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By V. A. Marple, K. L. Rubow, B. A. Olson

"A virtual impactor personal aerosol sampler (VIPAS) bas been developed for use in diesel-equipped mines to collect size-separated samples or diesel exhaust and mine dust particles in the respirable size range. This sampler consists or three stages: a 10-mm cyclone, a 0.8- µm cutpoint virtual impactor and two filter cassettes. The large non-respirable particles are removed in a 10-mm cyclone. The respirable particles from the cyclone pass through a 0.8- µm cutpoint virtual impactor with the particles larger than and smaller than 0.8 JI.ID (mine dust and diesel exhaust particles, respectively) collected on two 37-mm filter cassettes. The sampling How rate is 2 L/min so as to be compatible with the standard respirable dust sampler and personal sampling pumps. INTRODUCTIONThe mining industry has been increasing its use of diesel-powered equipment in underground mines, especially in coal mines. With this increased usage has come an increased concern regarding the health effects associated with inhaling diesel exhaust particles since they are in the respirable particulate size range. A Mine Safety and Health Administration (MSHA) advisory committee directed MSHA to develop a sampling protocol for diesel exhaust particles to assess worker exposure (MSHA, 1988). In addition, the National Institute for Occupational Safety and Health (NIOSH) has recommended that ""whole diesel exhaust be regarded as a potential occupational carcinogen as defined in the Cancer Policy of Occupational Safety and Health Administration"" (NIOSH, 1988).Past work, with cascade impactors in both the laboratory and in underground coal mine studies, has shown that the diesel exhaust particles are primarily in the less than 0.8 µm aerodynamic diameter size range whereas the coal dust particles are primarily greater than 0.8 µm (Marple et al., 1986; Cantrell, 1987; Rubow and Marple, 1988; Rubow et al., 1990a, b; Cantrell and Rubow, 1991). This work has been jointly performed by the University of Minnesota and Bureau of Mines researchers over the last 8 years. Typical particle size distributions for a diesel-equipped coal mine and an all electric coal mine are shown in Figure l. Note that the particles in the < 0.8-µ.m mode are the diesel exhaust particles (seen only in diesel-powered mines) and the particles in the > 0.8-µ.m mode are coal particles (seen in both the electric-powered and diesel-powered coal mines). Chemical mass balance analysis was also performed on these two size fractions to determine the degree of particle cross-contamination in the two modes. This analysis showed less than 10% cross-contamination, i.e., in coal mines Jess than 10% of the diesel exhaust particulate was collected in the coarse fraction and Jess than 10% of the mine dust was collected in the fine fraction (Cantrell, 1987; Rubow et al., 1990a)."

Dec 1, 1996

By F. Hampshire

"IntroductionThis paper is intended to cover questions raised by operating staff at various installations and is not intended to give comprehensive coverage of power plant and power system design. The paper is concerned mainly with the electrics , although a brief section gives the reasons for selection of diesels rather than other prime movers.The material is not new but brings out points which seem to be raised regularly during the design , commissioning and operation o f a new plant. Diesels versus other Prime MoversDiesel-electric plant for the mining industry falls into two major categories -emergency power and prim e power.1) Emergency power (for use only when the regular utility supply has failed) requires reliable starting and operation and reasonable first cost. Fuel economy and maintenance are of little importance as the machine(s) generate few kilowatt hours only. The diesel&apos;s competition in this field is the gas turbine, however diesels are more widely used than gas turbines in this application.2) Prime power is a different situation as the bottom line of total cost is highly affected by fuel costs.In general , mines which are within reasonable transmission distance of an existing utility find the lowest net cost result s from hooking up to the utility. If a min e is remote from an electric utility then the possible alternatives are:a) Hydro- electric power if there is a site capable of development at reasonable cost including the cost of transmission facilities. Such sites are not common, but brief and inexpensive considerationof this possibility is warranted .b) Diesel power with consideration of different grades of fuel.c) Thermal (steam) power generation from coal or oil.d) Gas turbines.In addition to the above there is the possibility of wind power (as a supplementary source) and a number of technologies which may become feasible in the future (e.g. small nuclear plants, fuel cells). For obvious reasons, small isolated generating systems required for remote mines, tend to lean to conservative technology.Among the fossil fuel plants, the diesel enjoys advantage on over-all costs as summarized in Table 1."

