Search Documents

Improve the safety and reduce the cost of longwall entry support. Approach Replace the conventional wood cribbing with stronger, non-rotting and lower cost cribbing made of steel-fiber-reinforced (SFR) concrete. How It Works Conventional concrete can suddenly fail under excessive compression loads, but adding steel fibers to the concrete, before it is mixed with water, changes the failure mode to a gradual and controlled failure characteristic similar to wood. A system for making SFR concrete crib blocks was designed and developed (or use in constructing walls and cribs to support coal mine roofs. The SFR concrete cribbing is stronger and stiffer than wood, and avoids wood's disadvantages of: flammability, deterioration under chemical or bacteriological attack, methane generation, and relatively high cost. Use of SFR concrete also allows freer movement of miners, equipment, and ventilation air, because much less volume of SFR concrete is required than wood for a given amount of support, and because the roof-to-floor closure is greatly reduced by the stiffer supports.

Jan 1, 1981

By Peter Shuttleworth, Chris Fesq, Eddie Woods

Precast concrete segmental linings for tunnels have traditionally been designed with conventional steel bar reinforcement. In many cases, this has been satisfactory in service, but in others, major problems have occurred with the durability of the linings. Commonly this has resulted from corrosion of the reinforcement, mainly from chloridesin ground water, causing spalling of the concrete and leading to very expensive and disruptive repair programs. This paper discusses the relative merits of designing tunnel linings with steel fiber reinforcement to provide long-term durability, improved impact resistance and toughness for greater load capacity across joints, enhanced robustness during transportation and erection, plus improved fire resistance with the addition of polypropylene fibers. Guidance is also given in the selection of the correct fiber type, mix design and testing methods to establish the optimum dosage required and production techniques to ensure even distribution and compaction.

Jan 1, 2005

By Edward Richardson

As DEVELOPED up to the end of the Great War, an airplane was essentially a mechanism of wood and fabric, joined and held together by metal fittings and, fastening. The engine and accessories, wire for wheel spokes and other tension members, and the occasional use of metal for interplane struts and the shafts of surface controls required some metal, but essentially it was a. wood and fabric structure. Attempts had been made to use metal for other purposes, such as struts in the drag-trussing of wing panels and for short interplane struts, and Junkers had produced an airplane of iron in 1915. By 1917 he was using steel tubes and duralu-min sheets, securing noteworthy advantages aerodynamically and from the standpoint of weigh PRINCIPLES OF AIRPLANE CONSTRUCTION The loaded weight of airplanes ranges from 500 lb. for the light plane of which we heard so much a short time ago, to about 40,000 lb. The great majority of planes range from 2000 to 10,000 lb. Of this weight from 15. to 30 per cent. is for the dividend-earning load. This percentage is so low that every per cent. saved on the rest of the weight increases the pay load from 3 to 6 per cent. The economic value of every pound that can be saved in designing or constructing a plane is sufficiently great to warrant spending money on refined methods of structural analysis, materials of superior strength properties for a given weight, methods of manufacture which may make possible the use of refinements in structural design, and the like, to an extent unknown heretofore.

Jan 1, 1928

By John W. Cloud

IN 1877 the Pennsylvania Railroad Company removed an old bridge from its line at Duncannon, Pa., built intermediate piers and erected shorter spans of the Pratt truss type, which had previously been in use on another portion of the road. The design of this truss would not admit of diagonals larger than 1 5/8 inches diameter, and in order to stiffen the bridge somewhat steel rods were introduced for the main diagonals in the first and second panels, 1 5/8 inches and 1 3/8 inches diameter respectively. These rods were threaded without upsetting, and by the ordinary formulae the strains were of the same intensity upon both, viz., 16,000 pounds per square inch with the maximum loading. The other main diagonals in the truss are 1 5/8 inches diameter, and of iron. It was specified for the steel rods : Elastic limit, - 45,000 lbs. Tensile strength, - 80,000 lbs. Elongation, - 20 per cent. The steel was procured without difficulty, and it allowed a factor of safety of 2 3/4 at elastic limit, while a similar factor of 2 1/2 had for a long time been successfully used for iron. In the course of three years, from time to time, six of these steel rods broke, three of them being 1 3/8 inches in diameter, and three 1 5/8 inches in. diameter. The broken rods were tested, and three of them. analyzed at Altoona to ascertain the cause of failure, and what modi¬fications should be made in the steel for such service. Examination showed that all the rods were broken in detail close under the nut. The threads were well cut and properly rounded at the root. In testing the rods micrometer screws,. reading to .0001" with electric bell to signal the contact, were attached to the test pieces, and by this means the modulus of elasticity and elastic limit accurately obtained.

