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At least 37 records · Page 2

Reburning of Animal Waste Based Biomass with Coals for NO x Reduction, Part II: Dairy Biomass (DB) and Coal–DB Blends

Concentrated animal feeding operations (both slaughter and dairy cattle) lead to land, water, and air pollution if waste storage and handling systems are not effectively managed. At the same time, cattle biomass (CB), which includes both slaughter/feedlot biomass (FB) and dairy biomass (DB), have the potential to be a source of green energy at coal-fired power plants. Part I presented results on NOx reductions with pure FB or Coal: FB blends as reburn fuels. Part II deals with results from reburning with pure DB or Coal: DB blends as reburn fuels. A mixture of NG with a small amount of NH3 was used to generate the baseline NOx of 400–420 ppm (or 185–194 g/GJ). NOx emissions were found to be reduced by as much as 96% when reburning with FB. The effects of reburn fuel type, equivalence ratio (ER RBZ ) in the reburn zone, vitiated air, several injection configurations of reburn fuel and initial NO concentrations on NOx emissions were investigated. The ER RBZ shows a significant effect on the NOx reduction. The 20% heat input by reburning was the better operating condition for the long-term operation due to its ash production. The results reveal that reburn with DB fuels is an effective technology for NOx emission control when the initial NOx emission is higher than 275 ppm (or 127 g/GJ or 0.3 lb/MMBtu).

09 BIOMASS FUELS↗

Direct firing of coal for power production

The use of new technology and advanced emission control hardware to reduce emissions from the direct combustion of coal to produce electricity in California is considered. The technical feasibilty of a demonstration project on an existing 81-MW boiler is demonstrated.

Papay, L. T.↗

Environmental protection agency aircraft emissions standards

Emissions of air pollutants from aircraft were investigated in order to determine: (1) the extent to which such emissions affect air quality in air quality control regions throughout the United States; and (2) the technological feasibility of controlling such emissions. The basic information supporting the need for aircraft emissions standards is summarized. The EPA ambient air quality standards are presented. Only the primary (health related) standards are shown. Of the six pollutants, only the first three, carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides, are influenced significantly by aircraft.

Kittredge, G. D.↗

Innovative Technology Reduces Power Plant Emissions - Commercialization Success

Emission control system development includes: (1) Development of new oxidizer scrubber system to eliminate NOx waste and produce fertilizer (2) Technology licensed and a 1 to 3 MWatt-scale prototype installed on. power plant (3) Development of method to oxidize NO. to N02 (4) Experience gained from licensing NASA technology

Parrish, Clyde↗

Techno-economic evaluation of emission control configurations for AMP/PZ-based post-combustion CO 2 capture

Minimizing the environmental impacts of amine-based post-combustion carbon capture technologies is essential for regulatory compliance and public acceptance. Experimental campaigns at RWE's CO 2 capture pilot plant in Niederaussem using CESAR1 demonstrated that combining existing emission abatement technologies can substantially reduce the concentration of amines and degradation products in the CO 2 -depleted flue gas to below the detection limit of an infrared spectrometer. The campaign confirmed that a proprietary dry bed technology (OEASE aerozone™) or a second water wash can reduce AMP and PZ emissions to below 1 mg/Nm 3 . However, an acid or chemically active wash downstream of the water wash is necessary to reduce NH 3 emissions to very low levels (<2 mg/Nm 3 ). Combining a dry bed with an acid wash significantly reduces both the required acid solution and the resulting acid waste. The techno-economic analysis indicates that implementing emission mitigation technologies provides substantial environmental benefits for the CESAR1 process, with only a marginal increase (<1 €/tCO 2 ) in both the carbon capture cost (CCC) and CO 2 avoidance cost (CAC). The additional capital cost associated with extra column packing is offset by operational cost savings from reduced solvent losses. For stringent emission permits targeting NH 3 , a configuration combining a dry bed upstream of the water wash followed by an acid wash achieves the best balance between emission control and cost efficiency. This configuration results in a Levelized Cost of Electricity (LCOE) of 143 €/MWh, a CCC of 45.4 €/tCO 2 , and a CAC of 88.4 €/tCO 2 .

