H2SO4, H2O

H2SO4, H2O

H2O

SO2, O2

H2SO4 H2O, SO2, O2

850°C

400°C,H2SO4

O2H2

450°C

I2120°C

O2, I2, HI, H2SO4, H2O

I2, HI,H2SO4, H2OI2, HI, H2O

100°C, H2O

H2O

∆G = 10.818 ∆H = -4.210

2HI I2 + 2H2

∆G = -16.412 ∆H = 44.348

H2SO4 SO2 + H2O + ½O2

∆G = -10.737 ∆H = -52.626

SO2 + I2 + H2O H2SO4 + 2HI

An Exchange of Engineering ChallengesIssue 9, Spring 2003

(Continued on page 4)

1

s global energy needs continue to increase, many believe that electricity will be supple-mented with other energy carriers, e.g.,hydrogen.

A hydrogen based economy couldallow expansion of energy productionwhile improving environmental quality.However, this vision of the future reliesupon developing hydrogen productionmethods that are competitiveeconomically and that meet growingenvironmental concerns.

Nuclear-based hydrogen productionusing advanced reactor technologies mayhold the solution. Nuclear energy isparticularly advantageous because:

• Nuclear technology for hydrogenproduction is proven,

• High temperatures are available,• Nuclear power yields large thermal

energy generation for relatively lowcost, and

• Nuclear power has very low pollutionemissions.

Three nuclear-based hydrogen pro-cesses currently in development aroundthe world are particularly promising.

by L. Crosbie & D. ChapinHydrogen: Our Future made with Nuclear

A

Inside this Issue

Hydrogen - OurFuture made withNuclear

Page 1

Distributed SupervisoryControl System (SCS)for Advanced DamageControl Systems onShips

Diesel enginecondition-basedmaintenance

Page 2

Page 3

Page 5

What’s New @ MPR

An Overview ofTechnologies forReduction of NitrousOxides Emissions fromStationary CombustionSources

Back Page

ElectrolysisThe simplest and cleanest way to

produce hydrogen is by electrolysis ofwater. The actual electrolytic step ofsplitting water molecules with electricityis very efficient (0 to 90 percent). How-ever, when electricity generation isaccounted for, overall thermal efficiencydrops to 25 to 45 percent. In general,electrolysis is considered expesive andis only used for small productionfacilities.

Use of new advances in high-efficiency electrolytic cells maysignificantly reduce costs, making it aviable hydrogen production method whencheap, off-peak electricity can be used.

When coupled with a nuclear powerplant, electrolysis is an extremely cleanmethod of producing hydrogen.

The Sulfur-Iodine CycleThe Sulfur-Iodine Cycle uses thermo-

chemical processes to obtain hydrogenand oxygen from water. The figurebelow depicts the cycle. In the initialstage, water reacts with iodine and sulfurdioxide to form intermediate products.The intermediate products break down to

2-Phase Sulfur-Iodine Process

This flow diagramshows the three re-action steps thatmake up the Sulfur-Iodine process. Thecycle re-

constituents upon heating, releasinghydrogen and oxygen. The iodine and sul-fur are recycled in the system..

This cycle, powered by a HTGR (HighTemperature Gas Reactor), may one daysupply hydrogen efficiently, without anydependence on fossil fuels.

As shown, the cycle uses only energy(as heat) and water as inputs. The onlyproducts are hydrogen and oxygen andsome reject heat.

With a predicted efficiency of ~50percent, the cycle is more attractive thanelectrolysis according to research by the

SPRING 2003

PROCESS IMPROVEMENTS

Diesel Engine Condition-basedMaintenance

analysis would have identified these faultsand their causes before engine damageoccurred. A well-designed, condition-based maintenance program that includesengine signature analysis for dieselengines and gas compressors can saveowners significant expense and increasesystem reliability and availability. A con-dition-based program also includes oper-ating data trending, lube oil analysis, jacketwater analysis and non-instrusive inspec-tions, each of which contributes toenhanced economic and operationalperformance.

Engine signature analysis usespreviously measured baseline data from anoperating engine or reciprocating compres-sor to assess the current condition ofmajor components, including cylinderliners, pistons and piston rings, cylinderheads, camshafts, main and connectingrod bearings, fuel injectors and pumps,turbochargers, and valve trains.

by C. Haller & M. O’Connell

Case Scenario No. 1 n engine burning heavy fuel oil was experiencing chronic cyl- inder liner scuffing. Rapidwear in the cylinder liners produced un-expected and costly outages. The ownertried using more frequent engine inspec-tions to avoid further failures, but whileeffective at reducing failures, the inspec-tions still caused unwarranted downtime.

