EPA-650/2-74-062-0
SEPTEMBER 1974
Environmental Protection Technology Series
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EPA-650/2-74-062-a
COKE OVEN CHARGING
EMISSION CONTR01
TEST PROGRAM -
SUPPLEMENTAL OBSERVATIONS
by
R. W. Bee and R. W. Spcwak
The Mitre Corporation
Westgate Research Park
McLean, Virginia 22101
Contract No. 68-02-0650
ROAP No. 21AFF-004
Program Element No. IAB013
EPA Project Officer: R. V. Hcndriks
Control Systems Laboratory
National Environmental Research Center
Research Triangle Park, North Carolina 27711
Prepared for
OFFICE OF RESEARCH AND DEVELOPMENT
U.S. ENVIRONMENTAL PROTECTION AGENCY
WASHINGTON, D.C. 20460
September 1974
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This report has been reviewed by the Environmental Protection Agency
and approved for publication. Approval does not signify that the
contents necessarily reflect the views and policies of the Agency,
nor does mention of trade names or commercial products constitute
endorsement or recommendation for use.
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ABSTRACT
The larry car, developed jointly by the American Iron and Steel
Institute and the Environmental Protection Agency, was tested at the
Jones and Laughlin Pittsburgh Works by The MITRE Corporation during
the Spring and Summer of 1973. The purpose of these tests was to
demonstrate the improvement in atmospheric conditions that can be ob-
tained while charging a slot type coke oven. New larry cars having
both similar and contrasting features are currently in operation on
other slot type coke ovens, and their effectiveness should logically
be assessed as an adjunct to the J & L car evaluation process. This
report describes the procedures used to gather comparative operational
information at the Weirton Steel Corporation, Division of National
Steel Corporation, Brown's Island Coking Plant, where two charging
cars, similar in several ways to the J & L car, are in production
operation.
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ACKNOWLEDGEMENTS
The observations recounted in this paper were performed by The
MITRE Corporation under the sponsorship of the Office of Research and'
Development, U. S. Environmental Protection Agency. The effort was
carried out as an adjunct to Project 0750 at the direction of
Mr. R. V. Hendriks, Project Officer for EPA.
The authors would like to express their appreciation for the
splendid cooperation and support of Weirton Steel personnel, particu-
larly Mr. Houston Woods, Director of Environmental Control; Mr. Gene
Current, Assistant Director of Environmental Control; Mr. Thomas
Emmerth, Assistant Superintendent of Brown's Island Coke Plant; and
their respective staff members. The task of gathering the required in-
formation was aided immeasurably by the help of these gentlemen.
The design of the particulate sampling equipment represents the
adaptation of an earlier MITRE design to the unique problems en-
countered in the proposed observations. Mr. Andrew Wallo III, played a
major role in the adaptation and fabrication of the particulate
sampling equipment used and described in this report.
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TABLE OF CONTENTS
LIST OF ILLUSTRATIONS vi
LIST OF TABLES vi
1.0 CONCLUSIONS 1
2.0 INTRODUCTION 9
3.0 SYSTEM DESCRIPTION 11
3.1 Historical Background 11
3.2 Oven Description 12
3.3 Charging Car Description 15
4.0 CHARGING OPERATIONS 25
4.1 Coking Cycle 25
4.2 Charging Sequence 25
4.3 Leveling Procedure 29
4.4 Collecting Mains 30
4.5 Coal Description 31
5.0 CHARGING OBSERVATIONS 32
5.1 Reporting Procedures 32
5.2 Summary of Performance Observations 34
5.3 Functional Operating Times 39
5.4 Particulate Sample Collection 40
5.5 Gas Constitutent and Concentration Measurements 51
6.0 LARRY CAR WORK HISTORY 56
6.1 Work and Maintenance Schedule 56
6.2 Significant Events 57
6.3 Operator Performance 59
6.4 Future Modifications 59
APPENDIX A - CHARGING OBSERVATION LOG SHEETS 61
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LIST OF ILLUSTRATIONS
Figure Page
1 Weirton Car Arrangement 15
2 AISI/EPA Car Arrangement 17
3 Overhead View of Oven Positions in the Charging
Sequence 26
4 Simplified Schematic Diagram 43
5 Particulate Sampler in Simulated Use 44
6 Sampling Head 45
7 Orifice Assembly for Sample Flow Measurement 45
8 Bypass and Fan Arrangement 47
9 Typical Area of Greased Slide, Charge to Oven C-22
on 3/13/74 47
10 Typical Filter Element Area, Charge to Oven B-13
on 3/26/74 49
11 Typical Filter Element Area, Charge to Oven C-24
on 3/15/74 49
12 Typical Filter Element Area, Charge to Oven A-ll
on 3/26/74 50
LIST OF TABLES
Table Page
1 Display of Weirton Charging and Dampering Sequence 27
2 Observed Operation Times 41
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1.0 CONCLUSIONS
Information was gathered on the design and operation of the new
charging cars operating on the Brown's Island battery of the Weirton
Steel Division, National Steel Corporation. A comparative analysis
with the AISI/EPA charging car demonstration of the ability to re-
duce emissions due to charging was then performed. A direct com-
parison was made in areas where the similarities between the Weirton
cars and AISI/EPA car designs are strong. In areas where contrasting
features or procedures were observed, assessment of their success
relative to design intent and EPA objectives is reported.
The strong similarities between the two designs are: basic
automation of the coke oven top side activities, specifically control
of the damper, steam and ascension pipe caps, ascension pipe cleaning,
and lid removal-replacement; improved operator environment; improved
coal handling systems to control coal flow and contain emissions. An
integral part of the improvements in emissions containment is the im-
proved drop sleeve-to-oven port seals and aspiration of the ovens to
the collection main during charging. These features are considered
part of the charging system.
Both systems appear to have had reasonably good success in auto-
mation of the oven controls. Although the Weirton car has a somewhat
more complex set of functions (dual collection mains), both cars per-
formed required functions with only an occasional malfunction, usually
caused by misalignment of the actuating or control arms. Both cars
had lid lifting mechanisms which adequately performed the required
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functions. Both cars experienced similar .problems with the lid lift-
ing electromagnets and their associated wiring. The rerlidding cycle
for the Weirton car was a few seconds slower than the AISI/EFA car,
but this appears to be a function of the control system adjustment
rather than a basic difference in the design capability. The ascen-
sion pipe cleaning device on the Weirton car appears to work quite
well. There is still, however, an occasional need to manually clean
the ascension pipe goosenecks. The original design of the cleaner
for the AISI/EPA car was unsuccessful, reportedly because of align-
ment problems. We have not observed the operation of the replacement
unit so we cannot comment on its operation. We understand, however,
that its design is similar to the Weirton unit. If so, similar
results should be expected.
Both cars have had reasonable success in the improvement of
operator environment. This comment is not based on quantitative data,
but rather on conversations with several operators and "in the cab"
observations. There were, however, some comments at both locations
to the effect that the cab placement and configuration makes direct
observation of the car operation and oven conditions difficult, if
not impossible. Such restrictions of view may represent a safety
as well as an operational problem.
The two cars employ contrasting approaches to coal flow control.
The Weirton car uses a screw feed transfer conveyor, while the
AISI/EPA car depends on gravity to feed the coal directly from the
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hopper down through the drop sleeve into the oven. The screw feed
arrangement controls coal flow by stopping or starting the screw
transfer unit. The gravity feed is controlled by a butterfly valve
in the drop sleeve assembly. We understand that screw or turntable
feed is generally recognized as providing better coal flow control,
but that coal hopper clearance restriction on some batteries may pre-
vent the consideration of these designs for retrofit or replacement
cars. This was a major consideration in the choice of the gravity
feed system for the AISI/EPA demonstration car. A detailed analysis
of system performance is somewhat beyond the scope of this paper, but
observations to date would tend to substantiate the superiority of
the screw and possibly the turntable feeds over gravity feed. It does
appear that correction of certain proven design problems, such as
drop sleeve packing and side wall angle may substantially improve the
performance of the AISI/EPA gravity feed car.
Both the AISI/EPA and Weirton cars represent substantial improve-
ments in emission control compared to older cars observed. While the
AISI/EPA car seems more capable of sealing the emissions during the
charge, it is less consistent in overall emission control than the
Weirton car. The relief (coking) stacks on the Weirton car appear to
be the source of 50% of more of its emissions, especially near the
end of the charge. The AISI/EPA car, on the other hand, seems more
able to reduce emissions during this period, assuming that the drop
sleeves have properly seated in the ports. The Weirton car drop
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sleeve seal usually exhibits some leakage, but the rate (i.e., the
seal) is fairly consistent. The AISI/EPA car seal exhibits a more
"very good" or "very bad" tendency, perhaps because of its weight and
resistance to movement sometimes necessary to seal alignment. It was
concluded, however, that both the AISI/EPA and Weirton charging car
drop sleeve-to-oven port seals represent considerable Improvement
over older types of drop sleeves in the areas of both coal spillage
reductions and emission containment.
Containment of the emissions during the charging process at
both J & L and Weirton is heavily dependent upon the reduction of
oven pressure through steam aspiration. The original concept for
improvement of aspiration at J & L involved the replacement of steam
ejectors and the raising of steam pressure supplied to the ejectors
to 175 pounds. Marginal Improvements were obtained using the higher
pressure and the potential problem of increased coal carry over was
recognized. Experimentation showed that a reasonable compromise could
be achieved by running approximately 120 pounds pressure to the new
ejectors. It has been reported that further improvements have been
accomplished through the installation of jumper pipes between existing
"smoke holes." This has the effect of connecting two oven aspirating
systems in parallel and supplying an off take passage at both ends
of the oven as in a dual collection main system. Substantial improve-
ments in oven aspiration have been reported.
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The double collection main system at Weirton has performed well
under most charging conditions. Improvement has been attempted by
raising steam pressure to the ejectors, but coal carry over problems
were experienced causing some pressure reduction. The system is now
operating at an acceptable level and generally holds the oven close
to neutral during charging. A major portion of emissions for both
cars occurs after the drop sleeves have been raised for re-lidding
and are thus beyond the control of the car itself. The elimination
of these emissions will depend primarily on oven aspiration, leveling
procedures, and to a much lesser extent, the details of how the coal
was placed in the oven.
We recognize the impossibility of generalization as to production
rates for all battery conditions, much less production rates for other
batteries, but investigation and observations indicate that a rate of
40 to 45 ovens per 8 hour shift from a single set of functional ma-
chines would represent a reasonable production goal. On batteries
where operating units must be shared, this rate may be substantially
altered. Such sharing is praticed at J & L, but is not currently
practiced at Weirton. Observations and associated discussions of the
Weirton and AISI/EPA car indicate that the Weirton car has never been
and is not expected to be pacing unit of the battery under present
operating practices. This conclusion is consistent with the average
observed charging time of five minutes for the Weirton car. The
AISI/EPA car has displayed a tendency to be the pacing factor,
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particularly when operations are running behind the normal production
schedule. This statement is consistent with observed charging times
ranging from 7 to 10 minutes. The situation might be affected sub-
stantially, however, by changes in operating practice, such as the
adoption of stage charging (i.e., the cars might be more closely
matched).
Both cars provide flexibility in their opreation through the use
of independent/step controls for each function. This flexibility
allows the adoption of modified procedures, such as stage charging or
the circumvention of problem areas when mechanical or electrical prob-
lems occur. Judging from discussions with maintenance and operating
personnel, the Weirton car has undergone more extensive additions
and modifications to the control system than the AISI/EPA car. The
changes, most of which have been initiated by the local supervisory
and maintenance personnel, have for the most part proved to be useful
in both maintenance and operation under conditions of malfunction.
The training of operators to run the Weirton car has not pre-
sented a problem in terms of production rates or lost production.
The new operators go through a break-in period during .which time they
work in parallel with an experienced operator. The operators we spoke
to did not express any problems In learning the operation of the new
cars.
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Based on discussions and observations, the Weirton car has few
problems in the area of operability/dependability. With the excep-
tion of the two instances reported here, involving some damage by
fire, no lost oven production was attributable to the Weirton charg-
ing cars. During the observations, one car operated 24 hours a day
for five straight days without any malfunctions which caused produc-
tion delays or loss of production. We feel that much of this record
can be attributed to the mechanical arrangement of the Weirton car.
Elements of the hydraulic and electrical system are positioned away
from the drop sleeve, open charging port and potential flame and
heat. We also feel that the relatively light weight of the drop
sleeve assembly contributes to the lack of mechanical/hydraulic
problems. An additional factor which we feel has a significant im-
pact is a thorough understanding of car operation and control by
individual operators. This certainly reduces the incidence of equip-
ment damage caused by improper or negligent operation.
Equipment malfunctions will inevitably occur, but their impact
can be magnified by delays in remedial actions. An important factor
which tends to reduce the time required for resolution of maintenance
problems is the centralization of responsibility for initiation and
control of necessary work. At Weirton, the electrical department is
totally responsible for all equipment maintenance work except for the
heaviest mechanical work that may require special assistance. All
necessary trades are included in the make up of electrical department
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personnel. When outside help is required, they operate under the
centralized direction of the electrical department. These factors
improve coordination, reduce worker availability delays and generally
expedite required repairs.
One final point should be made to help place the comparison of
the two cars in perspective. That is, that the AISI/EPA car repre-
sents the retrofit of a new car to an older oven (P4 battery is
nearing 20 years of age), while the Weirton car is a new car designed
for and placed on an entirely new battery. Many of the problems
experienced by the AISI/EPA car can be traced to battery equipment
wear and misalignment problems. The difficulty experienced in pre-
dicting relative position changes caused by oven expansion, wear,
and modifications, tend to indicate that equipment intended for
retrofit should be designed to provide the maximum tolerance to
"misalignment" practical, and consistent with emission control, and
that new equipment should be given similar consideration in order to
minimize maintenance and operating problems as it ages.
