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By Nasri Munfah, Raymond E. Sandiford

"Superstorm Sandy (Sandy) created a storm surge that inundating many of the tunnels that pass beneath the Hudson and East Rivers. The tunnels are vital infrastructure links for the economy of New York City and the northeast region. The sea water, which contains highly reactive salts, caused significant damage to electrical and mechanical systems. In addition, the salt water inundation left corrosive precipitants on the tunnel linings and on and within electrical duck banks. After the salt water was evacuated from the tunnels, condition assessments were performed using a state of the art approach involving high resolution laser scanning, digital imaging, and thermal imaging. These scans were performed prior to hands on inspections. The damage assessment concluded that, although the tunnel structural linings were not damaged, the interior elements of the tunnels needed major rehabilitation to arrest the continual deterioration of the structures. This paper details the state of the art approach used for these tunnel inspections. INTRODUCTION On October 29, 2012 Super Storm Sandy flooded a large number of both transit and vehicular tunnels in the New York Metropolitan area. The region’s transportation network was severely disrupted. The storm damage is estimated to have been in excess of $30 billion, and with the tunnels out of service, the local economy was losing hundreds of millions in economic activity. Restoration of these tunnels was a very high priority and the resulting expedited restoration process did not always provide adequate time for comprehensive condition surveys. This resulted in many of these surveys being conducted after service restoration. Inspecting highly trafficked transit tunnels is challenging and the logistics of working in short night outages led to a rethinking of the conventional inspection approach. Traditionally, visual and tactile methods are first used to inspect tunnels and then quite often followed by LiDAR (Light Detection and Ranging) scanning and perhaps infra-red scanning. For multi-mile tunnels, the time required to visually map tunnel features can be quite extensive. By performing the scanning first and then performing the visual and tactile inspections, one is able to use the scan data to identify the specific areas that need detailed inspections. This approach was used quite successfully for a number of the NYC tunnels."

Jan 1, 2016

By Raj K. Rajamani

In ball milling the rates of breakage vary primarily with the size distribution of powder in the mill. In wet grinding viscosity of the slurry varies continually as size distribution changes and hence the breakage rates change. In this study a simpler estimation scheme is used to determine breakage rates in batch grinding. Using an approximate solution to the batch grinding equation, acceleration and deceleration of breakage rates of all individual size classes is determined when the grinding environment is varied. Experimental results with limestone and copper ore show time-dependent breakage rates under both dry and wet grinding conditions. In general the breakage rates increase for coarse sizes and decrease for fine sizes with increase in the fines present in the mill. Such variations have strong implications in closed-circuit grinding.

Jan 1, 1991

By Steven A. Mathe, Seokbin Lim

Current analytical models can accurately predict the final velocity of explosively driven flyers and can somewhat predict the acceleration profile, but do little to address the deformation of the flyers. Explosive systems such as linear shaped charges and explosively formed projectiles, which can be described as multiple interacting explosively driven flyers, often involve interactions between the flyers that occur much before the flyers reach their predicted final velocity. In this regime, it is important to accurately understand both the acceleration profile and the deformation profile of the flyers, as both significantly affect the functioning of the explosive systems. Previous work proposed an analytical model to meet this need. As the expanding gas cloud of detonation products drives the flyers, rarefactions impinge upon the gas cloud from around the flyer edges, which produces a pressure difference across the back face of the flyer leading to deformation of the flyer. Previous research condensed the effects of the rarefactions into a single term, the pressure release ratio, ?, which was calculated based on hydrocode simulations of a block of explosive only and an assumption of isentropic expansion. This work intends to determine the value of ? for different explosive compounds. The results of this analysis were compared to hydrocode simulations of an open-faced sandwich configuration explosive/flyer system with an average accuracy of 15% across the tested compounds.

