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The influence of fuel additives on automobile exhaust emissions was studied using engines currently found in the U.S. vehicle population. The fuel additives used in the experiment were four multifunctional additives and one lead antiknock additive. Experimental work was done to determine both the direct effect of the additive per se on exhaust emissions and the influence of Long-term additive effects on emissions with mileage accumulation. Results showed no significant direct or intermediate effect on exhaust emissions for any additives tested. In subsequent experimental work concerned with the long-term or indirect effects of additives, the detergent-dispersant additives were found to have little influence on emissions when used in conjunction with high-quality oil and motor fuel. The lead (tetraethyl) antiknock additive increased exhaust hydrocarbons approximately 12 to 17 percent during a 4,000-mile accumulation period using a base fuel containing 2 ml of tetraethyl lead per gallon. An unleaded fuel was used during a similar accumulation period with no significant increase in exhaust hydrocarbons with mileage.

Jan 1, 1971

The National Institute of Occupational Safety and Health has classified diesel exhaust as a potential human carcinogen. Though standards for diesel particulate matter (DPM) in the work place have not been established, concern for the health of miners is prompting mine operators to consider methods for reducing worker exposure to diesel exhaust. Approach One of many methods for reducing DPM being investigated by the Bureau of Mines is the use of additives in diesel fuel to improve combustion. Research Results Three fuel additives have been tested in Caterpillar and Deutz diesel engines which are similar to types used in underground mines. One iron-based additive containing ferrous picrate had no effect on emissions. A second iron-based additive containing ferrocene reduced DPM between 5 and 45 pet depending on engine operating conditions. The 37-pct reduction for an 8-minute duty cycle, which includes a wide range of transient loads and speeds, is considered to represent in-mine performance.

Jan 1, 1990

By Frank C. Stevens

The availability, cost and use of fuel and electricity for the cement industry is difficult to predict with a great degree of accuracy because the historical pattern of factors affecting energy was disrupted during the years 1972, 1973 and 1974. Forecasting is both an art and science and is based on .the premise that the best indicator of the future is the past. Statistical data is used to guide economists and businessmen in their predictions of the future. Even though the energy picture is changing, it is believed that electricity and fuel will be available for the cement industry in the foreseeable future, and this energy will be more costly in relation to the other items that are part of the manufacturing costs for portland cement.

Jan 1, 1977

By Robert Schorr

A Discussion of the Paper by Robert Schorr, read at the Atlantic City meeting, February, 1904. (Washington Meeting, May, 1905.) E. T. DUMBLE, Houston, Texas (communication to the Secretary*) :-In addition to the list of publications mentioned by Mr. Schorr and those by Prof. Hofman, I call attention to the following references : Studi sulle Lignite, by Capacci. Turin (1890). (An excellent work.) Report of Brown Coal Industry in Germany. J. Cosmo Newberry. Department of Mines, Victoria (1892). Second Report of the Royal Commission. on Coal Supply. Vol. II. London (1904). Peat Fuel: Its Manufacture and Use. Report of the Bureau of Mines of Ontario, 1903. Mr. Schorr says : " Brown coal and peat are briquetted as a rule without binder," but this statement is entirely true only so far as raw peat is concerned, and it is but partly true of brown coal. With regard to raw peat, briquetting without bond is carried on successfully both in Europe and America, and the development of the industry in Canada is fully described in the Bureau of Mines report for 1903, mentioned above. While there is still room for improvement in the efficiency of some of the arrangements for drying the peat previous to briquetting, a very satisfactory fuel is made at a price which enables it to compete with coal. During the late strike in the anthracite regions of Pennsylvania, the manufacture of peat: briquettes received a considerable impetus, and possibly the attention directed to it on this account may result in a. considerable increase in the output. In Canada. the peat when it is first excavated from the ground

Mar 1, 1905

It has been suggested that it would be a desirable feature in connection with the Chicago meeting of the, Institute in September to arrange for a return trip for the fuel men through the coal fields of Illinois, Ohio and Pennsylvania, stopping at various points and possibly touching also Kentucky. Perhaps the petroleum men would be interested in a similar trip and might join them stopping off at different points to visit these oil fields. If the members who would-be interested in such a trip will advise the Secretary before the first of June, indicating their desired stopping points, steps will be taken to perfect arrangements accordingly.

Jan 5, 1919

By K-A. Adamson

If fuel cells and hydrogen are to become a mass market reality a substantial amount of further research and development needs to be undertaken. Work in hydrogen storage, production, the economics of all aspects of fuel cells and hydrogen, materials balances, and product integration are just a few of the areas that are under focus. Setting R&D targets, and providing R&D funding are therefore areas that are central to the long term development of the market, and areas in which a number of governments worldwide are highly active. Some governments, such as Japan and Korea, have set a number of very ambitious, highly focused, long term targets and are backing this up with substantial funding, others such as the EU are working on a more integrated approach, wrapping some fairly fundamental R&D into large integrated projects which run in combination with a number of other market aspects, such as public acceptance and roadmapping. The US is slightly different, in that although is has a number of long term programmes and targets, FreedomCar and SuperGen being just two, the levels of funding are set annually with the passing of each years Fiscal Budget. This paper takes three high profile regions and analyses the R&D targets and funding levels for fuel cells and hydrogen. Criteria that will be looked at include: Time frame of target(s), level of ambition, funding issues, including: Funding windows, levels available, funding barriers, overall programme goals. The added value to this paper is that it will provide a clearer picture of where each region is heading, what are its strengths and weaknesses, in terms of R&D and where there may be areas for potential international collaboration.

Jan 1, 2005

By Marc Bétournay

This article examines how fuel cell technology and related power distribution system fits within mine operating requirements. Considerations for improvement of power plant architecture and functions to yield production advantages are presented. Improvements to conventional mining approaches are also discussed.

May 1, 2007

By Fred C. Delabbio

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.

May 1, 2003

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