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2.0 INTRODUCTION
The larry car, developed jointly by the American Iron and Steel
Institute and the Environmental Protection Agency, was tested at the
Jones and Laughlin Pittsburgh Works by The MITRE Corporation during
the Spring and Summer of 1973. The purpose of this testing was to
demonstrate the improvement in atmospheric conditions that can be ob-
tained while charging a slot type coke oven. New larry cars having
both similar and contrasting features are currently in operation on
other slot type coke ovens, and their effectiveness should logically
be assessed as an adjunct to the J & L (AISI/EPA) car evaluation pro-
cess. This report describes the procedures used to gather comparative
operational information at the Weirton Steel Corporation, Division of
National Steel Corporation, Brown's Island Coking Plant, where two
charging cars, similar to the AISI/EPA car, are in production operation.
MITRE observed these two charging cars in production operation
in March and April of 1974 using observers familiar with the coke
oven environment and the operation of the AISI/EPA car during the
original test period. This report presents three general subject
areas for which information was obtained. The first area concerns a
description of the Weirton coking system, including oven configura-
tion, larry car operation, and the coke oven charging procedures in
general. The second area involves the actual observation of the two
Brown's Island larry cars during the coal charging operation, which
involved recording of emission characteristics and electro-mechanical
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performance. The last area discussed is a brief work history of the
two larry cars obtained through interviews with coke plant personnel
responsible for the operation of the larry cars.
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3.0 SYSTEM DESCRIPTION
3.1 Historical Background
One of the newest slot type coking facilities in the United
States is located at the Weirton Steel Division of National Steel
Corporation in Weirton, West Virginia. The battery, comprised of 87
ovens, is located on Brown's Island in the Ohio River adjacent to the
main plant facility. At this time, the ovens and their associated
by-product recovery facility are the primary activities on the island.
Work on the construction of the Brown's Island facility was
started in August 1970. The oven was brought to a point where con-
struction of the charging cars could commence in August of 1972. The
oven first produced coke on May 31 of 1973 having experienced some
delay caused by a gas explosion during initial firing of the facility.
The ovens were considered to be in regular production operation at
that time and have been operating continually since that time.
The break-in period of the facility is defined as the time from
the first production of coke until the establishment of routine
operational and maintenance procedures with the associated substantial
reduction of production delays caused by nonfamiliarity with the new
equipment and procedures. Based on discussions with supervisory
operating personnel, reasonably smooth operation of the charging car
was achieved in December of 1973. Although occasional problems arise
which cannot be immediately resolved, supervisory maintenance
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personnel say they now feel confident in their ability to understand
the machine operation, and to solve problems in a timely manner as
they occur.
3.2 Oven Description
The Brown's Island facility employs some of the most recent coke
oven technology, including an enclosed pushing and quenching capa-
bility. The pushed coke is received by a closed refractory-lined
hopper car which is connected via ducts to a car mounted scrubber.
The hopper car is unloaded through bottom gates into stationary re-
fractory lined hoppers beneath the track. These hoppers in turn
feed the hot coke to the enclosed quench units. The resulting gases
are cleaned prior to release to the atmosphere.
The ovens are of the tall (20 feet) configuration and utilize a
double collection main by-product recovery system. Each oven charge
contains approximately 70,000 pounds of coal. The oven is charged
through four ports spaced unequally across the width of the oven.
The port design features a tapered oven top seat contoured to
accept and seal the lower portion of the larry car drop sleeve (boot)
and a matching lid which uses a "sharp edge" seal especially suited
for "setting" by rotation by the car mounted automatic lid lifter
mechanism. The cast iron lid has a sealing edge diameter of ~19-3/4
inches and the oven port has a minimum diameter of ~17-3/4 inches.
This diameter extends downward through the brickwork for a distance
of approximately 1 to 1-1/2 feet where the passage fans out laterally
to a width of 3 to 5 feet at the oven inner roof.
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During the oven charging cycle, aspiration of the ovens is ac-
complished using steam ejectors. The ejectors located in the collection
main side of the ascension pipe bend are of standard configuration.
They are currently operated at 100 pounds pressure and approximately
400°F+ steam.
During recent periods of operation at higher pressures, problems
were encountered in the by-product primary cooler spiral heat ex-
changers. The excessive coal carry over caused fouling of the liquor
side of the spiral heat exchanger. In addition, this problem was
aggravated by the cooling unit water having a high iron content
which in turn caused excessive scale to be deposited on the water side
of the spiral heat exchangers. The two problems combined to produce
high by-product input temperatures that came very close to causing
facility shutdown. The improvement of cooling water quality and the
reduction of aspirator steam pressure are credited with the current
solution to this problem.
During discussions of the carry over problem with Weirton personnel,
they voted some continuation of excessive coal carry over build ups
in the liquor traps and on damper valves. As a result, they found it
necessary to initiate more frequent trap clean outs. Although J & L
operating personnel reported no problems with by product cooling units,
they also reported a requirement to clean the traps at more frequent
intervals as compared to operation with lower ejector steam pressures.
A possible explanation for the differences in operating experiences
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between the two sites is that the Weirton coal preparation process
produces a higher proporation of fines than the J & L process. This
could allow a higher preparation of cool dust to pass the trap and
potentially foul the cooler units. This situation is being investiga-
ted and appropriate action will be taken.
The seal of the ascension pipe caps is an area in which problems
are frequently encountered. The design of the cap is similar to the
charging port design in that a sharp edge seal is employed. The cap
is allowed to "float" with respect to the hinge mechanism to provide
a self-centering seating action. Considerable leakage around caps
was observed immediately after a charge, with many continuing to
leak for several hours into the coking cycle.
It appears that the relatively short "leak path" around the
"sharp edge" seal is not readily plugged by the self-sealing action
of condensing and hardening tars and carbon build-up. An investiga-
tion of the problem is currently under way by Koppers and two new cap
configurations are undergoing tests on operating ovens. A solution
to the problem is important, since observation indicates that the cap
leaks account for a substantial portion of the ambient background
emissions (conditions between charging operations). Also, cap leaks
occurring during charging and aspiration diminish the vacuum capacity
available at the charging ports. Although probably not sufficient to
make the difference between a negative and positive port condition,
the lost capacity would allow emissions to the atmosphere which would
otherwise be contained by the recovery system.
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3.3 Charging Car Description
The two charging cars operating on the Brown's Island Battery
utilize some of the most significant improvements in modern coke oven
technology. The cars are of the basic screw feed design, but several
features have been added to improve car operation and the conditions
in which the machine operators work. These features are discussed in
the following .section.
The charging car coal handling system (Figure 1) for each of the
four charging sleeves is comprised of a car mounted hopper, a screw
type conveyor fed by gravity from the hopper, a "slide plate" valve,
a "drop-boot", and a device for mechanically removing and replacing
the charging port lids. The significant difference between this coal
handling system and the system used on the AISI/EPA car (Figure 2)
is the use of the screw conveyor to control the coal flow as opposed
to an oscillating "butterfly" valve in the lower portion of the "drop
sleeve" on the AISI/EPA car.
The coal is gravity fed from the main hopper to the screw con-
veyor which can be stopped or started using separate controls in the
control cab. The slide valve at the drop sleeve end of the screw
conveyor is not used to control the primary coal flow. Its primary
function is to seal the drop sleeve after the charge and also to pre-
vent coal tailings from the conveyor tube from falling on the oven
surface or the lid lifting mechanism. This arrangement provides a
positive coal feed through the screw to a point above the slide plates,
From this point, the coal drops loosely through the open slide plate,
through the drop sleeve assembly, and into the open charging port. In
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RELIEF STACK
(ON 12 and #3 SLEEVES)
COAL HOPPER
HYDRAULIC LID
LID OSCILLATOR LIFTER
MECHANISM
SLIDE VALVE
HYDRAULIC CYLINDER
CARRIAGE MOVEMENT
HYDRAULIC CYLINDER
MOVEABLE CARRIAGE
BOOT ASSEMBLY
FIGURE 1
WEIRTON CAR ARRANGEMENT
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OSCILLATING "BUTTERFLY VALVE"
COAL HOPPER
HYDRAULIC DROP SLEEVE LIFTING CYLINDER
LID LIFTER MECHANISM
FIGURE 2
J & L CAR ARRANGEMENT
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contrast, the coal in the AISI/EPA car Is fed by gravity to the drop
sleeve assembly. The flow of coal is controlled by the butterfly
valve in the lower portion of the sleeve which oscillates back and
forth to allow the coal to feed past it into the open charging port.
The AISI/EPA car is designed to maintain some coal on top of the
butterfly valve to improve the sealing function of the drop sleeve
after the charge. The intent of both systems is to seal the lower
portion of each drop sleeve after the hopper has emptied until the
re-lidding sequence can be initiated.
The Number 2 and Number 3 sleeves on the Weirton car are equipped
with relief stacks connected to the system at the drop sleeve end of
the screw conveyor above the slide plate valve. The other two sleeves
(Number 1 and 4) also have attachment points for similar stacks but
these are blocked off by cover plates installed at the time of car
fabrication. During the latter portion of the charge when Number 3
and Number 2 hoppers have emptied, the stacks vent emissions caused
by oven back pressure until slide plate valve closure is initiated.
If emissions caused by oven back pressure are present on sleeves 1 or
4, and the slide valve is not closed, the emissions are vented through
the screw conveyor and up through the empty hopper. Closure of the
slide plate valves effectively stops emission venting through both
the stacks and the empty hoppers.
The lid lifting mechanism on the Weirton car utilizes an electro-
magnet to secure the port lid to the lifting mechanism. The lifting
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and lateral motion is supplied by a combination of hydraulic piston
cylinders. When the lid is replaced after a charge, the lifter
mechanism rotates the lid in its oven-top seat to improve the lid
seal. This rotating action is supplied by a hydraulic rotary actuator.
The lid lifting mechanism is mounted on a wheeled carriage along
with the drop sleeve assembly. The drop sleeve or "boot" is fairly
light in weight. It is composed of two interlocking sections with a
self-aligning inner seal ring. The horizontal movement of the car-
riage places either the drop sleeve or the lid lifter over the charg-
ing port on which the car is spotted. The complete carriage unit
moves beneath and is independent of the slide plate valve. The action
of each sleeve carriage can be controlled independently or they can
be operated as part of the automatic master charge sequence.
The horizontal carriage motion is controlled by a cylinder lo-
cated at the extreme end of the track assembly. The vertical lifting
motion for both the drop sleeve and lid lifter are supplied by a
cylinder located on the back end of the moveable carriage. Because
the same lift cylinder is used for the lid lifter and the drop sleeve,
they move up and down in unison regardless of which is in current
functional use. The lid rotating motion is supplied by an actuator
forming a part of the vertically moveable portion of the lid lifting
unit. It is located behind the lid magnet and is connected to it by
two operating rods. The arrangement described maintains maximum
separation of system hydraulic components from the area directly above
an open charging port.
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The major difference between these functional systems on the
Weirton car and the AISI/EPA car is the separation of the drop sleeve
assembly from the moveable carriage. On the AISI/EPA car, the drop
sleeve is raised to allow the lid lifter mechanism to move horizon-
tally under it. The lifter mechanism is lowered to secure and lift
the cap. It _is then retracted to allow the drop sleeve to be lowered
for the charge. No horizontal movement of the drop sleeve is necessary
during the sequence. The drop sleeve is quite heavy on the AISI/EPA
car. Added to this is the weight of the coal being gravity fed into
the top of it. This weight is utilized to achieve seat alignment and
seal integrity in the oven top port during the charging operation.
The separate hydraulic cylinder used to raise the drop sleeve assembly
is located on a heavy frame along the upper side of the sleeve
assembly.
The Weirton car is designed to minimize the requirements for
oven top workers. The lid lifting and re-lidding mechanism performs
one of the functions normally handled by these personnel. A second
function, the control of the collecting main damper and the steam
ejectors, is accomplished through the use of operating arms attached
to hydraulic rotary actuators mounted on the car. Eight such arms
are used, four on either side of the car to operate the pusher and
coke side ascension pipe controls. The arms operate in pairs, one to
open the damper and one to close it; one to open the ascension pipe
caps and one to close them and simultaneously turn on the ejector
steam. The steam can also be turned off by the proper operation of
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the arms. All arms operate on controls of the oven on which the car
is spotted. All control functions can be performed on this oven
without moving the car.
The chore of ascension pipe cleaning (normally handled by the
car operator) is performed by two car mounted mechanical cleaning
devices controlled from within the cab. The units rotate outward from
the car to contact the edge of the open ascension pipe. An interlock
prevents the completion of the operation unless the caps are open and
the frame of the device is properly seated on the edge of the open
pipe. When seated, the device extends a shaft into the open pipe. A
serrated scraper known as a "cookie cutter" mounted on the end of the
shaft cleans the sides of the ascension pipe bend. At the end of the
outward stroke, the scraper is automatically retracted and raised
back to the stored position on the car. The complete cleaning system
is operated hydraulically.
The functions of ascension pipe control and cleaning are achieved
in a similar manner on the AISI/EPA car. A few operational differences
are, however, worthy of mention. The AISI/EPA car employs a single
operating arm to control the functions on the oven to be charged. A
second operating arm is positioned so as to control the lid and dam-
per on an oven to be charged in the next sequence. The car mounted
ascension pipe cleaner is positioned to operate on the same oven.
The ascension pipe cleaner on the AISI/EPA car was originally de-
signed to employ a rotary flail-type cleaner, however, recent changes
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in design have modified this concept. It is understood that a scrap-
ing action similar to the Weirton device will be utilized on the new
system.
