Transactions of the American Society of Civil Engineers Part 13

The work on the first three boilers is only a beginning; preparations are being made to test eight more multi-tubular boilers of various lengths and tube diameters, under similar conditions. Because of the experience already obtained, it will be necessary to make only eight tests at each initial air temperature.

When the work on multi-tubular boilers is completed, water-tube boilers will be taken up, for which a fairly complete outline has been prepared.

This second or water-tube portion of the investigation is really of the greater scientific and commercial interest, but the multi-tubular boilers were investigated first because the mathematical treatment is much simpler.

_Producer-Gas Tests._--The producer-gas plant at the Pittsburg testing station is in charge of Mr. Carl D. Smith, and has been installed for the purpose of testing low-grade fuel, bone coal, roof coal, mine refuse, and such material as is usually considered of little value, or even worthless for power purposes. The gas engine, gas producer, economizer, wet scrubber (Fig. 1, Plate XIX), and accessories, are in Building No. 13, and the dry scrubber, gas-holder, and water-cooling apparatus are immediately outside that building (Fig. 2, Plate XIX).

At present immense quant.i.ties of fuel are left at the mines, in the form of culm and slack, which, in quality, are much below the average output.

Such fuel is considered of little or no value, chiefly because there is no apparatus in general use which can burn it to good advantage. The heat value of this fuel is often from 50 to 75% of that of the fuel marketed, and if not utilized, represents an immense waste of natural resources. Large quant.i.ties of low-grade fuel are also left in the mines, simply because present conditions do not warrant its extraction, and it is left in such a way that it will be very difficult, if not practically impossible, for future generations to take out such fuel when it will be at a premium. Again, there are large deposits of low-grade coal in regions far remote from the sources of the present fuel supply, but where its successful and economic utilization would be a boon to the community and a material advantage to the country at large. The great importance of the successful utilization of low-grade fuel is obvious. Until within very recent years little had been accomplished along these lines, and there was little hope of ever being able to use these fuels successfully.

The development of the gas producer for the utilization of ordinary fuels,[19] however, indicates that the successful utilization of practically all low-grade fuel is well within the range of possibility.

It is notable that, although all producer-gas tests at the Government testing stations, at St. Louis and Norfolk, were made in a type of producer[20] designed primarily for a good grade of anthracite coal, the fuels tested included a wide range of bituminous coals and lignites, and even peat and bone coal, and that, in nearly every test, little serious difficulty was encountered in maintaining satisfactory operating conditions.[21] It is interesting to note that in one test, a bone coal containing more than 45% of ash was easily handled in the producer, and that practically full load was maintained for the regulation test period of 50 hours.[22]

It is not expected that all the fuels tested will prove to be of immediate commercial value, but it is hoped that much light will be thrown on this important problem.

[Ill.u.s.tration: PLATE XX.

Fig. 1.--Charging Floor of Gas Producer.

Fig. 2.--European and American Briquettes.]

The equipment for this work consists of a single gas generator, rated at 150 h.p., and a three-cylinder, vertical gas engine of the same capacity. The producer is a Loomis-Pettibone, down-draft, made by the Power and Mining Machinery Company, of Cudahy, Wis., and is known as its "Type C" plant. The gas generator consists of a cylindrical sh.e.l.l, 6 ft.

in diameter, carefully lined with fire-brick, and having an internal diameter of approximately 4 ft. Near the bottom of the generator there is a fire-brick grate, on which the fuel bed rests. The fuel is charged at the top of the producer through a door (Fig. 1, Plate XX), which may be left open a considerable time without affecting the operation of the producer, thus enabling the operator to watch and control the fuel bed with little inconvenience. As the gas is generated, it pa.s.ses downward through the hot fuel bed and through the fire-brick grate. This down-draft feature "fixes," or makes into permanent gases, the tarry vapors which are distilled from bituminous coal when it is first charged into the producer. A motor-driven exhauster with a capacity of 375 cu.

ft. per min., draws the hot gas from the base of the producer through an economizer, where the sensible heat of the gas is used to pre-heat the air and to form the water vapor necessary for the operation of the producer. The pre-heated air and vapor leave the economizer and enter the producer through a pa.s.sageway near the top and above the fuel bed.

From the economizer the gas is drawn through a wet scrubber where it undergoes a further cooling and is cleansed of dirt and dust. After pa.s.sing the wet scrubber, the gas, under a light pressure, is forced, by the exhauster, through a dry scrubber to a gas-holder with a capacity of about 1,000 cu. ft.

All the fuel used is carefully weighed on scales which are checked from time to time by standard weights; and, as the fuel is charged into the producer, a sample is taken for chemical a.n.a.lysis and for the determination of its calorific power. The water required for the generation of the vapor is supplied from a small tank carefully graduated to pounds; this observation is made and recorded every hour.

