Lyntas/mining_domain_knowledge_reference_dataset huggingface dataset:
Area: Rail Projects 
The trains of the monorail can operate at an elevation ranging from 8m to 10m so that they do not obstruct the movement of vehicles and pedestrians on the ground.

"The metro reached full capacity to carry 72,000 passengers in each direction per hour by 2011's Hajj."
The trains comprise 12 carriages, each 20m long and 3m wide. The monorail runs on a powerful superstructure made of steel railroads supported by solid concrete pillars made of prefabricated steel masts and beams.
The design of the superstructure is auto-responsive to the forces of acceleration and emergency braking, with columns and specialised beamways that act as a kinetic energy absorbing/redistribution network, as well as the modular elevated station kit.
Controlled access to the monorail prevents accidents such as the tragedy at Mina in 2006, when more than 350 people died in a stampede. Trains on four elevated tracks transport 20,000 pilgrims per hour in an orderly manner. The project also included the construction of multi-storey parking facilities at the entrance of Mecca to help pilgrims park their cars before boarding the trains.
Area: Rail Projects 
The rolling stock for the monorail includes five-car sets running together as ten-car sets supplied by MonoMetro, UK. Each five-car set is entirely interconnected and air-conditioned with separate areas for men and women.
Each five-car set has a central emergency escape car with inflatable chutes to enable pilgrims to escape in case of an emergency. As the tracks form a closed loop each train set circulates several times between Mina and Arafat. The rolling stock is stabled throughout the year for cleaning and maintenance at the depot in Arafat.
The technology on which the monorail is based is steel wheels running on steel rails in a vector bifurcation bogie capture configuration. The wheel-rail interface geometry for the monorail was developed by MonoMetro with SKF, the Swedish bearings manufacturer. ESG, the mechanical engineering arm of English Welsh and Scottish Railways, developed the vector bifurcation bogie sets.
Knorr-Bremse was awarded a $55m contract to provide braking systems for trains and station platform screen doors for nine stations of the metro line. The contract to supply 17 Type-A 12-car metro train sets was awarded to Changchun Railway Vehicles in April 2009.
Area: Rail Projects 
CRCC awarded a $144m contract to Thales in June 2009 to supply, integrate and deploy its driverless train control and telecommunication systems for the project. Thales designed, integrated, installed, tested and commissioned the systems. It also installed the SelTrac Communications-Based Train Control (CBTC) system in the metro project.
Thales also supplied its fully integrated communications solution including an operation control centre, CCTV, SCADA and an automatic address and information system.
Area: Rail Projects 
"Each five-car set is entirely interconnected and air-conditioned with separate areas for men and women."
A contract worth $1.8bn for the project was awarded by the Saudi Arabian government in February 2009 to a consortium of companies led by China Railway Construction (CRCC). CRCC carried out construction of the infrastructure and integration of various systems.

Westinghouse Platform Screen Doors provided the PSDs for the project, Siemens supplied power and Lloyds Register acted as the safety assessor. Systra carried out the civil work and WS Atkins was in charge of electrical and mechanical systems, and project management.
Brecknell Willis, a UK supplier of power rails and current collection shoes for railways, provided a lightweight aluminium power rail with stainless steel contact surface. It also supplied 1,500v DC and a current draw of 3,000A.
TPI Composites, a US manufacturer of high-strength low-weight composite lightweight vehicles, manufactured the cars.
UK firm Intelligent Engineering provided patented elastomeric bonding technology for the butterfly masts, side arms and the consecutive beam junction assembly with viscous damping. The technology enables cyclical expansion and contraction to sustain heat in the region. It also provides high resistance to emergency braking force. Buro Happold was responsible for developing the structural engineering of the MonoMetro superstructure.
Hsin Chong Construction Group provided consultancy services for the system design and construction.
Area: Refinery Piping Design
Sponseller modeled all the mechanical utilities piping and piping supports using our clients P&ID. Utilizing SolidWorks Premium, our engineers placed the required piping runs in and around their 3D designed structure. The utilities involved included fresh water, process water, centrate and caustic systems. The design in three dimensions enabled our engineers to visually inspect for interferences while still in the design phase enabling a clean installation of the entire structure with no unforeseen problems. Sponseller provided the pipe spool fabrication detail drawings as well.
Area: Ship Building
Shipbuilding has changed radically since the 1980s. Formerly, most construction took place in a building or graving dock, with the ship constructed almost piece by piece from the ground up. However, advances in technology and more detailed planning have made it possible to construct the vessel in subunits or modules that have utilities and systems integrated within. Thus, the modules may be relatively easily connected. This process is faster, less expensive and provides better quality control. Further, this type of construction lends itself towards automation and robotics, not only saving money, but reducing exposures to chemical and physical hazards.
