EPA-65Q/2-74-Q22
March 1974
Environmental Protection Technology Series
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EPA-650/2-74-022
COKE CHARGING
POLLUTION CONTROL
DEMONSTRATION
by
J. H. Stoltz
Jones and Laughlin Steel Corporation
Pittsburgh, Pa. 15219
Contract No . CPA 70-162
ROAP No. 21AFF-03
Program Element No. 1AB013
EPA Project Officer: Robert V . Hendriks
Control Systems Laboratory
National Environmental Research Center
Research Triangle Park, North Carolina 27711
Prepared for
AMERICAN IRON AND STEEL INSTITUTE
150 EAST 42nd STREET
NEW YORK, N. Y. 10017
and
OFFICE OF RESEARCH AND DEVELOPMENT
U.S. ENVIRONMENTAL PROTECTION AGENCY
WASHINGTON, D. C. 20460
March 1974
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This report has been reviewed by the Environmental Protection Age
and approved for publication. Approval does not signify that
contents necessarily reflect the views and policies of the Agency,
nor does mention of trade names or commercial products consti u
endorsement or recommendation for use.
11
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ABSTRACT
This report presents the results of demonstrating a coke oven
charging system designed to reduce emissions sufficiently to meet
future air pollution control requirements and improve the
environment on top of the battery for operating personnel. The
work included detailed engineering, construction, and testing of
a prototype system on an existing battery with a single gas
collecting main.
The results of the demonstration show that although a signi-
ficant reduction in emissions has been attained, it will be
necessary to modify the system with a double gas off-take to
approach smokeless charging conditions. This system can be
applied to new batteries or to existing batteries where a double
gas off-take exists or can be obtained by some means such as a
second collecting main or "jumper" pipes.
The battery top environment was improved for the larry car
operator as a result of performing the charging sequence from
within an air conditioned cab. Although a lidman is required
on the top side of the battery, his work conditions have been
improved as a result of performing lidding and dampering opera-
tions with the larry car.
This report was submitted in fulfillment of Contract CPA
70-162 under the joint sponsorship of the Environmental
Protection Agency and the American Iron and Steel Institute.
Work was completed in March, 1974.
111
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CONTENTS
PAGE
Abstract iii
List of Figures vi
List of Tables ix
Acknowledgments x
SECTIONS
I Conclusions 1
II Recommendations 11
III Introduction 15
IV The AISI/EPA Charging System 20
V Charging Equipment Description 30
VI Project Results - Smokeless Charging 66
VII Project Results - Process Control 86
VIII Project Results-- Performance of Equipment 96
IX Application of System to New Batteries 167
X Application of System to Existing Batteries 176
XI Cost Data 180
XII Bibliography 190
XIII Glossary 192
XIV Conversion Factors 194
iv
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CONTENTS
SECTIONS
XV Appendices 195
A. Oven Pressure Measurements
B. Reliability Data 198
C. Leveler Bar Investigation 213
D. Emission Data 250
E. Empty Oven Tests 272
F. Battery Dimensional Variations 280
G. Ascension Pipe Particulate Sampling 284
v
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FIGURES
NO. PAGE
1 Charging Emissions - AISI/EPA Car 2
2 Charging Emissions - Conventional Car 3
3 Emissions - Conventional Charging 16
4 Emissions - Conventional Charging 17
5 Charging System - Single Gas Off-Take 21
6 AISI/EPA Charging System Automation 22
7 AISI/EPA Larry Car 31
8 Cross-Section P-4 Battery 32
9 Coal Charging Car Arrangement 33
10 Coal Charging Car Arrangement 34
11 Drop Sleeve Feeder Operation 35
12 Automatic Lid Lifter 37
13 Place Oven On-The-Main 39
14 Oven Dampered-Off 40
15 Ascension Pipe Cleaner 42
16 Operation of Positioning System 44
17 Positioning System Arrangement 45
18 Lid Lifter and Drop Sleeve Hydraulic Panel 47
19 Environmental Unit Arrangement 49
20 Environmental Unit - Top View 50
21 Pusher- Charging Car Interlock 53
22 Carrier Current Signal System 54a
23 Leveler Door Operator 57
24 Leveler Door 58
25 Existing P-4 Ascension Pipe 60
26 New Design Ascension Pipe 61
27 Self Cleaning Steam Nozzle 63
28 Charging Hole Lid 64
29 Butterfly Oscillation Angle 74
30 Coal Level Profile During Charging 77
31 Jumper Pipe Charging 80
32 Jumper Pipe Arrangement 81
33 Gravity Feed Hopper Test Arrangement 97
34 Drop Sleeve Seating 99
35 Hopper Fatigue Crack 101
36 Coal Level Sensor 110
37 Bent Steam Linkage Rod 118
VI
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FIGURES
(continued)
PAGE
NO. -
120
38 Ascension Pipe Operating Linkage
39 Ascension Pipe Operating Linkage
40 Broken Standpipe Cap Hinge Lugs
41 Damper Stop Mechanism
42 Self Aligning Gooseneck Cleaner 127
43 Gooseneck Cleaner Operation Description 128
44 Positioning System Accuracy Data 131
45 Insulation of Proximity Switch 13 9
46 Open Web Leveler Bar 1^7
47 Leveler Bar Bulb Angle Cross-Section 150
48 Solid Web Leveler Bar 151
49 Wedge-Shaped Leveler Bar 152
50 Empty Oven Tests 157
51 Ascension Pipe Ejector Performance 159
52 Double-Piston Self-Cleaning Steam Nozzle 163
53 Ascension Pipe Elbow Covers 164
54 Oven Pressure Recording 197
55 Definition of Larry Car Availability 201
56 Definition of Larry Car Production Index 205
57 Larry Cars on P-4 Battery 206
58 Larry Car Performance Record 207
59 Larry Car Performance - Data Form 208
60 Larry Car Performance - 3 Months 208a
61 Microstructure - Leveler Bar Steel 221
62 Leveler Bar Web 222
63 Leveler Bar Temperature Distribution 224
64 Leveler Bar Temperature Distribution 226
65 Leveler Bar in Coke Oven 227
66 Leveler Bar Thermocouple Locations 228
67 Thermocouple Switching Circuit 230
68 Leveler Bar Temperature 235
69 Leveler Bar Temperature 236
70 Leveler Bar Temperature 237
71 Leveler Bar Temperature 238
72 Leveler Bar Temperature 240
VII
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FIGURES
(continued)
NO. PAGE
73 Leveler Bar Temperature Rise 241
74 Leveler Bar Heating Time 243
75 Orifice Flow Meter 273
76 P-4 Battery Dimensional Growth 281
77 Photomicrographs of Suspended Solids in Tar 286a
78 Ascension Pipe Coal Carry-over Sampling 292
79 Coal Sampling Apparatus 293
Vlll
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TABLES
NO. PAGE
1 Charging Emissions - Single Gas Off-Take 4
2 Charging Emissions - Jumper Pipe 6
3 Larry Car Charging Emissions 67
4 Larry Car Charging Emission Data 69
5 Charging Emissions, Variable Steam Pressure 71
6 Tar Samples P-4 Battery 90a
7 Production Tar Analysis 91
8 Coke Oven Gas Analysis 93
9 Gum Content of Circulating Wash Oil 94
10 Larry Car Capital Costs 181
11 Pusher Machine Capital Costs 182
12 Battery Modification Capital Costs 183
13 Charging System Options 184
14 Leveler Bar Costs 185
15 Larry Car Maintenance Requirements 187
16 Other Charging Maintenance Requirements 188
17 Type of Larry Car Failures - December 209
18 Type of Larry Car Failures - January 210
18a Type of Larry Car Failures - February 210a
19 Larry Car Failures - January 211
20 Larry Car Maintenance - January 212
21 Operating Problems - January 212b
22 Leveler Bar Chemical Analysis 219
23 Leveler Bar Mechanical Test Results 220
24 Partial Summary Leveler Bar Heat-Up Data 232
25 Regression Analysis - Final Leveling Bar
Temperature 233
26 Summary of Leveler Bar Heat-Up Data 247
27 Leveler Bar Correlation Matrix for Midel 248
28 Distribution and Size of Suspended Solids in Tar 286b
IX
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ACKNOWLEDGMENTS
It is not possible to acknowledge all the names of the many
individuals who willingly gave of their time and made contributions
to the project. Dr. T. E. Dancy* directed the early development
work at J&L Steel involving J. J. Butler and J. P. Connolly.
Engineering work by Koppers Company was the responsibility of
S. P. Resko and L. G. Tucker.
Major contributions to this AISI program were made by members
of the Joint Coordinating Group on Coke Plant Equipment under the
Chairmanship of F. C. Lauer, Assistant Works Manager, Aliquippa
Works, J&L Steel. This chairmanship is now held by J. G. Munson,
Jr., U. S. Steel Corporation. Mr. R. L. Dobson, Wheeling-Pittsburgh
Steel, as Chairman of the Technical Committee on Coke Oven Practice,
was actively involved. The advice of W. M. Smith in the area of
emission and environmental testing is acknowledged.
Dr. E. O. Kirkendall, Vice President, AISI, was the Project
Director and responsible for all work performed on this contract
with the Federal Government. The interests of the Environmental
Protection Agency, in helping with the development of a smokeless
charging system, were represented by N. Plaks and R. V. Hendriks.
The project at Jones & Laughlin was under the management of
W. G. Ulevich. Test work atP-4 Battery involved the close
cooperation of the By-Product Department and the help given by
T. R. Greer, Superintendent, was appreciated. The direct
supervision of the work on P-4 Battery was the responsibility of
J. R. Lee whose many contributions helped bring about an operable
system. He was succeeded by T. G. Szczepanski, whose oven
experience was utilized in solving operating system problems.
Particular thanks are due J&L personnel L. J. Tyrrell,
Maintenance; A. A. Mammarelli, Environmental Control; E. C. Renninger
and G. W. Kiefer, Operations; J. L. Kiefer, Chief Chemist;
J. L. Sundholm and R. W. Helm, Engineering; C. E. Earth, Electrical
Maintenance; N. C. DeLuca, E. A. Mizikar, L. S. Pope, and
R. M. Patalsky, Research; and B. A. Zemke, Development Engineering.
* T. E. Dancy Now with Sidbec - Dosco, Montreal, Canada
x
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The work done on this system would not have been possible
without the engineering by Koppers Company. This portion of the
project was managed by W. D. Edgar. The work of Koppers engineers
H. R. Bartlebaugh, larry car design, and E. C. Hetrick is
acknowledged.
The larry car cab and control room and the electrical systan
were furnished by General Electric.
And a final note of appreciation is due Jane Mattes, who typed
the many required reports in addition to this final one. Milan
Mrkobrad made all the sketches.
The work upon which this publication is based was performed
pursuant to Contract No. CPA-70-162 with the Environmental
Protection Agency.
J. H. Stoltz
Project Supervisor
XI
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SECTION I
CONCLUSIONS
A full scale demonstration of a coke oven charging system
designed to meet future air pollution standards was engineered,
built, installed, and tested on an existing battery with a single
gas collecting main. A one year test program was included to
permit design modifications to be made where necessary to
improve system reliability. Specific test procedures were used
in making an evaluation of the charging emissions and equipment
reliability.
CHARGING EMISSIONS
The system was to reduce emissions sufficiently to meet future
air pollution control regulations. The quantitative evaluation
of emissions was determined visually according to the number of
seconds the charging emissions correspond to a given Ringelmann
number or equivalent opacity.
After a year's operation, it can be concluded that the present
system has resulted in a significant reduction in emissions dur-
ing charging when compared with the results using conventional
charging cars at P-4 battery. A direct comparison of results can
be made from Figure 1 which shows average emissions from the new
P-5 larry car. Similar data for the P-3 conventional table feed
larry car is shown on Figure 2. The data, taken by the emission
control engineer, is presented in terms of opacity.
In spite of this improvement, the average charging emissions
have not been reduced to a level that will meet the minimum
acceptable criteria for this project, nor will they meet the local
air pollution control regulations now applicable to P-4 battery.
Table 1 compares the emissions which occur during charging with
the various air pollution criteria.. The emission data presented
represents the best results that can be reasonably expected when
all components are functioning properly.
There have been a few smokeless charges made with this
system, but they represent the exception to normal performance.
It has not been possible to make smokeless charges consistently
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N)
(ft
0
t)
ISO
140
130
120
110
100
90
80
7O
GO
so
40
so
20
10
COKE OVEM
O15SERVAT1OUS
S POR, U
WITH AlSil/ErPA
DATE-. OCT. ,1973
OPACI'TV As A FuudTtcm Of
TIM&
GO
80
OPACITY , percent
1
-------
(ft
^
o
o
o
(0
ISO
140
130
120
no
100
9.0
80
70
60
50
40
30
20
10
COKE, OV&N
DATE: OCT. 1973
FOR 2O
WITH' P -3 TATTLE,
L-ARRY
A FUHCTIOK OF
OPACITY
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Table 1. LARRY CAR CHARGING EMISSIONS COMPARED WITH VARIOUS
ACCEPTABLE CRITERIA
(Single gas off-take)
Measured Parameter
Seconds
Avg. charge cycle time
Avg . TO
Avg . Tl
Avg . T2
Avg. T3
5 Charges
December
1973
258.6
68.8
85.6
71.0
37.0
Minimum
Acceptable
Criteria
for Project
Xa
X
X
^ 108b
<: 36
Local Air Eollution
Regulations
X
X
X
0
0
a. X - No limiting value.
b. Criteria values are based on 5 charges per hour.
Charge Cycle Time = Interval from start of coal charge till
re-lidding complete.
TO = Number of seconds no smoke.
Tl = Number of seconds in which smoke opacity
is less than 20% (Ringelmann #1) but
greater than TO.
T2 = Number of seconds in which smoke opacity is
less than 40% (Ringelmann #2) but greater
than Tl.
T3 = Number of seconds in which smoke opacity is
equal or greater than 40% (Ringelmann #2)
4
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SECTION I (cont.)
because during leveling there is no way to assure an open gas
passage at the top of the oven with a single gas off-take.
ACHIEVEMENT OF SMOKELESS CHARGING
To approach smokeless charging conditions (any and all smoke
less than 20% opacity), it is necessary that the system be modified
by the addition of a second gas off-take at each oven. As
described in the section on Project Results (pg. 78), the addition
of a "jumper pipe" connecting the extra coke side smoke hole on
one pair of ovens was used to observe the effect of a double gas
off-take. The results of fifteen charges using jumper pipes, shown
in Table 2, can be compared with the results in using a single
gas off-take in Table 1.
Emissions equal to or exceeding 20% opacity occurred for an
average of 8.4 seconds per charge. It may be possible to
reduce this average value somewhat as additional experience is
gained in the use of jumper pipes.
BY PRODUCT SYSTEM
At this time, any adverse effects of this charging system on
the By-Products appears to be minimal. Since the raw gas from
five batteries make up the by-products, it is difficult to isolate
the effects of this charging system from the whole. During the
past year there has been no significant change in the quality
of the tar.
The following changes have occurred that may be attributed
to the installation of "jumper pipes" on the other four batter-
ies as well as the effect of this charging system on P-4 battery.
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Table 2. LARRY CAR CHARGING EMISSIONS USING A JUMPER PIPE
(Double gas off-take)
Measured Parameter
Seconds
Avg. charge cycle time
Avg . TO
Avg . Tl
Avg . T2
Avg . T3
15 Charges
Ja nu ar y-Ma r ch
1974
219 .5
197.6
13.5
4.0
4.4
Smokeless
Charging
X
X
X
0
0
Definition of Terms Shown Below Table 1.
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BY-PRODUCT SYSTEM (continued)
1. The air content of the coke oven gas has increased somewhat
( 20%) as evidenced by an increase in nitrogen.
2. The sludge taken from the flushing liquor decanter tanks has
increased about 15% during the past year.
3. The frequency at which condensate drains requires cleaning
has increased in the past year, and the drain tar is heavier.
This is noticable at the primary cooler, the gas exhauster,
the tar extractor, and the gas booster (compressor).
4. The result of accidentally leaving the aspirating steam on
several ovens (beyond the charging requirements) is to
increase the volume of coke oven gas. An excessive increase
in gas will overload the primary cooler causing ah increase
in the temperature of the gas. This results in a correspond-
ing increase in gas volume which, if of sufficient magnitude,
can reach the limit of the gas exhauster. This causes
increased back pressure that will decrease the oven suction.
None of these effects represents a significant problem at
this time.
CHARGING EQUIPMENT RELIABILITY
The coal charging car and associated equipment was to achieve
sufficient reliability so as to be available for satisfactory
production operation 90% of the total scheduled operating time.
The larry car availability measured over a three-month period
was 86.0%. The two principal factors which limit the reliability
are:
1. Failure of hydraulic equipment, sensors, and wiring
principally as a result of burning gases under pressure.
2. Failure of wet coal to reliably discharge from the hopper
drop sleeves.
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IMPROVE WORKER ENVIRONMENT ON TOP OF BATTERY
The environment on top of the battery was to be improved for
operating personnel. The charging equipment was mechanized and
automated so that normal duties of the charging car operator
could be performed from within the controlled environment of an
enclosed cab. By incorporating the functions of lidding, damper-
ing, and steam aspirating into the larry car operation, it was
hoped that there would be no need for continually exposing any
operating personnel to the top side battery environment. The
opening and closing of the leveler door was mechanized so that
the pusherman could operate the door from within the pusher cab,
and avoid exposure to oven flames.
Charging Car Operator's Environment
The top battery environment of the charging car operator
has been considerably improved as a result of initiating
sequences from within an air conditioned cab.
At the present time there are three occasions for the operator
to leave the cab.
1. Cleans gooseneck with manual swab.
2. After placing oven on-the-main, he usually inspects ascension
pipe linkage to determine proper operation.
3. If problem arises with coal feed, he leaves cab to look
inside hoppers, and, if necessary, he leaves the car to
start coal flow with a steel rod at the drop sleeves.
Manual cleaning of the gooseneck will no longer be required
if the remotely operated cleaner becomes fully operational.
The inspection of ascension pipe linkages takes only a few seconds
and represents no serious exposure. The problem of coal feed
represents the most severe shortcoming. With wet coal conditions
this problem may occur on about 10% of the charges. The
operator's time outside the cab on the battery averages less
than 15% of the total, thus representing a significant reduction
in exposure. If improvements in the coal feed system are achieved
this figure can be cut in half.
8
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Lidman's Environment
The dimensional variations of the standpipes with respect to
the larry car position has limited the reliability of the
mechanized damper and steam aspirating system. The lidman
operates the linkages on those ovens where satisfactory mechanized
operation has not been attained. The performance of the lid
lifters has been satisfactory and has virtually eliminated the
worst task of lidding. However there are a few times when manual
lidding must be performed even though the mechanical lidding is
reliable and working. The lidman must perform additional tasks
which include sealing of oven ports when necessary.
When jumper pipes are installed on this battery, it will be
necessary for the lidman to manually operate the jumper pipe
valve and control the aspirating steam valves. Operation of
the damper and ascension pipe lid will be done by the larry car,
utilizing the lidman only in case of a malfunction.
The exposure of the lidman to emissions has been significantly
reduced as a result of improving charging performance, and the
use of a lid lifter.
Pusherman's Environment
The use of a mechanized leveler door operator has improved
the pusherman's environment as a result of operating the doors
from within the cab. He now opens the door manually only in
case of occasional equipment malfunction.
AUTOMATIC CHARGING
The larry car operator was provided with two methods for
controlling the coal charging process. The automatic mode
initiated operations according to pre-determined sequential
criteria. The manual mode of charging was accomplished by
initiating individual sequences under the operator's direction.
The automatic sequence was not used extensively. The
principal problem was related to its basic design which required
successful completion of a given sequence prior to initiating
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AUTOMATIC CHARGING (continued)
the next step. If a sub-operation was not completed, it was
necessary to switch to the manual mode in order to continue.
An example is the failure of coal to flow from one of the
drop sleeves. Under these conditions the operator closes the
butterfly valves of the unaffected hoppers, and uses a bar to
initiate proper coal flow. He then opens all butterfly valves
and resumes normal charging. This type of problem occurs with
sufficient frequency that makes it impractical to use the auto-
matic mode.
The automatic system did work when the charging equipment
performed as designed. The signal system between the larry car
and the pusher machine functioned properly, but the wayside loop
at the pusher machine would require relocation away from exposure
to flame to achieve acceptable reliability.
The manual mode used in charging has sufficient flexibility
and reliability to enable an operator to use it with confidence.
The use of this manual mode appears to be an acceptable means
of charging ovens.
ENVIRONMENTAL CONTROL UNIT
The air in the larry car cab and control room was conditioned
by an environmental control unit. This unit was designed to
remove particulates and harmful concentrations of coal tar pitch
volatiles, SO2, H2S, and CO from the incoming air. It also
controlled the air temperature.
The unit does provide the larry car operator with an
improved environment.. It has been expensive to maintain and
it failed to meet the specifications for removal of particulates,
coal tar pitch volatiles, and CO.
10
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SECTION II
RECOMMENDATIONS
SMOKELESS CHARGING
As a result of extensive test work on the single gas off-
take system, and observations using the double gas off-take
(jumper pipes), it is recommended that a 'double gas off-take be
used so that an open gas passage at the top of the oven can be
maintained at all times during charging. This second gas off-
take can take the form of an additional gas collecting main or
some form of a jumper pipe (breeches pipe) arrangement.
IMPROVED SYSTEM OPERATION AND RELIABILITY
There are two steps that must be taken to realize significant
improvements in the operation and reliability of this charging
system.
1. Addition of second gas off-take
2. Improved coal feed system
The second gas off-take will minimize the incidence of
hot burning gases during charging which damage hydraulic hoses
and electrical wiring and sensors.
It also relaxes the requirements of the coal feed system. It
is no longer necessary that the coal feed rates be closely con-
trolled, it is required that the coal flow be reliable. Reliable
coal feed is possible from either a forced feed system (table or
screw feed) or a properly designed gravity feed system.
With regards to this particular larry car gravity feed system,
improved coal feed can be obtained by either of two possible
solutions.
1. Redesign the present gravity feed system
2. Change to a table feed system
11
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IMPROVED SYSTEM OPERATION AND RELIABILITY (continued)
The less costly alternate of redesigning the present gravity
feed system is preferred, if this can be successfully accomplished
Since the necessary redesign may involve only a modification of
the drop sleeve, without affecting the hydraulic or electrical
systems, this alternate solution will be given a first trial.
The change to a table feeder system would represent a major under-
taking.
The addition of the jumper pipes and the accomplishment of
a reliable coal feed system is expected to result in a larry car
availability of about 95%.
There are several general considerations that can be followed
to improve the over-all system reliability:
1. Design mechanical equipment that will function properly with
the large dimensional variations that exist on a battery.
2. Decrease the exposure of electrical equipment to the battery
environment by minimizing the number of sensors and length of
conduit runs, and adequately protecting required sensors.
3. Reduce hydraulic leakage by minimizing and shortening hose
lengths.
IMPROVED WORKER ENVIRONMENT
It does not appear feasible to eliminate the need for
exposure of operating personnel to the top side battery environ-
ment. Even if the larry car performed all functions of lidding,
dampering, and steam aspirating, the following tasks would still
be required.
1. Maintain cleanliness on the battery top
2. Remove carbon from charging holes and standpipes
3. Wet seal oven ports as required
4. Watch for malfunctions
12
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IMPROVED WORKER ENVIRONMENT (continued)
It must be recognized that the top battery environment is
being continually improved not only from smokeless charging, but
also from reduced door leakage and improved pushing techniques.
AUTOMATION FOR COKE OVEN CHARGING
A large amount of automation was provided for this prototype
system to accomplish two principal purposes:
1. Charge ovens in a controlled sequence that would minimize
emissions.
2. Remove operating personnel from continual exposure to the top
battery environment.
It is now apparent that smokeless charging can be accomplished
on a modified system under the control of an operator using the
manual operating mode. It is doubtful if the need for a lidman
could be eliminated with a working automatic system.
The use of an automatic system requires for successful per-
formance:
1. Reliable operation of all mechanized equipment so that the
automatic system can remain in continual operation.
2. Trained technicians that will maintain it in operation.
3. Return on investment by improved results.
The two objectives which prompted the selection of an automatic
system have almost been as substantially satisfied by the present
manual operating mode as would be possible with a working automatic
system. It seems unlikely that a reasonable return would be possible
using an automatic system, and consequently its use is not recommend-
ed.
APPLICATION TO NEW OR EXISTING BATTERIES
The application of this modified charging system can be considered
13
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APPLICATION TO NEW OR EXISTING BATTERIES (continued)
for use on new or existing batteries where a double gas off-take
exists or can be provided.
14
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SECTION III
INTRODUCTION
Metallurgical coke, used in blast furnace iron production, is
made in slot type ovens by the controlled heating of coal. The
coal is poured into hot ovens through charging holes from coal
hoppers of a larry car that travels on rails over the top of the
battery. Charging emissions, consisting of hot gases and
particulates, result from the release of volatile matter within
the coal. The use of steam jets in the ascension pipes connect-
ing the oven to the raw gas collecting main helps direct most of
the charging emissions into the closed .by-product system. This
is known as charging on-the-main. Not all the emissions are
directed into the gas collecting main and a significant portion
are released to the atmosphere through open charging holes and
empty feed hoppers (Figure 3, 4). Additional emissions occur
during the coking cycle as a result of door leakage and when the
coke is finally pushed from the oven and quenched. Estimates
indicate that charging emissions represent 50-60% of the total.
Coke oven air pollution is a source of concern to the community
as well as industry.
PROJECT - CONTROL CHARGING EMISSIONS
The American Iron and Steel Institute has made studies over a
number of years addressed to the environmental health problems
associated with coke oven emissions. The results of these early
studies led most steel companies to initiate programs related to
control of coke oven emissions.
In 1967 Jones & Laughlin started development work on a charg-
ing system that would meet future air pollution control standards. The
results of this investigation favored the concept of controlling
the flow of oven gases 'and particulates generated during charging
so that they preferentially enter the gas collecting main. This
technique was not new. Development of this method had been report-
ed at batteries in England3, Germany4, and the Soviet Union5.
This concept was discussed with the AISI Joint Coordinating
Group on Coke Plant Equipment which had been conducting an independ-
ent investigation into improved charging methods. This committee
had concluded that the concept of using gas cleaning equipment on
the charging car was not likely to achieve an acceptable level of
15
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EMISSIONS - CONVENTIONAL CHARGING
CHARGING OVEN WITH CONVENTIONAL
GRAVITY FEED LARRY CAR
FIGURE 3
16
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EMISSIONS - CONVENTIONAL CHARGING
OVEN TO BE RELIDDED AFTER
CHARGING COAL WITH LARRY CAR
FIGURE 4
17
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PROJECT - CONTROL CHARGING EMISSIONS (continued)
air quality. The AISI accordingly decided to support development
of an oven charging system based on controlling oven pressure. In
March, 1969 a contract was signed whereby Jones & Laughlin Steel
Corporation would manage the AISI coke oven charging study, with
engineering work performed by Koppers Company.
A general specification was prepared which outlined the
requirements of the new charging system. The equipment necessary
to build a prototype production model was described. Test programs
were set up for equipment evaluation.
In 1970 the AISI recommended joint sponsorship of construction
and testing a full-scale production prototype coke oven charging
system at P-4 Battery of the Jones & Laughlin Pittsburgh Works.
Negotiations with the United States Government represented by
the Environmental Protection Agency resulted in a contract
being signed effective June 30, 1970. Under the terms of
this agreement the government shares half the cost of this
project with the AISI. Upon completion of the produc-
tion prototype testing Jones & Laughlin will reimburse the AISI
and the U.S. Government in accordance with the depreciated value
of the economically operable equipment.
PROJECT GOALS
The object of this program was to demonstrate a full-scale
operable charging system with the following features:
1. The system was to perform reliably and achieve a significant
reduction in charging emissions. It was to have no adverse
affect on the by-products.
2. The environment on- top of the battery was to be improved for
operating personnel. The equipment was to be mechanized and
automated so that normal operations could be performed from
within an enclosed cab, thus eliminating the need for continual
exposure of operating personnel to the top side battery
environment.
Production testing was required to determine the extent to
18
-------
PROJECT GOALS (continued)
which project goals were achieved, and to make necessary equip-
ment changes for the realization of these goals. This work was
performed according to an organized plan which outlined the type
of testing intended to establish the reliability of the larry car
and associated charging equipment. Criteria were established for
judging the success in reducing charging emissions.
PROJECT COSTS
The total appropriation was $1,877,040.00. The project was
completed within that cost.
19
-------
SECTION IV
AISI/EPA COAL CHARGING SYSTEM
CONCEPT
In concept the AISI/EPA Coal Charging System eliminates
emissions during charging by causing all the oven gases to pass
through the ascension pipe into the gas collecting main (Figure
5). This requires the use of an ascension pipe steam ejector
that is capable of delivering a volume of gas equal to that being
generated and displaced during charging. The resulting low
pressure (atmospheric or slight vacuum) creates a tendency at
oven ports for air to be drawn into the oven.
This oven pressure control concept requires, as an essential
part of the system, that all oven ports be sealed. During
charging the leakage of air into the ovens must be limited so as
not to significantly affect the quantity and quality of raw gas
entering the collecting main particularly with respect to safe
levels of oxygen. If during any part of the charging cycle, the
quantity of gases generated exceeds the capacity of the ascension
pipe steam ejector, emissions during the short interval would not
be significant. A passage across the top of the oven to the
ascension pipe must be assured to permit free flow of gases, thus
minimizing pressure build-up. These conditions must be satisfied
with a suitably controlled coal feed and leveler bar operation.
At the end of coal charging, the equipment for sealing oven ports
is retracted sequentially as required to prevent emissions.
CHARGING EQUIPMENT
The components provided for this system are shown in Figure 6.
The equipment consists primarily of a new larry car, modifications
to an existing pusher machine, and additions to the battery-
Gravity Feed Coal Charging Car
A gravity feed system was selected for this car. A drop sleeve
underneath each hopper is lowered to seat within the charging hole
ring prior to charging coal into the oven. A butterfly valve at
20
-------
COKE OVEN CHARGING SYSTEM
SINGLE GAS OFF-TAKE
FEED HOPPER
WITH;
SHUTOFF VALVE
FIGURE 5
21
-------
AISI CHARGING SYSTEM AUTOMATION
r^i
* ""^ i
b. LEVELER BAR i. LEVELER DOOR OPERATOR
c. UHF ALIGNMENT DEVICE j. LEVELER DOOR SMOKE SEAL
d. ASCENSION PIPE DAMPER ACTUATOR k. BUTTERFLY VALVES
e. GOOSENECK CLEANER I. CONTROLLED ENVIRONMENT CAB
f. ASCENSION PIPE ACTUATOR m. COAL HOPPER
(PLACE OVEN-ON-MAIN) x. OVEN TO BE CHARGED
g. LID LIFTERS y. OVEN TO BE PUSHED
h. FEED HOPPER DROP SLEEVES z. OVEN TO BE DAMPERED-OFF
FIGURE 6
22
-------
Gravity Feed Cpal Charging Car (continued)
the bottom of the drop sleeve is oscillated to control the rate of
coal feed. Coal level sensors determine the initiation of level-
ing and the final termination of coal feed. Sufficient coal is
left in the drop sleeve to form a coal seal.
Mechanized lid lifters remove and replace lids. The operation
of the ascension pipe damper valve, standpipe cap, and steam
valve is controlled from the larry car by the operation of two
rotary actuated levers. One lever raises to place the oven on-
the-main by turning on aspirating steam, opening the damper, and
closing the cap. The other lever lowers to damper off the oven
by closing the damper valve and opening the stand.pipe cap. A
remotely operated car mounted gooseneck cleaner, with motor driven
flails,cleans the gooseneck and return bend as it moves through the
standpipe inspection port.
This equipment is powered from a central hydraulic system.
Movement of the various mechanisms must be related to the larry
car position on the battery with respect to a given oven. An
automatic positioning system was furnished to accurately stop the
car at the proper oven charging reference position. A special
UHF interlock system was provided to assure that the pusher
machine and the charging car were aligned on the same oven prior
to charging.
The car was designed so that all charging operations could
be initiated by the operator from within an enclosed cab. An
environmental control unit furnishes clean temperature controlled
air.
The operator was provided with an automatic and a manual means
of charging ovens. The automatic mode ensured that a definite
sequence was followed during charging to minimize emissions. The
manual mode, under the control of the operator, did not require
any control signal interlocks with the pusher machine.
Pusher Machine Equipment
The necessary modifications to the existing P-4 pusher machine
23
-------
Pusher Machine Equipment (continued)
included the relocation of the leveler bar with respect to the
pusher ram so that ovens could normally be pushed and charged
without moving the pusher machine. A new light weight self-
supporting leveler bar was provided so that leveling could be
initiated shortly after the start of charging. A smoke seal
around the leveler bar seals the door opening during charging.
A mechanized leveler door operator permits the pusherman to
close and open doors from within the cab.
Battery Modifications
The required steam aspirating performance necessitated the use
of high pressure steam. Accordingly a new steam line was built with
provisions for regulating pressure. Self cleaning steam nozzles
were provided to assure the maintenance of a properly directed
steam jet. Five new goosenecks were installed having improved
gas flow characteristics. A corresponding increase in gas flow
through the existing goosenecks was obtained by increasing the
steam nozzle size.
The addition of linkages at each ascension pipe was required
to permit remote operation of the damper valve, standpipe cap,
and steam valve. It was necessary to relocate charging hole rings
to permit proper seating of the la rry car drop sleeves.
Panels with brass vanes were mounted at each oven for the
larry car positioning system. It was necessary to reinforce the
collector rail supports on which they were mounted. Other portions
of the battery were reinforced to hold the additional weight of
the larry car.
A way-side loop antenna was installed the length of the
battery for the larry car, and one for the pusher machine, as
required by the signal system.
AUTOMATIC CHARGING SEQUENCE
A complete charging sequence in the AUTOMATIC mode will
24
-------
AUTOMATIC CHARGING SEQUENCE (continued)
describe the original intended operating procedure by reference
to Figure 6.
1. The car hoppers are filled with a specific coal volume determin-
ed by the measuring sleeve setting on each hopper.
2. The car is manually moved to within one oven space north of
the next oven to be charged (x).
3. At about the same time, the pusher machine operator removes
the pusher side door from the next oven to be pushed (y) and
then positions the machine for single spot pushing and leveling
(the oven to be pushed is two ovens south of the one to be
charged).
4. Normally the leveler door will be open and the pusher operator
will advance the leveler bar (b) until the leveler boot seal
(j) is positioned over the .door opening. This results in a
signal to the coal charging car indicating "leveler boot
extended".
5. Meanwhile the charging car operator actuates the AUTO CHARGE
pushbutton.
The car will automatically move south and stop within _+ 0.35"
of the oven to be charged.
a. Normally the lids of the oven to be charged will have been
removed. If the pusher machine operator had not previously
brought the leveler boot seal to the oven (step 4) the
oven lids are replaced so that the butterfly valves (k)
are not exposed to the oven heat while waiting.
The ascension pipe cleaner (d) removes carbon from the
standpipe located two ovens south of the one to be charged.
The cycle is then halted until the leveler boot is extended,
b. With the leveler boot extended an alignment check is made
to determine that the two machines are ready to charge the
25
-------
AUTOMATIC CHARGING SEQUENCE (continued)
b. (continued)
same oven. A UHF transmitted signal (c) from the pusher
is detected by the receiver on the charging car.
6. With an affirmative alignment check, three simultaneous
operations are initiated.
a. The lids that remain on the oven charging holes are
removed by automatic lid lifters (g) and set down on the
battery. After these lids are removed, the feed hopper
drop sleeves (h) are lowered down over the charging hole
to seal the openings.
b. A rotary actuator on the car operates the ascension pipe
linkage (f) so that the steam is turned on, the ascension
pipe cap is closed, and the damper valve is opened.
c. If the gooseneck (two ovens south) had not been previously
cleaned, (step 5-a), this is done now.
7. The previous steps complete the preparations required prior to
the actual coal charging. When all these operations have been
completed, the three hopper butterfly valves open and start
oscillating (k). This can be done simultaneously or with
selective time delay. When a level sensor detects that 75%
of the hopper coal load has been charged into the oven, the
butterfly valve is closed. After all three butterfly valves
are closed, a request is transmitted to the pusher to start
leveling.
8. As soon as the first butterfly valve closes (100% coal charge),
the re-lid cycle s-tarts. Charging hole lids are replaced
sequentially in the order of closing so that only one open
charging hole can exist at one time.
9. When all three butterfly valves are closed, a request is made
to the pusher to start the final leveling pass. This causes
the leveler bar to make one complete final pass and retract
to a point just inside the leveler door.
26
-------
AUTOMATIC CHARGING SEQUENCE (continued)
10. After the re-lid operation is complete, the pusher machine
is requested to retract the leveler bar. The pusher operator
then actuates a pushbutton which causes the automatic leveler
door actuator to close and latch the leveler door.
11. Upon receiving a signal that the leveler door is closed and
latched, the ascension pipe steam valve is closed and the
charging cycle is complete.
12. The operator then manually traverses the car almost two oven
spaces south and actuates the REMOVE LID pushbutton. This
causes the charging car to spot on the oven that just was
or is now to be pushed (located two spaces south of the one
just charged).
13. After the car is spotted the lid lifters remove one or more
pre-selected lids so that decarbonizing of the charging holes
takes place.
14. The car also closes the damper and opens the ascension pipe
lid on the oven four spaces south of the one just charged (Z).
This results in decarbonizing of the standpipe. The operator
then returns to the coal bin and the total cycle is completed.
MANUAL CHARGING SEQUENCE
The manual mode permits considerable flexibility in the charg-
ing sequence. There are no control interlocks between the larry
car and pusher machine. A voice communication system permits the
operator to coordinate the charging operation. A typical sequence
presently used (single gas off-take) is as follows:
1. The car hoppers are filled with a specific coal volume deter-
mined by the measuring sleeve on each hopper.
2. The car is moved to the oven to be charged and spotted manually
using a visual spotting target. After the car is properly
positioned, the operator pushes a CAR SPOTTED PB which
satisfies a requirement that the car must be positioned to
initiate any charging functions. The larryman operates a
27
-------
MANUAL CHARGING SEQUENCE (continued)
2. (continued)
pushbutton to clean the gooseneck of the oven to be pushed
(two ovens south) with the gooseneck cleaner.*
3. At about the same time, the pusher machine operator removes
the pusher side door of the oven to be pushed, and then
positions the pusher for single spot pushing and leveling.
4. The leveler door is opened and the pusher operator advances
the leveler bar until its smoke seal is positioned over the
door opening. He then notifies the charging operator over the
voice communication system that charging can begin.
5. The steam on PB is operated to place the oven on-the-main by
turning on aspirating steam, opening the damper, and closing
the standpipe cap of the oven to be charged.
6. The charging car drop sleeves are lowered into the open
charging holes (one PB for each drop sleeve).
7. The butterfly valves are opened and oscillated by operating
the individual push buttons.
8. The operator observes the top coal level indicators. The
individual lights are energized when the coal level drops
about two feet in the hopper measuring sleeve (about 10-15
seconds). Vibrators are normally used at all times during
charging. When selected, they operate whenever the butterflies
oscillate. If for any reason the coal flow does not start
in a particular hopper, the operator uses a bar to get it
started.
9. The operator stops the coal flow at #1 and #2 hoppers as the
respective 75% coal charged lights turn ON. #3 hopper con-
tinues to empty.
This assumes successful use of the hydraulically operated
gooseneck cleaner scheduled for installation March ,1974.
28
-------
MANUAL CHARGING SEQUENCE (continued)
10. The larryman notifies the pusher operator to start leveling
when the first 75% coal level light turns ON, provided the
top level indicators show that coal flow has started from
all hoppers. If for any reason coal flow has not started
from a hopper, he initiates leveling after the 75% coal
charge level is indicated on all three hoppers,
11. As soon as the pusherman notifies the larryman that leveling
has started, the #1 and #2 butterfly valve pushbuttons are
operated to resume oscillation and complete the coal charge.
As the hoppers empty, bottom level detectors automatically
close the respective butterfly valves.
12. After all three hoppers are empty, the larryman notifies the
pusherman, who makes the final leveler passes before retract-
ing the bar and closing the leveler door.
13. The pusherman tells the larryman when the leveler door is
closed so that sequential re-lidding (1-2-3) of charging
holes is completed. (Operates HOPPER RAISE PB, then REPLACE
LID PB for each hopper).
14. The operator uses E-Travel PB to retract the lever arm with-
out turning OFF the aspirating steam and moves the car two
oven spaces south and spots the car. The aspirating steam
is left on the charged oven to protect the larry car when
part of it is spotted over the charged oven during this next
operation.
15. The oven that is next to be pushed in this series is dampered
OFF (DAMPER PB) and the lids of the oven just pushed are
removed (REPLACE LID PBs) to decarbonize the charging holes.
16. The car returns to the coal bin, and the lidman turns off
aspirating steam of the oven just charged.
29
-------
SECTION V
CHARGING EQUIPMENT DESCRIPTION
GRAVITY FEED LARRY CAR
The prototype equipment built was designed to satisfy the
requirements of this system at P-4 Battery (Figure 7). This
battery consists of 79 ovens of Koppers - Becker underjet design
with a single collecting main on the pusher side. The ovens are
rated 693 ft3 with hot dimensions of 13' - 2 1/2" high, 12'- 2 1/2"
to the coal line, 43' - 11" long, and 16 5/8" average width with
a 3 1/2" taper. Figure 8 shows a cross section through the battery,
The design of the gravity feed larry car is shown on Figure 9
and 10. Based on the results of hopper design research by U. S.
Steel the main hopper was built with a 67° bin angle and a 24 inch
diameter opening. A drop sleeve underneath each hopper is lowered
to seat within the charging hole ring. The drop sleeve is support-
ed by gimbal rings which permit lateral movement so that proper
seating is still achieved with a maximum misalignment of 1 1/2"
with respect to the charging hole ring.
The bottom of the drop sleeve contains a butterfly valve
which oscillates approximately 45° in a cylindrical section to
control the coal feed and feed rate. The rate of coal feed is a
function of hydraulic pressure and the angle of oscillation.
The dimensional design of the drop sleeve with respect to the
hopper cylinder assures a coal seal at all times during charging.
A rotating eccentric vibrator is mounted on the conical portion
of each hopper to assist with the coal feed.
The butterfly valve and drop sleeve motions are hydraulically
powered. In the event of a hydraulic failure, return springs
were provided to raise' the drop sleeve sufficiently to clear the
charging holes. The operating positions of the drop sleeve feeder
are shown in Figure 11.
Hopper Coal Level Control
Three coal level indicators were furnished for each hopper.
A top level sensor indicates by a visual light that the hopper
30
-------
AISI/EPA LARRY CAR
VIEW FROM SOUTH END OF LARRY CAR DURING A CHARGE, BUT PRIOR
TO START OF LEVELING.
FIGURE 7
31
-------
to
to
PIPE- LID
LEVELS a. QAO.
LEVELED.
eA^L. A.
C-HUfG-.
AUTOMAT/c
LID LIFTER.
JuX
irvnsre I ' ! '
#,=.47- _jj— I Ui _LL
Fme- [ l__JJ
Figure 8
-------
Asceusiou P/pe
tJ £Z A. Jl/jC/3
COAL &/A/GAT-£- .,. t f
-------
COAL CHA^qrMq CAR
COAL.
HoppeR~#3
Pipe
//
TR.ACTIOU
DR.IVE-
10
-------
CO
en
DROP
PQSITIOUS
SPRINQ PACKS FOR
Tne
OF HYDR.AUI_IC
FAILUREr.
HYDRAULIC CYLINDER
FOR RAismq AMD
LOWERING DROP
Sueeve Fe-eoeR
HOPPER
\
HYDRAULIC
ROTARY
ACTUATOR
CLOSlMqDROP
FEEDER
VALVE-.
