ANNUAL MAINTENANCE AND LEAK TESTING FOR THE 9975 SHIPPING PACKAGE
The purpose of this document is to provide step-by-step instructions for the annual helium leak test certification and maintenance of the 9975 Shipping Package.
42 ENGINEERING↗
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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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Determining maintenance cost ratios
This paper reports on the wide range of costs involved in maintaining equipment and discusses methods that different industries use to measure and report their maintenance cost. Results are presented of the study of maintenance costs in the NASA Deep Space Network (DSN) and of a comparison of DSN maintenance cost with the maintenance costs of a number of other reports. A comparison of the maintenance costs in terms of the maintenance cost ratio (annual maintenance cost/capital replacement cost) shows that DSN has the lowest maintenance cost ratio of the industries and organizations surveyed.
Remer, Donald S.↗
Performance Comparison of Mainframe, Workstations, Clusters, and Desktop Computers
A performance evaluation of a variety of computers frequently found in a scientific or engineering research environment was conducted using a synthetic and application program benchmarks. From a performance perspective, emerging commodity processors have superior performance relative to legacy mainframe computers. In many cases, the PC clusters exhibited comparable performance with traditional mainframe hardware when 8-12 processors were used. The main advantage of the PC clusters was related to their cost. Regardless of whether the clusters were built from new computers or whether they were created from retired computers their performance to cost ratio was superior to the legacy mainframe computers. Finally, the typical annual maintenance cost of legacy mainframe computers is several times the cost of new equipment such as multiprocessor PC workstations. The savings from eliminating the annual maintenance fee on legacy hardware can result in a yearly increase in total computational capability for an organization.
Farley, Douglas L.↗
Business Opportunities Website Posting 1124 - Annual Boiler Maintenance and Certification at Livermore CA location.
Abstract not provided.
Kelley, Krystal↗
STV fueling options
Lunar vehicles that will be space based and reusable will require resupply of propellants in orbit. Approximately 75 pct. of the total mass delivered to low earth orbit will be propellants. Consequently, the propellant management techniques selected for Space Exploration Initiative (SEI) orbital operations will have a major influence on the overall SEI architecture. Five proposed propellant management facility (PMF) concepts were analyzed and compared in order to determine the best method of resupplying reusable, space based Lunar Transfer Vehicles (LTVs). The processing time needed at the Space Station to prepare LTV for its next lunar mission was estimated for each of the PMF concepts. The estimated times required to assemble and maintain the different PMF concepts were also compared. The results of the maintenance analysis were similar, with co-orbiting depots needing 100 to 350 pct. more annual maintenance. The first few external tanks mating operations at KSC encountered many problems that could cause serious lunar mission schedule delays. The use of drop tanks on lunar vehicles increases by a factor of four the number of critical propellant interface disturbances.
Flemming, Ken↗
Investigation of Structural Properties of Carbon-Epoxy Composites Using Embedded Fiber-Optic Bragg Gratings
Real time monitoring of the mechanical integrity and stresses on key aerospace composite structures like aircraft wings, walls of pressure vessels and fuel tanks or any other structurally extended components and panels as in space telescopes is very important to NASA. Future military and commercial aircraft as well as NASA space systems such as Space Based Radar and International Space Station will incorporate a monitoring system to sense any degradation to the structure. In the extreme flight conditions of an aerospace vehicle it might be desirable to measure the strain every ten centimeters and thus fully map out the strain field of a composite component. A series of missions and vehicle health management requirements call for these measurements. At the moment thousands of people support a few vehicle launches per year. This number can be significantly reduced by implementing intelligent vehicles with integral nervous systems (smart structures). This would require maintenance to be performed only as needed. Military and commercial aircrafts have an equally compelling case. Annual maintenance costs are currently reaching astronomical heights. Monitoring techniques are therefore required that allow for maintenance to be performed only when needed. This would allow improved safety by insuring that necessary tasks are performed while reducing costs by eliminating procedures that are costly and not needed. The advantages fiber optical sensors have over conventional electro-mechanical systems like strain gauges have been widely extolled in the research literature. These advantages include their small size, low weight, immunity to electrical resistance, corrosion resistance, compatibility with composite materials and process conditions, and multiplexing capabilities. One fiber optic device which is suitable for distributed sensing is the fiber Bragg grating (FBG). This is a periodic perturbation in the refractive index of the fiber core. When a broadband light is coupled into the optical fiber sensor, a reflection peak will be obtained centered around a wavelength called Bragg-wavelength. The Bragg-wavelength depends on the refractive index and the period of the grating, which both change due to mechanical and thermal strain applied to the sensor. The shift in the Bragg-wavelength is directly proportional to the strain. Researchers at NASA MSFC are currently developing techniques for using FBGs for monitoring the integrity of advanced structural materials expected to become the mainstay of the current and future generation space structures. Since carbon-epoxy composites are the materials of choice for the current space structures, the initial study is concentrated on this type of composite. The goals of this activity are to use embedded FBG sensors for measuring strain and temperature of composite structures, and to investigate the effects of various parameters such as composite fiber orientation with respect to the optical sensor, unidirectional fiber composite, fabrication process etc., on the optical performance of the sensor. This paper describes an experiment to demonstrate the use of an embedded FBG for measuring strain in a composite material. The performance of the fiber optic sensor is determined by direct comparison with results from more conventional instrumentation.