Jan 1, 2015

By J. Walden, J. Rhoades, R. E. Miller, R. Gibbs, P. Boman

Accelerometers and pressure transducers, mounted in suspension components, can be used to monitor the ride of haulage trucks. Presently, it is difficult to tell what caused a jolt to the truck using either pressure or acceleration data alone. When information from a global positioning system (GPS) is recorded at the same time as shock pressures or acceleration data, the exact location of an event can be determined. Mine management can then determine what caused the jolt to the truck. This research is part of a National Institute for Occupational Safety and Health (NIOSH) project called "Engineering controls for reduction of jolting/jarring injuries in surface mines." NIOSH is investigating how the work environment of haulage truck drivers can be improved. The US Mine Safety and Health Administration (MSHA) notes that, between 1986 and 1995, 60% of the back injuries were to haulage truck drivers in metal/nonmetal surface mining. Personnel from Phelps Dodge suggested that combining acceleration data with information obtained from a GPS could generate results with a variety of uses. Therefore, researchers at the Spokane Research Laboratory (SRL) began investigating how to tie acceleration and GPS data together. It was originally thought that this tool would be used primarily for road and truck maintenance. However, as research progressed, it became apparent that it would also be useful in providing feedback about equipment operations and identifying unusual causes of jolting. Experimental approach Available components that function well by themselves were linked for the purpose of proof of concept. Using a Modular Mining Systems (MMS) product called Vital Signs, SRL researchers took an Aero-Marine Products (AMP) acceleration recorder and hardwired it to MMS Dispatch equipment already installed on a truck. AMP is one of several manufacturers of acceleration recorders frequently used to monitor freight during shipping. MMS Dispatch is used for production accounting and truck dispatching and uses GPS tracking. Through Vital Signs, an analog or digital alarm signal can be recorded. Steve Rhoades, of MMS, wrote unique code that links the Vitals Signs data and GPS location and stores this data in an ASCII log file. SRL researchers installed the equipment in a Caterpillar 793 haul truck. The result was a working prototype. Figures 1 and 2 show the instrument installation in the truck. Discussion From 8:30 pm on Sept. 14, 1998 until 6:50 am on Sept. 15 1998, 899 jolts above a threshold of 2 g (1 g is the acceleration of gravity. It is either 9.81 m/s2 or 32.17 ft/ s2.) were measured on the test truck. Some sections of the haulage road produced most of the events, while

By E Kasai, D Maruoka, Y Konno, T Murakami

The iron ore sintering process produces approximately three per cent of carbon dioxide emission in Japan because a large amount of coke breeze is used as the main agglomeration agent. Therefore, its suppression has been required. A promising method is to replace the coke breeze with biomass char and iron-bearing materials. In this study, the effect of the utilisation of metallic iron with coke or palm kernel shell char (PKS char) as an agglomeration agent on its oxidation behaviour was examined by a series of experiments using a sintering simulator. The use of PKS char leads to a larger decrease in the pressure drop difference of the sintering bed compared to the case using coke. Furthermore, the oxidation rate of metallic iron was larger in the case using PKS char together than that using coke. It was considered that the oxidation of metallic iron was promoted because the bed-temperature increased at a faster rate and achieved a higher temperature.

Nov 8, 2021

By E. H. Jr. Dix

IN selecting the subject, "Acceleration of the Rate of Corrosion by High Constant Stresses," for the 1940 Institute of Metals Division Lec-ture, I have been influenced by its highly theoretical and speculative nature as well as by the great practical importance of the correct inter-pretation and appraisal of the engineering significance of the phenomenon. I lay no claim to originality in talking on this topic, since it has been the subject of discussion for over a quarter of a century. However, as our technical thinking advances, old phenomena take on new and more significant aspects. In our studies at the Aluminum Research Labora-tories, we have encountered many perplexing and seemingly contradictory results and have been fascinated by the problem of dovetailing all of the many pieces of information to make a complete picture. I hope that in the brief period of this lecture I may share with you some of the enjoy-ment we have had in attempting to meet this challenge to metallur-gical science. The emphasis generally has been placed on the spontaneous failure by cracking of a metal under the combined action of high stress and corrosion, hence the present-day use of the terms "stress corrosion" or "stress corrosion cracking." The older term "season cracking," applied more specifically to copper-base alloys, includes, by inference, the element of time. For the purpose of the discussion today I will use "stress corro-sion" to cover broadly the effect of stress in accelerating the rate of corrosion of metals. To stay within the limits of allotted time the dis-cussion will cover the effect of high static stresses rather than repeated or dynamic stresses, which would take us into the related field of corro-sion-fatigue. The subject is particularly appropriate for an Institute of Metals Division Lecture because much the same phenomenon has been observed in almost all metal systems. Thus, in addition to the season cracking of brass may also be mentioned the "caustic embrittlement" of steel boiler

