and "mountain top mining" methods using controlled placement of overburden as it is removed from the coal. These methods dictated much more extensive use of loaders/ shovels and trucks to the point that most coal mining in those areas is now by loader/shovel trucks methods. And those areas have become the home of the country's largest population of large wheel loaders and trucks in the 35- to 85-ton size class with a trend to even larger trucks and shovels. To maintain equal production or provide for growth, the new methods have caused a sharp increase in machine intensity to the extent that at some mines, up to three times as many machines were required to mine a million tons of coal in the late seventies as compared to the machine needs in the sixties. Mining costs and coal prices also took a big jump in the mid-seventies, paralleling the drastic price increases in oil and other forms of energy.

Jan 1, 1984

By Shimi Tzobery, John E. Shamma, Samuel Swartz, Gary B. Hemphill

The trapezoidal tapered ring method has made significant progress in recent years for shielded-TBM projects, excavating tunnels with high overburden, strict water tightness criteria, and multiple curve alignments. The selection of compatible tapered rings is critical for successful advancement of the tunnel, assuring efficient installation of rings, as well as prevention of ring damage and excessive leakage. Using experience from the Arrowhead Tunnels Project, this paper describes guidelines for ring selection in tunnel curves, geometric analyses that comply with criteria principals, and provides techniques developed to determine the appropriate relative key position.

Jan 1, 2005

By Thais Pereira Dias Gusmão, Sebastião Ribeiro, Fábio de Araujo

Estudo de viabilidade técnico-comercial de remediação de lagoa eutrofizada por cianobactérias e algas, reuso em sistema de Utildiades e melhoria operacional atravpes de controles analiticos e fisico-quimicos.

Aug 1, 2019

By Iara Janaína Fernandes

A casca de arroz é um resíduo amplamente gerado no mundo, é o principal subproduto do beneficiamento do arroz, e tem sido utilizada como biomassa para geração de energia, o que reduz o impacto ambiental causado pela destinação. No entanto, gera outro resíduo, a cinza de casca de arroz (CCA). A CCA é composta basicamente por sílica e carbono. Sendo os elementos traço mais comumente encontrados o sódio, potássio, cálcio, magnésio, ferro, cobre, manganês e zinco. Pelo elevado teor de sílica, é um resíduo com potencial para ser transformado em coproduto para diversas indústrias, porém, dependendo da aplicação pode ser necessária maior pureza. Assim, diversos estudos utilizaram a lixiviação ácida para reduzir o teor de contaminantes ou melhorar propriedades da CCA. Neste sentido, este trabalho teve como objetivo avaliar o beneficiamento de uma CCA residual através do processo de lixiviação ácida. Para isso, foram utilizados diferentes ácidos/concentrações, relações CCA/ácido e tempos de contato. Após estes testes utilizou-se análise elementar por FRX para caracterização química. Os resultados mostraram que o ataque ácido foi efetivo na redução ou eliminação de Fe2O3, K2O, CaO, P2O5 e ZnO para todos os ácidos e concentrações testadas. Sendo que as diferentes concentrações não afetaram a eficiência de remoção.

Aug 16, 2017

By Cristiane Lazzaro Barbosa

Visando a melhoria contínua no atendimento a seus Clientes, além de garantir a confiabilidade e rastreabilidade do processo de tratamento das manifestações de seus clientes e dos sinistros ocorridos com os produtos adquiridos, a ArcelorMittal Brasil Planos investe na atualização do sistema que suporta este processo e na convergência para o SAP. O Projeto, denominado QM Comercial, utilizou os módulos QM, DMS, SD e WF do SAP ECC para implementar a solução de registro, documentação, elaboração do parecer com a análise de várias áreas/unidades da empresa e a orquestração das atividades dos processos comerciais/financeiros de conclusão da reclamação/sinistro. Todas as etapas com rastreabilidade e controle de tempo de resposta das áreas envolvidas.

Aug 16, 2017

By Elena Kalinin Toss

Inúmeras indústrias necessitam de sistemas de tratamento de água que favoreçam o processo de descarte de seus efluentes, além do aproveitamento do reuso de água. A mineração e siderurgia podem apresentar rejeitos com metais, que necessitam de tratamentos econômicos e sustentáveis. A biossorção é um exemplo de técnica que vem ganhando interesse em diversas áreas da pesquisa. O objetivo do estudo foi avaliar a porcentagem de remoção de íons de níquel de uma solução monoelementar de cloreto de níquel II (NiCl2+) em pH 2, 4 e 6. Para isso, utilizou-se um sistema de batelada, e 1g de consórcio bacteriano liofilizado (sem ser autoclavado) isolado de amostra de terra. Os resultados indicaram que a eficiência da biossorção foi maior para o pH 6, e que o consórcio bacteriano foi eficiente na remoção de íons de Ni2+.

Oct 30, 2017

By Jayna Kátia Dionisio dos Santos

Os materiais compósitos tornaram-se ao longo dos últimos anos, essenciais ao surgimento de novas tecnologias. Para tanto, é imprescindível que alguns cuidados sejam considerados ao desenvolver estes materiais, como o uso do processo de fabricação adequado e a aderência fibra/matriz, sendo este último um fator preponderante na resistência mecânica final do produto. Também se torna cada vez mais necessário o desenvolvimento de materiais com capacidade de utilização ecologicamente correta. Diante disso, foi fabricado um compósito parcialmente ecológico, utilizando como reforço um tecido de sisal, e como matriz resina poliéster. Ainda, buscando a melhoria da aderência fibra/matriz foi efetuado um tratamento com Hidróxido de sódio (NaOH) a uma concentração de 3% no reforço de sisal. Para a caracterização mecânica do compósito, foram realizados ensaios de tração uniaxial nas fibras tratadas e não tratadas, bem como nas lâminas que utilizaram estas fibras como reforço, mediante a norma ASTM 3039. Quanto a esta propriedade mecânica, foi observado que o tratamento químico superficial diminui expressivamente a resistência à tração da fibra e, em contrapartida, aumentou a resistência do compósito polimérico quando comparado ao que utilizou fibra não tratada, confirmando assim o efeito positivo do tratamento na superfície do reforço de fibra natural.

Aug 8, 2018