DROP Sueeve-
FeeoeR
-VALVE
HOL&
OVEN EMPTY
SE-NSOR
OF
VALVE To be
VALV&iOsciLLATED
ToReGULATG- \V
COAL FLOW
RESIDUALC.OAL
FORMS
ToAtMOSPHERe
OVEH. BBIMG;
OVBM
11
-------
Hopper Coal Level Control (continued)
has been filled with coal. It also tells the operator that the
coal has started to discharge from the hopper at the beginning
of the charging cycle.
A second coal level sensor indicates when approximately 75%
of the coal charge is in the oven. With manual sequencing the
operator closes the butterfly valve and requests leveling to
start. With automatic sequencing this sensor causes the
butterfly valve to close, and after all three hoppers have reach-
ed this level, the larry car signals the pusher to start leveling.
A third coal level sensor indicates when the hopper has
emptied and causes the butterfly valve to close with a 15" coal
seal remaining. The closing of the butterfly is initiated
directly from the sensor regardless of whether manual or automatic
sequence was used.
The original level sensor selected was a paddle wheel motor
driven device which rotates in the absence of coal. This unit
is furnished by Monitor Mfg. by the name "Bin-0-Matic". The
approximate hopper location for these devices is shown in Figure
9.
Automatic Lid Lifters
Automatic lid lifters are provided to REMOVE and REPLACE lids
(Figure 12). Each lid lifter consists of a magnet which is
moved vertically and horizontally by two hydraulic cylinders.
When lids are removed, they are placed on the battery to permit
decarbonization of charging holes. To effect a proper oven seal
when replacing lids, they are oscillated 30° for about four cycles.
A hydraulic driven rotary actuator pulls and pushes the oscillat-
ing links attached to the magnet. Bottom pins on the magnet
engage radial grooves in the lid to provide for positive motion.
In case of a hydraulic failure, a pair of return springs
will raise the lid lifter sufficiently to clear the charging hole.
36
-------
Automatic Lid Lifters (continued)
The following sequence occurs when removing lids: lid
lifter extends, lowers to charging hole, turns magnet ON, raises
(picks up lid), retracts, lowers, turns magnet OFF (lid now on
battery), raises to the travel position.
The following sequence is followed when replacing lids: lid
lifter lowers, turns on magnet, raises (picks up lid from
battery), extends, lowers (lid now placed in charging hole ring),
oscillates the lid over an arc of about 30 ° to seal the lid,
turns magnet OFF, raises and retracts to the travel position.
Individual REMOVE LID and REPLACE LID push buttons are
provided for each lid lifter. Sensors monitor all movements
which must occur in sequence or the cycle will stop, causing
a buzzer to sound and an annunciator alerts the operator that the
cycle is not complete. Indicating lights monitor the actuation
of all sensors to help the operator identify the incomplete
sequence. A special emergency manual switch which bypasses the
sequence sensors is provided to permit any single motion of
any or all lid lifters. This control arrangement has proved to
be very effective and is well accepted by the operators.
Damper, Steam Valve, and Standpipe Cap Operating Linkages
Prior to charging, it is necessary to place the oven "on-the-
36A
-------
AUTOMATIC L/ID LIFTE,R
0)
L iMIT SWITCH
'oven.
$f>KIU(i
-------
Damper, Steam Valve, and Standpipe Cap Operating Linkages (cont-
inued)
main". This consists of opening the steam valve, closing the
standpipe cap, and opening the damper valve. After the oven is
charged, the steam is turned off. Prior to pushing the coke,
the oven is dampered off. This consists of closing the damper
valve, allowing sufficient time for the valve to seal with flush-
ing liquor, and then opening the standpipe cap.
There are three linkage systems mounted to each standpipe:
(1) steam valve operating mechanism, (2) stand pipe cap operating
mechanism, and (3) pullman damper valve operating mechanism.
These three mechanisms are operated by two rotating lever arms
mounted on the larry car. One arm, lever #2, raises to operate
all three mechanisms to place the oven on-the-main (Figure 13).
When lever #2 lowers, it operates only the steam valve linkage
to turn off the steam after a charge. Lever #1 lowers to damper
off an oven by operating the standpipe cap and damper valve
mechanisms (Figure 14). The damper lever and standpipe cap
lever mounted to the ascension pipe each travel about 40°.
In placing the oven on-the-main with the car operated lever
#2, the first 24° travel of the damper lever in the up direction
will open the damper valve. The standpipe cap will not start
closing until its lever has travelled about 16°. The steam is
also being turned ON during this operation so that sufficient
steam is present to prevent any appearance of coke oven gas.
After the oven is charged, the steam is turned off by lowering
lever #2. The energized electro-magnet attached to the lever
will pull the shoe plate down with it. The counterweight attached
to the damper valve mechanism, being in the "over-center" UP
position will hold the damper open. The standpipe cap will remain
closed, since it requires a downward lever force to open. If
desired by the operator the lever can be lowered without turning
off the steam. An EMERGENCY TRAVEL sequence will lower the arm
without energizing the magnet. The steam linkage remains in place.
When the oven is to be dampered-off, the car operated lever
#1 rotates in a DOWN direction under a minimal hydraulic pressure.
This will contact the damper lever and rotate it 16°. At this
point the car operated lever #1 will contact the standpipe cap
lever, which causes lever #1 to stall. The damper arm
38
-------
gJ /I saedsfotJ Ftps-
IVTA.IKL
-------
OVEM
o
0. COAL CHAKCf/M
-------
Damper, Steam Valve, and Standpipe Cap Operating Linkages (cont-
inued)"~ "
counterweight is now past the neutral point and should fall free
the remaining 24° of travel thus closing the Pullman damper.
After a preset time delay from actuation of lever #1, normal
hydraulic pressure is applied which provides sufficient force to
cause the standpipe cap lever to be moved through its final 24°
travel, thus opening the standpipe cap. The purpose of the time
delay is to permit the Pullman damper to fill sufficiently with
flushing liquor to prevent the coke oven gas in the collecting main
from being discharged through the standpipe cap opening.
Gooseneck Cleaner
A mechanized cleaner permitted an operator to control the clean-
ing of goosenecks by initiating the sequence from within the cab.
The original device shown on Figure 15 consists of rotating flails
mounted on a shaft direct driven by a motor. The cleaner mechanism
is powered by two hydraulic cylinders. The positioning cylinder
moves the cleaner from the travel position until the guide frame
rests in the gooseneck inspection cap opening. The extend
cylinder then causes the drive head to enter in a circular path
to get past the opening after which it extends to its maximum
stroke before retracting.
Coal Bin Gate Operator
A hydraulically driven coal bin gate operator permits the
sequence of loading the larry carat the coal bin to be initiated
from within the cab.
Traction Drj.ve
The traction drive is controlled from a common thyristor
power supply which supports two independently driven 10-horsepower
mill-type motors. The mechanical arrangement can be seen in
Figure 9, The drive system has low backlash to permit accurate
car positioning. The speed regulated drive has a maximum speed
of 400 FPM but can be controlled at 2% rated speed for accurate
spotting over a charging hole.
41
-------
ASCEKLSIOTst :PlPEr
to
COAL
VIE.TAT SHOWIM:C} POSITIONS
OF CiaE-AMiM MACHIME,
-------
Coal Charging Car Positioning System
This charging system requires accurate spotting of the coal
charging car over the oven in order to effect a tight seal
between the hoppers and charging holes. Accurate positioning
is also required for use of the ascension pipe cleaner, the
damper actuating levers, and lid lifters.
An automatic spotting system was provided so that the car
would be automatically positioned. The system is designed to
position the car within a band of 0.35". Because the sensing
position vane switches operate with a repetitive accuracy of
of _+ 0.1", the stopping band (position and indication) is 0.75".
The car is manually brought to within 46" north of the oven to
be charged. A pushbutton operation then initiates the positioning
within +_ 0.35". Position is sensed by vane limit switches which
move over brass vanes. Actuation of these limits cause the car
to position as shown in Figure 16. These special static switches
were furnished by G.E. in a water tight enclosure.
The larry car movable carriage (Figure 17) held the limits
at a fixed position with respect to the stationary vanes on the
battery by means of a wheel which rode on an angle above the
vanes. The arm which attached the carriage to the larry car
permitted variations between the position of the car (vertical
and horizontal) and the brass vanes, but maintained a fixed
position in the direction of larry car travel.
Hydraulic System
The hydraulic system provides the power to operate the lid
lifters, hopper drop sleeves, butterfly valves, damper, steam
and standpipe cap mechanisms, gooseneck cleaner, and the coal
bin gate operator. There are two pressure compensated fixed
displacement piston type pumps rated 27 GPM at 1000 psi and
1200 RPM. Only one pump is run at a time, and the other one is
on stand-by service. Each pump is driven by a 25 HP motor. If
the system pressure drops to approximately 300 psi, the preferred
pump will shut down and the stand-by will start running. Part
of this system can be seen in Figure 7 (page 31)
43
-------
OP&RATIOH OF L,AR,RY CAR
SYSf-TSM
CAR To
WHE.MTH&
^ THE. CAR, SPOT
AT [Q
Q
d
to
,STOP T-R/AVEL.
LIMIT FX2C
K/E-OUCBC To 2
PX2D Is
INITIATED.
A CAR £POT ^IC^KAL LiquT Is
WHEK PX2A AUD PX2B
SIWCE THE, LIMITS OFBI^ATE.
WlTHIU ±0.1", THB SBU 0 IU CJ
IS O.75".
TR.AVEL DISTAUCE,
«-*
1G
-------
ARRAisiq
-------
Hydraulic System (continued)
The solenoid operated hydraulic valves, flow control valves,
sequencing valves, and pressure switches are located in enclosed
hydraulic panels. There are three identical panels (Figure 18)
mounted at the end of the lid lifter frames at the north end of the
car on the battery level that each contain all hydraulic valves
for one lid lifter, drop sleeve, and butterfly valve. A fourth
panel is mounted next to the pump units and contains the hydraulic
valves for the pump units, coal bin gate operator, rotary actuators
for the ascension pipe linkages, and the gooseneck cleaner.
Environmental Control Unit
A Buffalo Forge Company 5-ton packaged air conditioning and
environmental contro 1 unit was furnished to improve the
environmental conditions to which the larry car operator is
exposed inside the operator's cab, as well as providing a suitable
environment for the electrical controls housed inside the electrical
control room.
The specifications for this unit limited the time weighted
average concentrations (based on 8 hr. work day) inside the larry
car to the following:
Coal Tar Pitch Volatiles 0.2 mg/M
SC-2 5 PPM
H2S 10 PPM
CO 50 PPM
The final filter was to be designed for 99.9% removal of
particles down to 1 micron in size.
This was to be a once-through system, using all outside air,
to slightly pressurize the cab and heat and cool the air to main-
tain a temperature of 70°F +, 5°F in the operator's cab, and below
90°F in the electrical control room. Tne filtered air from the
cab was to pass through a grill into the electrical control room
and discharge out through a weighted louvre.
This one unit was to handle the ventilation of both the
electrical control room (651 ft.3) and the operator's cab (893
ft.3), resulting in an approximate overall air change of one per
46
-------
LID LIFTER AND DROP SLEEVE HYDRAULIC PANEL
FIGURE 18
47
-------
Environmental Control Unit (continued)
minute.
The inlet air is drawn through a bird screen and fixed louver
downward to an AAF Co. Dual Pocket Dust Louvre Air Cleaner (65-
4 design 2) with an auxilliary exhaust system removing about 20%
of the "primary air" containing the large particles removed by
this inertial type separator. The efficiency of the Dust Louvre
is rated as 92% on Dry Arizona Coarse Road Dust, and 78% on Dry
Fine Arizona Road Dust.
The air then discharges into a vertically mounted replaceable
bag type cotton filter (AAF #2100 Dri-Pak, Class II) which has
95 sq. ft. of cloth area (24" x 24" x 36") and a rated overall
efficiency of 95% (Atmosphere Dust Spot Test), and on the order
of 90% efficiency at 1 micron particle size.
The filtered air then passes through a horizontally mounted
charcoal filter bed (AAF-1000 24" x 24" x 8-3/4") which contains
45 pounds of activated charcoal for removal by absorption of
gaseous contaminants. (SO2» H2S).
The air then passes through a cooling coil (6-row, copper fin,
copper tube, direct expansion), thence through a 30 KW electric
heating coil. The cooling coil receives its refrigerant from a
5 ton Lintern Model #960 heavy duty industrial compressor-condenser
unit located adjacent to the ventilation unit on the larry car.
Finally, the air passes through a backward curved, limit load
type fan, with a 1 1/2 hp motor, through the ductwork into the
operator's cab and electrical control room.
Discharged air temperature is regulated by a combination of a
course two-stage temperature sensor located in the inlet section
and a final temperature sensor located downstream from the fan,
inside the ductwork.
The arrangement of the unit can be seen in Figure 19. A
view from the top of the larry car (figure 20) shows the air inlet
the compresser cooling coils, and the air duct into the cab.
48
-------
K
5;
1,6 I
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xx.x
[IT1"
1 i!! !
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,
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ErlsIVlROMME.MTAL UMIT
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MOTOR. HOOD
y
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3/4."
Figure 19
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-------
ENVIRONMENTAL UNIT - TOP VIEW
FIGURE 20
-------
Electricel System
The electrical system for the larry car furnishes the necessary
power and distribution to provide adequate and reliable means of
operating the electrical equipment. The power system (460 volt,
3 phase, 60 Hz) was sized to handle two larry cars, with a maximum
load on one. The design criteria were a load of 400 amperes and
a maximum in plant line drop of 5% rated voltage.
The existing power system on this battery is 250 V.D.C. Since
only D-C powered cars had been used on P-4, it was necessary to
provide an additional set of collector rails. This arrangement
can be seen on Figure 20 .
Since the quench tower is located at the south end of P-4
battery, 180 feet of power rail at the south end were stainless
steel "T"-bar. The remaining "T"-bar was plain carbon steel.
The 460 volt supply at the larry car is divided into two
separate sections of a motor control center. The first section
consists of equipment that may be energized at all times whether
or not the car is being operated. This supply, coming directly
from the hot-rails, feeds a separate incoming line breaker.
Loads from this source include:
1. Mercury lights
2. Environmental Control Unit
a) Three separate heaters
b) Air conditioning fan and secondary air blower
c) Air compressor
3. Hydraulic System heater
4. Magnet feeder
5. 115-volt distribution panel
The second section consists of equipment that moves and requires
an easy method of lock-out. The hot-rail feed for this portion
goes first to a manual - magnetic disconnect located outside the
operator's cab. This can be controlled from pushbuttons on the
console, or manually opened. The supply from this device then
feeds both the traction drive power conversion equipment and a
separate incoming line breaker. Loads from this second breaker
include:
1. Hydraulic pumps (2)
51
-------
Electrical System (continued)
2. Vibrators (3)
3. Solenoid transformer and supply
4. Hydraulic Pump control
This method of load distribution has worked out very well.
The major types of electrical equipment in the control room are:
1. Motor control center
2. Traction drive power converter and control
3. Sequencing logic cabinets (one for automatic, one for manual)
4. Output relay cabinet
5. Magnet controller cabinet
6. P.C.M. control cabinet
Larry Car - Pusher Machine Alignment
An interlock system (Figure 21) was provided to assure that
the pusher machine and the larry car were aligned on the same oven
prior to initiating a charging cycle. The interlock consisted of
an ultra high frequency transmitter (10.2 GHZ) on the pusher
machine and a similar type receiver on the larry car.
Coal Charging Car Operating Modes
Two operating modes were provided for use with this system:
AUTOMATIC and MANUAL. In general the MANUAL mode sequenced the
motions necessary to perform anoperation such as REMOVE LIDS
or OPEN AND OSCILLATE BUTTERFLY VALVES. The AUTOMATIC mode of
operation sequenced the individual operations. In PREPARE-TO-
FEED it would SPOT the car over the oven to be charged, REMOVE
LIDS, if necessary, then lower the DROP SLEEVES. Simultaneously
after the car was spotted, it would raise lever #2 to place the
oven ON-THE-MAIN.
The control pushbuttons (PB) furnished for use by the operator
were as follows:
Manual System -
1. Remove lid PB, replace lid PB (three sets - one for each lid)
2. Steam and damper on PB, steam off PB, damper off PB
3. Hopper drop sleeve up PB, down PB (three sets - one for each
52
-------
PUSHE/R,- CHAE^GIMG CAR ALIQNIVIE.NT
.1
2SOV.
~D~C. J
l-#/G
oh
/A// TV AT-/ A/9 ^
-^
o
o
ooo
DECEIVER ASSY.
-------
Coal Charging Car Operating Modes (continued)
Manual System-(continued)
3. (continued)
drop sleeve)
4. Butterfly valve oscillate PB, close PB (three sets - one for
each butterfly)
5. Clean gooseneck PB.
Automatic System -
1. Auto Prepare-to-feed PB
2. Auto Feed PB
3. Auto Charge PB
4. Auto Remove lids PB
Carrier Current Signal System
The purpose of this system is to transmit and receive control
requests and interlock signals between the coal charging car and
the pusher machine as required by the automatic system. Refer to
the system drawing shown in Figure 22.
The following signals are transmitted from the larry car to
the pusher:
1. Status - Pusher is aligned
2. Request - Initiate alignment check
3. Alarm - Pusher not aligned
4. Request - Start leveling
5. Request - Make final level pass
6. Request - Retract leveler bar
7. Alarm - Not leveling
8. Alarm - Communication failure
The following signals are transmitted from the pusher to
the larry car:
1. Status - Alignment being checked
2. Status - Leveler Bar operating
3. Status - Leveler bar smoke shield extended
4. Status - Chuck door closed and latched
54
-------
(n
LARRYCAR
EQUIPM&NT
CURRENT
1G3KMZ
_
RF XMTR.
To PUSHER*?
131 KHZ
STATIONJ
OP P--4- EbATTGrRY
MATCH i MO
XFMR
XFMR rrYn ^ i~iof>fig. | | i ~r 0-is. n g. | | I
LJANTENMAj ' ' ^. PTcK-UP I I
1 <^-OH- ( I
ISOO'JL- TERM IN ATI NIC;
J500JV, Re.S(STOR
v. SOUTH E.MD
OP
CHARQIMQ CAR'S
, Loop
RF
To
XMTR
CAR.
KHZ
Isnrjil TERMINATING
L50CJM ReSlSTOR
TT37KHZ XMTR
'(53KH2 RCVR
R.F XMTR
C-AR
I4OKHZ
R.F RCVR
PUSHER.*!
I&3KHZ.
RF RCVR
FRO M
PUSHER *l
I55KHZ
R1= RCVR
FROM
PuSHErR.*?
i 5.7 KHZ
RF RCVR
KHZ .
XMTR.
I&OKHZ
RF
To
PUSHER.
PUSHER
EQUlPMt=-KlT
PIgU
COAL. CHAFzqtMq CAR To PUSHIMQ MACHIM&-S
-------
Carrier Current Signal System (continued)
The transmission of information is a five digit binary code
sent serially. Error detecting is accomplished by alternate
transmissions of code and complement. The receiver is not up-
dated unless the complement of the second message matches that
of the first transmission. If the receiver is not updated with
a message within a certain pre-set time, a communication
failure alarm occurs.
The system is designed on a priority basis. The signal of
highest priority that becomes true is the one that is transmitted.
Signals of lesser priority are not examined. It is possible to
select a signal (for example - an alarm) that has the highest
priority to be examined periodically only (one second out of ten)
so that during the other times the remaining signals are examined
on a priority basis. This requires careful selection of the
priorities but has not limited the system.
For example after an alignment check was completed the
"leveler bar operating" signal is examined first. If it is TRUE
the other two signals are not seen. However it is known that
if the "leveler bar is operating" the smoke seal must be in place
and the chuck door is open. When the "leveler bar operating"
signal is FALSE the "smokeshield in place" signal is checked.
If this signal is TRUE, it is known that the chuck door must be
open, since it had to be open in order to put the smokeshield
in place. If the smoke shield is retracted, then the "chuck
door closed" signal is examined. If no signal is TRUE, then a
rest code (code "O") is transmitted so that a continual check
is made to determine that the system is in good working order.
The transmitter coding is such that a "zero" logic signal will
send low-shift and a "one"logic signal will send high-shift. The
high and low shift frequencies will be + or - 100 Hz from the
center frequency of the associated transmitter. The receiver
discriminator then reads these signals respectively as + or -
1 volt d-c.
The system was designed so that the larry car could transmit
signals to either of two pusher machines. A switch in the larry
car selects the pusher to be used.
54 B
-------
Carrier Current Signal System (continued)
Each machine has its own transmitter and receiver. The
signal information is carried by a way-side loop consisting
of a pair of parallel wires running the length of the battery
for the charging car and for the pusher machine. The signal is
inductively coupled to the respective transmitter and receiver by
this loop.
Voice Communication System
Two voice communication systems were installed in the new
larry car. One system provides direct voice communication with
P-3 pusher, P-4 pusher, and the charging car. This system is used
to coordinate the charging operation between the pusherman and the
larryman. The second system permits the larryman to talk over the
existing battery communication system which includes the foreman's
office.
The voice system performs those functions for manual operation
that the carrier current signal system does for automatic operation.
PUSHER MACHINE
Leveler Bar
The original concept of the charging system required that the
leveler bar be self supporting so that it could be used as requir-
ed shortly after the start of charging. Koppers determined that
the existing leveler bar used at P-4 battery would not be self-
supporting, when fully extended at elevated temperatures exceeding
500° F.
A new self-supporting leveler bar was furnished which featured
the use of bulb angles for high strength and side cut-outs to
minimize the over-all weight.
Leveler Bar Smoke Shield
A smoke shield was required around the leveler bar to seal
55
-------
Leveler Bar Smoke Shield (continued)
the leveler door port. This smoke boot is connected to a
spillage chute which conveys the excess coal from leveling into an
existing receiving hopper. The smoke boot and chute system were
designed to minimize the release of coal dust.
Leveler Bar Relocation
The maintenance of existing coke production rates necessitated
that single spot pushing and leveling be used. This required
relocation of the leveler bar to a position two oven center-line
distances away from the ram.
Leveler Door Operation
An automatic door mechanism permits the pusher operator to
open or close the leveler door from within the operator's cab.
The required movements are powered by three air-operated cylinders
as shown in Figure 23. All oven doors were provided with a new
type of leveler door (Figure 24) designed for improved self-sealing
and having a cam type latch designed for operation with the new
air powered door operator.
Electrical Equipment
Electric control equipment was furnished for:
1. Automatic operation of leveler bar
2. Automatic operation of leveler door
3. Signal system between pusher and larry car.
4. UHF alignment interlock - transmitter
5. Voice communicataon equipment.
BATTERY MODIFICATIONS
Steam Ejector System
The success of the AISI/EPA coal charging system requires
the use of a- good steam aspirating system that will cause all
the emissions to pass through the gas collecting main. Consider-
able work was done in the early phases of this test program in
developing the requirements of such a system as described in
56
-------
Lr£/V£,Lr£,R,
A/ew
To P OfSrfet. WORK
£(..* 777- 2'tt"
CD
-------
en
oo
-------
Steam Ejector System (continued)
the report, "Ascension Pipe Steam Ejector Test Program" by John
P. Connolly, dated September 14, 1970.9
The three main parts of a typical ascension pipe consist of
the standpipe, gooseneck, and return bend. Figure 25 shows the
existing arrangement on P-4 battery. The gooseneck section has
an opening for cleaning and inspecting the unit which is sealed
by the standpipe cap. It also has a steam nozzle which discharges
toward the collecting main. This nozzle is installed so that it
can be easily cleaned or replaced. The return bend has one or
two ammonia liquor sprays which cool the gas and condense out
the heavy tars. The return bend is sloped to allow the liquor
to drain into the collecting main. A liquid sealed valve is
placed at the end of the return bend and is used to damper off
the gas collecting main.
The ascension pipe carries the gases generated during coking
from the oven chamber into the collecting main which runs along
the battery.
During charging when the evolution of volatile gases within
the ovens is at a maximum rate, it is necessary to use aspirating
steam to increase the gas flow through the ascension pipe.
A steam ejector can be defined as a device in which the kinetic
energy of the steam is imparted to the raw oven gas in the ascension
pipe to increase its velocity. The use of the steam acts like a
pump to increase the gas flow.
Considerable testing was undertaken to analyze the performance
of the existing steam ejector and several new designs. As a
result of the test work briefly described in the section on
Project Results (pgJ56') , it was determined that the existing
design provided adequate ejector performance. Five ascension
pipe gooseneck and return bend assemblies (Figure 26) having
improved ejector characteristics were installed. This design
featured improved spray location, smooth flow geometry, and a
concentrically located steam nozzle. These assemblies were
installed with 11/16" steam nozzles. The existing gooseneck
assemblies were equipped with 3/4" nozzles to obtain equivalent
suction capabilities.
59
-------
iPE/
CpO OSS MS Cf£
'LIQUOR,
CAST IRON:
&ETU&M &SUD
LIQUID SEA.LED
i
25
-------
ASCE/MSIOM PIPE.-
PIPE
2G
Gl
-------
Steam Ejector System (continued)
As a result of the test work a high pressure steam line was
constructed for use with a 180 psi, 475°F steam supply. A
pressure reducing station was supplied so that the steam
pressure could be varied. To minimize the effects of coal carry-
over, the steam pressure just necessary to provide adequate suction
would be used. The steam pressure is usually carried at 135-140
psi.
Another requirement of a good steam ejector system is a
steam nozzle that will deliver the proper jet into the
gooseneck to obtain optimum suction. It is important that the
nozzle remain free of carbon deposits so that there is no inter-
ference with the steam jet that would change its direction or
otherwise constrict it. Considerable work was done to develop
a self-cleaning steam nozzle similar to that shown on Figure 27.
These nozzles were installed on all goosenecks.
The addition of damper, steam valve, and standpipe cap
operating linkages to each ascension pipe was previously described.
Charging Holes
New charging hole covers were installed on all charging holes
designed for use with the automatic lid lifters. The design
(Figure 28) incorporated radial grooves which permit positive
engagement by pins on the lid lifter magnet to ensure oscillation
of the lid. This oscillation is intended to cut carbon deposits
on the ring surface, thus improving the oven port seal.
The lid was provided with three lugs which minimize the
possibility of it tilting in case some one stepped on it.
Oven Alignment
The charging hole rings had to be re-located so that they
were concentrically aligned with the larry car drop sleeves.
Sufficient alignment was required to assure reliable seating of
the sleeves within the rings.
62
-------
5T1LAM NOZ.ZrL.Er
/
-------
HOL/E/-
G4-
-------
Oven Alignment (continued)
The mounting of a set of brass vanes at each oven was required
to facilitate larry car positioning. The panels containing the
vanes were mounted on cross members attached to the collector rail
supports. It was necessary to reinforce the collector rail
supports to assure a stable position.
Battery Reinforcement
It was necessary to reinforce portions of the battery to
handle the additional weight of the larry car. The car weighs
approximately 70 tons empty and about 87 tons full. Since this
car is parked at the south end of the battery next to the existing
spare larry car it was necessary to reinforce that end of the
battery. Hydraulic bumpers were installed with a design rating
equivalent to that necessary to stop the car at full speed.
The existing coal bin scale was removed because it could not
handle the additional weight. It was necessary to improve the
stability of the rails on the rail chairs by the addition of shims.
65
-------
SECTION VI
PROJECT RESULTS - SMOKELESS CHARGING
CHARGING EMISSIONS
The application of this charging concept to a battery with a
single gas off-take did not result in smokeless charging. Emissions
were evaluated by visual observations based on the Ringelmann
number range or the equivalent opacity. The detailed observation
procedure is given in Appendix D. Some tabulated results are
shown on Table 3.
During January and February, 1973, there were 236 charges
observed representing the initial data for evaluation of
emissions. The average results of these charges shown in Table
3 do not meet any of the acceptable criteria listed in Table 1
(pg.4). There were 16 charges in January during which no T3
emissions occurred. The data for those charges is shown in
Table 4. One obvious conclusion, after studying the available
information for all 236 charges, is that the cause of the variable
results is not apparent from the data. Some of the best charges
shown in Table 4 occurred in spite of unfavorable conditions such
as:
1) Failure of a drop sleeve to seat
2) Constrictions in ascension pipe (carbon deposits)
3) Standpipe cap leaking
4) Heavy flare carbon in charging holes
66
-------
Table 3. LARRY CAR CHARGING EMISSIONS
(Single gas off-take)
Measured
Parameter
Seconds
Avg. charge
cycle time
Avg. charge
time
Avg . TO
Avg. Tl
Avg. T2
Avg. T3
Jan/Feb
1973
236 chg.
227.6
172.4
54.4
99.1
24.4
50.3
April
1973
125 chg.
273.5
173.0
75.1
140.3
21.8
36.3
December
1973
5 charges
p-4 pusher
258.6
149.8
68.8
85.6
71.0
37.0
December
1973
5 charges
p-3 pusher
293.6
178.2
47.2
99.2
94.4
52.8
January
1974
10 charges
8.3% moisture
235.5
193.9
70.1
82.9
38.4
51.4
Charge Time = Interval from start of coal charge till final
coal feed (last butterfly closed)
Definition of remaining terms shown below Table 1, page 4.
67
-------
CHARGING EMISSIONS (continued)
It was established that the emissions occur while leveling
during the final 20% charge, and also during the re-lid cycle.
Three factors indicated that this problem was not the result of
insufficient oven suction.
1. Prior to the start of leveling, the oven suction created with
130-140 psi steam is sufficient to prevent emissions if the
components of the charging system are in reasonable working
condition.
2. The emissions do not appear to generally occur just from the
use of the leveler bar, but rather from a combination of its
use and a coal peak under one of the charging holes. The
occurrence of emissions can usually be associated with slow
coal feed from one of the hoppers indicating that coal is
backed up in the charging hole and must be removed by the
leveler bar.
3. Improving the oven suction by increasing the steam pressure
will not necessarily result in less emissions. Table 5 shows
the results of observed charges (February 5, 6, 7) in which
the steam header pressure was changed during part of each
day. The average time of T3 emissions is greater for those
charges made with the high pressure steam. Since it is
known from test work that oven suction at 180 psi is greater
than that which occurs at 140 psi, the results of the data
in Table 5 are misleading.
These observations and data led to the conclusion that the
principal cause of emissions was the result of not maintaining
an open gas passage at the top of the oven.
STEPS TO IMPROVE CHARGING PERFORMANCE
Step 1 - Automate Leveler Bar Stroke
The operation of the leveler bar was under the control of
the pusherman. Accordingly the cycling of the leveler bar was
not consistent and depended on the experience of each operator.
This particularly affected the coal being leveled under #3 charg-
ing hole. If the bar was not extended fully each cycle, or if
68
-------
Table U. LARRY CAR CHARGING EMISSION DATA
(16 beat charges - January 1973)
Date
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-16
1-16
1-16
1-18
1-18
1-18
1-18
1-22
1-29
.
Avg.
Oven
No.
2-20
3-20
2-22
3-18
2-lU
3-ll*
3-16
1-13
2-13
1-15
2-22
3-22
2-20
1-22
3-18
2-10
TO
(Sec.)
72
37
99
125
207
21*2
177
ioi*
132
106
159
132
92
122
97
15
119-9
Tl
(Sec.)
100
130
166
117
69
1*6
58
66
63
58
130
130
116
188
1*1*
185
loU.i
T2
(Sec.)
19
21
23
08
10
07
03
19
13
11
18
32
10
27
07
17.3
Chg.
time
(Sec.)
120
159
196
ll*5
177
207
171
121*
131*
132
265
228
153
207
113
163
168.1*
Chg.
cycle
time .
(Sec.)
191
188
288
250
276
295
238
189
21*1*
177
300
280
21*0
320
168
207
21*0.5
Principal
source of
emissions
#2 D.S. Seal
#2 D.S. Seal
#2, 3 D.S.
Seal
#1 D.S. Seal
#2 D.S. Seal
#2 D.S. Seal
#2 D.S. Seal
#2 D.S. Seal
#2 D.S. Seal
#2, 3 D.S.
Seal
#2 D.S. Seal
#1, 3 D.S.
Seal
#3 D.S. Seal
#2, 3 D.S.
Seal
Unfavorable i
system i
conditions
#1 D.S. 2" Open, Seated with Vibrator
#1, 2 Charge Hole Heavy Flare Carbon
Constricted Gooseneck, Standpipe Cap
Leaked
#2 D.S. 1/1*" Open, Standpipe Cap ;
Leaked 1
#1 D.S. 2.5" Open i
#1 D.S. 2.5" Open, Standpipe Cap
Leaked
#3 D.S. 0.5" Open
#2, 3 Charge Hole Carbon, Constricted
Standpipe
#1, 2 Charge Hole Heavy Flare Carbon
#3 D.S. 1" Open
#2 Charge Hole Heavy Flare Carbon
#2 Charge Hole Carbon, Gooseneck
Constricted
#2 D.S. 1*" Open, Gooseneck Constricted
D.S. - Drop Sleeve
-------
Table U. (continued) LARRY CAR CHARGING EMISSION DATA
Date
1-15
1-16
1-18
1-22
1-29
COAL ANALYSIS
"£
U3.U
U3.66
U3.83
Ui.28
1*3.10
% Vol.
matter
32.26
32. 2h
32.28
32.23
32.26
%
Moist .
7-0
7:39
7.23
8.25
7.0
%
Fixed
carb.
60.15
60.1
59-8
60.05
59.89
%
Ash
7.59
7.66
7.92
7.72
7.85
%
Sul.
1.2U
1.2U
1.2U
1.23
1.22
Oil
PV
'ton
3.^2
3.^7
3.38
3.35
3.38
WEATHER CONDITIONS
Temp.
0F
HU.5
Uo.o
6U.O
62
30
Wind
vel.
mph
6
15 /SW
11 Af
7/SSE
6/NNW
Atm.
Press .
29.73
29.50
29.12
30.31
29.62
Precip.
snow
%
Humid
72
70
38
U5
8U
Atm.
cond.
Overcast
Sunny
Clear
Sunny
Overcast
•-J
o
Notes 1
2
3
U
5
6
#2 drop sleeve seal at charging hole ring was a principal source of emissions
69$ of the time.
Five occurrences of poor drop sleeve seating with 1" or more air gap.
Six occurrences of extra heavy flare carbon in charging holes.
Three occurrences of a constricted gooseneck or standpipe.
Three cases of standpipe cap leakage.
Steam pressure was lUo psi and steam temperature was U50°F for all charges
except on January 29: 170 psi and 510°F.
-------
Table 5. LARRY CAR CHARGING EMISSIONS
VARIABLE STEAM PRESSURE
(Single gas off-take)
Measured parameter
time in seconds
No. of charges
Avg. charge cycle time
Avg. charge time
Avg . TO
Avg. Tl
Avg . T2
Avg . T3
Steam header pressure
180-190 psi
46
224
169
48.3
86.4
25.3
63.8
140-150 psi
42
234
172.5
48.2
104.1
26.8
55.0
Definition of terms shown in Glossary, page 193.
71
-------
Step 1 - Automate Leveler Bar Stroke (continued)
an excessively long stroke was used, the coal leveled at #3 would
be significantly less that at #1 or #2. The worst source of
emissions frequently occurred at #3 charging hole, particularly
when #3 hopper was the last one to empty.
The operation of the leveler bar was automated so that a
consistent repeatable stroke would be used, thus eliminating
this factor as a variable. The leveler bar stroke was set at
9 feet to provide maximum leveling at #3 charging hole.
Step 2 -^ Increase Gas Passage Space During Leveling
The original leveler bar had baffles between the side plates
spaced at 33" intervals. These baffles move the coal during the
leveling operation. The top of the baffle was about 3/4" below
the top of the side plate. The oven roof is approximately 2"
above the leveler bar. The presence of roof carbon could
seriously affect any available gas passage during leveling.
The tops of the baffles were cut 2-3" to increase the
available gas passage. The 3" cut was made on those baffles
occurring more than 20' back from the leveler bar nose. The
number of baffles was doubled so that the coal would be moved at
least as effectively as before.
It was necessary to add a chain to clean the tops of baffles
when the leveler bar was withdrawn from the oven in order to
prevent a build-up of carbon.
Step 3 _ Leveler Door Closed Prior to Lidding
It had been observed that emissions occurred during the
sequential re-lidding of oven ports prior to closing the leveler
door. The smoke seal at the leveler door was not tight enough
to prevent emissions with one charging hole open. At the expense
of increased charging cycle time, the emissions during re-lidding
could be virtually eliminated by closing the leveler door first.
72
-------
Step 4 - Slow Down Final Coal Feed
The rate at which coal is charged into an oven greatly exceeds
the rate at which it can be leveled. To an order of magnitude
approximation, a feed rate of 2.5 Ft3/sec. would exceed the level-
ing rate by a factor of 3 to 5.
There is no readily available means to vary the coal feed
rate during charging. In general the coal feed rate will decrease
with an increase in the butterfly oscillation angle. To a lesser
extent a lower setting of the hydraulic flow control valve will
decrease the feed rate for the larger oscillation angles (more than
60°) by slowing down the oscillation rate.
The angle of oscillation used with this feed system is approxi-
mately 45°. The most effective way to slow down the coal feed
was to increase its oscillation angle during leveling. The control
system was modified so that when the coal reached the 75% level,
the butterfly valve oscillated between full open and full closed
position. This arrangement is shown on Figure 29. This
accomplished a slow down in the final feed rate. However it also
resulted in more occurrences of packed coal during leveling, which
resulted in a stalled butterfly valve. During leveling the coal
will back up into a charging hole as shown in Figure 5 (pg.21)
for #2 charging hole. As this coal backs up, the cyclic closing
of the butterfly valve during the final coal feed has a tendency
to pack the coal in the lower portion of the drop sleeve.
Consequently this procedure was abandoned and the oscillation
angle now remains constant during the entire charging interval.
REDUCTION IN CHARGING EMISSIONS
The results of these four modifications appear in Table 3 for
125 charges made in April 1973. The average charge time was
unchanged. The charge'cycle time increased 46 seconds as a result
of closing the leveler door prior to re-lidding. The incidence
of T3 emissions decreased 28%, and that of T2 emissions by 10%.
The significant improvement over previous results is attributed
to the early closing of the leveler door and the use of automatic
leveling. The modification to the leveler bar baffles is believed
to have helped, but its effect was not easily measured. The
73
-------
BUTTERFLY OSCILLATION, AUGLE,
FUL.L OPEN:
FosiTiou
oo'
Cr.os.Ei>
.POSITION
Osctl^L^ATIOH
45° SSTT Bv
SwtTCHS.
OF
PROXIMITY
FIMAL, OSCIUE^ATIOU AWGJUE/ OF
AFFROXItvTAT£,L/tr 100° DETE.RMIMEX)
FUUL. OPE.M AUD CLOSE Posirtoits.
MlTlATlOVl OF
Occurs WHEU COAL
OR DETE.-R/MIKTBS THAT 7S%
CHARGE Is COMPL/STEL.
29
74
-------
REDUCTION IN CHARGING EMISSIONS (continued)
increased opening above the baffles reduced the effectiveness
of the leveler bar smoke seal. As previously indicated the
butterfly angle of oscillation was restored to a constant 45°
to minimize coal packing in the drop sleeve.
The improved charging procedures did not solve the major
problem of maintaining an open gas passage at the top of the oven.
Additional data is shown on Table 3 for five charges made
in December, 1973 with coal having a typical 7% moisture utiliz-
ing automatic leveling with P-4 pusher. This represents the best
results that can be expected with this charging system.
OVEN PRESSURE DURING CHARGING
This charging system has not achieved low oven pressure dur-
ing the entire charging cycle. On an oven with good aspiration
and with consistent coal flow from all three hoppers, the pressure
at the smoke hole (coke side of the oven) when measured has
typically averaged -1" to +1" w.c. from the start of the charge
through the initial period after leveling starts. Approximately
5-8 seconds after the final feed starts, the oven pressure at the
smoke hole typically increases to +8 or +10" w. c . As soon as
the coal feed is complete and the butterfly valves are closed,
the oven pressure decreases. The period of unacceptable emissions
corresponds to the time representing the final 20% coal feed dur-
ing which time leveling occurs. The increase in pressure at the
coke side smoke hole verifies the constriction of thegas passage
at the top of the oven. Details on pressure measurements are
given in Appendix A, complete with a pressure recording.
The average performance can be somewhat improved by initiat-
ing leveling at the start of the charge. This improvement is
the apparent effect of distributing the coal charge more uniformly
in the oven so that an increased gas passage space exists at the
top of the oven for a given amount of coal charged. Although this
method will typically reduce emissions, it still does not produce
a smokeless charge. It has one serious drawback. If the coal does
not start flowing from all hoppers at the start of the charge,
the leveling time will be excessive. The excessive exposure of
75
-------
OVEN PRESSURE DURING CHARGING (continued)
the leveler bar in the oven can result in it being overheated.
Consequently this method is not recommended as a production
procedure with the present leveler bar.
ANALYSIS OF THE PROBLEM
The reason why it is not possible to get consistent smokeless
charges can best be understood by a review of the method for
assuring an open gas passage during charging. To maintain an
open passage, it is necessary that the coal charged in any given
port does not back up inside the charging hole sufficiently to
form a block. The chances of doing this are minimized if the
coal to be leveled is shared at all three charging holes. Prior
to leveling, the coal should be poured at proportional feed rates
that will result in uniform peaks near the coal level line (Figure
30).
At this time about 76% of the charge is in the oven. As coal
feed resumes the leveler bar will distribute the coal. When
approximately 91% of the coal is in the oven and leveled, the
flat tops will extend about one foot past the charging hole flare
opening. At this time the approximate remaining average coal
charge per hopper is 21 ft3 including all coal in the charging
hole flares and the leveler bar. As a consequence the gas passage
is constricted and internal pressure starts to build-up. It is
desirable that this portion of the charge be completed as soon
as possible to minimize emissions.
With optimum coal flow conditions, there will probably be
some emissions associated with the last half of the leveling cycle,
The quantity of emissions will be influenced by the required
leveling time and the quantity of roof and flare carbon within the
oven.
The smokeless charges that have occurred are generally the
result of slight undercharging, uniform coal feed, minimal roof
and flare carbon, and adequate suction.
If the coal feed pattern from the three hoppers is not
relatively uniform, excessive leveling will be required at one
76
-------
OVErtt COAL, PROFILE DURIKG!
7G% COAL CHARQE PRIOR To
COAL.
BO
-------
ANALYSIS OF THE PROBLEM (continued)
charging hole (the one with the slow feed). This increases the
leveling time during which the gas passage is constricted. It
also increases the length of the constricted gas passage.
SUMMARY OP RESULTS
This test program has demonstrated that with all components
functioning as designed the emissions cannot all be directed into
the gas collecting main on a consistent basis, under the following
conditions:
1. Using the maximum acceptable amount of oven suction as generat-
ed by the aspirating steam system.
2. A single gas outlet from the oven to the gas collecting main.
3. With gas flow constrictions resulting from coal flow and the
presence of the leveler bar in the oven during the final coal
charge.
The experience of charging with this coal feed system indicates
that the relative feed rates among the three hoppers cannot be
controlled consistently to minimize leveling. Refer to the emission
data sheets for December in Appendix D. A procedure is necessary
that does not require consistent coal feed rates to minimize
constriction of the gas flow within an oven.
SOLUTION
To approach consistent smokeless charging conditions, it is
necessary that this system be modified by the addition of a
second gas off-take at each oven. A double gas off-take provides
the means for assuring, an open gas passage at the top of the oven.