Jan 1, 1986

By Raymond A. Bradbury

A significant news item appearing in a coal mining journal in November 1969 stated simply that a Caterpillar D-333-CNA engine had received Bureau of Mines Schedule 31 approval. This item occurring at the time a new mining property in Martin County of East Kentucky was being prospected and prepared for mining, resulted in the manage-ment of Martin County Coal Corporation asking the question, "Why not use diesel equipment in our new operation?" Martin County Coal Corporation is part of the A. T. Massey Coal Company, Incorporated organization. The property being developed is on a 17,500 acre leasehold obtained from Pocahontas Land Corporation and lies in the Wolf Creek area of Martin County. The Norfolk and Western Railway Company built a 24-mile railroad into this undeveloped section of Kentucky to tap a huge reserve of steam coal. Duke Power Company is the customer who will take all of the production from Martin County Coal Corporation mines which ultimately is projected to be 2,000,000 tons annually. Four coal seams, all above drainage, are included in the lease. The Middle Coalburg and Stockton are being deep mined now and it is in those mines that the diesel haulage equipment was introduced. This paper will endeavor to trace the steps loading to the introduction of the first diesel-powered Wagner Mining Equipment Company ScoopTram in a coal mine in America. It will further elaborate on the features which make this unit a very versatile and useful utility unit as well as the safety features which are incorporated in the machine. The success of this first unit led to the placing of

Jan 1, 1972

By F. Doxey

Introduction Numerous papers have been written dealing with the construction and functions of, and the environmental conditions created by, Diesel locomotives. Therefore, it is not my intention to attempt to deal with these phases of Diesel transportation other than to make reference to them in ?relation to and in connection with actual operation. The rapid expansion of industry during recent years and the necessity of products being made available at competitive prices in home and world markets has made the demand for cheaper coal a very serious factor for the coal industry. This condition has meant each coal producing country looking into ways and means whereby greater productivity and reduction in cost could he achieved. Surveys made show that, in addition to face mechanization, savings, in some cases substantial, can be made in transportation. Ventilation The most efficient mines are in-variably the well ventilated ones, for it is true that, where there is good ventilation, there are usually good roads. These combined factors are very essential where Diesel locomotives are used. Good roadways and track allow speed, and good ventilation dilutes rapidly any disagreeable exhaust gases. Locomotive Development In the older types of auxiliary rope haulage, coal hauled per haul-age hand is usually very low.

Jan 1, 1951

By J. A. Brusset

Introduction I am indebted for most of the information in this paper to Mr. P. S. Lea, Deputy Chief Inspector of Mines of Great Britain, and Mr. A. E. Crook, Engineering Inspector of Mines, Ministry of Fuel and Power. Other coal-mining men in Canada may be as surprised as I was to learn that there are twenty-five Diesel locomotives in service underground in British gassy coal mines. Many more are in use underground in non-gassy coal mines and in metal mines. Approval has been granted for an additional fifty flame-proof locomotives to be used in gassy mines, and these should be in operation by the end of 1946, or as soon as manufacturing facilities permit.

Jan 1, 1946

By R. H. Fett

T HE APPROACH to maintenance must always be ?completely positive: there must be no question of putting off difficult problems until it is more convenient to tackle them. By this it is meant that a piece of machinery or equipment which, by experience, is known to be due for a check should not, merely because it appears to be operating satisfactorily, be left until it reaches a critical .condition and breaks down. The mentality of the Maintenance Manager must be completely orderly and methodical and he should, in fact, possess a ledger-book mind, having a debit and credit outlook. The debit side would be that applying to time out of service, cost in wages, material, personnel involved, etc., and the credit side that relating to continuous operational time of the locomotive and therefore to the ultimate benefit of the mine and the personnel who work there. The Maintenance Manager is not concerned with design problems, and although he and the personnel under his jurisdiction are not engaged in productive work, he and his staff do, nevertheless, add greatly to or detract from the overall efficiency of the organization. Provided the machinery placed in his care is good to start with, he must take the best steps he possibly can to keep it running. However, he may, on occasion, be forced to improvise and this is where the ingenuity of a clever man rises to the occasion.

