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University of Southampton Faculty of Engineering, Science and Mathematics,
School of Civil Engineering and the Environment, "Bituplaning: A Low Dry Friction Phenomenon of New Bituminous Road Surfaces" By John Charles Bullas BSc MSc MIAT MIHT FGS May 2007 Thesis for the Degree of Doctor of Philosophy
Coal-mining operations began in Thurber in 1886 and reached a peak around 1920, when the town had a population of approximately 8,000 to 10,000, from more than a dozen nationalities, though Italians, Poles, and Mexicans predominated. At the peak, Thurber was one of the largest bituminous coal-mining towns in Texas. Established as a company town, the mining operations in Thurber were unionized in 1903 and Thurber became the first totally closed shop town in the country.[2] The Texas and Pacific Coal Company was not owned by the Texas and Pacific Railway, but it lay near its line and provided the trains of that company with much fuel. The Texas and Pacific Coal Company created a subsidiary company, Texas Pacific Mercantile and Manufacturing Company, to operate its mercantile operation, with company-run retail outlets like the grocery, dry goods, hardware, and drug stores, as well as saloons and other establishments.[3]
The company that owned the town, the Texas and Pacific Coal Company, also produced vitrified paving bricks that were used throughout Texas and the southern half of the United States. By 1920, conversion of locomotives from coal to oil reduced demand and lowered prices and miners left the area through the 1920s. The Texas and Pacific Coal company was instrumental in discovering oil in the Ranger, Texas, area, as part of the Texas Oil Boom; the company re-branded itself the Texas Pacific Coal and Oil Company, and, eventually, the Texas Pacific Oil Company
This beautiful bridge is one of the most impressive sights in N.S.W. with its bold and imposing features. The noble masonry turrets at each end and the centre of the bridge are works of art with castle battlements and towers that represent guns up to a total of 112. The length of the bridge between the turrents at each end is 1,010 feet with a width of 30 feet. The height of the bridge above high water level is 186 feet and the height of the towers at high water level is 267 feet 6 inches. The stones used in connection with the towers and elsewhere on the bridge is very high quality sandstone obtained from Middle Harbour and conveyed to the work by steamer-punt. The carrying capacity of the bridge is 10,000 tons, the whole of the bridge is suspended by cables. The bridge provided work for an army of mechanics and labourers for a period of two years and nine months. Its cost ran into 100,000 pounds. Designed by Mr. Coyle, C.E. of Sydney who was assisted by Professor Warren of Sydney University. The great work of building this bridge was carried out by Mr. Alexander Johnston of Sydney.
History:
Original bridge:
With the land boom of the 1880s, land to the north of Long Bay, Middle Harbour, was sold and resold. The North Sydney Investment and Tramway Company or the North Shore and Middle Harbour Land Company made major investments in the area and planned to build a tramway and a bridge across Long Bay gully in order to open up the area for sales of residential land. A suspension bridge across the gully was opened to traffic in January 1892. It had taken two years and nine months to complete and cost A£42,000. With a suspension span of 152 metres (500 ft) centre to centre of towers, it was considered one of the engineering wonders of Sydney and became a great tourist attraction.
A toll of threepence return for adults and one penny for children was charged. The disastrous crash of 1892 saw both the above companies go into liquidation. The Depression of the 1890s slowed land sales and Northbridge did not develop as had been hoped; the tramway was not built. In 1894 a fundraising dance and promenade concert was held on the bridge. In 1912 the bridge was handed over to the NSW Government as a gift, on the condition that a tramway be extended to the north side and no toll charged. The tramway was extended over the bridge in 1913-14, with its terminus in Sailors Bay Road.
Between its construction and its handing over to the Department of Public Works, the bridge was little used and poorly maintained for many years. Repairs and some strengthening works were carried out in conjunction with the construction of the tramway. The Department of Main Roads (DMR) assumed control of the bridge in 1935 and inspections soon revealed serious corrosion in the steelwork and cables, partly attributable to defects in the design of the bridge. Water had been allowed to accumulate around the suspension rods as they passed through the cross girder ends in small, undrained reserves that had originally been filled with a bituminous mixture, which had not stood the test of time. The main suspension cables were also found to be weakened by corrosion.The bridge was carefully monitored and it rapidly became clear that replacement or substantial rebuilding would be necessary. From several options, it was decided that a large concrete arch span to support the deck of the old suspension bridge was the most satisfactory solution. The towers themselves were in very good condition and were recognised by the DMR as having local significance as a landmark and tourist attraction and as having considerable historical value. For these reasons they were retained and repeated in the design of the new work, with much attention to sympathetic design. The bridge closed in May 1936.
Current bridge:
The arch was designed and tested through the analysis of models within the DMR. The construction contract was awarded to Hornibrook Bros. & Clark Pty. Ltd. The bridge was closed to tram and vehicular (but not pedestrian) traffic and work began at the beginning of June 1937.