AMP↗

A Review on the Impact of SO 2 on the Oxidation of NO, Hydrocarbons, and CO in Diesel Emission Control Catalysis

A high-efficiency after-treatment technology has been required to meet the increasingly stringent regulations on the emissions of nitrogen oxides (NO x ), hydrocarbons (HCs), and carbon monoxide (CO) exhausts from diesel engine vehicles throughout the world. The diesel oxidation catalyst (DOC) is an indispensable part of a diesel-fueled exhaust system, which mainly functions in the oxidation of unburned HCs and CO to CO 2 and H 2 O (in the case of HCs) and a proportion of NO to NO 2 . However, the DOC will unavoidably be poisoned by trace gaseous SO 2 or accumulated sulfur on the catalyst under real operational conditions and hence impair the overall purification efficiency of the aftertreatment system. There have been significant research efforts from both academia and industry involving sulfur-relevant diesel oxidation chemistry and development of robust sulfur-resistant oxidation catalysts. In this review, we focus on recent advances in the study of SO 2 effects on the catalytic oxidation of NO, HCs, and CO over DOCs, with particular attention to the fundamentals beneath apparent observations of sulfur influence on PGM-based and non-noble metal-based catalysts in the different oxidation reactions. Regeneration methods and design rationale for sulfur-resistant catalysts are also covered. Several challenges in the future research regarding microscopic insights into the SO 2 -influencing mechanism and next-generation sulfur-resistant DOC design are highlighted toward real-world practice.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Combustion Dynamics and Control for Ultra Low Emissions in Aircraft Gas-Turbine Engines

Future aircraft engines must provide ultra-low emissions and high efficiency at low cost while maintaining the reliability and operability of present day engines. The demands for increased performance and decreased emissions have resulted in advanced combustor designs that are critically dependent on efficient fuel/air mixing and lean operation. However, all combustors, but most notably lean-burning low-emissions combustors, are susceptible to combustion instabilities. These instabilities are typically caused by the interaction of the fluctuating heat release of the combustion process with naturally occurring acoustic resonances. These interactions can produce large pressure oscillations within the combustor and can reduce component life and potentially lead to premature mechanical failures. Active Combustion Control which consists of feedback-based control of the fuel-air mixing process can provide an approach to achieving acceptable combustor dynamic behavior while minimizing emissions, and thus can provide flexibility during the combustor design process. The NASA Glenn Active Combustion Control Technology activity aims to demonstrate active control in a realistic environment relevant to aircraft engines by providing experiments tied to aircraft gas turbine combustors. The intent is to allow the technology maturity of active combustion control to advance to eventual demonstration in an engine environment. Work at NASA Glenn has shown that active combustion control, utilizing advanced algorithms working through high frequency fuel actuation, can effectively suppress instabilities in a combustor which emulates the instabilities found in an aircraft gas turbine engine. Current efforts are aimed at extending these active control technologies to advanced ultra-low-emissions combustors such as those employing multi-point lean direct injection.

DeLaat, John C.↗

Active Combustion Control for Aircraft Gas Turbine Engines

Lean-burning combustors are susceptible to combustion instabilities. Additionally, due to non-uniformities in the fuel-air mixing and in the combustion process, there typically exist hot areas in the combustor exit plane. These hot areas limit the operating temperature at the turbine inlet and thus constrain performance and efficiency. Finally, it is necessary to optimize the fuel-air ratio and flame temperature throughout the combustor to minimize the production of pollutants. In recent years, there has been considerable activity addressing Active Combustion Control. NASA Glenn Research Center's Active Combustion Control Technology effort aims to demonstrate active control in a realistic environment relevant to aircraft engines. Analysis and experiments are tied to aircraft gas turbine combustors. Considerable progress has been shown in demonstrating technologies for Combustion Instability Control, Pattern Factor Control, and Emissions Minimizing Control. Future plans are to advance the maturity of active combustion control technology to eventual demonstration in an engine environment.

