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By Cleghorn JH

Underground mining operations on Kalgoorlie's Golden Mile were suspended in 1976, suffering the combined effects of low gold prices and grades. A subsequent substantial increase in the gold price led to the decision by Kalgoorlie Mining Associates to reopen their mines in 1979. The two shafts selected for access required excessive maintenance. The geological assessment and development parameters prescribed have been successfully used to establish reserves to maintain production at a 390 000 tonnes per annum rate. While ore reserve grade is being maintained from primary stoping sources, supplementary lower grade ore is drawn from remnant pillars and stopes at lower cost.Performance by the workforce has reached levels previously attained and a record tonnage was hoisted in the fourth year after recommencement.Keywords : Golden Mile lodes, geological research, payruns, cut and fill, mill holes, gold price, ore grade, amalgamation.

Jan 1, 1984

The project to reopen the Tasmania Mine has centred around efforts to reopen the Hart Shaft to access the high grade reef remaining below the old workings, which extend down to 457 in. Efforts in 1982 and 1987 were frustrated by unstable clay ground around the shaft, which resulted in significant subsidence of the shaft collar and lining. A successful program has since been implemented to solve the problems, stabilize the collar and recover the upper shaft which had collapsed down to 90 m.

Jan 1, 1989

Due to the ongoing restructuring of the mining industry in central Europe with a continuous decline of the number of large underground mines and collieries, and a simultaneous decline of staff numbers in the remaining mines, the established mine rescue schemes are endangered to collapse. With the end of the mine rehabilitation at Wismut Uranium in 2014, the last remaining major mine rescue teams in Saxony, providing basic mine rescue services for all other mines in the region, will disappear. This will leave a large number of small mines and other underground operations without capable mine rescue support. Since none of these companies is able to set up a complete mines rescue unit on its own, new ways have to be found. Among others, a central mine rescue team for central Germany as well as the assistance by special trained professional fire fighters or mine rescue teams from abroad are discussed. Problems like location of the central rescue team, financing, communication and transport have to be solved. This paper provides an overview over the complexity of the problem as an example for other mining regions worldwide and will discuss national and cross-national strategies.

Feb 23, 2014

The following is a brief summary of the Bulli Colliery and its method of operation when Australian Iron and Steel Ltd. took control.Bulli Colliery is situated about a mile west of the village of Bulli and is some 10 mUes north of the Australian Iron and Steel Company's Steelworks at Port Kembla.The mine is owned by Australian Iron and Steel Limited, who purchased it in 1936 from the liquidators of Bulli Colliery and Coke Works.It is one of the oldest working coal mines in Australia, having been opened about 1858 and has worked more or less continuously since that date.The seam worked is the No. 1, or Bulli, Seam, which outcrops along the escarpment of the Illawarra Range and is generally operated by tunnels, the portal at Bulli being some 440ft. above sea level.The colliery holding is fairly extensive, but the coal seam over a large portion of the area within two miles of the outcrop has been more or less destroyed by an intrusion of basalt.At present there is no coal being worked within a distance of about 21 miles from the surface, the farthest workings being about four miles from the tunnel mouth.The existing main haulage road, for the first two miles from the portal, is not straight; it is very narrow over fairly long stretches and has many changes of grade varying from 3% in favour of the load to 13% against the load.The dumping station and screens are situated close to the portal of the haulage tunnel, and at this point the coal is loaded into railway hopper waggons, which are then hauled by rope to the top of a self-acting incline. The waggons are lowered down the incline, a distance of approximately! mile, the ruling grade being about 18 %.From the bottom of the incline, waggons are hauled by Company's steam locomotive to exchange sidings from whence they are taken by New South Wales Government Railway engine to the Company's Steelworks at Port Kembla.