Jan 1, 1881

By Paul Queneau

FROM the first days on the Norman beaches to the last days on the Elbe the Army Engineers of World War II lived off the countryside for the great bulk of the construction supplies needed for the fulfillment of their ultimate mission-to keep the army moving. To accomplish this end, vast tonnages of rock, timber, and steel were required in the construction of roads, railroads, and bridges. Combat Engineer battalions operated quarries under shell fire as a routine matter. An Engineer forestry company was decimated while cutting bridge timber on the Siegfried line. Oneof the more spectacular feats of the Army Engineers in obtaining construction materials was the operation of the Hadir Steel Works during the fall and winter o f 1944.

Jan 1, 1946

By Mike Dry, Rod Dry

If humanity is truly serious about reducing emissions of carbon dioxide into the atmosphere, today’s power plants burning fossil fuels will have to be replaced by power plants that do not emit CO₂. Unless carbon capture/sequestration becomes practical, the new power plants will be hydroelectric, wind, solar or nuclear installations. Hydroelectricity requires the appropriate geography. Solar installations can only deliver power as and when sunshine is available, and wind installations when the wind blows. Therefore, power from these sources will be intermittent, but the demand for electricity does not follow the patterns of sun and wind. That will require large-scale electricity storage and/or load following by the remaining power suppliers, increasingly so as the use of fossil fuelled power generation declines. Modern nuclear power plants are designed for demand following. However, operating at lower than design output has a negative impact on the economics of nuclear power plants because the overall cost of the electricity they generate is dominated by capital cost. Primary (blast furnace) iron smelting is responsible for a significant part of global CO₂ emissions because the reagent used is carbon. Were it available in sufficient quantity (and at a low enough cost), hydrogen could replace carbon in the manufacture of raw direct reduced iron (DRI), using technology such as modified HYL (Tenova Hyl, 2018) or Midrex (Ravenscroft, 2017). This paper examines a scenario in which, instead of demand following, nuclear power stations are operated at their design capacities and surplus power is used to generate hydrogen in off-peak periods. This hydrogen is then used to replace carbon in the manufacture of raw steel.

Jan 1, 2020

Details are given of the excellent performance, outside Australia, of steel slag in road pavement surfacing. Laboratory tests and plant trials have shown Port Kembla BOF steel slag to be a material with properties suitable for producing asphaltic concrete which will maintain a high skid resistance in service under heavy traffic. The high density of steel slag is a factor which will result in a cartage cost penalty likely to restrict usage to close to its source.

Jan 1, 1979

By Jeongbok Seo

The Dulles Corridor Metrorail Project (DCMP) involves the design and construction of a 23.1-mile extension of the Washington Metropolitan Area Transit Authority (WMATA) rail system. The initial 11.7-mile extension, with five transit stations and a new service and inspection yard, is to be constructed. The construction plan for the initial 11.7-mile extension includes installation of a total of an estimated 4,250 or 160,000 linear feet of driven 12x53 steel H-Piles at more than 80 different locations. At the time of this paper, approximately 40 percent of the piles have been installed and the remainder of piles will be installed by the end of 2010. This paper describes: 1) subsurface investigation program, 2) application of existing Codes and impact on the design of H-Pile, 3) design methods to determine geotechnical bearing capacity and pile tip elevation, 4) verification of capacity including PDA and Static Load Tests, 5) project specific pile load tests, and 6) QA/QC during pile driving.