J&L has investigated methods for reducing emissions on other
batteries at the Pittsburgh Works. This included the installation
of "jumper pipes" connecting the smoke hole ports of adjacent
ovens. The smoke hole can be seen in Figure 5. It is located on
the coke side of the oven and has the appearance of an outlet to
a second collecting main. The addition of the jumper pipe
78
-------
SOLUTION (continued)
provides a second gas off-take from the oven, by permitting gases
from the oven being charged to reach the gas collecting main
through an adjacent oven (Figure 31). During charging, in
addition to the normal procedures in placing the oven "on-the-
main", the jumper pipe is opened and the aspirating steam is also
turned on at the adjacent oven. Since this adjacent oven is well
into the coking cycle, it can handle the charging gases from the
coke side of the oven in addition to its own coking gases.
Two such jumper pipes were recently installed on oven 1-1
and 1-2 on P-4 battery. The arrangement of these jumper pipes
can be seen in Figure 32. Charges made on these ovens have
resulted in emissions that exceed smokeless charging conditions foran
average of 8.4 seconds. The average results of 15 charges are
shown in Table 2 (pg.6). The data for 10 of those charges are
part of Appendix D.
It is apparent from the data that the cycle time of charges
with jumper pipes equaled or bettered the fastest charging times
obtained with a single gas off-take. The actual time for the
coal feed increased slightly. This was the result primarily
with experimenting with different coal feed sequences. The
charging results have not been significantly affected by the
different coal feed procedures. Consequently it is believed that
emptying the hoppers simultaneously will result in emissions
that will equal the average shown on Table 2. With this method
of coal feed a charging time of about 2.4 minutes can be realized
with normal coal flow.
The charge cycle time is decreased because the charging holes
can be sequentially relidded smokelessly without waiting for the
leveler door to be closed.
As a result of test work on the single gas off-take system,
and observations using the double gas off-take ("jumper pipes"),
it is recommended that a double gas off-take be used to provide
the adequate control of oven pressure necessary to ensure the
success of this concept.
The required elements of this charging system to adequately
78 a
-------
SOLUTION (continued)
control oven pressure are as follows:
1. Double gas off-take
2. Adequate steam aspirating system
3. Sealed oven ports
4. Controlled coal feed system
5. Sequential relidding of oven ports
THE EFFECT OF PROCESS VARIABLES ON EMISSIONS
Steam Pressure and Temperature
The relation of steam pressure to emissions during charging
79
-------
\JuMPE/Rr PlPElr CHARGING?
oo
O
PIPE
To ADJAC&MT
Figure 31
OfF' -
-------
PIPE,
&L&OJAT
COV&Rr
HlMCfE
VAL.VJS
X
OI/E.M
32
-------
Steam Pressure and Temperature (continued)
was difficult to determine on normal charging of ovens with a
single gas off-take. This is demonstrated by the results shown
on Table 5 which are discussed on page 70. The previous discussion
has indicated how the constriction of the gas passage during
leveling was the major factor in determining the quantity of
emissions. Increased emissions can normally be observed when the
header steam pressure is less than 120 psi.
The increased aspiration results in more coal carry-over
into the gas collecting main. Prior to the installation of the
new larry car some rough measurements were made using a temporary
high pressure steam line and compared to that existing at the lower
steam pressure level. The greater aspiration was the result of
increasing the steam nozzle from 1/2" to 3/4", increasing the
steam header pressure from 100 psi to 175 psi, and increasing
the diameter of branch piping from 3/4" to 1 1/4". The method
used to measure the coal carry-over is outlined in Appendix G.
The results of all testing indicate that the carry-over during
charging increased by a factor somewhere between 3:1 and 6:1.
The results (Appendix G) of collecting ammonia liquor samples
from the gas collecting main just downstream verifies an increase
in coal carry-over with the new larry car.
Coal Analysis and Moisture Content
The analytical properties of the coal had no apparent signifi-
cance on the quantity of emissions during charging. The constrict-
ion of the gas passage during leveling made it difficult to
determine the extent to which coal analysis contributes to charg-
ing emissions.
The moisture content of the coal did have an affect on the
quantity of emissions. The results of 10 charges made in
January 1974 with coal having 8.3% moisture can be compared with
the normal results obtained from five charges in December 1973
using P-4 pusher in which the coal moisture was 7.1% The wet
coal prevented uniform coal flow. Only 40% of the charges had
normal charging times. The operator used a bar on at least one
drop sleeve to get the coal flow started on six of the ten
82
-------
Coal Analysis and Moisture Content (continued)
charges. The average charging time increased 30% and T3
emissions increased 40 %. At the same time T2 emissions decreased
45%. The overall increase in emissions is attributed to longer
required leveling time as a result of irregular coal feed.
Effectiveness of Oven Port Seals
A poor leveler door seal will cause increased emissions from
the charging hole ports as well as the leveler door during the
final 20% charge. It also causes emissions during the first
portion of the charge.
Poor seating of the feed hopper drop sleeves will leave an
open gap in part of the charging hole ring. During the last 20%
of the charge, the positive oven pressure produces flames which
damage larry car equipment.
Type and Condition of Ascension Pipe
There are two types of goosenecks used on this battery. Their
characteristics are described in the section on Charging Equipment
Description, (page 59). The gas flow characteristics from the two
different designs tends to be,about the same, since the
conventional gooseneck has a larger steam nozzle.
The conditions of the standpipe, gooseneck, and steam nozzle
limit the performance of the gas aspirating system. The steam
nozzle must be clean and free of carbon deposits that constrict
the path of the steam jet in the gooseneck. The ascension pipe
must remain relatively free of carbon deposits. Constrictions
near the top of the standpipe limit the suction more than those
at the bottom. Less than 80% opening at the top or 50% at the
bottom will usually result in a visible increase in emissions.
Similar changes are noticed when the gooseneck or return bend
opening is less than 80%.
The standpipe cap must have a good seal to assure good steam
aspiration. Any air drawn in at this source will reduce the
oven gas flow through the standpipe.
83
-------
Coal Charging Time and Charge Cycle Time
The coal charging time starts when the butterflies first open
and oscillate. It ends when the last butterfly valve closes
the final time. This time is directly related to the coal feed.
In general the shorter times occur when uniform feed conditions
exist on all three hoppers. Coal moisture will cause the charg-
ing times to increase, but if the rate of feed remains uniform
in the three hoppers, this increased time will usually not result
in more emissions. If the increased time is caused by non-
uniform feed conditions between hoppers, then emissions are
expected to increase. This is the result of increased leveling
time during which severe gas passage constrictions cause
increased oven pressure.
The charge cycle time includes the time required for closing
all oven ports in addition to the charging time. The charge
cycle time starts at the same time as the charging time and ends
after all oven ports have been closed. With good charging condi-
tions, the emissions in re-lidding are not significant. The
emissions that normally occur in the last 20% coal feed are
reduced as soon as all butterfly valves are closed. If
significant emissions occur at the end of a charge, they are
apt to continue while the leveler door is being closed. Once
the leveler door is closed re-lidding of charging holes is
usually performed without significant emissions, except for
conditions of very poor oven suction or a constricted gas
passage resulting from insufficient leveling.
Removing the leveler bar and closing the leveler door takes
about 50 seconds. Sequential re-lidding of charging holes (1-2-
3) takes 12 seconds each for the first two and about 18 seconds
for the final one. The first two re-lidding operations require
12 seconds to replace the lids and start oscillating. The next
re-lid sequence can be initiated at this time. The final re-lid
sequence requires the lid lifter cycle to be complete before
moving the car.
Weather Conditions
The weather conditions have little direct relation to the
84
-------
Weather Conditions(continued^
charging performance with respect to emissions. To the extent
that it affects the coal moisture, it is a determining factor.
There have been additional problems when the larry car is
first placed in service during wet weather. The wet hoppers
and drop sleeves cause irregular coal feed for the initial two
or three charges.
The visual determination of charging emissions is influenced
by background light and wind velocity.
System Malfunctions
Any failure with charging equipment that adversely affects
the oven port seals, coal feed, maintenance of open oven gas
passage, oven suction or proper re-lidding will tend to increase
emissions. Good consistent charging requires reliable operation
of equipment.
85
-------
SECTION VII
PROJECT RESULTS - PROCESS CONTROL
COKE PRODUCTION
The charging system is designed to perform consistently with-
out any reduction in coke production rates. The general criteria
are to satisfy a pushing schedule of 60 ovens over an eight hour
period. P-4 Battery has a maximum pushing capability of 40 ovens
during an eight hour production turn. This is an average total
charging cycle time of 12 minutes.
The following charging time log is typical of the results
expected with the following conditions:
1. Single gas off-take.
2. Poking of coal with a steel rod not required to start and/or
maintain coal flow.
3. Subsystems perform reliably with no malfunction.
EVENT ELAPSED TIME (MIN.)
1. Start Charge (Oven 3-5) 0
2. 75% Charge Complete (#1,2,3) 1.0,1.1,1.1
(Butterflies are Closed)
3. Start Leveling 1.05
4. Open Butterflies (Final 25% Charge) 1.25
5. Hoppers Empty 1.75, 1.95, 2.1
6. Request leveler Bar removed and Leveler
Door Close 2.6
7. Leveler Door Closed and Sequential Relid
Starts ' 3.7
8. Re-Lid Complete 4.55
9. Complete Damper Off at Oven 3-9 and Re-
move Lids at Oven 3-7 5.55
10. Get Coal at Bin and Move to Oven 1-7
(Typical Average) 8.05
11. Manually Clean Gooseneck (1-7) and put
Oven 1-7 on-the-main. 9.55
86
-------
COKE PRODUCTION (continued)
These indicated total charging cycle times will not be attained
if the coal does not flow properly from all hoppers. Poking of
coal in the drop sleeve with a steel rod can result in an
increased charging cycle time of one to three minutes. This
problem, resulting from wet coal conditions, does not occur on
every charge.
Typical times for such a case are as follows:
Event Elapsed Time (Min.)
1.
2.
3.
4.
5.
6.
Start Charge
75% Charge complete (#1, 2, 3)
Start leveling
Open butterflies (final 25%)
Hoppers empty (1, 2, 3)
Balance of event times normal
0
1.0, 1.0,
1.05
2.0
2.3, 2.3,
11.05
1.85
3.6
For this charge the coal did not start out of #3 hopper immediately
and required the use of a coal poker. Apparently more of the coal
from #2 hopper went to the coke side of the oven. Consequently
considerable leveling was required to permit coal to discharge
from #3 hopper. The coal actually backed up into #3 charging
hole until removed by the leveler bar.
With a normal operating battery there are anticipated delays
that must be incorporated in any over-all production schedule.
Delays which affect pushing also affect the charging schedule, since
the pusher machine may not be available when required for charging.
These delays can be associated with equipment malfunctions, system
problems (coke difficult to push from oven),or personnel breaks
(eating lunch).
When equipment malfunctions occur, it may be quicker to repair
the machine, rather than place a spare in service. At P-4 battery,
it takes about twenty minutes to change the drop sleeve mounting
position when transferring operation of the P-3 larry car from P-3
to P-4 battery or vice-versa.
87
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COKE PRODUCTION (continued)
A normal pushing schedule would anticipate delays of about 10%
of the total operating time. An eight hour turn would achieve full
production with about 48 minutes delay from all sources.
It is evident from the total charging cycle times indicated
that the larry car can satisfy the schedule of 40 ovens per turn
at P-4 battery. Recognizing 10% delays, the required total cycle
time is 10.8 minutes or less. This compares well with the 3.55
typical total cycle time.
It is evident that this system as described for a single gas
off-take system would not meet the requirements of an eight-hour
pushing schedule of 60 ovens. Again recognizing 10% delays, the
required total cycle time is 7.2 minutes or less. Since a
double gas off-take is required to achieve an acceptable level
of smokeless charging, the cycle time will be evaluated under these
conditions. It must be recognized that the optimum changing procedure
may not be determined until "jumper pipes" have been installed on
the entire battery. Using the times required for re-lidding (does
not wait for the leveler door to close) the following charging time
log should be typical of good operating conditions. Events 6 and
7 are now performed in parallel and independent of the charging
sequences.
5.
8.
9.
10.
11.
Event
Hoppers empty
Re- lid complete
Complete damper-off
Get coal at bin and return to
next oven
Manually clean gooseneck and put
oven on-the-main
Elapsed
1.75, 2.4,
3.2
4.2
6.7
8.2
Time
2.0
This total cycle time of 8.2 minutes will not satisfy the 60
oven pushing schedule where the corresponding time of 7.2 minutes
or less is required. The problem in satisfying this schedule
is not directly related to the actual charging sequence (3.2
minutes) , but rather to the additional procedures involving "damper-
ing off" and "cleaning goosenecks". If the lidman was used to
88
-------
COKE PRODUCTION (continued)
"damper-off" (oven to be pushed) and "remove lids" (oven just
pushed), the cycle time would be 7.2 minutes. An additional minute
could be saved if the larryman cleans the gooseneck of the oven just
pushed during charging. With either of these modifications to the
system, a total cycle time of 7.2 minutes would be achieved
permitting an eight-hour pushing schedule of 60 ovens.
BY-PRODUCTS
Directing all the charging gases into the collecting main
by using greater oven suction may affect the by-products as
result of
1. Increased gas in the system
2. Increase in coal carry-over
3. Increase in oxygen level
4. Increase of NOX
The coke oven gas and tar were measured to determine the
existance of any adverse changes in quality. One of the problems
associated with oxides of nitrogen is the formation of gummy
substances. The gum content of the circulating wash oil was
monitored.
The by-product system receives the raw gas from five batteries,
and the influence of P-4 battery on any changes to the system can-
not be directly determined. "Jumper pipes" have been installed on
the other four batteries to direct the charging emissions into the
collecting main. Several tar samples were taken at #9 and #10
crossover, to monitor the tar from P-4 battery prior to reaching
the decanter tanks.
TAR
Any increase in coal carry-over would be expected to show up
in the tar processing system. The job of the "Tar-chaser" is to
clean out the sludge from the gas collecting mains on a weekly
basis. He has observed no change in the sludge taken from the
collecting main at P-4 battery during the past year.
The sludge taken from the flushing-liquor decanter tank is
reported to have increased about 15% during the past year. The
89
-------
TAR (continued)
pitch sludge buggies from each of five decanter tanks are emptied
on a daily basis. During the past year the average sludge leve
in the buggies has increased about 2" - 3". This may also be
partly the result of new conditions on the other four batteries.
Tests were performed at the P-4 battery cross-over to determine
the effect of steam pressure on the amount of coal carry-over in
the tar. Tar samples were collected for a 20-hour period with
the aspirating steam pressure set at 130 psi. The samples were
taken at a point at #9 cross-over just before it gets to the flush-
ing-liquor decanter tank. Eight hour tar samples were then taken
at 180 psi. The results are shown on table 6. The tar samples
were examined under a microscope to determine the type and size
of particles. The results (refer to Appendix G) show that the
particles of coal, semi-coke, coke, and pyrolytic carbon (similar
to wall and roof carbon) increased in quantity and particle size.
The steam pressure is normally set at 130 psi - 140 psi at the
header. The quinoline insolubles at 130 psi were about 20%
greater than the 1968 average (100 psi aspirating steam pressure).
There has been no significant change in the by-product tar
as measured at the tar pump after the ammonia liquor decanter
tanks. The test results in Table 7 show no significant change
from the 1968 average tar or the tests made in August 1972 just
piror to the operation of the new charging system, and prior to
the installation of jumper pipes on the other batteries.
90
-------
Table 6. TAR SAMPLES P-4 BATTERY
(#9 Cross-over just ahead of decanter)
Measured Parameter
Steam pressure (psi)
Qu incline insoluble (% wt.)
Benzene Insoluble (%wt.)
Ash (% wt.)
Coal Properties _
Bulk Density (lb/ftj)
% Volatile Matter
% Moisture
% Fixed Carbon
% Ash
Oil pts./ton coal
Pulverization
% on 3/4"
% on 1/2"
% on 1/4"
% on 1/8"
% through 1/8"
% through 100 mesh
20 Hr.
Sample
2/23/74
130
8.9
12.7
0.14
43.1
32.25
8.01
60.65
7.10
2.8
0
1.1
5.6
16.0
77.3
10.6
8 Hr.
Sample
2/27/74
180
11.5*
18.0
0.32
42.80
32.27
8.51
60.50
7.23
2.8
0
1.6
4.4
16.3
77.7
10.6
Coal evident in Quinoline Insolubles from this sample (180 psi)
90 a
-------
Table 7. PRODUCTION TAR ANALYSIS
(Sampled after decanter)
Measured Parameter
Specific gravity at
15.5°C
Engler viscosity at
140°C (sec.)
NH4C1 (lbs/1000 gal)
H20 (% vol.)
Distillate to 250°C
(% wt,% vol.)
Quinoline insoluble
(% wt . )
Benzene insoluble
% wt
Ash (% wt.)
Analysis-Dry tar
basis
Tar Acids (% wt. ,
% voL)
Tar bases (% wt. ,
% vol.)
Napthalene (% wt.,
% vol.)
Creosote (% wt. ,
% vol.)
Date
1968
Avg. '.
1.216
—
2.0
3.2
b
UJ9^U
7.1
10.5
--
1.3/L5
0.6/0.7
6.3/7.6
4.2/5.0
1972a
J/28-9A •
1.203
840
2.4
5.0
B.345.6
7.6
11.3
0.047
1.5/L.7
0.7/0.8
7.5/6.9
4.3/5.0
1972
lQ47-]0/28 !
1.204
680.1
1.7
3.8
14.647.4
6.9
10.3
0.013
1.VX4
0.7/0.8
8.64D.3
4.9/5.7
1973
H-J45
1.203
833.1
3.1
5.8
B. 846.4
7.7
11.7
0.04
0.9/L.2
0.6A7
8.5/10.0
4.4/5.2
1973
5&-5&
1.210
795
5.8
2.5
15.7/18.7
6.7
10.2
0.06
0.9/U
0.6/).7
9.6/LM
5.6/6.2
1973
12/21-J2/31
1.203
680
3.6
4.5
14^17^
8.0
11.0
0.045
L2A3
0.6A7
9^/4.9
4.^4.9
a. Sampling performed just prior to start of new system
b. 11.8/14.1 is per cent by weight, then volume
91
-------
COKE OVEN GAS
The quality of the coke oven gas (Table 8) has shown no
significant change during the past year. The air content of the
gas has increased (23-25%) as evidenced by an increase in nitrogen.
This has probably contributed to a slight decrease in the BTU
value of the gas.
The oxygen content of the coke oven gas from all five
batteries has not shown any significant change during the past
year.
Some oxygen sampling was performed on P-4 battery raw gas at
each of two gas cross-over mains (#9 and #10). There were several
samples in which the oxygen content exceeded 2%, with a maximum
reading of 3%. The average value measured at the two cross-overs
was slightly over 1.2%.
It should be noted in snap sampling that the oxygen content of
the gas depends on local events on the battery that influenced a
particular volume of gas. A second sample taken moments later
could result in a dramatic change of oxygen content. The conclus-
ions from all oxygen sampling are that the system has had no
significant affect on the oxygen content of the coke oven gas at
#9 and #10 crossovers. It must be recognized that the sampling
was related to single gas off-take oven conditions, and that the
addition of "jumper pipes" could alter the results.
The presence of increased oxides of nitrogen is not evident
from tests made of the gum content of the circulating wash oil
shown in Table 9.
The gas at #9 and #10 cross-overs was also sampled for oxides
of nitrogen using the A.S.T.M. D-1607-60 method. No oxides of
nitrogen could be detected using this method of analysis and the
laboratory sampling techniques.
COKE OVEN GAS VOLUME
The decrease in emissions is expected to result in an increase
in the average volume of coke oven gas. Measurements made in the
standpipes during charging (Appendix G) indicate approximately
1135 CFM additional gas was drawn with high pressure steam ejection,
92
-------
Table 8. COKE OVEN GAS ANALYSIS
Measured Parameter
CO2 (% vol.)
Illuminantsc (% vol.)
02 (% vol.)
CO (% vol.)
H2 (% vol.)
CH4 (% vol . )
N2 (% vol.)
BTU (Gross)
BTU (Net)
Spec, gravity
H2S in gas (grains/
100 ft3)
HCN in gas (grains/
100 ft3)
Date
1970
Avg.
2.9
3.0
1.3
6.6
49.2
32.4
4.9
551
501
'0.41
300
54
1972a
835-9A
2.5
3.0
1.5
6.3
49.9
31.1
5.8
542
492
0.41 '
322
193
1972
X/L7-1&8
2.3
3.0
1.3
6.2
49.9
30.3
7.0
535
486
0.41 '
328
42
1973
3/M/L5
2.2
2.9
1.2
6.3
49.8
30.5
7.0
535
485
0.41
195
50
1973
5/14-5/31
2.4
3.0
1.3
6.3
49.8
29.9
7.3
531
482
0.41 •
280
32
1973
Dec.
3.0
2.8
1.3
6.4
49.5
29.6
7.4
524
475
0.42
—
—
a. Sampling performed just prior to start of new system
b. Includes any acidic gases such as H2S, HCN, etc.
c. Any constituents that will react with fuming sulfuric
acid; mostly unsaturated hydrocarbons such as ethylene-
C2H4
93
-------
Table 9. GUM CONTENT OF CIRCULATING WASH OIL
Measured Parameter
Insoluble gums (g/1.)
Soluble gums (g/1.)
Total gums (g/1.)
Date
1972
8/24
0.34
0.12
0.46
1972
10/27
0.14
0.18
0.32
1973
1/12
0.28
0.31
0.59
1973
5/18
0.31
0.13
0.44
1973
6/1
0.25
0.14
0.39
1973
Dec.
0.18
0.18
0.36
94
-------
COKE OVEN GAS VOLUME (continued)
when compared to the original low pressure steam. Extropolating
those results for the present header pressure of 130-140 psi,
indicates an approximate increase of 50% or about 570 CFM additional
gas. Assuming an average steam aspirating time of 4.5 minutes, and
five charges per hour, approximately 12/800 ft3 additional coke
oven gas is produced per hour. Approximately 800,000 ft3/hr. of
coke oven gas is produced at P-4 battery. This represents a
calculated increase of 1.6% The addition of jumper pipes to this
battery could result in an additional 75% increase or about 9,600
ft3. The overall increase in coke oven gas of about 22,400 ft3
represents a 2.8%increase with jumper pipes over the original
production. This increase represents the emissions that formerly
went into the atmosphere as well as an increase in the quantity of
air drawn -into the system.
The importance in minimizing the time span during which steam
aspiration is used, can be related to the operation of the primary
cooler. During the summer an excessive increase in gas will overload
the primary cooler causing an increase in the gas temperature.
If the limits of the gas exhauster are reached, the increased back
pressure will reduce oven suction.
The recording charts for coke oven gas show significantly higher
peaks than previously. These peaks are attributed to excessive use
of steam on ovens not being charged. These charts also indicate
that approximately 100,000 ft /hr. more coke oven gas is now
produced from the five batteries, over that produced 18 months
earlier.
95
-------
SECTION VIII
PROJECT RESULTS - EQUIPMENT PERFORMANCE
GRAVITY FEED LARRY CAR
As part of previous development work, a full scale gravity
feed hopper had been built and tested at the Swissvale yard of
Koppers Company (Figure 33). The purpose of that test was to
en-sure that the basic C9ncepts of the feed system could be
realised prior to building the new larry car. Some of the
conclusions in the test report indicated that:
1. The hopper and butterfly valve can control the flow of all
type coals to maintain a coal seal in the hopper at all times.
2. The system provides for nominal misalignment problems.
3. The hopper can satisfactorily discharge coals having a wide
range of moistures (4-9% on final test)
4. The system provides a uniform coal flow rate during the
entire emptying interval.
The experience to date indicates that these conditions
were only partially achieved in full production operations.
Maintain Coal Seal
The flow of coal from the hopper and drop sleeve is such
that a coal seal is maintained continually. At the end of
charging, as sensed by a bottom coal level detector, the butterfly
valve is closed so that a 15" layer of coal seals the charging
hole.
Drop Sleeve Misalignment
The design of the drop sleevewas such that with an initial
misalignment of 1 1/2", the sleeve was to seat within the charg-
ing hole ring.
In order to satisfy the alignment tolerance conditions, the
charging hole rings were realigned by freeing them from the
96
-------
HOPPER -
OJAZER
S&CTIOU
33
97
-------
Drop Sleeve Misalignment (continued)
permanent brick and re-positioning so they were concentrically
aligned with the drop sleeves. The surface in the immediate
vicinity of the rings was leveled so as not to interfere with the
housings for the butterfly proximity limits and the hydraulic
driven rotary actuator.
The alignment of #3 charging hole rings could not be optimized
in many instances because to do so would result in a constriction
of the charging hole under the ring and would result in exposure
of part of ring to the oven gases. The net result is that many
of these rings are slightly displaced to the coke side with
respect to the drop sleeve by approximately 1/2" to 1".
The original seating performance was unsatisfactory. The
rotary actuator housing or limit housing would strike the battery
surface because of a swing motion of the drop sleeve. This
would prevent the drop sleeve spherical surface from properly
seating in the charging hole ring. A new spherical ring was made
with a 1/2" extension. This permitted the drop sleeve to seat
without interference from the housings (Figure 34).
The drop sleeves used to swing as they were lowered. This
was caused principally by the drop sleeves not being balanced
and the downward motion tends to be in an arc that is restrained
by vertical guides. Also the connecting link between the lowering
arms and the drop sleeve pin was solid. If the drop sleeve seat
made contact against the charging hole ring in such a manner that
it was tilted, it could be driven against the ring. Instead of
permitting the sleeve to slide in, it would jam it against the
side of the ring. Three modifications were made to correct the
problem. The drop sleeves were counter-balanced with weights.
A slotted link replaced the solid link. A guide was also furnish-
ed to force the drop sleeve to be directed downward without
significant oscillation. These modifications for the most part
corrected the seating problem.
The pins and links which are part of this system must be
maintained free with frequent lubrication, to allow proper seat-
ing.
98
-------
DROP SLEEVE SEATING
THE DROP SLEEVE SEATED IN CHARGING HOLE RING WITH EXTENDED SPHERICAL
SEATING RING. NOTICE A COUNTERWEIGHT BOLTED TO FRONT OF BUTTERFLY
LIMIT HOUSING. THIS WEIGHT HAS SINCE BEEN REMOVED. A SOLID LINK CAN BE
SEEN BETWEEN THE LOWERING ARMS AND THE DROP SLEEVE PIN. THIS WAS
CHANGED TO A SLOTTED LINK.
FIGURE 34
99
-------
Drop Sleeve Misalignment (continued)
At the present time #1 and #2 drop sleeves seat consistently
in the charging hole rings. There are still occasional problems
with #3 drop sleeve seating. This problem exists because the
charging hole rings on some ovens cannot be moved sufficiently
to provide optimum alignment with the drop sleeve. The seating
problem could be improved by moving #3 hopper (coke side) to
provide a better average position. This would be a major job.
For a new installation where hopper and drop sleeve alignment
are optimized, this system can provide for a limit of about 1 1/2"
misalignment, and still consistently seat properly.
High Moisture Coal
The hopper can discharge coals over a wide range of moistures,
but the use of a vibrator is usually required. The discharge
of the coal through the drop sleeve is more difficult, and the
presence of the vibrator on the hopper is not sufficient to cause
flow under all conditions.
The use of vibrators, as originally installed, was a source
of problems since the car started operations. The mechanical
vibration has caused many parts to fail because the fasteners
were loosened or sheared. All such fasteners had to be welded
to prevent losing them. During the interim period the sleeves
were dropped several times. A drop sleeve return spring fractured
as a result of fatigue stresses. The vibrators themselves failed
and it is believed that the failure mechanism was initially
mechanical wear in the bearing housing. It caused the top level
sensors to loosen and drop the paddle wheel. There were a few
times when it caused the hopper position proximity switch contacts
to vibrate if the drop sleeve was not fully down and the limit
was just on the verge o'f operating. This would cause the butter-
fly valve to close for unexplained reasons.
The worst symptom of this problem was discovered in July 1973
when fatigue cracks were found in the hopper body at the toe of
a circumferential fillet weld joining the type 304 stainless steel
hopper body to a carbon steel bottom flange. This failure
occurred on all three hoppers. Figure 35 shows the original
100
-------
HOPPER FATIGUE CRACK
NOTICE FATIGUE CRACK WHERE THE HOPPER BODY IS JOINED TO A BOTTOM
STEEL FLANGE. THE VIBRATOR IS SEEN IN THE ORIGINAL MOUNTING LOCATION.
THE BOTTOM COAL LEVEL SENSOR CAN BE SEEN ABOVE. THIS HAS BEEN
REPLACED BY A COUNTERWEIGHTED ROD TYPE SENSOR.
FIGURE 35
101
-------
High Moisture Coal (continued)
vibrator mounting position and an example of a fatigue .crack.
It was suggested that the vibrators be relocated on the
conical portion of the hoppers. A solid base was prepared for
the vibrator which mounted on a long channel to distribute the
vibration over a wide area.
Since this change, there has been improved life with the
vibrators, and no evidence at this time of any mechanical
failures attributed to vibration. However more observation time
is required to make a definitive conclusion.
Because of the drop sleeve design the coal feed is not reliable
when the coal moisture is approximately 8% or more. With this moisture
content the operator must frequently use a steel rod to poke the hole from
the top of the drop sleeve in order to initiate coal flow. Once
the coal flow starts it will usually continue to pour. The
emission data shown for charges made with 8.3% coal moisture in
January, 1974 indicate that the operator had to use a bar on at
least one drop sleeve for six out of ten charges.
The operator will try to get out of this troublesome problem
by oscillating the butterfly valves until the coal has been
completely discharged from the drop sleeves. A 10-15" coal seal
will result in some packing of coal when the drop sleeve is raised
after a charge. This small amount of packing causes no apparent
problem except with coal having a high moisture content.
The incidence of stalled butterflies during leveling is
greatly increased during wet coal conditions as described
previously in Section VI (Page 73).
Uniform Coal Flow
Consistent coal flow from all three hoppers would permit the
adjustment of coal feed rates to minimize the leveling time.
This feature was never achieved consistently. The time charts
included with emission data (Appendix D) for December 1973 and
January 1974 clearly indicate the variable feed rates.
102
-------
Uniform Coal Flow (continued)
Some of the problems affecting coal feed were discussed in
the previous paragraph on high moisture coal. In addition two
frequent problems at the start of the project that resulted in
coal packing were:
1. Too much coal left from the previous charge.
2. Drop sleeves have to be raised for some reason after they
have been lowered, but prior to charging.
Even with normal 1% moisture the coal would frequently pack
after raising the drop sleeve, if the coal seal was more "than 15".
This condition seldom occurs since the installation of a bottom
level sensor that maintains a consistent 15" coal seal. The
second problem occurs infrequently since the performance of drop
sleeves in seating within the charging hole rings has improved.
Except for a few isolated cases, once the coal flow has
been initially started, it will continue, though not necessarily
at a constant feed rate.
Improvement of Coal Flow Problem
At times with conditions of'high moisture, the final coal
seal appears to be concave, indicating a tendency for coal to
pack around the sides of the drop sleeve. The tapered insert
between the drop sleeve shell and the butterfly cylinder is
believed to be a major contributing factor. The packing of coal
at the insert may cause the formation of a bridge above the
butterfly.
Several steps were taken to reduce the problem. A coal poker
was installed in #3 hopper. The coal poker was hydraulically driven
in a vertical cyclic motion with its lowest point about 2"
above the butterfly valve. The performance of this device was
marginal. It would usually work when coal packed in Ihe drop
sleeve because previously the drop sleeve had been raised with
more than a 15" layer of coal remaining above the butterfly valve.
However with very wet coal (8% moisture) , it would frequently fail
to break the bridge.
103
-------
improvement of Coal Flow Problem (continued)
If the coal flow stopped because coal backed up in the charg-
ing hole, the use of the coal poker tended to pack the coal and
make the condition worse. The coal poker was removed and a
hydraulic vibrator was mounted directly to the side of #3 drop
sleeve to see if this would improve the coal feed without damag-
ing the charging hole rings. The vibration force was adjustable
by the setting of a hydraulic flow control valve. This device
could be adjusted so that it would always start coal flow, but
the vibrating force required was of a magnitude that would
apparently result in eventual loosening of the charging hole
rings. The environment of fire and vibration made it vulnerable
to hydraulic hose leaks. It has since been removed.
A preferred solution is to re-design the hopper drop sleeve
so that the initiation of coal flow requires no auxiliary devices,
The present drop sleeve insert has a 57° slope. Work has been
initiated into ways of achieving a minimum 67° bin angle, based
on criteria which resulted from hopper design research by U.S.
Steel.
Minimize Stalling of Butterfly Valve
When the coal backs up in the charging hole ring, the buttei?-
fly oscillation tends to pack the coal and eventually stalls the
butterfly. The operator has been trained to watch the oscillate
lights. If they stop cycling ON and OFF, the operator resets the
sequence alarm and waits 10-15 seconds. This gives the leveler
bar time to remove enough coal to open the charging hole. The
operator can then start up the butterfly to complete the charge.
This procedure appears to be effective at least 98% of the time.
An improved procedure would utilize coal flow meters to
monitor the performance. As soon as coal flow stopped as a
result of coal backing up the charging hole, the butterfly
oscillation could be terminated before it packs the coal.
A hydra ulic pressure gage was connected to the butterfly
oscillate hydraulic line. The hydraulic pressure with no coal,
or with regular feeding of coal is the same. Consequently the
operator cannot use this gage to determine when coal is not flow-
ing because it is packed above the butterfly valve. When coal
104
-------
Minimize Stalling of Butterfly Valve (continued)
backs up from within a charging hole/ the pressure goes up
when the butterfly stalls, and this is easily seen on a gage.
It does not indicate when coal flow stops, but rather when the
butterfly valve stalls. The butterfly valve oscillate lights
already provide this information, consequently the pressure
gage is of no use as a coal flow indicator.
Conclusions - Coal Feed System.
The present coal feed system has sufficient provision for
normal misalignment with charging holes, and is able to maintain
an adequate coal seal at all times.
The system does not properly discharge coal with 8% moisture
and must be redesigned to achieve this necessary goal. The
system does not provide a uniform coal feed during charging,
but with the addition of jumper pipes, this feature is not
required. The control of the coal feed is necessary to ensure
that leveling is required at only one charging hole. The use
of coal level detectors can accomplish the requirements, if
the coal feed system can reliably charge coal with 8-10% moisture.
There are several desirable features which should be provided
on a coal feed system to optimize charging performance and car
reliability.
1. The coal feed system must reliably discharge coal under all
normal operating conditions (various amounts of moisture,
etc.) .
2. A sensor that can provide the operator with coal flow
information from each hopper is desirable.
Hopper Volumetric Measuring Sleeves
The gravity feed hoppers have been provided with adjustable
measuring sleeves. These sleeves are very difficult to adjust
and have a tendency to come apart. A safety chain has been added
to hold the bottom section of the measuring sleeve so that it
cannot fall into the hopper. The measuring sleeve sections were
not balanced and tended to jam together.
105
-------
Hopper Volumetric Measuring Sleeves (continued)
The measuring sleeves have been re-designed to alleviate
these problems. The modified design has not yet been installed.
Reliability Problems with Hopper Components
The inability to be able to maintain negative oven pressure
during leveling results in emissions during part of this opera-
tion. This also affects the reliability of the car. Internal
oven pressure causes flame to be directed out of the charging
hole between the charging hole ring and the drop sleeve,
resulting in damage to electrical sensors and hydraulic hoses.
This is particularly evident when the drop sleeve does not
seat properly in the charging hole ring, leaving an open gap
(almost restricted to #3 charging hole).
The latest arrangement of hydraulic hoses and the latest
arrangement of proximity switches have reduced the possibility
of failure because of flame from the charging holes.
The Original limit switches that monitored the hopper position
(UP, DOWN, CLEAR) were hatchway type limits. These had a very
short life since any heat from flame would cause them to fail
in spite of the protective shielding. The HOPPER CLEAR limit
is set to be actuated when the drop sleeve raises sufficiently
to clear the charging hole rings. This permits the car to
travel by means of operating the EMERGENCY TRAVEL PB. These
limits were replaced by proximity switches rated 450° F, and
more elaborate heat shielding was added. The performance of these
limits has been reliable since that time.
The original switches for the butterfly valve motion (CLOSED,
OPEN, CCW) were and still are the proximity type switch. The
switches are housed in a steel box which provides good protection
but is located very close to the charging hole ring and the
resulting source of flame. The life of these switches has been
good at #1 and #2 butterfly valve. The life of those at #3
butterfly has been considerably less because of the much more
frequent occurrence of flames from between the charging hole
ring and the drop sleeve. There have been three butterfly
limits fail in 4 1/2 months, all at #3.
106
-------
Reliability Problems with Hopper Components (continued)
At the present time a high temperature material rated 1800°P
is wrapped around the switches in order to prolong their life
(# 3 hopper).
The wiring for these sensors has held up reasonably well.
It is rated for 1000° F temperature and is enclosed in conduits
or armored cable.
The maintenance of the butterfly valve hydraulic hoses has
been a problem. The original hoseshad an extremely short life.
Several different hoses were tried. The best results were
obtained with a heat-resistant hose having a double layer of
woven asbestos insulation under the armor. The original hose
was an expensive 7 foot long piece that required removing the
rotatory actuator housing cover to change, a maintenance job
that normally took about 90 minutes. The arrangement was
changed so that a 3 foot hose was required that takes about
20 minutes to change.
The butterfly valve is powered by a rotary actuator. Two
of these have failed during 16 months of operation. The
mechanical failures were apparently associated with slight
movement of the actuator housing during operation. The mounting
design makes it difficult to anchor the housing in a manner that
prevents anymovement.
Hopper Coal Level Control
At the beginning of the AISI program several coal level
sensors were tested on an existing Wilputte larry car used on
P-4 battery. These include a SONAR type device, capacitance
probe, pressure sensitive device, vibrating rod, and a paddle
wheel drive device. The results of this test work indicated
that the paddle wheel drive device was more reliable then the
other tested units. This particular unit was a "Bin-0-Matic".
The second and third level sensor were applied with a baffle
above the paddle to protect the unit when the hopper was being
loaded at the coal bin.
After a year's use in production operation, the Bin-0-Matic
is still in use at the 80% level. There have been only one or
two units changed in this position since the car was installed.
The units were changed because of an internal gear failure.
107
-------
Hopper Coal Level Control (continued)
The units are located in an area where reliable operation has
been obtained and they are considered successful.
The bottom level sensor did not prove adequate because it
was not located in a proper position to sense the coal level in
the drop sleeve at which time the butterfly is closed. In
order to maintain a proper coal seal of 15", it is necessary to
close the butterfly when the coal level just drops below the
bottom of the hopper cylinder. The Bin-0-Matic was located in
the tapered part of the hopper, about 30" above the bottom of
the cylinder. It was mounted at this location, since there was
no mounting space available below that point. An electric
operated timer was energized when the Bin-0-Matic was activated
(no coal). After a pre-set timed period, the butterfly would
close. With a uniform coal flow this system would work.
However the coal flow is quite variable in the final feed,and
it was impossible to maintain a proper coal seal.
There were other problems associated with this bottom level
sensor. Being at the tapered portion of the hopper, the coal
flow was not as regular. The coal was more apt to pack on the
baffle creating an occasional void. There was almost always a
void that occurred just after the drop sleeve was lowered. This
would cause the sensor to indicate "EMPTY" for about 5-10 seconds.
This problem was eliminated by interlocking the circuit of the
bottom level sensor so that the logic was available only after
the 75% level sensor was activated.
The shaft of the Bin-O-Matic was more susceptible to coal
packing, apparently because of its location in the hopper. It then
is necessary for some one to climb inside the hopper and remove
the coal from the shaft. This might occur on the average of
once a month.
An attempt was made to use a Bin-0-Matic in the drop sleeve.
This was rot successful since coal would pack around the shaft
causing it to stall, thus indicating the presence of coal. J&L
then specified an arrangement for a bottom coal level sensor
consisting of a counterweighted rod which extends into the hopper
where the original paddle wheel sensor was located. This
108
-------
Hopper Coal Level Control (continued)
arrangement is shown on Figure 36. The absence of coal causes
the counterweight to rotate the rod away from the hopper wall and
operate a proximity switch. The presence of coal pushes the rod
to the cylinder wall, overcoming the -counterweight. This device
has consistently maintained a coal seal in the drop sleeve and
has not yet required any maintenance.
The Bin-O-Matic used at the top of the hopper was subject
to failure from the hopper vibration. Also the top coal level
would drop frequently when travelling to an oven. The operator
could not consistently use this indicator to determine initial
coal flow. The counterweighted rod was installed at the top of
the hopper and has been working successfully in this location.
On a new car the counterweighted rod type level sensor would
be recommended for all locations. The length and position of the
rod can easily be adjusted to be in the proper position to sense
coal flow and the coal level. Its moving part consisting of a
pivot pin is located outside the hopper away from the coal. The
proximity switch sensor is also located away from the coal out-
side the hopper.
AUTOMATIC LID LIFTERS
The lid lifters, as originally installed, were a source of
excessive maintenance which resulted from two general problems:
1. The close clearances between the magnet and the drop sleeves,
and also the bottom of the magnet and a lid on the battery
resulted in frequent mechanical failures.
2. The environment (Primarily flame) caused failures in elect-
rical sensors and wiring, as well as hydraulic hoses.
Close Clearances
The problem of close clearances is unique with this installa-
tion. The drop sleeve spherical seating ring had to be lowered
1/2" in the field to permit the drop sleeves to seat, thus reduc-
ing the 2 1/4" design clearance, which never existed. In addition
109
-------
//o PP&K.
Figure 36
110
-------
Close Clearances (continued)
the drop sleeves do not always raise the full amount because of
the remaining coal load and friction. If the drop sleeve
raised within 3/4" of the top/ the hopper UP limit was supposed
to indicate it in the UP position. The clearance is further
reduced by the fact that the conduit connection for the magnet
wire and the contact lid limit can be seen to be higher than
the reference clearance point. Thus with normal conditions the
clearance can be less than 3/4". In addition to this, at times
the magnet assembly was tilted causing the clearance to be de-
creased. Also the drop sleeve is not always horizontal in the
UP position due primarily to an unbalanced remaining coal load,
particularly when excessive coal remained.
The clearance between the bottom of the lid lifter magnet
and the top of the lid resting on the battery was even tighter.
The approximate design clearance of about 4 1/2" did not exist.
This clearance was based on a 1" flat pancake type lid. The
type of lid used on this battery was originally 2 1/2" with
lugs. One quarter inch was later removed from the lugs reducing
the heighth to 2 1/4". The lid lifter did not always remain at
the elevation shown on the drawing. Since a mechanical spring
arrangement is provided to raise the lid lifter in case of an
electrical or hydraulic failure, a double-solenoid three-position
hydraulic valve is used. Because of internal leakage, the lid
lifter did not remain in the extreme UP position thus decreasing
further the clearances.
On a 20 year old battery the surface is not uniform, thus
considerably reducing the apparent clearances.
These close clearances at times resulted in interference
between the drop sleeve and the lid lifter. The principal
problem here was damage to the conduit boxes on the magnet and
bent guide arms on the lid lifter mechanism.
The close clearance between the lid lifter magnet and the
lids on battery caused the lids to be struck and moved out of
position. When the time came to replace the lids they would
not seat properly.
Ill
-------
Close Clearances (continued)
The following changes were made to minimize interference
problems:
1. The hydraulic pressure was increased to 1300 psi to provide
more force to raise the drop sleeves.
2. The lever operated limit switch for HOPPER UP sensing was
subject to frequent failures causing the hopper to get an
UP indication when it was not sufficiently UP to have
adequate clearance. This was replaced by a more reliable
proximity switch rated 450° F.
3. The conduit boxes were revised so that the profile was
decreased 1/4" to 1/2".
4. The lid lifter guide arms were re-designed, with heavier
steel so they would not bend so easily.
5. A wear bar is located between the lid lifter traverse wheels
and the filler plate. The last 18" of wear bar was removed
to permit the lid lifter to lower 3/4" when it extends.
