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By T. MacKinnon, M. C. Bétournay, D. Eastick, F. C. Delabbio, C. Graves

"The successful implementation of a new technology in an underground production mine requires many challenges to be overcome. These challenges include mine hardening of new technology, mitigation of safety risks and hazards, mine operation support, and technology transfer to mine staff. In the end, the majority of these challenges relate to the human aspects of implementation. The approach selected to overcome these challenges must be customized and appropriate for each unique situation.This paper outlines the approach used to address these challenges as part of successful implementation and resulting demonstration of the hydrogen fuel cell locomotive at the Placer Dome (CLA) Limited Campbell Mine. This technology demonstration at Campbell Mine is critical for determining technical, regulatory, and implementation aspects to be incorporated into future fuel cell prototypes such as the LHD project."

Jan 1, 2005

By Donald S. Cameron

By dispersing gold in high surface area form supported on metal oxides, its inert character can be transformed to make economical, effective catalysts. Gold has already been demonstrated in a number of fuel cell applications such as gas phase catalysts, electro-catalysts, and electrical connectors. In this paper, the various types of fuel cell systems are reviewed, and several opportunities for gold identified. Low temperature fuel cells, including alkaline and solid polymer electrolyte types rely on high surface area platinum group metal catalysts which are highly susceptible to poisoning by low concentrations of carbon monoxide in the fuel supply. Hydrogen is frequently obtained by steam reforming hydrocarbons, followed by the water gas shift (WGS) reaction. A promising initial use for supported gold catalysts is in catalysing this WGS reaction. Research has shown that gold supported on iron oxide (Au/a-Fe2O3 ) WGS catalysts are more active than the current commercial copper oxide / zinc oxide catalysts, and effective at temperatures as low as 120oC. Products from reformer/ water gas shift reactors can be further purified by removing traces of carbon monoxide. If a small proportion of oxygen is introduced into the fuel gas stream, carbon monoxide can be preferentially oxidized to carbon dioxide even in the presence of hydrogen. Gold nanoparticle catalysts on iron oxide support (Au/a-Fe2O3 ) have exhibited higher activity than commercially available platinum on alumina (Pt/?- Al2O3 ) preferential oxidation catalysts. The low temperature of this reaction may make it feasible to incorporate these catalysts within the fuel cell itself. Proton exchange fuel cells provide several possible applications for catalytically active gold and its alloys. Carbon supported platinum group metals would benefit greatly from improved electrical conductivity if gold replaced some or all of the carbon support material. As electrode current densities are raised, electrical resistance constitutes an increasing proportion of voltage losses within the fuel cell. Dramatic reductions in cell stack voltage losses have already been demonstrated by reducing inter-cell contact resistance using gold plating. The low temperature oxidation properties of gold catalysts have been investigated in controlling gaseous emissions from direct methanol fuel cells, and gold also provides essential catalysis in building direct borohydride oxidation fuel cells. The prospect of a range of other applications for gold in fuel cells to contribute useful improvements in corrosion resistance and conductivity is assessed. Globally, fuel cells have been developed for a wide range of applications including stationary generators, cars and buses, industrial vehicles and small portable power supplies, each of which represents a substantial market. Hence there are likely to be many and varied opportunities for gold catalysts to contribute to the performance and economics of the systems being commercialized.

Oct 1, 2003

By A. R. Miller

A fuel cell locomotive incorporates the advantages of its competitors, namely catenary-electric and diesel-electric units, while avoiding their disadvantages. It possesses the environmental benefits, at the vehicle, of an electric locomotive but the higher overall energy efficiency and lower infrastructure costs of a diesel locomotive. The natural fuel for a fuel cell is hydrogen, which can be produced from many renewable sources or via nuclear energy, and thus a hydrogen-fuel cell locomotive will not depend on imported oil. Hydrogen produced from renewable primary energies or nuclear energy would provide a totally zero-emissions vehicle, that is, with zero carbon in the energy cycle. A project partnership among Vehicle Projects Inc of the USA, and South African partners Anglo American Platinum, Ltd, Trident South Africa, and Battery Electric, has designed and is launching a series of five prototype fuel cell-powered mine locomotives.