The original design of the Weirton cars did not call for vibra-
tors on the hopper units to assist in coal flow. After experiencing
some occasions where wet coal clung to the hopper side, the decision
was made to install and test electro-mechanical hopper visbrators on
the car. Two such units were attached to the sides of hoppers 2 and
3. A manual control switch for the two vibrators was installed on
the control panel in the cab. The switch is connected in such a way
as to allow vibrator operation only during a charging sequence.
During the normal .operation of the car (as observed during the
two week period), the vibrators were not used. On two occasions in
which the car capabilities were being demonstrated to new operators,
the vibrators were turned on for a short period. Operating personnel
report that the vibrators are needed only during the most severe "wet
coal" conditions and are generally capable of clearing the hoppers
with only a short burst of operation. We were told that no plans had
been made to install vibrators on all the hoppers at this time.
The occasional use of vibrators on the Weirton car is in contrast
to the programmed use of vibrators on the AISI/EPA car. The vibrators
are automatically controlled as part of the AISI/EPA car charging se-
quence and operate for a set period of time. Controls on the cab
panel do, however, allow the operator to turn off the vibrators.
22
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The control of the Weirton car during a charging operation is
accomplished through the use of electro-mechanical timers and relay
logic circuitry. Solid state circuitry is utilized only in the trac-
tion drive motor proportional control units. In addition to the
normal relay logic circuitry, a number of circuits which bypass certain
logic interlock strings have been added. These bypasses which have
limited access and are not used in normal operation, provide an
emergency capability to clear the car functions and allow it to move
or be moved along the top of the battery. It is also possible using
certain types of these bypasses to manually operate some of the car
functions should a malfunction occur in the normal control logic. It
was reported that this bypass capability has been responsible for
maintaining production in several instances when malfunctions occurred
and the spare car was not immediately available for relief operation.
Operation of the car using these circuits generally requires a second
operator in the car equipment room and close coordination between
the cab operator and the bypass operator.
No method is provided on the Weirton car for the indication of
coal level in the hoppers or coal flow in the system. The initiation
of an automatic charge cycle starts timing devices which open the
slide valves and sequentially start the conveyor screws. The screws
continue in operation until the timed sequence runs out or the car
operator judges that the hoppers are empty. The operator uses several
observations to aid him in this decision. They include elapsed time
from the start of the charge, observed activity around each drop
23
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sleeve, the position of the leveler bar, flow of smoke from the 2 and
3 sleeve stacks, and the observed drop in screw motor current when
the hoppers go empty. The operator can also leave the cab and visually
check the coal level in the hoppers through ports cut in the side of
each hopper. This, however, is seldom necessary.
The lack of level sensing devices is in contrast to the multi-
point level sensing system used on the AISI/EPA car. The charging con-
trol system senses the "20% remaining" level signal and interrupts
the coal flow at this time to start the leveling sequence. Coal flow
is started again when the pusher operator confirms the start of
leveling. The lower level sensor ("hopper empty") is responsible for
stopping the coal flow to insure the presence of a coal plug above
the butterfly valve.
The last feature of note is the improvement of the operating cab
environment. The cab is closed and was observed to be generally free
from charging emissions during relatively heavy smoke conditions. An
air conditioning unit in the cab seems to be quite effective. In
addition to this unit, a second unit has been added to"the cars elec-
trical equipment room to hold its temperature at a lower level. The
operators seemed quite pleased with the conditions compared to those
generally associated with the operation of a larry car.
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4.0 CHARGING OPERATION
4.1 Coking Cycle
As in most plants, the coking time is a function of several
variables including product demand, coal characteristics, manpower
availability and raw material availability. During the two weeks of
observation, the coking time had been raised to 23.5 hours because of
shortages of delivered coal. The longer cycle decreased the plant
production rate, and thus the number of charging operations performed
in a shift.
The operating pace had been slowed to 30 ovens per 8 hour shift.
We were told that a rule of thumb for a normal production rate change
is to add or drop 1 over per 8 hour shift. Their normal production
pace utilizes between a 17 and 18 hour coking cycle. .To this date,
the Brown's Island Battery has reached and maintained a maximum of
39 ovens per shift. It is expected to be able to maintain a maximum
production schedule somewhat above this rate.
4.2 Charging Sequence
After the larry car fills its hoppers at the coal bin, it then
proceeds to the oven that is scheduled to charge (A-l in this example),
A sequential numbering system is used in which the 87 oven batteries
are divided into three equal sections; A, B and C. Figure 3 presents
a small portion of Section A to clarify the discussion of the charg-
ing sequence, while Table 1 displays a portion of the Weirton charg-
ing and dampering sequence. The first operation the larry car opera-
tor performs is to spot the larry car over the oven to be charged.
He accomplishes this by aligning pointers on the larry car with the
25
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CHARGING PORT
o o. o o
o o o o o
O O O O Q
o o o o o
-LARRY CAR
TRACKS
A-l
A-2
A-3
A-4
A-5
CHARGE
HALF DAMPER LIDS REMOVED
FULL DAMPER
FIGURE 3
OVERHEAD VIEW OF OVEN POSITION IN THE CHARGING SEQUENCE
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TABLE 1
DISPLAY OF WEIRTON CHARGING AND DAMPERING SEQUENCE
Charge
A-l
B-l
C-l
A-3
B-3
C-3
A-5
B-5
C-5
A- 7
B-7
C-7
A-9
B-9
C-9
Half -Damper
A-2
B-2
C-2
A-4
B-4
C-4
A-6
B-6
C-6
A-8
B-8
C-8
A-10
B-10
C-10
Remove Lids
A-3
B-3
C-3
A-5
B-5
C-5
A- 7
B-7
C-7
A-9
B-9
C-9
A-ll
B-ll
C-ll
Damper
A-5
B-5
C-5
A-7
B-7
C-7
A-9
B-9
C-9
A-ll
B-ll
C-ll
A-13
B-13
C-13
27
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oven flue caps two ovens behind. Once this is done, the operator
activates the automatic gooseneck cleaner buttons, and the necks of
the ascension pipes are purged automatically. The larry operator is
now ready to charge, and waits for the go ahead signal from the pusher
car. Upon receiving the signal, the operator activates the actuator
arm which closes the ascension pipe caps and turns the collecting
main steam on simultaneously. When these tasks are complete, the
operator presses the master charge button which initiates the actual
charge. The larry car now operates automatically until the end
of the charge, at which time the lid return cycle is initiated by
the automatic timers, or by the operator, depending on the selected
mode of operation. After the charge is over, the operator backs
up and half dampers oven A-2 to stop cross flow across the oven
caused by unequal pressures in the collecting mains. Next the
operator removes the lids from the oven being pushed, A-3, which will
undergo a decarbonlzation cycle of approximately 40 minutes. The
operator then backs up to the next oven to be pushed, A-5, and full
dampers it, while also opening the ascension pipe caps. During the
week of March 24-29, the lids were left on the charging ports during
decarbonization in order to build up a layer of carbon at the top of
the oven. Because of this, lids had to be removed just prior to the
gooseneck cleaning step in the ordinary charging sequence. As a re-
sult of a lid lifter malfunction, an indicator lamp signaled that a
lid had been removed when it had not. The operator, thinking he had
a clear port, initiated the charge into a closed port. This caused
considerable coal spillage on the oven top before the condition was
28
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detected and the feed stopped. This problem had reportedly occurred
several times on the night shift. No problem was discovered in the
lid lifter mechanism, but in order to insure proper removal of the
lids, the larry car operator would come off his spot following the
lid lifter operation, to visually check lid removal. The car was then
respotted and the charge was performed in the normal fashion. This
practice added several seconds to the normal time required for a
charge, but the larry car was generally ahead of the other elements
of the operation.
4.3 Leveling Procedure
After the larry car has charged the oven with about 80% of its
coal, the leveling sequence begins. The pusher car receives a signal
in the form of aloud buzz from the larry car. This buzz is activated
by a timer in the master charge button electronic control circuitry.
Leveling is then initiated in the pusher car by pushing the automatic
leveling sequence button. All leveling from this point in time is
automated. The leveling is performed with the coal flowing from the
number 2 drop sleeve. This was a very consistent leveling practice
at Weirton, and no deviations from this scheme were observed.
There has been a problem at the Brown's Island Battery involving
coal spillage during the leveling procedure. During the earlier
operation of the Brown's Island Battery, the leveler bar had been in-
serted into the oven considerably earlier in the charge, and was
leveling for some longer period of time. The Weirton personnel ob-
served excessive amounts of coal spillage during this time, and as
a result, the leveling sequence was altered. A shorter leveling
29
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period was initiated and the coal spillage was decreased because of
the lower number of leveler bar strokes, each of which drags some
coal out of the chuck door. This represents a trade-off of changing
of the leveling time to prevent coal spillage against the fact that
waiting a longer period of time to level causes the open gas passage
to both ascension pipes to be reduced.
There having been two alternative coal spillage reduction methods
proposed at Weirton. The first was the use of air hoses to blow the
coal wedged between the leveler bar baffles loose to keep the leveler
bar operating at peak efficiency through each leveling stroke. Heat
seemed to be a problem as far as hose maintenance was concerned, and
the idea was abandoned. Another proposed solution was the use of a
chain to dcag along the top of the leveler bar to knock the coal
loose between the leveler bar baffles in its reverse stroke.
4.4 Collecting Mains
The Brown's Island Battery utilizes a double off-take collecting
main system to service each four charging port oven. The coke side
and pusher side collecting mains are interconnected by two overhead
cross-over pipes that span the oven approximately at one third and
two thirds of the oven's distance lengthwise.
The standard pressure and temperature at which the mains operate
are 11 mm and 72°, respectively. These are variable controls and are
increased and decreased as the coke plant superintendent deems nece-
ssary during different coking schedules and special situations.
30
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4.5 Coal Description
The Brown's Island Battery is equipped with its own separate coal
preparation plant which is divorced from the mainland coal preparation
plant. The coal is currently sized at 72% passing an 1/8 inch screen.
31
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5.0 CHARGING OBSERVATIONS
5.1 Reporting Procedures
Direct observations of the larry car performance in production
operation were made by personnel familiar with details of the charg-
ing operation, and the coke oven environment. In order to make the
observations simple and efficient, no instrumentation was employed to
measure emission quantities. The observation scheme relied instead
upon the judgement of the observer to assess the relative quantities
of observed emissions from some pre-defined points on the larry car.
The observer characterized the emissions from each designated point
as either a blank box (none observed), L (light flow), M (medium flow),
or H (heavy flow). The basis for this Judgement was developed by
watching several typical charges by the car and moderating the obser-
vations based on recalculations of emissions flows on the J & L cars,
including the AISI/EPA car. In addition to the flow information re-
corded, other observations such as the general color of emission, the
presence of flame at a point, and the dynamic flow characteristics
(puffy, increasing, decreasing, changing to) were also noted.
The points designated for observation were the areas around and
immediately above each drop sleeve (boot) seal, the four hopper tops,
and the stacks attached to the number 2 and 3 sleeves. It is esti-
mated that these points account for at least 90% of the emissions
through the car during a charging operation. All of these points are
visible from a point on the oven surface approximately 50 feet in
32
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front of the car. The observer remained at this approximate position
throughout the charging operation under observation. From this point,
it is generally possible to differentiate emissions from sources
other than the car and to judge the flow characteristics.
During the charging operation, a record was made of observations
at IS second intervals. This interval was found to provide a reason-
ably accurate account of the charging conditions. This interval was
too short to allow the observer to record information directly on the
form, so a portable tape recorder was used to record the observer's
verbal commentary. This technique allowed the inclusion of sufficient
detail and added commentary to provide a basis for completion of the
observation form. The completed forms are included as Appendix I of
this report.
A hand-held stop watch was used by the observer to provide
timing information on the various segments of the charging operation.
An overall time for just the charging operation (coal flow start to
last lid on) was obtained for each of the observed charges. In addi-
tion, other segments and combinations of segments were timed to pro-
vide a comprehensive picture of the cars' operational pace. The total
operation during the week of March 11-15 was on a reduced production
schedule, therefore, steps involving operator initiated operations may
not have been performed in the shortest practical time.
33
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During the period of the observations, the general weather con-
ditions remained relatively constant. No rain was experienced and
the temperature ranged from the 50's up to the 70's. Due in part to
the location of the oven (unshielded by adjacent structure on an
island in the middle of a river), a constant breeze was present,
ranging from a light 2-4 mph to continuous 15-18 mph wind. This wind
was responsible for the rapid dispersal of emissions as they rose from
the top of the oven or car stacks.
5,2 Summary of Performance Observations
The basic impression obtained from the observations is that -the
larry car is very consistent in its operation. For example, the ob-
served charging times for 57 operations was between 1 minute,
30 seconds and 1 minute, 50 seconds with an average time of 1 minute,
39 and 2/10 seconds. Most of the observed spread in time can be ac-
counted for by variations in the start of the operator initiated re-
lidding cycle. A second example is the occurrence of a small puff of
emissions from number 2 stack during the first 10 seconds of the
charging operation.
Examination of the reporting forms shows that the first 30
seconds of the charge is fairly free from emissions except for this
puff. Certainly this is due in part to the mechanical timer control,
but the overall consistency of charge quality (emission level) cannot
be achieved unless all goes smoothly, such as coal flow, leveling,
re-lidding and oven control operation. The dependability was further
34
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attested to by the fact that the lid man spent much of his time riding
in the larry car cab. When a malfunction did occur, such as a lid not
seating properly, he came down, quickly fixed the problem and returned
to the cab. Discussions with the car operators confirmed the fact
that little trouble has been encountered with coal flow. They also
related a feeling of overall dependability, with some commenting that
this car was more complicated than the other cars they had operated
but that it worked well "in spite of this." In general, the mechan-
ical problems observed were minor in nature and were handled by the
car operator and lid man on duty at the time.