Osei, Albert J.↗
Effect of Power Plant Capacity on the CAPEX, OPEX, and LCOC of the CO2 Capture Process in Pre-Combustion Applications - Abstract
Aspen Plus v8.8 was used to simulate the pre-combustion CO2 capture process from a typical fuel gas stream at different power plant capacities ranging from 54.3 to 543 MW. Polyethylene glycol polydimethyl siloxane (PEGPDMS-1) was used as a physical solvent to capture CO2 in a countercurrent packed-bed absorber containing a structured packing (Mellapak 250Y). The process pressure was 51.4 bar and the solvent temperature was varied from 10 to 40 <sup>o</sup>C. The internal diameter of the absorber ranged from 1.9 to 7 m and the packing height from 13.9 to 45.5 m. The physico-chemical properties were obtained and modeled using the Perturbed Chain-Statistical Associating Fluid Theory (PC-SAFT) Equation-of-State (EOS).<p> Four process constraints were imposed in Aspen Plus: (1) no flooding in the absorber, (2) the absorber height to diameter ratio (H/D) is greater than or equal 6, (3) at least 90 mol% of the CO2 capture from the fuel gas stream, and (4) the CO2 stream destined to sequestration sites should contain less than 600 ppm water concentration and less than or equal 0.5 mol% of fuel gases (H2, CO, CH4). The plant lifetime was assumed to be 30 years with an annual discount rate of 10% and an annual maintenance cost of 4% of the total capital expenses.</p><p> Seven power plants with different capacities were used and for each plant, the corresponding CO2 capture process was simulated. The absorber flooding was checked using the generalized pressure drop correlation (GPDC) by Leva [1] and the capital expenditure (CAPEX), operating expenditure (OPEX), and levelized costs per ton of CO2 captured (LCOC) were calculated [2-5]. Normalized by the largest power plant capacity (543 MW) used in the simulation, the results indicated that the capital and operating expenditures increased, however, the LCOC decreased with increasing plant capacity. This behavior was due to the increased annual tonnage of the CO2 captured with plant capacity as shown in Figure 1. The calculated CAPEX, OPEX, LCOC and the tonnage of CO2 captured for the 543 MW power plant were about 52 MM$, 22 MM$/year, 7.46 $/ton and 4 MM ton/year.</p>
Ashkanani, Husain↗
Catalyst-Based Nonchemical Water Treatment System Frank E. Moss US Courthouse Salt Lake City, Utah
In 2012 and 2013, the US General Services Administration (GSA) and Oak Ridge National Laboratory conducted an evaluation of a novel nonchemical water treatment (NCWT) system at the Frank E. Moss US Courthouse in Salt Lake City, Utah. This system purports to use a proprietary metallic catalyst to change the water’s chemistry such that hard calcite does not form on surfaces that are in contact with the water. The catalyst-based NCWT system was installed on an electric domestic water heater in the courthouse. 1 This water heater had been experiencing severe calcite buildup on the heating elements. The calcite buildup impeded heat transfer from the heating elements into the domestic water, leading to the thermostat being set excessively high in an attempt to maintain the water temperature. This caused excess heat to build up on the elements, resulting in their premature failure which required frequent replacement. The buildup also required the elements to stay energized constantly to produce enough heat to maintain temperature in the domestic hot water system. After installing the catalyst-based NCWT system, calcite buildup was dramatically reduced and failure of the elements ceased. Labor and material savings from not having to replace the elements ($\$$1,060/year) allow for less than a two-year simple payback when compared to the installed cost of the system ($\$$1,692) plus minimal annual maintenance ($\$$100/year). The catalyst-based NCWT system should be considered for deployment in any heating system that is subject to calcification, including hydronic heating systems and boilers, condensing boilers, gas water heaters, and electric water heaters. Had the catalyst-based NCWT technology not been installed on the water heater, a conventional salt-based calcite prevention system would have provided the same prevention of calcite buildup. The budget installed cost of such a system would have been $\$$3,200 plus $\$$350/year in chemicals and $\$$1,500/year labor to service the chemicals. Comparing the conventional to the catalyst-based system, the latter has both a lower installed cost and annual operating cost. The original test plan was to install the