Jan 1, 2012

By M. C. Bétournay

Under the requirement to define the economic advantages of using hydrogen fuel cell vehicles, a broad-scoped project was initiated to quantify the costs associated with operating fuel cell vehicles and diesel vehicles. While ventilation savings are clearly an advantage for the former, a complete and detailed analysis of this and other operational and capital cost elements was undertaken in order to provide the mining industry with factual information in considering the changeover from one technology to another. This paper outlines the results of the investigations to date defining the costs/benefits associated with capital purchases, operations (electrical/diesel, mine air heating fuel, ventilation, openings, surface and underground infrastructure, maintenance, labour, etc.), delivery of energy, regulatory obligations, and mine production. Considerations are given to the type and size of a mining operation, the depth, and location in North America. Significant ventilation power, equipment, and infrastructure savings are possible with the application of fuel cells for shallower mine applications. At depth, where heat is an issue, there is a reduction in benefit. Specific qualifiers such as minimum air velocities, dust dilution, shaft, and heating system velocity limits must be considered on an individual mine basis. While the capital cost for fuel cell mining equipment is currently higher than diesel versions, the high cost of fuel cells is anticipated to be reduced significantly in the near future with the intensification of manufacturing. In either case, the operational savings would probably be sufficient to balance the supplementary capitalization costs. Comprehensive reports have been issued.

May 1, 2005

By G. Righettini, G. Desrivières, P. Mousset-Jones, R. Lacroix, M. C. Bétournay, P. Laliberté, S. Hardcastle

"Under the requirement to define the economic advantages of using hydrogen fuel cell vehicles, a broad-scoped project was initiated to quantify the costs associated with operating fuel cell vehicles and diesel vehicles. While ventilation savings are clearly an advantage for the former, a complete and detailed analysis of this and other operational and capital cost elements was undertaken in order to provide the mining industry with factual information in considering the changeover from one technology to another.This paper outlines the results of the investigations to date defining the costs/benefits associated with capital purchases, operations (electrical/diesel, mine air heating fuel, ventilation, openings, surface and underground infrastructure, maintenance, labour, etc.), delivery of energy, regulatory obligations, and mine production. Considerations are given to the type and size of a mining operation, the depth, and location in North America.Significant ventilation power, equipment, and infrastructure savings are possible with the application of fuel cells for shallower mine applications. At depth, where heat is an issue, there is a reduction in benefit. Specific qualifiers such as minimum air velocities, dust dilution, shaft, and heating system velocity limits must be considered on an individual mine basis. While the capital cost for fuel cell mining equipment is currently higher than diesel versions the high cost of fuel cells is anticipated to be reduced significantly in the near future with the intensification of manufacturing. In either case, the operational savings would probably be sufficient to balance the supplementary capitalization costs.Comprehensive reports have been issued."

Jan 1, 2005

By Nagai K, Moriyama K

Toyo smelter has been making s veral efforts to reduce and diversify energy for dealing successfully with such :n:;rgy problems as the first and second oil crises. ::,specially it is one of th:; most important subjects to substitute oil by alternative: energy source, because oil is expensive and unstable with respect to its supply. t _'hercfore i was decided to propel tnC ezhstitution of coal *jr oil. in the first place, the supple- mental fuel oil in the reaction shaft was replaced by oil to coal in 1981, and then th, fuel substitution of pulverized coal was achieved in the steam superheater in 1984. 3y these fuel substitutions about 7u,' of the total fuel energy at 2oyo smelter has been replaced by coal. in this paper the fuel substitu- tions at loyo smelter are described in detail.

Jan 1, 1987

By R. A. Kinzie

In a conventional cement plant, the drying and heating of the raw material takes place in the upper section of a cylindrical kiln where the heat exchange is poor. In a Lepol kiln this part of the process is carried out on a traveling grate where the heat exchange is efficient. The increase in fuel economy justifies the greater complexity of the installation.

Jan 1, 1950

By R. A. Kinzie

In a conventional cement plant, the drying and heating of the raw material takes place in the upper section of a cylindrical kiln where the heat exchange is poor. In a Lepol kiln this part of the process is carried out on a traveling grate where the heat exchange is efficient. The increase in fuel economy justifies the greater complexity of the installation.

