Lyntas/mining_domain_knowledge_reference_dataset huggingface dataset:
Area: Plant Reliability Improvement Projects
Texas Chemical Plant. Ambitech Engineering performed a relief valve study for the Vinyl Chloride Monomer Unit, the Chlor-Alkali Unit, and the Cogeneration Unit at Ingleside, Texas plant. The study included 56 relief devices, which included relief valves (PSV), rupture disks (PSE), and PSV/PSE combinations. The evaluation of each device included the determination of viable relief cases, calculation of relieving rates for each viable case, sizing calculations for each viable case, inlet and outlet piping evaluation at the maximum relief rate, and reaction force evaluation in accordance with API Standards 520 and 521 and Clients plant safety standards. Evaluations were based on current mass balances, physical properties data, HYSYS simulations, PFDs, P&IDs, piping isometrics, equipment data sheets and instrument data sheets.The results for each devices evaluation were assembled into a package that included all calculations, drawings, data sheets, simulation results, and recommendations for remediation and a revised data sheet if required. Study, Calculations, Design, Data Sheets, Simulation Results.
Area: Plant Reliability Improvement Projects
Illinois Chemical Plant. Ambitech provided process engineering services to complete a study of 1550 pressure relief valves and rupture disks at a chemical manufacturing facility. 3-year effort involved performing field walk down and verification of nameplate data and installation details, development of relief contingencies, preparing calculations for relief device sizing, developing a remediation or mitigation plan, and providing required documentation. Applicable codes were ASME Sections I and VIII as well as API RP 520 & 521. Study, Calculations, Design, Data Sheets, Simulation Results.
Area: Plant Reliability Improvement Projects
North Carolina Chemical Plant. Construction of new 130,000 square foot UV cured coatings plant. Project included installation of new equipment for making specialized inks. Conceptual engineering, detailed engineering and design, cost estimating, scheduling, procurement, construction observation.
Area: Plant Reliability Improvement Projects
Illinois Chemical Plant. Designed completely new Silica Dispersion Plant including mixers, blenders, chemical additions system, packaging and utility equipment. Project included all mechanical, piping, electrical, control and programming requirements.Designed plant PLC control architecture including programming and HMI development. Performed vendor management, construction management.
Area: Plant Reliability Improvement Projects
Illinois Chemical Plant. Grass roots manufacturing facility housed in a new building 125 x 90 x 85 high. Design, specifications.
Area: Plant Reliability Improvement Projects
Indiana Catalyst Plant. Designed and installed catalyst bag unloading stations. Process and layout development, vender selection and construction
Area: Plant Reliability Improvement Projects
Illinois Chemical Plant. Converted existing storage facilities for new service. Installed new heating and condensing equipment. Installed new pumps. Performed detailed engineering.
Area: Plant Reliability Improvement Projects
Illinois Chemical Plant. Optimized use of existing assets to recover methanol from waste stream for recycling. Process design and engineering, detailed design engineering
Area: Plant Reliability Improvement Projects
Upgrade mainly aims at some old power plants with aging equipment and/or obsolete configuration, or power plants which need modification to the combustion devices due to fuel change or modification/change of any other production system.

In order to make the upgrade work successful and meet the owner's requirement, we will study the detailed configuration and running conditions of the power plant planning to be modified, troubleshoot the failures and defects, evaluate upgrading possibility/feasibility and then report to the owner our suggestions and solutions.

Usual upgrade includes:

? Adjustment of boiler combustion for adapting to the new fuel or increasing production capacity.

? Replacement or maintenance of the furnace membrane, superheater and economizer for improving the thermal efficiency.

? Increase or decrease the capacity and/or parameters (temperature and pressure) of the steam extraction.

? Install frequency converter to the auxiliary equipment such as ID fans, FD fans and pumps to reduce energy consumption.

? Increase DCS control points to the existing equipment to strengthen the automatic control and reduce the artificial factors, achieve the interlock of each systems and equipment.