The spotting of the car on an oven is accomplished by aligning
a car mounted pointer with flue caps set in the oven top. This is
done by sighting down through a window on either side of the control
cab. The system appears to provide the needed accuracy and it is
simple to use. The only observed problem with the system was the
visibility of the pointer and cap during certain light conditions.
Late in the afternoon, the sunlight would strike the surface of the
cab window in such a way as to obscure the spotting pointer and cap.
The condition was similar on both sides of the car. It appears that
the problem could be eliminated by shading the lower windows in an
appropriate manner.
The drop sleeve units appear to have little problem in seating
properly in the open charging ports. The lower portion of the unit
can be canted considerably before a reasonable seal is lost.
35
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Mis-spotting of the car can, however, cause a visible gap in the
boot-to-oven seal. This seemed to occur primarily when the car was
being respotted after a check to insure that all lids had been re-
moved. No explanation was obvious since the same spotting facilities
are used for both the initial and re-spotting operations.
The ascension pipe cleaners worked well during the period of obser-
vation. No malfunctions were observed and their cleaning ability
appeared adequate. It was reported that on two occasions the scraper,
or "cooky cutter," had fallen off the end of the ram into the collec-
tion main. In order to prevent this, a steel cable has been fastened
around the scraper and to the ram shaft. The reported production
delay caused by a malfunction of the cleaner involved the premature
extension of the ram as the uiit was swung down to the operating
position. This was traced to a sticking interlock switch in the logic
circuit. The event has not been repeated, and no remedial action is
felt to be necessary.
The lid lifters performed well during observation. The only
problem involved two occasions in which two separate units failed to
remove lids. On an occasion, the unit was recycled and operated pro-
perly on the second try. On the other occasion, the lid was removed
by the lid man without a second try by the lifter. On both occasions,
the lifters worked without further problems on succeeding charges.
We were told that occasionally the lid detector interlock switch does
not actuate when in contact with the lid, and the magnet does not
36
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energize. We were told that on one occasion, the magnet picked up a
flue cap cover instead of the port cover. The cap detector interlock
was made, and a charge was attempted with the lid in place. This re-
sulted in a considerable coal spill before the coal could be stopped.
No serious problems in unit operation were observed or reported
but it was noted that the electrical connections for this unit show
rapid deterioration and are reported to be difficult to keep in good
repair. No problems were observed in the unit hydraulic system, but
it was reported that flexible elbows and couplings in the system had
shown some tendency to leak prematurely. A more durable replacement
for these units is being sought.
It seemed that the rotating action of the lifter is slow in com-
parison to the operation of the AISI/EPA car. The time between a rota-
tion in one direction and a reverse rotation is long. This caused no
observed problems but a "ready to travel" car condition might be
achieved a few seconds earlier if the delay could be shortened.
The car mounted actuators which control steam, ascension pipe
cap closure, and damper action, performed with only minor malfunctions
during the periods of observation. On several occasions, the lid
failed to travel over center when closure was attempted. Recycle of
the system did not solve the problem and the cap was closed manually
by the lid man. On two occasions, the actuator arms became jammed
in the control levers and had to be freed manually using a long pry
bar. We were told that the control levers are occasionally bent
37
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causing misalignment of the arms. It was reported that this problem
is solved by occasionally checking the levers and re-aligning them
using a sledge hammer and wooden wedges. No serious delays have been
reported as a result of control misalignment.
The screw conveyor and slide plate valve functioned normally dur-
ing the observation period. No malfunction in their mechanical oper-
ation was observed, however, a coal plug did occur once on number 4
drop sleeve. It was reported that the coal had plugged in the charg-
ing port and caused a packing action back through the system. It took
about 5 to 10 minutes to clean the plug in the port and complete the
charge. During a discussion following the incident, operating and
supervisory personnel did not feel that any car associated malfunction
had caused the problem. It was suspected that the possibility of late
leveler bar entry had caused or contributed to the problem.
During observed activities, attempts were made at timely closure
of the slide valves based on an observed drop in screw feed motor
operating current. The slight drop in current proved hard to detect
and coordination of the activity was difficult to accomplish. The re-
sults of the trial runs did, however, indicate the value of timely
valve closure by the observed reduction in emissions through the stacks.
It appears that a valid and perhaps easier-to-implement approach would
be the monitoring of coal flow in the sleeve just above the slide
valve. When the detector indicates the end of flow, the valve can be
closed immediately and the screw stopped. The sensor might be
38
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arranged to mechanically operate a switch which would provide a sig-
nal or initiate closure of the slide plate valves automatically.
The electro-mechanical vibrators were not used in connection with
normal charging during the observation periods. They were turned on
twice to demonstrate their use to new car operators and they were
turned on once as a demonstration for the observer. Conversation with
car operators and supervisory operating personnel indicate that the
vibrators are dependable in their operation and effective in removing
coal clinging to the sides of the hoppers.
5.3 Functional Operating Times
As a part of observation activity, various segments of the charg-
ing cycle were timed to determine the cars' current operating pace.
This section presents the results of this activity.
During each charge for which an observation record was made, a
time for the charge was taken. The total charging time as observed
by MITRE was defined as the time period between the initiation of the
coal screw feed and the completion of the lid replacement cycle. This
"total charging time" was recorded for 57 individual charges, and the
average was found to be 1 minute and 39.2 seconds. The maximum charg-
ing time observed was 1 minute, 50 seconds, while the minimum was
found to be 1 minute, 30 seconds. The occurrence of the coal plug on
number 4 sleeve appears in this average as the time elapsed to the
first re-lidding. No time was recorded for the clearance of the port
and the completion of the charge to the number 4 port.
39
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In addition to the standard time taken for each observed charge,
segments of the total charging operation were timed. A summary of
these times appears in Table 2. The terms "return to travel" and
"ready to travel" refer to a condition in which the car is moving or
ready to move to some other location on the oven.
Based on the cycle time from car spotting to travel to the coal
bin of 3 minutes, 30 seconds, and the hopper filling time of 1 minute,
an 8 minute complete cycle time does not seem unreasonable. The 39
oven per 8 hour shift pace that has been maintained on occasion in
the past, represents an average cycle time of 12.3 minutes. It ap-
pears, however, that the pacing production system may be the coke side
door machine which has a planned operating cycle time of a little
over 10 minutes.
5.4 Particulate Sample Collection
As a part of the observations of oven charging activities, a num-
ber of particulate samples were taken around the number 2 and 3 drop
sleeves and in the free emission plume around the bottom of the
charging car. The device used to obtain these samples was designed
and constructed by MITRE to perform this specific sampling task. A
description of the device and test results is contained in this section.
During the course of testing at the J & L facility, considerable
difficulty was encountered in obtaining a particulate sample which
could provide meaningful data on the physical characteristics of the
emitted material. These problems gave rise to the development by
40
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TABLE 2
OBSERVED OPERATION TIMES
Approximate Time To Fill The Hoppers In the Coal Bin 1 Minute
Ascension Pipe Cleaning Cycle
Lid Removal/Complete Cycle
Lid Lifting Cycle/Timed From The Sleeve Raise Until
The Lid Was Replaced
Lid Lifter Oscillation And Return To Travel Ready
Status
Slide Valve Closed To Lid Lifter Ready
Drop Sleeves Down To Ready Travel
Lids On, Half And Full Damper To Ready Travel
Spotting Of Car For Charge Through Half And Full
Damper Cycle To Coal Bin
30 Seconds
16 Seconds
8 Seconds
9 Seconds
32 Seconds
2 Minutes, 10 Seconds
53 Seconds
3 Minutes, 30 Seconds
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MITRE of a direct impaction particulate collection device dubbed the
MITRE Carrousel. The device was configured to pass glass microscope
slides through the emission duct opening. The slides, one surface of
which was coated with silicon grease, collected particle samples for
direct viewing and analysis under an optical microscope. Details of
this device and its operation are reported in MITRE WP-10480 and the
coke oven testing program final report.
A similar approach was selected for use in collecting particle
samples during the observations at Weirton. The two major differences
were that sample flow through the sampling device was controlled by a
fan and the smaller material not deposited on the greased microscope
slide was collected on a filter element through which the entire
sample flow passed. A simplified schematic of the device is shown in
Figure 4, and Figure 5 pictures the device in simulated use.
The intent of the device is to draw a representative sample
through the first orifice in the sampling head at a velocity approxi-
mating the concentrated emission plume velocity in free air. The
value of this velocity was selected based on in-duct and free space
velocity measurements made during the coke oven tests at J & L and
was nominally 10 ft/sec. The stream from this orifice is directly
perpendicular against the greased surface of the microscope slide
shown in Figure 6. The slide is held in clips in a chamber in such a
way that the sample flow can pass around all four edges. The sample
flow continues through an exit orifice at the rear of the chamber and
42
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SAMPLE INLET
GREASED SLIDE
-FILTER'HOLDER AND FILTER
ORIFICE FLOW METER
BY-PASS AND BY-PASS VALVE
ORIFICE
AXIAL FAN-
FIGURE 4
SIMPLIFIED SCHEMATIC DIAGRAM
-------
FIGURE 5
PARTICULATE SAMPLER IN SIMULATED USE
-------
FIGURE 6
SAMPLING HEAD
FIGURE 7
ORIFICE ASSEMBLY FOR SAMPLE FLOW MEASUREMENT
45
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into a filter element holder. The filter element which restricts
particle passage down to approximately .7 y is pre-weighed to allow
measurement of the deposited material. From the filter, the air flow
passes into a 1-1/2 inch tubular passage which serves two functions;
a handle extension, and a housing for an orifice flow meter (Figure 7).
The flow meter provides a facility for measuring sample volume flow
and thus the capability for determining sample velocity at points of
interest in the system. In order to adjust the flow through the
sampling system, a controllable bypass circuit is provided, as shown
in Figure 8.
The following is a brief description of the samples collected
based on visual observations of the greased slides, the filter ele-
ments, and the loose particulate catches. No detailed analysis of
these elements has been undertaken at this time, but this brief
summary will indicate the success of the sampling technique and
equipment.
The material deposited on the slides was fairly uniform in size
characteristics. An area of one of the greased slides is shown in
Figure 9. The deposits, as expected, are concentrated in about a
3/4" circle corresponding to the inlet orifice position and size.
Some of the larger particles are located on the periphery of the slide
indicating some reentrainment or "particle bounce." Many of the
larger particles did not adhere to the slide and were caught in the
filter element. This would seem to indicate that although they
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FIGURE 8
BYPASS AND FAN ARRANGEMENT
9.2 jj/div.^
FIGURE 9
TYPICAL AREA OF GREASED SLIDE, CHARGE TO OVEN C-22 ON 3/13
47
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Impacted on the slide, their larger size and aerodynamic resistance
caused them to be dislodged and blown off the greased surface.
One of the cleanest charges observed was made while the particu-
late sampler was in use. This was a charge to Oven B-13, at approxi-
mately 11:25 a.m. on 3/26/74. Examination of the slide showed a
very light deposit of uniformly distributed particles. Few extremely
large particles were found on the slide or on the filter holder.
There was a minimal amount of loose material found in the system.
One point of interest is the brownish color of the filter element as
opposed to the black color of sample filters from other tests. The
filter element pictured in Figure 9 had the lowest sample weight
for filter deposits recorded for the seven tests.
Two of the filter elements exhibited a shiny black surface
characteristic and fairly heavy sample weights. The surface of the
filters as shown in Figure 10 appears to have been wiped with a rather
thick liquid. The deposits show a pool like characteristic which
produces the shiny surface. This is in contrast to the surface of
the other four samples, example in Figure 11 , which show a large
number of distinguishable particles. The only obvious differences
between the two groups of charges was that there was considerably
more visible fire on the two tests on which the filters with the
shiny surfaces were obtained. The sampler was not operated in the
direct flame but the heat may have had a polishing or melt/flow effect
on the filters or it may have changed the characteristics of particu-
late material emitted.
48
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FIGURE 10
TYPICAL FILTER ELEMENT AREA, CHARGE TO OVEN B-13 ON 3/26/74
* !
FIGURE 11
TYPICAL FILTER ELEMENT AREA, CHARGE TO OVEN C-24 ON 3/15/74
49
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FIGURE 12
TYPICAL FILTER ELEMENT AREA, CHARGE TO OVEN A-ll ON 3/26/74
50
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No further analysis of the samples is planned at this time, but
they will be preserved should there be further interest in information
which they may provide.
5.5 Gas Constituent and Concentration Measurements
During the week of 3/11/74 to 3/15/74, gas constituent and concen-
tration data were obtained for a select group of pollutants. The
pollutants measured were as follows:
Pollutant Detector Tube Concentration Range
N02 0.1-50 PPM
CO 10-3000 PPM
CO .001-.!%
co2 .01-10%
H2S 1-800 PPM
The gas measurement was performed with an MSA universal tester using
MSA detector tubes.
The gases were measured in the plume surrounding the drop sleeve
during the charging operation, and also on the oven top during
ambient conditions when a charge was not taking place near the
measurement area.
The gas concentrations that were obtained proved to be incon-
sistent, which in turn made it difficult to draw any meaningful con-
clusions from them. The reasons for this difficulty were the wind
conditions that prevailed at the oven top at Brown's Island coupled
51
-------
with the relatively low order of emissions to be measured. These
conditions contributed to a highly dispersed and rapidly dissipated
emission condition.