The remaining wear bar was tapered near the end to provide
a bumpless extend motion.
6. The electrical circuit was revised to energize the UP
solenoid at all times, so as to maintain the lid lifter in
the full UP position to provide maximum lid clearance.
There were two other causes of interferences. With the
hydraulic pump shut off the two-position double solenoid valves
can be momentarily electrically energized or manually actuated.
The equipment does not move because there is no hydraulic
pressure. When the pump is later turned on, the hydraulic power
will cause equipment to move in accordance with the present
solenoid position. Thus it is possible to have a drop sleeve
lower and the lid lifter extend simultaneously when the car is
placed in service after an extended outage. This is known
to have happened causing the guide arm to bend.
This was corrected by initiating an EMERGENCY TRAVEL opera-
tion on all parts of the car whenever the hydraulic pump start
112
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Close Clearances (continued)
push button is operated, thus causing all equipment to move to
the TRAVEL position.
The other interference problem wa-s caused by excessive
amounts of coal in the battery where the lids were placed. This
would elevate the lids. It is believed that instances have
occurred, when the lid was raised and tilted because of coal,
that resulted in jamming the lid between the mechanism and the
battery top when the car passed over, causing a failure some-
times manifest by a broken hydraulic cylinder rod. This situa-
tion has been corrected by alerting the operating people to this
situation.
Presently, this once serious interference problem is no
longer a significant factor, and the over all car reliability
is much improved as a result.
Fire Damage
During charging, if the gas passage way in the oven does
not remain open, internal pressure causes burning gas to blow
out of the oven between the drop sleeve and the charging hole
ring. Since the opening is usually very small it errupts with
a blow torch effect. Although the lid lifter components are
for the most part about six feet from the center of the charg-
ing hole, they are occasionally subject to the heat of burning
gases.
On a more frequent basis, they are subject to heat damage
when lids are being removed from the oven that was just pushed
(two ovens south of the one just charged). The heart of the lid
lifter parts are then located directly over the oven that was
just charged. If internal pressure exists in the oven, flames
will be blowing out of the charging hole between the circumference
of the lid and the charging hole ring. This is very hard on
sensors and hydraulic hoses.
The lever operated limit switches cannot stand up under this
abuse. The contact blocks are destroyed and the mechanical
return springs are stress relieved. In addition the wet
113
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Fire Damage (continued)
environment caused by the presence of a quench tower results
in mechanical binding of the lever arm.
There are six limit switch sensors on each lid lifter.
EXTEND and RETRACT limits monitor the horizontal motion, an UP
limit monitors vertical travel/ clockwise and counterclockwise
limits sequence the oscillate motion, and a pin operated limit
indicates that the magnet has a lid. The first five sensors
were replaced at #3 lid lifter with proximity switches rated
for 450° F service. These limits have greatly improved
reliability. They are still subject to temperatures which
significantly exceed the 450° F for a short time. These
switches are covered with a high temperature insulation (Refrasil)
to protect against fire.
The lever operated limit which indicates that a lid is in
contact with the magnet is still the original switch, simply
because it is difficult to use a proximity switch for this
application. This switch is used only for an operator's
indicating light, and its failure will not interfere with the
control sequence.
This switch is also well removed from the oven that was
just charged during a REMOVE LID operation on the oven that
was just pushed. Consequently its exposure to heat is less
than the other sensors. There were two limit switch failures
in a year at this location. About once every 4-6 months the
steel rod which protrudes from the magnet must be removed and
dirt cleaned out to prevent it from sticking.
The clockwise and counterclockwise limits failed more than
any other sensor on the lid lifters (lever operated switch).
When these fail the lids will not be oscillated when replaced,
but this will not stop the control cycle which allows so much
time to oscillate. Consequently their failure does not
significantly affect the reliability since they do not stop
the process and can be repaired or replaced when maintenance
people are available. Failure to oscillate the lids will
usually result in a poorer oven seal.
114
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Fire Damage (continued)
To improve the electrical reliability of the lid lifter
operation, all wiring and conduit work was re-routed in such
a manner as to minimize exposure to flame and abrasive wear
during operation of the lid lifters. One thousand degree
wiring is used on all parts of the lid lifter.
There are two other sensors associated with the lid lifters.
A current sensing device determines when the magnet is energized
or de-energized. This is located in the control room as part
of the magnet control and has not experienced any malfunction
to date.
The lid lifter DOWN sensor is a hydraulic pressure switch
located in the hydraulic control cabinet. This sensor has on
occasion required a screwdriver adjustment to make it sense
when the magnet is lowered, but has had no failures requiring
a replacement. The adjustment is usually required, if at all,
when there is a significant change in the temperature of the
ambient air. An adjustment was required an average of two to
three times a year.
The hydraulic hoses which operate the two cylinders are
also subject to failure from exposure to burning gases. These
hoses were replaced with a G-SM Goodall hose which significantly
improved the life.
The steps taken to minimize failures from damage occurring
as a result of exposure to high temperatures have significantly
improved the over-all reliability. There have been more failures
with #3 lid lifter because it is exposed more frequently to the
burning gases. Since September, 1973 there were three known
failures with #3 lid lifter caused by limit failures as a result
of flame. It is believed that the heat shielding will improve
this performance.
Magnets
There have been three magnet failures since the car was
placed in operation. Two were caused by lead wire exposure to
heat and the third was caused by the drop sleeve lowering into
115
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Magnets (continued)
the magnet when the hydraulic pump was turned on (this problem
has since been corrected). This appears to be a satisfactory
life span (neglecting the third failure). Part of this success
is attributed to the fact that the magnet only holds the lid
while it is being removed or replaced. Thus the lid temperature
is not a significant factor in magnet heating.
Hydraulic Panels
The arrangement of hydraulic panels for each lid lifter and
drop sleeve has permitted the operating people to get out of
trouble in times of failure, and has permitted maintenance
adjustments to be made more easily.
Improved Design
Most of the maintenance problems experienced with these lid
lifters could be avoided on a new design. Adequate clearances
could be assured in the design. The exposure of the lid lifter
to high temperature would be minimal by locating the lid lifter
in the opposite direction so that when removing lids from the
oven just pushed, the lid lifter is not directly above the oven
just charged.
Careful selection and location of sensors and hydraulic
hoses will improve reliability. The oscillate limits are not
required, since this function can be performed hydraulically.
It is believed that the present sensors (other than OSCILLATE),
properly applied and shielded will provide reliable service for
a re-located lid lifter, and will provide adequate service on
the present lid lifter location.
DAMPER, STEAM VALVE, AND STANDPIPE CAP OPERATING LINKAGES
There have been many problems with these linkage systems
and their performance has not been reliable. With the present
operation, the larryman will always leave the cab to check the
operation. If it was not properly executed, the lidman completes
the operation.
116
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DAMPER, STEAM VALVE, AND STANDPIPE CAP OPERATING LINKAGES
(continued)
The major problems exist because on an old battery (20 years)
the standpipes lean in all directions and uniform dimensional
properties on each oven cannot be maintained. The actuator
and linkage design did not incorporate sufficient flexibility,
to account for this. It was necessary to increase the length
of the cross piece on the end of the car operated rotary levers
so that the operating band was increased from 1 1/2" to 6". A
guide plate was placed around the steam valve actuator magnet
attached to lever #2 so that the actuator shoe plate would
be properly held when the magnet was not right on center. The
magnet power was increased by a factor of four to maintain
sufficient power to operate the linkage when not perfectly
aligned. Further the linkages at each standpipe had to be bent
to try to align for each particular set of dimensional misalign-
ment. In many cases extensions had to be welded to the existing
levers. #1 lever arm had to be extended 9".
Steam Linkage System
In addition to the general misalignment problems, the
following problems were experienced with the steam linkage
system.
1. Steam linkage rods between the shoe plate and the lever
bend or break (Figure 38) .
2. The shoe plate binds to the pin and does not rotate freely.
3. The linkage had to be counterbalanced to permit the steam
to remain ON if lever #2 is lowered without energizing the
electromagnet. This operation is frequently required, and
can be performed with the EMERGENCY TRAVEL PB.
4. The linkage did not have sufficient means to adjust the steam
valve so that it would turn fully ON and fully OFF each time.
Frequently the necessary adjustment prevented the valve from
being fully turned ON.
5. Steam linkage levers had to be bent to provide adequate
operation as a result of a leaning standpipe.
117
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BENT STEAM LINKAGE ROD
FIGURE 37
118
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Steam Linkage System (continued)
6. On some ovens interferences exist between the steam valve
linkages and the lid operating linkages which is particularly
noticeable when the oven is dampered OFF. Figure 38 shows
good clearance between the lid operating mechanism and the
steam linkage. Figure 39 shows a very tight clearance.
A new steam valve operating linkage has been designed to
eliminate those problems. It has not yet been installed.
Standpipe Cap Operating Mechanism
The standpipe cap operating mechanism did not perform
reliably. The following problems were experienced.
1. The original design had a lid rotate shaft supported by a
pillow block at one end and the gooseneck lugs at the other
side. The pillow block was not designed for misalignment
and was not particularly suited for high temperature
operation. The shaft would bind in this pillow block
preventing proper operation of the cap. These pillow blocks
were replaced with self-lubricating, high temperature, self-
aligning bearings rated for 1000° F service. While this
solved most of the problems, some additional shafts started
sticking because they were larger than the maximum allowed
tolerance. New shafts were made to replace the oversized
ones.
2. The shaft lugs on gooseneck frequently broke because of the
stresses that occurred when the cap reached the open limit.
Cap stops had to be added (refer to Figure 40 which shows
hinge lugs that broke and were repaired).
Since making these modifications the operation of the stand-
pipe cap linkage has fairly good reliability, except for cases
where there are interferences with the steam valve linkages.
Damper Valve Operating Mechanism
The damper valve operating mechanism did not perform
reliably. Aside from alignment troubles, there are two major
problems:
119
-------
ASCENSION PIPE OPERATING LINKAGE
GOOD CLEARANCE BETWEEN THE LID OPERATING MECHANISM
AND THE STEAM LINKAGE.
FIGURE 38
120
-------
ASCENSION PIPE OPERATING LINKAGE
TIGHT CLEARANCE BETWEEN LID OPERATING MECHANISM AND
THE STEAM LINKAGE.
FIGURE 39
121
-------
STAND PIPE CAP HINGE LUGS
BROKEN CAP HINGE LUGS THAT HAVE BEEN RE-WELDED. A NUT HAS BEEN
WELDED IN PLACE TO PROVIDE A STOP THAT WILL PREVENT HINGES FROM
BREAKING.
FIGURE 40
122
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Damper Valve Operating Mechanism (continued)
1. The Pullman damper shafts bend, apparently as a result of
the impact after the mechanism falls free when the counter-
weight rotates past the neutral point.
A damper stop mechanism has been designed (Figure 41) that
can be adjusted to take up some of the shock that would be
transmitted through the damper shaft as the damper valve
strikes the valve stop. The adjustment must be carefully
made so that the spring receives the initial impact, but
that it is not stressed sufficiently to prevent a proper
liquor seal.
Six of these mechanisms have been installed and are being
evaluated. It is necessary that the adjustment requirements
do not change with time, otherwise the shafts could be
damaged before the need for re-adjustment is established.
There are no apparent problems after three months operating
experience.
2. There are some stiff dampers for which the damper lever does
not free-fall as required by design. Some of these are
stiff enough that they can not be operated properly with
the larry car rotating levers. When these levers become
this stiff, they cannot be operated from the car, and must
be moved manually. About 6% of the linkages are in this
condition now.
Various means have been used to free the dampers. Several
types of lubricant including penetrating oil and flushing
liquor have been used without success. A very recent method,
worked out by J&L maintenance, of spraying water on the
damper shaft bearing outside surface has succeeded in free-
ing fifteen dampers. The difference in the expansion
coefficients of the steel bearing and the cast iron housing
resulted in sufficient separation to permit washing with
penetrating oil. A final heavy application of lubricating
grease resulted in a freely operating mechanism.
When a damper can no longer be operated manually, it must
be changed. This is a major job and requires removal of
123
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41
-------
Damper Valve Operating Mechanism (continued)
2. (continued)
the standpipe. There have been approximately eleven dampers
changed since May, 1972. This will no longer be necessary
if the water application continues to work.
Since this problem had not been occurring previously, it
is believed by some to be related to the AISI/EPA charging
system. One theory is that the basic problem is the result
of hard tar deposits on the Pullman damper shaft bearings.
This could be the result of partially plugged liquor sprays
and/or steam leakage. The increased steam pressure and gas
flow rate results in less cooling from liquor sprays during
charging. The tolerance to partially plugged liquor sprays
is apparently decreased. The partially plugged nozzle and/
or steam leakage will result in a localized high temperature
condition in the collecting main. This can vaporize the
light volatiles from the tar deposits which always exist
in the damper bearings. When the liquor sprays are cleaned,
and proper cooling takes place, the remaining residue of
tar or pitch in the bearing •_.v-ea becomes very stiff or in
some cases hard. This condition can occur as temperatures
exceed 300° F for prolonged periods of time. The total
condition can be further aggravated by the amount of coal
or coke fines which are combined with the tar. Once the
tar deposits start building up on the bearing surfaces the
condition becomes progressively worse. Liquor sprays are
now cleaned on a weekly inspection cycle.
There is also the possibility that a bent damper shaft could
cause the problem by permitting the damper to be left in a
slightly open position so that the liquor spray does not
properly clean out the t?r deposits from the damper. Since
some of the- dampers changed did not appear to have bent
shafts of sufficient magnitude to prevent proper operation,
at leap's most of the failures cannot be attributed to this
cause.
125
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Linkage Operation
The ability to control the operation of the ascension pipe
linkages from within the enclosed cab of the larry car is very
desirable. It minimizes the larryman's exposure to the battery
and reduces the lidman's work. Achieving reliable operation at
p-4 battery will be a difficult task. The required millwright
maintenance to keep the linkages in operating condition will
probably involve 8 man-hours per week.
In view of the difficulty with interference of the steam
linkage with the lid linkages, the steam linkages will probably
be removed. The larry car will then operate the damper and lid
linkage mechanisms. The lidman will operate the aspirating steam
valves and the jumper pipe valve.
GOOSENECK CLEANER
The original gooseneck cleaner was never used successfully.
The mechanism required good alignment between the gooseneck and
the charge car to be able to function. A survey along the ovens
showed that the distance between the car and gooseneck (cross-
battery) varied within a total band of 4". The corresponding
elevation varied 3 3/4". When the car was spotted on the oven
to be charged, the variation in gooseneck cleaner position and
the gooseneck opening (oven to be cleaned is two positions south
of the oven to be charged) is a band of 3". The cleaner could
not be made to work under this set of conditions.
The cleaner was relocated on the car to obtain optimum
positioning on a selected group of ovens, but still could not
be used effectively. The variation of the position at which the
cleaner rested on the bottom section of the gooseneck opening,and
the resulting difference in the gooseneck travel angle rendered
the device ineffective. The rotating disk and shaft would
strike the inside of the gooseneck during operation in such a
manner that resulted in it catching in the spray nozzles. A
chain ratchet was required to pull it out. Since the combined
efforts of J&L and Koppers personnel were not able to make this
gooseneck cleaner function properly on this battery, it was
decided to proceed with an entirely new design. The remote
operation of a mechanized gooseneck cleaner was an essential
part of this system.
126
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GRAM
ro
PARALLELOGRAM
-------
GOOSENECK CLEANER OPERATION DESCRIPTION
The gooseneck cleaner assembly is parked in an upstanding position (not
shown) supported by pivot axle (4) and resting pad (5). In this position the
assembly will not fall forward in case of cylinder failure since its center
of gravity is safely past the pivot axle.
Cleaning cycle begins by pivoting the assembly by means of cylinder (1)
from the parked position to down position where the support parallelogram (5)
reaches resting pad (20). The remaining of the cylinder (1) stroke pushes
the assembly to the forward working position shown here.
During forward motion from the down position to the forward position the
assembly is guided into lateral and vertical alignment with the ascension pipe
by means of guiding funnel (7) mounted to the ascension pipe and indexing pin
(8) mounted on the assembly. The length of the forward motion from the down
position to the forward position varies as inside end of funnel stops the
indexing pin to the right relation with the ascension pipe.
As the indexing pin slides against the inside of the funnel and moves the
cleaner assembly laterally and vertically, the parallel orientation of the
assembly is maintained by means of a lateral parallelogram system (9) support-
ing the assembly and a vertical parallelogram system (10) supporting the lateral
parallelogram system. Centering springs (11) provide additional help to gravity
for centering lateral parallelogram system. Supporting springs (12) support
the assembly through the vertical parallelogram system and can be adjusted
to carry the assembly at a mean elevation by means of adjustment nut (13) at
one end of each spring.
Frame (14) which is carried by the lateral parallelogram system, supports
the cleaner cylinder (3) through two opposed linkages (15) and (16). When
cylinder (2) is moving the cleaning cylinder (3) forward by means of pulling
linkage (15), linkages (15 and (16) are pivoted in opposing curves about their
fixed pivots mounted on frame (14) causing the cleaning tool (17) to dodge
under the upper lip of the gooseneck opening while advancing from the down
position to the forward position. (Linkages (15) and (16) and cylinder (2)
may not be necessary when the gooseneck opening is designed to permit straight
motion of cleaning the tool from the outside to the inside of the gooseneck.
The cleaning stroke of the cleaning tool inside the gooseneck as stated
above is accomplished by stroking action of cylinder (3). During the cleaning
stroke of an axially misaligned ascension pipe, the cleaning cylinder is
permitted to be pushed off axis by means of a spherical joint connection at
linkage (15) and a spring suspension system at linkage (16). After cleaning,
all above described sequences are reversed to bring the assembly back to its
parked position.
Note that when support parallelogram (6) is backed up to the parked position
contacting surfaces (18) and (19) meet to force parallelogram (6) to swing
upward about pivot (4) .
FIGURE 43
128
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GOOSENECK CLEANER (continued)
Design criteria were determined that would require the goose-
neck cleaner to align itself to the gooseneck with a position
uncertainty corresponding to a volume (5 1/2" vertical, 6 1/2"
cross-battery. 3 1/2" north-south) . The swab was to be a cookie-
cutter type, 11 3/4" diameter, and remotely operable. The design
is shown in Figure 42 and 43.
This unit was completely tested in the fabricator's shop us-
ing the electric, and hydraulic controls and an actual gooseneck
assembly. It met all design criteria during the final shop test
on October 9th. The unit was received at J&L in early November
and will be operationally tested in March.
TRACTION DRIVE
This drive permits the car to accelerate at maximum rate
within the current limit of 200% load at a smooth bumpless rate.
It was capable of 400 feet per minute maximum traverse speed.
It was controlled without difficulty at 2% speed for accurate
spotting over a charging hole with the car positioning system.
The drive system has low backlash so accurate spotting is possible,
The performance of this drive system has been excellent and
there have been no serious malfunctions in 16 months of production
operation and 2 1/2 years exposure on the battery. Two failures
involving regulator cards have occurred since it was installed.
There have been two minor problems with this system:
1. There were three failures with the traction drive caused by
shorted wires to devices located externally on the larry car
that were not actually part of the traction drive system.
Those devices such as a warning bell and the stopping sensor
were removed from the traction drive supplies, and now use
independent supplies.
2. At the start of production operation suppression trip outs
occurred at times. These trip-outs are not serious since
the drive can be manually reset with a push button in the
control room. These were found to have been caused by poor
contact between the trolley contact shoe and the 460 volt
129
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TRACTION DRIVE (continued)
2. (continued)
supply rails. The tension of the trolley pole was increased.
Also capacitors were placed at the output of the phasing
transformer. There have been negligible occurrences of
suppressions in the past six months.
COAL CHARGING CAR POSITIONING SYSTEM
The automatic spotting system was used by the operators
from the start of production operation in September 1972 through
mid-January 1973. At the start of operations it was necessary
to adjust the vane positions on many ovens. There was no signifi-
cant adjustment of any vane from October through mid-January.
The stability of the vane position of all ovens is known to have
been satisfactory during that time interval. The vane limits
(rated 149° F) on the car were occasionally subject to excessive
heat resulting from flames during charging, which heat up the
heat shield. One switch failed from excessive heat.
The positioning system stopped the car 95% of the time with-
in + 1/4" and almost all times within ± 1/2". This type of
accuracy is satisfactory. Figure 44 graphically indicates
typical spotting accuracy data.
When the car does not spot properly, the operator can get
around the problem very easily. He either tries another auto
spot, or he spots manually. With manual spotting used (gun-
sight positioning), a pushbutton is operated to tell the control
logic that the car is spotted for charging.
In mid-January there were two accidents in which vane limits
struck brass vanes. This caused permanent damage to several vane
limits. It is .not known how the vanes were bent out of place
sufficiently to strike the limit. The vane limit has a "U"
shape opening of 1 1/2". The brass vane is 1/8" thick. It is
possible these vanes could have first been bent by something
external. To the extent that this can cause severe damage to
the limits, the system has undesirable features.
There are two significant advantages in having an automatic
spotting system:
130
-------
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151
-------
COAL CHARGING CAR POSITIONING SYSTEM (continued)
1. It stops the car in an optimum position prior to initiating
a charging sequence which depends on accurate positioning
to function reliably.
2. There are times when it is difficult for an operator to
see the proper spotting position, particularly when steam
from the coke wharf is present. With the automatic system,
this is not a factor.
In spite of these advantages in using the system, the problem
of damaging vane limits as a result of uncontrolled conditions
minimizes the utility of such a system. The operators have the
ability to spot within _+ 1/2" without difficulty in the manual
mode using a gun-sight. The automatic system is no longer used
at P-4 battery.
This automatic system can be successfully applied if a way
can be found to prevent excessive damage from occurring when
vanes get moved in such a manner that they strike the limit switch.
HYDRAULIC SYSTEM
In general the system has performed reliably. The pressure
was increased from 1000 psi to 1300 psi to provide additional
force to raise the drop sleeve. The system can be run contin-
uously without overheating the hydraulic fluid. If the fluid
temperature rises above 130° F, then it is time to look for
excessive internal hydraulic leakage.
The life of the hydraulic valves and switches appears to be
satisfactory. The problems with the hydraulic system relate to
leaks and hose failures. The failures can be minimized by the
judicious combination of piping with hoses to minimize hose
exposure to heat and flames. The arrangement must be such that
hoses can be easily replaced if they do fail.
Few of the original hoses are still in use on this car.
A "GSM" heat-resistant hose manufactured by Goodall Rubber
Company has performed as well as any tested. This hose has a
double layer of woven asbestos insulation under the armor.
132
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ENVIRONMENTAL CONTROL UNIT
The Environmental Control Unit has been a source of high
costly maintenance. The dual inertia-type dust louvre clog
easily and become coated with tarry material which is difficult
to remove, thus resulting in serious reduced air flow and sub-
sequent rise in temperature in the electrical control room.
Frequency of cleaning varied from two to four weeks with
occasional frequency as little as one week.
The replaceable bag-type filter had to be changed every
seven to ten days at a cost of approximately $50.00 for each bag
plus labor costs. Because of the design, considerable time was
spent in removing the access plates in order to clean or change
the filtering components.
In an effort to increase the useful life of the Dust Louvre
and Dri-Pak, a disposable type filter (FARR Type 83, Glass Fiber
Media, Class II) has been installed at the air inlet of the system
behind the bird screen. This filter must be changed on a daily
basis, but is easily accessible. Results, today, indicate that
this pre-filter has significantly extended the life of the down-
stream Dust Louvre and Dri-Pak. The useful life of the Dri-Pak
appears to have been extended sixteen to twenty days.
The pre-filter has eliminated the tar deposits which clogged
the inertia-type dust louvre. This unit requires a monthly
cleaning, but this is much easier in the absence of tar. The
access plates have been hinged to shorten the cleaning or
replacement time. Additional work is planned to improve the
filter to further reduce required maintenance and improve the
over-all removal of particulates.
Charcoal Fijlter:
Despite efforts to evaluate the useful life of the activated
charcoal filter by means of acceptable analytical techniques
(% activity, % retentivity, % volatile content, etc.), no success
has been achieved in deriving an evaluation procedure. The
carbon steel housings of the charcoal trays corroded to such an
extent that it was necessary to replace them with stainless
steel trays. Subsequently, these replacement filters became
clogged with deposits of ammonium sulphate which not only
133
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charcoal Filter (continued)
eliminated the effectiveness of the activated carbon but
significantly reduced the total air flow through the system.
Specification Deficiencies
Performance evaluations made on this system indicate that
it failed to meet the following specifications:
1. THE TIME-WEIGHTED AVERAGE CONCENTRATION OF 0.2 MG/M3 OF COAL
TAR PITCH VOLATILES (BENZENE SOLUBLE FRACTION) SHALL NOT BE
EXCEEDED DURING THE NORMAL 8-HOUR WORK DAY.
Environmental measurements made inside the larry car indicated
the average time-weighted concentration of Coal Tar Pitch
Volatiles (Benzene Soluble Fraction) in an 8-hour work day to
be an average of 0.73 mg/M3, ranging from 0.3 mg/M3 to 1.02
mg/M3.
2. 99.9% REMOVAL OF PARTICLES BY FINAL FILTER, DOWN TO ONE
MICRON PARTICLE SIZE.
Environmental measurements made inside the cab indicated
the overall system efficiency to be 86.3%.
3. THE TIME-WEIGHTED AVERAGE CONCENTRATIONS OF CO SHALL NOT BE
EXCEEDED DURING THE NORMAL 8-HOUR WORK DAY.
No provision has been made for removal of CO in the
Environmental Unit. Environmental measurements indicated
that the time-weighted average concentration of 50 PPM was
exceeded at least one of three working shifts sampled.
4. THE VENTILATION UNIT SHALL PRESSURIZE THE OPERATOR'S CAB 0F
THE COAL CHARGING CAR.
Measurements made inside the operator's cab indicated no
significant positive air pressure.
With the lack of a weighted final louvre, perforated ceiling
tile in operator's cab, and an unbalanced ventilation system,
pressurization of the cab would require increasing the air
delivery over its present capacity .
134
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Conclusions
Although the system did not meet all the specifications,
the working environment in this enclosed larry car cab is a
significant improvement over an open cab. The location of the
unit on the larry car at the pusher side of the car exposes the
air inlet to pushing emissions. It had to be located there
because of space considerations. If space were available on the
opposite corner of the car (Eig.9-Pg.33) where the hydraulic unit
is shown, its reduced exposure to emissions would significantly
improve the performance.
ELECTRICAL SYSTEM
The collector rail system has been very adequate for the new
larry car. The stainless steel has proved to be superior to the
plain carbon steel rails. When the car travels along the battery,
the static on the radio communication system is very pronounced
at the plain carbon rail section and quiet at the stainless
section. High speed recordings of the supply voltage on the
car indicate a much steadier voltage from the stainless steel
portion of the rails, as a result of superior contact with the
collector shoes on the car.
Larry Car Logic
The sequencing control consists of solid state logic with
outputs that control standard industrial solenoid relays. The
logic control is divided into two sections - Automatic and
Manual. These sections were made as independent as possible so
that a fault in one would not be likely to affect the other one.
They share input sensors (limit switches) and output relays.
An AUTO-MAN switch at the console permits the operator to
select the sequencing mode. There have been many AUTOMATIC
charges made in which it was necessary to switch over to MANUAL
mode to complete the charge.
After considerable operation on the system, it is believed
that two independent logic sections are not necessary. Each
logic cabinet has its own separate power supply. The equipment
has proved to be reliable and separate power supplies are not
necessary. If a relatively complex manual system of logic is
to be furnished, similar to what was required on this larry car,
135
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Larrv Car Logic (continued)
along with an automatic system that simultaneously or sequentially
initiates the various sub-operations, then the logic should be
sectionalized as a minimum separation. The MANUAL logic should
all be in separate independent sections. The AUTOMATIC logic
would then provide initiating signals to the individual MANUAL
logic functions. The MANUAL functions would supply signals
to the AUTOMATIC indicating the status of completion. This
arrangement would be simpler, and require less hardware than
used on the AISI larry car.
Test switches were provided so that the logic sequences
could be stepped through for trouble shooting purposes. These
proved to be difficult to use effectively. Trouble shooting
has been accomplished by observing the status indicating lights
as the equipment is operated, usually at the south end of the
battery in a "test" position. Other necessary tools are a volte-
ohmeter to measure logic voltage levels. When a multiple choice
of events can cause the trouble, logic elements can be grounded
to COMMON to narrow down the possible sources of trouble.
The performance of the logic has been reliable. This is
attributed in a large measure to the way in which it was
designed and manufactured by General Electric. Logic level
power sources and the COMMON lines are sufficiently heavy to
maintain adequate levels. There have been few problems with
inadequate contacts. One question raised in the initial design
stages, related to the application of logic, was its performance
in a coke oven atmosphere. To date there has been no general
problem that has been caused by the oven environment. Connectors
of the plug-in cards have a tin-nickel alloy plating. The
connection at the card plug-in point is designed to be gas-tight.
General Electric states that this type of connection has been
tested in their laboratory to ensure its ability to withstand
corrosion. This test consisted of three weeks in a 5% I^S
atmosphere over water.
The low voltage relays that furnish outputs from the logic
are hermetically sealed. The fact that the logic equipment is
designed to operate in an industrial atmosphere does not
preclude the necessity to protect the hardware. The air must
be conditioned. It is desirable that the temperature be
136
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Larry Car Logic (continued)
controlled well within design limits so that local hot spots or
marginal operations are avoided. The equipment must be enclosed
and requires careful periodic cleaning with a vacuum.
In an effort to ensure continued equipment reliability the
logic control is insulated from the outside world by using an
isolation input element which has no electrical wired connection
between input and output. The input sensors are applied at a
voltage level of 105 V.D.C. There were a few problems associated
with this device. It is mounted on a stationary back plate
from a terminal block. There were occasions when a soldered
terminal developed a crack which resulted in intermittent mis-
operation. The terminal board has since been re-designed by
the supplier to provide a stronger mechanical joint and increased
solder area. There were also several failures of the device
itself caused by a poor solder connection to a transformer.
This was a weakness in the design and has since been corrected
by a modification. There have been no other types of troublesome
logic elements, and the overall performance has been good. The
output relay cabinet and the magnet controller cabinet contain
standard industrial equipment that has performed well.
Electrical Equipment Reliability
In general the reliability of the equipment in the control
room has been good, and the required maintenance is minimal.
The major problems have been related to the equipment outside
the control room. The sensors have been the least reliable
part of the electrical system.
The following is a list of required external limit switches
for control purposes on this car.
TOTAL
1. Lid lifter (5) 15
2. Butterfly oscillate (3) 9
3. Feed hopper position (3) 9
4. Coal level sensors (1) 3
5. Ascension pipe linkage operators (4) 4
6. Gooseneck cleaner (2) 2
7. Coal bin gate operator (2) __2_
44
137
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Electrical Equipment Reliability (continued)
The lever operated switches could not survive any exposure
to flame. There were also problems with the operating levers
sticking, or becoming loose. The lever operated limits (coal
bin gate excepted) were changed to a "GO" - type proximity switch
rated at 450° F supplied by General Equipment and Mfg. Company.
The application of this switch to sense feed hopper position
did not improve the reliability to the extent desired. An
improved heat shield was fabricated, and the reliability has
been good since that time. There have been no problems since
the proximity limits were installed on the ascension pipe
linkage lever arms actuators.
The applications of this limit to the lid lifter did not
improve the reliability to an acceptable level. The switches
were still exposed to flames which caused failures. A recent
improvement has been to wrap them with a high temperature
insulating material as shown in Figure 45. The purpose of the
insulation is to prevent heating the switch above 450° F, This
modification to switches on #3 hopper and #3 lid lifter has
not had a sufficient test period to evaluate. At this time
there have not yet been any failures (3 months operation).
The limit switches were applied in two different types of
circuits. All sensors that indicate equipment is in the "Travel
Position" permitting the larry car to move, are part of the trac-
tion drive control. The supply voltage used in these control
circuits is 115 volts a-c. These limits actuate relays with
contacts supplying not only the necessary traction drive relay
control, but also the sequencing static logic at 105 volts d-c.
This creates two problems:
1. When electrical repairmen are working on limit switches
they must de-energize both power supplies to remove to a
potential hazard.
2. If multiple grounds occur in the sensors, there can be
cross currents occurring between the 115 V.A.C. circuits
and the 105 V.D.C. circuits that give unpredictable results.
A preferred method of design would have all sensors on the same
supply circuit.
138
-------
U)
O?
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3IMITCH'.
2. JAl&APA a OUT Two To
&JHTSTCH.
To
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THJS
-------
electrical Equipment Reliability (continued)
The service life of the Bin-0-Matic type sensor (75% coal
level) , which is used to indicate when leveling is to be
initiated, has been adequate. Details of this device are
discussed on page 107, Hopper Level Control.
The vibrators have a past history of failures. Most of the
failures are believed to have been caused by wear in the bear-
ing housing. Some of the failures are known to have been caused
by excessive exposure to flame. The relocation of the vibrator
on the hopper appears to have eliminated the excessive failure
rate. Also the later style Martin Motomagnetic rotary electric
vibrator model DVE-3500 is being replaced by an earlier style
of the same mode. The earlier style apparently has better
mechanical features.
The traction drive mill-type d-c motors, complete with
permanent magnet type tachometers have required no repairs to
date.
The performance and reliability of the external equipment
will be considered acceptable if the life of the insulated
proximity switch meets expectations and the vibrators continue
to hold up well.
Larry Car - Pusher Machine Alignment
Originally a gamma ray interlock was considered. This system
consisted of two sources of Cesium 137 enclosed in a shuttered
holder so mounted on the existing pusher as to direct two
collimated gamma ray beams to receivers on the larry car.
Because of beam interference from the raw gas cross-overs, two
pairs were required to ensure a clear sight line. Jones &
Laughlin declined to use the system because of the necessary
operating and maintenance requirements to comply with A.E.G.
regulations.
The interlock actually furnished was an Ultra High Frequency
system operating at a frequency of 10.2 GH2/ with a specially
designed compressed antenna system. The arrangement is shown
on Figure 21, page 53.
140
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Larry Car - Pusher Machine Alignment (continued)
The system was developed to operate with the following
design considerations:
1. Extreme variations in heat and atmospheric conditions.
2. Must operate through the existing and available line of
sight conditions between the larry car and pusher machine.
The line-of-sight conditions stipulated that an 8" x 8"
opening was available at every oven, but that due to lack
of perfect alignment between the machines, the system must
operate with a 6" x 6" clear opening.
The following design factors are related to signal
conditions:
1. The transmitter must develop enough power to low voltage
levels to maintain a signal variation of 10 to 1.
2. The received signal must be adjustable to recognize a 500
micro-volt level for the pre-set distance of 20 feet.
The transmitter (48" long x 5" wide x 5" high) is mounted
on the pusher machine with the antenna alignment designed
for an 8" square opening between the pusher and larry car.
The transmitter oscillator is an integral part of the antenna
system. An indicating meter provided the operator with visual
information that the transmitter was working.
The receiver (48" x 5" x 5") is mounted on the larry car.
The antenna is a specially designed compressed type with a gain
of about 4db. The antenna is coupled to the receiver by a wave
guidesystem. The wave guide is a non-pressurized type. The
receiver operates into a dc amplifier which provides an output
voltage proportional to the received signal level. The amplifier
drives a relay.
This system was checked out initially in a test position at
the south end of the battery. It functioned properly at that
time. No attempt was made to place it in service until the charg-
ing system was in operation. During this interval of time the
equipment was severely damaged by the heat from burning gases.
141
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Larry Car - Pusher Machine Alignment (continued)
The transmitter on the pusher, and the receiver and wave guide
on the larry car would have to be replaced or completely re-
worked. The large expense involved in repairing the system
could not be justified, especially since it was not suited to
the environment.
It was also determined that the maintenance of an 8" x 8"
opening at every oven would be very difficult. A preliminary
survey, made before the larry car was built, had indicated that
such an opening could be realized by moving certain obstructions,
A later survey made with the actual equipment indicated that
this could be done on approximately 90% of the ovens. The
exact position of the pusher and the larry car with respect
to the opening is subject to some variations with time. This
system is not recommended for use as an alignment interlock.
Using single spot pushing and charging on the pusher machine
and having available a voice communication system between the
two operators minimizes the chance of charging the wrong oven.
It does not prevent a larryman from starting a charge prior
to the presence of the pusher machine. The problems involved
in relying on proper operating procedures versus the maintenance
expense and additional time required to use the available inter-
lock systems must be .carefully weighed in making the decision
whether or not to use one.
Operating Modes
The AUTOMATIC and MANUAL operating sequences are described
in Section V beginning on page 24.
Automatic System -
The AUTOMATIC sequence has not been used extensively. The
principal problem is associated with the reliability in operation
of the charging system components. The single AUTO CHARGE
operation was not used because of reliability problems with the
ascension pipe linkages. Movement of lever #2 to the UP position,
as determined by a limit switch, did not guarantee that the
linkage systems had been properly operated. With prepare-to-feed
142
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Automatic System-(continued)
conditions satisfied, such as lever #2 UP, the charging of coal
was initiated. However if the oven was not on-the-main (damper
not open or standpipe cap not closed, or aspirating steam not
on), it required some fast moves on the part of the operator to
correct the malfunction.
The automatic system was difficult to use continually with-
out reverting back to the manual mode of operation. The largest
single factor was the lack of reliability in the coal feed
system. The automatic mode initiates operations simultaneously
or sequentially depending on the successful completion of
previous events. The start of an automatic sequence, such as
AUTO FEED, requires that related charging equipment be properly
positioned initially. Once an operation starts, it can be
canceled only by going back to MANUAL operation. If the coal
flow fails to start in #2 hopper, the butterflies of #1 and
#3 are closed until the flow in #2 is started. This requires
switching to the MANUAL mode in order to close #1 and #3
butterfly.
If a butterfly stalls because the coal backs-up the charging
hole during leveling. The AUTOMATIC mode would continue to
attempt to operate the butterfly. This increases the chances
of packing coal in the drop sleeve. With the manual mode the
butterfly operation is terminated until the leveler bar removes
enough coal.
Failure of a butterfly valve to close sufficiently to sense
it with the limit prevented raising the drop sleeve to
complete the automatic operation. Another problem was not
getting all three drop sleeves UP when they were raised. This
happened if there was too much coal left in the hopper. With
MANUAL control the drop sleeves would be lowered again,
the butterfly valve oscillated to charge the excess coal, and
then raised. When charging with wet coal having 8% or more
moisture, it is a normal procedure to empty excess coal from
the drop sleeve to minimize the chance of coal packing on the
next charge. There were so many instances where MANUAL operation
was required, that it was impractical to charge with the AUTO
mode.
143
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Automatic System-(continued)
Another problem that was manifest with the use of the
AUTOMATIC system was its inflexibility. The sequence of
operations was frequently changed in order to determine the
best charging procedure. The time at which the leveler bar
entered the oven was changed. The leveler door was closed prior
to re-lidding. Different charging procedures could be tried
MANUALLY with no difficulty. Changed procedures with the
AUTOMATIC MODE would require changes in the logic.
Manual System—
All charging operations are now done with the MANUAL mode.
Indicating lights are provided so that the operator can monitor
the performance of the operation. Each lid lifter has lights
indicating the EXTEND, RETRACT, UP, DOWN position, LID OSCILLATE
motion, LID IN CONTACT WITH MAGNET, and MAGNET ON-OFF. Without
actually seeing the motions, the operator can definitely determine
that a lid was actually removed and/or replaced, that the operat-
ion was properly sequenced, and that the lid lifter is in the
travel position (UP and RETRACTED) .
Sequencing of the lid lifter operation is subject to
occasional failures in some part of the system, particularly
sensors. An Emergency-Manual sequence is provided whereby
individual motions can be initiated independent of the limits.
The operators use this feature successfully.
Additional lights indicate the drop sleeve position (UP-DOWN),
butterfly valve (CLOSE, OSCILLATE CW, OSCILLATE CCW), damper
levers (UP-DOWN), coal level (TOP, 75%, EMPTY), vibrator (ON),
and coal bin gate (OPEN, CLOSED). With these lights the operator
can determine the status of the various mechanisms, even when
they can't be seen.
With training the operators have been able to use the MANUAL
controls without difficulty. The application and performance.
of the MANUAL controls is considered to be successful.
Successful Automatic System -
The approach to a successful automatic system first requires
144
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Successful Automatic System-(continued)
a successful manual system. After the development of a
consistent reliable manual system, then it would be feasible
to attempt an automatic system, provided the gains of automation
warrent the expense in achieving it. It is believed that the
basic approach used on this system could be successfully applied
under those circumstances.
Carrier Current Signal System
The AUTOMATIC operation required the use of the control
signals between the charging machine and the pusher machine
utilizing a carrier current pulse code modulated system.
This transmission system requires the use of a way-side loop
for the charging car, and a second loop for the pusher machine.
Originally as installed these two loops were one continuous
loop. The signal losses at the pick up coil of the receiving
machine proved to be too large for reliable operation. A
repeater station was installed at the north end of the battery
to minimize the losses. The signal at the repeater station is
amplified so that it is re-transmitted at the same level as
originally sent. It is necessary that the frequencies be
different so that only one transmitter and receiver work together.
This is the first application of such a system to more than
one moving vehicle. The system worked reliably as long as the
equipment outside the control rooms was working properly. The
principal problems were related to equipment damage as a
function of its exposure to fires. The coaxial cable which
connects the larry car antenna to the radio equipment failed twice
This type of cable is very sensitive to heat and it was
necessary to reroute the cable so that its conduit was not exposed
under the car. The coaxial cable which connects the pusher pick-
up coil to the radio receiver also experience heat problems in
the vicinity of the pick-up coil.
The wayside loop on the pusher side was located under the
collector rails. The way-side cable supports were exposed to
flame from an open chuck door. These supports would bend and
cause the cable to be out of proper alignment and interfere with
145
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carrier Current Signal System (continued)
the pusher travel. If the automatic system is to be used
consistently, this way-side loop must be re-located.
There were some initial problems with card failures within
the pusher machine resulting from intermittent grounds. The
power supply for the pusher machine is 250 VDC. Digital COMMON
is related to this supply. This indicates one positive advantage
in using the system with a 115 volt a-c supply where transformer
isolation and grounding of COMMON can be done without difficulty.
Some additional logic cards failed in the pusher controls
because the temperature inside the controller exceeded the
rating. This was corrected by addition of a vent in the ceiling.
A temperature thermostat was connected to an annunciator.
It is believed that this system can be made to function
reliably if the external equipment (antennas, pick-up coils,
wayside loop, coaxial cable) can be adequately protected from
excessive heat and system grounds.
Voice Communication System
The performance of the systems has been good, particularly
the larry to pusher system. The battery communication system
at times is hard to hear because of a higher noise level. Its
performance is considered acceptable, and the higher noise level
is partly caused by the original existing system. The hardware
utilizes transistorized circuits.
PUSHER MACHINE
Leveler Bar
After 15 days of operation, the new bar failed by becoming
distorted so that the front end raised approximately 6 1/4",
starting 20' back from the nose (Figure 46) . At a distance of
about 10' from the nose two top bulb sections of the bar buckled.
Based ort a conclusion that the top of the bar overheated from
oven radiation, while the bottom, riding on coal remained
146
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OPEN WEB LEVELER BAR
OPEN WEB BAR SHOWING THE BUCKLING ON THE UPPER SURFACE
ABOUT 10' FROM THE NOSE.
FIGURE 46
147
-------
T.eveler Bar (continued)
relatively cool a new design was made eliminating the side cut-
outs to improve the heat transfer from top to bottom. A section
of this later design, still using bulb angles for high strength,
are shown on Figure 47. The bar was installed on May 20th and
failed on July 16th by rising about 8 1/8" in the first 23'
back from the nose. Refer to Figure 48.
J&L Research investigated the problem and concluded that
the bar failure in bowing up at the end was caused by excessive
temperature differential between the top and bottom of the bar.