Jan 1, 1947

Taking advantage of the lessons in administrative organizations which were taught by the war, Director Van H. Manning has put into effect a new form of organization in the Bureau of Mines. The Bureau is divided into two branches, one the investigations branch and the other the operations branch. F. G. Cottrell, who has been chief metallurgist of the Bureau, has been promoted to the position of assistant director and will be in charge of the investigations branch. F. J. Bailey, who has been chief clerk of the Bureau, has been placed in charge of the operations branch with the title of, assistant to the director. All research and technical control will be exercised through the investigations branch, while the non-technical work, administrative duties, and dissemination of the results of the Bureau's activities will be handled by the operations branch. Under the investigations branch comes the division of mineral technology, in charge of Dr. C. E. Parsons; the division of fuels, under the chief mechanical engineer, 0. P. Hood; the division of mining, under the direction of George S. Rice, the chief mining engineer; the division of petroleum and natural gas, under the direction of J. 0. Lewis, the chief petroleum technologist; and the division of experiment stations, under the direction of D. A. Lyon.

Jan 9, 1919

By AIME AIME

A CORPORATION would go into bankruptcy if its affairs were conducted as are those of the state of New York, according to the Committee on New York State Government Reorganization of the American Engineering Council of the Federated American Engineering Societies, in a report to the chairman, of the Joint Judiciary Committees of the Senate and Assembly. The report, just made public, was signed by the three members of the committee who were appointed by Herbert Hoover. They were H. de-B. Parsons, chair- man, Paul G. Brown and Lewis B. Stillwell. Although the American Engineering Council is a national organization, it decided to aid in governmental reorganization in New York State because of the magnitude of the task. The Council's committee in its report urged the passage of three state reorganization amendments for consolidation of departments, an executive budget system, and a four-year term for the higher state officials. In the words of the report :

Jan 1, 1921

By Herbert Hoover

THERE is one problem of the new administration that has received the attention and thought of the organized engineers of America for many years past. This is the problem of the reorganization of the Federal Government. The, inadequacy, the wastefulness, and the inefficiency of our federal organization was evident, enough under pre-war conditions. These inadequacies, these inefficiencies, these wastes were exhibited to the country during the war at the cost of millions. Congress has placed the problem in the hands of a very able Congressional Joint Committee, but if this Joint Committee succeeds in securing the imminently necessary results it will only be by full insistent support to it by public opinion. Many attempts have been made at reorganization before but all, of them have gone to the same crematory-the interminable differences in opinion among the executive and legislative officials over details.

Jan 1, 1921

Lower the respirable dust exposure of longwall shearer operators with improved water spray systems on the shearer. Approach Orient sprays (rather than relocate them) so that dust is held against the face. How It Works Research by the Bureau has indicated that shearer operator dust levels depend largely on how fast dust from the upwind drum spreads into the walkway. Water sprays on the shearer body can greatly affect the spreading of this dust because each spray moves air like a small fan, generating strong cross-currents of air around the shearer. Poorly designed spray systems, especially those with nozzles pointing upwind, will stir up much more dust than they sup-press. On the other hand, Improved systems may be designed to hold the dust cloud against the face while also suppressing It. In such arrangements the water is sprayed downwind and used with screens made from conveyor belting.

Jan 1, 1981

By R. Rampersadh

Paper written on project work carried out in partial fulfilment of B Eng (Metallurgical Engineering) degree Steel was sampled after calcium treatment, to follow changes in inclusion composition during the processing of alumium-killed steel into continuously-cast billets, at Mittal Vereeniging. There is some shift in the distribution of inclusion compositions towards alumina, as the liquid steel moves from the ladle to the tundish. This shift may reflect some reoxidation. However, the effect on inclusion modification is small, since only a small fraction of the tundish oxide inclusions is fully solid?which agrees with the plant observation that these heats cast without clogging. Magnesium oxide in the inclusions contributes to liquid formation, substantially increasing the range of lime: alumina ratios over which the inclusions are partially or fully liquid.