These emission plume characteristics were in contrast to the
emission plumes at Jones and Laughlin Pittsburgh Works, where the
emission plumes were less dispersed and slower to dissipate. The
concentrations that were obtained are as follows:
Weirton Steel
Ambient Air Data - Oven Top
NO. - No Response
H_S - No Response
C02 - .07%
CO - .002%
CO - 10 PPM
Plume Data - Drop Sleeve During 3/11/74 Charge
NO. - No Response
CO- - No Response
H2S - 25 PPM
CO - .01%
CO - 50 PPM
CO - 75 PPM
HS - 5 PPM
52
-------
Plume Data - Drop Sleeve During 3/12/74 Charge
H.S - No Response
N02 - .1 PPM
C02 - .08%
CO - .005%
CO - 125 PPM
Plume Data - Drop Sleeve During 3/13/74 Charge
N02 - .4 PPM
C02 - .3%
H2S - 10 PPM
CO - 100 PPM
CO - .02%
Ambient Air Data - 3/11/74 (Battery Top)
NO. - No Response
H.S - No Response
C02 - .07%
CO - .001-.1 - .002%
CO - 10-3000 PPM - 10 PPM
53
-------
Plume Data - 3/11/74
NO. - Around Drop Sleeve - No Response
CO. - Around Drop Sleeve - No Response
H_S - Around Drop Sleeve - 25 PPM
CO - Around Drop Sleeve - 50 PPM
CO - Around Drop Sleeve - 75 PPM
Oven B-24
H9S - Around Drop Sleeve - 5 PPM
* Oven C-24
Plume Data - 3/12/74
H,S - Around Drop Sleeve - No Response
* Oven C-22
NO, - Around Drop Sleeve - .1 PPM
Z Oven A-24
CO- - Around Drop Sleeve - .08%
Oven B-24
CO - Around Drop Sleeve - .005%
Oven C-24
CO - Around Drop Sleeve - 125 PPM
Oven A-20
Plume Data - 3/13/74
NO, - Around Drop Sleeve, - .4 PPM
Oven B-28
CO. - Around Drop Sleeve - .3%
Oven C-28
H,S - Around Drop Sleeves - 10 PPM
* Oven A-l
CO - Around Drop Sleeve - 100 PPM
Oven B-l
CO - Around Drop Sleeve - .02%
Oven C-l
54
-------
After careful examination of the data presented here, it was
decided that no meaningful conclusions could be drawn regarding emis-
sions produced during the charging operation. The ambient data does,
however, provide some quantitative information of possible use on
oven top conditions. Any application of this data should, however,
take into account its short comings in quantity and the highly variable
conditions.
55
-------
6.0 LARRY CAR WORK HISTORY
6,1 Work and Maintenance Schedules
In discussions with supervisory personnel, we were told that no
formalized arrangement for rotation of the oven equipment has been
established. The philosophy which prevails is to let the shift
foreman select the equipment to be used. This usually means the con-
tinual use of one car until either a malfunction occurs or the car is
placed in standby to be checked by the motor inspector.
The motor inspector will generally notify the foreman the day
before he intends to check the car. The foreman can then set the car
out at the beginning of the shift during which the car is to be in-
spected. The actual time of inspection during the shift is based on
the inspector's work load. In conversations with the "greasers," we
were told that they normally grease the car on a daily basis while
it is in operation. This is usually accomplished during periods when
the car is in the coal bin being filled. The daily greasing is con-
fined to 36 hand fittings and operation of the central lubrication system.
In addition, the greasers try to catch each car out of service
at least once a week to check all machinery requiring lubrication.
This complete check requires from 1-1/2 to 2 hours and includes such
items as the checking, cleaning, and lubricating of semi-exposed
gearing and other hard to reach rotating machinery. The hydraulic
systems are also checked at this time.
One fact which allows flexibility in scheduling is that the
electrical department is responsible for all maintenance and repair
work on oven machinery. They have the capability within their shop
56
-------
to handle all but the heaviest mechanical repair jobs. It is their
responsibility to coordinate work on those jobs for which they require
assistance. This seems to provide prompt attention to problems as
they arise and centralizes the responsibility for their resolutions.
This arrangement is in contrast to the situation which existed at
J & L in which the foreman or car supervisor was responsible for co-
ordination of the various craft shops needed for a repair job, such
as millwrights, riggers, electrical, line and wire, pipe fitters, etc.
The crafts in turn would then schedule work priorities based on
minimization of production disruption. In some instances, this caused
delays when one craft was not available and other work could not pro-
ceed until their segment of the job was complete.
6,2 Significant Events
As a part of the observation activity, a compilation of signifi-
cant events such as breakdowns causing loss of production, was under-
taken. We were told that no formalized reporting system on specific
events is established, but that information of this type could be
obtained from operating supervisors based on their personal recollec-
tions and notes. This approach was pursued through informal talks
with these individuals.
The conversations disclosed only two occasions during which pro-
duction was lost because of larry car problems. The first occasion
involved the loss of 4 to 6 hours of production when one of the cars
became immobilized over an open port. This resulted in damage to
drop sleeve hydraulic systems and one ascension pipe cleaner and
57
-------
associated control system. Analysis of the event indicated that the
following sequence of events may have occurred.
1. At the end of a charge, the operator observed an unusually
heavy concentration of flame from around one drop sleeve.
2. He reacted in a proper manner by attempting to move the car
away from the flaming port. In his attempt to clear the car for
motion, the operator accidentally pushed the ascension pipe cleaner
actuating button. The cleaner extended and became wedged between
ascension pipes as the car moved.
3. The operator stopped the car when he realized what had hap-
pened, but its proximity to the open flaming port caused considerable
damage before the lid could be replaced.
Some portion of the cleaner assembly had to be cut away before
the car could be moved off the oven. In addition, the second car was
undergoing maintenance at that time and was not ready for immediate
service. Work necessary to get the standby car into service was
rushed to completion and production was resumed with certain functions
being operated manually in the bypass mode.
The car which had burned was repaired to a point where it could
perform production charging in approximately 8 to 10 hours. Several
of its functions would have had to be operated in the bypass mode
and the damaged ascension pipe1 cleaner was inoperable.
The second event occurred when an interlock switch on the ascen-
sion pipe cleaner failed causing the ram to be extended prematurely.
The extended ram contacted the overhead trolly track as the unit swung
down to the operating position. Power was lost and a portion of the
58
-------
"hot rails" was badly damaged. It required approximately 1/2 hour to
resolve the problem and resume production. The standby car could not
operate until the hot rail was cleared.
6.3 Operator Performance
The larry car operator performance at Weirton seemed to be of a
highly consistent level. This can be attributed to the fact that the
Brown's Island Battery is highly automated, and the larry car opera-
tors' performance is limited to the task of driving and spotting the
larry car, and operating the charging/aspirating mechanisms with the
aid of automated control circuitry. The fact that the car is
automated leaves relatively few decisions to the individual discretion
of the driver, since he follows a predescribed charging scheme for-
matted by the oven superintendent.
6.4 Future Modifications
As far as MITRE could ascertain from its experiences on the oven
and conversations with battery personnel, the Brown's Island Battery
is being modified in every area that seems to need further design and
planning. At the present time, attention is being given to three
specific areas; leaking ascension pipe caps, level sensing in the
charging car hoppers, and increased aspiration in the collecting main
system.
Experimentation is currently taking place concerning the ascen-
sion pipe caps in order to discover new methods of reducing the emis-
sions that occur immediately after the charging operation. Various
materials and seating configurations are being implemented experi-
mentally on the oven, and are being observed during normal operating
conditions so as to determine the advantages and disadvantages of each.
59
-------
The Brown's Island Battery is also working on a method for
sensing the coal level in the larry car coal hopper. The reason for
this is to signal the larry car operator when all coal has been dis-
charged through the drop sleeve into the oven. Prior to this, the
larry car operator had been using his own judgement as to the empti-
ness of the hopper, or allowing the automatic charging cycle to
initiate slide valve closure. As a result, the slide plate valve is
left open for an undetermined amount of time after the coal discharge
is complete. It is this undetermined period of time that allows
charging emissions to escape to the atmosphere via the open slide
plate and coking stack. The Brown's Island personnel feel that a
reduction in charging emissions would be accomplished if the slide
plates were closed immediately following the emptying of coal, and as
a result, are presently devoting attention to this problem. During
the week of March 24th, the electrical department was experimenting
with a current sensing device attached to the drive motor of the screw
that feeds coal to the drop sleeve during the charging operation.
Theoretically, when the screw feed cylinder of the larry car is free
of coal, the operating load of the motor, which is normally 15-20 amps
during the coal feeding sequence, is decreased by 2-4 amps. This
reduction could be sensed by the current sensing device. This drop
in the current load could then be used as a signal for the larry car
operator to close the slide plate valve, thus closing the charging
emission escape route.
Experiments are also under way concerning oven aspiration and
steam ejector operation. Different ascension pipe plumbing configur-
ations are being considered and tried experimentally on the oven
during normal charging conditions.
60
-------
APPENDIX I
LARRY CAR OBSERVATION LOGS
61
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT-
BATTERY
National Steel
Weirton Steel
Brown's Island
3/11/74
DATE-
TIME
OVEN
3; 40
C-22
CHARGE
IS SEC.
30 SEC.
45 SEC.
1MIN.
1MIN.1SSEC.
1MIN.30SEC.
1 MIN. 45 SEC.
2MIN.
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:50
I
OflOP
SLEEVE
MF
L
CENTER
2
HOPPER/
STACK
PS
MS-*
MS
DROP
SLEEVE
MF
LF
F
F
F
CENTER
3
HOPPER/
STACK
MS
MS
DROP
SLEEVE
MF
LF
F
F
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING -+ CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER .
MANUALGAS
.01 Concentration of CO.
Reading Taken at 02
Drop Sleave
REMARKS:.
MITRE
MCF 2495 12/73
OBSERVER
62
-------
LARRY CAR OBSERVATION LOG
National Steel
Weircon Steel
COMPANY
PLANT
BATTERY Brown's Island
DATE
TIME
OVEN
3/11/74
3:55
A-24
CHARGE
IS SEC
30 SEC
45 SEC
1 MIN
1 MIN IS SEC
1 MIN 30 SEC
1 MIN 45 SEC
2 MIN
2 MIN IS SEC
2 MIN 30 SEC
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
LPF
1:35
1
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
SPF
LS
DROP
SLEEVE
MBL
M
L
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
F*MBL
FL
L
F
COKE SIDE
It
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -fr CHANGING TO
S STACK HP HOPPER F - FIRE
WEATHER .
L - LIGHT FLOW
BL - BLACK
M
V
MEDIUM FLOW
YELLOW
H - HEAVY FLOW
P - PUFFY
MANUAL GAS
25 PPM of H.S at 92
Drop Sleeve
REMARKS.
63
-------
LARRY CAR OBSERVATION LOG
COMPANY-
PLANT:
BATTERY.
National Steel
Weirton Steel
Brown's Island
DATE
TIME:
OVEN
3/11/74
B-24
CHARGE
IB SEC.
30 SEC.
4BSEC
1MIN.
1 MIN. IB SEC.
1MIN.30SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. IS SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:32
DROP
SLEEVE
L
L-+M
CENTER
2
HOPPER/
STACK
SF
LS
DROP
SLEEVE
LP
LF
LF+
F
CENTER
3
HOPPER/
STACK
L-+SF
DROP
SLEEVE
LF
LF
LFP
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING -fr CHANGING TO
S - STACK HP - HOPPER F - FIRE
L
BL
LIGHT FLOW
BLACK
M - MEDIUM FLOW
Y - YELLOW
P - PUFFY
WEATHER:-
MANUALGAS
75 PPM of CO at 92
Drop Sleeve
REMARKS:.
MITRE
MCF 2495 12/73
OBSERVER
64
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Welrton Steel
Brown's Island
DATE
TIME
OVEN
3/11/74
4:18
CHARGE
15 SEC
MSEC
45 SEC
1 MIN
1 MIN 16 SEC
1 MIN. 30 SEC
1MIN 45 SEC
2 MIN
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:32
1
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
SP
MS
DROP
SLEEVE
LF
LFP
LFP
L+FP
CENTER
3
HOPPE R/
STACK
MHP MS
DROP
SLEEVE
LF
LFP
LFP
L+FP
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER .
MANUAL GAS
5 PPM of H2S at 02
Drop Sleeve
REMARKS
The numDer three drop sleeve malfunctioned, and the lid did not release.
Recycling of the lid lifter mechanism In the manual mode corrected th
problem.
Ml
m^m
MCF 2495 12/73
65
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT-
BATTERY-
National Steel
Weirton Steel
Brown's Island
DATE.
TIME:
OVEN:
3/12/74
C-18
CHARGE
15 SEC.
30 SEC.
45 SEC.
1MIN
1 WIN. 15 SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:40
DROP
SLEEVE
CENTER
2
HOPPER/1
STACK
SP
MS
DROP
SLEEVE
M
MF
M
M
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
MF
MF
LJ?
Ft
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
F
f INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER:.
MANUALGAS
REMARKS:.
MCF 2495 12/73
66
-------
LARRY CAR OBSERVATION LOG
COMPANV
CLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/12/74
2:10
B-20
CHARGE
IS SEC
30 SEC
45 SEC
1 MIN
1MIN 16 SEC
1 MIN. 30 SEC
1 MIN 45 SEC
2 MIN
2 MIN 15 SEC.
2 MIN 30 SEC.
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:35
1
DROP
SLEEVE
M
CENTER
2
HOPPER/
STACK
MS
DROP
SLEEVE
M
LF
LF
M
F
CENTER
3
HOPPER/
STACK
LS
MS
DROP
SLEEVE
MF
F
F
L
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING > CHANGING TO
S - STACK HP - HOPPER F FIRE
L - LIGHT FLOW
BL - BLACK
M
Y
MEDIUM FLOW
YELLOW
H - HEAVV FLOW
P PUFFY
WEATHER Pry Bulb 46 RH 702
Strong North Wind
MANUAL GAS
REMARKS.
MITRE
MCF 2495 12/73
67
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY-
National Steel
Weirton Steel
Brown's Island
DATE:
TIME.
OVEN-
3/12/74
C-20
CHARGE
15 SEC.
30 SEC
45 SEC.
1MIN.