Jan 1, 1940

By G. P. Boomsliter

IN previous discussions on stresses in hoisting ropes, little has "been said concerning the effect of the elasticity of the rope itself on the stresses due to acceleration. Laschinger1 has calculated acceleration stresses. for several cases but he has ignored the elasticity of the rope as a factor, except as it compresses the drum and stretches itself as it winds thereon. He also deals with steam plants and he shows the effect of the "jerky" start of the engine. This effect would actually be reduced by the elasticity of the cable. With the advent of the motor-driven hoist, new conditions have arisen. The jerk mentioned by Laschinger has been eliminated and smoother starting made possible. But the elastic properties of the rope seem to introduce considerable periodic acceleration stresses in the rope. The following discussion of acceleration stresses is based on the assumption of a constant acceleration at the drum. To be exact, the mathematical work is based upon the assumption that the top is moving upward with a constant acceleration, and ignores the fact that the cable is shortening as it winds. However, the effect of the shortening would be inconsiderable during the first part of the acceleration period. Most hoisting engineers make the assumption of constant acceleration at the drum. Under the older method of calculating acceleration stresses, this would be true with a constant torque motor. But if stresses vary, as this paper attempts to show that they do, constant torque would not give constant acceleration, although the velocity-time curves obtained in the full size test herein described showed that they approach rather closely to this condition, at least as nearly as could be measured.

Jan 2, 1927

By Chu E. Ho

This paper describes a case history involving the use of the Equivalent Driving Energy concept for evaluating timber piles that failed to achieve the termination criterion traditionally based on final driving resistance and minimum pile depth. It was assumed that a pile would be acceptable if the overall energy delivered during pile driving was at least equal to that of an ideal pile that achieved the design pile capacity established during an initial load test. The equivalent driving energy was determined by integrating the cumulative driving resistance profile over the embedded length of the pile within the founding soil strata. The required equivalent driving energy was calibrated using representative restrike PDA capacities of production piles as piling progressed. This approach enabled piles that failed to meet the original acceptance criterion to be re-evaluated, resulting in a significant reduction in the number of rejected piles that would otherwise have to be replaced.

Mineral exploration and mining in New Zealand has had almost five years of new legislation. The requirement for different consents is a challenging, time consuming, expensive exercise but in most cases the new procedure is working, although the matter of obtaining access to land is still a major issue. Priority is critical. After lodgment of an application for a minerals permit there are many other matters to address such as identifying land owners, occupiers and administrators, preparation of access applications, consultation and preparation of various resource consent applications.

Jan 1, 1996

By D A. Vogel

"Sampling may be mandatory for safety or environmental reasons. It may be because the value of a sale needs to be determined or to provide important data for investments. Whatever the reason, an incorrect sample will come at a risk. Only the person that relies on sampling data can imagine what the potential cost of such risk is.Sampling itself has a cost too; the direct cost of a quality control department and indirect cost for interrupting a process, such as stopping a conveyor belt during loading. If all material is the same then only one small sample is enough. But if all the material is different, then a very large sample must be tested; in the conveyor belt scenario it must be stopped very frequently and the associated cost will be high.A good sampling plan finds the proper balance between risk and cost. A good sample must be small enough to handle yet large enough to be representative for what information is required. All good samples have three things in common: there was proper access to the material the sampling tool allowed equal probability of particles being selected nothing was disregarded, everything was included.This too is the core of Gy’s ideal sampling scenario, where all particles have the same probability of being selected and included in the sample. There is risk of bias when part of a lot is excluded from the sample. Extra care is needed when sampling particularly heterogeneous, segregated or layered materials. The sampling tool should never systematically leave out a portion; it shall not push aside large or hard particles. Wet samples shall not stick to the sampling tool. This extends to sample preparation too when reducing particle size and dividing the sample in the process.CITATION:Vogel, D A, 2017. Access, select, include – a review of the commercial sampling of traded bulk commodities in the context of Gy’s Theory of Sampling, in Proceedings Eighth World Conference on Sampling and Blending, pp 367–378 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

May 9, 2017

By W. Burger

For the development of deep, hard rock, mines fast access to the orebody is critical. In some cases the mineralized area is more than 1,500 m (5,000 ft) below surface. Excavation of shafts or declines is typically on the critical path of the project schedule. Saving time on those activities can significantly increase the net present value of the mining project. Mechanical excavation methods are a step-change in excavation performance and labor safety compared to drill-and-blast operations. In hard rock conditions, roadheaders cannot be used effectively, so disc cutting is the first choice. For excavation of declines, tunnel boring machines (TBM) can be used in many cases. These provide, in certain rock conditions, considerably higher production rates com-pared to drill-and-blast excavation. Herrenknecht AG has developed a vertical shaft sinking machine (VSM) that is able to excavate shallow shafts in soil and medium soft rock. The ground is excavated by a roadheader boom. The muck is removed by a slurry system or a pneumatic system in combination with hoisting of skips. These machines have been applied successfully on shafts down to 100 m (300 ft). A pre-sink for a deep mine shaft has been excavated by this technology. For deep, hard rock shafts, a new shaft boring system has been developed by Herrenknecht AG in collaboration with Rio Tinto. Based on proven technologies, the system uses a unique arrangement of existing proven technologies. The system integrates excavation, mucking, primary rock support, installation of the final lining and shaft infrastructure. This new system improves the health and safety of shaft construction. Detailed performance estimates indicate significantly higher shaft construction rates are possible compared to conventional shaft sinking methods.