Jan 1, 1956

By R. A. Haney

The Mine Safety and Health Administration (MSHA) has conducted studies both in coal and non-coal mines to evaluate methods for sampling diesel particulates in underground mines. The agency is investigating size separation techniques to distinguish between diesel particulate and respirable coal mine dust. Additionally, ashing techniques have been used to distinguish diesel particulate from mineral dust in metal and non-metal mines. As part of these studies, personal exposures to diesel particulate for various mining occupations have been measured. This paper describes the measurement techniques and summarizes the exposure levels for various underground mining operations.

Jan 1, 1993

By R. A. Haney

The Mine Safety and Health Administration (MSHA) has conducted studies both in coal and noncoal mines to evaluate methods for sampling and separating diesel particulates from mineral dust aerosols. The agency is investigating size separation techniques to distinguish between diesel particulate and respirable coal mine dust. Additionally, ashing techniques have been used to distinguish diesel particulate from mineral dust in metal and nonmetal mines. As part of these studies, personal exposures to diesel particulate for various mining occupations have been measured. This paper describes the measurement techniques and summarizes the exposure levels for various underground mining operations.

Jan 1, 1990

By E. D. Dainty, B. E. Enga, D. L. McKinnon

Following considerable laboratory studies concerning particulate control systems for underground use, a program was commenced to develop practical real life implementation systems. This program covers the implementation in seven mines of particulate filter systems to 10 engine models from three engine manufacturers in 12 different vehicle types, a total of 24 vehicles. As the program ran, one mine had to drop out and a mutually agreed upon system could not be arrived at for another. Hence, the program included five Canadian mining companies. Several of the vehicles trialed at Brunswick Mining were trialed by Brunswick themselves. Nonetheless, the data is presented. This paper covers the work performed from the beginning to the end of the demonstration program. Data collected to properly select and design filter systems along with technical conclusions of the demonstration are presented. Also presented are the results of a survey that highlights the participating mines&apos; acceptance of the technology.

Jan 1, 1991

By D. F. O?Connor

The health & safety of all workers in an underground environment is paramount to the success of our operations. The diesel emission reduction projects are key to improving such an environment. However, care must be taken to reduce the risk to personnel during such tests and prevent exposure to other hazards. VALE Inco works in a close partnership with its unionized employees, manufactures, suppliers, researchers and government officials to ensure projects are done safely and efficiently to successful completion. The Creighton Mine Diesel Particulate Filter (DPF) project is an example of such a project that is currently under way to evaluate new and innovative technology that will further our search for improved environment for our workplace. This paper will discuss the issues and processes that are followed to ensure Diesel Particulate Filter (DPF) field tests are conducted safely and productively.

Jan 1, 2009

By A D. Bugarski, G H. Schnakenberg Jr

An investigation was carried out at a US underground mine to characterise diesel aerosols and to asses the effects of various control technologies on the concentrations and properties of particulate matter and gases emitted by heavy-duty diesel-powered equipment. This study was dedicated to evaluating the impact on mine air quality of contemporary diesel particulate filter (DPF) systems installed on mining equipment. Additional efforts were made to assess the effect of blended biodiesel fuels, yellow grease and soy, ultra-low sulfur fuel, a fuel emulsion and of selected diesel oxidation catalysts on air quality and emissions. The carbon analysis performed on the collected samples showed that the tested DPF systems reduced the mass concentrations of elemental carbon in mine air by between 70 per cent and 92 per cent. In addition, TEOM measurements, collected during these tests, showed that the total diesel particulate matter concentration in the mine air was reduced by greater than 65 per cent when DPF systems were used. The tested biodiesel blends were found to reduce elemental carbon concentrations in the mine air by between 49 per cent and 33 per cent, for the B20 (20 per cent biodiesel/80 per cent #2 diesel) of soy and yellow grease respectively and between 66 per cent and 56 per cent for the B50 (50 per cent biodiesel/50 per cent #2 diesel) of soy and yellow grease, respectively. The water-in-diesel fuel emulsion was shown to reduce elemental carbon concentrations by as much as 85 per cent. NO2 measurements showed an increase in the maximum concentrations of NO2 when catalysed DPF systems were used instead of mufflers.