Jan 1, 2006

By Y-B Kang, W-Y Cha, Y-M Cho

Molten slag used in the secondary refining process (RH process) for the production of Ultra-Low C (ULC) steel is typically composed of CaO-Al2O3-MgOsat.-FetO with minor constituents. FetO in the RH slag is the main source of reoxidation of the molten ULC steel in the ladle by 2Al + 3(FetO) = (Al2O3) + 3Fe, thereby serving as the source of the alumina inclusions. On the other hand, FetO also enhances the fluidity of the slag, thereby increasing inclusion absorption capacity. Optimum slag chemistry design is therefore required to produce clear ULC steel. The reoxidation kinetics was investigated in the present study by employing high-temperature experiments and developing the reaction rate model. Initial compositions of slag ((% CaO)0/(% Al2O3)0 and (% FetO)0)) and reaction temperature were varied and change of [% Al] in the molten steel was measured. The rate-controlling step was analysed. It was found that the rate-controlling step in some cases changed during the reoxidation: from a mass transport of Al in the molten steel to a mixed transport including Al2O3 in the molten slag. The experimental data validated the reaction rate model based on the elucidated reaction mechanism and FactSage thermodynamic database. The model suggested that high (% CaO)0/(% Al2O3)0 suppresses the reoxidation only when (% FetO)0 is low (5 or lower in the present study).

Jun 19, 2024

By Timothy P. Smirnoff, Arthur P. Chase, Herman J. Smith

INTRODUCTION The Newtown Creek Pollution Control Project (P.W. 53) is a major system of facilities designed to collect wastewater from large areas of the Boroughs of Manhattan, Brooklyn and Queens, then channel it to a treatment plant where the wastewater is processed and discharged. The North Branch interceptor collects wastewater along the east side of Manhattan and transports it downstream to a Junction Chamber at Avenue "D" near East 13th Street. The South Branch interceptor similarly collects wastewater from the southern part of Manhattan Island on both east and west sides of Manhattan and transports it to the same Junction Chamber from where both flows are delivered to the adjacent Manhattan Pumping Station which pumps the wastewater under the East River to a treatment plant in Brooklyn. This system is shown in Figure 1. Construction of the Manhattan Pumping Station began in the Summer of 1966 and was delayed by a number of mishaps. In the vicinity of the North and South Interceptors, approximately 3,060 cubic meters (4,000 cubic yards) of soil flowed into the excavation: 765 cubic meters (1,000 cubic yards) at the North Branch Interceptor, and approximately 2,300 cubic meters (3,000 cubic yards) at the South Interceptor. These movements were accompanied by surface subsidence, collapse, or both. On June 4, 1973, while pumping station construction was underway, approximately five to seven cubic yards of sand entered the junction chamber through a temporary bulkhead valve in the North Branch Interceptor.

Jan 1, 1979

By C. Vipulanandan

With the aging infrastructure, there is a need to maintain and extend the service life of steel structures in general and steel piles in particular. Steel piles support not only vertical loads but also dynamic horizontal loads in onshore and offshore applications. In order to select the appropriate methods to repair corroded steel piles used in onshore and offshore application, corrosion mechanisms were investigated with the rate of corrosion in various environments. The corrosion rate of steel in soil, water and soil-water interface varied from 2 to 500 µm/year. Based on literature review and analyses, the repair methods can be broadly characterized as protective coating, electro-chemical methods, wrapping and encasement and partial replacement of steel. Also, methods to evaluate the repair materials and the repair configuration have been documented.

By C. Vipulanandan, M. Dawood, Dongmei Pan

"With the aging infrastructure, there is a need to maintain and extend the service life of steel structures in general and steel piles in particular. Steel piles support not only vertical loads but also dynamic horizontal loads in onshore and offshore applications. In order to select the appropriate methods to repair corroded steel piles used in onshore and offshore application, corrosion mechanisms were investigated with the rate of corrosion in various environments. The corrosion rate of steel in soil, water and soil-water interface varied from 2 to 500 µm/year. Based on literature review and analyses, the repair methods can be broadly characterized as protective coating, electro-chemical methods, wrapping and encasement and partial replacement of steel. Also, methods to evaluate the repair materials and the repair configuration have been documented.IntroductionOne of the biggest challenges facing the aging infrastructure is the materials loss and deterioration due to corrosion. Many studies indicate that in the US alone, costs due to corrosion loss is more than $276 billion annually (Michiel et al., 2010). Corrosion is the major cause of deterioration of steel structures and components (MNC, 2005). Load bearing steel piles are used as foundations for various types of structures and hence corrosion is very much influenced by the environment such as soil, water and soil-water interface. Corrosion of steel pile foundations may result in reduced capacity in the axial and lateral directions. Hence, understanding the rate of pile corrosion is essential to select the appropriate repair methods to avoid excessive deflection and failure (Decker et al. 2008).To prevent the deterioration mechanisms that attack a pile, it is fundamental both to identify and understand the deterioration mechanism that has been the cause of damage. Understanding the deterioration mechanism allows the engineer to design a repair that will combat this type of damage. It is widely recognized that the corrosion of carbon steel in soil, water and soil-water interface proceeds according to the following simplified anodic reaction and cathodic reactions in the presence of oxygen (Decker et al. 2008)."