The original bar has twice the web thickness as the self
supporing bar design, and consequently better heat transfer
characteristics. A study was made of this bar to determine if
it could be safely used in the AISI/EPA system. An analysis of
the allowable stresses in the original bar design indicate
that the bar is self-supporting in use up to a maximum operating
bar temperature of 1100°F. It was found from test data that
the leveler bar temperature will not exceed 1000°F if the
initial temperature does not exceed 800°F and the leveling time
does not exceed 3 minutes. Refer to Appendix C for details
of the leveler bar investigation. The original leveler bar
has been in continual use since July 16, 1971. On May 2, 1973
it bent up about 6" in a manner similar to the previously
described failures. At the time of failure a different larry
car was in service and the leveling time was assumed to have
been excessive. Koppers was requested to investigate a leveler
bar design that would be less sensitive to prolonged exposure
times in an oven. The results of their study recommended the
use of a bar material corresponding to ASTM A-517-68, grade K
quality, which manifests high yield strength at elevated
temperatures. Cost data is shown on table 14, page 185.
148
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Leveler Bar (continued)
The cost data in Table 14 is given for grade J steel which
differs from grade K essentially in having a lesser amount of
manganese (.41-.74 versus 1.05-1.55). Either of these grade
steels has a yield strength of approximately 20,000 psi or better
at 1150°F. Grade-J steel may be readily welded in thicknesses of
1 inch without pre-heat, provided the weld heat input is at least
30,000 joules/inch. Grade-K steel does not require pre-heat in
1 inch thickness for typical compositions, but if the carbon and
manganese contents are close to the maximum, a weld heat input
of 60,000 joules/inch, or 200°F pre-heat may be required to
assure freedom from heat affected zone cracking.
Improved heat transfer characteristics (top to bottom) might
be realized using wedge shaped side plates. Instead of having
a rectangular section of 3/4" x 10", without changing the weight
or area, the top thickness would be increased by 5/16 and the
bottom thickness would be decreased by 5/16 (Figure 49). This
concept has never been tested in actual service. The use of a
leveler bar of the conventional design but utilizing the improved
material would be this writer's preference.
The proper use of the leveler bar is required to minimize
emissions. The stroke of the leveler bar was automated so that
149
-------
T3UL/15
CROSS SErCTio:M
4-7
ISO
-------
SOLID WEB LEVELER BAR
SOLID WEB LEVELER BAR SHOWING THE VERTICAL RINSE
AT THE NOSE END
FIGURE 48
151
-------
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X
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49
152
-------
Leveler Bar (continued)
it would always extend to the maximum stroke into the oven and
then cycle with a 9 foot stroke and provide maximum leveling under
#3 charging hole. The leveler bar makes about 8 cycles in a
minute or about 135 ft./min. average. With the addition of jumper
pipes, the leveling will be done under #2 charging hole, and
the automated stroke will be increased to about 20 feet.
Efforts were made to increase the gas passage way in the
oven during leveling by cutting about 2" from the top of baffles
between the 3/4" side plates, and 3" from the top where the
plates are 1" (refer to Section VI, page 72).
LeveJLer Bar Smoke Shield
The smoke shield was replaced in July, 1973, by one with a
modified design. The leveler bar used to bind inside the smoke
shield partly because the leveler bar can bend slightly during
normal service, and partly because the smoke shield side plates
buckled from the heat. The top of the original smoke shield had
to be opened up to provide adequate clearance. The present
smoke shield has inside dimensions corresponding to 9" in com-
parison to the original 8 1/2" opening (leveler bar is 8" wide).
The leveler bar had a tendency to even catch the side of
the later model during leveling. This would pull it back away
from the oven. The counterweight which forces it against the
leveler door would cause it to return at great force when
released and would hit the door frame with excessive impact.
A device was made and installed by J&L maintenance that will
prevent the smoke shield from being pulled back more then 1"
during normal leveling. A method has to be found to prevent
this 1" opening during leveling. There are some emissions
from this port during charging (single gas off-take).
Leveler Door Operation
Originally the intent was to open the leveler door manually
while the pusher side door was on the extractor. Stop detents
were provided to hold the door in the open position so that
when the pusher side door was replaced on the oven, the leveler
153
-------
Leveler Door Operation (continued)
door would remain open so that an air draft would decarbonize
the standpipe. Later when the oven was to be charged/ the pusher
machine smoke seal would be placed against the open leveler
door. After charging the operator would then close the leveler
door.
In actual operation the detent pins would not hold the door
in the proper position. Many of the detent holes were not
drilled in the correct location. A revised operating procedure
was worked out to by-pass the problem. The door is manually
opened on the extractor and then relocated without latching, with
the back of the cam on the handle touching the hook plate mounted
on the door. This leaves sufficient opening for standpipe de-
carbonization, and requires only that sufficient door friction
hold it in place. When the oven is ready to charge, the "door
open" sequence is used. The mechanism is able to open the door
from this position, if the cam stays in contact with the hook
plate. This was accomplished by adjusting the operator timing
to over-lap the closing and latching motions so that the
operator pin is not raised behind the door loop.
There were many problems encountered in the initial operation
of this device. During November, 1971, a Koppers representative
reviewed all problems involving the failure to operate properly,
and corrected as many as possible. Previously, a 3-inch latch
cylinder had been replaced by a 4-inch latch cylinder to provide
additional latching force. The major causes of mis-operation,
as determined by Koppers, were as follows:
1. Improper fabrication of some of the leveler doors which made
latching of doors difficult, and caused interferences in
some cases.
2. Measured distances between the door opener unit and the
doors varied up to a maximum of 4" both laterally and "in
and out". The unit was designed to operate within a 2-
inch square. The variation in relative spacing can be the
accumulated errors caused by:
a) Differences in rail elevation, or bowing of pusher
machine rails.
154
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Leveler Door Operaticm (continued)
b) Expansion of the battery.
c) Variations in placing of doors on the oven.
d) Variations in spotting the pusher machine (one spotting
position is used for the door extractor, pusher ram,
leveler bar).
e) Door operator may not be located in the most optimum
position.
3. Tar deposits on the inside of some doors caused difficulty
in closing (ovens were on long coking times when this check
was made).
As a result of this investigation, the chuck door operator
was relocated to an optimum position. The hook and hook pocket
were ground on about 50% of the doors to facilitate closing and
latching.
The adjustments on this unit must be very carefully made to
insure proper operation on all doors. This is related to the
variation in the position of the operator with respect to the
door.
More recent problems involved the replacement of leaking
air hoses. The original hoses were rated for a maximum of 200°F.
Those hoses cannot survive that environment. J&L replaced them
with the "GSM" heat-resistant hose. Hose performance is now
considered satisfactory.
The engage pin rotate return spring has a tendency to lose
its spring force as a result of the exposure to flame. This
spring has been replaced twice.
The chuck doors are now lubricated every six months to
minimize the force required to operate them.
While pushing an oven, an air jet at the top of the pusher
ram is directed at the oven roof to remove as much carbon as
possible. The amount of air used during this operation causes
a 20-30 psi drop in air pressure. The leveler door operator
uses the same air source. The door closing operation takes
155
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Leveler Door Operation (continued)
place just after pushing, before the air compressor has sufficient
time to restore normal pressure. The drop in pressure reduced
the available door closing force sufficiently to prevent
consistent proper closing of tight doors. An auxiliary air
storage tank with a check valve was furnished just for the leveler
door operator that maintains sufficient minimum pressure at
all times.
There have been some problems with the seal of the leveler
door. The spring which forces the edge of door to seal around
the leveler door frame is not designed for the high temperatures
encountered on this battery. It has an upper temperature range
of approximately 425° F. The springs are subject to 500° to
800° F with the heat shield on the door.
A program is underway to check all leveler door springs when
the pusher side door is removed for maintenance. If the leveler
door spring has a permanent set of 1/8" or more, the spring is
replaced. In all cases, a 1/8" asbestos gasket is installed
between the door and the spring.
The performance of the leveler door operator is now
considered satisfactory.
BATTERY MODIFICATIONS
.Steam Ejector System
The development of an ascension pipe design that functions
as an efficient steam ejector was the primary goal of an extensive
test program. The design effort was limited to apparatus which
could be installed without requiring oven or gas collecting main
modifications. Eight models representing four major ascension
pipe designs were tested on operating ovens at P-4 battery.
These tests (Figure 50 ) consisted of measuring the air flow
through one open charging hole in an empty oven (693 cu.ft.)
as a function of steam pressure and temperature at the high
pressure side of the steam nozzle. The charging hole lids and
the standpipe cap were sealed with mud. High pressure super-heated
156
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OvErlsL TE.S'T.S
•TE1VIPE R-AT U R E.
ORIFICE- FLOW
CJ1
AMD
5O
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steam Ejector System (continued)
steam (200 psig, 500° F) was supplied from an auxiliary 4"
header. A test run consisted of taking vacuum measurements and
air flow measurements with different size nozzles at various
steam pressure settings.
Tests made on the existing ascension pipe were used as the
basis for comparing new designs. The air flow test results for
the four major designs are shown in Figure 51. The air flow
measured by the orifice flow meter is shown as a function of
thrust. The relation between thrust and pressure is given in
Appendix E, along with the air flow equation.
The most efficient ascension pipe (design D) was a ceramic
lined venturi-shaped standpipe with a steam nozzle made from
2 inch, double extra heavy, #316 stainless steel pipe. During
every test the oven vacuum would reach 706" of water gage with
approximately 95 psig steam, and would not go higher. Since the
pressure transducers were capable of reading 8" of water gage
vacuum, it indicated a limiting condition of oven vacuum. At
steam pressures above 125 psig the standpipe cap had to be
held down.
It was left, in normal service (used original existing steam
nozzle) to determine the life--of the venturi steam ejector
materials. After a couple of months the venturi steam nozzle
was burned and no longer operable. More development work would
be required to make a production model.
, Design "B" used a modified version of the existing goose-
neck with a lined standpipe extension. The location of the
steam ejector was improved over the existing design. The liquor
sprays were relocated so they washed the walls of the return bend
Design "C" included the improved features of liquor spray
relocation, smooth flow geometry and a concentrically located
steam nozzle. The carbon formation in this design was less than
in the existing design "A", or the modified design "B". The
steam ejection performance is slightly improved over design "B".
Tests were performed to determine the equivalent gas flow
158
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ASCENSION PIPE EJECTOR PERFORMANCE
2400
2200
2000
taoo
Jj 1600
J MOO
u
i 1200
3
•»• 1000
•
5 800
600
»
400
200
STEAM TEMPERATURE
500° F AT 200 PSlG
tt BO
4* 64 62 TO THRUST LB,
O K) 40 10 10 tOO 120 140 160 ISO PRESSURE P»»
STEAM
•TEAM
DESIGN "A" REPRESENTS THE EXISTING DESIGN
DESIGN "C" REPRESENTS THE NEW DESIGN
ALL DATA TAKEN USING 5/8" STEAM NOZZLE. PRESSURE MEASURED AT STEAM
NOZZLE. AIRFLOW MEASURED WITH ORIFICE FLOW METER AT #2 CHARGING HOLE.
FIGURE 51
159
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steam Ejector Sy;sj:em (continued)
required to contain emissions during normal charging. High
pressure steam was connected to the ascension pipe, and
emissions during charging were observed. Since the oven openings
were not sealed, an equivalent test could not be made. Based on
these observations a minimum gas flow of 1500 SCFM appeared to
be required to charge a properly sealed 700 cubic foot oven at
a 90 second charging rate.
The air flow data shown on Figure 51 is based on a 5/8" steam
nozzle. In order to use the existing ascension pipes without
modification the steam nozzle size was increased to 3/4". For
a given pressure this would increase gas flow as much as 40%.
Super-heated steam was provided from a 4-inch header at 175
psig and 450° F. A pressure reducing station was supplied so
that the steam pressure could be adjusted to the optimum valve.
The piping to individual goosenecks was sized to provide 160
psig at the high pressure side of the steam nozzle. From the
data of Figure 51, this corresponds to approximately 1200 SCFM
for a 5/8" nozzle or up to 1680 SCFM with a 3/4" nozzle.
Five ovens were equipped with design "C" ascension pipes
so that a performance comparison could be made with, the exist-
ing goosenecks. The steam nozzles were made 11/16" diameter to
obtain similar gas flow as the original design "A" goosenecks.
The new design gooseneck did result in minimal carbon
formation. The carbon deposits were normally soft and easily
removed. The operating personnel did not like cleaning these
goosenecks because they were higher and not accessible for manual
cleaning in a conventional manner.
The flushing liquor spray connections were not as easily
cleaned as the original ones. This part of the design should be
revised for easy removal by non-skilled employees, rather than
requiring a craft such as a pipefitter or millwright.
The steam aspirating qualities of the new goosenecks are
similar to that of the original design (the existing goosenecks
use more steam since, the nozzles are larger) and consequently
160
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Steam Ejector System (continued)
the new design will be removed so that only one type is used.
The mechanized gooseneck cleaner can be used only on the exist-
ing type ascension pipe.
Clean Ascension Pipe -
The passage way for the gases must be maintained open.
Carbon deposits must be removed from the standpipe and gooseneck.
When less than 80% of the opening is clear, the effect on oven
aspiration usually is noticeable.
If the normal decarbonization cycle does not result in
removing all the carbon deposits, the standpipe must be kept
open by poking the carbon loose with long steel rods inserted
from the top inspection cap. The gooseneck is cleaned prior
to charging with a swab. An operating mechanized gooseneck
cleaner will help this operation.
Self Cleaning Steam Nozzles -
The self cleaning steam nozzles installed on P-4 battery
had three significant problems:
1. The rod broke on several of the nozzles where the cotter-
pin is located.
2. Steam condensate sprayed out the rear end of nozzle when
the steam was turned on.
3. The carbon build-up in the gooseneck had a tendency to
bridge over the nozzle, thus severely restricting the steam
jet.
The first problem occurred because the return spring
operation resulted in impact stresses that were excessive.
A maximum of four Belleville washers were added to the exist-
ing rod to reduce the impact. This number of washers proved
to be insufficient.
It was determined that a modified design was necessary to
161
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SELF CLEANING STEAM NOZZLES (continued)
correct the problem. The rod design was changed so it could
accommodate additional washers. An improved method of removing
condensate and reducing steam blowback through the cylinder end
was provided by the addition of a second piston (Figure 52).
The push rod, upon being released, will extend further into
the oven before retracting to its normal position (1/16" past
the end of nozzle). It was hoped that this additional
penetration of the rod would help break up carbon formation.
The results of this later modification indicate that
steam leakage past the piston rings is still excessive, and
this type of construction is not suitable.
An additional nozzle was made that extends an additional
1 1/2" into the standpipe. For over three months this nozzle
has not experienced a problem with carbon build-up. It has
been tried in two different ovens with no problems. More of
these nozzles will be tried.
The present practice at P-4 battery is to manually ream out
each nozzle weekly.
Ascension Pipe Elbow Covers -
Six designs (Figure 53) were built and tested on P-4
battery. None of them achieved any significant improvement
over the existing standpipe cap. No further testing has been
attempted.
The seating of the existing caps was improved somewhat by
reducing the play between the elbow cover and the elbow cover
hinge by inserting washers. This causes the lid to close in a
repeatable pattern. The present lid design will seal within 10
minutes at least 80% of the time. The present practice is to
wet seal when necessary after the charge. This consists of
pouring mud around the perimeter of the cap to seal all openings.
Charging Hole Lids
This lid performance has been satisfactory. One-quarter inch
was removed from the lugs to increase the clearance between the
162
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DOUBLrB- PlSTOK
5T&AM
BAR
(T)
oa
32
-------
,A.S.<2Er2SLSI01SE PIPE- Ert/BOIAf
6}
-------
CHARGING HOLE LIDS (continued)
lid lifter magnet and the top of the lid. This also permitted
the lid to be oscillated in the charging hole ring without undue
interference with the lugs in the rings.
The radial grooves in the lids permit positive engagement
with the lid lifter magnet, so that the lids are assured of
rotating. The lid lifter is able to properly seat the lids.
Oven Alignment
The proper alignment of all battery mounted equipment with
respect to the charging car was a necessary and time consuming
job. The following must be simultaneously considered in making
a determination of the proper position:
1. Car spotting panel is located to stop car in the desired
position.
2. Charging hole rings must be relocated so that the drop
sleeve fit concentrically when lowered.
3. The ascension pipe linkage of the oven to be charged must
be adjusted so that linkage levers and the steam valve
actuating mechanism are properly located when the actuating
lever (#2) on the charging car is raised.
4. The ascension pipe linkage of the oven that is to be pushed
(two ovens south of the one being charged) must be in proper
position so that when the actuating level (#1) on the
charging car is lowered, the damper valve closes and the
standpipe cap opens.
5. The gooseneck locatdon of the oven to be pushed must be in
the proper position so that the gooseneck cleaner is able
to enter and effectively clean the deposits of tar and
char from within the gooseneck.
Satisfying all these requirements simultaneously was a
difficult task. P-4 battery was placed in operation in December
1953. Batteries characteristically grow with time, and the
original dimensions change non-uniformly. This dimensional
165
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Oven Alignment (continued)
distortion required additional efforts to ensure that alignment
tolerances were adequate for proper operation on this system.
Details of the dimensional changes on the battery are given in
Appendix F.
The general procedure followed in optimizing the car position
at a particular oven was to free the existing charging hole rings
from the permanent brick. The car was then positioned for charg-
ing this oven by aligning the gooseneck cleaner drive tube and
flail with the center of the gooseneck inspection port. Thus
the ideal reference point between the car and the battery was
at the gooseneck of an oven two spaces south of the one where
charging holes were to be relocated. The larry car drop sleeves
were lowered so that the charging hole rings could be concentric-
ally positioned. Movement of charging hole rings was limited
so that no constriction was made in the charging hole. For
those few cases where a limit was reached, the reference
position at the gooseneck cleaner was moved away from the ideal.
The car spotting panel was then mounted so that the car would
always stop within _+ 0.35" of this position. The ascension
pipe linkage was adjusted for optimum operation.
Results -
It was possible to relocate the charging hole rings on one
oven per day. The occasional problem with drop sleeve seating
in #3 charging hole ring is the result of not being able to
ideally locate the ring. It was usually necessary to re-
position the car spotting panel to achieve optimum spotting.
The ascension pipe linkages were then modified as necessary to
obtain satisfactory operation. This consisted of bending the
linkages and adding extensions to some. On some ovens
proper operation was never consistently achieved because of the
interference between the steam linkages and the damper linkages,
and the wide variability in critical dimensions.
166
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SECTION ix
APPLICATION TO NEW BATTERIES
The choice of charging equipment to be used on a new battery
must be based on conditions that are expected to exist twenty
years or more after it is placed in operation. Consideration
would be given to improving the environment of the personnel
working on the battery top. This would recognize the improvements
of coking equipment that essentially result in smokeless charging,
smokeless pushing, and minimal coke oven door leakage. The
success in achieving this improved environment depends to a great
extent on the reliability of the equipment involved.
Assuming the charging system utilizes a larry car, many of
its operations would accordingly be mechanized. The AISI/EPA
concept of controlled oven gas pressure requires the use of a
double gas off-take and a good steam aspirating system.
CHARGING CAR
The charging car would have most of the following features:
1. Enclosed operator's cab.
2. Environmental control unit.
3. Coal feed system.
4. Drop sleeves.
5. Lid lifters.
6. Ascension pipe damper mechanisms.
7. Gooseneck cleaner.
8. Coal bin gate operator.
9. Electric and hydraulic power.
10. Automation.
Enclosed Operators Cab
The location of the cab on the charging car is an important
operational factor. It can be at the battery level (LOW) or at
an upper level (HIGH) suitable for cleaning goosenecks. The
following table summarizes some of the features of either
location.
167
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Enclosed Operators Cab (continued)
Feature High Level Low Level
Observe coal flow in YES NO
hoppers
Inspect goosenecks YES NO
Clean goosenecks YES Only remotely
initiated mech-
anized operation
Observe charging Only if suitable YES
conditions at viewing system
charging holes provided (mirrors)
Easy access to equip- NO YES
ment near charging
holes during charging
The final choice of the cab location will depend on conditions
at the local plant where the car will be operated. The high level
cab would appear to be a safer environment for an operator. If a
suitable viewing system can be provided, the HIGH level location
is preferred by this writer.
Environmental. Control Unit
An environmental control unit is an attractive feature for
a larry car. More work is needed to develop one that does not
require excessive maintenance and meets air quality standards.
The worst problem with the AISI/EPA larry car unit is the large
amount of maintenance .required to keep it operative. The
improvement of the battery environment with smokeless charging
and pushing, an minimal door leakage should significantly extend
the life of the unit components. A unit that will filter out
particulates and regulate air temperature, requiring no more than
weekly maintenance, would be a significant improvement.
Coal Feed System
The simplest system that will provide a reliable feed is
168
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Coal Feed System (continued)
preferred. Gravity feed and forced feed systems are available.
The requirements of a coal feed system have been discussed in
Section VIII (page 105). The type of system that meets these
requirements best for the conditions existing at a specific
battery should be selected. Volumetric measuring sleeves should
be provided for each hopper.
A desirable feature for a coal feed system, would be the
availability to an operator of coal flow meters for each hopper.
This operator's tool would enable him to take immediate remedial
action when coal flow is not proper. A bottom level sensor is
almost essential. It would be used to close the hopper shut-off
valve and permit re-lidding.
Drop Sleeves
Drop sleeves are required to guide the coal from the hopper
into the charging holes without spilling coal on the battery,
and seal the oven port. The type of drop sleeve used depends on
the type of coal feed system and charging system used. The
specific design must incorporate features that will not adversely
affect the coal flow from the hopper.
Lid Lifters
Lid lifters are a very desirable feature of a charging
system. They perform a portion of the work which otherwise
must be done by a Lidman. When malfunctions occur that result
in flaming gases blowing out the charging holes, the mechanized
operation permits instant re-lidding. Careful consideration
must be given to heat sensitive components in seeing that they
are properly protected.
Ascension Pipe Damper Mechanisms
A mechanized ascension pipe linkage operator that can be
initiated by a push button to place an oven on-the-main, or
damper-off, is a very useful operating tool, if it is reliable.
The present performance of the mechanisms at P-4 battery has not
reached an acceptable level of reliability as indicated in
Section VIII, page 116. The reliability has not been attained
169
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Ascension Pipe Damper Mechanisms (continued)
because the design does not yet satisfy all the necessary
operating conditions. The design of such a linkage on a new
battery could be improved as a result of known problems that
occurred at P-4. It is believed that a reliable system can be
designed and built. The improved operating and working
conditions that can result from the use of mechanized ascension
pipe linkages suggests that enough work should be done in this
area to assure that reliable operation is achieved.
Gooseneck Cleaner
A mechanized gooseneck cleaner is a desirable operating tool
that has been furnished on recent larry cars. The operating
controls for these mechanisms have been at the gooseneck cleaner
itself. The gooseneck cleaner for the AISI larry car went one
step further by making provision for self alignment so that it
could be operated remotely from within the cab. The self-
aligning design has not yet been field tested, so that its
reliability is not proven.
A mechanized cleaner will promote more regular cleaning of
goosenecks and as such is a recommended feature on a new larry
car. Its location on the larry car must be planned to minimize
the larry car operating cycle, such as using it on an oven
different from the one being charged, if the charging sequence
will permit
Coal Bin Gate Operator
A power operated coal bin gate operator is recommended for
a new larry car.
Electric and Hydraulic Power
Electric power is required for all cars. Most recent cars
have utilized 460 volt a-c three-phase power. 250 volt d-c power
was provided for most older cars and a few recent ones. The
selection of the power supply is often a function of availability
at the local plant level. Some plants prefer d-c power since
constant potential control for traction drives are less complex
and require less technical "know-how" to maintain.
170
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Electric and Hydraulic Power (continued)
This writer believes that most new batteries will prefer the
use of 460 VAC because:
1. It is usually more readily available.
2. Many functions utilize standard a-c motors.
3. Less difficulty in minimizing ground loops by ease of isola-
tion.
4. Many electric and control devices more readily available in
a-c.
5. Commercial a-c to d-c power conversion equipment is readily
available where needed.
The use of stainless steel power supply rails are preferred
because of less deterioration from the battery environment and
improved contact at the collector shoe as a result of less
corrosion.
Some of the larry car functions can be better performed by
hydraulic power, and consequently a hydraulic system is recommend-
ed. The experience with the AlSIcar indicates that sufficient
reliability can be built into the system for practical usage.
Where improved operating performance of sub-systems can be
attained by the use of hydraulics, the equipment should be
carefully selected.
Automation Hardware
Most of the equipment provided on a larry car will require
some measure of automatic sequencing. The type of control
equipment used external to an enclosed cab and control room
must be selected with extreme care. Failure of sensors was a
severe problem on the AISI/EPA larry car. They are exposed to
the full range of environmental conditions from oven flames to
quench tower sleet. The number of sensors used should be minimal,
limited to only those necessary to reliably sequence the
equipment. Consideration should be given to using on certain
applicable functions, hydraulic pressure switches that can be
located in an enclosed cabinet. Sensors that are required must
be suited to the conditions to which they are exposed.
171
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Automation Hardware (continued)
The sequencing control can utilize either mechanical relay
logic or static logic. Static logic was originally selected
for the AISI/EPA larry car because of the necessity to get
all the equipment in the available space. Relays were used
only to perform the necessary final output functions. An
environmentally controlled atmosphere was available. The
logic equipment has performed reliably.
Several factors to be considered in making a selection of
sequencing control equipment are as follows:
1. Reliability
Static logic, properly applied and installed will be more
reliable. Most installations have relays for the final out-
put. This is no longer a necessity since direct static
switches such as Triacs are available.
2. Flexibility
Changes to the control sequence can be made much more
readily with static logic than with relays. If no new
sensors or outputs are involved, it usually involves only
minor changes in the backplane wiring. Spare logic
elements are more readily available. Wiring changes to
relays are more difficult to make .
3. Trouble Shooting
An experienced technician can probably trouble-shoot static
logic, furnished with status indicating lights, using a volt-
ohmmeter in the same time span or less as that involving
relays. Where experienced technicians are not available on
a 24-hour basis, the use of relays would be favored. If
the control sequencing is relatively complex, then static
logic is favored if technicians are available.
4. Environment
The coke oven environment favors the use of relays unless
controlled conditions are assured. There have been no
observed problems with the logic on the AISI/EPA larry car
that are related to the environment. If an environmental
control unit is furnished on the car, there would be no
need to rule out the use of logic equipment
172
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Automation Hardware (continued)
The use of relay logic would be preferred in most coke plants
because of trouble shooting difficulties with untrained personnel
and the inability to continuously maintain an controlled environment
Automatic Sequencing
The automatic sequencing of individual operations initiated
by the larryman is preferred. These operations would include:
1. Normal car travel - master switch.
2. Unidirection creep travel for gun sight spotting by push-
button.
3. Emergency travel by pushbutton causing all equipment to move
to travel position.
4. Remove or replace lids.
5. Place oven on-the-main.
6. Damper off on oven.
7. Start and stop coal feed (automatic stop when empty)
8. Clean gooseneck.
9. Coal bin gate operator.
A voice system between the pusher machine and larry car is
necessary for coordination.
The use of an automatic system utilizing control signals
between the pusher machine and larry car is not necessary (refer
to Section VIII, page 140). A pusher machine - larry car
alignment interlock, although useful, is not necessary.
PUSHER MACHINE
The worst case leveler bar duty cycle should be determined
so that its design and material will satisfy the operating
conditions. The automated motion of the leveler bar is recommend-
ed. This sequence would include a definite number of strokes dur-
ing the final pass to assure a clear gas passage in the oven
after charging.
A smoke seal must be provided that minimizes any opening
around the leveler door. During operation of the leveler bar it
must continuously maintain a tight fit between the leveler door
173
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PUSHER MACHINE (continued)
opening and the smoke seal, as well as between the smoke seal
and the leveler bar. A mechanized leveler door operator is
desirable.
CONSIDERATIONS ON THE BATTERY
Double Gas Off-Take
A double gas off-take would be achieved on most new batteries
by the selection of a double collecting main. If the experience
in using jumper pipes from an extra smoke hole shows comparable
overall results at less maintenance, then this approach can be
considered.
Adequate Steam Aspirating System
An adequate steam aspiration system is required to direct all
the gases generated or displaced during charging into the collect-
ing main. The experience with the 693 ft3 ovens at P-4 battery
indicates satisfactory aspiration is obtained with 120 psi steam
pressure applied to a 3/4" steam nozzle on a design "A" gooseneck
(Figure 51), with a jumper pipe arrangement shown on Figure 31.
This configuration provides a gas flow of approximately 1300 SCFM
at each ascension pipe. Part of the gas flow in the second
ascension pipe originates in the adjacent oven.
A steam supply pressure reducing control that permits
adjustment of the steam pressure is desirable to limit the steam
usage to only that amount required. The steam piping to individual
ovens must be of sufficient size to assure adequate pressure at
the steam nozzle. Two steam supply lines to a 4" header were
provided at P-4 battery to assure adequate pressure at all ovens.
Operation of Ascension Pipe Mechanisms
The design of the gooseneck cleaner, damper, steam, and lid
mechanisms must incorporate provisions to assure proper operation
with the dimensional position variations that can be expected
during the life of a battery. These considerations involve:
174
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Operation of Ascension PifeeMechanisms (continued)
1. Overall battery growth.
2. Change in standpipe position because of difference in the
collecting main movement and battery growth.
3. Change in larry car Position resulting from rail movement
as well as normal car positioning errors.
To a lesser extent these considerations apply to the drop
sleeve which, depending on the design, may have to seat within
the charging hole ring.
175
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SECTION X
APPLICATION TO EXISTING BATTERIES
The modification of an existing battery to achieve "smokeless"
charging must be done with due consideration to its present operat-
ing condition. As a result of the experience gained in mechanizing
the operation at P-4 battery, it is recommended that the scope of
work involve no more than required to meet necessary goals in
eliminating charging emissions.
DOUBLE GAS OFF-TAKE
The first consideration is to determine the method of obtain-
ing a double gas off-take. Many existing batteries have a double
gas collecting main which fulfills this requirement. For the
remainder of the batteries having single collecting mains, some
modification will be required. If a battery was furnished with
an extra smoke hole (such as P-4 battery), then the use of jumper
pipes provides a good solution.
The remaining batteries with single gas collecting mains having
no spare smoke hole require special study. Among some possible
considerations to be investigated are:
1. Addition of smoke hole at each oven so that either jumper pipes
or a second gas collecting main could be installed.
2. Use of a jumper pipe attached to the larry car to connect
one charging hole with a similar one on an adjacent oven.
ADDITION OF SMOKE HOLE
Most ovens can be modified to incorporate a smoke hole. There
are a few oven designs.that would make this job difficult. The
age and condition of the battery would be an important consideration
It would probably take 80-90 working days to build smoke holes
into an 80 oven battery. This is based on a required time of seven
working days per oven as follows:
176
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ADDITION OF SMOKE HOLE (continued)
Days Task
2 Cool down
1 Tear out brick
2 Rebuild
2 Heat-up and do hot work
Ovens would generally be taken out of service in groups of six or
eight.
The rough estimated costs on a per-oven basis are:
Labor $3,000
Material 500
Engr., Supv., Overhead 500
Total $4,000
80-oven battery $320,000
ADJACENT CHARGING HOLES
This modification has been reported in operation at several
176a
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ADJACENT CHARGING HOLES (continued)
3, 5, 15 _ .
batteries. The jumper pipe is carried and set in
place by the larry car. The end charging hole at the opposite
side from the collecting main is generally used. A typical
procedure is to charge that port first, then open the valve to
the jumper pipe and use it for the second gas off-take. One
installation charges with #1, 2 and 4 hopper only and uses the
jumper pipe at #3 charging hole.15
Reported problems with these methods involve:
1. Impscper seal between charging hole and jumper pipe.
2. Must perform frequent cleaning of the jumper pipe.
3. More work for the lidman.
ADEQUATE STEAM ASPIRATION
Many existing batteries will not have sufficient steam
aspiration. A first consideration is to utilize the available
steam. Since there are so many variables which determine the
required steam ejection, the best approach is to make actual
tests on a pair of ovens. Factors such as oven size and
ascension pipe dimensions and configuration affect the required
aspiration, which determines the general steam requirements.
From known characteristics of similar type ovens, or extrapolating
the results of published data, an approximate level of gas flow
is determined. In the absence of any available data, the gas
flow for any particular ascension pipe arrangement may be measured
using the EMPTY OVEN TEST procedure described in Appendix E. A
knowledge of the existing aspiration characteristic as shown on
Figure 51 (pg. 159) can be used to estimate the new requirements.
Aside from data given in this report, steam aspirating
requirements for existing batteries are available in many
published papers.3' ^-' It is interesting to note that
measurements of an average gas evolution of 4000 SCFM during
the first two minutes of charging a 1391 ft3 oven are not quite
double our estimated requirements (pg. 174) of about 2200 SCFM*
capacity for a 693 ft3 oven.
* 2600 SCFM total with an estimated 400 SCFM from
the adjacent.oven.
177
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ADEQUATE STEAM ASPIRATION (continued)
Using equations contained in Appendix E and curve character-
istics similar to those of Figure 51, the new steam requirements
can be estimated using the characteristics of the available steam
pressure temperature, and nozzle configuration.
Based on the estimated steam and nozzle requirements,set up
a temporary steam line to a pair of ovens and observe the
results during actual charging conditions. If the second gas
off-take cannot be made available for this test, then provide
sufficient capacity for smokeless charging during the first
75% of the charge (prior to blocking the gas passage at the
top of the oven) from one ascension pipe.
The required steam may be calculated once the requirements
on an oven have been determined. A steam pressure regulating
station is recommended so that optimum steam pressure may be
determined after the installation is complete.
LARRY CAR REQUIREMENTS
Since existing batteries have a larry car/ the first consid-
eration is to make necessary modifications as required, provided
the car is in satisfactory condition. The AISI/EPA charging
system requirements that affect the larry car are:
1. Sealed oven ports
2. Controlled coal feed system
3. Sequential relidding of oven ports
Most existing cars have some type of drop sleeve, but in some
cases they are all operated from one mechanism. The drop sleeves
must be individually operated to permit sequential relidding.
The fit of the drop sleeve with the charging hole ring must
be sufficient to form a seal. Some method is required to seal
the drop sleeve open port after charging. A bottom coal level
sensor can be provided to stop the coal feed at the proper time
and initiate any sequence necessary to seal the port.
A coal seal may not be convenient to use on many cars.
178
-------
LARRY CAR REQUIREMENTS (continued)
Some existing table feeder larry cars are being modified by
using a cylindrical plug in the gas exhaust stack above the drop
sleeve. This plug is lowered to seal the opening from the drop
sleeve to the hopper when the level detector stops the coal feed.
A slide gate arrangement can be used on some gravity feed cars.
The requirements for controlled feed are satisfied by
individual hopper feed control and coal level sensors. Gravity
feed or forced feed larry cars may be used. Volumetric measur-
ing sleeves are necessary to assure each hopper of a consistent
coal charge volume.
Sequential lidding of oven ports can still be done by the
lidman. Some operators may wish to add automatic lid lifters
to relieve the lidman of this task. The addition of lid lifters,
although desirable, may be difficult, depending on the condition
and design of the existing car.
PUSHER MACHINE MODIFICATIONS
Assuming the existing leveler bar is designed to handle the
required duty cycle, provision should be made for a smoke boot
to seal the leveler door opening.
179
-------
SECTION XI
COST DATA
CAPITAL COSTS
The capital costs of the system installed at P-4 battery have
been estimated by eliminating the abnormal costs of the total
project which includes considerable development work. The break-
down in subparts is an estimate based primarily on information
supplied by Koppers. Cost data represents 1970-1972 levels.
The costs of the larry car are shown in Table 10. Table 13
shows some automatic features that were furnished with this
prototype system, that would not usually be included. Table 11
shows the costs of modifying the pusher machine, assuming the
existing leveler bar can be used. Table 12 shows the costs of
modifying the battery. Table 14 contains estimated costs of a
new leveler bar.
INSTALLATION
The lost production during installation was very small since
the larry car was installed at the extreme south end of the
battery. The alignment of charging hole rings and the placement
of the car positioning panels was performed for the most part
with about 4 to 6 hours charging delay per oven.
180
-------
Table 1O. LARRY CAR CAPITAL COSTS
(1970-1972 dollars)
Component
Frame
Traction drive
Lid lifters
Damper and steam
operator
Ascension pipe
cleaner
Peed hoppers
Butterfly valves
Level sensors
Bin gate operator
Hydraulic system
Butterfly hydraulicc
Environmental equip-
ment
Miscellaneous Elec .
and supply
Voice communication
system
Electric checkout
Total
Material
Costs
$80,536
48,345
72,334
11,681
7,753
18,650
23,850
5,134
8,832
24,308
19,800
23,607
44,369
3,529
—
$392,728
Engineering
Costs
$38,298
12,469
14,321
3,211
29,062
11,869
19,464
5,855
8,544
6,050
5,000
5,284
4,620
5,299
—
$169,346
Installation
Labor
$16,516
8,999
19,624
12,374
8,000a
7,422
3,859
4,240
4,880
5,826
4,720
2,130
15,500
2,000
22,000
$138,090
Total
$135,350
69,813
106,279
27,266
44,815
37,941
47,173
15,229b
22,256
36,184
29,520
31,021
64,489
10,828
22,000
$700,164
00
H1
a. This anticipates labor costs.
b. Costs of using latest level sensor would probably be less than 50% this
value.
c. This is cost of that part of the hydraulic system required for the
butterfly valve type of gravity coal feed.
d. This includes a-c supply and collector rail system on existing collector
supports. The installation labor for this item does not include
supervision.
-------
Table 11. PUSHER MACHINE CAPITAL COSTS
(1970-1972 dollars)
Component
Leveler bar
relocation
Leveler door
oper.on 79 doors
Leveler bar seal3
Total
Material
Costs
$2,500
75,268
23,420
$101,188
Engineering
Costs
$10,388
27,058
11,314
$48,760
Installation
Lab or c
$13,546
7,761
9,193
$30,500
Total
$26,434
110,087
43,927
$180,448b
a. This mechanism includes a coal chute.
b. This does not include a new leveler bar, if required,
c. Installation labor does not include supervision.
182
-------
Table 12. BATTERY MODIFICATION CAPITAL COSTS
(1970-1972 dollars)
Component
Steam aspiration3
Self cleaning
steam nozzles
Ascension pipe damper
lid & steam linkages
Jumper pipes
Charging hole lids
Battery reinforcing6
Total
Material
Costs
$25,284
7,290
/
30,000
80,000
8,698
10,000
$161,272
Engineering
Costs
$3,080
2,215
4,000
5,000
585
2,500
$17,380
Installation
Labor f
$17,428
3,000
14,000
40,000C
323
6,500
$81,251
Total
$45,792
12,505
48,000
125,000
9,606
19,000d
$259,903
a. Includes new steam supply lines, header, pressure regulator,
piping to individual ovens, steam valves.
b. Self-cleaning steam nozzles have not yet been proven
successful.
c. Anticipated labor costs.
d. Does not include reinforcement of collector rails.
e. Reinforce south end battery, remove coal bin scale
and replace with steel stools, install hydraulic
car bumper at south-end of battery.
f. Installation labor does not include supervision.
183
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Table 13. CHARGING SYSTEM OPTIONS
(1970-1972 dollars)
Component
Larry car
position system
UHF alignment
system
Current signal
system
Automatic charging
mode
Total
Material
Costs
$12,678
15,681
41,163C
50,000e
$119,522
Engineering
Costs
$12,344a
2,215
6,643
$21,202
Installation
Labor
$20,537b
2,000
16,567d
$39,104
Total
$45,559
19,896
64,373
50,000
$179,828
a. Engineering costs include structural study and determina-
tion of proper reinforcement of collector rail supports.
b. Includes cost of reinforcing collector rail supports
(about 60% of installation labor).
c. Includes control equipment in larry car, pusher machine,
battery, and wayside loops.
d. Primarily cost of installing wayside loops.
e. Logic control equipment in larry car.
f. Installation labor does not include supervision.
184
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Table 14. LEVELER BAR COSTS
Component
Material
Vendor
Quotation
Standard leveler bar
Wedge type leveler
bar
A-36 steelb
A-517-68 Gr.Jc
A-36 steel
A-517-68 Gr.J
$6,700
8,800
8,600
11,800
a. Quotations to Koppers, January 1974
b. Standard type steel used on existing bar
c. Recommended type steel
185
-------
OPERATING AND MAINTENANCE COSTS
An evaluation of projected operating and maintenance costs
related to the new charging system at P-4 battery is based on
a comparison of the qualitive change of cost elements.
ENERGY REQUIREMENTS
The required aspirating steam at two ovens per charge increases
the estimated steam requirements by a factor of 4.7. This increase
corresponds to a steam usage of 6100 Ib/hr. during charging.
Based on five minutes/charge and five charges/hour, the steam
requirements, neglecting leakage, are 2540 Ib/hr.
The larry car has the following estimated electrical
requirements.
Charging (Cycle pump loading) 30-60 KVA
estimated average 40 KVA
Traction Drive accelerate 120 KVA
steady state 30-40 KVA
Car Idle (Environmental control unit) 5-10 KVA
OPERATING PERSONNEL
There has been no change in the manpower requirements to
operate this battery. Three operators are required to charge
coal in the ovens.
1) charging car operator
2) pusherman
3) lidman
MAINTENANCE PERSONNEL
The required maintenance on the larry car is shown on Table
15. Additional maintenance requirements related to charging are
shown on Table 16. The estimated maintenance requirements are
base d on data taken over a three month period (December 1973 -
February, 1974). The estimated requirements account for the fact
that the car was in use slightly less than half the time and
also reflect expected improved performance of hydraulic equipment.
The estimated 79 manhours per week of millwright, oiler, and
electrician maintenance service is believed to be double the
previous repair work used on the P-3 larry car. The maintenance
186
-------
Table 15. LARRY CAR MAINTENANCE REQUIREMENTS
Component
Hydraulic system
Main hydraulic unit
Hydraulic leaks
Hydraulic hoses
Mechanical equipment
Lubrication
Environmental control
unit
Change throw- away
filter
Clean Louvers, change
bag filter
General maintenance
Electrical system
Clean equipment,
check filters, check
for grounds
Replace damaged equip.
Craft3
Millwright
Millwright
Oiler
Millwright
Electrician
Weekly Maintenance Man-hour
Requirements
Preventative
'Maintenance
2
4
4
10
3
10
13
2
2
2
6
6
6
41
Breakdown
Repairs
4
4
8
6
6
0
8
22
a. Millwrights work in pairs - break-down hours are 1/2
man-hour. Electrician usually works singly - break-down
hours equal man-hour.
187
-------
Table 16. OTHER CHARGING MAINTENANCE REQUIREMENTS
Component
Craft
Repair and
Maintenance
Pusher machine
Door opener
Leveler bar, smoke shield
Electrical
Ascension pipes
Damper - lubricate
Damper and lid linkages
Steam linkages
Jumper pipes (weekly clean-out)
Millwright
Millwright
Electrician
Oiler
Millwright
Millwright
Lidman
3
1
2
2
4
4
16
14
30
188
-------
MAINTENANCE PERSONNEL (continued)
requirements have increased 40 man-hours. This does not include
estimates for increased supervision. The greater complexity
of the hydraulic and electrical systems necessitate the availability
of qualified supervisory personnel. The increased supervision
time is in the range of 12-16 man-hours per week divided equally
between electrical and mechanical-hydraulic.
The efficient operation of this battery,as related to the
present practices of Pittsburgh Works, requires that equipment
be available for satisfactory production use about 95% of the
scheduled time. This assumes a given piece of production apparatus
will be scheduled for eight hours maintenance per week and that
for the remaining 20 turns, it will be available for operation
152 hours.