Case Scenario No. 2A 9-cylinder engine was exhibiting

abnormal noise. The exhaust valveactuator on one cylinder was not perform-ing as designed, but this performancedegradation was not apparent untilsignificant valve damage occurred.

In both these real-life scenarios, regu-lar performance of engine signature

2

Example Data Reports

A

Test equipment used for this analysisis portable and data collection requiresapproximately one hour during normaloperation. An experienced engineanalyst can evaluate the data in one to fourhours.

Engine signature analysis obtains twotypes of data. First, cylinder pressure isrecorded as a function of crank angle.Second, vibration and ultrasonic data arealso recorded, which reveal the noiseenergy associated with mechanical con-tacts or leaks. Using both types of data,events during the engine’s cycle exhibitdistinctive timing, magnitude and shapecharacteristics. Degraded componentsresult in altered or missing signature char-acteristics or unexpected signature ele-ments. Like a doctor, the engine analystuses his knowledge, training and experi-ence in conjunction with the measured sig-natures to quantify the condition of theengine and its components. For example,the data shown in the output reports tothe left, identified piston ring blow-by andscuffing.

Engine signature analysis yields severalkey benefits, including reducedmaintenance activities, reduced fuel con-sumption, and increased reliability andavailability. Typically, 3 to 15 percent fuelsavings is achieved by optimizing cylinderpower balance and engine tuning usingthe signature analysis. By performing

Typical enginesignature analysisdata. Events drivingengine’s mechanicalcycle, such as valveclosures and fuelinjection, are clearlyvisible.

(Continued on Back Page)

Engine signatureanalysis data show-ing indications ofpiston ring blowby.

Collecting engine signature analysis datausing hand-held equipment.

SPRING 2003

INNOVATIVE SOLUTIONS

3

Distributed Supervisory Control System (SCS) forAdvanced Damage Control Systems on Ships

by R. Downs & E. Runnerstrom

ne element important to suc- cessful naval combat is the

ability to quickly mitigate thespread of damage from an attack. Dam-age that extends beyond the initial sitecan occur because the ship’s crew doesnot have quick, reliable informationneeded to take protective actions. How-ever, current damage control techniquesto define and manage the casualty aretoo slow and inaccurate to be effective.

SCS computer to handle any of the SCSfunctions providing for highly distributedprocessing during normal operation, aswell as and survivable redundancy tocompensate for multiple computers thatmay be lost during a casualty.

The use of SCS brings great opera-tional and economic benefits. Thesystem allows ships to be operated withfewer people, personnel on-board have abetter chance of surviving an attack and

O

Photo on the leftdepicts DamageControl Central(DCC) aboardthe ex-USSSHADWELLduring a DC-ARMSCS demonstra-tion. This is a

As a result, secondary damage spreadoccurs, often at costs that far exceedthose attributed to the initial incident.The Distributed Supervisory ControlSystem is a distributed damage controlsystem that automatically detects largeand small casualties and defines the ex-tent of damage to compartments andship systems (i.e., firemain, chilledwater, ventilation). The system takes theappropriate automated actions for isola-tion, containment, control and restoration.Further, the system provides damagecontrol personnel with superior situationawareness and gives recommendedmitigating activities. The SCS logic architecture isdistributed from the individualcompartment- or component-levelhandling the simpler tasks to the systemor zone levels, all the way through a fullyintegrated ship-level logic to process themost complex tasks. The software isdesigned with redundancy to allow any

the ship has a greater likelihood of perse-vering in fighting condition.

MPR developed the SCS for the U.S.Navy’s program on Damage ControlAutomation for Reduced Manning(DC-ARM). The system was validatedduring ship fire testing in 1998 to 2001.The SCS is the only advanced damagecontrol system which has been validatedusing live fire testing and fleet personnel.

Figure belowshows significantimprovements incasualty identifica-tion and character-ization, damagedsystemreconfigurationand casualty

conceptual DCCaboard a futureNavy combatant.The large SCSdisplays providethe DCA withcasualty infor-mation includingreal-time sensors,

live video feedsand automatedDC plotting to im-prove situationalawareness anddamage controlcrew casualtyresponse.

containment timewere realizedusing the SCS tomanage large firecasualties aboardNRL’s test platform,ex-USSSHADWELL. Testswere conducted

with active-dutyfleet participantsand casualties ofvarious severitiesusing currentshipboard technol-ogy and, again,using the SCS.

SPRING 2003

Hydrogen -Our Future madewith Nuclear( Continued from page 1 )

4

PARTNERSHIPS

Filling of MAN Hydrogen Bus

JAERI Concept for Nuclear-BasedSteam Reforming Hydrogen Plant

(This diagram hasbeen adapted byMPR based on aJAERI skematic.)