Gives an overview of shipbuilding. The initial step is design. The design considerations for various types of ships vary widely. Ships may transport materials or people, may be surface ships or subsurface, may be military or commercial and may be nuclear or non-nuclear powered. In the design phase, not only should normal construction parameters be considered, but the safety and health hazards associated with the construction or repair process must be considered. In addition, environmental issues must be addressed.
Area: Ship Building
The basic component of ship building is steel plate. The plates are cut, shaped, bent or otherwise manufactured to the desired configuration specified by the design (see figure 92.2 and figure 92.3). Typically the plates are cut by an automatic flame cutting process to various shapes. These shapes may be then welded together to form I and T beams and other structural members
Area: Ship Building
The plates are then sent to fabrication shops, where they are joined into various units and subassemblies (see figure 92.5). At this juncture, piping, electrical and other utility systems are assembled and integrated into the units. The units are assembled using automatic or manual welding or a combination of the two. Several types of welding processes are employed. The most common is stick welding, in which a consumable electrode is used to join the steel. Other welding processes use inert gas shielded arcs and even non-consumable electrodes.
Area: Ship Building
The units or subassemblies are usually then transferred to an open-air platen or lay down area where erection, or joining of assemblies, occurs to form even larger units or blocks (see figure 92.6). Here, additional welding and fitting occurs. Further, the units and welds must undergo quality-control inspections and testing such as radiography, ultrasonic and other destructive or non-destructive tests. Those welds found defective must be removed by grinding, arc-air grouping or chiseling and then replaced. At this stage the units are abrasive blasted to ensure proper profiling, and painted (see figure 92.7). Paint may be applied by brush, roller or spray gun. Spraying is most commonly utilized. The paints may be flammable or toxic or pose an environmental threat. Control of abrasive blasting and painting operations must be performed at this time.
Area: Ship Building
The completed larger units are then moved to the graving dock, shipway or final assembly area. Here, the larger units are joined together to form the vessel (see figure 92.8). Again, much welding and fitting occur. Once the hull is structurally complete and watertight, the vessel is launched. This may involve sliding it into the water from the shipway on which it was constructed, flooding of the dock in which it was constructed or lowering the vessel into the water. Launchings are almost always accompanied by great celebration and fanfare.
Area: Ship Building
After the ship is launched, it enters the outfitting phase. A large amount of time and equipment are required. The work includes the fitting of cabling and piping, the furnishing of galleys and accommodations, insulation work, installation of electronic equipment and navigation aids and installation of propulsion and ancillary machinery. This work is performed by a wide variety of skilled trades. 
After completion of the outfitting phase, the ship undergoes both dock and sea trials, during which all the ships systems are proved to be fully functional and operational. Finally, after all testing and associated repair work is performed, the ship is delivered to the customer.
Steel used for construction can be subdivided into three types: mild, high-strength and high-alloy steel. Mild steels have valuable properties and are easy to produce, purchase, form and weld. On the other hand, high-strength steels are mildly alloyed to provide mechanical properties that are superior to the mild steels. Extremely high-strength steels have been developed specifically for use in naval construction. In general, the high-strength and high-yield steels are called HY-80, HY-100 and HY-130. They have strength properties in excess of the commercial-grade high-strength steels. More complicated welding processes are necessary for high-strength steels in order to prevent deterioration of their properties.
A third general class of steels, the high-alloy steels, are made by including relatively large amounts of alloying elements such as nickel, chromium and manganese. These steels, which include stainless steels, have valuable corrosion-resistance properties and also require special welding processes.
Area: Ship Building
Painting is performed at almost every location in the shipyard. The nature of shipbuilding and repair requires several types of paints to be used for various applications. Paint types range from water-based coatings to high-performance epoxy coatings. The type of paint needed for a certain application depends on the environment to which the coating will be exposed. Paint application equipment ranges from simple brushes and rollers to airless sprayers and automatic machines. In general, shipboard paint requirements exist in the following areas: 
underwater (hull bottom) 
waterline 
topside superstructures 
 internal spaces and tanks 
weather decks 
loose equipment
Many different painting systems exist for each of these locations, but navy ships may require a specific type of paint for every application through a military specification (Mil-spec). There are many considerations when choosing paints, including environmental conditions, severity of environmental exposure, drying and curing times, applications equipment and procedures. Many shipyards have specific facilities and yard locations where painting occurs. Enclosed facilities are expensive, but yield higher quality and efficiency. Open-air painting generally has a lower transfer efficiency and is limited to good weather conditions.
