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By Luiz Roberto Amaral, Peter Frobenius

Construction of the first phase of the Sao Paulo Metro, the North-South Line, will be completed late in 1974. The downtown section of this line consists of 2.2 miles of 19.6-foot diameter soft ground tunnels and 3 subway stations. The entire tunnel - station package was let to one contractor. A plan and profile of the tunnels and stations is shown on Figure 1. Passage of the tunnels under Boa Vista Street in the Sao Paulo Financial District was one of the major challenges. The street is only 50 feet wide from building line to building line and flanked by 10 to 20 story buildings. The tunnels pass within 4 feet of adjacent footings. Further south, the tunnels run 13 feet below the flat foundations of the Caixa Economica, a massive 11 to 14 story building. Surface settlement had to he limited to less than .07 feet/tunnel and good face control and grouting procedures were essential. For this reason, full face cutting wheel tunneling machines were selected to drive the tunnels south of the Access Shaft Prestes Maia which included Boa Vista Street and the Caixa Economica. The tunnels north of the Access Shaft Prestes Maia were driven under a fairly wide Avenue and greater settlements were permitted. Open face shields were selected to drive these tunnels. Most of the work has now been completed and analyzed. Here are some of the results - Careful planning and execution of tunneling procedures kept surface settlement over the tunnels below a magnitude of .05 feet, allowing tunneling adjacent

Jan 1, 1974

By Richard E. Ray

INTRODUCTION Main mine fan installations at underground coal mines must be designed to comply with the requirements outlined in 30 CFR (Code of Federal Regulations) Part 75. However, very little emphasis is typically placed on the aerodynamic optimization of shaft collar designs, ductwork configurations, and the selection of a fan isolation, or "closing door," system. Field testing has shown that poorly designed systems may produce large pressure losses between the shaft and fan inlet, as well as air turbulence problems which adversely impact fan efficiency and sometimes fan structural integrity. This paper analyzes each component of a surface exhaust fan system for an underground coal mine: • The shaft collar arrangement, • The 45 or 90-degree turning duct that isolates the fan motor from the return airstream, • Alternative ductwork arrangements for parallel fan installations, • The self-closing doors or dampers that are required for multiple fans, and • Horizontal and vertical evas6 arrangements on the discharge side of the fan. While discussion is limited to axial fan installations at shaft mines, most of the recommendations would also apply to centrifugal fan installations and to main mine fans for drift mines. FEDERAL REGULATIONS The mandatory safety standards for underground coal mines that apply to the installation of main mine fans are listed in 30 CFR Part 75.310. Stipulations which impact the design of the fan sys- tem arrangement are contained in paragraphs (a)(l), (a)(5), (a)(6),(d), and (1) of 75.31 0: • Each main mine fan shall be installed on the surface in an incombustible housing; • Each main mine fan shall be protected by weak walls or explosion doors in direct line with possible explosive forces; • Explosion doors or weak walls shall have a cross-sectional area at least equal to the area of the return air shaft or drift opening through which the pressure from an underground explosion would be relieved; • Each main mine fan shall be offset by at least 4.57 m (15 feet) from the nearest side of the mine or shaft opening; • Automatic closing doors shall be provided to prevent possible air reversals through the fans in mines ventilated by multiple main mine fans. The installation of main mine fans underground is prohibited by 30 CFR Part 75.310, (a)(l). Providing explosion doors or weak walls in line with a possible underground explosion and offsetting the fan 4.57 m (1 5 feet) from the edge of the shaft preclude the installation of the fan directly over the shaft. In addition, 30 CFR Part 75.507-1 specifies that all electrical equipment used in return air courses be permissible, which requires locating the fan motor outside of the airstream exhausted through the fan. To comply with the Part 75.310 regulations, explosion doors are typically located directly over the shaft as part of the shaft cover or 'bonnet." A sufficiently long section of ductwork placed between the shaft enclosure and fan, equipped with a 45 or 90- degree turn, enables the fan to be offset at least 4.57 m (1 5 feet) from the shaft and the motor to be isolated from the airstream. The need for the turn in the ductwork can be eliminated by driving the fan from the discharge side, instead of from the inlet side, and providing for a 90-degree bend in the evas6. For multiple main mine fan systems, self-closing doors can be located on the inlet or discharge side of the fan. FAN SYSTEM COMPONENTS A poorly designed exhaust fan arrangement will produce turbulent conditions at the fan inlet and significant pressure losses between the shaft and fan. Field tests have shown that pressure losses through inlet ductwork at some installations may constitute as much as 30 percent of the total mine head. Unfavorable flow conditions may cause a change in the operating point on the fan performance curve, resulting in reduced fan efficiency and pres- sure generation capability. In some instances, poor airflow distribution through the fan may create mechanical stresses that lead to fan blade or fan housing fatigue failures. The objective in designing an air duct arrangement for a fan system is to provide a low cost duct that will move the air from the shaft to the fan in a uniform air distribution and with minimum energy requirements. The optimum solution is a compromise between technical and economic factors. Aerodynamic design considerations for the shaft collar and cover, fan inlet ductwork for both single and parallel fans, self-closing doors, and evas6 are discussed in the sections below. Shaft Collar/Cover To prevent excessive turbulence and non-uniform air distribution through the fan, a smooth transition for the change in direction of airflow at the top of the shaft must be provided. However, the concrete lining of the shaft is abruptly terminated at the surface at many coal mine installations (see Figure I), creating a sharp 90-degree bend. The airflow exiting the shaft becomes heavily concentrated in the upper portion of the horizontal fan in-