Jan 1, 2005

By F Djukic, T Fisher, G Irving

Questionnaires were sent to 12 underground metalliferous mines in Queensland to enquire how these mines control diesel emissions from mobile diesel engines used underground. Where responses or controls were absent, discussion has been provided. A significant finding concerns secondary ventilation design rates. Some mines were designing ventilation rates to meet the superseded Mines Regulation Act of 1989 which required 0.04 m3/s/kW. The current Queensland Mining and Quarrying Safety and Health Regulation (2001) is risk based. In line with other jurisdictions, including New South Wales (NSW) and most Provinces in Canada, a minimum ventilation rate of 0.06 m3/s/kW is acceptable. However, this design ventilation rate will vary in practice depending on the diesel engines and controls. Dedicated ventilation engineers and technicians should be appointed to evaluate the effectiveness of the ventilation system. Personal exposure monitoring is required to confirm that exposure standards are not being exceeded. The primary control practice should be to reduce the emission at source. This can be ensured by purchasing low emission (Tier 2, Tier 3) equipment. In addition, the use of ultra low sulfur fuel (et al, 2002). Diesel fuel with a low aromatic content such as Eromanga diesel fuel will also mean employees are exposed to lower levels of poly-cyclic aromatic hydrocarbons. These controls should be carried out in parallel with good maintenance practices. Preventative maintenance should be programmed and emissions be routinely tested, including both gaseous and particulate pollutants and compared against defined criteria. According to McGinn, 2002, there are a number of fundamental tools necessary to carry out preventative maintenance. These are outlined in maintenance guidelines and best practices for diesel engines in underground mining produced for the Diesel Emissions Evaluation Program (DEEP). An effective diesel emission management system needs to be fully integrated within the Safety and Health Management System. These requirements are further discussed in this paper.

Jan 1, 2007

By E. A. Metz

Perfect combustion in an engine would produce only water vapor, carbon dioxide and nitrogen as by-products; however, complete combustion is never achieved. As a mobile power plant, the diesel engine is relatively inefficient in terms of energy produced from the energy potential of the fuel. The diesel is not a perfect engine. The fuel burned can undergo a very large number of reactions in the combustion chamber. It only stands to reason that a large number of compounds are contained in the exhaust, actually, thousands of chemicals. The exhaust can be broadly divided into a gaseous phase and a particulate phase. Each phase is made up of organic and inorganic compounds. The vapor phase contains carbon monoxide, sulfur dioxide, various oxides of nitrogen and many hydrocarbons. The particulate phase contains clusters of respirable inorganic particles made mostly of carbon. This paper will address the health hazards, as we know them today, of the major components of the particulate phase in the exhaust of diesel engines. It will briefly examine the operational factors of the diesel engine as it applies to particulate emissions. Longitudinal studies of occupationally exposed miners are needed with documentation of levels of exposure before a chronic effect of exposure can be determined. At this time, it is not possible to conclude from human studies the level of diesel exhaust exposure that results in the observed lung cancer risk.

Jan 1, 2001

By C. O. Stee

Introduction The property of Siscoe Gold Mines, Limited, is located on an island of three hundred and forty acres in lake Kienawisik, about fifty-two miles east of Noranda and forty-three miles south of Amos, Quebec. Lake Kienawisik is a part of the Harricanaw drainage system and is crossed by the main line of the Canadian National railway at Amos. This waterway is navigable for boats with a draught of six to eight feet. Diesel engines have been the source of power at the property since milling operations were commenced in January, 1929. The power plant as first designed and built was for a milling capacity of 100 tons. Two Polar-Atlas units, each of 200 h. p., comprised the original installation. With the growth of the &apos;mine, more engines were added until, at the present time, there is installed at the Siscoe what is rated the largest Diesel plant at any mining property in Canada. Definition of a Diesel &apos;The Diesel engine is an internal combustion engine which works with liquid fuel introduced after, and independently of, the air charge at a time when communication between the cylinder and the outside atmosphere is cut off, and which ignites the fuel by compression-beat and stored combustion-heat unassisted by heat sources outside the cylinder itself while the engine is in stable operating condition"(1).