Jan 1, 2010

By James W. Weaver

The 2,120-foot long cable stayed Penobscot Narrows Bridge that carries US Route 1 over the Penobscot River between Verona Island and Prospect, Maine is supported on four foundation units, one below each pylon and one at each abutment. Due to varying subsurface conditions along the bridge alignment, the structure was designed to be supported on foundations consisting of high-capacity steel H-section piles (Verona Pylon), a mat bearing on a prepared bedrock surface (Prospect Pylon) and spread footings bearing on compacted rockfill (abutments). The 70-foot by 80-foot (plan area) Verona Pylon foundation was designed to be supported by 288, 430-kip design capacity steel H-section piles (HP14x117, 50 ksi steel) driven through up to 100 feet of dense glacial till deposits containing cobbles and boulders up to 3 feet in diameter. The piles were installed using a single-acting diesel hammer (Delmag D62-22) with a maximum rated energy of 165 kip-ft. Thirteen representative piles were selected for dynamic testing (ASTM D-4945) to verify pile capacity, hammer efficiency and pile stresses. Dynamic testing determined that four different pile driving criteria were needed across the site due to variation in the bedrock and soil resistance below the footing plan area. Approximately 4 percent of the production piles were damaged/rejected due to misalignment and/or damage as a result of encountering the cobbles and boulders embedded in the glacial till. The rejected piles were located randomly throughout the plan limits of the foundation mat. Subsequent structural analyses indicated that the foundation was capable of safely supporting the design loads without the need for installing replacement piles. Evaluation of dynamic testing results with signal matching and pile driving records provided valuable information on pile side and tip resistance. Evaluations were made regarding predicted versus actual pile lengths, pile bearing material, distribution of skin friction and end bearing capacities.

Jan 1, 2011

By M Behrens

The Melbourne Main Sewer Replacement (MMSR) is a major urban infrastructure project involving approximately 2.3 km of tunnelling and construction works. The works extend from Docklands Precinct, on the southwest edge of the city, southwards to connect with the Hobsons Bay Main Sewer in Port Melbourne. The tunnel boring machine (TBM) tunnelled section of the works terminates at the Yarra River where the delta geology and alignment requirements precluded the use of underground tunnelling methods. The 132 m long river crossing works involve a cut-and-cover excavation within a staged fl ooded cofferdam construction to construct an immersed tube tunnel as an extension of the TBM works.This paper reports on the development of the staged construction method and highlights the geotechnical and structural design aspects involved in building a new sewer in the Yarra River to close the gap between the new TBM driven and pipe-jacked tunnels.

Mar 8, 2011

By AIME AIME

No democracy such as ours, can ever be prepared for war, because we could never conceivably be the aggressor. The aggressor prepares in secret, designs his new tactics, and invents and makes new equipment and selects the time to strike. If a democracy prepare done year and the war came later, all that it had one would have to bed one over. All that England has today in the way of effective armament has been invented, designed, made, and the crews trained since the war began, because the totalitarian aggressor introduced new types of equipment and new techniques.

Jan 1, 1941

By S. J. Hogan, T. William

"By the year 2000, the steel industry, not only in the United States but in the rest of the world, will undergo significant changes. On the other hand, there will be a number of areas in which change will be minimal.The current capacity of the industry worldwide is approximately 800-810 million metric tons. This may grow to some extent, as Third World countries install capacity. However, much of it will be neutralized as the industrialized countries shrink their current capacities.There will be several breakthroughs in terms of technology, some of which deal with the production of iron outside of the blast furnace. However, these processes will not be far enough advanced by that time to replace the blast furnace, rather they will supplement it.In terms of steelmaking and the subsequent rolling process, there should be a number of basic improvements. The strip mills will roll sheets with a very slight variance in gauge, which will give the customers a better product for automatic stamping machines. Ordinary carbon steel, in a number of instances, will be replaced by high-strength, low-alloy steel, which will reduce the tonnage necessary for present-day applications, such as construction.The corporate organization will be significantly changed as joint ventures and mergers will reduce the number of companies, as well as facilities in operation. This will enable the industry to reduce its capital investment and improve operating costs, so that it will be able more effectively to compete with other materials, such as plastics, cement, aluminum, etc."