? Modified with new dust removal equipment to meet emission standard.
Area: Plant Reliability Improvement Projects
To upgrade an old power plant has an even higher requirement to the contractor than to build a new power plant, it requires not only the experience in project implementation and power plant operation, but also the well understanding of the working principle, structure and characteristics of each equipment/system in the power plant, so as to find the most practicable solution and reach the upgrading target: increase efficiency, reduce energy consumption or save operation cost.

We have expertise, references and solutions for different types of power plants and fuels  - we can offer globally f. ex. following solutions and services

long term O&M (operation and maintenance) services  with mobilization  for CCGT (combined cycle gas turbine) plants but also for other power plants


burning system modifications with emission reduction used by own technology f. ex. for coal and other pulverized fuel boilers as well as for circulating bed (BFB or CFB) boilers


turbine island upgrading, overhaul and troubleshooting services for steam and gas turbines and their generator systems


planning, productivity and performance development services with remote monitoring for bio, waste to energy (WtoE) and common for CHP (combined heat and power) plants managing especially availability, energy efficiency, life cycle condition, O&M and investment costs and sustainable needs and targets.


supporting IT systems as process planning tools, dynamic planning and training simulators, process and energy management systems as well as asset and maintenance management systems with server or web based solutions
Area: Plant Reliability Improvement Projects
Shwedong CCGT power station, (2014) Myanmar, APR Energy. Owners Engineer to prepare a concept design of the optimum CCGT plant configuration based on the gas allocation and the project drivers. Prepared the technical description for the tender submission based on the optimum concept.
Area: Plant Reliability Improvement Projects
Process Audit of Engineering Standards, (2014), Sydney, NSW, Australia, Ausgrid. Chief auditor for the engineering standards process, conducting interviews with staff and reviewing standards and supporting documentation. The audit found a suitable way forward for several significant findings.
Area: Plant Reliability Improvement Projects
Condamine 140MW (2xSGT800) Combined Cycle Gas Turbine Power Station, (2011), Miles, QLD, Australia, QGC. Owners Engineer. Project involved supervising the GT overhaul, providing recommendations to the owner regarding reuse of components and providing support regarding the Long Term Service Agreement and operation intervals
Area: Plant Reliability Improvement Projects
A turnkey Gas Turbine upgrade on a combined cycle plant that due to the additional output required a steam turbine and generator retrofit. I led a consortium of various ALSTOM product lines to put the approximately 40 million Euros.
 o A Long Term Service Agreement involving; part supply, reconditioning, field service and technical support over 10 years with a value approximately 100 million Euros. 
 o A gas turbine control system replacement and logic upgrade. 
? Prepared of a tool for more accurate pricing and cost calculation of Long Term Service Agreements.
? Introduced a value based pricing strategy for control logic upgrades. 
? Prepared the annual three-year budget forecast
Area: Plant Reliability Improvement Projects
Tracked the field findings of the GT26 fleet leader components, carried out metallurgical lab testing and based on empirical lifetime assessment increased the service life of the components. Instigated design changes based on field experience that lead to lifetime extension of the gas turbine components.
? Remote support for GT outages (2004-2008), to define the suitability of hot gas parts for reuse or repair.
? Onsite lifetime Assessment of Combustor Parts (2007), Senoko, Singapore, Assessment Engineer. Onsite assessment of the GT26 components to determine their suitability for reuse or repair. These were the first combustor parts to be used beyond 1 c-inspection interval.
? Gas Turbine Hot Gas Path Component Reconditioning Process Development (20042006) Developed reconditioning processes for GT26 components according to the necessary cost and quality requirements. This included definition of material specifications and heat treatments, NDT requirements, supplier qualification and acceptance testing, managing non-conformance rework and expediting component delivery.
? Gas Turbine Rotor Repair Process Development (20022004).
 Designed repair methods and tooling for removal of cracks in the Gas Turbine rotors. 
? Gas Turbine Compressor Design (2002-2004). 
 Preparation of design drawings and inspection and test quality plans for the GT11D and 13D gas turbines compressor upgrades. This involved working closely with the factory to integrate the latest manufacturing techniques for blade production including casting, forging, 5 axis milling, heat treatment, surface treatment such as shot peening and laser peening, laser welding as well as corrosion and thermal barrier coatings.
? Gas Turbine Inspections (2002-2008), Assessment Engineer. Gas turbine component inspection for reuse and definition of repair solutions in UK, UAE, Singapore Bahrain and Libya.
Area: Plant Reliability Improvement Projects
With so much pressure from the U.S. Environmental Protection Agency (EPA) reigning down on aging coal plants, one option for power plant operators is transforming the facility into a combined cycle (CC) plant, harnessing both steam and natural gas. By doing so, they can make use of all the steam turbines as well as a large portion of the balance of plant.

