PBDDs/Fs and PCDDs/Fs in the Raw and Clean Flue Gas during Steady State and Transient Operation of a Municipal Waste Combustor

2011 ◽  
Vol 45 (13) ◽  
pp. 5853-5860 ◽  
Author(s):  
Barbara Wyrzykowska-Ceradini ◽  
Brian K. Gullett ◽  
Dennis Tabor ◽  
Abderrahmane Touati
Author(s):  
Thomas S. Honeycheck ◽  
Gregory H. Gesell ◽  
Mark C. Turner

Abstract The SEMASS Resource Recovery Facility (SEMASS) is a processed refuse fuel (PRF) waste-to-energy plant serving much of Southeastern Massachusetts. Units 1 and 2 at the plant were designed with spray dryer absorbers (SDAs) and electrostatic precipitators (ESPs). A review of historical data from the plant indicated that in order to comply with the Environmental Protection Agency’s Municipal Waste Combustor (MWC) Rule (40 CFR Part 60, Subpart Cb), which is known as the Maximum Achievable Control Technology (MACT), improved emission performance would be required from the flue gas cleaning system on Units 1 and 2. A pilot test program was conducted which led to the installation of COHPAC, or COmpact Hybrid PArticulate Collector units (i.e. flue gas polishing devices) downstream of the ESPs on these two combustion trains. The COHPAC units were successfully started up in June, 2000. In addition to these modifications, it was determined that further control of mercury emissions would be required. A system to inject powdered activated carbon into the flue gas was added to the plant. This paper describes that carbon injection system. A comparison between test data obtained at SEMASS is made with predictions based upon the EPA testing at the Ogden Martin Systems of Stanislaus, Inc. Municipal Waste Combustor Facility near Crows Landing, California and the EPA testing at the Camden County Municipal Waste Combustor in Camden, New Jersey. These are waste-to-energy plants, the former utilizing an SDA and a baghouse while the latter contains an SDA followed by an ESP. In addition, the effect of carbon injection location upon mercury reduction was investigated. The results of that study are also included.


2007 ◽  
Author(s):  
F. Bozza ◽  
A. Gimelli ◽  
L. Strazzullo ◽  
E. Torella ◽  
C. Cascone

2021 ◽  
Vol 73 (04) ◽  
pp. 39-40
Author(s):  
Judy Feder

This article, written by JPT Technology Editor Judy Feder, contains highlights of paper OTC 30440, “Floating LNG 1 Relocation: Another World’s First,” by Muhammad Fakhruddin Jais, Wan Mahsuri Wan Hashim, and Ariff Azhari Ayadali, Petronas, et al., prepared for the 2020 Offshore Technology Conference Asia, originally scheduled to be held in Kuala Lumpur, Malaysia, 17–19 August. The paper has not been peer reviewed. Copyright 2020 Offshore Technology Conference. Reproduced by permission. Floating liquefied natural gas (FLNG) allows LNG to be processed hundreds of kilometers away from land to unlock gas reserves in remote and stranded fields previously uneconomical to monetize. The complete paper describes the operator’s fast-tracking of a 450-km FLNG unit relocation from Sarawak to Sabah offshore Malaysia. The time from selecting the new field to unloading LNG at the new location was 13 months. The complete paper discusses pre-execution and engineering studies, relocation preparation and execution, and challenges encountered, including timeline, cost minimization, and manning. Introduction Since 2016, Petronas has operated its first floating LNG production, storage, and offloading facility offshore Sarawak. During the tenure of operation, cargo was delivered successfully to customers worldwide. An opportunity to help a different gas supplier monetize another stranded field offshore Sabah, approximately 450 km away from the unit’s original location, presented itself. The new opportunity was deemed feasible for several reasons. - The identified location is still within Malaysian waters and thus is subject to similar authority and regulations. - Operation within the same country ensures common support from vendor and contractors to some extent. - The two fields have similar gas profiles and water depth. The project team determined that these factors would result in minimal modification at both FLNG and up-stream facilities to meet minimum shut-down from project sanction until first LNG cargo was produced. Pre-Execution and Engineering Studies To fast-track the project, an evaluation was conducted of the new feed-gas composition and modification of both up-stream and FLNG facilities. Long-lead items (LLIs) were identified, and studies were conducted to secure the items. One of the identified LLIs was the flexible pipeline from the upstream facilities to the FLNG. A flow-assurance study covered the steady-state and transient operation for the flexible line. This study confirmed the size of the pipeline and defined the functional requirement for the flexible pipeline procurement. Among the key parameters identified were the pipeline’s thermal conductivity and design pressure. During the feasibility stage, a steady-state study was conducted to determine the length of the flexible line in order to meet the landing pressure and temperature at the FLNG. Instead of requiring additional cooler, the flexible line was extended 2 km to take advantage of the Joule-Thomson cooling effect resulting from the pressure drop across the pipeline. In addition to defining the LLI properties, the flow-assurance study also examined the transient operation for both upstream and FLNG upon the closure of the riser shutdown valve. The study assessed flow-assurance issues, such as hydrates and adequacy of the slug receiver during the transient operation, that might arise, and defined the start-up and commissioning sequence for the facilities.


2021 ◽  
Vol 25 (3) ◽  
pp. 4-9
Author(s):  
V.V. Semenov ◽  
V.I. Zhdanov ◽  
I.Yu. Veretennikov ◽  
A.Yu. Hil’

The development of a mobile waste incineration plant designed for the recovery of garbage dumps located near towns and villages, from where the removal of garbage to the city to the incineration plant is not profitable due to the large remoteness of small settlements from the city. The installation has two combustion zones: in the 1st zone, the combustion process of solid municipal waste (MSW) is achieved at temperatures up to 600 °C, and in the second zone – up to 1200 °C. Afterburning of flue gas to reduce the formation of dioxins, furans and soot is provided.


Chemosphere ◽  
1995 ◽  
Vol 31 (4) ◽  
pp. 3033-3041 ◽  
Author(s):  
Norbert V. Heeb ◽  
Ivan Samuel Dolezal ◽  
Thomas Bührer ◽  
Peter Mattrel ◽  
Max Wolfensberger

Author(s):  
Daniel Viassolo ◽  
Aditya Kumar ◽  
Brent Brunell

This paper introduces an architecture that improves the existing interface between flight control and engine control. The architecture is based on an on-board dynamic engine model, and advanced control and estimation techniques. It utilizes a Tracking Filter (TF) to estimate model parameters and thus allow a nominal model to match any given engine. The TF is combined with an Extended Kalman Filter (EKF) to estimate unmeasured engine states and performance outputs, such as engine thrust and turbine temperatures. These estimated outputs are then used by a Model Predictive Control (MPC), which optimizes engine performance subject to operability constraints. MPC objective and constraints are based on the aircraft operation mode. For steady-state operation, the MPC objective is to minimize fuel consumption. For transient operation, such as idle-to-takeoff, the MPC goal is to track a thrust demand profile, while minimizing turbine temperatures for extended engine time-on-wing. Simulations at different steady-state conditions over the flight envelope show important fuel savings with respect to current control technology. Simulations for a set of usual transient show that the TF/EKF/MPC combination can track a desired transient thrust profile and achieve significant reductions in peak and steady-state turbine gas and metal. These temperature reductions contribute heavily to extend the engine time-on-wing. Results for both steady state and transient operation modes are shown to be robust with respect to engine-engine variability, engine deterioration, and flight envelope operating point conditions. The approach proposed provides a natural framework for optimal accommodation of engine faults through integration with fault detection algorithms followed by update of the engine model and optimization constraints consistent with the fault. This is a potential future work direction.


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