The data in Table 15 indicates that the scheduled maintenance
can be done in eight hours with an average of two millwrights and
1 1/2 electricians. The average breakdown time is almost 16
hours which corresponds to 90% availability of the larry car.
The future addition of jumper pipes and improved reliability
in the coal feed system are expected to improve the car reliability.
The average larry car availability under these conditions is
expected to be about .95%.
189
-------
SECTION XII
Dancy, T. E.
Wilputte, Louis N.
and Wethy, Frans
3. Meads, M. R. and
Randall, G. E. C0
4. Still, Firma Carl
Dukhan, V. N.
6. Varshavski, Denisov,
Zlatin, and Zolotarev
7. The British Coke
Research Association
8. Barnes, Hoffman, and
Lovmie, Battelle
Memorial Institute
Connolly, J. p.
BIBLIOGRAPHY
"Control of Coke Oven Emissions",
American Iron and Steel Institute,
May 27, 1970.
"Recent Improvements to Coke Oven
Design and Operation", Blast Furnace
and Steel Plant, 34, March, 1946,
Pages 355-367.
"Smokeless Charging", Coke Oven
Managers Association Proceedings (1961).
Recklinghausen, Germany, "Method and
Apparatus for Charging Material Into
a Coking Furnace Unit", U.S. Patent
3,623,959, November 30, 1971.
"Developing Methods of Smokeless Coke
Oven Charging", Coke and Chemistry
U.S.S.R. #7, 1963 Pages 25-30.
"Smokeless Charging of Coke Ovens",
Coke and Chemistry U.S.S.R. #6 , 1965.
"Practical Suggestions for the
Reduction of the Emission of Smoke,
Dust, and Grit at Coke Ovens",
Special Publication 5, September 1969.
"Evaluation of Process Alternatives to
Improve Control of Air Pollution from
Production of Coke" for National Air
Pollution Control Administration,
Department of Health, Education, and
Welfare, January 31, 1970.
"Report on Ascension Pipe Steam Ejector
Test Program", AISI, September, 1970.
(restricted distribution)
190
-------
BIBLIOGRAPHY (continued)
10. Plaks, Norman
11. McCord, J. C.
12. Stoltz, J. H. and
Lee, J. R.
13. Edgar, W. D. and
Muller, J. M.
14. Weber, G. T. and
Lewis, R. E.
15. Mautz, G. H.
"Improved Processing Methods for Control
of Air Pollution Emissions from Coke-
making", Presented at the Economic
Commission for Europe Seminar; Leningrad,
U.S.S.R. 1971.
Lackawanna's Experience Operating No.9
Coke Oven Battery, Iron Making Proceed-
ings, Volume 30, 1971. Page 94.
"AISI Coal Charging System, Progress
Report 2", Ironmaking Proceedings,
Volume 31, 1972, Page 249.
"The Status of Coke Oven Pollution
Control", AIME Conference, April,1973.
"Stage Charging", AIME Conference,
April, 1973.
"Three Hole Charging on a Four Hole
Battery", AIME onference, April, 1973.
191
-------
SECTION XIII
GLOSSARY
Charge Cycle Time - Time interval from start of coal charge (first
butterfly valve opens) till re-lidding complete (all charging
hole lids in place).
Charging On-The-Main - Opening the damper valve to connect an
oven with the gas collecting main through an ascension pipe,
and with fluid ejectors turned on to draw charging emissions
into the collecting main.
Charge Time - Time interval from start of coal charge till final
coal feed (last butterfly valve closed).
Oven Ports - Oven openings consisting of the charging holes, leveler
door, and the ascension pipe elbow cover.
TO - Number of seconds of no smoke during charging.
TI - Number of seconds in which smoke opacity is less than 20%
(Ringelmann #1), but greater than TQ.
^2 - Number of seconds in which smoke opacity is less than 40%
(Ringelmann #2) but greater than Tj.
T.J - Number of seconds in which smoke opacity is equal or greater
— than 40% (Ringelmann #2)
PB - Pushbutton
Smokeless Charging - Any and all emissions from oven ports less
than 20% opacity during the entire charge cycle time.
Opacity readings are determined at the source.
192
-------
GLOSSARY (continued)
w.c.. - Water column - a measure of relative gas pressure in terms
of a differential water column heighth in a U-tube manometer
referenced to atmospheric pressure.
193
-------
SECTION XIV
CONVERSION FACTORS
Environmental Protection Agency policy is to express all
measurements in agency documents in metric units. When imple-
menting this practice will result in undue cost or lack of
clarity, conversion factors are provided for the non-metric units
used in a report. Generally, this report uses British units of
measure. For conversion to the metric system, use the following
conversions:
To Convert from
Btu/lb-F
Btu/min
Btu/ton
cfm
OF
ft
gal.
gpm
hp
in. we
Ib
lb/ft3
oz
psig
To
J/kg-C
W
j/kg
m /sec
°C
m
1
I/sec
W
N/m2
kg
kg/m3
N/m2
N/m2
Multiply by
4184.
17.573
2324.444
.0004719
5/9 (°F-32)
.3048
3.785
0.0631
745.7
248.84
0.454
16.018
430.922
6,894.757
194
-------
SECTION XV
APPENDICES
A. Oven Pressure Measurements 196
B. Reliability Data 198
C. Leveler Bar Investigation 213
D. Emission Data 250
E. Empty Oven Tests 272
F. Battery Dimensional Variations 280
G. Ascension Pipe Particulate Sampling 284
195
-------
APPENDIX A
OVEN PRESSURE MEASUREMENTS
Measurements of the oven pressure during charging were made
at the smoke hole (located on coke side of oven - Figure 1) by
J. R. Lee. A pressure recorder was mounted on the larry car,
and pressure tubing was connected to a test lid with a small hole
drilled in the center. The test lid was placed on the smoke hole
and sealed with asbestos rope and mud. The pressure in the oven
at the smoke hole was then recorded throughout the charge. Eight
pressure recordings were made from May 25, 1973 to June 15, 1973.
The results verify that the efforts to prevent blockage of the gas
passage have not been adequate. In every charge the pressure
increased significantly when the leveler bar was used during the
coal feed. The maximum pressure at the smoke box during leveling
averaged 8.5 inches of water column (max. - maximum 13 inches,
min-maximum 3 inches). This compares with an average maximum
pressure of 1 inch of water column (max. - maximum 4 inches, min-
maximum 1/2 inches) during the 75% charge prior to leveling.
Also observed in these tests, is that the longer that the 1st
75% of the coal charge is leveled before the final 25% is started,
the longer it takes for the coal blockage in the gas passage to
occur.
Date
5/31/73
6/31/73
5/30/73
5/25/73
5/31/73
5/31/73
5/31/73
5/31/73
Oven
No.
2-17
2-17
2-24
3-3
2-19
2-15
2-15
2-21
Duration of Leveling
Before Final 25%
4
12
15
33
34
45
45
180
seconds
seconds
seconds
seconds
seconds
seconds
seconds
seconds
Time Until 1st Coal
Blockage
0
0
12
15
16
12
18
21
seconds
seconds
seconds
seconds
seconds
seconds
seconds
seconds
A copy of a pressure recording taken on oven 2-19 on 5/31/73
is shown on Figure 54.
196
-------
5/31/73
LEVEL,
PASTS STARTS * - -
IS 36 54 72 90 108 126 [44 162 180 138 216 234- 252 270 Z8B 306 324
-------
APPENDIX B
LARRY CAR RELIABILITY DATA
CRITERIA
The criteria used to determine minimum acceptable larry car
performance are:
1. The car and associated charging equipment are available for
satisfactory production operation 90% of the total operating
time.
2. The required scheduled maintenance shall not exceed a total
of eight hours during any one week period.
LARRY CAR AVAILABILITY
The quantitative evaluation of this criteria in terms of
larry car availability is determined from the following relation,
defined in Figure 55.
= P x 100 (1)
This measure of larry car reliability is essentially the ratio
of actual charging time to the total scheduled time that the
car could be used for production charging. The difference between
"p" and "n" represents the normal time required for making break-
down repairs and the extra maintenance requirements that exceed
the 8 hour/week rate.
OPERATING PROBLEMS
The available charging time "n" does not include lack of
production use because of operating problems not associated directly
with the car reliability.
The nature of the operating problems which prevent the use of
the new larry car during charging can best be understood by
referring to Figure 57 (page 206); which shows the location of the coal
and the larry cars used at P-4 battery. When the new P-5 larry car
is used to charge ovens on P-4 battery, the old spare P-4 larry
198
-------
OPERATING PROBLEMS (continued)
car is parked at the center of the coal bin. The P-3 larry car
then uses the north side of the coal bin to get coal for charging
p-3 battery, and the P-5 larry car uses the south end of the coal
bin to get coal for charging P-4 battery.
If P-3 larry car breaks down and requires repairs it must be
parked in the center of the coal bin. It is then necessary to use
P-2 larry car to charge P-3 battery and P-4 larry car to charge
P-4 battery. Under these conditions, which will not exist when
P-4 car is dismantled, it is necessary to take P-5 car out of
service.
Another temporary operating condition which requires taking
the P-5 car out of service occurs when the south end of the coal
bin is empty and it becomes necessary to get coal near the center.
It is then necessary to use P-4 car to charge ovens on P-4 battery.
Occasionally P-5 car is not used if a trained operator is not
available to run the car on any particular turn. This usually
occurs if the regular operator reports-off sick, and the back-up
man does not have sufficient training.
It has become necessary to clean the goosenecks and return
bends of the gas off-takes on a weekly basis over and above that
done by the operator during charging. The man doing the cleaning
stands on a platform so that he can use a bar to clean out through
the ascension pipe inspection port. The clearance between this
platform and the new P-5 larry car is very small (less than 1")
while that with the P-4 car is almost 12". Consequently when
this work is performed, the spare P-4 larry car is used for charg-
ing in order to realize the necessary safety condition for a man
performing the cleaning. This procedure should not be necessary
when the mechanized gooseneck cleaner is operational.
AVAILABLE PRODUCTION CHARGING TIME
The available time for production charging with the new P-5
larry car is defined in Figure 55 as
n = t- (b+m1+mp+f + w2) . (2)
199
-------
Definition of Larry Car Availability and Utilization
A = -5- x 100 (1)
n = t - (b + m1+mp + f+ w2)
p = n - (r + m2 + w.^) (3)
U = -"- x 100 (4)
where A = larry car availability for production operation,
per cent
p = actual time used for production charging, hours.
n = available time for production charging with this
larry car, hours.
t = total scheduled time for charging P-4 battery
(normally 24 hours/day), hours.
b = time not available for charging with this larry car
because of operating problems not associated with
this charging system reliability, hours.
mi = time utilized for scheduled maintenance that is less
or equal to a limit of 8 hours/week, hours.
m2 = maintenance time utilized which exceeded the allowable
8 hours/week scheduled maintenance, hours.
nip = time utilized to perform design modification work on
the larry car, hours.
f - time the car is not used for production charging, but
is in operating condition. This is specifically the
elapsed time from completion of repair work until the
larry car is placed in service, hours.
w-^ = normal time' waiting for repair craft to start repair
work, hours. This assumes no other larry car is avail.
able to charge P-4 battery.
Figure 55
200
-------
Definition of Larry Car Availability and Utilization
(continued)
v?2 = time waiting for repair craft to start repair work,
hours. This assumes that a spare car is available
and the craft delay repair work because there are
higher priority tasks to be completed first.
r = actual time required for repairs, hours.
U = larry car utilization, per cent. This represents
the time available to charge with the new larry car
compared with the total time period.
Figure 55
201
-------
AVAILABLE PRODUCTION CHARGING TIME (continued)
In addition to the unavailable time because of operating
problems, b, maintenance time that is either within the maximum
8 hour/week rate or that is of a project nature, such as design
modifications, is also excluded.
Two other factors are recognized that relate to the availability
of the spare P-4 larry car. If a failure occurs with the new P-5
car, it is parked at the south end of P-4 battery for repairs and
the spare car is used for charging. Since no production is being
lost, the required repair personnel may work on more pressing
repairs elsewhere that may be affecting production. The resulting
interval, W2, between the time of failure and the time repair
work starts, is not included as part of "n".
After completion of repair work, it may not be convenient
to remove the spare car from production charging and place the
new car in service. This elapsed time, f, occurs only because
there is a spare car, and is not considered as part of "n".
ACTUAL PRODUCTION CHARGING TIME
The actual production charging time "p" differs from the avail-
able charging time "n" as given by the relation in Figure 55.
P = n-(r+m2+w1) (3)
The normal delay time, w-j_, represents a delay in starting
repair work because the required craft is not immediately
available under the assumption of no spare larry car.
LARRY CAR UTILIZATION
Because of the temporary existence of an extra spare P-4 larry
car, the new P-5 car is not utilized to its maximum capability.
The significance of the larry car availability, A, is weighted
by the amount of utilization as defined in Figure 55.
U = _JL_ x 100 (4)
202
-------
LARRY CAR PRODUCTION INDEX
The larry car production index relates the number of charges
made to the charging times used in calculating availability,
as indicated in Figure 56.
-- T - (B + M+ Mp + F + W2)
This value should be similar to the value given for
availability. If there was no extra spare larry car available,
the P.I. factor would be expected to be greater than, A, because
some repair time can be permitted without losing production.
MAINTENANCE AMP REPAIR REQUIREMENTS
A daily record was maintained of all the maintenance and
repair problems with the required man hours by craft. This work
has three classifications:
1. Breakdown repairs
2. Scheduled maintenance repairs
3. Design modifications (project work)
METHOD OF OBTAINING DATA
The battery turn foreman maintains a performance record for
each turn on a special form shown in Figure 58. A project engineer
reviews the record, clarifies data with the production personnel,
and tabulates it on the daily summary sheet shown in Figure 59.
ANALYSIS OF RELIABILITY DATA
The determination of larry car performance was calculated
from the daily performance data form shown in Figure 59. The
summary figures for the month of January are shown. A graphical
relation is shown in Figure 60. The larry car was available
for satisfactory production operation 86.0% of the time which
compares with the minimum criteria of 90%. A summary of the type
of failures and the required man hours to perform the associated
breakdown repairs or scheduled maintenance is shown on a monthly
basis in Tables 17, 18 and 18a. The data for January is further
detailed in
Table 19 Larry Car Failures
Table 20 Larry Car Maintenance
203
-------
ANALYSIS OF RELIABILITY DATA (continued)
Table 21 Operating Problems Preventing Use of
Larry Car
This data does not account directly for problems with
charging wet coal which lengthens the charging time and makes it
more difficult to maintain the production schedule.
Since the trend in car availability is still improving, it is
believed that an upper limit is about 90%. After the addition
of jumper pipes, and an improved coal feed system, it is believed
that this figure will be close to 95%.
204
-------
Definition of Larry Car Production Index Factor
P.I. =
T - (B + MI + Mp + F
where
P.I. =
P =
T =
B =
Ml =
Mp =
F =
larry car production index factor, per cent.
This represents the ratio of production charges
made with respect to the number of charges that
could have been made when the larry car was
available for charging.
number of production charges.
total number of scheduled charges (full production
potential).
charges not made with this larry car because of
operating problems not associated with this
charging system reliability. The nature of
these problems are discussed later in this section,
charges not made during time, m]_, that the car
was out of service for scheduled maintenance up
to the maximum limit of 8 hours/week. Refer to
previous definition of "mj_".
charges not made during time, m Refer to
previous definition of "nv,".
charges not made during time, f.
definition of "f".
charges not made during time v>2 •
previous definition of "v/2".
Refer to previous
Refer to
Figure 56
205
-------
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FIGURE 60
208A
-------
Table 17. TYPE OF LARRY CAR FAILURES AND REPAIRS
DECEMBER 1973
Item Type of Failure & Repair
1 Hydraulic leaks and hoses3
1_
2 Hydraulic actuators
3 Miscellaneous hydraulic
4 Damaged mechanical equip.
5 Environmental control unit
6 Defective or grounded wiring
7 Failure, repair, adjust
sensor
8 Hopper vibrator
9 Electrical problems in
control room
10 Miscellaneous electrical
11 Butterfly jammed0
Total
Repair
Man.Hr.
25.0
—
4.0
--
--
17.65
6.25
--
—
15.5
0.25
68.65
Ma int.
Man.Hr.
36.8
—
18.0
32.0
24.0
6.8
18.0
—
—
6.0
__
141.6
• •••••' •^^•••i n ,g „•„
Total
• Man.Hr.
61.8
0.0
22.0
32.0
24.0
24.45
24.25
0.0
0.0
21.5
0.25
210.25
a.
b
c.
Does not include leaking or broken hydraulic actuators,
Leaking or mechanically damaged.
Operator normally frees the butterfly.
209
-------
Table 18. TYPE OF LARRY CAR FAILURES AND REPAIRS
JANUARY 1974
Item Type of Failure and Repair
1 Hydraulic leaks and hoses3
2 Hydraulic actuators
3 Miscellaneous hydraulic
4 Damaged mechanical equip.
5 Environmental control unit
6 Defective or grounded wiring
7 Failure, repair , ad just sensor
8 Hopper vibrator
9 Electrical problems in
control room
10 Miscellaneous electrical
11 Butterfly jammedc
Total
Repair
Man. Hr.
8.0
31.5
4.0
5.0
—
1.5
2.0
11.25
--
0.25
0.75
64.25
Ma int.
Man.Hr.
11.5
14.0
—
23.0
15.5
26.0
5.5
—
--
13.0
_ _
108.5
Total
Man.Hr.
19.5
45.5
4.0
28.0
15,5
27.5
7.5
11.25
0.0
13.25
0.75
172.75
a. Does not include leaking or broken hydraulic actuators
b. Leaking or mechanically damaged.
c. Operator normally frees the butterfly.
210
-------
Table 18a. TYPE OF LARRY CAR FAILURES AND REPAIRS
February 1973
Item -Type -of Failure & Repair -
1 Hydraulic leaks and hoses3
2 Hydraulic actuators13
3 Miscellaneous hydraulic
4 Damaged mech. equipment
5 Environment control unit
6 Defective or grounded wiring
7 Failure, repair , ad just sensor
8 Hopper Vibrator
9 Electrical problems in
control room
10 Miscellaneous electric
11 Butterfly jammed0
Total
Repair
Man-Hr,
2.0
17.0
4.0
8.0
—
5.50
5.25
1.50
4.50
11.25
0.50
59.5
Ma int.
Man-Hr.
—
2.0
15.0
2.0
3.0
7.0
—
—
—
3.0
—
32.0
Total
Man-Hr.
2.0
19.0
19.0
10.0
3.0
12.5
5.25
1.5
4.5
14.25
0.5
91.5
a. Does not include leaking or broken hydraulic actuators
b. Leaking or mechanically damaged
c. Operator normally frees the butterfly
210a
-------
Table 19. LARRY CAR FAILURES
JANUARY 1974
Item
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Date
2
2
4
6
11
11
14
15
17
17
18
19
19
21
23
Turn
12-8
4-12
12-8
4-12
12-8
4-12
8-4
8-4
12-8
8-4
8-4
8-4
4-12
8-4
8-4
Description of Failure
#1 Butterfly jammed with coal
manually freed
460 VAC breaker opened,
adjusted pressure switch (#2
lid lifter dn) adjusted
limit arm (#1 lid lifter
extend)
460 VAC breaker opened
Adjusted pressure switch
#2 lid lifter down
#3 butterfly jammed,
manually freed
Pin sheared on #3 butterfly
actuator, looking for
trouble
Removed #2 butterfly
actuator , took to shop to
make new pin
Replaced Pin in #2 lid
lifter extend cylinder
Fuses blew twice in #1
vibrator- ran car without
Looked for trouble with
vibrator
Replace #1 vibrator
Removed broken pipe and
rethreaded
Replcaed 20 gal. of
hydarulic fluid
Anchor block came loose
causing #2 actuator to
move and break pipe
Replace broken hose, #2
hopper, replaced leaky hoses
#3 butter fly, replaced #2
actuator with spare (mount-
ing bolts sheared)
Repair
Craft
Oper.
Elec.
Elec.
Oper.
Repair
Man.Hr.
0.25
0.50
0.25
0.25
Oper. I 0.50
Mech.
Mach.
Mech.
1.0
14.0
2.0
|
Elec. 0.25
}
Elec. j 3.0
Elec.
Mech.
Mech.
Mech.
Mech.
8.0
1.5
4
7.5
12
1
211
-------
Table 19. LARRY CAR FAILURES
JANUARY 1974
(Continued)
Item
15
16
17
18
19
20
21
Date
25
27
27
28
28
30
30
Turn
4-12
12-8
8-4
8-4
8-4
8-4
8-4
Description of Failure
Lubricated and adjusted #1
lid lifter limit side arm
adjusted pressure switch
#2 lid lifter
Repaired ground to #2 lid
lifter magnet
Replaced leaky hose #2
butterfly
Replaced fuse #3 hopper,
straightened #1 hopper
level probe
Replaced leaking hose #3
butterfly
Replaced #1 retract limit
Removed damper arm, straight-
ened, and replaced
Repair
Craft
Elec.
Elec.
Mech.
Elec.
Mech.
Elec.
Mech.
i •
Repair
Man.Hr.
0.5
1.0
2.0
0.25
0.50
1.0
5.0
211a
-------
Table 20. LARRY CAR MAINTENANCE
JANUARY 1974
—— — «•
Item
1
2
3
4
5
6
7
8
9
Date
3
3
4
4
8
8
9
9
11
Turn
8-4
8-4
8-4
8-4
4-12
8-4
8-4
8-4
8-4
8-4
Description of Scheduled
Ma int ena nee
Oscillating arms straightened
#1 lid lifter
Replaced two hydraulic hoses
(#2 butterfly, #3 lid lifter)
Replaced 3 worn shoes on
trolley poles, exercised and
lubricated remaining shoes
Removed, cleaned louvers on
environmental unit, renewed
flexible hose on exhaust
blower (louvers)
Found ground in 440 volt
junction box of car. also
partial ground in safety
switch at coal bin
Tried to remove pin from
leaking #2 lid lifter
extend cylinder - had to
re-assemble; could not free
Repair sticking limit on #3
lid lifter (contact lid) and
replaced bent side arm limit
on #2 lid lifter retract
Replace #2 lid lifter extend
piston and #1 lid lifter
raise piston (leaky) ; removed
and blew out clogged charcoal
filters in environmental
control unit
Replaced junction box covers
#2 lid lifter, adjusted #1
butterfly clockwise limit
Tighten loose nipple on #2
butterfly; Replace leaky tub-
ing with pipe nipples (#1 & 2
lid lifters) , welded nipples
to lid lifter frame
••••••••••••^••IHPBMi
Work
Craft .
Mech.
Elec.
Mech.
Elec.
Elec.
Mech.
Elec.
Mech .
Elect.
Mech.
V«VHHlWMIIiVMMI^H
Work
Man.Hr.
16
8
15.5
16
4
7
3.5
14
7
11.5
212
-------
Table 20. LARRY CAR MAINTENANCE
JANUARY 1974
(Continued)
Item
10
Date
11
Turn
8-4
Description of Scheduled
Maintenance
Replaced old wire to #1
vibrator with Micamat wire
Work
Craft
Elec.
Work
Man.Hr.
6
212a
-------
Table 21. OPERATING PROBLEMS PREVENTING USE OF LARRY CAR
JANUARY 1974
Item
1
2
3
4
5
Type of Operating Problem
No coal at south end of coal bin
Foreman elected to use spare car
#3 larry car being repaired at coal bin
No trained operator
Clean standpipes
Hours Spare
Car Used
53.45
46.85
11.0
31.6
61.4
204.3
212b
-------
APPENDIX C
LEVELER BAR INVESTIGATION
REPORT BY L. S. POPE, J&L RESEARCH
Two coke oven leveler bars failed in service at Pittsburgh
Works P-4 Coke Oven Battery during the installation program of
the AISI coal charging system. These two bars were of new and
different designs (open web and solid web) developed by Koppers
Company. Both bars had been in service less than a month before
failure occurred.
Failure occurred when the bars became distorted in the
vertical direction such that they could no longer fit through
the chuck doors in the coke ovens. The open web bar (design
number PF3724 Revision 5) displayed a rise of about 6 1/4 inches
in the first 20 feet of bar starting at the nose while the solid
web bar (design number PF3724 Revision 11) displayed a rise of
about 8 1/8 inches in the first 23 feet back of its nose* (see
Figure 48 ). Furthermore, the open web bar has buckled in the
upper section about 10 feet from the nose (see Figure 46 ). No
cracks or mechanical defects were observed in either bar.
During normal operations these bars were used to level the
coal being charged into a coke oven. They normally extended
about forty feet into the oven and oscillated on about a 20 feet
throw. During such operation, the bars were either unsupported
for the entire length extended into the oven or supported by
coal at points 8 feet, 21 ft. or 35 ft. from the oven door by
the coal it was leveling. These particular locations were the
positions of the chuck holes through which coal was charged and
under which conical piles of coal developed. It was these
piles that the bars leveled.
These measurements were supplied by Karl Kortlandt of
Development Engineering.
213
-------
When bar failure occurred, the solid web bar had suffered an
unusually long exposure** in the interior of an oven. The normal
exposure time is 2 to 3 minutes, but because of difficulties in
charging, the bar was in the oven about eight minutes. At the
next oven to be leveled the bar just barely cleared the roof upon
entering; normally, the clearance is about 3". This leveling
operation was normal with a 3 minute exposure and the bar was
retracted with no difficulty. At the next oven, however, the
bar could not be inserted because it had acquired an upward set
as described previously.
With regard the open web bar there was no available failure
history other than it had failed after less than a month in
service, and in significantly less time than the solid web bar.
MICROEXAMINATI ON
Specimens for metallographic examination were obtained from
various locations in each bar. The examination revealed that
the microstructure in all areas was about the same and typical
of as hot rolled plain carbon structural steel, i.e. equiaxed
ferrite grain size of ASTM #8 with about 15% pearlite (see Figure
61) . No evidence was uncovered to indicate that the bars were
overheated (heated above 1350°F) in the oven. The inclusion
morphology in each case indicated the rolling direction of the
original sections was along the length of the bars.
CHEMICAL ANALYSIS
Chemical analyses were also performed on both bars and the
results are presented in Table 22. The analyses for all sections
were similar and conformed to the specifications of ASTM A-36
structural steel. The absence of significant amounts of aluminum
indicated that this steel was probably silicon semi-killed.
**
Such exposure times only occurred infrequently when charg-
ing the first eight ovens of the battery which, because of
construction, were charged with an inferior spare larry car,
214
-------
MECHANICAL TESTING
Tensile tests were performed on specimens obtained from the
web of the open web bar in the region where buckling occurred
(top and bottom sections).* Both tests conformed to the tensile
specifications of ASTM A-36 structural steel although there were
slight differences in the strength properties of the two areas
(Table 23).
DISCUSSION
There were no metallurgical defects or irregularities in the
steel of either bar. Both materials were typical of hot rolled
plain carbon steel and met all the specifications of ASTM A-36
structural steel. Microexamination revealed no evidence to
indicate that the bars had been subjected to any unusual thermal
cycles involving temperatures above 1350°F. However, because
this type of microstructure is not reflective of low temperature
thermal treatment we could not speculate as to any thermal cycle
experienced below 1350°F.
The failure of these bars is believed to be due to a
thermal expansion effect resulting from non-uniform heating
of the bars while they were at least partially supported by
coal in the oven. For both bars, four actual thermal -
mechanical situations were possible as indicated below.
(1) If the bars had been supported by coal and heated
uniformly, expansion or lengthening of the bars would
have been uniform and no distortion would have occurred.
(2) If the bars had not been supported by coal and still
heated uniformly, thermal growth would have been uniform.
Furthermore, analysis indicates that if the temperature
exceeded 1100°F, the bars could not support their own
weight. But, such a distortion would have been downward,
opposite to that actually observed.
* Tensile tests were not performed on the solid web bar since
removing the material necessary for such tests would have
destroyed the structural integrity of the bar. Such destruc-
tion was not considered advisable at the time.
215
-------
DISCUSSION (continued)
(3) If the bars had not been supported by coal and heated
non-uniformly the tops of the bars would have been at
a higher temperature than the bottoms since the tops
would have seen radiant heat from the oven roof while
the bottoms would not have seen any radiant heat from
the freshly charged coal. Such a situation would have
resulted in a downward deflection. Furthermore, this
deflection would have recovered upon cooling.
(4) If the bars had been supported by coal and heated
non-uniformly it is believed that the failures actually
observed would have occurred as described below.
The failure mechanism proposed is the fourth case where the
bars suffered differential thermal expansion which resulted in
vertical distortion. In the region of failure (last 20 to 25 ft.
of both bars) the top of each bar is believed to have been
significantly hotter than the bottom. The bottom was at least
partially resting on coal in the oven so that downward deflection
was restrained. With this restraint, the bars were unable to absorb
the differential thermal elongation from top to bottom by a down-
ward deflection. Some of the differential length was absorbed
by elastic compression at the top and elastic tension at the bottom.
With the top of the bar hotter than the bottom, the top also
possessed a lower yield strength. Therefore, when additional
strain had to be absorbed the top suffered plastic (permanent)
compression while the bottom suffered additional elastic
(recoverable) tension. The open web bar was unable to support
the 00repressive load and it therefore buckled; whereas the solid
web bar suffered plastic compressive strain. When the bar was
removed from the oven and cooled down so that the top in each
case was at the same temperature as the bottom the top became
shorter than the bottom due to either the buckling or plastic
compression suffered at the higher temperature. The bars absorbed
this differential length by deflecting upward and thereby putting
the shorter top on a shorter arc than the bottom. When the bars
cooled upon removal from the ovens, the upward deflection was not
significantly restrained.
216
-------
DISCUSSION (continued)
Sample calculations for this proposed mechanism for the
solid web bar, assuming the top reached a temperature between
1000°F and 1250°F, showed that the temperature differential
would have had to be between 460°F and 320°F.
Without a detailed thermal analysis or actual temperature
measurements, it can not be clearly established that such temper-
ature differentials can in fact occur. However, the failure
history and design considerations support this hypothesis.
The solid web bar obtained its upward distortion gradually
and at least partially outside any oven. It obtained some dis-
tortion after the eight minute exposure and before leveling the
next oven. Between this next oven and the oven it could not
enter it obtained additional distortion. This comports well with
the concept of a bar cooling and distorting upward, as it cools.
A comparison was made between the design of this solid web
bar and the design of a bar which had given satisfactory service
for more than fifteen years prior to being replaced by this solid
web bar (see Figure 62). Thermal consideration of both designs
indicated a probable reason why the solid web bar failed while
the old design bar had not failed even though it saw similar
service including long time exposures in the interior of the ovens.
The solid web bar had considerably more top surface area exposed
to radiant heat than the old design. In addition the solid
web bar also had considerably less mass along its vertical length
to carry away heat from the top surface. Furthermore, the
situation with the open web bar was even more extreme since it
had the same area exposed to roof radiation as the solid web bar
but almost no web to carry heat from the top surface. This fact
may explain why the open web bar failed more rapidly than the
closed web bar.
The thermal differentials proposed could have resulted from
the exposure of the top of the bars to greater radiant heat than
the bottom. The tops of the bars would see radiant heat from
the roof which the bottoms would not. In fact, the bottoms of
the bars could have been buried in coal and insulated from any
radiant heat. The design considerations discussed above indicate
why such a thermal imbalance would not be corrected by internal
217
-------
DISCUSSION (continued)
conduction through the webs of the bars.
CONCLUSIONS
(1) There ware no material defects in either bar. The
steel in both bars met the specifications of ASTM A-36
structural steel.
(2) No evidence was present to indicate that the failures
were caused by overheating.
(3) Failure was caused by differential heating in the bars
resulting from an interaction between the design of the
bars and long exposure times in the coke ovens.
To prevent similar failure in the future, several recommenda-
tions should be followed.
(1) Set a maximum exposure time in each oven to eliminate
excessive heating of the bars. This should become more
practical after the use of the inferior larry car is
discontinued and the incidence of charging hole plug-up
is eliminated.
(2) Redesign the bars to eliminate excessive heat buildup
in the top surface or employ the old design bar which
calculations now show is usable with the AISI improved
procedure1.
1
K. R. Kortlandt, "AISI Coal Charging System, Coke Oven
Leveler Bar," memo to J. H. Stoltz dated December 9, 1971.
218
-------
Table 22. CHEMICAL ANALYSIS
ASTM A-36 specification
Solid web leveling bar
Test from 1' location
Test from 41' location
Open web leveling bar
(WEIGHT %)
C
.26
max
.21
.20
.21
Mn
—
.74
.74
.64
Si
--
.033
.035
.033
S
.05
max
.022
.024
.017
P
.04
max
.006
.006
.012
Al
--
.005
.005
.005
O
--
—
--
.091
-------
Table 23. MECHANICAL TEST RESULTS
ASTM A-36 specification
Open web leveling bar
Unbuckled web
Buckled web
Yield
Strength
(.2% offset,psi)
36,000
min
44,400
40,400
Tensile
Strength
(psi)
58,000/
80,000
72,840
64,530
Total
Elongation
(% in 2")
23 min.
38.0
35.5
Uniform
Elongation
(°/o)
-
26.5
26.5
-------
MICROSTRUCTURE - LEVELER BAR STEEL
MICROSTRUCTURE TYPICAL OF THE STEEL IN BOTH NEW BARS - TYPICAL OF
AS HOT ROLLED PLAIN CARBON STEEL.
ETCHANT: 2%NITAL 200X
FIGURE 61
221
-------
D
^
-
^.
t.
K
-
^e ^
CROSSSECTIONS OF THE (A)SOLID WE&&A& WHICH
FAIL.EDAMD THE (B) OLD DESJQM &A&
(jAy&Mo&n THAM
S&&T/JCE &Ero&,js BEING? &&PLAC
THE
-------
REPORT BY N. C. DeLUCA, J&L RESEARCH
INTRODUCTION
In conjunction with the AISI/EPA coal charging system at the
Pittsburgh Works By-Product Department, Koppers installed a new
light-type leveler bar. Koppers believed that the light-type
leveler bar was necessary to enhance the ability of the bar to
support itself in the coke oven whenever the normal coal charge
upon which the bar rests was absent. Subsequently, two of the new
light-type leveler bars failed by assuming an upward deflection of
8 inches along the first 20 feet of the length of the bar. Since
the failures appeared to be the result of overheating and/or
uneven heating of the bars, a study to characterize the thermal
cycling of the bars was conducted. 1
PRELIMINARY STUDY
In the preliminary study a contact pyrometer was used to measure
surface temperatures along the length of the old heavy-type leveler
bar. The old heavy-type leveler bar was chosen for this
study because both of the light-type leveler bars supplied by
Koppers were warped and out of service. In addition, the
continued use of the old heavy-type leveler bar was under
consideration as it had performed well in service since the
construction of P-4 battery.
The surface temperatures were measured after normal and
extended coke oven leveling operations. The purpose of these
measurements was to locate the critical areas or hot spots of
the bar2.
Typical temperature distributions along the length of the bar
are shown in Figure 63. in addition, a typical temperature
1
Memo, L.S. Pope to J.H. Stoltz, "Coke Oven Leveler Bar,
Service Job No. 61-71", 1/19/72.
2 Memo, N.C. DeLuca to E.A. Mizikar, "Status of the Coke Oven
Leveler Bar Program", 4/20/72.
223
-------
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-------
PRELIMINARY STUDY (continued)
distribution along both the length and width of the bar is shown
in Figure 64. The temperature peaks located along the bar are
related to the position of the coke oven charging holes over the
leveling bar when the bar is fully extended into the oven. As
shown in Figure65 the highest temperature occurred directly
under the No. 3 charging hole and the second highest temperature
was under No. 2 charging hole.
FINAL STUDY
In the final study with the heavy-type leveler bar, continuous
temperature measurements were taken at the location shown in Figure
66. The measuring sites were selected on the basis of the surface
temperature measurements obtained in the preliminary study. The
function of each measuring site was as follows:
Site 1 - To measure the nose temperature of the bar and to
determine the^T between the nose and the hottest
location of the bar.
Sites 2, 3 and 4 - To measure the temperature at the hottest
location of the bar and to determine the AT between the
top and the bottom of the bar.
Site 5 -
Site 6 -
To determine the AT between the hottest location and a
point on the bar that is the same distance from the hot
spot as No. 1 but toward the rear of the bar.
To measure the temperature of the secondary hot spot of
the bar.
Site 7 - To measure the temperature of the bar between the No. 1
charging hole and the ascension pipe.
NOTE: The thermocouple at Site No. 4 failed shortly after installa-
tion
The leveler bar temperature measurements were obtained by
inserting 1/16", sheathed, type K thermocouples into holes drilled
in the leveler bar, as illustrated in Figure 66. The holes were
first drilled through the leveler bar, then the opening on the
225
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-------
FINAL STUDY (continued)
surface to be measured was tack welded shut to insure that the
thermocouple measuring junction would be in close contact with the
surface after its insertion. The seven thermocouples embedded
in the leveler bar were fed back along the top of the bar through
a 1/2" protection tube to a thermocouple switching unit. The
switching unit, illustrated in Figure 67, multiplexed the seven
thermocouple outputs into a single pulsed output. The output,
a series of 3-second pluses interrupted by a sequencing pulse, was
carried over thermocouple extension wire to a continuous strip
chart recorder. A weight driven thermocouple wire retracting
reel, also shown in Figure 67, permitted a 40 ft. movement of
the leveling bar while the temperatures were being recorded.
During the final study, 106 coke oven leveling operations and
the cooling periods between the operations were recorded. The
leveling operations that were monitored included normal and
extended operations, up to 16 minutes, utilizing both the No. 3
table-fed and the No. 4 gravity-fed larry cars and both the high
and the low steam pressure adapted coke ovens.
RESULTS AND CONCLUSIONS
The information gathered in monitoring the leveling operations
was partially analyzed by both multiple regression and graphical
methods before the analysis of the data was curtailed by a change
in project priorities. The multiple regression model and the
data will be kept on file at Graham Laboratory for future analysis
if required.
The data gathered from 106 leveling operations consists of
approximately 5,000 time-temperature data points for the heating
cycles and 18,000 time-temperature data points for the cooling
cycles. In addition to the time-temperature relationship, the
following information was also obtained for each operating cycle:
the heating time, the larry car, the steam pressure, the number
of strokes, the oven number, and the cooling time until the next
operation. The data were first subdivided into heat-up and cool-
down segments. Multiple regression analyses and individual cycle
graphing were then performed for both the heat-up and the cool-
down data.
229
-------
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OVJZM
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-------
MULTIPLE REGRESSION ANALYSIS OF THE HEAT-UP DATA
A summary of the leveler bar heat-up data given in Table 24
was generated by multiple regression analysis of the raw data.
The table illustrates that the heat-up time of a single leveling
operation ranged from 0.88 minutes to 16.9 minutes with an average
leveling time of 2.92 minutes. The table also illustrates that
the temperature of the leveling bar ranged from 200°F to 1160°F.
Within these confines, the initial bar temperatures ranged from
an average of 354°F at site 1 to an average of 485°F at site 7
and the final temperatures ranged from an average of 398°F at site
1 to an average of 592°F at site 2. These averages reflect the
anticipated temperatures during normal leveling operations.
The results of the multiple regression analysis for the final
leveling bar temperatures are listed in Table 25; the details
of the analysis are described on page 244. As Table 25
illustrates, the initial temperature at the site is the largest
single factor in accounting for the final temperature; it represents
from 55 to 76% of the variability. The next largest factor in
accounting for the final temperature is Cheating time, which
together with the initial temperatures represents from 83 to 87%
of the variability. The final temperature at site 1 differs from
the other sites in that its final temperature is not significantly
related to heating time, but is almost completely explained by
initial temperature. A likely explanation for this relationship
is that the bar is advanced along with the smoke box to a position
directly in front of the chuck door to await the start of the coal
charging. In this position the nose of the bar is exposed to direct
radiation from the coke oven while the rest of the bar is still
outside the oven. Thus, the manner in which the nose is heated
is significantly different from the rest of the bar. The other
variables that affect the final temperature of the
bar are the larry car and the number of strokes during charging.
They respectively account for 4% and 2% of the variability of the
final temperature. Thus, with the exception of site 1 at the
nose of the bar, the four variables: initial temperature,
yhea'ting" time", larry car. and number of strokes, together account
for 88 to 91% of the variability in the final temperatures. No
other variable significantly enters into the explanation of
final temperature under normal operating conditions. Notably
absent was the steam pressure, as it was feared that the high
steam pressure necessary with the new charging system would
unduly heat the leveling bar under normal operating conditions.
231
-------
Table 24. PARTIAL SUMMARY OF LEVELER BAR HEAT-UP DATA
Variable
Heating time (min.)
Strokes
Steam pressure
l=low, 2=high
Larry car no.
Initial temp.°F 1
Initial temp.°F 2
Initial temp.°F 3
Initial temp.°F 5
Initial temp.°F 6
Initial temp.°F 7
Final temp.°F 1
Final temp.°F 2
Final temp.°F 3
Final temp.°F 5
Final temp.°F 6
Final temp.°F 7
Average
2.92
7.23
1.56
3.15
354
469
452
478
404
485
398
592
546
570
474
555
Sigma
2.16
4.97
0.49
, 0.35
80
152
145
141
111
147
88
166
158
147
117
164
Minimum
0.88
3.0
--
--
200
215
210
210
210
240
260
287
263
273
283
270
Maximum
16.9
30.0
—
—
580
950
960
990
745
945
635
1160
1070
1030
870
1080
232
-------
Table 25. RESULTS OF THE REGRESSION ANALYSIS FOR THE
FINAL LEVELING BAR TEMPERATURES
Standard deviation
of the raw data
1st variable in
model
% of variability
accounted for
2nd variable
in model
Comulative % of var-
iability accounted foi
3rd variable
in model
Comulative % of var-
iability accounted for
4th variable
in model
Cumulative % of var-
iability accounted foi
Final standard
deviation
Site #1
88°F
initial
temp.
76%
number
of stroks
88%
larry
car
89%
--
89%
28°F
Site #2
166°F
initial
temp.
55%
>/time
83%
larry
car
87%
number
of stroks
88%
59°F
Site #3
158°F
initial
temp.
59%
VETme
82%
larry
car
88%
number
of stroks
89%
53°F
Site #5
147°F
initial
temp.
64%
VtTme
87%
larry
car
91%
--
91%
43°F
Site #6
117°F
initial
temp.
60%
•«/tTme"
86%
larry
car
88%
number
of stroks
88%
40°F
Site #7
164°F
initial
temp.
64%
*/time
78%
larry
car
85%
number
of stroks
87%
60°F
OJ
00
-------
MULTIPLE REGRESSION ANALYSIS OF THE HEAT-UP DATA (continued)
Additional multiple regression analyses were run using the
delta temperatures and the rates of temperature rise as the depend-
ent variable. Other than the initial temperatures being a signifi-
cant factor, the results were mixed with the exception that the
strokes per minute was the second most significant factor affect-
ing the rate of temperature rise. An inverse relationship exists
which dictates that the more often the bar is stroked per minute
the slower the rate at which the bar will heat. This relation-
ship is best explained by considering the ratio of time the
bar spends in the oven to the time the bar spends out of the oven
during a single stroking cycle. If the ratio were 1:1 the rate at
which the bar was stroked should have little significance; but
this is not the case in actual practice. Usually the operator
extends the leveler bar, pauses, then retracts the bar. The bar
is retracted from 20 feet to full stroke and then immediately
re-inserted into the coke oven. The pause in the oven is the
longest when the bar is stroked the least number of times per
minute. Thus, by stroking the bar more frequently or by not paus-
ing in the oven the rate of temperature rise of the bar can be
reduced.
GRAPHICAL ANALYSIS OF THE HEAT-UP DATA
The leveling bar 'temperature at site 2 was plotted as a func-
tion of the heating time for some of the leveling operations.