Jan 1, 1997

By Robert A. Jankowski, Natesa I. Jayaraman, Jay F. Colinet

The U.S. Bureau of Mines evaluated the dust control effectiveness of two-phase flow systems in a full-scale model mine using a mockup of a Joy 14CM continuous mining machine. In a two-phase flow system, air and water flow simultaneously through the nozzle. Air pressure varies from 10 to 60 psi, and water at 30 to 50 psi. Coal dust was introduced at the face, and dust concentrations were monitored at the operator locations and in the return. When compared with a conventional spray system, a symmetrical two-phase flow system reduced dust levels during the box cut by 43 pct at the operator location, and 30 pct in the face return. Dust levels, however, increased at the off-operator position during the slab cut. A directional two-phase flow system reduced dust levels at both operator locations by more than 90 pct in the box cut mode. While the use of two-phase flow systems will reduce respirable dust levels and water usage, it requires an air supply to the miner. Moreover, the ability of the two-phase flow system to redirect the dust cloud makes nozzle orientation a critical factor.

Jan 1, 1991

By M. Poulton

Backpropagation, learning vector quantization, counterpropagation, functional link, probabilistic, and. self -organizing map are among the most popular neural network classification paradigms. Each paradigm finds a unique set of weights that will map the input pixels into their respective output classes. The usefulness of each network depends on its overall accuracy, ease of use, speed and scaling. The fastest and most accurate networks in this study were the functional link and counterpropagation. These networks, however, do not scale well to large input vectors or large training sets. A better choice is the LVQ network which achieves high accuracy, is fast, requires a minimum number of input parameters and presents fewer scaling problems.