1MIN IS SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. IS SEC.
2 MIN. 30 SEC.
2 MIN. 4B SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:38
I
DROP
SLEEVE
L
CENTER
2
HOPPER/
STACK
FS
DROP
SLEEVE
fi'II
M
LFt
CENTER
3
HOPPER/
STACK
MS
FS
DROP
SLEEVE
MF
F
Ft
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M MEDIUM FLOW
V > YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER:.
REMARKS: MITRE particulate teat run.
MANUAL GAS
MITRE
MCF 2495 12/73
68
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Srggl
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/12/74
2:35
A-22
CHARGE
IS SEC
30 SEC
OS SEC
1MIN
1MIN IS SEC
1MIN 30 SEC
1 MIN 45 SEC
2MIN
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:44
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
SP
MS
DROP
SLEEVE
M
M
M
Mt
F
f - INCREASING
S « STACK
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
M-+LF
LF
FP
MF
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
F
F
^ DECREASING -fr CHANGING TO
HP » HOPPER F FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER .
REMARKS
MANUAL GAS
MITRE
MCF 2495 12/73
69
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY-
National Steel
Welrton Steel
Brown's Island
DATE 3/12/74
TIME:
OVEN-
2:47
B-22
CHARGE
IS SEC.
30 SEC.
45 SEC.
1MIN
1MIN. IS SEC.
1MIN.30SEC.
1 MIN. 43 SEC.
2MIN.
2 MIN. IS SEC.
2 MIN. 30 SEC.
2 MIN. 4S SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:35
L
DROP
SLEEVE
F
FP
LFP
Ft
CENTER
2
HOPPER/
STACK
SP
DROP
SLEEVE
I/+MF
LFP
LFP
L+Ft
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
I/+MF
LFP
L+F+ '
COKE SIDE
4
HOPPER
HP P
DROP
SLEEVE
f - INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M > MEDIUM FLOW
Y - YELLOW
H
P
HEAVV FLOW
PUFFY
WEATHER:.
MANUALGAS
REMARKS..
MITRE
MCF 2495 12/73
70
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/12/74
2:58
C-22
CHARGE
IS SEC
30 SEC
«S SEC
1 MIN
1MIN 15 SEC
1MIN 30 SEC
1MIN 45 SEC
2 MIN
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC.
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:34
1
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
SP
MS+HP
DROP
SLEEVE
M
M
MY
L-+M
CENTER
3
HOPPER/
STACK
MS+HP
DROP
SLEEVE
MF
LF
F
F
COKE SIDE
4
HOPPE R
DROP
SLEEVE
f - INCREASING ^ DECREASING » CHANGING TO
S ' STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER .
REMARKS
MANUAL GAS
MITRE
MCF 2495 12/73
OBSERVER
71
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME:
OVEN
3/12/74
3:10
A-24
CHARGE
IS SEC.
30 SEC
45 SEC.
1MIN
1 MIN. IB SEC.
1MIN.30SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. IB SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:30 .
1
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
DROP
SLEEVE
CENTER
3
HOPPER/
STACK
DROP
SLEEVE
COKE SIDE
it
HOPPER
DROP
SLEEVE
f* - INCREASING ^ DECREASING » CHANGING TO
S - STACK HP - HOPPER F FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER:-
MANUAL GAS
.1 PPM Reading NO? On
02 Drop Sleeve
REMARKS. Routine of larry operator s*»gma
lflrrv gflr
spot he ha If - red inm-pa
waiting
MITRE
MCF 2495 12/73
OBSERVER
72
-------
LARRY CAR OBSERVATION LOG
National Steel
COMPANY
PLANT _
BATTERY Brown's Island
Weirton Steel
DATE
TIME
OVEN
3/12/7A
3:28
B-24
CHARGE
IS SEC
MSEC
45 SEC
1MIN
1MIN 15 SEC
1MIN 30 SEC
1IMIN 4BSEC
2MIN
2MIN IS SEC
2MIN 30 SEC.
2MIN 45 SEC
3MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:32
1
DROP
SLEEVE
F
CENTER
2
HOPPER/
STACK
LSP
SP
DROP
SLEEVE
LFP
M
L
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
M
F
F
F
COKE SIDE
I
HOPPER
.
DROP
SLEEVE
F
f - INCREASING ^ DECREASING » CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER .
MANUAL GAS
REMARKS Half damper after charge, then unlid. then full damper. Vibrators were
used as a demonstration for new larry operator.
MITRE
MCF 2495 12/73
OBSERVER
73
-------
LARRY CAR OBSERVATION LOG
COMPANV
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME.
OVEN
3/12/74
3:38
C-24
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1MIN 15 SEC.
1 MIN 30 SEC
1MIN.4SSEC.
ZMIN.
2 MIN 15 SEC.
ZMIN 30SEC.
2 MIN 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:43
1
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
SP
LS
MS
DROP
SLEEVE
M
LPP
LFP
L+FP
L
CENTER
3
HOPPER/
STACK
LS
MS
DROP
SLEEVE
MFP
LFP
LFP
L+FP
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW M - MEDIUM FLOW H - HEAVY FLOW
BL - BLACK V - YELLOW P - PUFFY
WEATHER-.
MANUAL GAS
.005% CO at 02 Drop Sleeve
REMARKS Regular sequence after charge. The overall charge looked very good,
with very light smoke from the stacks.
MCF 3495 12/73
74
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/12/74
3:59
A-26
CHARGE
IS SEC
30 SEC
45 SEC
1MIN
1MIN 16 SEC
1MIN 30 SEC
1 MIN 45 SEC
2MIN
2 MIN 16 SEC
2 MIN 30 SEC.
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:35
1
DROP
SLEEVE
H
CENTER
2
HOPPER/
STACK
LSP
DROP
SLEEVE
LF
LFt
L+F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
LF
LF+
L+F
COKE SIDE
t
HOPPER
L HP P
.
1
DROP
SLEEVE
f - INCREASING ^ DECREASING * CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER
MANUAL GAS
125 PPM CO at 02 Drop Sleeve
REMARKS Normal sequence after charge. End of charge looked cleaner than usual.
MITRE
MCF 2495 12/73
75
-------
LARRY CAR OBSERVATION LOG
National Steel
Weirton Steel
BATTERY Brown's Island
COMPANY
PLANT
DATE-
TIME:
OVEN
3/12/74
4:32
026
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1MIN 15 SEC
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:40
I
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
MS
DROP
SLEEVE
L
LFF
L+
LF
CENTER
3
HOPPER/
STACK
DROP
SLEEVE
LFP
LFP
u
LF
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING * CHANGING TO
S - STACK HP - HOPPER F - FIRE
L LIGHT FLOW
BL - BLACK
MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER:.
MANUALGAS
REMARKS: Long wait before charge. Electrical Department looked over the bottom of
the car but did nothing.
MITRE
MCF 2495 12/73
OBSERVER
76
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/13/74
5:02
C-l
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1 MIN 15 SEC
1MIN 30 SEC.
1 MIN. 45 SEC
2 MIN
2 MIN. IS SEC
2 MIN 30 SEC
2 MIN 45 SEC
3MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
MH
1:40
L
DROP
SLEEVE
FL-*I
CENTER
2
HOPPER/
STACK
SP
MS
DROP
SLEEVE
L
L
LFP
LI
M
CENTER
3
HOPPE R/
STACK
MS
DROP
SLEEVE
L
LF
LFP
L4-FP
COKE SIDE
It
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H HEAVY FLOW
P - PUFFY
MANUAL GAS
.02% CO at 02 Drop Sleeve
REMARKS 4:10 complete cycle
MITRE
MCF 2495 12/73
77
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME.
OVEN
3/15/74
10:25
A-20
CHARGE
IS SEC
30 SEC
45 SEC.
1MIN
1MIN. IS SEC.
1MIN.30SEC.
1 MIN. 45 SEC.
2MIN
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:45
1
DROP
SLEEVE
MF
F
M
M
F
CENTER
2
HOPPER/
STACK
M
Mi
DROP
SLEEVE
M
Mt
U
U
M
L
CENTER
3
HOPPER/
STACK
M
Mt
DROP
SLEEVE
Mt
MF
MF
MfF
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
L
L
L
L
f - INCREASING ^ DECREASING -* CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H HEAVY FLOW
P PUFFY
WEATHER .
MANUALGAS
REMARKS- *" ascension pipe, lid did not come down, and as a result, the smoke at the
drop sleeves was worse than usual. Smoke from stacks stopped quicker than
usual. Car was run in the manual mode.
MITRE
MCF 2495 12/73
OBSERVER
78
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERV
National Steel
Weir ton Steel
Brown's Island
DATE
TIME
OVEN
3/15/74
10:55
C-20
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1MIN 16 SEC
1MIN 30 SEC
1 WIN 45 SEC
2MIN
2MIN IS SEC
2MIN 30 SEC
2 MIN 45 SEC
3IMIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
M
1:43
1
DROP
SLEEVE
M
CENTER
2
HOPPER/
STACK
SP
SMt
DROP
SLEEVE
FM
FM
FM+
FM
HF+
CENTER
3
HOPPER/
STACK
DROP
SLEEVE
MF
MtF
M+F
LFt
LF
MF
COKE SIDE
4
HOPPE R
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M > MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER .
REMARKS
MANUAL GAS
MITRE
MCF 2495 12/73
OBSERVER
79
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE-
TIME-
OVEN.
3/15/76
11:15
A-22
CHARGE
IS SEC
30 SEC.
45 SEC
1MIN.
1 MIN. 16 SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:42
DROP
SLEEVE
L
L
L
CENTER
2
HOPPER/
STACK
MP
M
DROP
SLEEVE
MB
Mt
Ht
Mt
M+
L+
CENTER
3
HOPPER/
STACK
SH
SH
DROP
SLEEVE
MB
Mt
Mt
Mt
M
HY
COKE SIDE
4
HOPPER
DROP
SLEEVE
L
L
L+
L
f INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW M - MEDIUM FLOW H - HEAVY FLOW
BL - BLACK Y - YELLOW P - PUFFY
WEATHER.
MANUAL GAS
REMARKS:.
MITRE
MCF 2495 12/73
OBSERVER
80
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/15/74
11:30
B-22
CHARGE
IS SEC
30 SEC
1 MIN
1MIN 15 SEC
1MIN 30 SEC
1 MIN 45 SEC
2 MIN.
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:47
L
DROP
SLEEVE
L
U
CENTER
2
HOPPER/
STACK
L
L
DROP
SLEEVE
MF
L
L
Mt
CENTER
3
HOPPER/
STACK
M
M+
DROP
SLEEVE
MF
LF
LFP
Ft
Ft
HF
COKE SIDE
It
HOPPER
DROP
SLEEVE
LF
F
LP
Ft
LFP
FL+
f INCREASING 4 DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER
MANUALGAS
REMARKS MITRE particulate test run. Heavy fire on Number 3 Drop Sleeve
MITRE
MCF 2495 12/73
81
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE:
TIME-
OVEN:
3/15/74
11:40
C-22
CHARGE
15 SEC
30 SEC.
45 SEC.
1MIN
1MIN IS SEC.
1MIN 30 SEC.
1 MIN. 45 SEC.
2MIN.
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:37
1
DROP
SLEEVE
L
L
CENTER
2
HOPPER/
STACK
HP
M
M
DROP
SLEEVE
MB
MtH
M
L
M
F
CENTER
3
HOPPER/
STACK
M
M
DROP
SLEEVE
MBF
MF
LF
Ft
M
COKE SIDE
4
HOPPER
DROP
SLEEVE
FP
F
F
FL
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H HEAVY FLOW
P - PUFFY
WEATHER.
MANUAL GAS
REMARKS:.
MCF 2495 12/73
OBSERVER
82
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/15/74
11:52
A-24
CHARGE
IS SEC
30 SEC
45 SEC
1MIN
1MIN 15 SEC
1MIN 30 SEC.
1MIN 45 SEC
2MIN
2MIN IS SEC
2MIN 30 SEC.
2MIN 4SSEC
3MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
P
1:38
L
DROP
SLEEVE
L
CENTER
2
HOPPER/
STACK
SUP
LS
DROP
SLEEVE
MB
L
Mt
FL
CENTER
3
HOPPER/
STACK
MS
MS
DROP
SLEEVE
FLB
FL
LFP
F
MF
COKE SIDE
4
HOPPER
P
DROP
SLEEVE
Lt
f INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER .
MANUAL GAS
REMARKS.
MITRE
MCF 2495 12/73
83
-------
LARRY CAR OBSERVATION LOG
COMPANV National Steel
PLANT. Welrton Steel
BATTERY. Brown's Island
DATE-
TIME:
OVEN
3/15/74
12:10
B-24
CHARGE
IS SEC
30 SEC
45 SEC
1 MIN
1MIN IS SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:38
1
DROP
SLEEVE
F
CENTER
2
HOPPER/
STACK
LSP
SM+
SM+
DROP
SLEEVE
FM
H
FM
M+
M
CENTER
3
HOPPE n/
STACK
SM+
SM
DROP
SLEEVE
Mt
HY
M+
M
COKE SIDE
4
HOPPER
DROP
SLEEVE
M
L
T - INCREASING ^ DECREASING * CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - VELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER:.
MANUAL GAS
REMARKS:.
Mr
MCF 2495 12/73
84
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERV
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/15/74
12:21
C-24
CHARGE
IS SEC
30 SEC
45 SEC
1MIN
1MIN 15 SEC
1MIN 30 SEC
1 MIN 45 SEC
2MIN
2 MIN IS SEC
2 MIN 30 SEC.
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:38
DROP
SLEEVE
L
CENTER
2
HOPPER/
STACK
SP
M+
H
DROP
SLEEVE
MF
MF
LF
M
H
CENTER
3
HOPPER/
STACK
M+HP
DROP
SLEEVE
MF
MF
LF
MF
F
COKE SIDE
4
HOPPER
P
DROP
SLEEVE
L
L
f INCREASING | DECREASING -» CHANGING TO
S STACK HP - HOPPER F FIRE
L - LIGHT FLOW M - MEDIUM FLOW H - HEAVY FLOW
BL - BLACK Y YELLOW P PUFFY
WEATHER.