While a 'Melan' system using a steel rib to serve as falsework and then reinforcement in the completed structure had been considered, the tenderers favoured the conventional system of timber falsework, and it was this system which was employed. An interesting innovation, however, was employed in the form of steel cylinders with base plate partly filled with a fine dune sand and fitted with a hardwood piston. The pistons bore the weight of the girders until it was time to strike the falsework when two small screw plugs on the cylinders could be opened to a carefully prepared schedule, with a large team of operators working to signals, and sand released so that the crown and then, gradually, the whole arch took up its own load.
Worker safety was also an important factor in the design of construction methods for the bridge.
The bridge was re-opened to traffic in late 1939.
Description:
The original suspension bridge had a 152-metre (500 ft) main span supported by steel cables and steel hanger rods. The deck was stiffened by an undertruss which was pin connected at the centre of the span. The steel cables were supported on ornate sandstone turrets and anchored into bedrock at each end of the gorge. The wooden deck carried two lanes of traffic plus two tram tracks and footways.
Deterioration of the bridge due to corrosion led to the replacement of the suspension design by an arch in the 1930s. With a main span of 105 metres (344 ft), the arch consists of two concrete ribs, peaking some 51 metres (167 ft) above stream level. Supported on the arches are columns carrying the deck on 14 reinforced concrete beam slab spans. The deck has expansion joints at the large piers directly over the arch springs. These also transfer wind load from the arch and deck back to the foundations.
Connecting these to the original turrets are 15-metre (50 ft) concrete beam spans. The concrete detailing was done in Victorian Gothic and Norman styles to reflect the Gothic sandstone towers, the main piers being given Norman castle features.
As part of the reconstruction the roadway openings through the towers were increased to nine metres (thirty feet), and walkway openings cut through the towers. The bridge has light standards supported by the concrete railings.
Modifications:
•Suspension system (which was corroded) was replaced by a concrete arch in 1937-39
•Floodlighting was installed by Sydney electricity on 1992
•Safety fencing was installed on the bridge in 2010
Heritage listing:
The bridge is intimately associated with the residential development of the area to the north of the bridge, essential infrastructure which allowed its development to proceed in the late nineteenth century. The concrete arch which was built 1936-9 is a fascinating episode in the bridge's history. The process of the design and construction of the arch is illustrative of an era in the history of bridge building in the Department of Main Roads. It is linked with the local historical theme of engineering and building the road system. The use of the concrete arch solution to support the older bridge and to allow its landmark features to be retained was a creative and heritage-sensitive response to an infrastructure problem in an era long before heritage values and processes were enshrined in legislation.
University of Southampton Faculty of Engineering, Science and Mathematics,
School of Civil Engineering and the Environment, "Bituplaning: A Low Dry Friction Phenomenon of New Bituminous Road Surfaces" By John Charles Bullas BSc MSc MIAT MIHT FGS May 2007 Thesis for the Degree of Doctor of Philosophy
University of Southampton Faculty of Engineering, Science and Mathematics,
School of Civil Engineering and the Environment, "Bituplaning: A Low Dry Friction Phenomenon of New Bituminous Road Surfaces" By John Charles Bullas BSc MSc MIAT MIHT FGS May 2007 Thesis for the Degree of Doctor of Philosophy
University of Southampton Faculty of Engineering, Science and Mathematics,
School of Civil Engineering and the Environment, "Bituplaning: A Low Dry Friction Phenomenon of New Bituminous Road Surfaces" By John Charles Bullas BSc MSc MIAT MIHT FGS May 2007 Thesis for the Degree of Doctor of Philosophy
University of Southampton Faculty of Engineering, Science and Mathematics,
School of Civil Engineering and the Environment, "Bituplaning: A Low Dry Friction Phenomenon of New Bituminous Road Surfaces" By John Charles Bullas BSc MSc MIAT MIHT FGS May 2007 Thesis for the Degree of Doctor of Philosophy
Kaymoor, is the site of an abandoned coal mine, coal processing plant and coal town near Fayetteville, West Virginia. The town site is located in the New River Gorge at Kaymoor Bottom. The mine exploited the New River Coalfield's Sewell Seam of "smokeless" low-volatile bituminous coal. (en.wikipedia.org/wiki/Kay_Moor)
University of Southampton Faculty of Engineering, Science and Mathematics,
School of Civil Engineering and the Environment, "Bituplaning: A Low Dry Friction Phenomenon of New Bituminous Road Surfaces" By John Charles Bullas BSc MSc MIAT MIHT FGS May 2007 Thesis for the Degree of Doctor of Philosophy
HIGH QUALITY POLYMER RICH BITUMINOUS GLASS FIBRE REINFORCED WATERPROOFING MEMBRANE FOR RESISTING HEAT, THERMAL SHOCK & CORROSION.
I sit in my rocking chair with Bituminous in my lap and go back and forth between sketching him and the birds on the feeder. I often paint birds, and find that the more I sketch them, the easier it is to capture them in a painting. When I sketch the birds frequently, I end up getting to recognize and know individual members of some of the species.