Jan 1, 1992

By C. J. Bise

Virtual reality (VR) is a concept in which the human experience of perceiving and interacting with a computer-modeled environment is achieved through the use of sensors and effectors. It is an advanced form of computer graphics. The images are generated based on where the user looks and how the user moves. As personal-computer-based (PC) instruction gains acceptance as an innovative approach to providing safety training, VR can provide a multisensory, rather than merely a multimedia, mode of presentation. New technology continues to be introduced into the mining industry to meet the productivity needs of coal and noncoal producers. There is also an increased need for more innovative training of mine workers. New technology and equipment designs often affect the basic causes of accidents. For example, the development of cabs and canopies for underground coal-mine equipment has reduced the number of accidents related to roof falls and rib rolls. However, safety-training specialists then had to focus on the machines themselves, because the modifications had the potential for causing "pinch-point" accidents. In fact, although the overall physical demands on mine workers have diminished, there has been an escalation in the concerns about trauma from repetitive physical activity. Thus, health-and-safety training specialists have shifted their atten¬tion to the recognition, evaluation and control of workplace hazards (Hancock and Hill, 1995). Recognizing that the spatial relationships of a workplace convey more information about hazards when experienced rather than described, trainers agree that simulation is the method of choice. Unfortunately, until recently, simulation systems were either simple software programs that did not come close to portraying the real experience or were complex hardware systems (such as flight simulators) that did, but at a cost of millions of dollars (Fritz, 1991). However, researchers and training specialists are excited about an emerging approach to work-force education based on virtual reality. VR is also described as cyberspace, immersive simulation, artificial reality, telepresence, virtual environment or virtual world (Meyer and Dunn-Roberts, 1992; Peterson, 1992). It represents a group of concurrent advances in computer and interface technologies. They enable an individual to interact in a multisensory way with a computer-generated environment. To achieve this, a typical VR system incorporates a computer that contains the necessary databases for producing realistic images and audio; a head-mounted display (HMD) or screen for viewing the images; and a three-dimensional controller, joystick or data glove for interacting with the computer-generated environment. If virtual reality is to become an effective tool for the safety training of mine workers, its attributes will have to be measured against other forms of delivery. Accordingly, Carr (1992) listed the following areas in which VR should be considered the method of choice: ? When training mistakes would be costly. ? When the necessary environment cannot be experienced in the real world. ? To build interfaces that are sensible and can be manipulated. ? To make training situations really "real." ?To make perceptible the imperceptible.

Jan 1, 1997

By K. Adam

Uncontrolled disposal of pyrite wastes and concentrates comprise a major source of acid drainage in active and abandoned sulphide mines. In this paper, the state?of-the-art mitigation measures implemented for the final reclamation and closure of a pyrite concentrate stockpile at Platia Karra, Stratoni mines, Greece, are presented.

Jan 1, 2002

By D. T. McMurray

INTRODUCTION Shabanie mine, situated some 180 km east of Bula¬wayo, has been a producer of chrysotile asbestos for more than 50 years. The ore bodies occur in serpentinized dunite, which overlies talc-carbonate schist. A zone of relatively competent rock of varying thickness occurs between the schist and the ore bodies, which are gen¬erally less competent. The hanging wall of the ore bodies is economic, and the hanging-wall serpentine carries a variable subeconomic amount of fiber. It is important to note that, in general, the ore body competence is less than that of the foot and hanging-wall formations. Historical After surface operations ceased, cut-and-fill stoping was used to win ore from underground; this was success¬ful until the increasingly stoped-out area caused insta¬bility in the stope pillars and back. Consequently, dur¬ing the early 1950s, a gradual change to cave-mining methods was made, the ore being won by hand lashing in drawpoints, situated in the basement of the stope blocks, and passed through orepasses under gravity to the haulage level some 13 m below. About this time, interest was focused on the sub¬level caving method in use in Swedish iron ore mines: it was felt that it might be applied economically to the Shabanie ore bodies. Accordingly, in 1958, an experi¬mental stope block was laid out in which sublevel inter¬vals and extraction tunnel spacing were 9 m. The tun¬nels (ring drilling drives) were oriented on strike-in contrast to the Swedish system, in which crosscuts that retreat from hanging to footwall are used. The advantages of the method were quickly appre¬ciated by the operating personnel and, despite the in¬evitable teething troubles pertaining to the introduction of any new mining method, it was not long before sub¬level caving was providing a high proportion of the mill feed. The disadvantages also became apparent at an early stage, however, and, from that time to the present, continuing modifications have been made to mining lay¬outs in an effort to improve ore recovery. GENERAL DESCRIPTION OF METHOD The mine is served by a vertical hoisting shaft, in which two skips, a man cage and a service cage, provide adequate capacity for production requirements. The rock hoist is a Ward Leonard control hoist, in which two electric motors drive a common gearbox. The man winder is driven by an a-c motor. Several auxiliary shafts provide secondary egress and intake and return ventilation. Main haulage levels are above (Fig. I a and b). Blasthole fan patterns are drilled by drifters of 100 mm bore, drilling 41-mm holes; when a sufficient strike length has been drilled, a slot is cut in the upper¬most sublevel and the rings are broken into the slot. Initially, a limited tonnage is drawn, since it is essential to ensure that the hanging wall caves behind the retreat¬ing stope face. Once this has been established, maxi¬mum tonnage can be drawn, as described later in this chapter, under the heading "Draw Control." The broken rock is loaded by 0.14 and 0.20-m3 load¬ers into cocopans (rocker-dumping type of tipping truck), which are hand trammed to orepasses, discharg¬ing on the haulage where 11-t electric trolley locomo¬tives haul 3.95-m3 Granby cars to the main shaft bins. As is evident from Fig. 1, the layout is simple, the block is brought rapidly into production, there is a high degree of selectivity and flexibility, and the result is a low-cost high-productivity mining method. DEVELOPMENT Main haulages are developed at 3.2 x 3.2 m, and once the service winze connections have been completed the development of the sublevels is undertaken. The footwall drives are cut first, to obtain access to the block. These ends are of the standard section, 2.4 x 2.8 m, and from them crosscuts at intervals of 70 m are driven through the ore body to the hanging wall. These crosscuts are used to supplement the geo¬logical information previously obtained from diamond core drilling, and they provide additional and more de¬tailed data on fiber percentages and lengths, structural features, and other relevant criteria which are used to build up the geological assessment of the area and to classify it in terms of the geomechanics rock classification (Laubscher and Taylor, 1977). The crosscuts also allow the necessary orepasses to be sited conveniently so that tramming distances from the loading points are not excessive. Development Drilling Once the skeleton development has been completed, the extraction headings are developed at 2.4 x 2.4 m as shown in Fig. 1. Standard development practice is to use crews of a machine operator and his helper, equipped with air-leg mounted jackhammers, to drill rounds of 1.8 m with integral tungsten carbide tipped drill steel. The round drilled is a normal drag round, as shown in Fig. 2, but considerable attention is paid to the drilling of the perimeter holes to use effectively the