REMARKS MITRE Particulate Test Run
MANUAL GAS
MITRE
MCF 2495 17/73
SWir
85
-------
LARRY CAR OBSERVATION LOG
COMPANY-
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE 3/15/74
12:39
TIME-
OVEN: A"26
CHARGE
IS SEC
30 SEC.
45 SEC
1 MIN.
1 MIN. IS SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. IB SEC.
2 MIN. 30 SEC.
2 MIN 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
Ht
1:39
I
DROP
SLEEVE
L
L
CENTER
2
HOPPER/
STACK
SP
SM
DROP
SLEEVE
M+
M
M
M
MY
L
f - INCREASING
S - STACK
CENTER
3
HOPPER/
STACK
SM
DROP
SLEEVE
M+
fr^H
H
H '
MY
L
COKE SIDE
4
HOPPER
DROP
SLEEVE
L
| DECREASING -» CHANGING TO
HP - HOPPER F - FIRE
L LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER-.
MANUAL GAS
REMARKS:.
MITRE
MCF 249512/73
OBSERVER
86
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/15/74
12:54
B-26
CHARGE
15 SEC
30 SEC
45 SEC
1 MIN
1MIN IS SEC
1MIN 30 SEC
1 MIN 45 SEC.
2 MIN
2 MIN IS SEC
2 MIN 30 SEC.
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:40
DROP
SLEEVE
F
FP
CENTER
2
HOPPER/
STACK
LSP
MS
M+
DROP
SLEEVE
M
M
Mt
F
F
CENTER
3
HOPPER/
STACK
MSt
M
DROP
SLEEVE
LF
LF
F
FP
F
COKE SIDE
4
HOPPER
HP P
DROP
SLEEVE
f - INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER ,
MANUAL GAS
REMARKS Patching door jam.
MCF 2495 12/73
87
-------
LARRY CAR OBSERVATION LOG
National Steel
Weirton Steel
COMPANY .
PLANT _
BATTERY. Brown's Island
DATE. 3/15/7A
TIME- 1:36
OVEN.
CHARGE
15 SEC
30 SEC.
45 SEC
1MIN.
1MIN IB SEC
1MIN.30SEC
1 MIN. 45 SEC.
2MIN.
2 MIN. IB SEC.
2 MIN. 30 SEC.
2 MIN 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:37
I
DROP
SLEEVE
F
CENTER
2
HOPPER/
STACK
LSF
LS
DROP
SLEEVE
L
LPF
L
L
L
CENTER
3
HOPPER/
STACK
MtS
DROP
SLEEVE
MF
LPF
LF
F
L
L
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW M - MEDIUM FLOW H - HEAVV FLOW
BL - BLACK V - VELLOW P - PUFFY
WEATHER:.
MANUAL GAS
REMARKS- Very clean charge.. Good coordination demonstrated between larry car and
pusher car. Leveling bar went in on signal from larry car.
MITRE
MCP 2499 12/73
OBSERVER
88
-------
LARRY CAR OBSERVATION LOG
National Steel
COMPANY
PLANT
BATTERY Brown's Island
Weirton Steel
3/15/74
DATE .
TIME .
OVEN A-28
1:52
CHARGE
IS SEC
MSEC
45 SEC
1MIN
1 MIN 16 SEC
1MIN.30SEC
1 MIN 45 SEC.
2 MIN
2 MIN IB SEC
2 MIN 30 SEC.
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:33
1
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
L
L
L
DROP
SLEEVE
L
CENTER
3
HOPPER/
STACK
M
Li
DROP
SLEEVE
LF
FP
FL
FL
L
COKE SIDE
4
HOPPER
DROP
SLEEVE
V INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F FIRE
L - LIGHT FLOW
BL BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER .
MANUAL GAS
REMARKS Very good charge
MITRE
MCF 2495 12/73
89
-------
LARRY CAR OBSERVATION LOG
COMPANY national Steel
PLANT Weir ton Steel
BATTERY Brown's Island
DATE: 3/26/74
9:58
TIME:
OVEN- B-9
CHARGE
IS SEC
30 SEC.
45 SEC
1MIN
1MIN IS SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. IB SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
M
1:40
I
DROP
SLEEVE
F
CENTER
2
HOPPER/
STACK
LSP
MSMHP
DROP
SLEEVE
LFP
LF+
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
LFP
LF+
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
F
f - INCREASING ^ DECREASING ^ CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER-.
MANUAL GAS
REMARKS: Fairly clean charge. Very little smoke during middle of charge. Hopper
smoke.
MITRE
MCF 2495 12/73
OBSERVER
90
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE 3/26/74
10:08
TIME
OVEN
C-9
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1 MIN 15 SEC
1 MIN 30 SEC
1MIN 45 SEC
2 MIN.
2 MIN. 15 SEC
2 MIN 30 SEC
2 MIN. 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:40
I
DROP
SLEEVE
CENTER
2
HOPPE R/
STACK
LSP
MS
DROP
SLEEVE
LFP
LtFP
L4-
F4-
7 - INCREASING
S - STACK
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
FP
FP
FP
F+
COKE SIDE
4
HOPPER
DROP
SLEEVE
^ DECREASING ^ CHANGING TO
HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER.
MANUAL GAS
REMARKS
En<*
charge was very clean, with very little smoke around drop
sleeves. Stack smoke was unusually light.
MCF 2495 12/73
OBSERVER
91
-------
LARRY CAR OBSERVATION LOG
National Steel
COMPANY. .
PLANT .
BATTERY Brown's Island
Weirton Steel
DATE-
TIME-
OVEN
3/26/76
10; 23
A-ll
CHARGE
15 SEC.
30 SEC.
45 SEC
1MIN
1 MIN. IS SEC.
1MIN.30SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. 16 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
L
1:40
DROP
SLEEVE
F
CENTER
2
HOPPER/
STACK
HSP
MSt
LHP
DROP
SLEEVE
MF
M+FP
MF
LF+
F
CENTER
3
HOPPER/
STACK
MSt
LHP
DROP
SLEEVE
MF
M+FP
MF
LF+
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - VELLOW
H - HEAVV FLOW
P PUFFY
WEATHER..
MANUAL GAS
REMARKS: MITRE particulate- test run. End of charge had more smoke than usual.
MITRE
MCF 2495 12/73
/Mr
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/26/74
10:45
B-ll
CHARGE
15 SEC
30 SEC
4SSEC
1MIN
1MIN 15 SEC
1 MIN. 30 SEC
1 MIN 45 SEC
2 MIN
2 MIN. 15 SEC.
2 MIN 30 SEC
2 MIN. 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:40
1
DROP
SLEEVE
F
CENTER
2
HOPPER/
STACK
LSP
MS
DROP
SLEEVE
LFP
LFP
FP
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
FP
LFP
FP
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
F
f INCREASING | DECREASING -» CHANGING TO
S STACK HP - HOPPER F FIRE
L - LIGHT FLOW
BL BLACK
M - MEDIUM FLOW
Y YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER.
MANUAL GAS
REMARKS Lid lifter on Number 4 drop sleeve did not operate, the lid was removed
manually^ Ji₯the li.dman« A one minute IQSS IB rgaUgpd if lidlifter
doesn't work. Relidding operation was normal.
MITRE
MCF 2495 12/73
93
-------
LARRY CAR OBSERVATION LOG
COMPANY Maflnnni fit-gel
PLANT Weirton Steel
BATTERY Brown's Island
DATE. 3/26/74
TIME.
OVEN-
10:54
Oil
CHARGE
15 SEC.
30 SEC.
45 SEC
1MIN.
1 MIN. 15 SEC.
1MIN.30SEC
1 MIN 45 SEC.
2 MIN.
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
LHP
Not
Recorded
DROP
SLEEVE
F
CENTER
2
HOPPER/
STACK
MSP
LHPMS
DROP
SLEEVE
L+FP
LFP
LFP
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
L+FP
LFP
LFP
F
COKE SIDE
4
HOPPER
i
DROP
SLEEVE
f - INCREASING | DECREASING -fr CHANGING TO
S STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER:.
MANUAL GAS
R EM ARKS: Takes approximately 1520 seconds to move off spot, check lids, and
re-spot. Smoke was heavier than usual on mnnhor two stack.
MITRE
MCF 2495 12/73
OBSERVER
94
-------
LARRY CAR OBSERVATION LOG
Nat-lnnal Stgel
COMPANY
PLANT
BATTERY Brown's Island
Weirton Steel
DATE 3/26/74
TIME
OVEN
11:07
A-13
CHARGE
IS SEC
MSEC
45 SEC
1MIN
1MIN IS SEC
1 WIN. 30 SEC.
1 MIN 45 SEC
2MIN
2 MIN 15 SEC
2 MIN 30 SEC.
2 MIN. 45 SEC
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:38
L
DROP
SLEEVi
FP
F
F
CENTER
2
HOPPER/
STACK
HSP
MS
DROP
SLEEVE
MFP
MF
MF
F
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
FP
F
F
F
F
COKE SIDE
It
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING * CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER .
MANUAL GAS
REMARKS Lid operation satisfactory, larrv car appeared to be mis-spotted.
MITRE
MCF 2495 12/73
95
-------
LARRY CAR OBSERVATION LOG
COMPANY-
PLANT
BATTERY-
National Steel
Weirton Steel
Brown's Island
DATE 3/26/74
TIME:
11:20
OVEN: B-13
CHARGE
15 SEC.
30 SEC.
45 SEC.
1MIN.
1 MIN IS SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:45
1
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
MSP
MSt
DROP
SLEEVE
MF
LFP
L+FT
M
CENTER
3
HOPPER/
STACK
MSt
DROP
SLEEVE
MF
LFP
L+FT
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING -> CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M > MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER:.
MANUAL GAS
REMARKS. MITRE particulate test run. Charge looked fairly clean. Light flow from
stacks. Number two drop sleeve seemed to hold a negative pressure for
most of the charge.
MITRE
MCF 2495 12/73
OBSERVER
96
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE 3/26/74
TIME
OVEN C-13
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1MIN 15 SEC
1 MIN 30 SEC
1 MIN 45 SEC
2 MIN
2 MIN IS SEC
2 MIN 30 SEC
2 MIN. 45 SEC
3 MIN"
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:45
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
LSP
MS
DROP
SLEEVE
M
M
LET
HYP
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
M
M
LFP
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER .
MANUAL GAS
REMARKS Lid lifter operation satisfactory, but larry man checked lids. Car re-
spotted poorly, drop sleeves misaligned. Poor seal on number one drop
sleeve appeared to have caused poor suction on number one and two ports.
97
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE. 3/26/74
i i .. eo
TIME:
OVEN:
A-15
CHARGE
15 SEC
30 SEC.
45 SEC.
1MIN
1 MIN. 15 SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:40
1
DROP
SLEEVE
MF
F
LF
CENTER
2
HOPPER/
STACK
MSP
DROP
SLEEVE
MF
MF
M
LF
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
MF
MF
M
LF
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
MF
FP
F
f - INCREASING 4 DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER:.
MANUAL GAS
REMARKS: Ascension pipe lid did not come down in the automatic cycle, closed
manually bv lid man. nils caused a delay of about one minute.- Car
leaked badly around all sleeves.
98
-------
LARRY CAR OBSERVATION LOG
COMPANY National Steel
PLANT Weir ton Steel
BATTERV Brown's Island
DATE 3/26/7A
TIME 1;24
OVEN A-19
CHARGE
15 SEC
3O SEC
45 SEC.
1MIN
1MIN 15 SEC
1MIN 30 SEC
1MIN 45 SEC
2MIN.
2MIN 16 SEC
2 MIN. 30 SEC
2MIN.45SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
L
1:38
1
DROP
SLEEVE
CENTER
2
HOPPER/
STACK
MS
DROP
SLEEVE
LFP
L+FP
L+FP
L+F
CENTER
3
HOPPER/
STACK
DROP
SLEEVE
LFP
L+FP
L+FP
MtF
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP HOPPER F FIRE
L - LIGHT FLOW
BL - BLACK
M MEDIUM FLOW
Y - YELLOW
H HEAVY FLOW
P PUFFY
WEATHER .
REMARKS.
MANUAL GAS
\TTTRE
MCF 2495 12/73
99
-------
LARRY CAR OBSERVATION LOG
National Steel
COMPANY
PLANT.
BATTERv Brown's Island
Weirton Steel
DATE: 3/26/74
TIME:
OVEN: B-19
CHARGE
15 SEC
30 SEC.
45 SEC.
1MIN.
1 MIN. IB SEC.
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. IB SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:40
I
DROP
SLEEVE
F
P
F
CENTER
2
HOPPER/
STACK
LPS
MS
DROP
SLEEVE
L+F
LF
LF
F
CENTER
3
HOPPER/
STACK
115
DROP
SLEEVE
L+F
LF
LF
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
F
F
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F FIRE
L - LIGHT FLOW M - MEDIUM FLOW H - HEAVY FLOW
BL - BLACK V - YELLOW P - PUFFY
WEATHER:.
MANUALGAS
REMARKS:
Larry car appeared to be misaligned on the charging ports. A lot of smoke
and fire at the beginning of the charge. Drop sleeves were tilted.
two and .number four lids were cocked and burning.
