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By William H. Highlands

Lightning is a natural phenomenon which poses a potential hazard to people, structures, and equipment unless adequate protection is provided. The type of protection required is related to the nature and of the facility. The decision making process involves a number of interrelated factors which should be considered when determining the need for protection.

Jan 1, 1989

By William C. Geitz

"Lightning has always posed a serious threat to blasting operations, especially wkhin the mining and construction industries and operations involving the manufacture, transport, storage and handling of explosives. In recent years, technological advancements in communications systems and microprocessors have significantiy improved the accuracy and efflliency of lightning detection and warning instrumentation. These advancements have increased the availabilii of highly reliable,accurate and affordable systems for use within the explosives arena."

Jan 1, 1991

By Thomas J. Fisher, Thomas Novak

Strong circumstantial evidence suggests that lightning has initiated methane explosions in abandoned and sealed areas of underground coal mines. The Mine Safety and Health Administration (MSHA) investigated several of these occurrences within recent years. The investigated explosions occurred at significant depths, ranging from 500 ft to 1200 ft. Data from the National Lightning Detection Network indicate a definite correlation between the times and locations of the explosions with those of specific lightning strikes. This paper addresses the question, "Can lightning cause potential differences capable of igniting methane-and-air mixtures at overburden depths at which underground coal mining occurs?" A mine depth of 600 ft was selected for this initial study. Computer simulations were performed, with and without the presence of a metal- cased borehole extending from the surface to the mine level. CDEGSTU software from Safe Engineering Services & Technologies, Ltd (SES) was used for the simulation.

By David R. Zuchelli, Elio L. . Checca

Two case studies of methane gas explosions and their effect on the operation of underground coal mines are presented. The studies detail the recovery operations and investigations at each mine site. These include the circumstances prior to the explosions and the effects on the surface and underground ventilation control systems. Various ignition sources such as surface and underground electrical power systems, degasification sites, ventilation shafts, test well casings, and lightning activity were investigated. In each case, a lightning report from the National Lightning Detection Network1 was used in conjunction with the physical evidence and eyewitness accounts to confirm lightning strikes as the ignition source for the explosions.

Jan 1, 1995

By Allen R. Rowen

One of the greatest deterrents to more widespread use of manufactured lightweight aggregate is the fact that no industry-wide standards for its application exist. It is true that ASTM has specifications covering lightweight aggregate, but they are so broad as to be of little assistance in mix design work. Today even an engineer who has worked with one lightweight aggregate may be faced with re-education on his next light- weight concrete job if he is in an area served by another producer. Manufacture of lightweight aggregates has grown with the country, appearing in the patent literature at least as early as 1875, when a patent was issued covering use of burnt clay aggregate as an admixture in manufacture of artificial stone. The widely known Haydite came into the picture prior to 1920 as a result of work by Stephen J. Hayde, and there have been many others since who have contributed significantly to the growth of the industry and its technology.

Nov 1, 1956

By Henry N. McCarl

The New England States form the most northeastern portion of the continental United States and include Connecticut, Rhode island, Massachusetts, Vermont, New Hampshire, and Maine. These states have an aggregate population of over 10.5 million people, and an average annual population rate increase of about 1.3%. A great deal of new construction is required each year to meet the increasing demand for new homes, roads, offices, factories, and warehouses. Yet, prices of construction materials such as blocks and concrete are generally higher in New England than in other well populated areas of the United States. This is an indication of local demand being somewhat greater than supply, an atmosphere conducive to new developments in the production of construction materials. One such field of development is the rapidly growing Lightweight Aggregate Industry. Recent construction in Boston has used a great deal of lightweight aggregate. New structures using lightweight aggregate in lightweight concrete include the following: M.I.T.'s 20-story Earth Science Center and 17-story Married Students Housing Project Prudential Life Insurance Center, West End Redevelopment Project at Charles River Park, Hotel Americana, and the British-owned 33-story office building at 50 Pearl Street.

Jan 1, 1964

By Joel D. Hammond

Lightweight concretes date back to before the Roman Empire. The earlier concretes were made by combining a burnt lime for cementious material with pumice or volcanic rock for aggregate. Although structural value was limited due to its primitive nature, many structures were able to withstand the test of time. The rotary kiln expanded shale industry had a slow start that began around 1908. The industry was founded by Stephen J. Hayde of Kansas city, Missouri. Mr. Hayde noticed that the bloating effects of some aggregates were undesirable by the brick industry. Material of this type was considered waste and avoided in brick production, but he realized it had all the qualities and basic requirements for a concrete aggregate that would reduce weight and still retain structural value. It came into national attention by use in ocean-going vessels through a shipbuilding program undertaken by the united states Fleet Corporation. This research was brought about by the need to find a suitable material to replace high-grade plate steel due to a shortage created by World War I. The need prompted the government to supply the reserves that Stephen Hayde desired to continue and complete research into producing a uniform lightweight aggregate. His results pointed to the rotary kiln method for which he was granted a patent in 1918. One of the most famous and largest concrete ships built through this program was the U.S.S. Selma. Although the Selma

