Deepest stretch of water
| Deepest stretch of water | |||
|---|---|---|---|
| General information about the mine | |||
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| Information about the mining company | |||
| Start of operation | 1866 | ||
| End of operation | 1930 | ||
| Funded raw materials | |||
| Degradation of | |||
| Geographical location | |||
| Coordinates | 51 ° 47 '59 " N , 10 ° 21' 23" E | ||
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| Location | Clausthal-Zellerfeld | ||
| local community | Clausthal-Zellerfeld | ||
| District ( NUTS3 ) | Goslar | ||
| country | State of Lower Saxony | ||
| Country | Germany | ||
The deepest waterway was a facility for dewatering and conveyance in the Upper Harz mining industry . It was initially excavated as a swamp route based on the model of the deep water route below the Ernst-August-Stollen in order to collect the pit water from the deepest pits of the Burgstätter and Zellerfeld corridors . It was later expanded into a collection conveyor line.
history
planning
One year after the completion of the Ernst-August-Adit, a new mine administration was created in 1865 on the basis of the then introduced General Mining Act for the Prussian states . Clausthal became the seat of one of the five Prussian higher mining authorities and the new mining inspection included the Burgstätter, Rosenhöfer , Zellerfelder and Schulenberg districts.
The need to modernize and centralize the existing mines in order to adapt them to the industrial age was recognized . For this purpose, work began as early as 1856 with further sinking of the Queen Mary Shaft , which like all modern straightening shafts was seiger . These seigeren shafts were necessary to enable effective production at depths of more than 700 m. This was not possible with the classic, ton-length shafts. Furthermore, the widespread water arts were replaced by modern water column machines.
According to initial plans, the new deepest waterway was originally to be excavated immediately after completion of the Ernst-August-Adit, 120 puddles under this and 324 puddles under the suspended bank of the pit Caroline . The dewatering should take over the model of the Silbersegener Schacht of the Königin-Marien-Schacht and this new water section should run from the Pit Rheinischer Wein, belonging to the Pit Ring and Silberschnur, to the Pit Duke Georg Wilhelm .
construction
In 1866 the bottom of the deepest waterway in the Königin-Marien-Schacht was reached, which was 120.25 Lachter (231 m) below the Ernst-August-Stollen and 18.4 Lachter (35 m) below the sea level of the North Sea. The shaft took over the central lifting of the pit water on the Ernst-August-tunnel by means of a double-acting, horizontal twin water column machine with piston control and crank mechanism . In addition, an iron driving skill powered by steam power enabled 400 miners to enter and exit at the same time .
To relieve the Silbersegener Schacht as a production shaft, the sinking of the Ottiliae shaft began in 1868, which was connected to the Ernst August tunnel at a depth of 364 m and became the main production shaft due to its close proximity to the new ore processing.
In the years that followed, the deepest waterway with the Rheinischer Wein shaft, the Kaiser Wilhelm shaft and Queen Marie shaft were breached in order to simplify dewatering. The deepest section of the water had an average gradient of 1: 1000.
In 1898, the section from the Königin-Marie-Schacht via the Kaiser-Wilhelm-Schacht to the Rheinischer Wein mine was expanded for the operation of electric contact wire locomotives . These were operated with 330 V direct current and supplied via a 12 mm thick catenary made of copper wire and a contact roller. The overhead line was suspended 1.7 m above the top edge of the rails in hard rubber insulators. Power was generated by two power generators that were driven by Pelton wheels and were set up at the level of the Ernst-August-Stollen at the Kaiser-Wilhelm-Schacht. They generated up to 100 amps . The locomotives pulled up to 14 wagons, each with a capacity of 0.75 tons, at a speed of 4 m / s, which corresponded to twenty times the speed of ore barge conveyance that was previously common.