Number
MITRE
MCF 2495 12/73
OBSERVER
100
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERV
National Steel
Weirton Steel
Brown's Island
DATE 3/26/74
TIME 1:54
OVEN C-19
CHARGE
IS SEC
30 SEC
45 SEC
1MIN
1MIN IS SEC
1MIN 30 SEC
1 MIN 45 SEC
2MIN
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 46 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:43
I
DROP
SLEEVE
MtF
F
F4-
M
F
CENTER
2
HOPPER/
STACK
MSP
DROP
SLEEVE
M+F
MF
L+F
F+
LF
CENTER
3
HOPPER/
STACK
DROP
SLEEVE
M+F
MF
L+F
F+
LF
COKE SIDE
4
HOPPER
DROP
SLEEVE
H
F
f - INCREASING | DECREASING -» CHANGING TO
S STACK HP - HOPPER F FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVV FLOW
P - PUFFY
WEATHER .
MANUAL GAS
REMARKS Number one and four drop sleeves had heavy smoke. Car was spotted okay.
MITRE
MCF 2495 13/73
101
-------
LARRY CAR OBSERVATION LOG
National Steel
COMPANY-
PLANT
BATTERY Brown's Island
Weirton Steel
DATE:
TIME:
OVEN-
3/26/74
2:18
A-21
CHARGE
15 SEC.
30 SEC.
45 SEC
1MIN.
1 MIN. IB SEC
1 MIN. 30 SEC.
1 MIN. 45 SEC.
2 MIN.
2 MIN. 15 SEC.
2 MIN. 30 SEC.
2 MIN 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:38
1
DROP
SLEEVE
Ft
FP
CENTER
2
HOPPER/
STACK
HSP
MS
DROP
SLEEVE
HP
FP
MF
LF
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
HP
FP
MF
LF .
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
F
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW M - MEDIUM FLOW H - HEAVY FLOW
BL - BLACK Y - YELLOW P PUFFY
WEATHER-
MANUAL GAS
REMARKS: MITRE particulate test run. Operation was ahead of schedule and larry
car was detained in coal bin.
MITRE
MCF 2495 12/73
IBSERVER
102
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
NaMnnal Sfpgl
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/26/74
3:09
A-23
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1 MIN 15 SEC
1MIN. 30 SEC
1 MIN 45 SEC
2 MIN
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
M
1:40
1
DROP
SLEEVE
MF
MF
M+FP
CENTER
2
HOPPER/
STACK
HPP
MS
DROP
SLEEVE
MF
MF
M+P
FP
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
MF
MF
MIP
F
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP - HOPPER f - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER .
MANUAL GAS
REMARKS Heavy smoke at start of charge, car appeared to be properly spotted.
More smoke from drop sleeves than usual.
MITRE
MCF 2195 12/73
103
-------
LARRY CAR OBSERVATION LOG
national Steel
COMPANY .
PLANT -
BATTERY- Brown's Island
Weirton Steel
DATE: 3/26/74
TIME: 3;20
OVEN: B-23
CHARGE
15 SEC.
30 SEC.
45 SEC.
1MIN
1 MIN. 16 SEC.
1 MIN. 30 SEC.
1MIN 48 SEC.
2 MIN.
2 MIN. IB SEC.
2 MIN 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:41
I
DROP
SLEEVE
MFP+
CENTER
2
HOPPER/
STACK
LFS
MS
DROP
SLEEVE
NF
UP
FP
LFP
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
MF
L+F
FP
LFP
F
COKE SIDE
4
HOPPER
i
DROP
SLEEVE
F
f - INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP - HOPPER F FIRE
L - LIGHT FLOW
BL - BLACK
M MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER .
MANUAL GAS
REMARKS: Larry operator is- still checking to make sure lids are off. Car
appears to be off soot, sleeves are tilted.
MITRE
MCF 2493 12/73
OBSERVER
104
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/26/74
3:33
C-23
CHARGE
IS SEC
30 SEC
45 SEC
1 MIN
1 MIN 15 SEC
1 MIN. 30 SEC
1 MIN AS SEC
2 MIN
2 MIN. 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:42
DROP
SLEEVE
LP
CENTER
2
HOPPER/
STACK
MSP
DROP
SLEEVE
MFP
MF
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
MFP
MF
F+
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - VELLOW
H HEAVY FLOW
P - PUFFY
WEATHER .
MANUAL GAS
REMARKS Good negative aspiration observed on number two and number three drop sleeves.
fire was being drawn in. Drop sleeve alignment appears to be better the
first tltne they are lowered rather than the second time.
"MITRE
MCF 2495 12/73
105
-------
LARRY CAR OBSERVATION LOG
National Steel
Melrton Steel
BATTERY. Brown's Island
COMPANV:
PLANT:
DATE. 3/26/74
T.ME:
OVEN:
A-25
CHARGE
15 SEC
30 SEC.
45 SEC.
1MIN.
1 MIN. IB SEC.
1 MIN. 30 SEC.
1 MIN. 43 SEC.
2 MIN.
2 MIN. IB SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
Not
Recordei
I
DROP
SLEEVE
F
F
F
F
F
F
CENTER
2
HOPPER/
STACK
DROP
SLEEVE
F
F
F
F
F
F
CENTER
3
HOPPER/
STACK
1
DROP
SLEEVE
F
F
F .
F
F
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
F
F
F
F
f - INCREASING | DECREASING -» CHANGING TO
S STACK HP HOPPER f FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER-.
MANUALGAS
REMARKS. First charge of new shift, auction appeared to be malfunctioning, although
the lid man disagreed Much more fire than usual in the drop sleeves.
MITRE
MCF 2495 12/73
OBSERVER
106
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE 3/26/74
TIME
OVEN
4:19
B-25
CHARGE
IS SEC
30 SEC
«S SEC
1MIN
1MIN IS SEC
1 MIN 30 SEC
1 MIN 45 SEC
2 MIN
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC.
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:39
L
DROP
SLEEVE
MFP
UFP
CENTER
2
HOPPER/
STACK
LS
DROP
SLEEVE
MFP
UFP
F4-
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
MFP
L+FP
F*
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y VELLOW
H - HEAVY FLOW
P - PUFFY
MANUAL GAS
REMARKS Good charge.
MITRE
MCF 2195 12/73
107
-------
LARRY CAR OBSERVATION LOG
COMPANY-
PLANT-
BATTERY-
National Steel
Weirton Steel
Brown's Island
DATE 3/26/76
TIME.
OVEN
4;34
C-25
CHARGE
IS SEC.
30 SEC.
45 SEC
1MIN
1 MIN. IS SEC.
1 MIN. 30 SEC
1 MIN. 45 SEC.
2 MIN.
2 MIN. 16 SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:39
DROP
SLEEVE
P+
L
CENTER
2
HOPPER/
STACK
MSP
DROP
SLEEVE
FP
LFP
F+
HP
F
CENTER
3
HOPPER/
STACK
L
DROP
SLEEVE
FP
LFP
F+
F
F
f - INCREASING ^ DECREASING
S - STACK HP - HOPPER
COKE SIDE
4
HOPPER
DROP
SLEEVE
F4-
-» CHANGING TO
F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER..
MANUAL GAS
REMARKS..
MITRE
MCF 2495 12/73
OBSERVER
108
-------
LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE
TIME
OVEN
3/27/74
3:34
A-25
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1 MIN 15 SEC
1MIN 30 SEC
1 MIN 45 SEC
2 MIN
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
HP
1:40
1
DROP
SLEEVE
M
CENTER
2
HOPPER/
STACK
MSP
MS
DROP
SLEEVE
LFP
LIFP
FP
F
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
LFP
L4-FP
FP
F
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING | DECREASING -fr CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER.
MANUAL GAS
REMARKS
Coke side ascension pipe lid failed to close. Lid man closed it manually.
MCF 2495 12/73
109
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LARRY CAR OBSERVATION LOG
COMPANY
PLANT
BATTERY
National Steel
Weirton Steel
Brown's Island
DATE. 3/27/74
TIME:
OVEN-
B-25
CHARGE
15 SEC.
30 SEC.
45 SEC.
1MIN
1 WIN. 15 SEC.
1MIN. 30 SEC.
1 MIN. 46 SEC.
2MIN.
2 MIN. IS SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:42
I
DROP
SLEEVE
M
MFP
F+
LFP
CENTER
2
HOPPER/
STACK
MSP
MS
DROP
SLEEVE
Mi
MFP
MFP
MIFF
LFP
FP
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
MFP
MFP
M+P
LFP
FP
COKE SIDE
4
HOPPER
L
DROP
SLEEVE
f - INCREASING | DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y - YELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER-
MANUAL GAS
REMARKS: More smoke than usual at the beginning of the charge. Smoke especially
heaw on drop sleeves one, two, and three. Charge R"pned normal
toward the end
MITRE
MCF 2495 12/73
110
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LARRY CAR OBSERVATION LOG
National Steel
Weircon Steel
BATTERY Brown's Island
COMPANY
PLANT
DATE
TIME
OVEN
3/27/74
4:06
C-25
CHARGE
15 SEC
30 SEC
45 SEC
1MIN
1MIN 15 SEC
1 WIN 30 SEC
1 MIN 45 SEC
2MIN
2 MIN 15 SEC
2 MIN 30 SEC
2 MIN 45 SEC
3 MIN
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
1
HOPPER
1:41
DROP
SLEEVE
L
M
CENTER
2
HOPPER/
STACK
MSP
DROP
SLEEVE
MF
L+FP
LF
F
F
CENTER
3
HOPPER/
STACK
DROP
SLEEVE
MF
LtFP
LF
F
F
COKE SIDE
It
HOPPER
DROP
SLEEVE
L
f - INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
Y YELLOW
H - HEAVY FLOW
P PUFFY
WEATHER .
MANUAL GAS
REMARKS It appeared that all hoppers and stacks puffed back at the end of the charge.
MITRE
MCF 2195 12/73
111
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LARRY CAR OBSERVATION LOG
COMPANV
PLANT
BATTERY
NaMnnal St-ool
Weirton Steel
Brown's Island
DATE.
TIME:
OVEN
3/28/74
2:54
A-27
CHARGE
IS SEC.
30 SEC.
45 SEC
1MIN.
1MIN 15 SEC.
1 MIN. 30 SEC.
1MIN.45SEC.
2 MIN.
2 MIN. IB SEC.
2 MIN. 30 SEC.
2 MIN. 45 SEC.
3 MIN.
END OF CHARGE
LID REPLACED
TOTAL
CHARGING
TIME
PUSHER SIDE
HOPPER
1:38
1
DROP
SLEEVE
F
CENTER
2
HOPPER/
STACK
MSP
MS
-
DROP
SLEEVE
Lt
MF
LFP
LF
CENTER
3
HOPPER/
STACK
MS
DROP
SLEEVE
L
LF
LFP
LF
COKE SIDE
4
HOPPER
DROP
SLEEVE
f - INCREASING ^ DECREASING -» CHANGING TO
S - STACK HP - HOPPER F - FIRE
L - LIGHT FLOW
BL - BLACK
M - MEDIUM FLOW
V - VELLOW
H - HEAVY FLOW
P - PUFFY
WEATHER:.
MANUAL GAS
REMARKS: Sleeve up to lid at eight seconds. Eight to nine seconds to rotate.
MITRE
MCF 2495 12/73
OBSERVER
112
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TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
EPA-650/2-74-062-a
2.
3. RECIPIENT'S ACCESSION-NO.
4. TITLE AND SUBTITLE Coke Oven Charging Emission
Control Test Program--Supplemental Observations
6. REPORT DATE
September 1974
6. PERFORMING ORGANIZATION CODE
7 AUTHOR(S)
R. W. Bee and R.W. Spewak
8. PERFORMING ORGANIZATION REPORT NO.
MTR-6684
9 PERFORMING ORGANIZATION NAME AND ADDRESS
The Mitre Corporation
Westgate Research Park
McLean, Virginia 22101
10. PROGRAM ELEMENT NO.
1AB013; ROAP 21AFF-004
11. CONTRACT/GRANT NO.
68-02-0650
12. SPONSORING AGENCY NAME AND ADDRESS
EPA, Office of Research and Development
NERC-RTP, Control Systems Laboratory
Research Triangle Park, NC 27711
13. TYPE OF REPORT AND PERIOD COVERED
Supplemental: 3-4/74
14. SPONSORING AGENCY CODE
IS. SUPPLEMENTARY NOTES
. ABSTRACT
rep0rt compares operational information for two coke charging cars
operating to reduce charging emissions from the Brown's Island battery of National
Steel's Weirton Steel Division with that for a larry car developed jointly by the
American Iron and Steel Institute (AISI) and the U.S. EPA. A direct comparison is
made in areas where similarities between the two designs are strong; in areas with
contrasting features or procedures , their success is reported relative to design
intent and EPA objectives. Both designs have had reasonably good success both in
automation of oven controls and in improving operator environment. Both represent
substantial improvements in emission control: although the AISI/EPA car appears
to be more capable of sealing emissions during the charge, it is less consistent than
the Weirton car in overall emission control. Facts presented by the report origi-
nated in three areas: a desciption of the Weirton coking system, including oven
configuration, larry car operation, and general coke oven charging procedures:
observation of the two Weirton larry cars during coal charging operation; and
interviews with coke plant personnel responsible for operating the larry cars.
17
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.lDENTIFIERS/OPEN ENDED TERMS
c. COSATI Field/Croup
Air Pollution
Iron and Steel Industry
Coke
Metallurgical Fuels
Coking
Charging
Air Pollution Control
Stationary Sources
Emission Observations
Operability Assessment
Larry Car
13B
11F
21D
11H
18 DISTRIBUTION STATEMENT
Unlimited
19. SECURITY CLASS (This Report)
Unclassified
21. NO. OF PAGES
119
20. SECURITY CLASS (Thispage)
Unclassified
22 PRICE
EPA Form 2220-1 (9-73)
113
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