Jan 1, 1977

By N. S. Wagner

The production of lightweight aggregates in Oregon is a new industry, and, like all new enterprises, it is suffering from growing pains characterized by numerous, small operations some of which flourish for a short time and then cease altogether. Normally all industrial mineral products are produced in a highly competitive atmosphere. At the present time this condition does not exist to a very marked degree in the state because as yet producers have not saturated the constantly expanding market. This paper has been prepared with the intention of outlining very briefly the current status of the various products now being used as lightweight aggregates in Oregon. The present picture will surely change, perhaps quite radically within even a short space of time.

Jan 1, 1949

By T. A. Klinefelter

Lightweight concrete aggregates are materials weighing less than the usual aggregates of sand, gravel, and crushed rock. Concretes made with sand and gravel or crushed rock weigh 145 to 150 lb per cu ft, compared with 50 to 90 lb per cu ft for concretes made with lightweight aggregate. The ultra-lightweight concretes weigh much less than 50 lb per cu ft. Lightweight aggregates may be natural or manufactured materials, or byproducts from other commercial operations. Natural materials include pumice and pumicite, tuffs, breccia, scoria, diatomite, and vegetable products, such as peat, straw, and sawdust. Manufactured materials include expanded perlite, vermiculite, slag, clay, shale, and slate. Byproducts include cinders, aircooled slags, and coke breeze. Concretes made with lightweight aggregate were used first in construction of commercial buildings, later in homes. Present usage is general in multistory and other building construction, such as bridge decks, barges, jet-plane runways, piers and other structures. The industry has grown remarkably in the last decade. General Considerations The particular use to which the concrete may be put determines the importance of the various properties of the aggregates employed. Any given type of aggregate, however, should be reasonably uniform in composition and properties. It should be suitably graded and maintain proper weights, insulation values, and adequate strength to prevent breakdowns in mixing. It should bond properly with the cement, be inert to chemical reactions with cement and steel, and resist weathering, moisture, insects, and fungi. Some properties of any given type of lightweight aggregate from different suppliers may vary considerably because of differences in the source of raw material and the method of treatment. This statement applies particularly to expanded clays, shales and slates. All lightweight concretes have higher absorption of moisture and lower thermal conductivity, lower compressive strength, as well as lower unit weight as compared with standard concretes made with sand, gravel or crushed rock. Excepting cinders, the cost of lightweight aggregates is usually higher. Grading and unit weight requirements are given in ASTM standards: C 330-53T, Lightweight Aggregates for Structural Concrete; C 331-53T, Lightweight Aggregates for Concrete Masonry Units; C 332-54T, Lightweight Aggregates for Insulating Concrete. The production of masonry units shows the growth of the use and types of lightweight aggregates. In 1947 the total number of lightweight block was 460,000,000 units in 8 by 8 by 16-in. equivalents. By 1954 this had increased to 950,000,000 units. Of the 1954 production, 27 pct was of manufactured types, 43 pct of cinders, and 30 pct of remaining types. Raw Materials Used as Lightweight Aggregates It was stated above that a variety of products both natural and manufactured are used as lightweight aggregates. It is easy to understand that a bulky material of low unit value cannot be transported far and still remain a low cost product. Hence the product used in a particular market depends upon the availability of the possible raw materials. Thus it is

Jan 1, 1960

By LeRoy A. Thorssen

The use of lightweight aggregate as a constituent of concrete is not a recent development. Pumice was used by the early Romans, in pozzolana cement concretes, in the construction of many of their works. However, the recent development of manufactured lightweight aggregates, such as the expanded shales, vermiculite and perlite, has created a possible use for a whole new group of Portland cement concretes. Concrete can now be produced with unit weights ranging from 30 to 150 pounds per cubic foot and with various insulating, fireproofing, acoustical and structural properties. The tonnage of such materials being used has increased considerably in each of the past ten years, and can be expected to increase for the next several years as availability of the aggregates becomes more widespread and the properties of such concretes become more thoroughly investigated and more generally known. LIGHTWEIGHT aggregates of many types have become avail-able to the construction industry in most localities on this continent

Jan 1, 1963

By J. W. McCammon

CRANGES in construction ideas and the continually rising costs of labour and conventional building materials, particularly since World War II, have prompted widespread investigations into the development and adaptation of new materials to meet the new requirements and to help reduce costs. Lightweight aggregates have been prominent in these investigations. The lightweight aggregates most commonly used today are foamed slag, cinders, pumice, diatomite, exfoliated vermiculite, expanded perlite, and bloated clay or shah. Lightweight aggregates contribute to the building industry in several ways: ( 1) in large structures the reduction in deadweight effected by the use of lightweight materials reduces the amount of reinforcing and structural steel necessary to support the structure; ( 2) the decrease in weight of lightweight blocks makes handling easier and faster; (3) pre-fabricated floor and roof slabs and tilt-up walls of lightweight concrete have become feasible and popular; ( 4) lightweight aggregate concrete has good nailability and is easily channelled; (5) concrete and plaster made with lightweight aggregate have good heat and sound insulation properties.

