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Checklists have been compiled for planning, design, construction, startup and debugging, and operation of liquefied natural gas facilities. Lists include references to pertinent safety regulations. Methods described are applicable to handling of other hazardous materials.
Chicago Bridge & Iron Company's tanks and associated piping are parts of system for transferring liquefied natural gas from ship to shore and storing it. LNG is a "cryogenic" fluid meaning that it must be contained and transferred at very low temperatures, about 260 degrees below Fahrenheit. Before the LNG can be pumped from the ship to the storage tanks, the two foot diameter transfer pipes must be cooled in order to avoid difficulties associated with sharp differences of temperature between the supercold fluid and relatively warm pipes. Cooldown is accomplished by sending small steady flow of the cryogenic substance through the pipeline; the rate of flow must be precisely controlled or the transfer line will be subjected to undesirable thermal stress.
Thermodynamic and transport properties of air, and combustion products of natural gas and air, and jet engine fuel and air
A coal gasification plant planned for northwestern New Mexico to produce 250 MMCFD of pipeline quality gas (SNG) using the German Lurgi process is discussed. The SNG will be commingled with natural gas in existing pipelines for delivery to southern California and the Midwest. Cost of the plant is figured at more than $1.4 billion in January 1978 dollars with a current inflation rate of $255,000 for each day of delay. Plant start-up is now scheduled for 1984.
Aluminum, titanium, beryllium, nickel, iron, copper, and several copper alloys were run in sliding contact with AISI 440C in liquid methane and natural gas. All of the metals run except copper and the copper alloys of tin and tin-lead showed severely galled wear scars. Friction coefficients varied from 0.2 to 1.0, the lowest being for copper, copper-17 wt. % tin, and copper-8 wt. % tin-22 wt. % lead. The wear rate for copper was two orders of magnitude lower than that of the other metals run. An additional order of magnitude of wear reduction was achieved by the addition of tin and/or lead to copper.
The use of an infrared scanning technique to detect defects in the secondary barrier of a liquid natural gas tank is described. The method works by detecting leak-caused temperature differences as low as 0.2 K, but can provide only an approximate idea of the extent of the defect. The nondestructive method was tested in a study of a LNG tank already at its location in a ship; the secondary barrier was located inside the tank wall. Defective areas indicated by the infrared radiometric measurements were confirmed by other probe techniques and by physical examination.
Friction and wear experiments were conducted with hemispherically tipped (4.76-mm radius) rider specimens in sliding contact with a rotating disk submerged in liquid natural gas (LNG). The program included metal combinations and carbon-metal combinations. These experiments revealed that the metal combinations were not lubricated by the LNG. Carbons had much lower wear in LNG than in liquid hydrogen or in liquid nitrogen. (Wear of carbon in liquid hydrogen was 100 times that in LNG.) The friction coefficients obtained in LNG (0.6 for metal-metal and 0.2 for carbon-metal) are similar to those obtained in liquid hydrogen.
This project demonstrated the feasibility of using laser remote sensing technology as a tool for leak survey work in natural gas distribution systems. A laboratory device was assembled using a pair of helium neon (HeNe) lasers to measure methane. One HeNe laser emits radiation at a wavelength of 3.3922 micrometers, which corresponds to a strong absorption feature of methane, while the other emits radiation at a wavelength of 3.3911 micrometers, which corresponds to a weak absorption by methane. As a particular area is scanned for leaks, the laser is pointed at convenient topographic targets within its operating range, about 25 m. A portion of the backscattered radiation is collected by a receiver and focused onto an indium antimonide (InSb) photodetector, cooled to 77K. Methane concentrations were determined from the differential absorption at the two wavelengths for the backscattered radiation.
Empirical method for calculating both the mass flow rate and upstream volume flow rate through critical flow nozzles is determined. Method requires knowledge of the composition of natural gas, and of the upstream pressure and temperature.