A support structure made of T-iron with a width of 8 cm and a length of 1 m was burned into the joint and walled in over the water . The irons were 1 m apart. Rails with a height of 92 mm and a weight of 12 kg / m were mounted on the iron. The track had a track width of 670 mm. Switches, stations and filling stations were illuminated by three incandescent lamps connected in series . A simple signaling device made of two bare copper wires that could be pressed together anywhere along the route made it possible to forward signals to stations and points.
Extension to the collective conveyor line
At the end of the 19th century it was obvious that the sometimes very complicated extraction resulted in high but avoidable costs. At the same time, the transport on the deep water route with ore barges was very slow at only 0.2 m / s. For this reason, the decision was made to expand the deepest waterway into a collecting conveyor line.
For this purpose, the Ottiliae shaft was sunk between 1900 and 1905 down to the bottom of the deepest waterway and was driven through to the shaft. The Rosenhöfer shaft was thrown off and, as a replacement for the Thekla shaft, it was sunk from the deepest waterway. Three collection points were set up: the Rheinischer Wein shaft for the ores from the Zellerfeld pits, the Kaiser Wilhelm shaft for the Burgstätter pits and the Thekla shaft for the Rosenhöfer pits. At the Ottiliae shaft, five quarry stone chambers were set up with storage pockets that could hold the mined ores for up to three days in order to make the shaft extraction independent of the route extraction .
By setting up three passing points, three trains could run in parallel. Operation with four trains was planned. Furthermore, so-called people transport vehicles were built, which enable the entry and exit of the service shaft of the Rosenhöfer district from the Ottiliae shaft and the like. a. accelerated to the Thekla shaft. These wagons could each transport 14 astride a longitudinal beam and two miners sitting in a squat. From 1905, these trains also replaced ore shipping on the deep water route. Switches were installed in the area of the train stations in order to be able to disconnect parts of the route.
In 1903 the deepest waterway was completely expanded, and the new machines for the Thekla shaft and other facilities were installed. The decision was made exclusively to use electrical energy in order to be able to use the water power in the new ore processing facility in Clausthals. Since different machines were operated with the same network and batteries were to be charged during breaks, the decision was made to use 500 V direct current.
Operation as a collective conveyor line
Between 1905 and 1930, the deepest water line was operated as a collective conveyor line. The Zellerfeld ores were only extracted above the deepest waterway and could therefore be thrown directly from the mining rollers into the wagons.
The ores from the Burgstätter mines were partially conveyed with the help of a compressed air-powered mine train . The ores fed in via this mine railway from the Bergmannstrost mine were lifted in the Kaiser Wilhelm shaft together with the remaining ores to a blind fall 20 m above the deepest waterway. There the wagons were emptied into large filling rollers by means of rotary luffers. One filling roller was for the Bergmannstrost mine, another for the remaining ores conveyed to the shaft. A third filling role existed for special ores. The ores could be fed to the wagons on the deepest waterway via these filling rollers.
The Rosenhöfer ores also had to be mined in a complicated way until the Thekla shaft was completed.
When the collective conveyor line went into operation, the average conveyance over the past few years was around 81,000 t, which means that 270 t had to be moved on the deepest water route every day. Of this, 70 ton kilometers were accounted for by the Rosenhöfer, 588 tkm by the Burgstätter and 49 tkm by the Zellerfeld ores. Of the 707 tkm, 83% of the underground route was conveyed between the Ottiliae and Kaiser Wilhelm shafts. For the most part, only two trains were used to evenly load the Ottiliae shaft, although the line was expanded for parallel operation of three trains.
At just 0.096 marks / tkm, the costs of underground electrical line conveyance were significantly lower than for conveyance with compressed air-powered rail (0.3925 ℳ / tkm), daily conveyance (0.15 ℳ / tkm) or ore barge conveyance (0.22 ℳ / tkm) tkm). If you also take into account that the deepest waterway was originally only built for dewatering and that it is now used for two purposes, the operating costs came to 0.07 ℳ / tkm.
The entire redesign of the line and shaft conveyance resulted in a halving of the conveyance costs, and around 100 workers were laid off who could be deployed elsewhere. This was convenient for the Upper Harz mining industry, as there was a shortage of workers at the time.