Jan 1, 1982

By R. Woods, O. A. Kiehn, C. A. Born, F. N. Bender

Development of the flotation reagent scheme at Climax Molybdenum Company's mine at Climax Colorado is reviewed. Features of the mineralogy, milling practice and background of reagent changes are outlined. Special attention is given to the hitherto unpublished details of the application of depressants for copper and lead impurities. The present rougher flotation reagent scheme utilizes a neutral hydrocarbon oil, low in unsaturates and wax, as collector with a sulfated coconut oil emulsifier and pine oil frother. Lime and sodium silicate are used as rougher conditioning and slime dispersant agents. Chalcopyrite and galena impurities are de- pressed in both rougher and cleaner plants by stage addition of Nokes reagent and sodium cyanide to yield a metallurgical grade molybdenite concentrate containing greater than 90% molybdenite and less than 0.5%, 0.1% and 0.05% iron, copper and lead impurities, respectively.

Jan 1, 1976

By P. J. L. Nel

The paper describes several successful concepts used in the sinking of shafts on the Elandsrand Gold Mine. The concepts enabled the shaft sinking time to be reduced as well as the period in which development would normally take place to establish initial ore reserves.

Jan 1, 1981

By B. K. Baird, P. C. Satchwell

The application of cutoffs during and after pit optimization is examined for a lower-grade multimetallic copper deposit. Pit optimization requires calculation of the net revenue associated with each mining block. The calculation incorporates parameters such as metal prices, grades and expected recoveries, mining and processing costs, smelting and refining charges, and penalty element and royalty charges. Sensitivity analysis during pit optimization reveals which parameters have significant effects on the total contained resource tonnage and total contained nondiscounted revenue in the optimized pit. The cumulative effects of changing several of the more-significant parameters are investigated The application of a copper cutoff grade to a block inside the optimized pit could result in the less-than-optimal extraction of the resource. A block with a copper grade below the applied cutoff could be economic due to the presence of other metals. Conversely, a higher-copper-grade block may be subeconomic. Also discussed are the merits of applying a copper-grade cutoff, an "equivalent-grade" cutoff and a dollar-per-ton cutoff to blocks inside the optimum nit.