All the water used in the wet scrubber is measured by pa.s.sing it through a piston-type water meter, which is calibrated from time to time to insure a fair degree of accuracy in the measurement. Provision is made for observing the pressure and temperature of the gas at various points; these are observed and recorded every hour.

From the holder the gas pa.s.ses through a large meter to the vertical three-cylinder Westinghouse engine, which is connected by a belt to a 175-kw., direct-current generator. The load on the generator is measured by carefully calibrated switch-board instruments, and is regulated by a specially constructed water rheostat which stands in front of the building.

Careful notes are kept of the engine operation; the gas consumption and the load on the engine are observed and recorded every 20 min.; the quant.i.ty of jacket water used on the gas engine, and also its temperature entering and leaving the engine jackets, are recorded every hour. Indicator cards are taken every 2 hours. The work is continuous, and each day is divided into three s.h.i.+fts of 8 hours each; the length of a test, however, is determined very largely by the character and behavior of the fuel used.

A preliminary study of the relative efficiency of the coals found in different portions of the United States, as producers of illuminating gas, has been nearly completed under the direction of Mr. Alfred H.

White, and a bulletin setting forth the results is in press.[23]

_Tests of Liquid Fuels._--Tests of liquid fuels in internal-combustion engines, in charge of Mr. R. M. Strong, are conducted in the engine-room of Building No. 13.

The various liquid hydro-carbon fuels used in internal-combustion engines for producing power, range from the light refined oils, such as naphtha, to the crude petroleums, and have a correspondingly wide variation of physical and chemical properties.

The most satisfactory of the liquid fuels for use in internal-combustion engines, are alcohol and the light refined hydro-carbon oils, such as gasoline. These fuels, however, are the most expensive in commercial use, even when consumed with the highest practical efficiency, which, it is thought, has already been attained, as far as present types of engines are concerned.

At present little is known as to how far many of the very cheap distillates and crude petroleums can be used as fuel for internal-combustion engines. It is difficult to use them at all, regardless of efficiency.

Gasoline is comparatively constant in quality, and can be used with equal efficiency in any gasoline engine of the better grade. There are many makes of high-grade gasoline engines, tests on any of which may be taken as representative of the performance and action of gasoline in an internal-combustion engine, if the conditions under which the tests were made are clearly stated and are similar.

Kerosene varies widely in quality, and requires special devices for its use, but is a little cheaper than gasoline. It is possible that the kerosene engine may be developed so as to permit it to take the place of the smaller stationary and marine gasoline engines. This would mean considerable saving in fuel cost to the small power user, who now finds the liquid-fuel internal-combustion engine of commercial advantage. A number of engines at present on the market use kerosene; some use only the lighter grades and are at best comparatively less efficient than gasoline engines. All these engines have to be adjusted to the grade of oil to be used in order to get the best results.

Kerosene engines are of two general types: the external-vaporizer type, in which the fuel is vaporized and mixed with air before or as it is taken into the cylinder; and the internal-vaporizer type, in which the liquid fuel is forced into the cylinder and vaporized by contact with the hot gases or heated walls of a combustion chamber at the head of the cylinder. A number of special devices for vaporizing kerosene and the lighter distillates have been tried and used with some success. Heat is necessary to vaporize the kerosene as quickly as it is required, and the degree of heat must be held between the temperature of vaporization and that at which the oil will be carbonized. The vapor must also be thoroughly and uniformly mixed with air in order to obtain complete combustion. As yet, no reliable data on these limiting temperatures for kerosene and similar oils have been obtained. No investigation has ever been made of possible methods for preventing the oils from carbonizing at the higher temperatures, and the properties of explosive mixtures of oil vapors and air have not been studied. This field of engineering laboratory research is of vital importance to the solution of the kerosene-engine problem.

Distillates or fuel oils and the crude oils are much the cheapest of the liquid fuels, and if used efficiently in internal-combustion engines would be by far the cheapest fuels available in many large districts.

Several engine builders are developing kerosene vaporizers, which are built as a part of the engine, or are adapted to each different engine, as required to obtain the best results. Most of these vaporizers use the heat and the exhaust gases to vaporize the fuel, but they differ greatly in construction; some are of the retort type, and others are of the float-feed carburetter type. To what extent the lower-grade fuel oils can be used with these vaporizers is yet to be determined.

There are only a few successful oil engines on the American market. The most prominent of these represent specific applications of the princ.i.p.al methods of internal vaporization, and all except one are of the hot-bulb ignition type. It will probably be found that no one of the 4-stroke cycle, or 2-stroke cycle, engines is best for all grades of oil, but rather that each is best for some one grade. The Diesel engine is in a cla.s.s by itself, its cycle and method of control being somewhat different from the others.