The same applies to nuclear facilities, which already have the bulk of infrastructure in place for natural gas CC operation. Faced with the prospect of being edged out of the U.S., European and Japanese markets, some utilities and independent power providers may decide to switch from coal and nuclear to natural gas as the best route ahead.

And the economics are favorable. Many anticipate a boost in combined cycle construction in the U.S. and other regions of the world (Figure 1).

Upcoming EPA rulings on greenhouse gases (GHG) and maximumachievable control technology (MACT), as well as the uncertainty around renewables have created an expectation of many new future natural gas units in the U.S., said Tim Xie, Lead Power Plant Performance Evaluation Group at WorleyParsons.

He laid out the math in favor of CC. It has the lowest construction costs among all types of generation technologies, on top of a relatively short construction duration, lower emissions, and low water consumption compared with other fossils. Financing, too, he said, is easier on CC compared to others. In March 2012, a combined cycle gas turbine power plant had lower $/MWh fuel costs compared to coal-fueled power plants for the first time in history, said Xie.

However, low gas prices pose a dilemma for CC plant design as fuel savings over the plants lifecycle may struggle to offset the increased capital costs. Therefore, GT selection is the key to success. Those specifying power plants are advised by Xie to investigate fuel costs and capital costs for the various GTs being considered to find the best option, which varies from site to site (Figure 2).

He cited the trend in Asia and Europe for increased orders for H- and J-class GTs, where high natural gas costs make it easier to justify higher upfront costs. Those types of turbines, though, have far fewer U.S. installs because of cheaper natural gas. As a result, there appears to be more of a focus on up-rating the more proven F-class gas turbine models.
Area: Rail Projects 
The North-South Railway (NSR) project in Saudi Arabia is the world's largest railway construction and the longest route to adopt the European train control system (ETCS) to date. It is a 2,400km passenger and freight rail line originating in the capital city Riyadh, in the northwest of the country, to Al Haditha, near the border with Jordan.
The industrial line is a 1,486km rail line from Al Jalamid (phosphate belt) in the north to Al Azbirah (bauxite belt) in the centre of the country and will run eastwards to the processing and export facilities at Raz Az Zwar. The 1,418km passenger line runs from Riyadh and passes through industrial stations in Sudair, Al Quassim, Hail, Al-Jawf and Al -Basyata to Al Haditha.
The North-South Railway line is being built as a part of 3,900km rail expansion plans. The other two projects include a 1,100km landbridge project connecting the eastern and western parts of Saudi Arabia and a 450km high-speed rail link from Haramin to Jeddah, connecting Makkah and Madinah.
Due to its strategic importance in contributing to the national economy, the North-South Railway has been given priority over the other projects. It is an integral part of the planned phosphate and bauxite mining projects in the northern region of the country, which are available in commercial quantities and can be exported from the processing facilities at Raz Az Zwar on the Gulf coast. This will make Saudi Arabia the second largest exporter of minerals in the world.