Jan 1, 2002

By Richard L. Breithaupt

INTRODUCTION A shuttle car is a self-propelled rubber-tired haul¬age vehicle designed specifically for underground min¬ing, primarily in coal mines (see Figs. 1 and 2). The drive mechanism is located on the sides of the vehicle, and the load is carried in the center. A chain-and-flight conveyor distributes the load when the car is being loaded by a loading machine or continuous miner and also discharges the load onto a conveyor belt or into a mine car. As the name implies, the shuttle car shuttles back and forth between the working face and the un¬loading point and is not required to turn around. Shuttle cars have served as primary haulage in this country since 1940 and still perform this function in most coal mines today. TYPES OF SHUTTLE CARS Shuttle cars may be battery-powered, diesel-powered, or cable-reel electric powered. Battery-powered cars were used between 1940 and 1950, but are almost out of existence today because of their limited power. Diesel cars have been used in coal mines, but are used mostly in noncoal mines where rules and regulations are not as stringent. Also, objections by organized labor have limited the use of diesel-powered shuttle cars in coal mines. Today, the largest number of shuttle cars are cable-reel cars. Electric power is fed through a cable stored on a cable reel that may have a capacity from 152 to 244 m (500 to 800 ft), depending upon the size of the cable and the cable reel (see Table 1). This, of course, limits the travel of a shuttle car. However, time studies have shown that for the most efficient haulage cycle, the length of haulage should not exceed 91 m (300 ft). As haulage distance increases, the waiting time for the loader or miner becomes longer, and haul¬age efficiency suffers. Cable-reel cars are manufactured in standard hand and opposite standard hand models. A standard car has the operator's control on the left front side and the opposite standard car has the opera¬tor's controls on the right front. Generally a loader or miner operates with two shuttle cars, one of each type. This allows the trailing cable to lie on either side of the entry and prevents the cables from fouling each other. Shuttle cars are designed to operate with either dc or ac power. Cars using dc power are designed for 250-v supply and ac cars are designed for either 440, 550, or 950 v, three-phase voltage. Most coal mines that are relatively level can use dc cars where dynamic brak¬ing is not required. For mines having steep grades (in excess of 15%) ac cars are used because ac traction motors have inherent dynamic braking and are safer when tramming downgrade. A recent innovation in shuttle car design in the last five years has been the introduction of an ac/dc car. This design utilizes ac input power through the cable, and the power is rectified on the car to 250-v do for traction motors. The pump motor and conveyor motor are powered by ac voltage. The main advantage of this design is efficiency-a much smaller cable may be used and the smooth operating characteristics of the dc traction motor is obtained. This prevents shock loading on the traction drive train, which is an undesirable feature of ac traction motors. SHUTTLE CAR FEATURES Elevating Discharge Today, all shuttle cars are equipped with an elevating front conveyor that allows the shuttle car to discharge into a mine car or belt feeder without the use of ramps. Hydraulic Power System Today, all shuttle cars are equipped with an hy¬draulic power system. An hydraulic pump is driven by an electric motor which provides hydraulic power for steering, elevating the front conveyor, and powering the