University of Southampton Faculty of Engineering, Science and Mathematics,
School of Civil Engineering and the Environment, "Bituplaning: A Low Dry Friction Phenomenon of New Bituminous Road Surfaces" By John Charles Bullas BSc MSc MIAT MIHT FGS May 2007 Thesis for the Degree of Doctor of Philosophy
Coal-mining operations began in Thurber in 1886 and reached a peak around 1920, when the town had a population of approximately 8,000 to 10,000, from more than a dozen nationalities, though Italians, Poles, and Mexicans predominated. At the peak, Thurber was one of the largest bituminous coal-mining towns in Texas. Established as a company town, the mining operations in Thurber were unionized in 1903 and Thurber became the first totally closed shop town in the country.[2] The Texas and Pacific Coal Company was not owned by the Texas and Pacific Railway, but it lay near its line and provided the trains of that company with much fuel. The Texas and Pacific Coal Company created a subsidiary company, Texas Pacific Mercantile and Manufacturing Company, to operate its mercantile operation, with company-run retail outlets like the grocery, dry goods, hardware, and drug stores, as well as saloons and other establishments.[3]
The company that owned the town, the Texas and Pacific Coal Company, also produced vitrified paving bricks that were used throughout Texas and the southern half of the United States. By 1920, conversion of locomotives from coal to oil reduced demand and lowered prices and miners left the area through the 1920s. The Texas and Pacific Coal company was instrumental in discovering oil in the Ranger, Texas, area, as part of the Texas Oil Boom; the company re-branded itself the Texas Pacific Coal and Oil Company, and, eventually, the Texas Pacific Oil Company
WATERGUARD MEMBRANE APP G : Is a high quality, APP (Attactic PolyPropylene) modified bituminous torch-on membrane used for tanking and waterproofing of substructure and superstructure areas in buildings and civil engineering projects, implemented in big industrial structures, in commercial centres and also in big residentials which require high quality waterproofing system. Available in rolls of 10m (length) x 1m (width).
Dactylioceras Ammonite Group
from Germany
183 Million Years, Early Jurassic Period
Measurements Approx.
Height - 8.2 cm
Width - 18.5 cm
Length - 22.1 cm
Dactylioceras, meaning ‘Finger Horn’ is a species of Ammonite which in habited the open seas during the Early Jurassic period 200-175 million years ago.
Dactylioceras is a common find in Jurassic bituminous shales. These shales formed when limited water circulation allowed stagnant (still, oxygen-poor) conditions to develop in dense sediments on the sea floor. This was favourable for preservation of ammonites and other shells in various ways.
The impermeable nature of the sediment prevented the shell’s structure of aragonite material from dissolving away.
In addition, the stagnant conditions encountered by the shells when they sank to the bottom meant that burrowing animals or currents would not disturb them as the fossilisation process occurred.
Several individuals are preserved in the block shown here, discovered that Dactylioceras had gregarious (group-living) habits.
Possibly, like many modern cephalopods, such as squid, they congregated in large swarms or schools to breed.
www.london-fossils-crystals.co.uk/dactylioceras-ammonite-...
Dactylioceras Ammonite Group
from Germany
183 Million Years, Early Jurassic Period
Measurements Approx.
Height - 8.2 cm
Width - 18.5 cm
Length - 22.1 cm
Dactylioceras, meaning ‘Finger Horn’ is a species of Ammonite which in habited the open seas during the Early Jurassic period 200-175 million years ago.
Dactylioceras is a common find in Jurassic bituminous shales. These shales formed when limited water circulation allowed stagnant (still, oxygen-poor) conditions to develop in dense sediments on the sea floor. This was favourable for preservation of ammonites and other shells in various ways.
The impermeable nature of the sediment prevented the shell’s structure of aragonite material from dissolving away.
In addition, the stagnant conditions encountered by the shells when they sank to the bottom meant that burrowing animals or currents would not disturb them as the fossilisation process occurred.
Several individuals are preserved in the block shown here, discovered that Dactylioceras had gregarious (group-living) habits.
Possibly, like many modern cephalopods, such as squid, they congregated in large swarms or schools to breed.
www.london-fossils-crystals.co.uk/dactylioceras-ammonite-...
South Korean domestic bituminous coal carrier "KOREX YEOSU" in Yeocheon general pier, Yeosu, Korea
She is in coal transporting from Gwangyang to Yeosu with another carrier "HANJIN GREEN"
Duro TPO FB is a flexible waterproofing product that has no plasticizers and is compatible with bituminous membranes, asphalt, steel profile sheeting.
Masscorp trade the products worldwide like Coal that is solid organic fuels For the concenience this is
continuous series is devides into four categories
1. anthracite,
2. bituminous coal (metallurgical coal)
3. sub-bituminous coal
4. lignite
Coal is one of the primary fuel prodcuts which is used in the intigration of iron and steel scrap products