The project is expected to transport four million tons of commodities and two million passengers every year.
Area: Rail Projects 
he project involves construction of a single 2,400km track, sidings, yards, depots, stations and administrative facilities.
Total cost of the project is estimated to be $3.5bn, and will be financed by the Public Investment Fund (PIF) managed by the Ministry of Finance. The project commenced in 2005 and is expected to be completed by 2011-12. Freight operations are scheduled to begin by the end of 2010 while the passenger operations are likely to begin in 2011-12.
A consortium of Louis Verger, Systra, Canarail and Saudi Consolidated Engineering was appointed as the project implementation and supervision consultancy on a 75-month contract in 2004. The consultancy completed the detailed engineering designs of the project in 2005.
On 3 April 2007, three civil and track works contracts were signed with a consortium of international and local companies. The first contract valued SAR2.3bn was signed with the construction company Saudi Binladin Group and Mohammed Al-Swailem Co. in partnership with a German firm for a 576km stretch from Al Zubirah to Ras Az Zwar. The second contract was awarded to the AlSuwaikat group of companies for a 440km stretch from Al Zubirah to the middle of the desert in Al Nafude for SAR1.9bn.
The third contract worth SAR2.8bn was awarded to Barclay Mowlem of Australia, Mitsui of Japan and Al-Rashed of Saudi for laying a 750km railroad from the middle of Al Nafude to Al Haditha, Al Jalamid and Al Basyata.
''This will make Saudi Arabia the second largest exporter of minerals in the world.''
A commercial corporation, Saudi Railway Company (SAR), was created to maintain and operate the North-South Railway line through a contract based operator. On 9 April 2009, SAR signed three new contracts to continue work on the railway. A contract to build European style signalling, ticketing, communications and security systems was awarded to a French group, Thales, and to Saudi Binladin group for $453m. The second contract for design and manufacture of 4300HP locomotives was awarded to the US firm, ElectroMotive Diesel Inc., for $90m and the third contract worth $91.3m was awarded to China's CSR group who will design and manufacture the proposed 668 wagons.
In March 2010, SAR signed a three year contract worth $74.1m with Rites Ltd. to operate the rail line that will transport minerals. Rites Ltd. is a state owned logistics and infrastructure subsidiary of Indian Railways.
Area: Rail Projects 
The North-South Railway will have 107 bridges and 2,679 culverts along the 2,400km freight and passenger line. This stretch involves construction of a 280km rail line in the Al Nafude desert between Hail and Al Jawf.
The bridges will be assembled with pre-stressed concrete spans of 20m in length. A standard Continuous Welded Rail (CWR) track-form will be used throughout the line for easy maintenance. RCC culverts will be cast using in-situ bored piles.
''The entire route will be equipped with a CTC signalling system.''
The North-South Railway line will accommodate axle loads up to 32.4t with 1,800 concrete sleepers laid every kilometre. Each concrete sleeper weighs 60kg / m.
As of April 2010, 800km of the 1,486km industrial line had already been laid. This line is intended to transport 16,000t of minerals in a single journey.
Area: Rail Projects 
Signalling and communications
The entire 2,400km rail route will be equipped with a centralised traffic control (CTC) signalling system. In addition, the industrial rail line will be equipped with a computer-assisted manual block system.
Area: Rail Projects 
Rolling stock
The passenger route from Riyadh to Al Haditha will accommodate trains travelling at 250km/h but this will be limited to 160km/h. The freight trains will be running at a speed of 80km/h when loaded and 100km/h when empty.
The North-South Railway line will deploy 25 diesel locomotives with 4,300hp engines. Each locomotive will be 3km long, with 160 wagons and each wagon will carry 100t of minerals. Of the 668 wagons, 524 will be used to transport phosphate.
Area: Rail Projects 
Tenders have been invited to begin work on the passenger line for the construction of six rail stations and mosques at Al-Haditha, Al-Jawf, Hail, Al-Qassim, Al-Majma'h and Al-Riyadh, as well as SAR's headquarters in Al-Riyadh. The pre-qualification of tenders will begin from 30 June 2010
Area: Rail Projects 
The line was claimed to be the world's fastest design, build to operate metro in the world, at 22 months, 16 months if religious habit is taken into consideration. It was initially operated at 35% capacity with automatic train protection to assist manual driving.[9]