Jan 1, 1982

By Gordon M. Pugh, David G. Rasmussen

INTRODUCTION Shrinkage stope mining can be employed in steeply dipping veins where both the wall and the vein material are sufficiently strong to stand with only minimal ground support. Shrinkage stope mining takes advantage of the swell in volume produced in breaking in-place ore. This expanded volume of ore is allowed to occupy part of the mined-out vein, and in so doing provides ground sup¬port and a working surface for the miners. Only enough of the ore is drawn after each stoping cut to allow work¬ing room. Not until the entire mining block has been broken is the full amount of broken ore drawn from the stope. DEVELOPMENT PRACTICES FOR SHRINKAGE STOPING The vein is developed into stoping blocks, each of which is 76 to 91 m (250 to 300 ft) in length and 61 m (200 ft) between levels. Level development, described later, is either on the vein or parallel to it with crosscuts periodically driven over to the vein. There are usually two exits from each stope. The first entry is a raise at one end driven either conventionally by raise climber, or by a raised borehole. Present practice is that this raise, put in from level to level, is either a 2.1- x 2.1-m (7- x 7-ft) Alimak raise or a 1.2- to 1.8-m (4- to 6-ft) diam borehole. Either raise system will require pro¬visions for an ore chute carried with the stope to the haulage level or the scram drift. At 9- to 12-m (30- to 40-ft) vertical intervals, dogholes are developed from the raise so that when stoping breaks back into these dogholes, timber or steel sets and necessary service facilities can be installed. The second entry to the stope may be either a similar raise at the stope endline, or more economically, a cribbed raise carried with the stope. As previously stated, development of the ore block is achieved by either drifting on the vein or by paralleling the vein with a footwall lateral and then crosscutting over to the vein at specified intervals. In the following discussion, three basic cases are illustrated in Figs. 1, 2, and 3. In Fig. 1, development is in the footwall by a 3- x 3-m (10- x 10-ft) trackless lateral. A heading is also driven on the ore and taken either full width or driven a standard size and slabbed to the vein width. Approxi¬mately 9-m (30-ft) long crosscuts on 7.6-m (25-ft) cen¬ters are driven from the lateral to the vein. For ease in muck handling they are usually put in on a slant rather than at right angles. A single orepass, located off the lateral and in the center of one stope block, can serve not only that stope, but also one on either side, up to a tramming distance of not more than 137 m (450 ft). Raises are put at the stope endlines on 91-m (300-ft) centers. The back of the vein is shot down and just enough broken material is drawn off to permit access for men to work off the broken ore. Development in Fig. 2 progresses by driving a 3- x 3-m (10- x 10-ft) trackless heading on the footwall side of the vein. The ore block is delineated by raises on 91-m (300-ft) centers. Crosscuts are again driven on 7.6-m (25-ft) centers over to the vein. Approximately four rounds are then taken up to the vein and each round is successively belled out so that all the crosscuts (pockets, in this case) connect. In this development, as opposed to that in Fig. 1 where there were no belled

Jan 1, 1982

By David K. Ingram

The objective of this U.S. Bureau of Mines investigation was to characterize overburden response due to longwall mining. Subsurface strata and surface deformations were monitored during the mining of two adjacent, 900 ft wide longwall panels in southeastern Ohio. The panels were separated by a five entry, four pillar system (about 350 ft wide). The overburden thickness in the study area ranged from 214 to 280 ft, and the extraction thickness averaged 70 in. To delineate the geology of the overburden, six coreholes were drilled along a profile line extending across the two longwall panels. Multi-point borehole extensometers (MPBX) with eight-anchors were installed in six boreholes to measure subsurface displacements. The MPBX units were continuously monitored using a data logger. During the mining of the first panel, displacement occurred in a radiating pattern beginning just above the extracted area in the center of the panel and extending upward and outward towards the surface and margins of the panel. Overburden deformation did not project over the gate road entries. During the mining of the second panel, the MPBX's showed almost simultaneous displacement, indicating that the overburden began to move as a whole unit. Again, overburden deformation was confined to the immediate panel area. At both panels, overburden movement began when the longwall face was approximately 55 ft beyond the line of MPBX boreholes. Moreover, all ground movement was complete when the longwall face was approximately 200 ft beyond the line of MPBX boreholes. This paper discusses the results of the study and identifies the characteristics of overburden deformation.

Jan 1, 1986

By D. T. Kinard, A. A. Schweizer

An operational 9 meter (30-foot) high gold heap leach pile was investigated by excavating test pits up to 6 meters (20 feet) deep, obtaining bulk and relatively undisturbed thin wall drive samples, and observing the ore distribution patterns exposed in the test pit walls. The clayey ore is crushed, agglomerated with lime and cement, and deposited on the leach pads using a radial stacker. Laboratory tests performed included moisture-density, gradation, compaction, Atterberg limits, permeability (constant and falling head), and triaxial strength tests. Discussion is presented on the effects of agglomeration on the permeability and strength characteristics of the in-place ore. Also discussed is the effect of deposition of the ore using the radial stacker.