The systemoperates with anintermediate heatexchanger.

Japan Atomic Energy Research Institute(JAERI). JAERI has successfullyconducted continuous production experi-ments using S-I technology. Scale up willrequire significant additional research anddevelopment in the following areas.

• Large scale components will have tobe constructed of materials able toresist the highly corrosive and hightemperature environments en-countered with the S-I process.

• Solution concentrations are critical tothe success of the cycle, and theseparameters currently are difficult tocontrol in large scale.

• Process improvements usingmembrane technology for the HIdecomposition step need to be refined.

Steam ReformingThis process currently is the most

common and cost effective means ofproducing hydrogen today. Methane and

steam are reacted athigh temperature toproduce hydrogen andcarbon monoxide. Al-though a fossil-firedheat source can beused, a high tempera-ture nuclear reactoralso can produce theneeded heat. The heatis transferred via anintermediate heatexchanger, so the primary coolant sremains isolated.

Out - of - pile tests of a prototype atJAERI have proven that a steam re-forming hydrogen production unit works.Using this process (illustrated below),JAERI is on schedule to operate theworld’s first nuclear powered hydrogenproduction facility in 2008.

Steam reforming of methane issignificantly more feasible than the S-ICycle methodology in the short term, butthe process remains dependent onhydrocarbons and produces green-house gas (CO2). Nevertheless, usinghydrogen from nuclear-based steamreforming would result in significantlylower emissions than current fossil-burning engines presently used fortransportation. The knowledge gainedin the steam reforming plant also (Continued on Back Page)

provides vital information to supporteventual realization of the S-I Cycle.

Current StatusOn an efficiency basis, thermo-

chemical processes are superior toelectrolysis. However, electrolysis hasthe advantage of much greater freedomof location, as the hydrogen plant doesnot need to be co-located with the powerplant. Electrolysis can allow productionclose to customers, reducing the costsassociated with hydrogen storage anddistribution.

It appears that nuclear power useswill expand and evolve to includehydrogen production. However as the

[Photo: TotalFinaElf]

SPRING 2003

TECHNICAL ANALYSES

5

An Overview of Technologies for Reduction of NitrousOxides Emissions

itrous oxides (NOx) emissions contribute to the formation of ozone and photo-chemical

smog. The Federal Clean Air Act of 1990requires facility owners to select andimplement NOx control strategies forreduction of emissions from existingsources. Yet, while reducing nitrousoxides emissions is important, themethods used can provide challenges toequipment owners who need to maintainunit performance and safety.

Oxides of nitrogen form at combustionsources by one of three mechanisms: 1)Thermal, 2) Fuel, or 3) Prompt. ThermalNOx is the result of the high temperaturedissociation and chain reaction ofelemental nitrogen and oxygen during com-bustion. Fuel NOx is formed by the oxida-tion of nitrogen compounds chemicallybound in liquid and solid fuels or in gaseousfuels as a separate component. PromptNOx originates from a reaction involvingelemental nitrogen which occurs underpartially fuel-rich conditions.

The formation of thermal NOx can belimited by reducing the flame temperature,

by R. Bell, P.E., & F. Buckingham, Ph.D., P.E.

N reducing the residence time, or operatingunder fuel rich conditions. Fuel NOx canbe limited by decreasing the concentrationof bound nitrogen in the fuel or by operat-ing under fuel -rich conditions. PromptNOx can be reduced by operating at lowertemperatures and highly oxidizing combus-tion conditions. In essence, these NOxcontrol approaches reduce the level of NOxby altering the conditions under which com-bustion occurs, known as combustionmodifications. Control techniques that are

applied down stream of the combustionzone are referred to as post combustionNOx control.

All combustion modifications target oneor more of three primary objectives: 1)lower the flame temperature; 2) create afuel rich condition at the maximum flametemperature; or 3) lower the residencetime under which oxidizing conditions exist.The conditions usually are achieved bystaging air and fuel, or by flame quenchingwith steam, water or recycled flue gas.

Even a simple fine-tuning of theburners in conjunction with process controloptimization can reduce NOx emissions

significantly. Such simple alterations arerelatively inexpensive and should beconsidered as a starting point for any NOxreduction program.

Reduction of NOx emissions can bemore significant using post-combustionpractices than techniques used duringcombustion, but such post-combustionapproaches also are more costly. There aretwo major post-combustion technologiesfor the reduction of NOx: selective non-catalytic reduction (SNCR) and selectivecatalytic reduction (SCR). Both of thesemethodologies require the introduction ofa reagent such as ammonia or urea,that will selectively react with NOx in thepresence of oxygen.

SNCR technologies can achieve NOxreductions of 50 to 60 percent withoutsignificant impacts on unit performance.This approach is well suited for coal-firedboilers, due to fly ash that can impair theuse of SCR.