Jan 1, 2017

By Daniel Willis, Ryan O’Connell

An 8-foot tall horseshoe adit tunnel located within an abutment of the Mount Morris Dam in Mount Morris, NY required repair of a failed reinforced concrete liner. The adit tunnel is entirely founded within highly weathered shale bedrock units, which induced unloading stress on the original tunnel liner. An epoxy-impregnated carbon fiber fabric wrap manufactured by Sika was chosen to repair the failed adit tunnel liner. Kilduff Underground Engineering completed the design of the tunnel repair utilizing both empirical and numerical methods. Merco Engineering Contractors completed the injection of chemical grout and repair liner installation.

Jun 23, 2024

By Dennis W. Boehm

The building boom of the late 1970's and early 1980's has all but used up most of the better sites across the more populated metropolitan areas of the United States. This means that current buildings and other types of structures are being founded on more marginal sites. The use of marginal sites has placed ever-increasing quality control on the installation of the deep foundation systems utilized for these sites. Several remedial techniques are available for the repair of the deep foundation systems. These include minipiles, compaction grouting and jet grouting. Eight case histories are cited where these methods have been utilized to repair deep foundations.

Jan 1, 1999

By L. Zhu, S. Kaierle, M. Dahmen, C. Zimmermann, T. Haubold, I. Kelbassa, C. Mattern

Application of integrally bladed disks (blisks) is of increasing interest in compressors of aero engines. Blisks are preferred due to their potential for size and weight reduction, for increased performance and for reduced manufacturing costs compared to conventionally bladed disks. In case of a damage the blisk aerofoils cannot be simply replaced. If the damage is beyond acceptance or blending limits refurbishment is possible only by scrapping the whole blisk assembly, or more cost effective by the application of advanced weld repair methods. Weld repair of blisk aerofoils is challenging as it affects a critical part with specific requirements regarding its mechanical integrity, and as the accessibility is usually limited. The paper describes the ongoing development of advanced weld repair processes as part of a comprehensive repair strategy which have been developed for small-sized blisk assembly to give competitive maintenance cost.

Jan 1, 2006

By Raj Thamburaj

"Over the last few decades, the emphasis on affordability and reduced cost of ownership has necessitated the development of innovative processes to carry out repairs in aero engine components. Conventional weld and braze repairs have evolved into advanced, sophisticated processes using state of the art knowledge in lasers, robotics and materials technology. This paper illustrates past and present scenarios in an attempt to illustrate progress that has been made in this area. The problems encountered in the past have been detailed along with the solutions that have been developed and commercially implemented to address these issues. Apart from technical progress, this presentation also addresses the progress made in business approaches and in Certification/Regulatory issues surrounding aero engine repair. Progress in Technology Repair technologies have also been the embryo from which new and revolutionary manufacturing technologies have evolved as well. Electron Beam Free Forming and LENS are examples of how a completely new manufacturing concept can evolve what was originally only a process to join metals. The current and future potential of these spin offs is discussed providing examples of application. While several problems have been solved over time with the implementation of advanced repair technologies, the demands of the industry have created new challenges. The paper describes these issues, outlines potential solutions and discusses the future of repair technologies in terms of the far reaching influence it is sure to have in design, manufacturing, maintenance management and life extension. Progress in Business Trends.Business approaches to repair and maintenance have also gone through considerable change with the introduction of ""Power by the Hour"" and other similar arrangements between the companies responsible for engine overhaul and the end-users. Program Based Logistics (PBL) is yet another innovation to provide a win-win situation for the repair service provider and the end user. This paper traces the development of these business initiatives and highlights successful applications. Progress in Repair Certification, Regulatory Issues.Understanding of the issues surrounding certification of repairs has also evolved with time and regulatory issues have been clarified considerably. Procedures for analysis and testing are much clearer and ""Check Lists"" are being drafted for certifying repairs on various engine components. The PMA phenomenon has added yet another dimension to the issues regarding certification and these are discussed as well."