These graphs are illustrated in Figures 68, 69, 70 and 71 for
the No. 3 and No.4 larry cars charging under high and low pressure
steam.
The graphs in general illustrate some of the inconsistencies
in the leveler bar heating during a coke oven charging. These
inconsistencies are readily apparent in Figure 70, in which
under similar operating conditions the temperature of the bar
increased in different fashions, and in one case (C) actually
decreased during the leveling operation. The manner in which the
leveler bar heats is related to the manner in which the coal enters
the coke oven. The coal being cooler than the levelling bar tends
to cool the bar when it is dropped quickly and when air is
restricted from entering the coke oven through the charging holes.
A comparison of Figure 68 with Figure 69 and Figure 70 with
Figure 71 demonstrates that the No. 3 larry car is more efficient
234
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-------
GRAPHICAL ANALYSIS OF THE HEAT-UP DATA (continued)
in charging the coal and in limiting the temperature rise of the
leveler bar. This observation agrees with the multiple regression
analysis, which found that next to the initial temperature of
the bar and the heating time, the larry car was the most
important factor in the leveling operation. Along with this
condition the No. 4 larry car usually takes longer to charge an
oven and thereby reinforces the conviction that the No. 4 larry
car should be used no more than absolutely necessary.
The graphs also support the conclusion that the steam
pressure is of little consequence in the heating rate of the
leveler bar. A comparison of Figure 68 with Figure 70 and
Figure 69 with Figure 71 shows no significant difference between
high and low steam operating conditions.
Two abnormally long leveling operations are illustrated in
Figure 72. Curve A represents a leveling operation using No. 4
larry car from which the coal would not feed properly; air was
entering the charging holes during the entire operation. The
temperature of the bar climbed steadily during the entire
leveling operation. In contract Curve B represents a leveling
operation using the No. 3 larry car in which the leveler bar was
deliberately permitted to remain in the oven after the coal charg-
ing was complete. In this case the covers were replaced on the
charging holes after the larry car was emptied in order to
prevent the entrance of air into the oven. The temperature of
the bar climbed steadily until the covers were replaced and then
began to drop slightly, possibly as a result of being in contact
with the cooler coal. This comparison illustrates the importance
of replacing the charging hole covers as quickly as possible in
the event that the leveler bar must remain in the oven due to an
equipment failure.
The rate of temperature rise of the leveling bar fluctuates
during a normal leveling operation in response to the oven
conditions; the worst case heating of the bar is usually evident
only for short periods of time during the leveling operation.
Figure 73 contains a composite graph of the leveler bar temperature
which was constructed by combining the worst case heating segments
from the graphs of numerous leveling operations. The graph
illustrates that a leveler bar with an initial temperature of
239
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GRAPHICAL ANALYSIS OF THE HEAT-UP DATA (continued)
450°F could reach a 1000°F temperature limit in 6.5 minutes if the
worst case observed heating conditions exist for the duration
of the leveling operation. While this situation is highly unlikely,
it is possible for the temperature to exceed 1000°F if the leveler
bar has a high initial temperature and is heated for a short
period under worst case conditions.
The graph in Figure 74 gives the maximum initial temperature
of the leveler bar as a function of the safe heating time under
the worst case heating conditions. To reduce the possibility of
the leveler bar reaching 1000°F, the normal operating time should
be within the safe heating time. During the 106 operations that
were monitored, the average leveling time was 2.92 or approximately
3 minutes. As can be seen in Figure 74, a normal 3 minute level-
ing operation would be safe under the worst case heating conditions
as long as the leveling bar was initially below 800°F.
This criterion would have prbhibited the leveling operation
(A) illustrated in Figure 72 which began with an initial temperature
of 875°F and reached a final unsafe leveler bar temperature of
1160°F.
RECOMMENDATIONS
To substantially reduce the risk of overheating the leveler
bar, 800°F should be adopted as the maximum initial temperature
with which a leveling operation can be performed. The 800°F
criterion can be utilized by having the operator check the leveler
bar temperature with an 800°F Tempilstik whenever he suspects the
bar is in danger of overheating. He should definitely check the
bar after every extended leveling operation. To check the bar
temperature, the operator should rub the Tempilstik on the top of
the bar 5 feet back from the nose; the location is directly
opposite the operator's door.
Implementation of this procedure along with limiting the
operating time of the leveler bar to 3 minutes in cases where the
bar has recently been heated to above 800°F will substantially
reduce the risk of overheating the leveler bar. To completely
eliminate all risk of overheating would require a somewhat
impractical procedure of establishing a time limit on the operation
based upon a difficult measurement of the bar's initial temperature.
242
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MULTIPLE REGRESSION ANALYSIS OF HEAT-UP DATA
To conduct a multiple regression analysis the following infor-
mation was punched on IBM cards using one card for each operating
cycle:
1 The coke oven number
2 Dummy number (part of the coke oven number)
3 The heating time of the cycle
4 The number of leveling strokes during the cycle
5 The steam pressure (either high or low)
6 The larry car used (either #3 or #4)
7 The initial temperature at site #1
8 The initial temperature at site #2
9 The initial temperature at site #3
10 The initial temperature at site #5
11 The initial temperature at site #6
12 The initial temperature at site #7
13 The final temperature at site #1
14 The final temperature at site #2
15 The final temperature at site #3
16 The final temperature at site #5
17 The final temperature at site #6
18 The final temperature at site #7
19 The cooling time till the next cycle
Using the punched data the following additional variables were
generated during the regression analysis to provide a larger
basis for correlation:
20 The temperature change (DELTA TEMP) at site #1
21 The temperature change (DELTA TEMP) at site #2
22 The temperature change (DELTA TEMP) at site #3
23 The temperature change (DELTA TEMP) at site #5
24 The temperature change (DELTA TEMP) at site #6
25 The temperature change (DELTA TEMP) at site #7
26 The average rate of temperature rise at site #1
27 The average rate of temperature rise at site #2
28 The average rate of temperature rise at site #3
28 The average rate of temperature rise at site #5
30 The average rate of temperature rise at site #6
31 The average rate of temperature rise at site #7
244
-------
MULTIPLE REGRESSION ANALYSIS OF HEAT-UP DATA (continued)
32 The average strokes per minute during the cycle
33 The inverse time (1/T)
34 The square root of the time ( ^T)
35 The square of the time(T2)
36 The inverse square root of the time
37 The inverse square of the time
The multiple regression analysis provides three outputs: a
summary listing of the variables containing the average, sigma,
minimum and maximum values; a full correlation matrix listing
of the correlation coefficients for the relationships between
all the variables; and regression equations giving a chosen
variable as a function of the other variables.
The summary listing of all the measured variables is illustrat-
ed in Table 26. The table lists the variables by name and number
and gives the average, the sigma, the minimum and the maximum
values. The minimum and maximum values are given in exponential
form.
The full correlation matrix listing of the correlation coeffi-
cients for the relationships between all the variables is illustrat-
ed in Table 27. The variables are listed by name and number along
the side of the matrix and by number along the top of the matrix.
The value listed at the intersection of the horizontal and the
vertical lines representing two variables is the correlation
coefficient. This coefficient can range from .000 which represents
a random relationship between the variables to 1.000 which
represents a direct relationship between the variables. A
correlation coefficient of .25 or greater is generally considered
significant and the variable should be included in the potential
model .
The potential model is a regression equation which explains
a chosen variable in terms of the other variables. In the leveler
bar study the final temperature was chosen to be the dependent
variable which was to be explained by the independent variables:
heating time, strokes, strokes per minute, steam pressure, larry
car.- initial temperature of the bar, and the mutations of heating
time. in choosing the independent variables, interrelated
245
-------
MULTIPLE REGREASION ANALYSIS OF HEAT-UP DATA (continued)
variables must be avoided; for example, the final temperature
should not be determined as a function of the delta temperature
and the initial temperature since the delta temperature was
calculated from the final temperature and the initial temperature
The potential model for the final leveler bar temperatures
at the hottest location, measuring site 2 was:
Final =(.725) initial temp. + (214) heating time + (92.7)
temperature
larry car number - (4.90) number of strokes -357°F
246
-------
TABLE 26
VARIABLE
AVERAGE
SIGMA
MINIMUM
MAXIMUM
I
2
1
4
b
6
7
n
9
10
1 1
12
13
14
lr.
16
17
11
19
20
21
2?
23
24
21!
26
27
2P
2 3 1 3
.9907?
. H96'I6
.37769
.15137
.21 729
.28320
.31177
.H'if)77
.54720
.4246?
.0944 I
.55667
. 33023
. 320HO
. 4 ? 89 I
.22470
^ p f\ 4 :j £
.68431
.07597
.0?.705
.59^52
.43848
.64299
.20122
.64648
.22702
0
e
p
4
0
0
80
152
145
141
111
147
88
166
158
147
117
164
n
42
114
102
90
75
99
12
28
26
22
20
28
0
0
0
33
C
C
.82094
.09241
.16560
.97527
.49797
.35969
. 79964
.22006
. 34319
.80518
.46675
. 89450
. 16003
.04910
.20053
.0671B
. 1 73CO
.40817
.43555
. 7973B
.91956
.PR657
.68958
.08730
.71542
.41218
.68787
.23654
.066 35
. 362C3
.B5469
.94371
.18732
.47720
.44226
. 144C1
.19930
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01
01
00
H9623E-02
38083E-01
74400E-01
42H22E-01
47655E-03
3.
2.
1.
3.
2.
4.
5.
9.
9.
9.
7.
9.
6.
I.
1.
1.
8.
1.
5.
2.
4.
4.
4.
3.
4.
6.
1.
9.
9.
7.
1.
5.
1.
4.
2.
1.
1.
OOOOOE
70000E
69600E
OOOOOE
OOCOOE
OOOOOE
noooofi
50000E
60000E
9COOOE
45000E
45000E
35000E
I6000E
07000E
03000E
7UOOOE
OHOOOE
50200E
30000E
90000F
2bOOOE
50COOE
35000E
35000E
41026E
29825E
69R28E
Obi 72E
32759E
03448E
68182E
13636E
11825E
87641E
06600E
29132E
00
01
01
01
CO
00
02
02
02
02
02
02
02
03
03
03
02
03
01
02
02
02
0?
02
02
01
0?
01
01
01
02
00
00
00
02
CO
00
Leveler Bar Study
Summary of Leveler Bar Heat-up Data - 106 Observations
247
-------
1
3
4
5
6
7,
R
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
8
9
10
11
12
13
14
15
16
17
ta
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
OVEN NO.
DUMMY NO
HEATING TIME
STROKES
STEAM PRESSURE
LARRY CAR
INITIAL TEMP I
INITIAL TEMP 2
INITIAL TEMP 3
INITIAL TEMP 5
INITIAL TEMP 6
INITIAL TEPP 7
FINAL TEMP 1
FINAL TEMP 2
FINAL TEMP 3
FINAL TEMP 5
FINAL TEMP 6
FINAL TEMP 7
COOL TIME
DELTA TEMP 1
DELTA TEMP 2
DELTA TEMP 3
DELTA TEMP 5
DELTA TEMP 6
DELTA TEMP 7
RATE TEMP. RISE I
RATE TEMP. RISE 2
RATE TEMP. RISE 3
RATE TEMP. RISE 5
RATE TEMP. RISE 6
RATE TEMP. RISE 7
STRCKES/MIN
INVERSE TIME
RCOT TIME
SQR TIME
INVERSE ROOT TIME
INVERSE SQR TIME
INITIAL TEMP 2
INITIAL TEMP 3
INITIAL TEMP 5
INITIAL TEMP 6
INITIAL TEVP 7
FINAL TEMP 1
FINAL TEMP 2
FINAL TEMP 3
FINAL TEMP 5
FINAL TEMP 6
FINAL TEMP 7
COCL TIME
DELTA TEMP 1
DELTA TEMP 2
DELTA TEMP 3
DELTA TEMP 5
DELTA TEMP 6
DELTA TEMP 7
RATE TEMP. RISE 1
RATE TEMP. RISE 2
RATE TEMP. RISE 3
RATE TEMP. RISE 5
RATE TEMP. RISE 6
RATE TEMP. RISE 7
STRCKES/MIN
INVERSE TIME
ROOT TIME
SQR TIME
INVERSE RCCT TIME
INVERSE SQR TIME
TABLE 27
I
1.000
•0.051
•0.148
0.112
0.773
0.250
0.011
0.008
0.029
•0.034
•0.020
•0.040
0.015
0.052
0.037
0.049
•0.060
•0.008
0.101
0.050
•0.064
0.015
0.027
•0.063
0.047
0.229
0.045
0.112
0.137
0.083
0.154
0.054
0.025
•0.120
•0.166
0.050
0.003
8
I. 000
0.994
0.964
0.866
0.931
0.422
0.743
0.758
0.796
0.705
0.665
0.130
0.192
0.252
0.240
0.216
0.184
0.284
0.392
0.498
0.467
0.459
0.396
0.457
0.303
0.099
0.115
0.117
0.103
0.095
2
1.000
-0.236
-0.147
-0.267
0.263
-0.323
-0.073
-0.038
-0.077
-0.215
0.013
-0.322
-0.025
-0.000
-0.039
-0.235
0.071
0.018
-0.053
0.061
0.053
0.058
-0.047
0.097
0.130
0.299
0.254
0.307
0.145
0.243
0.152
0. 155
-0.227
-0.219
0.180
0.118
9
l.OOC
0.956
0.852
0.949
0.401
0.751
0.773
0.799
0.696
0.693
-0.134
-0.183
-0.231
-0.223
-0.199
-0.177
-0.266
-0.384
-0.470
-0.446
-0.434
-0.386
-0.437
-0.322
-0.095
0.115
0. 120
-0.099
-0.092
3
l.OCO
0.846
0.152
0.179
0. 137
0.121
0.121
0.104
0.099
0.143
0.420
0.584
0.538
0.535
0.562
0.461
-0.092
0.606
0.683
0.655
0.7C6
0.723
0.548
-0.022
0.077
0.118
0.1CO
0.109
0.126
-0.174
-0.703
0.974
0.937
-0.8C3
-0.528
10
l.COO
0.937
0.848
0.557
0.680
0.688
0.803
0.755
0.556
-0.121
-0.167
-0.295
-0.293
-0.261
-0.210
-0.340
-0.360
-0.545
-0.527
-0.514
-0.433
-0.517
-0.170
-0.089
0.101
0.097
-0.092
-0.086
4
1.000
0.084
0. 150 '
0.255
-0.018
-0.029
0.042
0.068
-0.059
0.555
0.392
0.335
0.442
0.520
0.206
-0.039
0.663
0.591
0.. 556
0.651
0.704
0.428
0.142
0.071
0.102
0.152
0.191
0.074
0.294
-0.626
0.845
0.750
-0.715
-0.460
11
1.000
0.696
0.682
0.576
0.569
0.724
0.781
0.410
-0.1CO
-0.165
-0.314
-0.328
-0.292
-0.263
-0.356
-0.360
-0.567
-0.565
-0.547
-0.520
-0.525
-0.130
-0.112
0.105
0.081
-0.111
-0.110
5
1.000
- -0.269
0.050
-0.019
-0.012
-0.007
0.030
-0.014
0.039
0.045
0.033
0.027
0.104
-0.008
-0.092
-0.014
0.090
0.068
0.056
0.117
0.008
-0.188
-0.010
-0.031
-0.087
-0.007
-0.084
-0.123
-0.065
0.134
0.152
-0.083
-0.055
12
1.000
0.270
0.770
0.802
0.753
0.592
0.801
-0.168
-0.140
-0.121
-0.107
-0.104
-0.109
-0.162
-0.353
-0.340
-0.311
-0.321
-0.312
-0.332
-0.412
-0.123
0.141
0.130
-0.127
-0.117
6
1.000
-0.082
0.021
0.036
-0.019
-0.072
0.095
0.098
0.323
0.368
0.285
0.174
0.420
0.052
0.357
0.439
0.516
0.492
0.375
0.551
0.323
0.421
0.523
0.533
0.333
0.521
-0.036
-0.233
0.212
0.112
-0.238
-0.201
13
1.000
0.449
0.418
0.625
0.810
0.248
-0.038
0.408
0.090
0.076
0.144
0.250
0.008
0.078
-0.309
-0.278
-0.223
-0.109
-0.265
0.197
-0.378
0.444
0.329
-0.415
-0.293
7
1.000
0.562
0.-534
0.696
0.831
0.369
0.875
0.329
0.300
0.522
0.698
0.133
-0.028
-0.085
-0.270
-0.294
-0.242
-0.143
-0.328
-0.271
-0.536
-0.538
-0.494
-0.362
-0.497
0. 152
-0.138
0.147
0.104
-0.146
-0.116
14
1.000
0.987
0.938
0.817
0.923
-0.183
0.305
0.461
0.456
0.458
0.414
0.381
-0.184
0.041
0.077
0.039
-0.032
0.065
-0.385
-0.528
0.612
0.476
-0.573
-0.425
Leveler Bar Study
Correlation Matrix for Full Model - Heat-up Data
248
-------
TABLE 27 (continued)
15 FINAL TEMP 3
16 FINAL TEMP 5
17 FINAL TEMP 6
18 FINAL Itnt- I
19 COOL TIME
?0 DELTA TEMP I
21 DELTA TEMP 2
22 DELTA TEMP 3
23 OELTA TEMP 5
24 DELTA TEMP 6
25 DELTA TEMP 7
?6 RATE TEMP. RISE I
27 RATE TEMP. RISE 2
28 RATE TEMP. RISE 3
29 RATE TEMP. RISE 5
30 RATE TEMP. RISE 6
31 RATE TEMP. RISE 7
32 STROKES/MIN
33 INVERSE TIME
34 ROOT TIME
35 SCR TIME
36 INVERSE ROOT TIME
37 INVERSE SQR TIME
22 DELTA TEMP 3
23 DELTA TEMP 5
24 HELTA TEMP 6
25 DELTA TEMP 7
26 RATE TEMP. RISE 1
27 RATE TEMP. RISE 2
28 RATE TEMP. RISE 3
29 RATE TEMP. RISE 5
30 RATE TEMP. RISE 6
31 RATE TEMP. RISE 7
32 STROKES/MIN
33 INVERSE TIME
34 ROOT TIME
35 SOR TIME
36 INVERSE ROOT TIME
37 INVERSE SOR TIME
29 RATE TEMP. RISE 5
30 RATE TEMP. RISE 6
31 KATE TEMP. RISE 7
32 STROKES/MIN
33 INVERSE TIME
34 ROOT TIME
35 SCR TIME
36 INVERSE ROOT TIME
37 INVERSE SOR TIME
36 INVERSE ROOT TIME
37 INVERSE SQR TIME
15
1.000
0.938
0.798
U . fl o
•0.191
0.294
0.423
0.445
0.446
0.395
0.374
-0.161
0.025
0.089
0.060
-0.019
0.068
-0.395
•0.475
0.559
0.448
•0.517
•0.383
22
1.000
0.966
0.858
0.950
0.295
0.702
0.768
0.705
0.516
0.722
•0.152
•0.596
0.697
0.519
•0.655
•0.459
29
1.000
0.729
0.810
0.114
•0.190
0.147
0.018
•0.195
•0.144
36
1.000
0.893
16
1.000
0.918
u . ou r
-0.170
0.303
0.300
0.313
0.365
0.354
0.213
-0.152
-0.138
-0.079
-0.053
-0.084
-0.112
-0.209
-0.470
0.554
0.450
-0.512
-0.377
23
1.000
0.904
0.877
0.317
0.629
0.697
0.717
0.540
0.626
-0.074
-0.622
0.741
0.578
-0.686
-0.477
30
1.000
0.533
0.166
-0.128
0.138
0.043
-0.146
-0.074
37
1.000
17
1 . CCO
-0.145
0.351
0.247
0.243
0.308
0.397
0.140
-0.128
-0.232
-0.185
-0.149
-0.043
-0.200
-0.133
-0.489
0.585
0.461
-0.537
-0.387
24
1.000
0.740
0.333
0.475
0.546
0.573
0.697
0.463
-0.014
-0.591
0.749
0.593
-0.667
-0.437
31
l.OCO
-0.121
-0.240
0.175
0.044
-0.234
-0.226
18
-0.174
0.260
0.453
0.480
0.438
0.351
0.461
-0.146
0.140
0.195
0.125
-0.000
0.210
-0.482
-0.417
0.481
0.380
-0.451
-0.345
25
1.000
0.283
0.735
0.783
0.683
0.463
0.839
-0.185
-0.506
0.584
0.433
-0..554
-0.396
32
1.000
0.303
-0.208
-0.130
0.275
0.346
19
1.000
-0.025
-0.092
-0.103
-0.087
-0.078
-0.038
0.154
0.006
-0.012
0.033
0.041
0.039
0.089
0.101
-0.103
-0.065
0.105
0.094
26
1.000
0.421
0.469
0.561
0.539
0.368
0.385
0.045
-0.015
-0.043
0.027
0.092
33
1.000
-0.835
-0.461
0.985
0.955
20
1.000
0.696
0.711
0.753
0.784
0.636
0.672
0.375
0.443
0.474
0.459
0.392
0.118
-0.517
0.637
0.482
-0.579
-0.384
27
1.000
0.957
0.884
0.608
0.901
-0.016
-0.174
0.125
-0.005
-0. 176
-0.139
34
1.000
0.836
-0.913
-0.671
21
1. 000
0.977
0.947
0.843
0.927
0.254
0.718
0.729
0.665
0.479
0.699
-0. 154
-0.631
0.731
0.534
-0.693
-0.488
28
1.000
0.933
0.659
0.920
-0.031
-0.221
0.170
0.029
-0.223
-0.185
35
1.000
-0.573
-0.302
249
-------
APPENDIX D
EMISSION DATA
OBSERVATION PROCEDURE
The basis for evaluation of charging with respect to emissions
was the Ringelmann code. This method was selected since most
government air polLuticn regulations are based on the Ringlemann
Number or the equivalent opacity. The readings of smoke classifica-
tion were defined so that a direct comparison could be made with
the local air polution control requirements. The time of emissions,
classified by opacity ( TO, Tl, T2, T3), the charging time, and
the charge cycle time were recorded using 5 stop watches mounted
on a multiple timer board. The recorded parameters are defined
in the glossary.
The observation was made at a distance of approximately
50 feet from the charging car with the observer positioned at
the south end towards the quench tower. If the wind was coming
from the south, then the observation was made from the north end
of the car.
RECORDING PROCEDURE
In recording the various Ringlemann times, the principal
source of emissions was noted by giving the charging hole number
(between ring and drop sleeve), or by noting the hopper (H) if
it leaked through the butterfly valve. If the T3 emissions
exceeded #3 Ringlemann, this was noted.
The steam pressure and temperature were read at the 4" header.
A "high" ascension pipe represented one of the new design "C"
goosenecks while "low" represents the existing design "A" type.
In evaluating the condition of the ascension pipe, the upper
portion of data sheet represents the gooseneck condition, and
the lower part represents the standpipe.
The charging hole data indicates (at left side) proper seat-
ing of drop sleeve if "OK" is noted. The data on the right
represents the flare carbon condition. The comments for the lid
250
-------
OBSERVATION PROCEDURE (continued)
represent the quantity of smoke leakage, and also how long it took
to seal. The general comments usually indicate the gap between
the drop sleeve and the charging hole ring, if the seating was
not proper before start of the charge.
DATA SHEETS
The following data sheets are attached.
1. Results of charging 19 ovens on 1-29-73
2. Results of charging 10 ovens on 12-13-73 (corresponds
to data in table 3) including stop watch event data.
3. Results of charging 10 ovens on 1-10-74 with 8.3% moisture
(corresponds to data in table 4) including stop watch
event data.
4. Results of charging over 1-1 or 1-2 during February 1974
using jumper pipes (corresponds to part of data shown in
table 5) including stop watch event data.
251
-------
Recorder
CHARGING CYCLE OVEN EMISSION DATA SHEET
SZCZEPANSKI Date 1-29-73
Time Start
10:52
11:03
Time Finish
11:12
11:23
11:46
Ringelmann
Time Factor
Oven Number
3-23 M | 1-25 M | 2-25 M | 3-25 M [ 1-27 M
Time /
TU
Tl
T2
mo
Principal Source
of Emissions
Charging
Time
Charg Cycle
Time
Steam
Pressure
Steam
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hoi P
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Leveler Door
Gen ' 1 . Comments
on Oven Seals
Drop Sleeve
Seating
14
2:00/#2S[3H
.47 #2 & 3H
/Over 3*
#2 and 3
Hopper
2.-15
3:01
134
500
High
Norm
Norm.
/Light
/Med.
3K/
' Heavy
OK
P-4
*2 SRl/2 in
28
1:594l&2 H
:25/#2 H
trnder 3
#2 Hopper
2:12
2:52
134
500
Low
Const.
Norm
OK
/Med.
OK/
X HEAVY
OK/
/ Med.
Light
5 Min.
P-4
57
1:25/
/#1&2&3E
:46X#2 & 3 H
tinder 3
#2 and 3
Hopper
2:22
3:08
134
500
Low
Norm
Norm
OK/
'X Heavy
OK/
'Med. Heavy
OK/ Light
Light
5 Min.
P-4
12
1:52,
# 2 & 3
:25/
#3 H
:18, 1 & 2H
'Over 3*
#1 and 2
Hopper
2:04
2:47
134
500
High
Norm
Const
OK/
X Heavy
OK,
/X HEavy
/ Med.
OK
P-4
#3 DR
1 1/2 in
7
2:46
42 & 3 H
:02/
#3 H
:11/ #2 & 3H
Over 3*
#2 & 3
Hopper
2:19
3:06
134
500
Low
Const.
Norm
OK /
X Heavy
OK/
Med . Heavy
OK/
' Med.
Med.
5 To'lOMin.
P-4
* #2 & 3,
While
lidding
#1 & #2
#2 & 3
While
lidding
#1 & #2
While While While
lidding lidding lidding
#1 & #2 H ' #1 & #2 H ' #1 & #2 H
252
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Recorder Szczepanski
Time Start
11:55
Ringplmann
Timp Factor 1 2-27 M
Date
Time Finish
1:10 1:19 1:31
Oven Time
| 3-2 M | 1-4 . | 2-4
1:46
I 3-4
Time
TO
Tl
T2
T3
Principal Source
of Emissions
Charging
Time
Charg Cycle
Time
Steam
Pressure
Steam
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hnlp
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Leveler Door
Gen ' 1 . Comments
on Oven Seals
43
1:39/
#2 & 3
:13,
#2
=16/ #2
Over 3*
#2 H
2:10
2:51
134
500
Low
Norm
Norm
OK/
Med.Heav^
OK/
Heavy
/
Light
Light
5 Min.
P-4
Ik in
#3 RS
while
Lidding
#1 & 2 H
10
1:40/
#1-2-3 E
:29,
#2
:51/ #l-2-3E
Over 3*
#3H
2:20
3:10
134
500
Low
Norm
Norm
OK/
X Heavy
OK/
XX Heavy
/
Med.
Med.
5 to 10 Min
P-4
#3 RS 1 in.
#3 Ran
Empty also
while lidd-
ing 1-2-3
16
2:44/
#2 & 3
:51,
#2H
:53/ #2H
Over 3*
#2 H
2:50
4:44
134
500
Low
OK/
Heavy
OK/
X Heavy
3K
XX Heavy
Med.
• 5 Min.
P-4
#2 Ran Empt}
also while
, lidding
#1 & 2H
27
1:03/
#1 & 3
:15 /
#1
=54/ #3
Over 3*
#3 H
1:48
2:39
1-34
500
Low
Norm
Norm
.
OK/
' Med.
OK/
X Heavy
0K/
Heavy
OK
P-4
#3 RS l*s in.
f *#3 Ran
Empty
45
1:03/
#1 & 3
,10,
#2
:51/«
Over 3*
1:58
2:49
134
500
Low
Const.
Norm
OK/
Med.
OK/
Med.
OK/
Light
Heavy
5 to 10 Min
P-4
*#3 Ran
Empty
253
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Recorder Szczepanski
Time Start
Rinaelmann
Time Factor I 1-6
Date
Time Finish
2:07 2:17 2:27
Oven Time
| 2-6 \ 1-6 | 1-8
2:36
I 2-8
Time
TO
Tl
T2
T3
Principal Source
of Emissions
Charging
Time
Charg Cycle
Time
Steam
Pressure
Steam
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hnlo
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Leveler Door
Gen1 1. Comments
on Oven Seals
15
2:09,
7#1 & 3
1:32, #3
'Over 3*
#3
3:02
3:56
170
510
Low
Norm
Norm
OK/
XX Heavy
OK/
X Heavy ,
OK/
Heavy
Heavy
5 to 10 Min.
Heavy Smoka^
out of OD.
—
29
1:31,
x#l & 31.
=25/ #1
:55, #2 & 3
'Over 3*
#2
2:10
3:20
170
510
Low
Const.
Norm
OK/
Heavy
OK /
XX Heavy
OK,
Med.
Med.
5 Min.
P-4
1 % on RS
#3
61
2:31 /
7#1 & 3
=48/ #2 * 3
:09, #3H
'Over 3*
#3H
3:51
4:29
170
510
Low
Norm
Const.
OK/
Heavy
OK/
'Med.
OK/
Light
Light
5 to 10 Min.
P-4
#3 RS lin>
63
1:47/ .
#l-2-3H
:35, #3
'Over 3*
#2 & 3H
2:30
3:25
170
510
Low
Norm
—
OK /
X Heavy
OK/
XX Heavy
OK/
Heavy
Light
5 to 10 Min
P-4
#3 RS 1 in.
* After 80% While
also while lidding
lidding #123
1 2 & 3
While While
lidding lidding
#2 #2 and 3
254
-------
Recorder
CHARGING CYCLE OVEN EMISSION DATA SHEET
Szczepanski Date
Time Start
2:46
2:52
Time Finish
3:06 3:14
3:25
Ringelmann
Time Factor
1-1U
Oven Time
2-10
I 3-10 | 1-12
Time
TO
Tl
T2
T?
Principal Source
of Emissions
Charging
Time
Charg Cycle
Time
Steam
Pressure
Steam
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Knlp
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Leveler Door
Gen ' 1 . Comments
on Oven Seals
26
:59/
#2 & 3
1:16
/#2
:21/ #3
/
HnrtPT- ?
#2H
2:12
3:02
170
510
Low
Const.
Norm
OK/
Heavy
OK7
Med.
OK/
Med.
Light
5 Min.
P-4
2 in.RS #3
21
1:52,
#2 & 3
:40
/ #2 & 3
:26/ #2 & 3
TTnrter 3
#2 & 3H
2:32
3:19
170
510
Low
Norm
Norm
OK
Med..
OK ,
XX Heavy
OK/
Med.
Heavy
5 to 10 Min.
P-4
1% in. RS
15
3:05 ,
#2 & 3
:07 #2 when
— / —
*
#2 & 3
2:43
3:27
170
510
Low
Const.
Norm
OK
X Heavy
/
XX Heav
OK/
Med.
Light
5 Min.
P-4
4 in UR #2
Hit Lid
69
1:14,
#1, 3
"/ —
:49 #3
Over 3*
#3
2:16
3:11
170
510
Low
Norm
Norm
0K/
Heavy
OK ,
' X Heavy
/
Med.
Heavy
10 to 15 Min
P-4
#3 UR 1 in.
9
2:23,
#2 & 3
:02
/ #1
:31/ #1
Under 3
#1
2:22
3:05
170
510
Low
Norm
Norm
OK
Med.
OK .
Med.
/
Med.
Light
5 Min.
P-4
1*5 in. RS
#2 Lite
OFF
While
lidding
#1 & 2
255
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Weather
Conditions
Ambient
Temperature
Atmospheric
Condition
Wind Velocity
and Direction
Atmospheric
Pressure
Precipitation
Humidity
Weight Per
Cubic Foot
% Volatile
Matter
Moisture
% Fixed
Carbon
Ash
°/=
Sulfur
Oil
Pints/ton coal
Date January 29, 1973
30°
OVER CAST
N N W 6 mph.
29.62
SNOW SHOWERS
84%
Daily Coal Analysis (Lab Record)
43.10
32.26
7.00
59.89
7.85
1.22
3.38
Comments on Data: (includes equipment malfunctions)
Conclusions:
256
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Recorder John DeFrances
Time Start 1:30
Date
12-13-73
Time Finish 3: 30
Ringelmann
Time Factor
Tn
*0
TI
T2
T3
Principal Source of
Emis sions
Charging
Time
Charge Cycle
Time
Steam
Pressure
Steam
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hole
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Levcler Door
Gen'l Comments
on Oven Seals
3-9
63
90
89
0
174
242
125
Low
Oven Number
1-11 | 2-11
Time
71
63
49
37*
105
220
125
Low
OK/
Lite
OK/
Lite
OK/
Med.
Lite - 5'
P-4
OK/ .
Lite
OK/
Lite
OK/
Lite
Med. -10'
P-4
74
54
141
30
168
299
125
Low
3-11
92
126
39
15
147
272
125
Low
OK/
Med.
OK/
Med.
OK/
Lite
P-4
OK/
'Lite
OK/
Lite
OK/
Lite
Lite 5'
P-4
1-13
44
95
37
84*
155
260
125
Low
OK/ .
Lite
OK/
Med.
OK/
Lite
Lite 5-10'
P-4
* T3 Emissions exceeded #3 part of the time.
Charge cycle time recorded as ending with the lid on #3 charging hole
257
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Recorder John DeFrances Date 12-13-73
Time Start
1:30
Time Finish 3 : 30
Ringelmann
Time Factor
Tn
T!
T2
T3
Principal Source of
Emis sions
Charging
Time
Charge Cycle
Time
Steam
Pressure
Steam
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hole
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Leveler Door
Gen'l Comments
on Oven Seals
2-13
Oven Number
3-13
Time
21
124
43
104*
174
292
125
Low
35
125
66
39*
171
265
125
Low
OK/
Lite
OK/
Med. .
OK/M.Hvy.
Lite 5-10'
P-3
OK/
Med.
OK/
Med.
OK/Med.
Med. 5-10'
P-3
1-15
2-15 1 3-15
87
99
176
34*
270
396
125
Low
68
86
91
50*
162
295
125
Low
OK/
Med.
OK/
Lite
OK/M.Hvy.
Lite 5-10'
P-3
Coal Wound
run out #3
TTi'iliiB^I'
OK/
Lite
OK/
Med.
OK/Lite
Med. 10-15
P-3
rt
25
62
96
37*
.114
220
125
Low
OK/
Med.
OK/
Hvy.
OK/Med.
__
P-3
* T3 -Emissions exceeded #3 part of the time.
258
-------
CHARGING CYCLE OVEN EMISSION. DATA SHEET
RECORDER
J. H. S'toltZ
DATE
12-13-73
Oven No.
Time Start Charge
Time Reach
80% Empty
Hopper
1
2
3
Time Start Level
Time Open
Butterflies
Time. Hopper
Empty
Hopper
1
2
3
Hopper
1
2
3
Time Request Stop
tevel and Close Chuck
Door
Time Chuck
Door Closed
Time Start
Relid
Time Steam
Hopper
1
2
3
Off
Did Swab go in
Dooseneck
% Open Standpipe
complete damper off
Comments start coal fill
coal fill done
Start clean <3,N.of next
oven
Spot car next oven tochc
3-9
1:40
1.0
0.95
1.05
1.05
1.15
1.15
1.15
1.5'
1.7
1.9
2.35
3.3
3.2
3.6
3.85
4.25
NO
80%
4.90
6.20
6.90
7.50
8.40
1-11
1:49
1.05
0.90
1.00-
1.0
1.10
1.10
1.10
1.4
1.75
1.7
2.25
2.90
2.95
3.20
3.45
4.0
YES
70%
4.60
5.40
6.30
7.0
8.1
2-11
1:58
Iil5
0.95
1.85
1.0
1.9
1.9
1..9
2'. 35
2.5
2.8
3.2
4.2
4.25
4.45
4.65
5.1
YES
90%
5.8
7.3
8.1
9.1
9.8
3-11
itir?8l&2
IDsac. Jate
1.03
1.2
1.7
1.05
1.75
1.75
1.75
2.1
2.45
2.45
3.0
4.0
3.75
4.0
4.30
4.7
NO
100%
5.35
6.4
7.3
7.8
8.5
1-13
Approx .
2:17 Times
start #1,2 0.25
min. later
1.35
1.2
1.15
-1.2
1.4
1.4
1.4
1.8
2.35
1.95
2.8
3.6
3.65
3.85
4.10
4.55
YES
75%
5.5
6.3
7.2
8.1
9.2
259
-------
RECORDER
CHARGING CYCLE OVEN . EMISSION. DATft SHEET
J. H. Stoltz DATE 12-13-73
USES P-3 PUSHER MANUAL LEVEL
Oven No.
Time Start
Time Reach
80>o Empty
Tine Start
Time Open
Butterflies
Tim!? Hopper
Empty
Charge
Hopper
1
2
3
Level
Hopper
1
2
3
Kcpper
1
2
3
Time Request Stop
Level and Close Chuck
Door
Time Chuck
Door Closed
Time Start
Relid
Time Steam
Hopper
1
2
3
Off
Did Swab go in
Gooseneck
% open stand pipe
Complete damper off
Comments Start coal fill
Coal fill done
Start cln.G.N.of nextoven
Spot car next oven to
chg.
2-13
2:37
start #1,2
15 see later
1.25
1.05
1.20
1.0
1.25
1.25
1.25
1.9
2.4
2.9
3.4
4.5
4.1
4.25 .
4.7
5.0
YES
80%
5.6
6.65
7.6
8.65
9.45
3-13
2:47
start #1,
15 sac later
1.45
1.2
1.1
1.15
1.45
1.45
1.45
2.85
1.8
2.85
3.3
4.75
4.0
4.2
4.4
4.75
NO
50%
5.5
6.8
8.15
9.0
9.5
T
1-15
2:58
start #1,2
15 sec later
1.4
1.3
3..0
1.3
3.0
3.0
3.0
3.2
3.5
4.5
4.5
5.2
6.0
6.2
6.4
6.75
YES
50%
/.4
8.2
9.0
9.8
10.2
: 1
2-15
3:07
0.60 min.
]starstai±l&2
1.8
1.5
1.7
1.5
1.8
1.8
1.8
2.2
2.7
2.6
3.2
4.1
4.1
4.4
4.7
5.0
YES
85%
" b . 6
6.5
7.2
8.5
9.3
3-15
3:17 Approx.
Times
.0 sec, later
start 1,2
1.1
1.0
1.05
1.05
1.1
1.1
1.1
1.5
1.9
1.6
2.4
3.3
3.0
3.2
3.4
3.7
YES
70%
Not recorded
Not recorded
Not recorded
260
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Date 12-13-73
Weather
Conditions
Ambient
Temperature
Atmospheric
Condition
Wind Velocity
and Direction
Atmospheric
Pressure
Precipitation
Humidity
41°F
Overcast - Had been raining just previous to taking test data
S . E . 5 mph
29.14
None
85%
Daily Coal Analysis (Lab Record)
Weight Per
Cubic Foot
% Volatile
Matter
%
Moisture
% Fixed
Carbon
%
Ash
%
Sulfur
Oil
pints/ton coal
42.78
32.22
7.06
60.91
6.87
1.21
2.5 - 2.9 pints/ton
Comments on Data: (includes equipment malfunctions)
Pulverization % on 3/4" 0%
on 1/2" 1.0
on 1/4" 6.5
on 1/8" 17.7
thru 1/8" 74.8
Conclusions:
261
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Recorder D. Cipallone
Time Start 11:0°
Date 1-10-74
Time Finish 12:00
Ringelmann
Time Factor
Tn
T!
T2
T3
Principal Source of
Emis sions
Charging
Time
Charge Cycle
Time
Steam
Pressure
Steam
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hole
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Levcler Door
Gen'l Comments
on Oven Seals
2-21
0:13
0:33
0:30
3:12
#3+2 hoppe:
3:45
4:28
118
Low
Oven Number
3-lq
Time
0:04
3:11
0:50
0
: 3+2 hcpper
3:40
4}05
121
High
Med . /OK
Med./OK
Med. /OK
Light 5-10
4 puslier
Med./OK
Med./OK
Med./
over
Heavy 30
4 pusher
#3 Drop Slv
4" off
"}— 91
0:03
2:13
0:50
2:09
3+2 hqcper
4:02
5:15
121
High
1-23
2-2^
0:43
1:41
0:36
0:03
3 +2 hcpper
2:30
3:03
118
LOW
Med./OK
Heayi/OK
Light/OK
over
Heavy 30
4 pusher
Med./OK
Light/OK
Liqht/
over
Heavy 30
4 pusher
f!v?i?S I-
1:15
0:17
0:49
0:42
3+2hqpper
2:20
3:03
118
Low
Med/OK
Med./OK
Licrht/OK
over
Heavy 30
4 pusher
WE 1:15 Fire 1:05
Fire 2:28
#7 Hop.
WE 3:55 Fire 0:30 WE 2:10.
262
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Recorder D. Cipallone
Date
1-10-74
Time Start 2:0°
Time Finish 2:15
Ringelmann
Time Factor
Tn
A0
T!
T2
T3
Principal Source of
Emis sions
Charging
Time
Charge Cycle
Time
Steam
Pressure
Steam
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hole
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Levcler Door
Gen'l Comments
on Oven Seals
Oven Number
3-23
1:33
0:29
0:27
0:51
3+2 hopper
2:50
3:20
128
High
1-27
Time
2:29
1:17
0:22
0:04
3 hopper
3:20
4:12
116
Low
Med./
OK
Med./
OK
Light/
IK
Med. 20
#4 Pusher
Med./
OK
Light/
OK
Light/
Medium
#4 Pusher
3 Drop slv
off 4"
2-2
1-4
2-4
2:19
1:02
0:32
0:02
2. -50
3:55
116
Low
0:17
1:56
0:46
0:56
3+2 hopper
2:47
3:55
144
Low
Med./
OK
Light/
• OK
Light/
OK
Extra
Heavy
#4 Pusher
Med./
Light/
Light/
Heavy
#4 Pusher
#2 hopper
off 3"
2:45
1:10
0:42
0:35
4:15
5:12
114
Low
Light/
OK
Heavy/
OK
Heavy/
OK
Heavy
#4 Pusher
#2:25 fire
WE 2:40
263
-------
RECORDER
CHARGING CYCLE OVEN EMISSION. DATA SHEET
-Szczepanski DATE 1-10-74
COAL VERY WET
Oven No.
Time Start
Time Reach
80>o Empty
Charge
Hopper
1
2
3
Time Start Level
Time Open
Butterflies
Time Hopper
Empty
Hopper
1
2
3
Hopper
1
2
3
Time Request Stop
level and Close Chuck
Door
Time Chuck
Door Closed
Time Start
.Relid
Time Steam
Hopper
1
2
3
Off
Did Swab go in
Gooseneck
Comments
2-21
11 00
2:43
2:23
2:26
2:25
Ran
Contin.
—
3:00
3:21
3:00
4:00
4:40
3:45
3:56
4^10
YES
Poke 1
shut off
2 & 3
until top
It. of 1
came on
3-19
11:10
2:24
2:00
1:52
2:07
2:37
. 2i37
—
2:50
3:20
2:24
3:50
4:23 '
3:40
3:50
4:03
YES
Poke 1&2
shut off
.3 until
1 & 2
te jamb ,
near end
3-21
11:19
2:10
1:48
1:40
1:52
2:16
2:16
2:36
3:57
2:24
5:00
5:30
4:25
5:00
4:15
YES
Poke 1 & 2
#2 jamb
backed up
in hole
.
1-23
11:31
1:24
1:14
1:07
1:25
1:40
1:40
—
1:53
2:09
1:35
2:42
5:20
2:28
2:40
2:53
YES
2-23
11:39
1:10
51
55
1:00
1:20
1:20
1:40
2:03
1:28
2:30
3:02
2:20
2:30
2:45
YES
264
-------
RECORDER
CHARGING CYCLE OVEN EMISSION. DATft SHEET
Szczepanski DATE 1-10-74
Oven No.