An investigation of the comparative adaptability of gasoline and alcohol to use in internal-combustion engines, consisting of more than 2,000 tests, was made at the temporary fuel-testing plant of the Geological Survey, at Norfolk, Va., in 1907. A detailed report of these tests is in preparation.[24] A similar investigation of the comparative adaptability of kerosenes has been commenced, with a view to obtaining data on their economical use, leading up to the investigation of the comparative fuel values of the cheaper distillates and crude petroleum, as before discussed.

_Was.h.i.+ng and c.o.king Tests._--The investigations relating to the preparation of low-grade coals, such as those high in ash or sulphur, by processes that will give them a higher market value or increase their efficiency in use, are in charge of Mr. A. W. Belden. They include the was.h.i.+ng and c.o.king tests of coals, and the briquetting of slack and low-grade coal and culm-bank refuse so as to adapt these fuels for combustion in furnaces, etc.

This work has been conducted in the washery and c.o.king plant temporarily located at Denver, Colo., and in Building No. 32 at the Pittsburg testing station, where briquetting is in progress. The details of these tests are set forth in the various bulletins issued by the Geological Survey.[25]

The was.h.i.+ng tests are carried out in the following manner: As the raw coal is received at the plant, it is shoveled from the railroad cars to the hopper scale, and weighed. It then pa.s.ses through the tooth-roll crusher, where the lumps are broken down to a maximum size of 2 in. An ap.r.o.n conveyor delivers the coal to an elevator which raises it to one of the storage bins. As the coal is being elevated, an average sample representing the whole s.h.i.+pment is taken. An a.n.a.lysis is made of this sample of raw coal and float-and-sink tests are run to determine the size to which it is necessary to crush before was.h.i.+ng, and the percentage of refuse with the best separation. From the data thus obtained, the was.h.i.+ng machines are adjusted so that the was.h.i.+ng test is made with full knowledge of the separations possible under varying percentages of refuse. The raw coal is drawn from the bin and delivered to a corrugated-roll disintegrator, where it is crushed to the size found most suitable, and is then delivered by the raw-coal elevator to another storage bin. The arrangement of the plant is such that the coal may be first washed on a Stewart jig, and the refuse then delivered to and re-washed on a special jig, or the refuse may be re-crushed and then re-washed.

When the coal is to be washed, it drops to the sluice box, where it is mixed with the water and sluiced to the jigs. In drawing off the washed coal, or when the uncrushed raw coal is to be drawn from a bin and crushed for the was.h.i.+ng tests, however, a gate just below the coal-flow regulating gate is thrown in, and the coal falls into a central hopper instead of into the sluice box. Ordinarily, this gate forms one side of the vertical chute. The coal in this central hopper is carried by a chute to the ap.r.o.n conveyor, and thence to the roll disintegrator, or, in case it is washed coal, to a swing-hammer crusher. It will be noted that coal, in this manner, can be drawn from a bin at the same time that coal is being taken from another bin, and sluiced to the jigs for was.h.i.+ng, the two operations not interfering in the least.

The washed coal, after being crushed and elevated to the top of the building, is conveyed by a chute to the c.o.ke-oven larry, and is weighed on the track scale, after which it is charged to the oven. The refuse is sampled and weighed as it is wheeled to the dump pile, and from this sample the a.n.a.lysis is made and a float-and-sink test run to determine the "loss of good coal" in the refuse and to show the efficiency of the was.h.i.+ng test.

The c.o.king tests have been conducted in a battery of two beehive ovens, one 7 ft. high and 12 ft. in diameter, the other, 6 ft. high and 12 ft. in diameter. A standard larry with a capacity of 8 tons, and the necessary scales for weighing accurately the coal charged and c.o.ke produced, complete the equipment. The coal is usually run through a roll crusher which breaks it to about -in. size, or through a Pennsylvania hammer crusher. The fineness of the coals put through the hammer crusher varies somewhat, but the average, taken from a large number of samples, is as follows: Through ?-in. mesh, 100%; over 10-mesh, 31.43%; over 20-mesh, 24.29%; over 40-mesh, 22.86%; over 60-mesh, 10 per cent. The results of the c.o.king tests are set forth in detail in the various publications issued on this subject.[26]

Tests of c.o.ke produced in the illuminating-gas investigations before referred to, and a study of commercial c.o.king and by-product plants, are included in these investigations.

_Briquetting Investigations._--These investigations are in charge of Mr.