Jan 1, 2010

By Thomas J. Kuli, Tim Rape

When a fan or blower breaks down or becomes worn, customers have two choices. They can replace it or they can have it repaired. In the past, replacement was the preferred option, especially when the equipment was severely damaged or worn. Now, however, customers are discovering the benefits of repairing or rebuilding. Even when the cost of repair is more than 60 percent of the cost of a new fan, customers are choosing the repair option. The cost savings can range from 20 percent to 80 percent. In many cases, the quality of the repaired part or component will exceed the quality of the original. This is because repair engineers have an advantage over the original designers. They can see how the existing fan performed — or failed to perform — in a specific application.

Jan 1, 2005

By F. Pinto, J. V. Lemos, A. Sousa, L. Ribeiro e Sousa

The Rossio railway tunnel was built in 1890 crossing several formations involving limestones, basalts and also sandy and clayey formations. Due to the fact that it is an old underground structure rehabilitation and repair works were performed, namely at Km 0,900 and in a zone crossed by a new tunnel from the Lisbon Metro. Reinforcement support systems were designed in the Rossio tunnel in order to prevent its stability. In this paper, repair works and anchor tests performed at km 0,900 are presented, as well as the monitoring system implemented in order to observe the structural effects induced by the construction of the works. For the interpretation of the obtained information complex 3D models was built, permitting the simulation of the sequential excavation scheme used, non-linear behaviour of the different formations, and the support systems used. Der 1890 erbaute Rossio Eisenbahntunnel durchoertert mehrere Formationen, einschliesslich einer Kalkstein-, Basalt- sowie einer sandigen und tonigen Formation. Auf Grund des Alters des unterirdischen Bauwerks wurden Instandsetzungs- und Reparaturarbeiten im Bereich km 0,900 sowie im Kreuzungsbereich mit einem neuen Tunnel der Lissabonner U-Bahn durchgeführt. Aussteifungssysteme wurden entworfen, um die Stabilität des Rossio Tunnels zu gewährleisten. Im Folgenden werden die Instandsetzungsarbeiten und Anker Tests im Bereich km 0,900 sowie das Messystem zur Ueberwachung der strukturellen Auswirkungen der Bauarbeiten dargestellt. Zur Interpretation der gewonnenen Informationen wurden komplexe 3D Modelle entwickelt, die eine Simulation des Bauablaufs und die Anwendung nichtlinearer Stoffgesetze fuer die verschiedenen Formationen und Aussteifungssysteme ermöglichten. Le Tunnel ferroviaire du Rossio a été construit en 1890, traversant des différents terrains comme des calcaires, des basaltes et aussi des formations limoneuses et sableuses. Dû à l’ancienneté de l’ouvrage, des travaux de réhabilitation et réparation ont été faits, nomment au km 0,900 et dans la zone traversée par le nouveau tunnel du Metro de Lisbonne. Des systèmes de support renforcé ont été conçus pour le Tunnel du Rossio de façon à rassurer sa stabilité. Dans ce papier, on présente les travaux de réparation et les essais d’ancrage réalisés au km 0,900, et aussi, le système d’auscultation mise au point pour l’observation des effets structuraux induits par les travaux. De façon à interpréter l’information résultant de l’observation, des modèles 3D complexes ont été utilisés, permettant la simulation de la méthode séquentielle de l’excavation, du comportement non - linéaire du terrain et, aussi les systèmes de support utilisés.

Jan 1, 2003

By A. J. Friedrich

Conveyor belts are designed to go unnoticed. When they work well, they attract little attention. When they are not doing the job right, it is noticeable, and they need to be fixed immediately. Vulcanising contractors compete for the maintenance of belts in mining/quarrying and general materials handling worldwide. Damage repair is approached in similar fashion. The damaged section of belting is normally cut out and discarded, and the belt re-spliced using hot vulcanising, Cold splicing, or mechanical fasteners/clip joints. However, there is a cost-effective alternative, alleviating the need to remove damaged sections which are often perfectly recoverable. This is the use of cold-curing repair resins and adhesives.

Jan 1, 2000