Prompt Load Following

Fuel cell systems generally have very good dynamic load following characteristics [51, 52]. This is partially due to the prompt nature of the electrochemical reactions that occur within a fuel cell. Again, when the fuel cell system includes a fuel reformation stage, the load following ability of the system noticeably decreases as a result of the slower nature of the reformation process. 

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Workers at Sphinx [24] have published a synthetic route to a series ofhighly functionalized biphenyl compounds. The key reactions in this sequence are the biaiyl Stille and/or Suzuki couplings to form the biphenyl nucleus and the use of Mitsunobu chemistry to attach the variable side chains (Fig. 2). The illustrated route utilizes a solution-based diaryl coupling followed by on-resin Mitsunobu reactions. Although the diaiyl coupling proceeds on solid phase, this group s desire to maximize resin loading prompted them to implement the former route. 

However, power reactors require significant amounts of reactivity (i.e., well above the amount needed to go prompt critical if added suddenly) that must be provided by movable control absorber devices (or removable poison dissolved in the piimaiy coolant) under the direction of a licensed operator and following jq>proved procedures during reactor start-up and the transition to equilibrium full-power operation. This positive reactivity is needed to compensate for losses associated widi increased core temperature, reduced coolant density including bubble void formation, and equilibrium fission product poison loads, especially Xe. Consequently, it is only possible to limit the amount of reactivity that could theoretically be inserted to small, intrinsically safe values when the reactor is already in the normal full-power operating mode with all movable control devices very near their maximum withdrawal positions (and when the dissolved poison concentration is close to zero). 

Care should be taken to match the size, type and capacity of the truck to the job it is to do. In service, the manufacturer s maintenance schedules should be followed with any necessary repairs being carried out promptly. High-lift trucks should have an overhead guard and those used to load trailers and lorries should have a guard behind the driver (Figure 27.6). 

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