Jun 1, 2010

By Richard Pizzi

Built in 1806, Boston's African Meeting House is the oldest surviving Black church building in the country. A $7 million dollar renovation was begun in 2006 to restore this historic building to its 1855 appearance and to modernize the building's accessibility, electrical and mechanical systems. As part of the restoration, an underground utility room and elevator tower, needed to provide handicap access to the Meeting House, were constructed. Extending up to 17 feet below the foundations of the abutting buildings, the utility room was constructed within one foot of some of Boston's oldest and most expensive residences. All equipment and materials had to enter the work area through a narrow alley rendering conventional methods of excavation and construction of earth support using heavy equipment unfeasible. A unique combination of micropiles, structural cap beam, internal struts and shotcrete facing was designed and constructed to provide the permanent and temporary support of the lateral loads from the earth pressures and adjacent building surcharges and the vertical loads from the elevator tower. The narrow and congested streets of the Beacon Hill neighborhood presented many day-to-day challenges for the contractor.

Jan 1, 2011

Within the research project "Mine Development" funded by the "Austrian Fonds zur Forderung der wissenschaftlichen Forschung (FWF) " (funds for scientific research) between 1991 and 1993 150 underground hardrock mines in Europe, Northern America, Australia and Japan have been visited to analyze their general design and layout. The main aim of the project was to develop strategies for accessing new underground hardrock mines and to establish a mine planning database. The investigation included mines in high developed countries only, with a comparable labor cost situation. This paper presents the results of one part of the project, which deals with investigations into the influence of different parameters on the design of the primary access for a mine.

Jan 1, 1995

By H. W. Hunt

Accessories are increasingly used to protect and extend H, pipe, precast concrete, timber, and sheet piles for any soils conditions. With point protection, piles can be driven through boulders, layered rock, garbage dumps, and waterfront debris to provide dependable support for all types of structures. Splicers for pipe piles can be tapered for a water-tight drive-fit that does not require welding. The pipe splicer can be made applicable to precast concrete piles. Splicers for H make the long pile as strong as an unspliced length with only simple welding. Transition splicers quickly connect different types or sizes into efficient composite piles.

Jan 1, 2010

By Ralph H. Cleland

GENERALLY speaking, the Industry lost ground in 1941 in its accident experience. Though the frequency of compensation accidents was but slightly higher than in the previous year and well below past experience, our fatality rate shot up to that obtaining in 1938, and the average cost per man employed was the highest for some time. The number of fatalities was 56 in 1941 as against 33 in 1940. The average cost of compensation per man employed was $34.25 in 1941 as against $28.43. There was but a slight increase in the number of men employed. Accident prevention efforts were maintained, as shown by our frequency, but our accidents were of a more serious nature. In a period of considerable labour turnover, with many new men entering the Industry, especially the base-metal division, and much mental distraction, we might well have expected a high rate of accidents. That this did not occur is a tribute to managers, supervisors, and workmen alike. We all regret the high fatality rate and one must consider why this occurred. So far as it is possible to determine, there is no apparent explanation. There were no disasters. The accidents occurred to the same class of work-men, both in respect to jobs and age groups, and from the same age-old causes that we all know so well. Luck is a big factor in the seriousness of an accident; the solution lies in preventing accidents, even first-aid cases. Generally speaking, if minor accidents do not occur, major accidents do not occur.

Jan 1, 1942

By Kirk L. Prather

Why discuss techniques of accident prod lot on? Would it not be more useful to discuss means to reduce accidents? This discussion will answer these questions by suggesting ways in which effective accident prediction techniques improve the ability to foresee and prevent accidents. Accident Prediction Process The secret to accident prediction is to utilize the tendency for history to repeat itself. The same circumstances and the same human behavior that produced accidents in the past tend to produce accidents in the present and the future. The ability to predict accident occurence in the future by projecting from the past is a statistical process. In a bookmaker's jargon this means "playing the odds" or "the percentages". A horse or a sports team may be beaten on any given day, but by skillfully assessing the factors of past performance and assigning odds, many clever bettors make money in the long run.

