Bins, Bunkers and Silo Design

Let , D be the width of middle portion: 8m d opening at bottom: 0.9m Bottom Wall angle with horizontal line: 700 Considering the topmost part A as Conical Let h1 be the height of conical portion which is=Radius of bunker X Tan 350 = 4 Tan350= 2.8 m Volume of conical part A=1/3* PI*R2* h1 = 0.33*3.14159*42*2.8 = 46.89 m3 Considering the bottom part C as frustum Let h3 be the height of bottom portion which is=(4-(0.9/2))* Tan700 =9.75 m Then Volume = 1/3*PI* Perpendicular Height * (R2 +r2 +Rr) = 0.33*PI*9.75*(16+0.2025+4*0.45)= 183.71 m3 Considering the middle part B as Cylindrical Let h2 be the height of middle portion Volume of cylindrical part B = PI* R2* h2= 3.141598* 16*h2 = 50.24 h2 Now Volume of coal required in each bunker MCR x No of Hr of Storage = ------------------------------------------No of working bunker X Density =(600*12)/(6*0.8)=1500 m3 Total Volume of bunker= Volume Conical Portion + Volume of Cylindrical+ Volume of frustum 1500m3 = 46.89+50.24h2+183.71 h2 = 25.26 m Free board considered = 500 mm Rail Wagons In our life, many things are there without which its very difficult to move ahead. One of those is the transportation system. Transportation facilities have become an inevitable need of life. As we all know, there are different modes of transportation and different facilities available for transportation. Among these, Railways have gained high importance. For travelling long distances, carrying bulk and heavy materials, time saving, etc. are some of the features of Railways. Railways are used for transportation of human being, animals, ores, metal sheets, cars, trucks, food products and a large number of other goods. For transportation of people, railway coaches are used and for transportation of goods, railway wagons are used. There are variety of coaches and wagons in Indian Railways. There are different types of rails or tracks available for cranes, railways, stacker reclaimers and other track running machines. We shall move ahead with rails used in railways. In India, the railways started with the Narrow Guage (2 feet). Later, Metre Guage (1 m) came and finally Broad Guage (5 feet 6 inches / 1676 mm) was formed. The change in gauges from Narrow to Broad Guage was mainly due to increasing demands in loads, higher speed requirement, better wheel adhesion, track strength requirements, better loco stability, etc. Rails used in Broad Gauge is 52kg/m and 60kg/m rails Proper layout of rail tracks is very necessary for proper running of the locos and wagons on the rails. It may seem simple that a loco can easily run on the tracks and it wont derail due to the flanges provided on the wheels. But it is not so. Beside derailing, a loco wheel is subjected to skidding and high friction against the rails. On a straight track, the friction is not much but on a curved track, the friction is very high. The fuel consumption / electricity consumption of a loco

thus increases on curved tracks. So, it should be tried to provide proper rail track radius at curves and switches. In power plants, the minimum radius to be given is 250m. But while taking branch line (for the power plant) from the main line, the minimum radius to be provided is 440m Why proper radius is required? Any loco or wagon or coach rests on a frame which is known as bogie. Generally, while travelling, we say that he/she is in 4 th bogie or 5th bogie. Actually, that is not the bogie, that is the coach. The partitions in a coach are known as compartments. The bogie is the frame in which the wheels are mounted along with traction motors, brakes, bearings, brake cylinder, suspension system, etc. The wagons and coaches do not have any drive motor for the wheels. The coaches have alternators mounted at the bottom for generating electricity for battery charging. They are driven by belts which are driven by pulley mounted on the wheel axles It is the bogies which help in negotiating curves. The necessity of bogie system came from the need to negotiate curves. Even the old steam locos had bogies at the front non-drive wheels. It is a general question that buses and trucks also negotiate curves but they do not have bogies. The reason is that the rear wheels of buses or trucks need not follow the same path as the front wheels but for railway rolling stocks, it is necessary for the wheels to follow same path to prevent derailing. If small radius will be given at curves, then the bogie wheels flanges are subjected to higher friction and hence higher wear and tear. Smaller radius also leads to greater banking angles. This is the reason why we hear a screeeeching noise when the train negotiates sharp curves. Smaller track radius also limits the train speed to a great extent. Sometime we notice sign boards before curves reading as Max Speed 30 kmph or 40 kmph. In power plants, generally 300m radius is provided for Merry-Go-Round layouts. WAGONS There are different types of wagons in Indian Railways. As in the track gauges, many changes have been made in wagon designs also. The reasons are mainly higher speed, higher wheel loads, better shock absorption, better coupling between wagons, etc. The changes have been made especially in the bogies, couplings, buffers, suspension and of course the wagon shape and structure