Jan 2, 1950

By Leon Dominian

I. INTRODUCTION APART from local needs in the country's development, the interest attached to Turkish fuels grows chiefly out of the importance of the railway industry in Asiatic Turkey. Geographical conditions make of the tracks in this region the most essential link in a chain of world-girdling lines. By its position Asia Minor can be likened to a bridge in the through routes destined to connect European factories with Asiatic and African markets. An uninterrupted right-of-way from points in central Europe to populous Indian cities must necessarily pass through the valleys A Anatolia. Crossing thence the Taurus Mountains its natural passage is indicated as the Mesopotamian lowland and the shores of the Indian Ocean. Similarly land connection between Europe and Africa can be obtained only by passage through Asia Minor, Syria and Palestine. The occurrence of fuel within an area of such significance from the

Jan 6, 1916

By W. Gibson Jaworek

Of increasing importance to the student of fuels economics has been the extent to which different primary energy sources can substitute for each other in the various energy markets of the nation. Knowledge of the nature and extent of fuel interchangeability can aid the fuels economist in projecting trends of energy utilization, as well as giving him a better understanding of the past and present conditions of fuel markets. It is also important to the consumer to know just how much flexibility he can maintain in his energy consuming operations. And, finally, various governmental bodies show keen interest in the degree of energy substitutability in determining public policies concerning the fuels industries. The presence of excess fuel production capacity in the United States during the early 1960's indicates that fuel interchangeability should become more prevalent in the increasingly competitive energy markets of the nation. Discussion of fuel intercompetition is almost always restricted to qualitative terms-because of the lack of comparable statistical data, between the different energy sources in geographic or "type-of-use" fuel, markets. There are exceptions, of course, such as, the excellent fuel consumption data which are available on steam electric generating plants throughout the nation. In other sectors, statistics are at best incomplete.' Inmost instances, indirect fuel consumption indicators, such as sales of fuel burning equipment, are extensively used to measure market shares of a particular fuel; however, these indicators are hard to evaluate precisely without prior knowledge of the total competitive market.

Jan 1, 1961

By W. A. Lang

RESEARCH has been defined as the link between the present and the future. Science, wonderful though its achievements may be, has but scratched the surface of the unknown. Research is directing its attention to winning new facts in order that their application to the processes of today may open up new sources of wealth for the common benefit. Two classes of research investigations are often recognized-fundamental and applied, but these classes merge into each other and it is often hard to distinguish one from the other. Fundamental research is carried out primarily to develop basic facts, but frequently these are found to have immediate economic value, while applied research, specifically aimed at economic values, often necessitates a preliminary fundamental investigation. Both are essential and both should proceed by scientific method. It is obvious in fuel technology that a knowledge of the physical and chemical constitution of the various coals is fundamental to their industrial utilization, and further, a knowledge of the way these coals react under different conditions of temperature, atmosphere, etc., is necessary in solving such problems as storage, combustion, carbonization, gasification, or con-version to liquid fuels. The wide range of coals, the complexity, of their constitution, and the many uses for coal, makes fuel research no simple subject but one with unending possibilities. The Research Council of Alberta, formerly known as the Scientific and Industrial Research Council of Alberta, was established in 1919, to promote the development and conservation of the natural resources of the Province. The work of the Council was arranged in six major divisions: Fuels; Geology; Road Materials; Soils; Natural Gas; and Forest Products. The office and laboratories are located in the University of Alberta. The Council was financed until the depression of 1933 by a separate vote of the Legislature, but since then has been continued, though on a much smaller scale, as one of the activities of the University. It might, however, be noted that although the Council is now in abeyance, a skeleton organization has been maintained so that it can be brought back to active service as soon as conditions warrant. Annual reports are still submitted to the Legislature. Funds have not been made available, however, for the publication of the last five reports.

Jan 1, 1942

By Roy L. Klein

The production of synthetic fuels from coal has been pioneered by South Africa. South Africa made a decision in 1975, due to the threat of an oil embargo, to proceed with the construction of Sasol Two, then followed by Sasol Three. South Africa has large coal but little indigenous petroleum reserves. The indirect coal liquefaction process used by Sasol since 1955 is the only commercially demonstrated method available for producing transport fuels from coal. The new plants consume 27 million tons per year of coal from a single mine that now produces transport fuels in sufficient quantities for energy independence.