China Railway Construction Corporation Limited was responsible for infrastructure construction and systems integration under the 6.7 billion riyal phase I contract which was awarded by the Saudi Arabian government in February 2009 following a visit by President Hu Jintao of China.[10]
CRCC carried out construction of the project infrastructure and integrated and subcontracted various systems. The line was built in only 21 months by about 8,000 skilled and unskilled workers and approximately 5,000 engineers.
DBI - Deutsche Bahn International GmbH - a fully owned subsidiary of DB Deutsche Bahn AG and DAR Dar Al Handasah were awarded with a contract from the Ministry of Municipalities and Rural Affairs of the Kingdom of Saudi Arabia to become the supervising engineers, responsible for Design, Construction, Railway Systems Implementation and Railway Operations until today.
Several subcontracts were awarded. Al-Muruj Electromechanical Co. was awarded MEP works at all 9 stations. Siemens provided the Overhead Line Catenary System supplied at 1500 V DC.Westinghouse Platform Screen Doors supplied the platform screen doors,[2][11] Siemens power supplies, and WS Atkins is responsible for electrical and mechanical systems and project management.[9] Thales supplied SelTrac Communications-Based Train Control, an operations control centre, CCTV, SCADA and passenger information systems.[9] Systra supervised the civil work.[9] Serco provides operations and maintenance consultancy. TÜV Rheinland were the Independent Competent Person (ICP)on the project and provided Safety, Operations, Training, Fire and Systems Assurance consultancy support including the development of System-Wide, O&M Safety Case and HSQE Management Systems. TUV Rheinland also secured the Operating License & Safety Certificate for acceptance by the Saudi Railway Commission (SRC) in 2011, 2012 & 2013. Air Conditioning solution was provided by SKM Sharjah, UAE.
The line is elevated at a height varying between 8 metres (26 ft) and 10 metres (33 ft).[12][9]
Although the current metro uses conventional steel wheel on rail technology, it is incorrectly referred to as a 'monorail' due to cancellation on planned project in 2009.[12]
CRCC losses on contract[edit]
In November 2010 CRCC claimed they had lost 4.15 billion yuan (~US$600 million) on the US$1.77 billion contract due to changes insisted on by the client.[13] The earth works alone reportedly increased two-and-a-half times from 2 million cubic metres to 5 million.[14] CRCC was seeking, with Chinese government support, extra compensation from the Saudi Arabian government to help cover the losses.
Area: Rail Projects 
The Al Mashaaer Al Mugaddassah Metro Line (MMMP), which is part of the Makkah (Mecca) Metro, is an 18.1km line constructed to connect the holy cities of Mecca, Arafat, Muzdalifa and Mina. The line was opened in November 2010 and became fully operational in November 2011.
The Mecca monorail project has been one of many undertaken by Saudi Arabia to expand its railway network to meet the transportation needs of its growing population of 25 million and improve an antiquated logistics infrastructure.
The line provides transport for about 3.5 million people who arrive at Mecca annually to perform Hajj. The number is expected to increase to five million in future.
Details of the Al Mashaaer Al Mugaddassah Metro Line project
"The Makkah monorail project has been one of many undertaken by Saudi Arabia to expand its railway network."
Construction of the monorail project has helped to solve the problem of heavy traffic congestion in the holy cities during the Hajj period and meet the transportation needs of the local people . Masterplans drawn up by MonoMetro show that five monorails need to be constructed to handle the flow of pilgrims to the holy cities.
Based on the need to transport pilgrims from Mina to Arafat a four-line parallel loop network was developed. The line can transport about 500,000 pilgrims in six to eight hours. It has also allowed authorities to reduce the number of buses needed to transport pilgrims from 70,000 to 25,000.
The first phase of the project included the four-line loop with a network of pick-up and drop-off stations between Mina and Arafat. The first of the five new metro lines started operating with Automatic Train Protection at 35% capacity by November 2010.
The metro could carry 72,000 passengers in each direction per hour by 2011's Hajj. About 8,000 skilled and unskilled workers, along with 5,000 engineers, were engaged in the project.
The line services Mina, Arafat and Muzdafila, each of which have three substations each. The four-line parallel loop network splits into single tracks covering all the encampment zones in Mina. Mina is the last station on the metro line and is located towards the west of the Jamarat Bridge. The metro line is linked to all the four floors of the bridge with elevators.
The four-line parallel route moves south towards Arafat before reaching a main station next to the Arafat Mosque and splitting again into a single-line network to carry pilgrims into Arafat. The lines come together again and move towards Muzdelefa, where pilgrims can spend ceremonial time before returning to Mina.
The line runs on a viaduct with the depot located at the end of the trail that is behind the first station in Arafat.