Codes of the above alphabets are as follows: B: Bogie mounted O: Open R: Rapid discharge S: Side discharge T: Tanker P: Petroleum Products R: Rail carrying C: Covered C: Centre discharge X: Centre and Side discharge

Certain additional codes are also used as mentioned below: C: For wagons having CBC (Centre buffer coupler) T: For wagons having Transition couplers (CBC with additional side buffers and screw coupling) R: For wagons having screw coupling only N: For wagons equipped with air brakes M: Military use A: Additional capacity CR: Corrosion resistant (3CR12 stainless steel) LW: Low tare weight AL: Aluminum body HS: Higher speed Y: Low sided wagon Railways do not use all the codes at a time. For e.g. a wagon having bogies, top open, centre and side discharge facility, having CBC and equipped with air brake can be named as BOCXN. But railways name it as only BOXN. C is dropped. Same thing is followed for other wagons also. In some cases, railways use same alphabet for different meaning. For e.g. C is used for Cover, Centre discharge and CBC. By seeing the wagon, we can identify that for what feature C is used. Leaving the above types, there are certain other types of wagons also which are made to order built. All the above mentioned wagons are designed for handling different material or goods, different types of loading and unloading, different speeds, different axle loads, etc. So, the shape and size of wagon varies with wagon types. For ores, generally BOXN, BOBS and BOBR wagons are used. The methods of loading material into these wagons are same but the unloading processes from these wagons are different. Loading of material into these wagons may be done by Wagon loaders or Rapid loading system. The unloading of BOXN wagons is done by using Wagon tipplers. All the wagons are uncoupled and then a tippler turns the wagon and material falls into the Wagon tippler hopper. It is a slow process and the BOXN wagons undergo damages also. The BOBR or BOBS wagons do not need tipplers for unloading. The BOBR wagons have doors at bottom and BOBS have doors in the side panels as shown in picture. These doors can be opened manually or by using Line side equipment. When these doors are opened, material flows through the doors and fall in a hopper known as Track hopper. The BOXN wagons also have doors in the side panels but not throughout the length of the wagon as in BOBS LOCOS Indian Railways holds a large variety of Locos also. Locos are classified as Steam loco, Diesel loco and Electric loco. Steam locos are not being used now. Most of them are preserved in museums and very rare numbers are presently working. Some of them are being used for shunting purposes. Lets go ahead with the diesel and electric locos. By first glance, all diesel locos seem to be same and all electric locos also seem to be same. But, there are many differences in each type considering Horsepower, maximum speed, braking systems, traction systems, etc. The diesel and electric locos are classified as passenger service, goods service and multiple services. As in wagons, the locos are also given model numbers / names which identify their purpose built for. Basically for electric locos, the names are given as WAP, WAG and WAM. For diesel locos the names are given as WDM, WDS, WDP and WDG. The codes of these alphabets are as follows: W: Broad gauge loco A: Main source electric P: Passenger service G: Goods service M: Multiple services D: Main source diesel engine S: Shunting service The goods service locos have more horse power than the passenger service locos but the maximum speed attainable is less than the passenger service locos. At present, the most powerful goods loco is WAG 9 having 6000 hp. The maximum service speed is 100 kmph. The fastest passenger service loco is WAP 5 with maximum service speed 160 kmph. The power is 5400 hp. This loco is mainly being used for the Rajdhanis. The loco has been designed for a speed of 200 kmph and during test, it touched 225 kmph limit. The multiple services locos are medium hp locos with maximum service speed of 110 kmph. These electric locos generally haul passenger coaches and very rarely are used for goods service but the diesel locos share both passenger and goods services. The shunting locos are used for shunting purposes only. Shunting means moving a rake of wagons or coaches from one track and placing them on the required track. Shunters are used at rail car sheds, marshalling yards, washing bays, stations, etc. These have very less power compared to the other category locos. The maximum speed is about 60 kmph. Some of the old shunters had maximum speed of 20 30 kmph. Many shunters have been removed from service. Presently, Indian Railways use WDS 6 shunters with 1600 hp. These locos are simple in operation and do not have much technology built in them