Jan 1, 1983

By William Phillips

This paper was prepared at the request of Capt. A. F. Lucas, Chairman of the Institute's Committee on Petroleum and Gas, as a preliminary discussion of the fuel oils which are used-in the Southwest, giving their composition, uses, prices, etc. Should it afterward be found desirable, these observations may be extended over a larger area. In this connection, J suggest that samples of all kinds of fuel oils, including various tars, from all over the country, be collected and sent to some testing laboratory for examination. We would be glad to extend the facilities of the laboratory of the Bureau of Economic Geology and Technology, at the University of Texas, for this purpose, and to do the work free of all expenses. After such examinations are made and the results classified and studied, it would be possible to suggest specifications under which fuel oils should be purchased, and to arrive at some conclusions respecting the uniformity of such specifications, with due allowance for climatic and other more or less local conditions. While such specifications do not now depart from a common standard anything like as much as specifications for illuminating oils do, yet there are discrepancies which should not exist. Some of these discrepancies are of lessening importance, due to the pronounced tendency to distill every crude oil that can be distilled with profit, and to send residues into the market for fuel oil. Residues from the refineries are of a more uniform chemical composition and physical nature than many of the crude oils that go direct into the fuel market. The lower flash-point oils are disappearing from the fuel trade and in place of them we are getting oils that do not flash below 220° F., nor burn under 320° F. In the Southwest, it has not been long since we had fuel oils that flashed at as low as 110° F., and the average flash point over a considerable period was 151° F. Now we are using oil that flashes at about 30° lower than the former burning point, which was 256° F. In other words, the flash point has risen, on the average, 100°; and the burning point about 75°.

Jan 6, 1914

By Alvaro Lucio

The continuous increase of the fuel oil price compelled CV3D to look for an alternative fuel. Charcoal was selected as the alternative energy source. This paper justifies its selection, describes charcoal properties, the methods for using charcoal in the pelletizing and shows the results of the in-plant tests.

Jan 1, 1982

By R. E. Gilmore

PREAMBLE THIS PAPER comprises material presented in two separate 'Papers at the British Commonwealth Scientific Specialist Conference on Fuel Research held in London, England, in July, 1950. These papers are now available for publication in Canada, since only essential parts of the conference discussions, in addition to the resolutions resulting therefrom, will be published in the official Proceedings of the Conference. Inasmuch as the information presented concerns Canadian organizations and training facilities for fuel research, it should be of general interest to Canadian scientists, and especially to the Coal Division of the Canadian Institute of Mining and Metallurgy. Part I, the alternate title of which is Facilities in Canada for Fuel Research and for Exchange of Information and Staff, does not include research on peat, oil shale, petroleum oils in general, and natural gas, and omits studies of the geology, constitution, and production of coal. Special reference is, however, made to research on the heavy crude oils and bitumen of the Western Prairie Provinces, and particularly to their production and treatment to produce crudes for oil refinery processing.

Jan 1, 1951

By Eugene Guccione

For at least a decade, the energy crisis was accurately predicted by a small number of industry people who were ignored until last year, when they suddenly found themselves accused for their "lack of planning" and "greed." With the worsening shortage of natural gas and oil, the current scramble is for alternate energy sources-which means: a big rush into coal and uranium mining. (Some big plans are also on the drawing boards regarding geothermal steam, oil shale, tar sands, and even solar energy. But developing such new industries from scratch would be difficult enough even in a healthy economic climate-which is not exactly what the country currently enjoys.)

Jan 8, 1974

By A. W. Gauger

IT is with some trepidation that I approach my subject, for I know that I shall at once incur the suspicion of the mechanical engineer, with his concern for boiler tests and efficiencies; of the mining engineer, with his mechanization problems; and of the chemical engineer with his unit processes. Nevertheless, it must be recognized that the technology of fuels, the systematic body of knowledge relating to the production, processing and utilization of mineral fuels, has grown to such proportions and involves so many widely diverse applications of fundamental science and engineering that it behooves us to stop and consider just what its status is in relation to other technologies, as well as in relation to the present and future needs of the social order. The time has come when technologists, applied scientists and engineers must consider the possible effects that their achievements may have 0n Society. The development of a machine to replace several hundred men is a fine achievement when considered solely from the point of view of creative endeavor. But what of the men who are displaced by the machine! Does not the responsibility for the development of this machine embrace as well the consequences of obsolescence and technological unemployment resulting from such development? I believe that it does and that we must recognize this fact in our practice of engineering and technology as well as in the training of future engineers and technologists. MAGNITUDE OF THE FUELS INDUSTRY Fuel technology is the body of knowledge that relates to the mineral fuels. The fuels industry is by far the most important of all our mineral industries. The chart in Fig. I, reprinted from U. S. Bureau of Mines Information Circular No. 6643, indicates the comparative values of metals, fuels and other nonmetallic minerals for the year 1929. Of the grand total of 13 1/4 billions of dollars in value of minerals at the mines, the mineral fuels contributed 48 per cent. Coal, with 34.4 per cent, exceeded the value of any other single mineral. In fact, the value of the production of the Pennsylvania anthracite mines alone annually exceeds the value of the gold production of the entire world. Petroleum and natural gas in 1020 contributed 14.3 per cent and 3.3 per cent, respectively, of the total value of world mineral production. So much for the world picture; let us now look at the situation in the United States. Over the 60-year period 1880 to 1939, $46,409,727,000 of metallic products, S80,788,852,000 of fuels (coal, petroleum, natural gas, natural gasoline) and $27,871,000,000 of nonmetallic minerals other than fuels were produced. The mineral fuels have contributed 52.7 per cent of the entire mineral wealth produced over this period that has seen such tremendous industrial development in our country. As a matter of fact, our present industrial civilization has been made possible through the use of the