Area: Ship Building
Final painting of the ship occurs on board, and touch-up painting will frequently occur on block (see figure 92.10). On-block touch-up painting occurs for several reasons. In some cases, paint systems are damaged on block and need to be resurfaced, or perhaps the wrong paint system was applied and needs to be replaced. On-block painting involves using portable blasting and painting equipment throughout the on-block outfitting areas. On-board painting involves preparing and painting the interface sections between the construction blocks and repainting areas damaged by welding, rework, on-board outfitting and other processes. The surfaces can be prepared by hand tools, sanding, brushing, solvent cleaning or any of the other surface preparation techniques. Paint is applied with portable airless sprayers, rollers and brushes.
Area: Ship Building
Pre-erection outfitting of construction blocks is the current shipbuilding method used by all competitive shipbuilders worldwide. Outfitting is the process of installing parts and various subassemblies (e.g., piping systems, ventilation equipment, and electrical components) on the block prior to joining the blocks together at erections. The outfitting of blocks throughout the shipyard lends itself to forming an assembly line approach to shipbuilding.
Outfitting at each stage of construction is planned to make the process flow smoothly throughout the shipyard. For simplicity, outfitting can be divided into three main stages of construction once the steel structure of the block has been assembled: 
1.     Unit outfitting 
2.     On-block outfitting 
3.     On-board outfitting.
Area: Ship Building
Unit outfitting is the stage where fittings, parts, foundations, machinery and other outfitting materials are assembled independent of the hull block (i.e., units are assembled separate from steel structural blocks). Unit outfitting allows workers to assemble shipboard components and systems on the ground, where they have easy access to the machinery and workshops. Units are installed at either the on-board or the on-block stage of construction. Units come in varying sizes, shapes and complexities. In some cases, units are as simple as a fan motor connected to a plenum and coil. Large, complex units are mainly composed of components in machinery spaces, boilers, pump rooms and other complex areas of the ship. Unit outfitting involves assembling piping spools and other components together, then connecting the components into units. Machinery spaces are areas on the ship where machinery is located (e.g., engine rooms, pump stations and generators) and outfitting there is intensive. Outfitting units on the ground increases safety and efficiency by reducing the work hours that would otherwise be allocated to on-block or on-board work in more confined spaces where conditions are more difficult.
Area: Ship Building
On-block outfitting is the stage of construction where most of the outfitting material is installed onto the blocks. Outfitting materials installed on block consist of ventilation systems, piping systems, doors, lights, ladders, railings, electrical assemblies and so on. Many units are also installed at the on-block stage. Throughout the on-block outfitting stage, the block can be lifted, rotated and moved to efficiently facilitate installing outfitting materials on the ceilings, walls and floors. All of the shops and services in the shipyard must be in communication at the on-block stage to ensure that materials are installed at the right time and place.
Area: Ship Building
On-board outfitting is performed after the blocks are lifted onto the ship under construction (i.e., after erection). At this time, the ship is either at a building position (building ways or building dock), or the ship could be berthed at pierside. The blocks are already outfitted to a large extent, although much more work is still needed before the ship is ready to operate. On-board outfitting involves the process of installing large units and blocks on board the ship. Installation includes lifting the large blocks and units on board the new ship and welding or bolting them into place. On-board outfitting also involves connecting the shipboard systems together (i.e., piping system, ventilation system and electrical system). All of the wiring systems are pulled throughout the ship at the on-board stage.
Area: Ship Building
Testing 
The operation and test stage of construction assesses the functionality of installed components and systems. At this stage, systems are operated, inspected and tested. If the systems fail the tests for any reason, the system must be repaired and retested until it is fully operational. All piping systems on board the ship are pressurized to locate leaks that may exist in the system. Tanks also need structural testing, which is accomplished by filling the tanks with fluids (i.e., salt water or fresh water) and inspecting for structural stability. Ventilation, electrical and many other systems are tested. Most system testing and operations occur while the ship is docked at pierside. However, there is an increasing trend to perform testing at earlier stages of construction (e.g., preliminary testing in the production shops). Performing tests at earlier stages of construction makes it easier to fix failures because of the increased accessibility to the systems, although complete systems tests will always need be done on board. Once all preliminary pierside testing is performed, the ship is sent to sea for a series of fully operational tests and sea trials before the ship is delivered to its owner.
Area: Ship Building
Steel ship repair practices and processes 
Ship repair generally includes all ship conversions, overhauls, maintenance programmes, major damage repairs and minor equipment repairs. Ship repair is a very important part of the shipping and shipbuilding industry. Approximately 25% of the labour force in most private shipbuilding shipyards does repair and conversion work. Currently there are many ships that need updating and/or conversions to meet safety and environmental requirements. With fleets worldwide becoming old and inefficient, and with the high cost of new ships, the situation is putting a strain on shipping companies. In general, conversion and repair work in US shipyards is more profitable than new construction. In new-construction shipyards, repair contracts, overhauls and conversions also help to stabilize the workforce during times of limited new construction, and new construction augments the repair labour workload. The ship repair process is much like the new construction process, except that it is generally on a smaller scale and is performed at a faster pace. The repair process requires a more timely coordination and an aggressive bidding process for ship repair contracts. Repair work customers are generally the navy, commercial ship owners and other marine structure owners.