technology on both the domestic water heating system and on the site’s cooling tower, which had faced calcite issues in its history. This tower has had a calcite buildup problem that is currently being addressed with a salt-based treatment system. The project’s timeline did not allow for installing a system and testing it on the tower during the initial phase of this project in 2012 and 2013. A preliminary economic analysis was performed to estimate the installed cost and potential savings on the cooling tower. If installed on the site’s cooling tower, the installed cost of the catalyst-based system would be more expensive than the salt-based system ($\$$32,380 vs. $\$$2,700 for the salt-based). However, the salt-based system requires $\$$900/year in chemicals and $\$$3,900/year in labor, neither of which is needed by the catalyst based system. This would give a simple payback of less than seven years using the technology on a cooling tower.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Redesigning the Jefferson Lab Hall A beam line for high precision parity experiments
The Continuous Electron Beam Accelerator Facility (CEBAF) was built with a thermionic electron source and the three original experimental hall lines reflected this. A few years after beam delivery began a parity violation experiment was approved and two polarimeters were installed in the Hall A beam line. The beam raster system was placed after the new Compton polarimeter, before one accelerator quadrupole and four quadrupoles in the new Moller polarimeter. It was very difficult to meet experimental requirements on envelope functions and raster shape with this arrangement so a sixth quadrupole was installed downstream of the Moller polarimeter to provide an additional degree of freedome. All of the parity experiments in Hall A have been run with this still-unsatisfactory configuration. The MOLLER experiment is predicated on achieving a 2% error on a 32 ppb asymmetry. Beam line changes are required to meet the systematic error budget. This work documents the existing beam line, an interim change which can be accomplished during a annual maintenance down, and the final configuration for MOLLER and subsequent experiments.
47 OTHER INSTRUMENTATION↗
Wind Farm Recommendation Report
On April 21, 2011, an Idaho National Laboratory (INL) Land Use Committee meeting was convened to develop a wind farm recommendation for the Executive Council and a list of proposed actions for proceeding with the recommendation. In terms of land use, the INL Land Use Committee unanimously agrees that Site 6 is the preferred location of the alternatives presented for an INL wind farm. However, further studies and resolution to questions raised (stated in this report) by the INL Land Use Committee are needed for the preferred location. Studies include, but are not limited to, wind viability (6 months), bats (2 years), and the visual impact of the wind farm. In addition, cultural resource surveys and consultation (1 month) and the National Environmental Policy Act process (9 to 12 months) need to be completed. Furthermore, there is no documented evidence of developers expressing interest in constructing a small wind farm on INL, nor a specific list of expectations or concessions for which a developer might expect INL to cover the cost. To date, INL assumes the National Environmental Policy Act activities will be paid for by the Department of Energy and INL (the environmental assessment has only received partial funding). However, other concessions also may be expected by developers such as roads, fencing, power line installation, tie-ins to substations, annual maintenance, snow removal, access control, down-time, and remediation. These types of concessions have not been documented, as a request, from a developer and INL has not identified the short and long-term cost liabilities for such concessions should a developer expect INL to cover these costs. INL has not identified a go-no-go funding level or the priority this Wind Farm Project might have with respect to other nuclear-related projects, should the wind farm remain an unfunded mandate. The Land Use Committee recommends Legal be consulted to determine what, if any, liabilities exist with the Wind Farm Project and INL’s rights and responsibilities in regards to access to the wind farm once constructed. An expression of interest is expected to go out soon to developers. However, with the potential of 2 years of study remaining for Site 6, the expectation of obtaining meaningful interest from developers should be questioned.
