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By Antonio Esposito

Saving energy and reducing pollution by minimizing emissions are today great challenges in the coking industry worldwide. In order to achieve satisfying results, equipment as well as technology should be continuously improved and updated. The most modern design tools should be adopted to maximize the coke production rate also ensuring the best coke quality. In this scenario, Paul Wurth is realizing the new coke making plant of CSPecem, Ceara - Brazil. These batteries are based on Paul Wurth “jumbo oven concept”. This solution incorporates all most modern features and design upgrading, in the aim of an easy and long-lasting operation putting a particular attention to environmental performances: the reduced number of ovens and the low number of pushing per day have the main effect of reducing pollution sources. Finally the paper will highlight Paul Wurth SOPRECO® System, which is foreseen to be installed in CSPecem batteries. SOPRECO®, which is capable of controlling the pressure for each individual oven in a coke oven battery, is thus able to reduce volatile emissions through doors, roofs and stand pipes up to 90%. The coke oven gas (COG) produced during the carbonization process is cleaned in a coke oven gas treatment plant to the level stipulated by applying the Best Available Technology (BAT).

Aug 1, 2018

By Ralf Vergeiner

The most famous landmark of the city of Graz (Austria) is the clock tower on the castle hill. An underground chamber was built as a multifunctional structure beneath this landmark. The required structure was designed as cavern. The overburden to the clock tower in the north side of the cavern was only 30 m. To allow access from the city to the chamber and the clock tower, a vertical shaft was built near the cavern. Rock excavation was by drill and blast method. The pilot shaft was made by the raise-boring method. Because the location of the building site was in the center of Graz, special care was taken to minimize deformations and vibrations so as to protect surrounding buildings.

Jan 1, 2001

By Carlton M. Ray, William P. Levy, Thomas Lindberg

"The District of Columbia Water and Sewer Authority (DC Water) is implementing its $2.6 billion DC Clean Rivers Project to reduce combined sewer overflows to the District’s receiving waterbodies and mitigate chronic sewer flooding in District neighborhoods. The First Street Tunnel project is a major component of the DC Clean Rivers Project, designed to mitigate sewer flooding and basement backups in the District’s historic and densely populated Bloomingdale neighborhood. Bloomingdale has been historically affected by sewer flooding and was severely impacted by four storms in the summer of 2012 that caused significant damage to homes, the environment and public property. As a result, DC Water accelerated the design and construction of the First Street Tunnel in order to mitigate the effect storms have on the undersized sewers serving the neighborhood. The infrastructure designed to mitigate flooding, including the tunnel, are located within the highly urbanized neighborhood – with some structures being less than ten feet from residents front door steps. The success of a large public works project of this magnitude and in this unique location depends on a well informed and supportive public. With the local community impacted by flooding but concerned about heavy construction impacts, this paper details the components of a successful public outreach plan and lessons learned throughout the design and construction process. Early identification of community mitigation, working cooperatively with stakeholders and frequent dissemination of accurate information required the project team to establish a culture of problem solving collaboration with the community. BACKGROUND Chronic Flooding in the Northeast Boundary Sewershed The Northeast Boundary sewershed, in which the Bloomingdale neighborhood is located, is served primarily by a combined sewer system and has a long history of chronic flooding problems during moderate to severe storm events. The sewer system that serves the Northeast Boundary drainage area was constructed by the Federal Government in the late 1800's when developed areas of the District terminated at what is now Florida Avenue. Since construction of the system, population within the sewershed area has grown at an exponential rate. In meeting the growing needs of the population, the District experienced development that transformed previously low-density rural areas into new communities. Impervious areas have increased drastically since the sewer system was constructed and consequently, the existing sewer system does not have the capacity to convey storms with return frequencies beyond the 2-year storm without flooding. As a result of the capacity limitations, many of the low-lying areas have become chronic flooding areas due to the surcharging of sewers."

Jan 1, 2016

By Maral Papazian Bedian

"Case 2. 100th Street Bus Depot: Elimination of Deep Caissons in Favor of Spread FootingsThe PROJECTThe 100th Street Bus Depot is a new five-story bus terminal for the New York City Metropolitan Transit Authority occupying one city block in Manhattan between 99th and 100th Streets, and between Lexington and Park Avenues. It replaces a former two-story garage, built in the 1890’s and initially used as a trolley-car barn. The new structure is a steelframed building with concrete floors and includes a partial basement near its middle. The easternmost column line with design loads of 10 MN (1,125 tons) is within 1.5 m of the underlying multi-tube Lexington Avenue subway system. To support the new columns along the subway line, the project bid plans had called for 1 m diameter and 17 m deep drilled shafts. The upper 14 m of each unit would have required 50 mm separation from the surrounding rock to prevent stress from being imposed on the roof and walls of the adjacent tunnel. The column loads were thus transferred to below the base of the tunnel and supported by 3 m long sockets in bedrock. The bid documents contained extensive test boring information, which revealed that the project site was underlain by massive Manhattan Mica Schist bedrock within just 3 m below street level. In fact, the Lexington Avenue two-level and multi-tube subway had been tunneled through this rock circa 1910, leaving an about 6 m thick solid roof over the upper-level subway. The NX rock core recovery values were near 100 %, with average RQD of 75 %.The CHANGEThe Bus Depot project was let as a design/build contract with a very aggressive fast-track schedule. Both the pre-bid preliminary design and the subsequent final design by the Contractor’s own hired design engineers relied heavily on very restrictive codes, including unnecessarily conservative approaches to seismic design. Any suggestion for value engineering change was undesirable and was strongly resisted. Yet, objecting against the blind reliance on codes in foundation design, the author questioned the real need for the deep drilled shafts to support the columns along the subway. The unsupported statement that no stresses from the new structure can be imposed on the roof and walls of the adjacent tunnel was not sufficient reason for the drilled-shaft design. Unconvinced that deep shafts were necessary, the author rushed to MTA’s warehouse where many rows of rock core boxes were neatly stacked. Careful inspection and some simple testing of the rock cores with the blows of a geologic hammer gave support to the reservations about the design. Later, as expected, the schist bedrock at this site was found to be hard to very hard with unconfined compressive strength values estimated to range from at least 70 MPa to over 100 MPa (10,000 psi to 15,000 psi). The tensile strength of the rock was assessed to be minimum 5 MPa (750 psi)."

Jan 1, 2003