DeLaat, John C.↗

The Texaco coal gasification process for manufacture of medium BTU gas

The development of the Texaco coal gasification process is discussed with particular emphasis on its close relationship to the fully commercialized Texaco synthesis gas generation process for residual oil gasification. The end uses of the product gas are covered, with special attention to electric power generation via combined cycle technology. Control of SO2, NOx, and particulate emissions in the power generating mode is also covered. The application of this technology in a proposed Texaco-Southern California Edison demonstration project is mentioned. Investment information released for a 1000-megawatt advanced combined cycle gasification facility, is also reviewed.

Schlinger, W. G.↗

Pacific Northwest National Laboratory Facility Radionuclide Emission Points and Sampling Systems

Battelle–Pacific Northwest Division operates numerous research and development laboratories in Washington State. The U.S. Department of Energy (DOE) contracts to Battelle at Richland facilities on both the DOE Hanford Site and the Pacific Northwest National Laboratory (PNNL) Richland campus. These facilities have the potential for radionuclide air emissions. The PNNL contract with DOE also includes operations at the PNNL-Sequim campus in Sequim, where there is also the potential for radionuclide air emissions. This document is a periodic update that describes current PNNL facility emission units and sampling systems. The National Emission Standard for Hazardous Air Pollutants (NESHAP [40 Code of Federal Regulations 61, Subpart H]) requires an assessment of all emission units that have the potential for radionuclide air emissions. Emission units are registered with the State of Washington. Potential emissions from emission units are assessed annually by PNNL staff. Sampling, monitoring, and other regulatory compliance requirements are designated based on the potential to-emit dose criteria, a graded approach to facility-identified potential impact categories, and regulatory requirements. The purpose of this document is to describe the facility radionuclide air emission sampling program and provide current and historical facility emission unit system performance, operation, and design information. For sampled emission units, the building, exhaust unit, control technologies, and sample extraction details are provided. Additionally, applicable configuration drawings, figures, and photographs are included. For non-sampled emission units, emission estimation and radionuclide source details are provided. Site-wide permits for the lowest potential impact category are described. Deregistered/transitioned emission unit details are also provided as necessary for at least 5 years post-closure/transition. Currently, five emission units are sampled continuously for particulate radionuclides at PNNL managed facilities on the PNNL-Richland campus (3 of the 5) and on the Hanford Site (2 of the 5). Four of these units have sampling systems that comply with the American National Standards Institute/Health Physics Society (ANSI/HPS) N13.1–2011 standard for sampling from stacks and ducts of nuclear facilities, and the fifth is grandfathered and compliant with the older ANSI N13.1–1969 standard. In addition, the PNNL-managed Hanford Site 325 Building EP 325-01-S stack is sampled continuously for emissions of tritium. No emissions sampling is required for the single licensed emission unit on the PNNL-Sequim campus.

54 ENVIRONMENTAL SCIENCES↗

Innovative Technology Reduces Power Plant Emissions-Commercialization Success

Overview of emission control system development: (1) Development of new oxidizer scrubber system to eliminate NOx waste and produce fertilizer (2) Technology licensed and a 1 to 3 MWatt-scale prototype installed on power plant (3) Development of method to oxidize NO to NO2 (4) Experience gained from licensing NASA technology.