Area: Ship Building
The customer usually provides contract specifications, drawings and standard items. Contracts can be firm fixed price (FFP), firm fixed price award fee (FFPAF), cost plus fixed fee (CPFF), cost plus award fee (CPAF) or urgent repair contracts. The process starts in the marketing area when the shipyard is asked for a request for proposal (RFP) or an invitation for bid (IFB). The lowest price usually wins an IFB contract, while a RFP award can be based on factors other than price. The repair estimating group prepares the cost estimate and the proposal for the repair contract. Bid estimates generally include worker-hours and wage rates, materials, overhead, special service costs, subcontractor dollars, overtime and shift premiums, other fees, facilities cost of money and, based on these, the estimated price of the contract. Once the contract is awarded, a production plan must be developed
Area: Ship Building
Repair planning, engineering and production 
Although some preliminary planning is performed at the proposal stage of the contract, much work is still needed to plan and execute the contract in a timely manner. The following steps should be accomplished: read and understand all contract specifications, categorize the work, integrate the work into a logical production plan and determine the critical path. Planning, engineering, materials, subcontracts and repair production departments must work closely together to perform the repair in the most timely and cost-effective manner. Prefabrication of piping, ventilation, electrical and other machinery is performed, in many cases, prior to the ships arrival. Pre-outfitting and pre-packaging of repair units takes cooperation with the production shops to perform work in a timely manner.
Area: Ship Building
Common types of repair work 
Ships are similar to other types of machinery in that they require frequent maintenance and, sometimes, complete overhauls to remain operational. Many shipyards have maintenance contracts with shipping companies, ships and/or ship classes that identify frequent maintenance work. Examples of maintenance and repair duties include: 
blasting and repainting the ships hull, freeboard, superstructure, interior tanks and work areas 
major machinery rebuilding and installation (e.g., diesel engines, turbines, generators and pump stations)
systems overhauls, maintenance and installation (e.g., flushing, testing and installation of a piping system) 
new system installation, either adding new equipment or replacing systems that are outdated (e.g., navigational systems, combat systems, communication systems or updated piping systems) 
propeller and rudder repairs, modification and alignment 
Creation of new machinery spaces on the ship (e.g., cut-out of existing steel structure and adding new walls, stiffeners, vertical supports and webbing). 

In many cases, repair contracts are an emergency situation with very little warning, which makes ship repair a fast moving and unpredictable environment. Normal repair ships will stay in the shipyard from 3 days to 2 months, while major repairs and conversions can last more than a year
Area: Ship Building
Large repair contracts and major conversions are common in the ship repair industry. Most of these large repair contracts are performed by shipyards that have the ability to construct ships, although some primarily repair yards will perform extensive repairs and conversions. 
Examples of major repair contracts are as follows: 
conversion of supply ships to hospital ships
cutting a ship in half and installing a new section to lengthen the ship
replacing segments of a ship that has run aground
complete rip-out, structural reconfiguration and outfitting of combat systems 
Major remodelling of ships interior or exterior (e.g., complete overhauls of passenger cruise ships).
Area: Ship Building
Most major repairs and conversions require a large planning, engineering and production effort. In many cases, a large quantity of steel work will need to be accomplished (e.g., major cut-out of existing ship structure and installation of new configurations). These projects can be divided into four major stages: removal, building new structure, equipment installation and testing. Subcontractors are required for most major and minor repairs and conversions. The subcontractors provide expertise in certain areas and help to even the workload in the shipyard.  

Some of the work that subcontractors perform are as follows: 
support of ship repair 
major combat systems installations (technical)
boiler re-tubing and rebuilding
air compressor overhauls
asbestos removal and disposal 
tank cleaning 
blasting and painting 
pump system overhauls 
small structural fabrication 
winch overhauls
 main steam system modifications 
system fabrications (i.e., piping, ventilation, foundations and so on).
Area: Ship Building
As with new construction, all installed systems must be tested and operational before the ship is returned to its owner. Testing requirements generally originate from the contract, although other sources of testing requirements do exist. The tests must be scheduled, tracked for proper completion and monitored by the proper groups (shipyard internal quality, vessel operation, government agencies, shipowners and so on). Once systems are in place and properly tested, the area, compartment and/or system can be considered sold to the ship (i.e., completed).