Jan 1, 1988

The organization of the American Institute of Mining Engineers, 75 years ago, parallels the beginning of present-day steel-producing methods in the United States. This early association with the industry is emphasized by the fact that the first open-hearth furnace constructed and operated in this country was then only three years old, and the first commercial bessemer converter was just seven years old. Total steel production in the year 1871, as recorded by the American Iron and Steel Institute, was 84,000 net tons, of which 2,000 tons was produced by the open-hearth process, 45,000 tons by the bessemer, and 37,000 tons by the crucible, puddled iron, and other processes. The bessemer process had thus become the major source of steel production. Its capacity expanded progressively during the following decade, and by 1880 was the source of approximately 86 pct of total steel production. Most of this tonnage was made in eastern Pennsylvania and used in rail manufacture. At about this time, however, important changes began to occur which gave impetus to the production of steel on a much larger scale. The development of Lake Superior ores from 1870 to 1890 and the exploitation of the Mesabi Range in 1892 provided the industry with great quantities of high-grade ores. The abundance of coking coals and limestone in the region adjoining western Pennsylvania and the development of cheap water transportation on the Great Lakes tended to shift the center of iron and steel manufacture to an area west of the Allegheny Mountains. Encouraging these new develop-

Jan 1, 1948

By Dean Abbondanza

"Below grade foundation design has construction issues that above grade foundations do not. These cost factors are dependent on soil conditions and vary by region, but for the most part, the process remains standard.An innovative design concept using steel sheet piles as the permanent wall element changes the traditional cost and schedule for below grade foundations. The sheet pile application reduces dewatering requirements, does not require waterproofing on the vertical walls and eliminates the cast in place concrete wall structure.Foremost, this versatile application affords both Contractor and Designer the choice of two methods of construction; conventional bottom up or top down. The top down method not only provides the savings of bottom up, but also eliminates the cost of anchors while taking the foundation out of the critical path in the early stages of construction. CONVENTIONAL FOUNDATIONSINTRODUCTIONUS construction for a conventional below grade (BG) foundation is fairly standard. Design and install the shoring system, followed by dewatering (if groundwater is present), then excavate in stages with installation of anchorage as work proceeds to final elevation. The site is graded for a waterproofing system to be placed at the base. Once the base slab is cast; forms are set for the vertical reinforced walls. After curing , waterproofing is applied to the back side. The remaining levels are constructed until ground elevation is reached. The site is backfilled and the ground floor is cast. The foundation is now complete and work on the superstructure can now begin."

Jan 1, 2005

By G. W. Hodges

The Basic Oxygen Process shop at Gary Works is a three vessel shop tapping 220 ton heats. The larger portion of the heats are teemed into ingot molds with the remaining heats being continuously cast in a single strand continuous slab caster. Ingot production includes a wide range of carbon, alloy, and high-strength steels in many ingot sizes for bar, structural, plate and sheet and tin products. Individual ingot weights vary with the number of ingots per heat ranging from a high of 48 to a low of five. Caster production is primarily Riband, a proprietary low carbon grade for sheet and tin applications developed by United States Steel for continuous casting; some Riband steel is vacuum degassed prior to casting. Maintaining a satisfactory level of ladle performance on both ingot and caster heats with a high production rate and widely varied product mix is a demanding and exacting job requiring the best of equipment, materials, and, most importantly, personnel. The improving trend in ladle performance in the No. 1 BOP shop at Gary is due to a combination of factors, which will be described in the following presentation.

Jan 1, 1972

By Roger L. Brockenbrough

Steels available for mine-shaft applications are discussed, and the use of steel linings for round and rectangular shafts is reviewed. For rectangular shafts, frameworks constructed of square or rectangular steel tubes offer advantages. Also, corrugated steel sheeting provides a suitable alternative to timber lagging for spanning between the main shaft supports. For round shafts, self-supporting cylindrical steel liners, with circumferential stiffeners to prevent collapse, have been used to depths up to 6000 ft. Several large-diameter round shafts have been constructed with a concrete lining and an internal framework: of high-strength low-alloy steel tubes. It is concluded that in any new shaft construction steel designs should be investigated as economical alternatives to designs using other materials.

Jan 1, 1976

By James W. Harrower, Gerald S. Ball

This paper discusses the installation of steel linings in vertical, raisebored openings. Design criteria used to evaluate the applicability of liner type and design are presented as well as a brief description of installation procedures. Specific projects completed by J. S. Redpath Corporation are then outlined noting special considerations and techniques.