Parrish, Clyde↗

Investigation of Ammonia Carrier Materials for Next Generation Ammonia Dosing System - CRADA 334 (Abstract)

Lean-burn gasoline and diesel engines can offer substantially higher fuel efficiency, good driving performance, and reduced carbon dioxide emission compared to stoichiometric gasoline engines. Various catalyst technologies have been developed to remove the pollutants from these engines. For example, a three-way catalyst (TWC) is used to remove hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) from gasoline engines during the stoichiometric conditions. During the lean-burn conditions, a TWC or a diesel oxidation catalyst (DOC) is used to control HC and CO emissions. NOx is removed by either lean NOx trap catalyst (LNT) that can store NOx under lean conditions and reduce NOx under rich conditions, or selective catalytic reduction catalyst (SCR) that can selectively remove NOx with a reducing agent. Among the NOx reduction catalyst technologies, SCR offers a number of advantages, including excellent NOx reduction efficiency over a wide range of temperatures and overall lower system cost. In fact, the SCR technology using ammonia (NH3) as reductant has been proven effective and used commercially for the removal of NOx emissions from stationary sources since the 1970s. Currently, SCR is being used to meet the NOx emission standards for diesel engines in Europe and North America, and also being considered for meeting the future NOx emission standards for lean-burn gasoline engines. Because of the challenges associated with storage, handling and transportation of ammonia on a vehicle, aqueous urea solution (e.g., Diesel Exhaust Fluid, AdBlue) has been developed as ammonia storage compound for mobile applications. When the aqueous urea solution is sprayed into exhaust gas stream, urea is decomposed to release ammonia, which then reduces NOx over the downstream SCR catalyst. Although aqueous urea solution technology has enabled automakers and engine manufacturers to meet the current NOx emission standards, this process of releasing ammonia requires a hot exhaust gas and sufficient mixing, creating challenges for low temperature NOx emission control and aftertreatment system packaging. For these reasons, alternative technologies have been developed as ammonia sources (e.g., solid urea, ammonium carbamate, metal ammine chloride) during the past few years. These technologies promise more convenient handling and distribution of ammonia sources, and help maximize the low-temperature performance of SCR catalysts and reduce the overall system volume and weight. However, none of these alternative technologies can be successfully implemented without the industry consensus. Therefore, the USCAR SCR work group, which is comprised of representatives from GM, Ford, and Chrysler, has decided to investigate the potential alternative ammonia carriers, define common standard vehicle interfaces, and address personal and environmental safety concerns with part suppliers and chemical companies. Under this CRADA Project, USCAR and Battelle will investigate alternative ammonia carrier materials that are currently under development. Based on the data and information derived under the CRADA project, the USCAR SCR work group plans to build the consensus and make recommendations for the industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Investigation of Ammonia Carrier Materials for Next Generation Ammonia Dosing System - CRADA 334 (Abstract)