Cyclone separator It is a method of removing particulates from an air, gas or water stream, without the use of filters, through vortex separation. Rotational effects and gravity are used to separate mixtures of solids and fluids.A high speed rotating (air)flow is established within a cylindrical or conical container called a cyclone. Air flows in a spiral pattern, beginning at the top (wide end) of the cyclone and ending at the bottom (narrow) end before exiting the cyclone in a straight stream through the center of the cyclone and out the top. Larger (denser) particles in the rotating stream have too much inertia to follow the tight curve of the stream and strike the outside wall, falling then to the bottom of the cyclone where they can be removed. In a conical system, as the rotating flow moves towards the narrow end of the cyclone the rotational radius of the stream is reduced, separating smaller and smaller particles. The cyclone geometry, together with flow rate, defines the cut point of the cyclone. This is the size of particle that will be removed from the stream with a 50% efficiency. Particles larger than the cut point will be removed with a greater efficiency and smaller particles with a lower efficiency Wet collector ( wet scrubber) A wet scrubber is used to clean air, flue gas or other gases of various pollutants and dust particles. Wet scrubbing works via the contact of target compounds or particulate matter with the scrubbing solution. Solutions may simply be water (for dust) or solutions of reagents that specifically target certain compounds. Removal efficiency of pollutants is improved by increasing residence time in the scrubber or by the increase of surface area of the scrubber solution by the use of a spray nozzle, packed towers or an aspirator. Wet scrubbers may increase the proportion of water in the gas, resulting in a visible stack plume, if the gas is sent to a stack. Electrostatic precipitator An electrostatic precipitator (ESP) , or electrostatic air cleaner is a particulate collection device that removes particles from a flowing gas (such as air) using the force of an induced electrostatic charge. Electrostatic precipitators are highly efficient filtration devices that minimally impede the flow of gases through the device, and can easily remove fine particulate matter such as dust and smoke from the air stream. [1]. In contrast to wet scrubbers which apply energy directly to the flowing fluid medium, an ESP applies energy only to the particulate matter being collected and therefore is very efficient in its consumption of energy (in the form of electricity). The most basic precipitator contains a row of thin vertical wires, and followed by a stack of large flat metal plates oriented vertically, with the plates typically spaced about 1 cm to 18 cm apart, depending on the application. The air or gas stream flows horizontally through the spaces between the wires, and then passes through the stack of plates. A negative voltage of several thousand volts is applied between wire and plate. If the applied voltage is high enough an electric (corona) discharge ionizes the gas around the electrodes. Negative ions flow to the plates and charge the gas-flow particles. The ionized particles, following the negative electric field created by the power supply, move to the grounded plates. Particles build up on the collection plates and form a layer. The layer does not collapse, thanks to electrostatic pressure (given from layer resistivity, electric field, and current flowing in the collected layer). Fabric filter (Bag filter) Commonly known as baghouses, fabric collectors use filtration to separate dust particulates from dusty gases. They are one of the most efficient and cost effective types of dust collectors available and can achieve a collection efficiency of more than 99% for very fine particulates. Dust-laden gases enter the baghouse and pass through fabric bags that act as filters. The bags can be of woven or felted cotton, synthetic, or glass-fiber material in either a tube or envelope shape. The high efficiency of these collectors is due to the dust cake formed on the surfaces of the bags. The fabric primarily provides a surface on which dust particulates collect through the following four mechanisms:

Inertial collection - Dust particles strike the fibers placed perpendicular to the gas-flow direction instead of changing direction with the gas stream. Interception - Particles that do not cross the fluid streamlines come in contact with fibers because of the fiber size. Brownian movement - Submicrometre particles are diffused, increasing the probability of contact between the particles and collecting surfaces. Electrostatic forces - The presence of an electrostatic charge on the particles and the filter can increase dust capture Mechanical shaker In mechanical-shaker bag houses, tubular filter bags are fastened onto a cell plate at the bottom of the bag house and suspended from horizontal beams at the top. Dirty gas enters the bottom of the bag house and passes through the filter, and the dust collects on the inside surface of the bags. Cleaning a mechanical-shaker bag house is accomplished by shaking the top horizontal bar from which the bags are suspended. Vibration produced by a motor-driven shaft and cam creates waves in the bags to shake off the dust cake. Reverse Air Cleaning In reverse-air bag houses, the bags are fastened onto a cell plate at the bottom of the bag house and suspended from an adjustable hanger frame at the top. Dirty gas flow normally enters the bag house and passes through the bag from the inside, and the dust collects on the inside of the bags. System Capacity Calculation Quantity of coal required per day per unit = MCR x 24 hrs = 380 TPH x 24 = 9120 TPD/Unit Total quantity of coal required per day = Quantity of coal required per day per unit X No of Units No of rakes required per day = (Total quantity of coal required per plant) /( wagon capacity x no of wagons per rake) = (18240)/ (55 x 58) = 5.7171 ~ 6 rakes/day Wagons handled by wagon Tippler per hr = (No of rakes x No of wagons per rake) / (No of operating hrs of unloading) = (6 x 58 ) /16 = 21. 75 wagons per hr As we Know, Ratio of average to rated capacity (for W.T. hopper)= 0.75 Thereof, Max no of wagons evaluated per hr = (Average unloading capacity/0.75) = (Wagon Tips per hr)/0.75 = 29 wagons/hr As we aware from Practical Experience the wagon tipping time which should be consider as = 17 tips /hr Therefore, No of Wagon tippler = (Max no of wagons per hr / no of tips can be made in practical by wagon tippler per hr ) i.e.= 29/17= 1.705 ~ 2 Thereof, no of wagons tippler required= 2 and no of stand by wagon tippler= 1 Total no of wagon tippler s= 2+1 Rated Capacity of the wagon tippler = No of wagons handle per hr x capacity of wagon = 29 x 55= 1595 TPH Upshot of above will give the capacity of subsequent conveyor system =1600 TPH Average capacity of wagon unloading = (Coal carrying capacity of each wagon x max no of wagons per rake x no or rakes per day)/ no of operating hrs per day of unloading) = ( 55 x 58 x 6 ) / 16 = 1196.25 TPH Ratio of average to rated capacity Pth= 0.9 Thereof, Rated capacity of Track hopper = (Average capacity of wagon unloading/ Pth) = 1196.25/ 0.9 ~ 1330TPH Therefore Rated capacity of conveyor to carry raw material to stock pile is 1330 TPH As we know from Input data,Ratio of reclaiming capacity to average reclaiming capacity = Qr = 1.4 Working hours / day for material to reclaimed from stockpile = 16 hr Average reclaiming capacity = (Reclaiming capacity per day)/(Working hours / day for material to be reclaimed from stockpile)i.e = Total MCR per day / operating hr = 18240/16 = 1140 TPH Hereof, peak reclaiming capacity can be estimated as Peak reclaiming capacity = Average reclaiming capacity x Qr = 1140 X 1.4= 1596 TPH ~ 1600 TPH Therefore rated capacity of reclaiming conveyor = 1600 TPH Total Storage required in the bunker for each unit = MCR per hour X operating hours = 380 TPH x 16 H = 6080 T Storage required in each bunker = (Total Storage required in the bunker for each unit )/ No of bunker= 6080 / 5 = 1216 T Volumetric Capacity of each Bunker = (Storage required in each bunker ) / (Density of raw material to be stored) = 1216 / 0.8 = 1520 M3

Total capacity of stock pile = MCR requirement per day X No of days of storage X No of Units X Plant load factor = 380 X 24 X 30 X 2 X 0.8 = 437760 T Volumetric capacity of stockpile = (Total capacity of stock pile) / (Density of material) = 437760/0.8 = 547200 M3