A previous system study identified significant increases in range and number of urban air mobility (UAM) missions by replacing the all battery power system of a notional UAM vehicle with an advanced diesel hybrid using conventional diesel or liquid natural gas (LNG) fuels (at constant vehicle design gross weight). Some benefits were realized using the LNG's cryogenic properties to reduce some electrical component losses and cooling requirements. Significant questions were raised concerning volume and thermal management considerations for all studied systems. The notional, baseline vehicle was a hybrid helicopter / airplane design capable of vertical take-off and landing (VTOL), balancing high cruise efficiency with reasonable hover capability. A subsequent power system assessment using the same notional vehicle and mission was performed that identified increased volume and power requirements for the active cooling required. The cooling airflow could also generate additional drag on the vehicle during operation. For the notional vehicle studied, the additional volume identified by the subsequent study would not affect vehicle mold line and therefore drag. However, the additional drag from cooling airflow and the power to circulate it as needed would impact power system and vehicle mission performance. Vehicle and mission models were updated and rerun. Updated results still indicated significant benefits in range and number of UAM missions, but reduced the benefit by 12-15%. Hold time for the hybrid systems also generally increased a few minutes because of reduced power available for charging from the power for required cooling flows. Vehicle weights, thermal loads, and cooling airflows from the updated analyses were similar to previous results.
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The effects of chemistry and turbulence on NO formation in oxygen-natural turbulent diffusion flames gas flames have been investigated. The chemistry of nitric oxides has been studied numerically in the counterflow configuration. Systematic calculations with the GRI 2.11 mechanism for combustion of methane and NO chemistry were conducted to provide a base case. It was shown that the 'simple' Zeldovich mechanism accounts for more than 75% of N2 consumption in the flame in a range of strain-rates varying between 10 and 1000 s-l. The main shortcomings of this mechanism are: 1) overestimation (15%) of the NO production rate at low strain-rates because it does not capture the reburn due to the hydrocarbon chemistry, and 2) underestimation (25%) of the NO production rate at high strainrates because it ignores NO production through the prompt mechanism. Reburn through the Zeldovich mechanism alone proves to be significant at low strain-rates. A one-step model based on the Zeldovich mechanism and including reburn has been developed. It shows good agreement with the GRI mechanism at low strain-rates but underestimates significantly N2 consumption (about 50%) at high strain-rates. The role of turbulence has been assessed by using an existing 3-D DNS data base of a diffusion flame in decaying turbulence. Two PDF closure models used in practical industrial codes for turbulent NO formation have been tested. A simpler version of the global one-step chemical scheme for NO compared to that developed in this study was used to test the closure assumptions of the PDF models, because the data base could not provide all the necessary ingredients. Despite this simplification, it was possible to demonstrate that the current PDF models for NO overestimate significantly the NO production rate due to the fact that they neglect the correlations between the fluctuations in oxygen concentration and temperature. A single scalar PDF model for temperature that accounts for such correlations based on laminar flame considerations has been developed and showed excellent agreement with the values given by the DNS.
This work outlines the development of a new natural gas/oxygen (NG/O2) fueled combustion rig located at the NASA Glenn Research Center for high-temperature environmental durability studies of advanced materials and components at atmospheric pressure. The NG/O2 burner rig can simulate the high-temperature, high-heat flux, and high-velocity thermal environments encountered in gas turbine engines. It also provides the capability to study environmental effects such as water vapor and other foreign contaminants relevant to these applications. The rig is anticipated to bridge the gap between other laboratory methods such as furnaces, jet-fueled burner rigs, high-heat flux lasers, and more expensive engine rig testing. The NG/O2 rig is expected to have maximum sample temperature capabilities over 3,000°F (1,649°C) and result in higher water vapor content compared to our Mach 0.3 to Mach 1.0 jet-A burner rigs which is important for characterizing current and next-generation environmental barrier coatings. This paper will provide an overview of the development of the NG/O2 burner rig, initial characterization, and current research and development efforts on environmental barrier coated ceramic matrix composites.
This work outlines the development of a new natural gas/oxygen (NG/O 2 ) fueled combustion rig located at the NASA Glenn Research Center for high-temperature environmental durability studies of advanced materials and components at atmospheric pressure. The NG/O 2 burner rig can simulate the high-temperature, high-heat flux, and high-velocity thermal environments encountered in gas turbine engines. It also provides the capability to study environmental effects such as water vapor and other foreign contaminants relevant to these applications. The rig is anticipated to bridge the gap between other laboratory methods such as furnaces, jet-fueled burner rigs, high-heat flux lasers, and more expensive engine rig testing. The NG/O 2 rig is expected to have maximum sample temperature capabilities over 3,000°F (1,649°C) and result in higher water vapor content compared to our Mach 0.3 to Mach 1.0 jet-A burner rigs which is important for characterizing current and next-generation environmental barrier coatings. This paper will provide an overview of the development of the NG/O 2 burner rig, initial characterization, and current research and development efforts on environmental barrier coated ceramic matrix composites.
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