Jan 1, 1973

By Walter E. Montgomery

ACCIDENT-PREVENTION work in years gone by has been carried on by many mine managers as a philanthropic movement, but in recent years they have come to realise that Safety is good business and pays tangible dividends. Let us begin with the word itself. We are told that an accident is "any-thing occurring unexpectedly, undesignedly, or without known or assign-able cause'. It is further explained that it is any 'unpleasant or unfortunate occurrence involving injury, loss, suffering, or death", and, finally, "any unintentional or non-essential circumstance". We admit that accidents are unfortunate, unpleasant, unintentional, and they generally happen undesignedly and to a great degree unexpectedly, but to say that they happen "without known or assignable cause" leads us to believe that the word 'accident' is often misused. Would it not be more correct to say that a man suffered a "personal injury"? The word 'accident' in its proper sense implies something over which no one has any control, but when the majority of all so-called accidents are analysed we arrive at the incontestible fact that some act or action, previous or present, was the underlying cause. As long ago as the year 1556 this fact was mentioned by Georgius Agricola, who, in writing a paper on metallurgy, aptly stated, "It remains for me to speak on the ailments and accidents of mines, and of the methods by which they can guard against these, for we should always devote more care to maintaining our health, that we may freely perform the functions of our body, than to making profits". Farther on, Agricola relates in more detail, "Sometimes workmen slipping from ladders into the shafts break their arms, legs, or necks, or fall into the sumps and are drowned; often, indeed, the negligence of the foreman is to blame, for it is his special work both to fix the ladder so firmly to the timbers that they cannot break away, and to cover so securely with planks the sumps at the bottom of the shafts, that the planks cannot be moved nor the men fall into the water; wherefore the foreman must carefully execute his own work. Moreover, he must not set the entrance of the shaft-house toward the north wind, lest in winter the ladders freeze with cold, for when this happens the man's hands become stiff and slipping with cold, and cannot perform their office of holding. The men, too, must be careful that, even if none of these things happen, they do not fall from their own carelessness'.

Jan 1, 1938

By James J. Holmes

ACCIDENT prevention as we know and understand it today is of comparatively recent origin. As a matter of fact, the Industrial Accident Prevention Association of Ontario, which is the oldest organization of its kind in the Dominion, celebrated its thirtieth anniversary only this year. On the other hand, one could say that the history of accident prevention is almost the history of mankind itself. In a general sense, every forward step that man has made throughout the centuries has been largely due to two things: (1) a desire for increased comfort, and (2) the need for safety; and, always, the need for safety has taken precedence over the desire for comfort. While it is true that hundreds of volumes have been published, dealing with the many aspects of accident prevention work, you cannot go to a library and pick out a book that has all the answers in it. Such a book has never been published-we are still looking for some of the answers. However, a good deal of real progress has been made.

Jan 1, 1945

By Michael G. Zabetakis

Effective accident prevention programs utilize a broad spectrum of activities, including meaningful training programs. In practice, such programs must be directed towards specific, defined needs. These needs are considered here for three categories of employees: new, re-assigned, and experienced.

Jan 1, 1983

By J. M. Wolverton

CONSIDERABLE interest has always been taken in Safety-First and First Aid at the Sullivan mine. Even during the early days of development, Safety-First committees periodically held meetings, while lectures in first aid were given to any employees interested in the work. In 1929, a Safety Department was organized, and all accident-prevention and first-aid work was put in charge of a full-time Safety Engineer. An extensive programme has gradually been developed, the value of which can best be indicated by the reduction of the accident rate from 18.4 shifts lost per 1,000 shifts worked for non-fatal accidents and two fatalities for 1927, to 3.24 shifts lost per 1,000 shifts worked and no fatalities for 1936. SUPERVISION All work connected with accident prevention or first aid is under the jurisdiction of a central committee, known as the Accident Prevention Committee, which meets regularly once a month. It consists of all superintendents, department heads, foremen, and shift bosses, and is presided over by the Safety Engineer. At these meetings, the accident records of the previous month are reviewed and all accidents carefully analyzed and discussed. All proposed changes in the safety rules or in the accident tprevention programme are taken up and passed upon. Complaints or suggestions from the Safety-First Committee and the Employees Co-operative Committee, dealing with safety, are discussed and passed upon or a subcommittee is appointed to investigate and take any action found advisable. The question of underground ventilation and dust control, which recently has become a very important problem, always receives considerable attention.

Jan 1, 1937