99 GENERAL AND MISCELLANEOUS↗
Status report for aging studies of epdm o-ring material for the h1616 shipping package
This is an interim status report for tasks carried out per Task Technical Plan SRNL-STI-2011-00506. A series of tasks/experiments are being performed at the Savannah River National Laboratory to monitor the aging performance of ethylene propylene diene monomer (EPDM) Orings used in the H1616 shipping package. The data will support the technical basis to extend the annual maintenance of the EPDM O-rings in the H1616 shipping package and to predict the life of the seals at bounding service conditions.
99 GENERAL AND MISCELLANEOUS↗
Final Report for Aging Studies of EPDM O-Ring Material for the H1616 Shipping Package (U)
This is a final report for tasks carried out per Task Technical Plan SRNL-STI-2011-00506. A series of tasks/experiments were performed at the Savannah River National Laboratory (SRNL) to monitor the aging performance of ethylene propylene diene monomer (EPDM) O-rings used in the H1616 shipping package. The test data provide a technical basis to extend the annual maintenance of the EPDM O-rings in the H1616 shipping package to two years and to predict the life of the seals at bounding service conditions.
Stefek, T. M.↗
Aging Study Of EPDM O-Ring Material For The H1616 Shipping Package - Three Year Status
This is a 3-year status report for tasks carried out per Task Technical Plan SRNL-STI-2011-00506. A series of tasks/experiments were performed at the Savannah River National Laboratory (SRNL) to monitor the aging performance of ethylene propylene diene monomer (EPDM) O-rings used in the H1616 shipping package. The test data provide a technical basis to extend the annual maintenance of the H1616 shipping package to three years and to predict the life of the EPDM O-rings at the bounding service conditions.
42 ENGINEERING↗
Los Alamos County Battery Energy Storage System Use Review
The purpose of this study is to identify potential alternative uses for the LAC-owned BESS. One critical fact that must be considered in evaluating any profitable use of the BESS is the standby cost associated with keeping the NaS battery on-line, as it must be kept at 300 degrees Celsius at all times, regardless of whether it is being used or not. Standby for the NaS battery online requires approximately 80 MWh/month, costing approximately 28,000 dollars annually. Other relevant costs include a 22,000 dollar annual maintenance contract required for the NaS, and accounting for any losses due to inefficiencies during the operation of the battery. County operations personnel respond to all alarms and visit the BESS on a monthly basis to walk down the site. It estimated this cost approximately 10,000 dollars per year. The total cost of maintaining and keeping the NaS battery on-line for a year, then, is roughly 60,000 dollars.
