Performance of an experimental diesel engine was investigated when fueled with CTL20 (80% ULSD#2 (ultra-low sulfur diesel) blended with 20% Fischer-Tropsch coal-to-liquid (CTL) fuel. CTL fuel was selected given its potential as an alternative fuel that can supplement the ULSD supply. Combustion and emissions were studied in a common rail, supercharged, single cylinder DI engine with 15% exhaust gas recirculation operated at 1500 RPM and 4.5 bar IMEP in reference to a diesel baseline. The injection pressure was varied from 800–1200 bar while injection timing was tested from 15° to 22° CAD BTDC to optimize combustion. Similar in-cylinder pressures and temperatures were observed for both fuels at the same injection pressure and timing; the maximum heat release and in cylinder pressure and temperatures increased with higher rail pressure. CTL20 had a retarded premixed burn peak by 5 to 8 J/CAD compared to diesel at the same injection pressure and timing. This can be related to a delayed ignition of CTL20 which allowed for higher peak premixed combustion. In-cylinder convection and radiation heat fluxes were stable across injection pressures for both fuels around 1.7 MW/m 2 and 0.4 MW/m 2 , respectively. NO x decreased with CTL20 at higher injection pressure while soot was relatively increased at lower injection pressure. CTL20 decreased BSFC by 3–5% compared to ULSD#2 at 800–1200 bar injection. The mechanical efficiency was maintained around 65% for ULSD#2 as well as for CTL20 during operation at all injection pressures. The study suggests that CTL fuel can be used at 20% as a binary mixture in ULSD#2 while sustaining performance in the experimental engine.

A turbocharged three cylinder automotive common rail diesel engine was modified to operate in the n-butanol diesel dual fuel mode. The quantity of butanol injected by the port fuel injectors and the rail pressure, injection timing and number of injection pulses of diesel were varied using open engine controllers. Experiments were performed in the dual fuel mode at a constant speed of 1800 rpm at varying BMEPs. Butanol to diesel energy share (BDES) was varied and the injection timing of diesel was always set for highest brake thermal efficiency (BTE). Single pulse injection (SPI) and two pulse injection (TPI) of diesel were evaluated. In SPI with increase in butanol diesel energy share (BDES), BTE remained unchanged. At high loads and high BDES the heat release rate variation indicated that butanol auto ignited before diesel with both SPI and TPI of diesel. NO emission always decreased because of reduced temperatures due to evaporation of butanol. Butanol also reduced the smoke levels except at high loads. HC levels were always higher. With optimized injection parameters TPI of diesel resulted in lower NO, similar smoke and BTE with lesser rate of pressure rise as compared to SPI of diesel.

The fast unloading of solid fuels shipped in bottom dump Rail Cars can be challenging when finances are limited. This presentation will explain the achievement of fast Rail Car unloading at a relatively low cost. An upgraded design of a trackside Rail Car Discharger is now being appraised. This kind of unloader pneumatically extends a longitudinal member that engages and vibrates one side of the car. Previously, it was designed to vibrate and unload cars constructed of Steel. When oil became more costly, the same standard car began to be made of Aluminum, which reduced its freight rate. That kind of car prompted the upgrade in the design of this type of Discharger. For example, all the stresses transferred to the car by the vibration had to be markedly reduced. The unloading of a 100 car Unitrain that had a 100 ton load in each car was wanted to be done in 4 hours. This equates to the unloading time of Rotary Car Dumpers. The first redesigned Discharger has been in productive service for more than 1 year. To date, the longest Unitrain to be unloaded is 80 cars, which was easily emptied in 4 hours. While a Unitrain with 100 cars is still being awaited, this unit is heralded for its proven accomplishments. Namely, it can equal the performance of a Rotary Car Dumper at less than about a fourth of the cost. To observe this fast unloading of Aluminum cars, the installation is located in southwest Ohio. A requested site visit could be arranged.

Power plants originally designed to be decommissioned at 20–30 years are extending their service life by removing/replacing major power plant components. This requirement is contrary to the original floor and workspace designs engineered for power plants. Feedwater heaters, casks, heat exchangers, and other very large (50 ′ ±) and heavy (20–100 Ton) components can overcome floor and space restrictions by using a combination of air casters and cranes. This proven methodology saves in excess of 75% of the cost of a standard crane-only operation and significantly reduces the possibility of permanent floor damage. Air caster transport systems are low profile and easily insert under industrial heaters, exchangers, transformers, etc. The casters raise components and carry them across the floor, spreading the multi-ton weight across the surface area without damage to the floor or component. Air casters are frictionless even with the heaviest loads, and significantly reduce ergonomic risk while also providing the benefit of requiring a reduced workforce to move the component across the floor. Controlled drive systems allow a single operator to easily move components omni-directionally without wheels or rails, and into position within .5 ″ (13mm) accuracy. The air caster methodology for moving heavy loads was referenced as proven effective in existing nuclear plants in the 2004 ICONE paper presented by Tokyo Power. Air casters, often coupled with cranes, significantly lower material handling costs associated with new installation and repair/refurbishment of components up to and over 5000 tons. Air casters operate on normal compressed air and have very few moving parts, resulting in low ongoing maintenance costs.

All the different kinds of coal which are often non-flowable are successfully being “induced” to vertically flow and discharge from storage. This includes Bins, Silos, and Rail Cars which can completely empty. The Storage Piles are being made safe for added reclaim.