Jan 1, 1957

By Stuart H. Ingram

DEFINITION THE term lightweight aggregate implies material which may be substituted for the usual rock, sand and gravel commonly used as the major part of concrete, but distinguished by being much lighter in weight. BACKGROUND The art of making and using concrete is old and well developed. Research and experience have pretty well determined the qualities necessary in its constituents, and time has tested theories and applications. Elaborate specifications and tests have been devised and generally adopted governing all phases of concrete work, from selection of material, through engineering design and down to mixing and placing. Standard practices have become routine to executives and laborers, and operations have been simplified and costs lowered. Though many lightweight aggregates meet the basic specifications necessary for usefulness, their physical qualities are so different that they frequently will not pass standard tests, and some of them cannot be mixed and placed with the usual formulas for water and slump. As a rule their use produces a concrete with a lower modulus of elasticity which requires design change, and being produced in much smaller quantities than ordinary aggregate, production costs are higher. This latter works in a vicious circle to restrict their use and maintain prices that are not competitive, except as against each other. INCREASED DEMAND In spite of such handicaps consumption has grown steadily for the past two decades and is apparently growing even faster today. It is evident that lightweight concrete must have better qualities, and be sufficiently better to overcome the higher cost and the other difficulties and disadvantages pertinent to the use of a new and different material in an old industry. Hence the study of its main ingredient should be of interest to all engineers. Our group has a double interest in the subject since most of the materials which have been used as sources of lightweight aggregate are either mined, or are by-products of mining operations. We are directly interested in their production as well as their use, and since available supplies of materials suitable are limited, the increasing use, and rising demand, make the discovery of new sources, or the development of processes to adapt other natural materials to this use, a promising field; and one in which our profession should take an active part. RECENT DEVELOPMENT Descriptions of ancient work contain references to the use of spalls of tuffs or pumice in concrete masonry, but it is only since the nineteen twenties that serious attempts have been made to produce and market lightweight aggregates. A period of rapid advance in theory and practice in cements, mortars and con-

Jan 1, 1947

By S. D. Logan

This presentation describes a lightweight automobile body structure concept developed at DaimlerChrysler to support a high fuel-efficiency vehicle project. This body structure consisted primarily of large thin-wall magnesium castings and resulted in a more than 40% weight reduction with a minimal cost increase over a conventional steel structure while achieving significantly improved structural performance as evaluated through CAE simulations. One concept vehicle was built for the purpose of demonstrating concept feasibility. Several slides showing the prototype build process are presented. The presentation also describes several large thin-wall die casting body applications that are in current production or have been used in recent production automotive applications and identifies areas where further development could improve the chances of a magnesium intensive body structure becoming a production reality at a later time.

Jan 1, 2006

By D. A. Day, H. L. Marsh, P. J. Stephens, C. A. Wiggins

Lightweight cellular grout backfill behind pipe-in-tunnel has been gaining increased acceptance in the tunneling industry and has proved to be both practical and economical. Two successfully constructed projects, the Upper Scioto West Interceptor Sewer (USWIS), in Columbus, Ohio and the Benbrook Pipeline Tunnel Project in Fort Worth, Texas will be discussed. The projects represent two different but successful applications of lightweight cellular grout backfill. The USWIS placed the grout behind precast reinforced concrete pipe, in water bearing limestone, and in close proximity to residential water wells. The Benbrook Project placed grout behind 6,096 meters (20,000 feet) of steel pipe from just two locations, eliminating major surface disruption typically associated with the placement of pumped concrete.

Jan 1, 1999

By Gilbert C. Robinson

Manufacturers of brick and tile are showing growing interest in the possibility of manufacture of a clay bonded block. The block would have the shape of concrete block, but would be made without the use of Portland cement, Instead, the block would be made' from mixtures' of an aggregate and the present raw materials of the brick industry. The finished units would weigh 20 to 30 pounds and meet the specifications for Grade A concrete block. The present status of the clay block development shows one manufacturer actually in production of these units$, two additional manufacturers are attempting production and many manufacturers are actively engaged in development work. At least four major research laboratories are engaged in the development program. There are several different processes available for clay block production. These processes differ primarily in the type of aggregate used or in the type of forming operation selected. I would like summarize these possible methods.