SCR technologies have a NOx reduc-tion efficiency of 80 to 90 percent, butefficiencies as high as 95 percent have beenachieved commercially with an acceptableammonia slip of under 10 ppmv. MPR hasapplied SCR to gas-fired boilers and turbinesin the United States and to coal-firedboilers and municipal waste incinerationsystems in Japan and Europe.

MPR has experience with several tech-nologies and techniques for reducing NOxemissions that are commercially availablefor stationary combustion sources, such assteam boilers, process heaters and otherfired equipment. MPR has employed 11different combustion modification tech-niques to boilers, process heaters, gas tur-bines and coal-fired boilers that reducedNOx emissions by 10 to 60 percent, depend-ing on the type of fuel being used. Addition-ally, MPR has years of experience ineffectively guiding unit owners through thecomplete NOx reduction process, enablingefficient and effective compliance with allaspects of the Federal Clean Air Act.

Percent N0x Capital CapitalTechnology Application Reduction Cost $/Ton Cost $/kW

Burners Out of Service Boilers/Process Heaters 10-15 N/A N/AFuel Biasing Boilers/Process Heaters 10-20 N/A N/AOver Fire Air (close couple Boilers 30-50 200-450 4-7Over Fire Air (separated) Boilers 40-60 250-500 5-10Low N0x Burners - Oil & G Boilers/Process Heaters 40-60 125-250 2-4Low N0x Burners - Coal Boilers 40-60 300-500 5-10Low Excess Air Boilers/Process Heaters 10-15 N/A N/A

Water/Steam Injection rbines,“Boilers/Process 20-25 100-150 2-3

Induced Flue Gas“Re-circ ers/Process Heaters (Inte 30-40 200-300 3-5

Forced Flue Gas“Re-circul Boilers 40-50 300-500 5-10

Reburn Coal Fired Boilers 40-50 500-800 10-12

Table 1. Summary of Combustion Modifications

Percent N0x Capital CapitalTechnology Application Reduction Cost $/Ton Cost $/kW

SNCR Boilers/Process Heaters 50-70 500-1000 10-20

SCR cess Heaters &“Gas Fire 80-90 1000-2000 20-40

Table 2. Summary of Post-Combustion Control

SPRING 2003

INDUSTRY TRENDS

5

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Contact us formore informationon our experiencewith the topicsthat appear inthis issue ofMPR Profile

Fax:703-519-0224

Call:703-519-0200

E-mail:info@mpr.com

Website:http://www.mpr.com

Hydrogen - Our Future made withNuclear

Diesel Engine Condition-basedMaintenance

An Overview of Technologies forReduction of Nitrous OxidesEmissions

Distributed Supervisory ControlSystem (SCS) for Advanced DamageControl Systems on Ships

320 King StreetAlexandria, Virginia 22314-3230

Please notify us of any changesto your contact information or tobe removed from this mailing.,

Hydrogen - OurFuture made withNuclear( Continued from page 4 )

application of nuclear power to newenergy distribution opportunities such ashydrogen evolves, MPR is ready. Our

Diesel EngineCondition-basedMaintenance( Continued from page 2 )

specific maintenance and repairs only onselected components rather than periodi-cally disassembling the engine, usersreport a 30 to 50 percent reduction inmaintenance costs. Engine signatureanalysis also reduces maintenance-in-duced failures and unexpected componentfailures.

Dr. Douglas M. Chapin, aPrincipal Off icer of MPRAssociates Inc. (an engineer-ing firm established in 1962located in Alexandria, Virginia),has been appointed Chairmanof the Board on Energy andEnvironmental Systems (BEES).BEES is a unit in the NationalAcademy of Engineering underthe auspice of the NationalResearch Council (NRC).

MPR Associates / Innovative ControlSolutions (ICS) are teaming to provideturnkey power generation and control so-lutions with cost reduction opportunities.

MPR Associates / Entropy Technol-ogy & Environmental Consultants

(ETEC) are teaming to provide innovativeNOx/combustion technologies.

MPR receives two patents:• Food IrradiatorTitle: Product Irradiation Device andMethod of Irradiating Products using thesame [Patent: #6,437,344B1]• Boiling Water Reactor ShroudAssembly RepairTitle: Repaired Shroud Assembly for Boil-ing Water Reactor (BWR)[Patent: #6,464,424B1]

continuing research and developmentprojects help us maintain and increaseour technical expertise enabling us to stayat the forefront of the energy industry.

R&D tasks create a culture of ex-citement that becomes a part of everychallenge MPR faces. Our goal is toprovide our clients with excellent andinnovative engineering solutions.

What’s New @ MPR