Jan 1, 1987

By Lennart Mukka

LKAB has been mining iron ore in northern Sweden for about 100 years and now enters the next century with a major new investment in Kiruna. The under- ground projects involve construction of a new main haulage level, a new mining system and a new ventilation system. This paper describes the Ventilation Procject from the investigation stage through to construction.

Jan 1, 1995

By Terry Ritzel

Predictive maintenance technologies include vibration analysis, tribology, infrared thermography, ultrasonic detection and electrical measurements. These technologies have been applied to large electric mining shovels at the Cyprus Sierrita Mine outside of Tucson, AZ. The predictive maintenance program was initiated on the P&H models 2300 and 4100 electric shovels during August 1996. Results of these technologies have shown the potential for improving electric min- ing shovel availability and minimizing maintenance costs. Predictive technologies provide the tools to assess machinery condition. Availability is enhanced by the condition-based planning of component replacement. Maintenance costs are minimized by focusing resources through condition-based prioritization.

Jan 1, 1997

By K. J. Sollman

As a class, silicate minerals have likely found the broadest, if not largest volume, use in combination with polymeric binders of all industrial minerals. Among the silicates, calcium metasilicate, wollastonite, enjoys a front runner position in a near universal sense. It is a viable and desirable part of composites ranging from thin films to large moldings; from a common filler/extender for paint for your garage to a reinforcement for the exterior surfaces of a luxury vehicle affordable to very few. This article is focused upon the variations in particle morphology and the surface characteristics which, by way of commercial examples and discussion of active research programs, make this environmentally benign mineral so unique.

Jan 1, 1993

By Sara J. Heinlein, George Malkos, James E. Lindell, Tony Pestonatto

The 79th Street Water Tunnel Extension Project was initially designed by the City of Chicago, Department of Public Works, to increase the capacity of the City’s south side water distribution system. MWH preformed a design review, prepared the final design and provided construction management for the City of Chicago Department of Water. Construction commenced in September 1995 and was completed in October 1999. The Project connected two existing water tunnels with a new 5.8 km (19,044 ft.) long, 4.9 m (16.08 ft.) finished diameter concrete lined rock tunnel utilizing TBM, drill-blast and mechanical hoe-ramming methods. In addition, approximately 61 meters(200 feet) of concrete lined variable cross section tunnel, a new gate shaft and a temporary construction shaft were constructed. This paper describes the construction of these features and the geological conditions encountered.

Jan 1, 2003

By D. M. Smith, M. J. Meulendyke, P. J. Moroz

An extensive program of marked ball wear testing (MBWT), laboratory corrosion studies, and worn ball surface analyses has been used to gain insight about the role of corrosion in the overall wear process. In some environments, localized corrosion is observed; the actual wear mechanisms in such cases are pitting/spalling and abrasion. Factors affecting the occurrence of pitting include the abrasiveness of the ore, corrosivity of the slurry, corrosion resistance of the media, and galvanic coupling effects. Elimination of pitting substantially improves overall wear resistance. When pitting is not observed, the contributions of general corrosion are significantly less.

Jan 1, 1988

By L. Hagenbuch

Off-highway truck purchasers know the amount of tonnes, pounds, kilograms, etc, a truck will carry. However just because a truck is rated at 240 tons may in no way correlate to what that truck will actually carry. Two numbers define the carrying capacity of an off-highway truck: 1. The weight carrying capacity of the truck; 2. The volume carrying capacity of the truck. These two numbers must be in sync or the amount of payload carried will vary from the carrying capacity of the truck. Currently the Society of Automotive Engineers (SAE) standard J1363 January 1985 defines the volumetric carrying capacity of an off-highway truck. However as is well known in several South American countries, the SAE standard overrates the truck’s effective volumetric carrying capacity 15% to 20%. This paper presents a method for measuring “effective” body volumetric carrying capacity, resulting in a truck body for carrying the targeted load, matched to the loading equipment that interacts positively with the truck chassis.

Jan 1, 2002