In 1930 mining around Clausthal-Zellerfeld was stopped for economic reasons. Today the deepest stretch of water has sunk .
Technical description of the mine railway
From 1905 up to four trains were in use on the deepest water route. Three different locomotive models were used:
A locomotive used had a weight of 2000 kg, a pulling force of 150 t and an output of 7 hp . She could pull 10 wagons of 1250 kg each at a speed of 9 km / h. It had a hand-throw lever and an electric brake. The current collector was a wide bracket contact with a rotating copper roller.
The second locomotive model, of which there were two locomotives in service, had two engines with 12.5 hp each, but a maximum of 20 hp. The power transmission took place via a simple spur gear transmission ( ratio 1: 8). This model had a running wheel diameter of 750 mm and could pull 14 cars of 1250 kg each at a speed of 9 km / h. The pantograph was a parallelogram pantograph with double springs and a rotatable copper roller.
The third model was a locomotive that had already been planned for operation on the deepest water line, which had previously been available as a reserve for the daily transport route from the Kaiser Wilhelm shaft to ore processing at the Ottiliae shaft. It had an output of 25 hp.
The wagons were iron box vans with a volume of 0.5 cubic meters . They had an empty weight of 450 kg and weighed 1250 kg when loaded.
See also
literature
- Bruno Kerl: The Upper Harz smelter trials . 2nd Edition. Verlag der Grosse'schen Buchhandlung, Clausthal 1860.
- U. Dumreicher: Entire overview of the water management of the north-western Upper Harz . Verlag der Grosse'schen Buchhandlung, Clausthal 1868.
- Ebeling: Development of the horizontal conveyance on the pits of the Royal Mining Inspection in Clausthal . In: Glückauf - Berg- und Hüttenmännische magazine . December 9, 1905, p. 1530-1536 .
- Schennen: The new installations of the Royal Mining Inspection in Clausthal . In: Glückauf - Berg- und Hüttenmännische magazine . June 1, 1907, p. 657-674 .
- Wilfried Ließmann : Historical mining in the Harz . 3. Edition. Springer, Berlin 2010, ISBN 978-3-540-31327-4 .
Individual evidence
- ↑ a b c Ließmann: Historical mining in the Harz. 2010, p. 178.
- ↑ Dumreicher: Entire overview of the water management of the north-western Upper Harz. 1868, p. 31.
- ↑ Guy: The Upper Harz Hüttenverzesse. 1860, p. 90.
- ↑ Dumreicher: Entire overview of the water management of the north-western Upper Harz. 1868, p. 231.
- ^ Ließmann: Historical mining in the Harz. 2010, p. 179.
- ↑ a b c d e f Ebeling: Development of the horizontal conveyance on the pits of the Royal Mining Inspection in Clausthal. In: Glückauf - Berg- und Hüttenmännische Zeitschrift , No. 49, 41st year, 1905, p. 1534.
- ↑ a b Schennen: The new installations of the Royal Mining Inspection in Clausthal. In: Glückauf - Berg- und Hüttenmännische Zeitschrift , No. 22, 43rd year, 1907, p. 659.
- ^ Schennen: The new installations of the Royal Mining Inspection at Clausthal. In: Glückauf - Berg- und Hüttenmännische Zeitschrift , No. 22, 43rd volume, 1907, p. 658.
- ^ Ließmann: Historical mining in the Harz. 2010, p. 79.
- ^ Ebeling: Development of the horizontal conveyance on the pits of the Royal Mining Inspection in Clausthal. In: Glückauf - Berg- und Hüttenmännische Zeitschrift , No. 49, 41st year, 1905, p. 1535.
- ^ Ebeling: Development of the horizontal conveyance on the pits of the Royal Mining Inspection in Clausthal. In: Glückauf - Berg- und Hüttenmännische Zeitschrift , No. 49, 41st year, 1905, p. 1536.