Jan 1, 1985

By Kiyoshi Shibata, Jun-ichi Hayashi

"Steel making technology poses strong potentials for environmental protection in three direction. One is pollution control on steel making process itself. Japanese steel industry has cut down various type of emission drastically since 1970's. Secondary, those process technology can be applied to reduce environmental burden in other industrial sectors. One of the successful examples is municipal waste treatment facility. Thirdly, development of high performance steel products, such as high strength steel for automobile body, can contribute to improve environmental performance during their use, based on the concept of life cycle assessment. Some examples of the successful development and future task is discussed.IntroductionsStack and smoke used to be a symbol of energy intensive industry such as steel making. But, scenery of steel works and its surroundings have been completely changed, and steel products have been changing, as well. The steel making industry consumes huge quantities of energy and resources. Variety of technical development have been carried out to reduce the pollutant release. The steel industry in Japan has been making direct and indirect contributions to reducing of various kinds of environmental impacts through development of high-performance process and products: Its potential technical capability accumulated in steel making is fundamental and essential infrastructure for the vein systems of our society. In this paper, the activity of steel making industry for better environment is discussed"

Jan 1, 2000

By Tapiwanashe Chenje, David Hewitt, Peter Radziszewski

"Steel media wear is a major cost component in mineral processing. In the case of existing operating mill, steel media wear prediction can be used to help compare the performance of steel media from different suppliers before completing marked ball tests. It can also be used to investigate how ores from different site of a given mine affect steel media wear. In the case of Greenfield cases, steel media wear prediction can be used to estimate the cost of steel media for a given feasibility study.This paper presents a wear testing and prediction methodology that ties together abrasion wear and corrosion wear testing results through the use of a simplified discrete element charge motion model. The experimentation dimension to this methodology takes samples for steel media, mine site ore and water to determine abrasive and corrosive wear parameters of a given media, ore, water set.The test methodology development is illustrated along with a comparison of wear predictions with observed wear rates in some operating mills. A case study is included that illustrates how this methodology was used to estimate steel media wear performance. The paper closes with a discussion on the use of parts of the experimental methodology to investigate other abrasive wear conditions such as liner wear, paste backfill piping and ore breakage as well as avenues for future test development.INTRODUCTIONThe cost of comminution processes represents a significant part of the overall costs of a mining operation. Grinding media/liner wear alone accounts for 15-25% of the total operating cost. The annual steel grinding media consumption is approximately 2.5 mtpa or 0.3% of total world steel production [Smorgon Steel Group, 2005]. Using an estimated grinding media cost of about US$0.75/kg [Halbe and Smolik, 2002], gives a media cost of over US$1.875 billion per annum. Mining continues to shift towards exploitation of lower grade ores as the higher grades get depleted. These low-grade ores require finer grinding for the liberation of the value minerals, and hence it can be assumed that grinding media consumption will also continue to rise.The Bond abrasion test, dating back to 1963, [Weiss, 1985] is still used to estimate the total mill media wear. This is a purely empirical test based on the ore. From Bond abrasion index tests, it is possible to determine a wear rate using the following function:"

Jan 1, 2009

By C. Pichler, J. Antrekowitsch

During the production process of steel and other metals a lot of different by products are generated in high amounts. Some of these residues are recycled to recover valuable metals like zinc, lead, copper and others. Especially the treatment of steel mill dust presents a great challenge. The need for new technologies can be seen in the wide range of available recycling concepts for steel mill dust treatment, however most of them have significant disadvantages. An example is the waelz process, which generates about 650 to 700 kg slag during the treatment of 1000 kg steel mill dust. This so called "waelz slag" must be dumped in the most cases. To avoid a landfilling all generated products must be able to get reused in another application. A so called "Zero Waste Process" can be reached with the "2SDR Process" (Two Step Dust Recycling Process), in which the dust is treated on an liquid iron bath generating cast iron, inert slag and zinc oxide. These products have a further usage and can also be sold. The paper focuses on the process development through trials in lab and technical scale up to planned pilot scales, with an accompanying characterisation of the generated products were done.

Jan 1, 2014