C. L. Wright, and are conducted in Building No. 32, which is of fire-proof construction, having a steel-skeleton frame work, reinforced-concrete floors, and 2-in. cement curtain walls, plastered on expanded-metal laths. In this building two briquetting machines are installed, one an English machine of the Johnson type, and the other a German lignite machine of very powerful construction.

The investigations include the possibility of making satisfactory commercial fuels from lignite or low-grade coals which do not stand s.h.i.+pment well, the benefiting of culm or slack coals which are wasted or sold at unremunerative prices, and the possibility of improving the efficiency of good coals. Some of the various forms of commercial briquettes, American and foreign, are shown in Fig. 2, Plate XX. After undergoing chemical a.n.a.lysis, the coal is elevated and fed to a storage bin, whence it is drawn through a chute to a hopper on the weighing scales. There it is mixed with varying percentages of different kinds of binding material, and the tests are conducted so as to ascertain the most suitable binder for each kind of fuel, which will produce the most durable and weather-proof briquette at least cost, and the minimum quant.i.ty necessary to produce a good, firm briquette. After weighing, the materials to be tested are run through the necessary grinding and pulverizing machines and are fed into the briquetting machines, whence the manufactured briquettes are delivered for loading or storage. The materials to be used in the German machine are also dried and cooled again.

[Ill.u.s.tration: PLATE XXI.

Fig. 1.--Hand Briquetting Press.

Fig. 2.--Coal Briquetting Machine.]

The briquettes made at this plant are then subjected to physical tests in order to determine their weathering qualities and their resistance to abrasion; extraction tests and chemical a.n.a.lyses are also made.

Meanwhile other briquettes from the same lots are subjected to combustion tests for comparison with the same coal not briquetted. These tests are made in stationary boilers, in house-heating boilers, on locomotives, naval vessels, etc., and the results, both of the processes of manufacture, and of the tests, are published in various bulletins issued by the Geological Survey.[27]

The equipment includes storage bins for the raw coal, scales for weighing, machines for crus.h.i.+ng or cracking the pitch, grinders, crushers, and disintegrators for reducing the coal to the desired fineness, heating and mixing apparatus, presses and moulds for forming the briquettes, a Schulz drier, and a cooling apparatus.

There is a small experimental hand-briquetting press (Fig. 1, Plate XXI) for making preliminary tests of the briquetting qualities of the various coals and lignites. With this it is easily possible to vary the pressure, heat, percentage and kind of binder, so as to determine the best briquetting conditions for each fuel before subjecting it to large-scale commercial tests in the big briquetting machines.

This hand press will exert pressures up to 50 tons or 100,000 lb. per sq. in., on a plunger 3 in. in diameter. This plunger enters a mould, which can be heated by a steam jacket supplied with ordinary saturated steam at a pressure of 125 lb., and compresses the fuel into a briquette, 8 in. long, under the conditions of temperature and pressure desired.

The Johnson briquetting machine, which requires 25 h.p. for its operation, exerts a pressure of about 2,500 lb. per sq. in., and makes briquettes of rectangular form, 6 by 4 by 2 in., and having an average weight of about 3 lb. The capacity of the machine (Fig. 2, Plate XXI) is about 3.8 tons of briquettes per 8-hour day.

Under the hopper on the scales for the raw material is a square wooden reciprocal plunger which pushes the fuel into a hole in the floor at a uniform rate. The pitch is added as uniformly as possible by hand, as the coal pa.s.ses this hole. Under this hole a horizontal screw conveyor carries the fuel and pitch to the disintegrator, in front of which, in the feeding chute, there is a powerful magnet for picking out any pieces of iron which might enter the machine and cause trouble.

The ground mixture is elevated from the disintegrator to a point above the top of the upper mixer of the machine. At the base of this cylinder, steam can be admitted by several openings to heat the material to any desired temperature, usually from 180 to 205 Fahr. There, a plunger, making 17 strokes per min., compresses two briquettes at each stroke.

The German lignite-briquetting machine (Figs. 18 and 19) was made by the Maschinenfabrik Buckau Actien-Gesellschaft, Magdeburg, Germany. Lignite from the storage room on the third floor of the building is fed into one end of a Schulz tubular drier (Fig. 1, Plate XXII), which is similar to a multi-tubular boiler set at a slight angle from the horizontal, and slowly revolved by worm and wheel gearing, the lignite pa.s.sing through the tubes and the steam being within the boiler. From this drier the lignite pa.s.ses through a sorting sieve and crus.h.i.+ng rolls to a cooling apparatus, which consists of four horizontal circular plates, about 13 ft. in diameter, over which the dried material is moved by rakes. After cooling, the material is carried by a long, worm conveyor to a large hopper over the briquette press, and by a feeding box to the press (Fig.

2, Plate XXII).