25 ENERGY STORAGE↗
Demonstration of μCHP in Light Commercial Hot Water Applications
Internal combustion engine driven combined heat and power (CHP) systems produce power while the waste heat is recovered and used for another purpose. For µCHP systems (less than 50kWe output) overall efficiencies can reach over 90% for products currently on the market throughout the world. On a fuel basis this offers an advantage over using grid-based power and another fuel for heat. Additionally, the cost of natural gas on an energy unit basis is significantly less expensive than electric power. This difference can lead to substantial savings for the end user of a CHP system. In some parts of the world, particularly Germany and Japan, µCHP has become a common part of the heat and distributed generation equipment mix. Market analysis conducted in 2012 showed that in North America there is potential of a 5,300 units per year market for µCHP, resulting in an annual energy savings of approximately 13.5 TBtu and more than $84 million in annual customer savings. However, µCHP still has not seen much market penetration in North America. This study helps to identify some of the reasons why, address roadblocks that still need to be overcome and provide experience to established best practices. Nine commercial sites were initially identified (fitness club, surgical center, senior community, resort and spa, commercial laundry, two multi-family housing, restaurant and manufacturing facility). Systems from two different manufacturers were installed at five sites total, but due to unforeseen circumstances, only three of those sites were finally commissioned: test data were collected by Oak Ridge National Laboratory. While not all systems were installed as intended, the project resulted in the following key findings: Micro combined heat and power is an unfamiliar technology for building owners and plumbing and electrical contractors that serve the buildings most suited for µCHP. Manufacturers will need to be aggressive in providing training and providing broad support to successfully bring the technology to market.; The proper integration of µCHP into other building systems is the most critical part of a successful installation. Manufacturers will need to be able to provide the expertise to train, advise and support the mechanical contractors during the design and installation of the heat integration system.; Regulations governing µCHP varies across the country. There are a few UL standards (UL 2200 and UL 1741) that apply nationally. Emissions are governed by EPA except in California where the California Air Resources Board (CARB) has established their own standard. Requirements that dictate installation and interconnection are dependent on local building codes and local utility processes and requirements. Some out of date building codes do not offer clear guidance for these requirements, leading to confusion. This makes developing training and determining broadly applicable best practices difficult.; Installation costs of µCHP are a key factor in making an installation successful. It is critical that these costs and all national, state and local regulations be understood and accounted for by all parties involved in the installation before a project is undertaken.; A robust customer service organization is important to meet the needs of the customers. These systems require annual maintenance and service and local capability is needed to keep costs inline.
03 NATURAL GAS↗
Hydrogen for Maritime Applications
The maritime industry is investigating a number of fuel options for reducing emissions, including liquefied natural gas (LNG), biofuels, and electrical drive systems powered by batteries and/or hydrogen-fueled fuel cells. Hydrogen-fueled ships offer the potential to significantly reduce, if not eliminate, regulated and unregulated pollutants in maritime applications. Argonne National Laboratory conducted preliminary comparisons of the total cost of ownership (TCO) of several classes of ships to determine how fuel cell technology compares to the current diesel technology, what advancements are needed for hydrogen fuel cell technology to be competitive in the future, and what applications may be appropriate for introducing fuel cells into the maritime industry. These studies included feeder container ships, harbor tugboats, river pushboats, and auto/passenger ferries. For this study, TCO was defined to include the cost of fuel, propulsion system, and fuel storage system, the levelized cost of propulsion/auxiliary engines, and the cost of annual maintenance and consumables. It did not include the cost of the vessel frame or other components, aside from the propulsion system, that the fuel cell and diesel ships have in common. A 10% internal rate of return (IRR) was applied to the initial capital investment and an installation cost factor of 20% was applied to the capital cost. The capital cost of each component (e.g., engine, fuel tank, motor, etc.) was amortized over a period of 20 years, except for the fuel cell system, which was amortized over 6 or 10 years depending on ship class. The initial comparisons for container ships indicate that fuel costs are by far the dominant contributor to the TCO. With the current low cost of low-sulfur marine gasoil (LSMGO) and relatively high cost of hydrogen, it is difficult for hydrogen to compete with LSMGO in container ship applications. The large energy demand for container ships also favors the use of the higher volumetric energy density LSMGO fuel, especially for longer voyages. The space required to store enough hydrogen for the same journey is larger than that needed to store diesel fuels and can reduce the available cargo carrying and revenue generating space available on the ship.
08 HYDROGEN↗
Recertification of the DOE 9978 Type B Package: Lessons L
The history and limited use of the 9978 Type B package history represents a complex case story. Unprecedented delays (from Covid-19) caused the annual maintenance of nine loaded 9978 packages to expire before the actual shipments were initiated. Additionally, with the delays, the content amendment authorizing the Pu and Am standards as authorized content expired, hence additionally requiring a full SARP revision prior to making the shipments
Ketusky, Edward T. [Savannah River National Labora↗
Latent-failure risk estimates for computer control
It is shown that critical computer controls employing unmonitored safety circuits are unsafe. Analysis supporting this result leads to two additional, important conclusions: (1) annual maintenance checks of safety circuit function do not, as widely believed, eliminate latent failure risk; (2) safety risk remains even if multiple, series-connected protection circuits are employed. Finally, it is shown analytically that latent failure risk is eliminated when continuous monitoring is employed.
Dunn, William R.↗