Jan 1, 1942

By Henry Wurtz

HERACLITUS, a sage of antiquity, called the dark philosopher, who refused a throne, preferring a hermit's cell, propounded, twenty-four centuries since, the maxim : [ ] War (or strife) engenders all things. This, though probably intended by Heraclitus to apply especially to the internal forces of nature, is often said, with equal reason, of the affairs of men. Controversial strife, whether fortunately or unfortunately, is a crucible through which all new discoveries in science, and all technical applications of science must pass-a test which they must all endure before they can become so vitalized as to germinate, so to speak, take root in the human mind, grow tip, and overspread the earth. The greater the number and the power of the elements arrayed against such a growth, and of the influences hostile thereto, the greater should be the inherent vitality of the germ, the more strenuous, skilful, and persistent its cultivators and upholders. During the decade last past we have had, in spite of the severe stringency of the times, an active growth of this kind in progress, whose prospective importance it would now be difficult to overrate. This is the movement which has for its motive the idea that, generally speaking, fuel should be gaseous in form, and which has for its goal the introduction into general public use of gaseous products, made by cheap and rapid processes and on a gigantic scale, distributed throughout our cities and towns in distribution-systems which shall be proportionately gigantic, and sold at prices which will bring such fuel within the means of the poorest householders. Personally, for ten years past, the writer has never failed, on occasions public or private, to urge his belief that the realization of this idea, deemed by him a certainty of the future, will bring about

Jan 1, 1880

The subject of the present paper will be combustion of fuel and as the combustion of fuel requires a certain amouut of air to effect combustion the question might be asked what is air?Air is composed, we will say, principally of two gases, oxygen and, nitrogen, but our business is with the former gas, and its leading feature as a supporter' of combustion. In point of fact no fire will burn without its presence, nor can animal life be sustained when this gas ls absent, because it is the life-sustaining element. For example, if we take a piece of charcoal, which is pure carbon, and burn it in the open air combustion takes place in the union of the carbon of the charcoal with the oxygen of the air, forming the compound known as carbonic acid (0.0.)The rust we see on iron and other metals is a kind of slow combustion, which is termed oxydation. When oxygen unites with any other element heat is given off in the process, and it may be here stated that the most intense heat is produced, by burning the two gases-oxygen and hydrogen in precisely the same proportions as that forming water.

By B. DE MARE

THE No. 6 open-hearth furnace at the plant of the Worth Steel Co., Claymont, Del., is the first to be rebuilt according to the Kuehn system. This as well as the other five furnaces at Claymont, has a nominal capacity of 75 tons, but the actual charge is about 242,000 lb. No hot metal being available, the pig-iron is charged cold. Oil of low grade with an asphalt base is used as fuel. These two items have to be kept in mind when discussing the actual fuel consumption. Careful records have been kept covering a five weeks run and the following is a brief summary of them The time required to heat the furnace preparatory to charging from the time a wood fire was started until charging commenced was 36 hours. This, I understand, is much less than with furnaces of standard design. The draft of the furnace, as shown by a gage in the stack-flue, is 1.25 in. The maximum draft with new checkers on former runs was 1.50 in., this draft gradu¬ally decreasing as the checkers closed up. Both of the first helpers claim the present draft is all they need for the proper working of the furnace, and, as with the Kuehn regenerators the draft remains practically the same from beginning to end of a run, this is satisfactory.

Jan 1, 1929