Lean-burn gasoline and diesel engines can offer substantially higher fuel efficiency, good driving performance, and reduced carbon dioxide emission compared to stoichiometric gasoline engines. Various catalyst technologies have been developed to remove the pollutants from these engines. For example, a three-way catalyst (TWC) is used to remove hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) from gasoline engines during the stoichiometric conditions. During the lean-burn conditions, a TWC or a diesel oxidation catalyst (DOC) is used to control HC and CO emissions. NOx is removed by either lean NOx trap catalyst (LNT) that can store NOx under lean conditions and reduce NOx under rich conditions, or selective catalytic reduction catalyst (SCR) that can selectively remove NOx with a reducing agent. Among the NOx reduction catalyst technologies, SCR offers a number of advantages, including excellent NOx reduction efficiency over a wide range of temperatures and overall lower system cost. In fact, the SCR technology using ammonia (NH3) as reductant has been proven effective and used commercially for the removal of NOx emissions from stationary sources since the 1970s. Currently, SCR is being used to meet the NOx emission standards for diesel engines in Europe and North America, and also being considered for meeting the future NOx emission standards for lean-burn gasoline engines. Because of the challenges associated with storage, handling and transportation of ammonia on a vehicle, aqueous urea solution (e.g., Diesel Exhaust Fluid, AdBlue) has been developed as ammonia storage compound for mobile applications. When the aqueous urea solution is sprayed into exhaust gas stream, urea is decomposed to release ammonia, which then reduces NOx over the downstream SCR catalyst. Although aqueous urea solution technology has enabled automakers and engine manufacturers to meet the current NOx emission standards, this process of releasing ammonia requires a hot exhaust gas and sufficient mixing, creating challenges for low temperature NOx emission control and aftertreatment system packaging. For these reasons, alternative technologies have been developed as ammonia sources (e.g., solid urea, ammonium carbamate, metal ammine chloride) during the past few years. These technologies promise more convenient handling and distribution of ammonia sources, and help maximize the low-temperature performance of SCR catalysts and reduce the overall system volume and weight. However, none of these alternative technologies can be successfully implemented without the industry consensus. Therefore, the USCAR SCR work group, which is comprised of representatives from GM, Ford, and Chrysler, has decided to investigate the potential alternative ammonia carriers, define common standard vehicle interfaces, and address personal and environmental safety concerns with part suppliers and chemical companies. Under this CRADA Project, USCAR and Battelle will investigate alternative ammonia carrier materials that are currently under development. Based on the data and information derived under the CRADA project, the USCAR SCR work group plans to build the consensus and make recommendations for the industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Development of High Temperature Gas Sensor Technology

The measurement of engine emissions is important for their monitoring and control. However, the ability to measure these emissions in-situ is limited. We are developing a family of high temperature gas sensors which are intended to operate in harsh environments such as those in an engine. The development of these sensors is based on progress in two types of technology: (1) The development of SiC-based semiconductor technology; and (2) Improvements in micromachining and microfabrication technology. These technologies are being used to develop point-contact sensors to measure gases which are important in emission control especially hydrogen, hydrocarbons, nitrogen oxides, and oxygen. The purpose of this paper is to discuss the development of this point-contact sensor technology. The detection of each type of gas involves its own challenges in the fields of materials science and fabrication technology. Of particular importance is sensor sensitivity, selectivity, and stability in long-term, high temperature operation. An overview is presented of each sensor type with an evaluation of its stage of development. It is concluded that this technology has significant potential for use in engine applications but further development is necessary.

Hunter, Gary W.↗

Emissions Overview

The Emissions Reduction Project is working in close partnership with the U.S. aircraft engine manufacturers and academia to develop technologies to reduce NO, emissions by 70 percent over the LTO cycle from 1996 ICAO standards with no increase in other emission constituents (carbon monoxide, smoke, and unburned hydrocarbons) and with comparable NO, reduction during cruise operations. These technologies cannot impact the overall combustor and fuel delivery system operability, affordability or maintainability. These new combustion concepts and technologies will include lean burning combustors with higher operating gas temperatures and pressures, fuel staging, ceramic matrix composite material liners with reduced cooling air and possibly advanced controls. Improved physics-based analysis tool will be developed and validated and some longer term technologies that are more revolutionary will be assessed. These improved computational codes will provide improved design tools to increase design confidence and cut the development time to achieve major reductions in NO, emissions. Longer term, revolutionary technologies like active combustion controls, combustion from a large array of micro-injectors, electrostatic fuel injectors, fuel additives and others will be investigated and assessed through proof-of-concept testing.