Time Start Charge
Time Reach
30% Empty
Hopper
1
2
3
Time Start Level
Time Open
Butterflies
Time Hopper
Empty
Hopper
1
2
3
Hopper
1
2
3
Time Request Stop
Level and Close Chuck.
Door
Time Chuck
Door Closed
Time Start
Re lid
Time Steam
Hopper
1
2
3
Off
Did Swab go in
Gooseneck
Comments
3-23
11:47
2:00
1:37
1:34
1:45
2:11
2:11
_
2:28
2:37
2:10
3:14
3:51
2:54
3:05
3:16
YES
Poke 1
1-27
1:17
2:20
2:00
1:56'
2:05
2:28
2:28
_
2:43
3:00
2:27
3:24
3:58
3:30
3:40
3:58
YES
Poke 1& 2
#1 Lid
d id not
go on
2-2
1:37
2;07
1:56
2:04
2:11
2:22
2:22
_
2:30
2:52
2:37
3:25
4:05
3:07
3:25
3:35
YES
1-4
1:51
2:02
1:56
2:02
2:02
2:19
2:19
_
2:31
2:42
2:31
3:15
3:55
2 ;54
3:04
3:40
YES
i
2-4
2:02
2:13
2:00
2:01
.2:00
2:20
2:20
-
2:35
4
2:42
4:25
5:04
Poke 2
265
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Date 1-10-74
Weather
Conditions
Ambient
Temperature
Atmospheric
Condition
Wind Velocity
and Direction
Atmospheric
Pressure
Precipitation
Humidity
35°F
Over Cast
From N. - N.E. 5 mph
29.97
Intermittent Rain
89%
Daily Coal Analysis (Lab Record)
Weight Per
Cubic Foot
% Volatile
Matter
%
Moisture
% Fixed
Carbon
%
Ash
%
Sulfur
Oil
pints /ton coal
41.49
32.22
9.26%
60.44%
7 . 34%
1.21
Comments on Data: (includes equipment malfunctions)
Pulverization
Conclusions:
266
-------
CHARGING CYCLE OVEN EMISSION DATA SHEET
Recorder
D. Cipollone
1-10-74 to
Date 2-22-74
Time Start
Time Finish
1-10-74 2-14-74 2-15-74
2-21-74
2-22-74
Ringelmann
Time Factor
Tn
*0
T!
Tz
T3
Principal Source of
Emis sions
Charging
Time
Charge Cycle
Time
Steam
Pressure
Ste'am
Temperature *
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hole
#3 Charging'
Hole
Ascension Pipe
Lid
Smoke Seal and
Levcler Door
Gen'l Comments
on Oven Seals
Oven Number
1-2
3:36
0:21
0:06
0 :04
3 hopper
3:00
4:07
'109
_
Low
•>
1-2
Time
3:04
0:14
0
0 :02
2:45
3:20
125
_
Low
100%
OK/
Med.
OK/
Med.
No/
Light .
Heavy
#4 Pusher
used
#3 Drop
slv.of f
OK
Med.
OK/
Med.
OK
Med.
Med.
5 min.
#4
--
l_l
3:45
0:08
0
0 :02
#1 hopper
D 1:55
2:30
3:35
127 .'
_
Low
95% •'
1-2
1-1
3 : 14
0:08
0
0 :03
#2 & #3
2:18
. ,3:25
116
_ i
Low.
95%
OK/
Light
OK/
Med.
OK/
Med.
Light
#4
i-ire #2
hopper @
ok/
Med.
OK/
Med.
OK/ ,,, *
Med.:'
Light
#4
Emissions
at
2:57
0:07
0
.0 :02
#1 & #2
2:21
3:06
'. 130
—
Low
95%
OK/
Med.
OK/
Hvy.
OK/ .
Light
Light
#4
Emissions
at
nole for
25 seconds
2:05" x:uu2sec.1:50 6 sec.
1:40 2 sec. 2:05 1 se'c.
1:58 4 sec.
* Approximately 450°F
267
-------
RECORDER
CHARGING CYCLE OVEN EMISSION. DATft SHEET
Szczepanski DATE 1-10-74 to 2-22-74
Oven No.
Time Start Charge
Time Reach
80% Empty
Time Start
Time Open
Butterflies
Time Hopper
Empty
Hopper
1
2
3
Level
Hopper
1
2
3
Hopper
1
2
3
Time Request Stop
Level and- Close Chuck
Door
Time Chuck
Door Closed
Time Start
Relid
Time Steam
Hopper
1
2
3
Of*\
Did Swab go in
Cooseneck
Comments
1-10-74
1-2
(1:29 pm)
0
1:45
1:45
1:40
1:45
2:20
2:20
—
3:00
3:10
3 :00
3:50
4:40
3:45
3:15
3:35
—
Yes
Poke #2
Drop slv.
2-J4-74
1-2
0
p
1:00
1:05
1:10
1:15
1,15
.1:15
2:55
2:10
2:15
3:00
3:05
2:15
2:-45
#1 Butter-
fly jamm-
ed
2-15-74
1-1
Started 2
after top
level, lite on
for #1
1:15
1:15
1:10
1:20
1:25
1:25
1:25
2:15
2:30
2:35
3:15
3:20
2:45
3:20
Top Level
lites show
coal has
started -out
of hopper
.
2-21-74
1-2
Timing Dat
Relidded i
Holes Pric
Leveler DC
2-22-74
Irl
a not Taken.
11 Charging
r to the
or being Shut.
268
-------
Recorder
CHARGING CYCLE OVEN. EMISSION DATA SHEET
D. Cipottone
Date
3-5-74 to
3-25-74
Time Start
3-5-74
Time Finish
3-6-74 3-15-74
3-18-74 3-25-74
Ringelmann
Time Factor
Tn
*0
T!
Tz
T3
Principal Source of
Emis sions
Charging
Time
Charge Cycle
Time
Steam
Pressure
fi. _ _. .
Ott^ri.t*
Temperature
Type Ascension
Pipe
Condition of
Ascension Pipe
Oven Port Seals
#1 Charging
Hole
#2 Charging
Hole
#3 Charging
Hole
Ascension Pipe
Lid
Smoke Seal and
Levolor Door
Gcn'l Comments
on Oven Seals
Oven Number
1-1
3:39
0:02
0:00
0:04
#1,#3
Sleeve
2:30
3:45
124
Low
80%
1-2
1-1
1-1
1-2
Time
3:11
0:04
0:00
0:05
#1, #2
Sleeve
2:29
3:20
140
Low
95%
Med/OK
Hvy/OK
Med/OK
Light
#4 Pusher
Med/OK
Med/OK
Med/OK
Light
#4 Pusher
1:15 #1
1 :50 #1
1:49
0:05
0:12
0:09
#1, #3
D. Sleeve
1:50
2:20
136 .
Low
85%
3:53
0:06
0:07
0:03
#2 Sleeve
3:45
4:09
132
Low
80%
Med/OK
Bvy/OK
Med/OK
Light
#4 Pusher
0:30 #1
10:05 #3
Med/OK
Med/OK
Med/OK
Light
#4 Pusher
0:10) #1,3
0:15) Sleeve
3:05
0:07
0:03
#2 Drop
Sleeve
2:05
2:45
130
Low
100%
Med/OK
Med/OK
Med/OK
Heavy
#4 Pusher
T-L + T2 #2 D. S
1:30
#1
2:15 #2
1:50 #1
2:15 #2
T]_ #2 D.S.
2:00
269
-------
RECORDER
CHARGING CYCLE OVEN EMISSION DATA SHEET
Szczepanski DATE 3-5-74 to 3-25-74
Oven No.
Time Start Charge
Time Reach
80% Empty
Time Start
Time Open
Butterflies
Time Hopper
Empty
Hopper
1
2
3
Level
Hopper
1
2
3
Hopper
1
* 2
3
Time Request Stop
Level and Close Chuck
Door
Time Chuck
Door Closed
Time Start
Relid
Time Steam
Hopper
1
2
3
Off
Did Swab go in
Gooseneck
Comments
3-5-74
1-1
0
1:05
0:55
1:15
1:25
1:35
1:35
1:35
2:03
2:04
2:05
3:00
3:00
3:10
3:35
3-6-74
1-2
0
1:00
1:00
1:05
1:05
1:35
1:35
1:35
2:20
2:00
2:03
2:30
2:40
2:55
3-15-74
1-1
0
1:00
1:08
1:00
1:00
1:30
1:30
1:30
1:51
1:46
1:51
1:55
2:05
2:15
3-18-74
1-1
0
1:00
1:00
1:15
1:00
1:45
2:30
3:10
2:10
2:55
3 .40
2:15
3:00
3:50
3-25-74
1-2
0
1:00
0:55
0:55
1:00
1:20
1:20
1:20
1:55
1:50
1:45
1
2:35
2:05
2:10
2:15
270
-------
Daily Coal Analysis
Date
1-10
2-14
2-15
2-21
2-22
3-5
3-6
3-15
3-18
3-25
WT/FT3
41.49
39.86
42.71
42.99
43.40
41.66
39.58
41.85
42.36
42.08
Vol.
% Matter
32.22
32.28
32.28
32.27
32.26
32.26
32.23
32.26
32.23
32.24
o/
/a
Moisture
8.26
8.09
7.55
8.50
8.03
7.56
8.00
8.49
8.00
8.54
o/
/o
Fixed
Carbon
60.44
60.38
60.35
60.48
60.56
60.63
60.39
60 . 65
60.45
60.51
% Ash
7.34
7.18
7.27
7.25
7.18
7.11
7.38
7.09
7.33
7,25
OH.PTS/
Ion Coal
2.69
1.20
1.20
1.81
2.50
2.43
1.87
p
?
2.44
271
-------
APPENDIX E
EMPTY OVEN TESTS
The procedure used to estimate the ascension pipe gas flow
as a function of steam ejector thrust and steam pressure was fully
described in a previous report on this work9. That procedure
is outlined here. The test arrangement is shown on Figure 50 (pg.157)
Details of the special orifice flow meter are shown in Figure 75.
In the test work on P-4 battery high pressure, super heated
steam (200 psig, 500°F) was supplied from an auxiliary 4" header.
A 1" line connected the steam nozzle to the 4" header. A pressure
regulator was connected in the 1" line near the header.
A test run consisted of taking vacuum measurements with
different size steam nozzles at different steam pressures. The
values of oven vacuum, flow meter differential pressure, steam
pressure, and steam temperature recorded during the test were
used to calculate the nozzle and air flow rates. The method of best
fit was used to determine the performance curves for each trial. The
average performance curve was computed using the best fit curve
for each test and calculating the average values.
Thrust was used as the independent variable because it is
a good indication of input energy.
METHOD OF CALCULATION
Mass Flow of Steam
W = 0.3155 (At) riT^ From Kent's
s Mechanical Engineers
Handbook - 8 - 18
Ws = Pounds of superheated steam per second
At = Area of throat - In.2
P! = Initial pressure - PSIA
V^ = Specific volume - Ft.3/lb. at P-^ and T-
272
-------
^^
B-
l.D. , ,.
g-2
273
-------
METHOD OF CALCULATION (continued)
Nozzle Thrust
F = Pt At
V
From: Elements of Fluid
Mechanics by D.G.Shepherd ,
1965. Harcourt, Brace and
World Inc., New York
Assume: PI and T-[_ are stagnation
values (V~ = 0)
Pfc = Pressure at the throat = 0.55 P^ - PSIA
o
At = Area of throat - In.
Ws = Flow of steam - Ib/sec.
gc = Constant =32.2
HI = Enthalpy at initial conditions
H. = Enthalpy at the throat conditions
(This value is taken from a Mollier Chart)
Vfc = Velocity of steam at the throat
- Ht(T78.3) Ft/Sec .
Air Flow Rate
Q = C • D2 .
Hi - P
M • B ' X From: Flow Meter
Engineering
Handbook by the
Brown Insititute Co.
274
-------
METHOD OF CALCULATION (continued)
Air Flow Rate (continued)
Q = Air Flow Rate - Ft. /hr. at 30" Hg, 60°F, dry gas
C = Orifice coefficient of discharge - 0.76
D = Pipe diameter = 10.0 inches
H = Differential pressure across the orifice
H-^ = Differential pressure factor - VH~
PO = Atmospheric pressure - 30" Hg
P = Gas pressure factor - 237.1 >fPQ = 1298.6
t = Operating temp. °F
T = Gas temperature factor = V519.63/(459.63 + t)
S = Specific gravity factor = 1.0
M = Moisture factor = 1.0
B = Gas base factor - 1.0
X = Flow meter correction factor based on calibration done
by the Colorado Engineering Experimental Station -
= 0.15H +0.54 Up to X= 0.7
TEST PROCEDURE
The following describes the work required to set up for a
typical test run:
1. Charge walkie-talkie batteries the day before the test.
2. Notify all required personnel: Operating, Maintenance and
Research.
3. Turn the 8 channel recorder on at least one hour prior to
testing.
275
-------
TEST PROCEDURE (continued)
4. Examine the oven to be tested and clean the gooseneck,
the standpipe and the charging holes if necessary. Clean
away any carbon near the steam nozzle connection.
5. Make sure oven doors are tight, especially the chuck door.
6. Install the first nozzle to be tested.
7. Install a 1" steam line from the special 4" header to the
gooseneck steam nozzle. The line has a pressure regulator,
pressure tap, temperature tap, pressure gauge and a quick
opening valve.
8. Install the pressure tap in the base of the standpipe.
9. Connect the standpipe pressure tap to a pressure transducer
with +2 to -8 inches of E^O scale range.
10. Install the thermocouple in the base of the standpipe.
11. Connect the standpipe thermocouple to the. 8 channel
recorder (500 to 2000°F temperature range channel) .
12. Connect the steam pressure tap to the 50-200 psi transducer.
13. Install steam temperature thermocouple.
14. Connect steam temperature thermocouple to 8 channel
recorder.
15. Install a lid with a pressure tap on the No. 1 charging
hole (pusher side) . Seal lid with refractory cement.
16. Connect the lid to a pressure transducer with +2 to -8
inches of water scale range.
17. Repeat steps 13 and 14 for charging hole No. 3 and for
the smoke hole.
18. Place the flow meter over #2 charging hole, sealing it
with asbestos rope between its bottom flange and the oven.
Use refractory cement to seal it.
276
-------
TEST PROCEDURE (continued)
19. Connect the flow meter to one of the differential pressure
transducers.
20. Connect all transducers to the 8 channel recorder.
21. Check out all test equipment and calibrate it. Note the
weather conditions, the collecting main pressure, and
ammonia liquor line pressure.
22. Run the test using the various steam pressures and nozzle
sizes required, as described below.
23. After completion of the test dismantle the equipment and
store it in the proper areas.
24. Examine recorder chart and take off data.
25. Punch out data cards and make a computer run for
calculated data.
After the test apparatus had been set up, the actual test was
run according to the following steps for each steam pressure
setting:
1. Set the ejector steam pressure.
2. Turn the ejector steam on and open the damper valve.
3. Wait for the readings to stabilize with the butterfly
valve closed in the flow meter.
4. Open the butterfly valve and wait until a fairly constant
differential pressure across the flow meter orifice is
recorded.
5. Be sure all recorder channels are working properly.
6. Close the damper valve, turn off the ejector steam, then
repeat for the next pressure.
277
-------
TEST PROCEDURE (continued)
When all pressure settings were used the nozzle was changed
and the above steps were repeated.
TEST EQUIPMENT
guantity Description
1 Smoke hole lid with a pressure tap (1/2" pipe)
2 Charging hole lids with pressure taps (1/2"pipe)
1 Pressure tap for the base of the standpipe (1/2"
pipe)
1 Thermocouple (Cromel-Alumel) for measuring the gas
temperature (0-2000°F) inside of the standpipe
1 Pressure tap for the collecting main
2 Orifice flow meters PSX-5163 (Custom designed for
this application - see Figure 75)
400 feet 3/8" type L copper tubing (soft)
20 Tubing splices 3/8
8 3/8 tubing to 1/2" pipe male thread
8 3/8 tubing to 1/2" pipe female thread
10 3/8 tubing to transducer
1 Thermocouple for measuring steam temperature
(Crome1-Alume1)
1 Pressure recorder, ± 15 MM H2O range
1 Eight channel oscilliograph recorder
2 Differential pressure transducers, 0-50 MM
H2O range
278
-------
TEST EQUIPMENT (continued)
Quantity Description
5 Pressure transducers, +2" to -8" H~O range
1 Pressure transducer 50 to 200 psi range
1 Cart with wheels for eight pressure transducers
1 Air conditioned (heated and cooled) building
4' x 11' x 8' high, with lifting lugs, to store
recorder etc., on battery
1 Thermometer » ,. , . .
) for ambient
. . . . ) air conditions
1 Humidity measuring device »
1 Pressure regulator with a pressure gauge, 50-200
psi range
10 feet 1" diameter asbestos rope
1 Bucket of sealing mud
3 Steam pressure regulators 25 - 200 psi range
1 Steam pressure gauge 0-200 psi range
1 Heise pressure gauge to check steam pressure
transducer calibration
1 Potentiometer for thermocouple checks
1 Manometer
* Assorted pipe fittings and lengths of pipe
2 Walkie-talkies
279
-------
APPENDIX F
BATTERY DIMENSIONAL VARIATIONS
The use of a larry car for mechanized charging depends on consistent
alignment with individual ovens,and requires an investigation into
the dimensional variations of the battery. The equipment design
must include allowance for these expected variations.
The battery growth was determined in a recent survey taken
at P-4 battery and is compared with a similar one taken in 1965,
and also the original plan. It can be seen that the buckstays at
the top of the battery have been pushed outward from about 2 1/2"
at the ends to as much as 7 11/16" at the center. In general
the buckstays at the north end of battery (coal bin) tilt in
that direction as much as 2 7/8" and those at the south end of
battery tilt as much as 4 5/16". This can be seen in Figure 76.
A major consideration is to determine the location of the
larry car tracks on the battery. On a new battery the tracks would
be located within a specified tolerance. Limits must be established
for allowable vertical and horizontal movement that would affect
the position of the larry car with respect to the standpipe or
charging holes. On an existing battery a survey must be made to
determine the position. In most cases the rails would require
shimming to provide a stable position from which to make any
alignment adjustments. On P-4 battery the track elevation at the
coal bin and at the opposite end was significantly higher than on
the main body of ovens. The maximum variation in elevation was
measured to be 1 3/8" on the coke side track and 1 1/2" on the
pusher side track. The deviation of rails from a longitudinal
centerline (length of battery) was _+ 7/8" on the pusher side and
+ 9/16" on the coke side. One bowed section of rail was replaced
to reduce the variation. The rails were shimmed to minimize the
vertical movement. This was also necessary to prevent spalling
of brick under the rail chairs. The shims had a tendency to move,
and required re-work to keep in place.
A survey of the cross battery position of charging hole rings
with respect to a longitudinal centerline indicated a band of
2.25" for #1 charging holes, 2.625" for #2, and 2.875" for #3.
The longitudinal variation of the three charging hole rings with
280
-------
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respect to an oven centerline (cross battery) was a band of 2.375"
with the average being 1.054". This meant that in some cases
the misalignment of charging holes for an individual oven
exceeded 2". When referenced to the position of the gooseneck
inspection port two ovens away the deviation could be considerably
greater. The alignment of charging hole rings was limited by the
amount of exposed charging hole brick work and the exposure of the
charging hole ring to flame.
The position of the gooseneck inspection port with respect to
an oven reference point varied in an unpredictable manner. The
gas collecting main is divided into two independent sections.
The growth of battery across the width pushed out the buckstays
which support the collecting main. The expansion of the buckstay
along the battery did not necessarily match the battery growth in
that direction at all points. A history of some local hot spots
in the collecting main resulted in its distortion at some points.
The net result is that stand pipes lean in all directions, and
the location of the gooseneck inspection port is unpredictable.
There is little that can be done to correct this situation, and
the equipment must be designed to operate under this set of
conditions.
A survey was made along the battery of the position of the
gooseneck port from the top of the larry car rail . The change
in elevation varied over a band of 3 3/4" while the lateral
measurements had a variable range of 4". Any movement of the rail
could add to this variation. With accurate positioning of the
larry car (_+ 1/2"), the variation of 2 ovens widths along the
battery with respect to the gooseneck port provided a band of
3 1/2".
The type of dimensional variations that occur on a battery
place a severe constraint on the design of operating equipment
which depends on the positional relationship of the larry car
to the battery. The installation of such equipment is very
difficult on an existing battery, and should be avoided if not
necessary. The incorporation of this type of equipment on new
batteries should be done with care knowing the type of variations
that can occur in future years.
283
-------
APPENDIX G
ASCENSION PIPE PARTICULATE SAMPLING
A key part of the charging system involves the use of an
ascension pipe steam ejector system that is capable of delivering
a volume of gas equal to that being generated and displaced during
charging. The increased volume of gas through the ascension pipe
during charging results from a greater quantity of steam ejected
into the gooseneck. The increased steam was obtained by increas-
ing the steam nozzle from 1/2" to 3/4", increasing the steam header
pressure from 100 psi to 175 psi, and increasing the diameter
of the branch piping from 3/4" to 1 1/4".
Since other coke oven batteries, that use high pressure steam,
have reported an increase in coal carried into the gas collecting
main, tests were started to determine the magnitude of this
problem. Ammonia liquor samples were collected at the bottom of
the gas collecting main, just downstream from the oven where
evaluation is desired. This is a coarse method of measurement;
however by direct comparison with different ovens, some tentative
conclusions were made. Some samples made near oven 3-18 (high
pressure steam, 3/4" nozzle) indicated an increase in coal carry-
over by a factor of five to ten when compared to the results from
ovens using low pressure steam.
As a result of these tests a pressure regulator was added to
the design of the new high pressure steam supply. This would
permit regulating the pressure at a value less than 175 psi to
prevent excessive coal carry-over.
Further tests were made to obtain more definitive results by
taking measurements directly in the ascension pipes. As a starting
point velocity and temperature of the ascension pipe gas were
measured. The velocity of gas was determined from measurements
taken with a pitot tube and water manometer. The pitot tube
transmits the static pressure to one side of the manometer, and
the dynamic pressure to the other side. The velocity is then
proportional to the square root of the inches of water differential.
The annubar is a self averaging pitot tube which eliminates the
need to traverse while taking measurements. The results of the
two methods checked within 15% giving confidence in the measurements,
284
-------
ASCENSION PIPE PARTICULATE SAMPLING (continued)
Tests were then made to sample the coal carry-over. The
annubar measured the differential pressure so that the gas flow
rate could be calculated using the equation:
Qn = 7.9 SNDy-^- "h (Refer to part A for details of equation)
Coal samples were collected in an Alundum filter contained in
a sampling tube inserted in the ascension pipe. A thermocouple
was used to measure the gas temperature. The complete test
procedure is described in Part B. Sample calculations are shown
in Part C.
The quantitative evaluation of coal carry-over is subject to
error and the calculations represent an upper limiting value
that was probably never reached. The material from which the ash
is derived represents various carbonaceous material from coal to
coke. The ash content of coke and semi-coke materials is higher
than that of coal thus causing higher results. Factors during
leveling such as the way in which the gas passageway is constricted
as well as the degree of port seals (particularly the leveler
door opening) are expected to influence the amount of coal carry-
over.
The results of this investigation indicated that the coal
carry-over during charging increased by a factor of about 6:1
for the high pressure steam. This comparison was based on six
tests .
A more accurate method of determining the amount of coal carry-
over involved taking tar samples from the #9 cross-over of P-4
battery with the aspirating steam header pressure at 130 psi
and then 180 psi. These tar samples were collected in a 55 gallon
drum in such a manner that the excess flushing liquor was drained
off to the decanters. The tar samples were taken just prior to
the point where the tar mixes with that of other batteries before
reaching the decanter. The analysis of the tar from each sample
is shown in Table 6 (pg. 90a) .
A microscopic analysis of the suspended solids was made by
repeatedly washing the tar with xylene. 'The filtered solids were
dried, imbedded in an epoxy resin and polished. Microscopic
examination of the polished specimens revealed that suspended
285
-------
ASCENSION PIPE PARTICULATE SAMPLING (continued)
solids consisted of very fine spherulitic carbon particles, coal,
semi-coke, coke, and pyrolytic carbon (similar to wall and roof
carbon), as shown in figure 77. The spherulite carbon is
derived from the cracking or incomplete combustion of gases,
whereas the coal and coke are derived from the oven charge. The
distribution of the carbon forms was determined and adjusted to
the percent of quinoline insolubles in the tars. These values,
shown in Table 28, indicate that the tar collected at higher steam
pressure had more and larger carbon solids derived from coal carbon-
ization.
Based on a value of 7 gallons of tar (from flushing liquor)
and 16.7 tons of coal per charge, a specific gravity of 1.20,
approximately 22.1 pounds of coal carry-over per charge occurs at
130 psi while the value at 180 psi was about 49 pounds of coal.
This represents a lower limit, since some of the coal would
settle out in the collecting main.
286
-------
PHOTOMICROGRAPHS - SUSPENDED SOLIDS IN TAR
300X
130 LBS.
300X
180 LBS.
600X
300X
PHOTOMICROGRAPHS SHOW SPHERULITIC CARBON (SC), COAL (C), COKE (CK)
OBTAINED FROM PITTSBURGH TAR COLLECTED WHILE P-4 BATTERY OPERATED
WITH INDICATED STEAM ASPIRATING PRESSURE. BLACK AREAS ARE PORES AND
GRAY AREAS ARE PLASTIC IMBEDDING MATERIAL (PL). REFLECTED LIGHT.
FIGURE 77
286A
-------
Table 28. DISTRIBUTION AND SIZE OF SUSPENDED SOLIDS IN TAR
(Varible steam pressure)
Wt.,%of Total Tar1
Steam Pressure, Ibs.
130 180
(Base) (Trial)
I
Spherulitic Carbon \ 6.1 4.8
\
Coal
Serai- coke
Coke
Pyrolytic Carbon
Quinoline Insolubles
in tar, (wt. ,%) ,
determined by
chemical analysis
(wt. %)
0.2 0.8
0.2 1.1
1.7 3.9
0.3 1.3
8.5 11.9
Header Steam Pressure, psi
130
Tyler
Microns Mesh
6 400
230 60-70
90 140-170
220 60-70
230 60-70
180
Tyler
Microns Mesh
6 400
430 35-40
350 40-45
430 35-40
460 35-40
1. Adjusted to quinoline insoluble content
286b
-------
PART A
GAS FLOW EQUATION
The equation used to determine gas velocity from the differentia]
pressure measurements appears in the Annubar Technical Data/
Section C of the Ellison Instrument Division catalog under the title
"Annubar Flow Calculation Report"
Qn = 7.9 SND2 vrf
rl
Since rf is related to rl this relation is reduced to:
r, -7 Q cMn 14.7 + PSIG of line _ 520
Qn = 7.9 SND - — - x
_ _
— - 460 + line temp (6F)
Fl
The line pressure never exceeds a few inches of water,
consequently
14.7 + PSIG of line /^
14.7
'v 460 + li
520
2 v 460 + line temp (°F) / -,
, Qn = 7.9 SND —— *—* ^ -J h n
S= Constant factor for element at specific flow,
= Kg Fv
KG= geometrical constant; for element type 740 and 13"
pipe, Kg = 0.913
Fv= velocity distribution factor; for transition and
turbulent flow, Fv = 0.82
S= Kg Fv = (0.913)(0.82) = 0.75
N= grouped constant including A/ 2g (gravity acceleration,
""V4 (circular area) , and conversion constants which
depend on units chosen for Qn and ^n.
287
-------
GAS FLOW EQUATION (continued)
Where Qn is expressed in CFM, and hn is expressed in inches
of H20 corrected to 68°F.
N= 0.7576
D= exact inside diameter of pipe (inches)
rl= specific weight of gas at base conditions in pounds per
cubic foot. This is also equal to the specific gravity
of gas at base conditions times the weight of air (#/ft3)
at base conditions. Air = 0.0765 #/ft3 at standard (60°F/
14.73 psia) base conditions.
A value of 0.7 has been used for the specific gravity
based on approximate results using Schillings apparatus.
rf= specific weight at flowing conditions in pounds p.er cubic
foot including compressibility.
rf = 14.7 + PSIG line x 520 x r±
14.7 460 + line temp. (°F)
For this application
7.9 SND2 = 7.9 x 0.75 x 0.7576 x (13)2
= 759
520
.Qn = 759 W 460 + T line A/ h
n
Let rl = 0.7 x 0.0765 = 0.0535
^T = V"0-0535 = 0-231
/ 520
Qn = 3280 V 46o + T line X
288
-------
GAS FLOW EQUATION (continued)
This equation can now be used to measure ascension pipe gas
flow (°-n) in CFM by determining the temperature of gas within
the ascension pipe and the differential pressure. The effective
specific gravity of the gas must also be determined with reasonable
accuracy.
289
-------
PART B
TEST PROCEDURE
Equipment requirements are as follows:
1. 1 - Annubar
2. 1 - Alundum filter holder and sampling tube
3. 1 - Alundum filter for each test
4. 1 - H2O filled manometer 36"
5. 1 - Hg filled manometer 36"
6. 1 - Thermometer 0°F to 250°F
7. 1 - Thermocouple and wire
8. 1 - Potentiometer
9. 1 - Gas volume meter
10. 1 - Air aspirator
11. Assorted stainless steel and copper tubing with fittings
12. 1-3" pipe 2' long threaded one end.
Procedure
The tubing is cut to length and assembled with fittings. One
1" hole is drilled and one 3" hole is drilled half way up in each
of the ascension pipes, standpipes with the former hole being 3"
above the latter hole. A 1" sleeve and a 3" sleeve are welded to
the standpipe to enable the holes to be plugged and the
instruments to be supported.
The instruments are assembled according to Figures78, and 79.
The test is conducted for the first 60 to 70 seconds after
the start of leveling. The air aspirator is turned on as soon*
as leveling starts, and readings are taken continuously by a four
290
-------
TEST PROCEDURE (continued
Procedure (continued)
man crew for 60 to 70 seconds. One man each is required to read
the annubar's manometer; gas meter's manometer, thermometer and
gauges; the thermocouple's poteniometer; and to time with a stop-
watch. After the test, the collected sample is taken to the
chemical lab where an analysis is made of the collected particulate
to determine the amount of suspended solids. This analysis consists
of weighing the particulate (to determine the total weight),
rinsing with benzene and re-weighing (to determine the percentage
of tar), and burning the sample and weighing again (to determine
the percentage of ash) .
The data collected during a test is used to calculate the rate
of flow in SCFM and the amount of coal carryover per standard
cubic foot. This data are then used to calculate the ratio of coal
carryover with the high pressure steam versus coal carryover
with the low pressure steam.
291
-------
TUBE fa
- Tf-f.E.fZMOCOUF'^JS
TESTS OR S^MP&IMG;
/AT
TD. -
78
-------
-J/AJL.VZ.
79
233
-------
PART C
SAMPLE CALCULATIONS
Attached are the data sheets from six tests made on two
different dates. The calculated gas velocity in the stand-
pipe is determined with the following equation,
Qn = 3280
*
Aein -. .
460 + T line
The calculated volume of the metered gas sample is,
Std. Cubic Feet = Vol. x /460_JL_68\ ( 30.
V460 + T / V. 30
The re-calculated sample weight is,
(% Coal ash in sample
Coal Weight = sample wt. x/
% Coal ash in charged coal
i
The estimated coal carry-over per charge is,
. _ , Average
-, / -L. Grams coal ., Pounds ._ ,„„ „ _,
Pounds coal/charge = 3 x x Qn avg. x Charge
FtJ Gram
Time
294
-------
Test Data Summary Sheet
Test No.
Date
Oven No.
Calculated Gas
Velocity
T line ' ^'
hn (" H20)
Qn (Eq. 1)
Calculated Metered
Gas Sample
Sample Vol. (Ft3)
Gas Temp, at gas
meter (°F)
Gas Pressure at
gas meter (" Hg)
Sample Vol. in
Std. cubic feet
Recalculated Sample
Weight
Sample Weight (g. )
% Coal Ash in Sample
% Coal Ash in Charged Coal
Recalculated Sample Wt. (g. )
Grams Coal Ft3 Gas
Pounds Coal Charging Cycle
1
9/6
3-24
2129
2. 3
2220 CFM
0. 5
90
-15 "
0. 24
3. 2
14. 3
7. 85
5.82
24.2
237
2
9/6
3-13
1453
0.676.
1410 CFM
. 45
118
-13. 4"
0. 228
1. 04
12.8
7. 85
1. 7
7.45
46. 3
3
9/13
3-18
1936
2. 1
2220 CFM
0. 3
110
-16"
0. 13
2.8
18.4
7. 84
6.58
50. 6
495
4
9/13
3-13
1993
0. 45
1020 CFM
0. 33
80
-15"
0. 161
2. 01
13.5
7.84
3.46
21.5
96
295
-------
Test Data Summary Sheet
Test No.
Date
Oven No.
Calculated Gas
Velocity
T line (°F)
hn ("H20)
Qn(Eq. i)
Calculated Meter ed
Gas Sample
Sample Vol. (Ft3)
Gas Temp, at gas
meter (°F)
Gas Pressure at
gas meter (" Hg)
Sample Vol. in
Std. cubic feet
Recalculated Sample
Weight
Sample Weight (g. )
% Coal Ash in Sample
% Coal Ash in Charged Coal
Recalculated Sample Wt. (g. )
Grams Coal Ft3 Gas
Pounds Coal Charging Cycle
5
9/13
3-24
1949
2.4
2360 CFM
. 21
78
-15
. 103
3.2
19.2
7.84
7.85
76.2
795
6
9/13
3-11
1895
. 4
975 CFM
.3
90
-15
. 144
.81
20. 3
7.84
2. 1
14.6
62.8
296
-------
ASCENSION PIPE GAS SAMPLING DATA SHEET
TEST 1
Date September 6, 1971
Condition at Start of Time
Oven No. 3-24
Time 65 Seconds
Start of leveling
Reading
2
3
4
5
6
Time
30 seconds
NOTE:
Annubar
(" H20)
Thermocouple Calculated
Z. 3
Temp. (°F)
Z129°
Gas Velocity
2220 SCFM
Other readings- during this test were not
properly recorded and were discarded. This
one valid reading appears to be representative
of the average.
Gas Sample Meter Data
Measured Pressure (" Hg)
Measured Temperature (°F)
Metered Gas Sample (Ft3)
Timed Gas Sample Period (Sec. )
Calculated Metered Gas (Std. Cond. )
-15"
.90°
.5ft
65 sec.
. 24 SCF
Particulate Sample
Sample Weight
% Benzene Insol Fraction
3. 2 grams
98. 2%
Ash 14.3%
Recalculated Sample Weight 5, 82
Calculated
Grams Coal
Ft3 Gas
24.2
Sampling Condition
Coal Pulverization
Coal Moisture
Qts. Oil/Ton Coal
Header Steam Pressure
Ascension Pipe I. D.
Coal Ash
7. 85%
75.8% thru 1/8" screen
6.5%
3.55
175 psi
13'
297
-------
ASCENSION PIPE GAS SAMPLING DATA SHEET
TEST 2
Date September 6, 1971
Oven No. 3-13 Time 67 seconds
Condition at Start of Time Start of leveling
Reading
1
2
3
4
5
6
Time
0 second
12 seconds
24 seconds
36 seconds
48 seconds
60 seconds
Gas Sample Meter Data
Average
Annubar
^P (" H20)
.95"
. . 90"
.65"
. 53"
.6"
. 7"
.676"
Thermocouple Calculated
Measured Pressure (" Hg)
Measured Temperature (°F)
Metered Gas Sample (Ft3)
Timed Gas Sample Period (Sec. )
Calculated Metered Gas (Std. Cond. )
Particulate Sample
Sample Weight
% Benzene Insol Fraction
1. 04 grams
99. 1%
Recalculated Sample Weight i. 7
Temp. (°F)
1478
1226
1626
1512
1556
1346
1455
-13.4"
118°F
.45 ft3
67 sec
. 228 ft3
Ash 12.8%
Sampling Condition
Coal Pulverization
Coal Moisture
Qts. Oil/Ton Coal
Header Steam Pressure
Ascension Pipe I. D.
Coal Ash
7. 85%
75. K thru 1 /8"
6.5%
3.55
100 psi
13"
Gas Velocity
1410 SCFM
Calculated
Grams Coal
Ft3 Gas
7,45 g/ft3
298
-------
ASCENSION PIPE GAS SAMPLING DATA SHEET
TEST 3
Date September 13, 1971
Oven No.
3-18
Condition at Start of Time Start of leveling
Time 67 seconds
Reading
1
2
3
4
5
6
Time
0 second
Annubar
" H2°)
20 seconds
40 seconds
60 seconds
Average
2.2'
2.4'
1.6'
2. I1
Gas Sample Meter Data
Measured Pressure (" Hg)
Measured Temperature (°F)
Metered Gas Sample (Ft3)
Timed Gas Sample Period (Sec. )
Calculated Metered Gas (Std. Cond. )
Particulate Sample
Sample Weight
% Benzene Insol Fraction
2. 8 grams
99.4
Recalculated Sample Weight
6.58
Thermocouple Calculated
Temp. (°F)
1690
2208
1827
1772
1936
-16
1.10°
.3 cu. ft.
67 s.ec.
. 130
Ash -18.4
Gas Velocity
2220 SCFM
Calculated
Grams Coal
Ft3 Gas
50. 6
Sampling Condition
Coal Pulverization
Coal Moisture
Qts. Oil/Ton Coal
Header Steam Pressure
Ascension Pipe I. D.
Coal Ash
7. 84%
74. 1% thru 1/8" screen
6. 60%
3.03
175 psi
13'
299
-------
ASCENSION PIPE! GAS SAMPLING DATA SHEET
3-13
TEST 4
Date September 13, 1971
Condition at Start of Time
Oven No.
Time 73 Seconds
Start of leveling
Annubar
Reading
1
2
3
4
5
6
Time
0 second
Thermocouple Calculated
20 seconds
40 seconds
60 seconds
73 seconds
Average
.6
.6
.4
.4
.4
.45
Gas Sample Meter Data
Measured Pressure (" Hg)
Measured Temperature (°F)
Metered Gas Sample (Ft3)
Timed Gas Sample Period (Sec. )
Calculated Metered Gas (Std. Cond. )
Temp. (°F)
972
1986
1995
1995
1995
1993
-15'
.80°
. 33
73 sec.
. 161 SCF
Particulate Sample
Sample Weight
% Benzene Insol Fraction
2. 01 grams
3.3
% Ash 13.5
Recalculated Sample Weight
3.46
Calculated
Grams Coal
Ft3 Gas
21.5
Sampling Condition
Coal Pulverization
Coal Moisture
Qts. Oil/Ton Coal
Header Steam Pressure
Ascension Pipe I. D.
Coal Ash
7.84%
74. 1 % thru 1/8" screen
6. 60%
3. 03'
100 psi
13"
Gas Velocity
1020 SCFM
300
-------
ASCENSION PIPE GAS SAMPLING DATA SHEET
TEST 5
Date September 13, 1971
Condition at Start of Time
Oven No.
3-24
Start of leveling
Time 67 Seconds
Reading
1
2
3
4
5
6
Time
0 second
Annubar,
" H20)
3. 0
15 seconds
30 seconds
45 seconds
60 seconds
Average
2. 0
2. 5
Z.5
2.5
2.4
Gas Sample Meter Data
Measured Pressure (" Hg)
Measured Temperature (°F)
Metered Gas Sample (Ft3)
Timed Gas Sample Period (Sec. )
Calculated Metered Gas (Std. Cond. )
Particulate Sample
Sample Weight
% Benzene Insol Fraction
3. 2 grams
99.2
Recalculated Sample Weight
7. 85 grams
Thermocouple Calculated
Temp. (°F)
1329
1591
2150
2244
1811
1949
-15
78
.21
67
0. 103 .SCF
Gas Velocity
Ash
19.2
Calculated
Grams Coal
Ft3 Gas
76.2
Sampling Condition
Coal Pulverization
Coal Moisture
Qts. Oil/Ton Coal
Header Steam Pressure
Ascension Pipe I. D.
Coal Ash
7. I
74. 1% thru 1/8" screen
6. 60%
3. 03
175 psi
13'
2360 SCFM
301
-------
ASCENSION PIPE GAS SAMPLING DATA SHEET
TEST 6
Date September 13, 1971
Condition at Start of Time
Oven No. 3-11
Time
67 Seconds
Start of leveling
Reading
1
2
3
4
5
6
Time
0 second
20 seconds
40 seconds
60 seconds
Average
Annubar
" H20)
.6
.4
.4
. 4
. 4
Gas Sample Meter Data
Measured Pressure (" Hg)
Measured Temperature (°F)
Metered Gas Sample (Ft3)
Timed Gas Sample Period (Sec. )
Calculated Metered Gas (Std. Cond. )
Particulate Sample
Sample Weight
% Benzene Insol Fraction
81 grams
99.4
Recalculated Sample Weight
2. 1 grams
Thermocouple Calculated
Calculated
Grams Coal
Ft3 Gas
Temp. (°F)
1329
1957
1772
1957
1895
Gas Velocity
Ash
975 SCFM
-15
_90
.3
_67
0. 144 SCF
20.3
14. 6
Sampling Condition
Coal Pulverization
Coal Moisture
Qts. Oil/Ton Coal
Header Steam Pressure
Ascension Pipe I. D.
Coal Ash
7.84%
74.1% thru 1/8 screen
6.60%
3. 03
100 psi
13'
302
-------
TECHNICAL REPORT DATA
(Please read liittructions on the reverse before completing)
1 REPORT NO.
EPA-650/2-74-022
2.
3. RECIPIENT'S ACCESSION-NO.
4. TITLE AND SUBTITLE
Coke Charging Pollution Control Demonstration
5. REPORT DATE
March 1974
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
J.H. Stoltz
8. PERFORMING ORGANIZATION REPORT NO.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Jones and Laughlin Steel Corp.
Pittsburgh, Pa. 15219
Contractor: American Iron and Steel Institute
10. PROGRAM ELEMENT NO.
1AB013; ROAP 21AFF-03
11. CONTRACT/GRANT NO.
CPA 70-162
12. SPONSORING AGENCY NAME AND ADDRESS
EPA, Office of Research and Development
NERC-RTP, Control Systems Laboratory
Research Triangle Park, N. C. 27711
13. TYPE OF REPORT AMD PERIOD COVERED
Final
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
report'gives results of demonstrating a coke oven charging system
designed to reduce emissions sufficiently to both meet future air pollution control
requirements and improve the environment on top of the battery for operating
personnel. The work included detailed engineering, construction, and testing of a
prototype system on an existing battery with a single gas collecting main. The
demonstration showed that, although emissions were reduced significantly, the system
must be modified with a double gas off-take to satisfy air pollution control require-
ments. The system can be applied to new batteries or to existing batteries where a
double gas off-take exists or can be obtained by such means as a second collecting
main or jumper pipes. The battery top environment was improved for the larry car
operator by having the charging sequence performed from within an air-conditioned
cab. Although a lidman is required on the top side of the battery, his work conditions
were improved by having the larry car perform lidding and dampering operations.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.IDENTIFIERS/OPEN ENDED TERMS
c. COSATt Field/Group
Air Pollution Leveling
Iron and Steel Industry Ovens
Coking Pressure
Metallurgical Fuels Control
Automation
Feeders
Air Pollution Control
Stationary Sources
Coal Charging
Charging on Main
Controlled Feed
13B
11F
13H
21D
13A
3. DISTRIBUTION STATEMENT
Unlimited
19. SECURITY CLASS (This Report)
Unclassified
21. NO. OF PAGES
325
20. SECURITY CLASS (Thispage)
Unclassified
22. PRICE
EPA Form 2220-1 (9-73)
304
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