Jan 1, 1960

Develop a 22-ton capacity temporary mine roof support light enough to be easily lifted and transported manually from one place to another. Approach Several potential approaches were investigated in developing a new temporary support. An all-hydraulic, high-strength aluminum design was chosen as the best. The support was designed, fabricated, and tested in several mines. The first units, built for 6- to 8-foot seam heights, have a load- bearing capacity of 22 tons, and weigh only 55 pounds. How It Works The lightweight hydraulic support is designed for use in any temporary support situation in place of wood posts or steel mechanical or hydraulic supports. This includes use prior to roof bolting in room and pillar mining and in longwall development sections, use as head and tailgate supports for a longwall, and use as turn posts and breaker posts in retreat mining operations. The supports feature a release valve for quick manual extension to roof level, a lanyard

Jan 1, 1983

By Khandaker M. Anwar Hossain

This paper presents the development of lightweight concrete (LWC) incorporating pumice aggregate and volcanic ash (VA) based ASTM Type I blended cement (PVAC). Fresh and mechanical properties of LWC mixtures such as slump, air content, compressive strength, tensile strength, density and modulus of elasticity are described. The durability characteristics are investigated by drying shrinkage (DS) and water permeability. The investigation suggests the production of LWCs incorporating blended PVAC and VPA having satisfactory strength/durability characteristics for structural applications. The use of PVAC induces the beneficial effect of reducing drying shrinkage and water permeability. Development of such non- expensive and environmentally friendly LWCs with acceptable strength and durability characteristics is extremely helpful for the sustainable development and rehabilitation of volcanic disaster areas around the world.

Jan 1, 2010

By Karel Van Acker

The automotive is a sector where energy consumption during the use phase prevails over the production and the end-of-life phase. Therefore, a lot of research and innovations at replacing classical steel parts by lighter materials like light metals and polymer composites. While composites are very attractive for the use phase of cars, their introduction suffers from the limited end-of-life options for composite structures. An extensive life cycle analysis for a reference car design has been conducted to study the effects of replacement of conventional steel structures by lightweight carbon fibre composite alternatives. The study also takes second order effects in the design of the car into account. The opportunities and treats of the trend towards more intensive use of carbon-fibre composites in car design are identified. A discussion on the potential of other types of composites for the automotive in terms of sustainability considerations is added.

Jan 1, 2010

By John D. Wiebmer

Lignite Development in North Dakota is a "shotgun wedding" according to former state senator Robert L. Stroup-the unwilling groom (North Dakota) is being led to the altar by the nation's demand for increased coal production. The state's attorney general, Allen I. Olson, reacts to the situation this way: "We have no specific coal policy. We plan to keep the whole matter down to a dull roar and drag our feet until we see how we fit into the national energy picture." But despite a state administration labeled as "cautiously negative" toward resource development, North Dakota has experienced a twofold increase in annual lignite production within the last two years. And within the next four years, three more mine additions will double the state's output again.

Jan 8, 1977

By K. Häge

"Die Nachhaltigkeit der Braunkohlengewinnung in der öffentlichen Wahrnehmung wird nur weiter erfolgreich kommuniziert werden können, wenn durch konkretes Handeln glaubhaft gezeigt wird, dass die offenen Fragen fair und solide beantwortet werden. Dazu gehören insbesondere die neue innovative technische Lösung sowie das sensible Interessenmanagement. Die Braunkohlenindustrie hat gelernt, dass Offenheit und nicht zuletzt das beständige Bemühen um den Meinungsaustausch mit ihrem Umfeld wichtige Elemente sind. Der in Jahrzehnten erworbene Schatz an Glaubwürdig-keit ist eine Basis, auf der die Braunkohlenindustrie ihre Zukunft gestalten kann. Darüber hinaus sind politische Rahmenvorgaben erforderlich. Das öffentliche Interesse an einer sicheren und preiswerten Energieversorgung unter Einschluss der Braunkohle ist unverzichtbar. In diesem Kon-text kann dann die Braunkohle die an sie gerichteten Fragen der Ökonomie, der Ökologie und der Sozialverträglichkeit auch mit Hilfe von Indikatoren beantworten.ABSTRACTThe discussion of the sustainability of lignite mining can only be continued successfully if the indus-try acts in a practical manner and demonstrates trustworthiness by responding fairly and reliably to open questions. This includes new and innovative technical solutions as well as the sensitive management of interests. The lignite industry has learned that openness and the constant effort to exchange viewpoints within their environment are all essential elements. The credibility that has been gained over the decades is the foundation on which the lignite industry can build its future. Beyond that a framework of political guidelines is necessary. Public interest in a secure and inex-pensive energy supply that also includes lignite is indispensable. In this context, the lignite industry will then be able to answer the questions which are directed at them and concern the economy, ecology, and social tolerability also by indicators."

Jan 1, 2005