Jan 1, 1934

By J. H. East, E. R. Maize

INTRODUCTION PROBABLY no other type of equipment is now being introduced into American underground mines about which less is known and about which there is more misinformation than the Diesel mine locomotive. Any equipment installed underground brings with it hazards that were not present before, and it is the purpose of this paper to show that Diesel-powered equipment can be used with safety in underground mining if certain feasible but very important precautions are taken. Diesel locomotives are not new in underground mining, since they have been used successfully in European mines for at least 19 years, but their use in American mines is exceedingly limited; so far as is known, only five Diesel mine locomotives are operating at present in United States mines. Diesel locomotives were permitted underground in Great Britain for the first time in 1939, and the rapid increase in the number in use in those mines, testifies to their safety and efficiency. More than 1300 Diesel mine locomotives are in use in European mines, according to the latest statistics; these locomotives are employed in coal, iron, lead-zinc and mercury mines. So far as is known, the Diesel mine locomotive has not yet caused an explosion or mine fire, and has not been the cause of any fatalities from toxic gases in the mines in which it has been used. ADJUSTMENTS OF DIESEL ENGINES FOR UNDERGROUND USE A Diesel engine adjusted to work in an underground mine should not be confused with the same engine adjusted for use outside the mine. Adjustment of the air:fuel ratio for engines that are used on the surface is intended to give the maximum fuel economy, and little or no attention is given to the chemical composition of the exhaust gas produced. Many such engines are poorly adjusted and perhaps poorly maintained, with the result that the engine emits smoke in quantity as well as the disagreeable odor familiarly associated with Diesel engines. The air:fuel ratio in the case of Diesel engines operated on the surface is generally around 15:1; that is, 15 lb of air to burn 1 lb of fuel. Diesel engines adjusted to work underground usually have an air:fuel ratio of about 20:I, as at this ratio the minimum quantity of toxic gases is given off in the engine exhaust. Diesel engines operated underground must be maintained in better condition than similar engines used on the surface; otherwise, the smoke emitted in the exhaust becomes objectionable if not unendurable. Practically normal air is required for safe operation of Diesel engines underground or in confined places; failure to provide virtually normal air for Diesel engine operation is almost certain to result in trouble. Bureau of Mines engineers have determined that the air in which a Diesel operates in confined places should contain less than 1/2 pct of carbon dioxide and at least 20 pct of

Jan 1, 1947

By J. Ander

About fifteen years age some mines in western Canada commenced using Diesel engines, partly for development work but also for operations on quite a large scale. In the Eastern mining field, the Diesel engine made its appearance some eight years ago and has since, at quite a number of mining plants, proved to be a reliable and economical prime mover. As a result, it is today used more extensively than could have been foreseen only a few years ago, and it is reasonably safe to predict that the next few years will see the Diesel engine utilized to a still greater extent in the Canadian mining industry. It is not much more than thirty years since the first Diesel engine was put in operation. During the early years of this century, the Diesel engine took, so to say, its first faltering steps in public service. Since then it has reached a high state of perfection, and its importance has grown in a most remarkable way, until today it is used in practically every field where power is required. It is slowly but surely superceding steam for a great many purposes, as, for instance, for ship propulsion. While in 1921 only about 8 per cent of all tonnage launched was motor-driven, the proportion had grown to 38 per cent in 1927, and for 1929 it was slightly over 45 per cent. Some of the finest passenger liners afloat are Diesel-driven. In the early days, Diesel engines were built only in comparatively small units. Today engines with a capacity per unit of up to 10,000 horsepower, or even more, are being built for marine and stationary purposes.

Jan 1, 1930

Improved safety, economy, and flexibility-which translate into increased productivity-promote the case for greater utilization of diesel-powered equipment in underground coal mines. On the other hand, opponents of diesel use say that the alleged health hazards are not worth it. Who&apos;s right? The continuing debate was the focus of a special "Diesels in Underground Coal Mining" session held during the SME-AIME Fall Meeting in Lake Buena Vista, Fla., last September. Looking at the record to date, there are more than 20,000 diesel-powered units operating in underground mines throughout the world; more than 1000 are in Western European coal mines and 10,000 such units are in North American mines. Surprisingly, of the 10,000 North American units, only 200 are utilized in US underground coal mines.