Rohde, John↗

No Need to Wait for the Clean Air Dividend

Controlling smog and soot is the classic win-win situation, so it's great that the world is finally waking up to the idea. WHAT if there was a way to simultaneously slow down climate change, save millions of lives, improve crop yields and contribute to sustainable development and energy security? It sounds too good to be true, but it is possible. It won't be free or easy, but with some effort and moderate investment, it can be done. The way to do it is to reduce emissions leading to two types of pollution: black carbon and ozone. These are the only pollutants that we know contribute to both global warming and poor air quality. Black carbon is essentially soot, emitted from incomplete combustion of fossil fuels and biomass. It warms the climate in two ways: by absorbing heat in the atmosphere - similar to the greenhouse effect - and by reducing Earth's albedo, or ability to reflect sunlight. Inhaled into the lungs, it leads to cancer and cardiovascular disease. Ozone in the atmosphere also acts as a greenhouse gas, while ground-level ozone is toxic to humans and plants, so leads to both premature death and reduced crop yields. Ozone is not emitted directly but is produced by the action of sunlight on other pollutants, which are known as ozone precursors. Since black carbon and ozone are important components of soot and smog, a great deal of effort has already been put into developing methods to reduce emissions. So effective technology is available, but needs wider implementation. The recommended control measures for black carbon include widespread and tight emission standards on diesel cars and trucks; improved solid fuel cooking stoves, brick kilns and coke ovens in the developing world; and a ban on the open burning of agricultural waste. Implementation of these measures would have a rapid impact on the climate and human health, and also have the added benefit of greatly reducing emissions of carbon monoxide, an important ozone precursor. A second key ozone precursor is methane, which is also a powerful greenhouse gas in its own right. Control measures include reducing leaks from natural gas pipelines and storage tanks, and capturing it from coal, gas and oil extraction, landfills and wastewater treatment plants. Aeration of rice paddies and manure management can also reduce methane releases. Captured methane can often be sold or turned into power. In Monterrey, Mexico, for example, electricity generated from methane collected from the city landfill powers the public transportation system. So such measures can be beneficial even when ignoring the health and climate effects, as they can contribute to energy security and often pay for themselves. According to calculations by me and my colleagues, phasing in all these measures over the next 20 years would reduce global warming by about 0.5 degC in 2050, half of the projected increase between now and then (Science, vol 335, p 183). Regional benefits would be even greater, as black carbon disrupts rainfall patterns and magnifies warming and melting of snow and ice in parts of the world including the Arctic and the Himalayas. On top of the climate benefits, cutting black carbon and ozone would prevent over 3 million premature deaths from air pollution, and increase yields of staple crops by roughly 50 million tonnes a year. Improved cooking stoves would also decrease the demand for firewood in the developing world, reducing deforestation and freeing up time for those who collect wood - primarily women and children - to pursue other activities such as education. Similarly, improved brick kilns now being used in parts of Latin America and Asia require half as much fuel as traditional ones and are less time-intensive for the operators. This means that in addition to their environmental benefits, these measures can contribute to sustainable and human development. Tackling black carbon and methane is clearly a great idea, so why hasn't it been done already? There are many barriers. The upfront costs of some measures can be prohibitive even when they eventually pay for themselves. But this can be overcome by mechanisms such as international financing of capital costs. For other measures, the costs are typically borne by a few while the benefits accrue to everybody. In such cases civil society and governments must get involved. Governments are starting to act. In February, the US, Canada, Sweden, Bangladesh, Ghana and Mexico launched the Climate and Clean Air Coalition to support implementation of measures like these. This coalition will hopefully expand and achieve rapid, widespread adoption of measures to cut black carbon and ozone. While the climate benefits will be substantial, it is important to note that these measures cannot substitute for cuts in carbon dioxide. Black carbon, ozone, carbon monoxide and methane stay in the atmosphere for a fairly short time - a few days for black carbon and about a decade for methane. They thus respond quickly to emissions changes and give us substantial leverage over near-term climate change. In contrast, carbon dioxide is very long-lived and so responds slowly to emissions changes. This means that cuts have little immediate impact, but it also means they must be made now to avoid disastrous changes later on. Controlling short-lived climate pollutants is thus an issue of fairness. Much as failure to reduce carbon dioxide emissions soon would condemn future generations to disastrous change, failure to reduce near-term climate change condemns those alive today to suffer worsening effects of the sort already seen. Some wonder if we really can do both. We can, and we must.

Shindell, Drew↗