Jan 4, 1979

By Aleksandar D. Bugarski, Dylan A. Ritter

The results of laboratory characterization of tailpipe emissions for three “clean” engines that meet U.S. EPA Tier 4 final emissions standards were used to assess the viability and effectiveness of repowering existing engines and powering new mobile equipment with those engines as a control strategy for reducing exposure of underground miners to diesel aerosol and criteria gases. The evaluated engines were representative of those that achieve the emission standards through implementation of various in-cylinder emissions control strategies, use of crankcase filtration, and use of three types of exhaust aftertreatment systems: (1) diesel oxidation catalytic converter (DOC), (2) combination of DOC and the full-flow wall flow monolith diesel particulate filter (DPF), or (3) combination of DOC, diesel exhaust fluid (DEF) based selective catalytic reduction (SCR) system, and ammonia slip catalyst (ASC). The study showed that the highest reductions in concentrations of diesel aerosols in underground workings, in terms of both mass and number, could be achieved if the engines, preferably in all power classes, are fitted with viable DPF systems. The use of U.S. EPA Tier 4 final engines equipped with DOC and DOC/SCR/ASC systems could help operators to considerably reduce mass, but not number concentrations of aerosols. The emissions of two of the evaluated engines, one equipped with DOC and the other equipped with DOC/DPF systems, were characterized by substantial secondary NO2 emissions that would limit the viability of those engines for underground mining applications. It appears that the catalyst formulations used in the exhaust aftertreatment systems of the “clean” engines marketed to the underground mining industry need to be formulated to minimize the potential for generation of secondary NO2 emissions. The results indicate that the engines fitted with viable SCR/ASC systems present a low-NO2 alternative. All three “clean” engines were found to have low CO output. Therefore, due to nuances associated with the use of diesel-powered mobile equipment in underground mines, special attention needs to be paid to the selection and potentially optimization of “clean” engines for underground mining applications.

Feb 1, 2025

By J. A. Brusset

THE Adanac mine was opened by West Canadian Collieries, Ltd. in 1943, and the question soon arose as to which system of haulage should be selected. Compressed-air locomotives and ropes were rejected on the ground of high cost. Since under the Alberta Mines Act the use of trolley locomotives underground in coal seams is not permitted, the choice lay between storage battery and Diesel locomotives, The preference of the author, who had experience with both in gassy French coal mines prior to 1930, was for Diesel locomotives due to lower cost of installation and greater flexibility and reliability. It was realized that the adoption of Diesels would be somewhat of an innovation since in the United States the mining laws prohibit their use under- ground in coal mines, and in Great Britain in 1943 their use was only in the incipient stage. By 1945, 25 Diesel locomotives were in use underground in gassy mines in Great Britain, and approval had been granted for the use of an additional fifty of two approved types also for gassy mines. Numerous special regulations of the British Coal Mines Act have been formulated to govern the use of Diesel locomotives. For instance, they are not allowed closer than 200 yards from the working face; daily inspections are required; and a weekly checkup and cleaning must be given the engine by a competent engineer. Also, methane content of the air in the roadway can never exceed 1.25 percent, and daily checks must be made if it exceeds 0.75 percent. Under Alberta regulations, we were required to use a flameproof type engine, to be used only in fresh air intake. The engine fumes had to travel along a separate ventilation split where no man was permanently employed. It is forbidden to run a

Jan 1, 1949

By B. A. Peppley

The current most common method of hydrogen production for fuel cell systems, including SOFC systems, is autothermal reforming. Autothermal reformers have a number of advantages including fast start up and load following and ease of control. However, there are a number of problems inherent with the addition of air into a system connected to the anode feed such as dilution of the fuel with nitrogen and the potential for oxygen to reach the anode chamber directly. Pure steam reforming, which does not involve air addition, provides a richer fuel mixture to the SOFC anode and is inherently safer than autothermal reforming. Although in theory pure steam reforming can be shown to provide these advantages, a number of technical problems need to be overcome before such a system can be practical. In particular, issues such as catalyst degradation due to poisoning and thermal sintering, coking, as well as fuel-steam mixing need to be addressed. Experimental results from a prototype reformer will be presented to illustrate a number of these points. This paper will compare differences in system efficiency, safety and complexity between autothermal/SOFC systems versus a steam reformer/SOFC system. A system simulation will be utilized that is able to account for material and energy balances for a SOFC power generator operating on diesel fuel. The requirements for improved catalysts will be discussed and an analysis of the potential benefits of sulfur tolerance and lower temperature activity will be considered.

Jan 1, 2005