Submitted By:

Kapil Malhotra
Amity University Haryana
Gurgaon (Mech. Deptt.)
Contents

• Preface
• Ac nowledgment
• Introduction to NFL
• Plant Layout
• Process Description
• TYPE OF COMPRESSOR
• Production Performance
• Achievements

PREFACE
Training report is an integrated part of the course of the 6 to 8 wee s summer t
raining. Vocational training is a valuable experience for an engineering student
. This expresses the functional areas of engineering and also provides them an o
pportunity to be a part of the real technical world.
The succeeding pages of the report contain
the theoretical aspects of the practical things that I have learnt in 7 wee s tr
aining in the ammonia Plant of N.F.L. Panipat.

With practical understanding of any process underta ing is just li e t

o mug up of all things is applied that without practical understandin
g of process he is incomplete. But our institute has given us chance
to now how things practically happen.
I an also delighted beyond measure to express my profound sense of g
ratitude to HRD Deptt. Of NFL, PANIPAT for his uncountable assistance and
worthy guidance in accomplishing the report ; without which my report w
ould not have assumed present form. Than s also to all friends who di
rectly or indirectly provided their esteemed co-operation that made thi
s report see the light of day.
 Kapil Malhotra
Voca
tional trainee
(ME
CHANICAL)

INTRODUCTION OF NFL
National Fertilizer Limited was established in 23th August 1974, to set up two f
uel oil based plants at Bhatinda(Punjab) and Panipat (Haryana). Both of them wer
e commissioned in 1979. The Nangal fertilizer plant of fertilizer corpoartion of
India (FCI) has been merged with NFL in 1978 on the recoganition of FCI and NFL
group of companies. Later NFL executed its gas based plant at Vijaipur(MP) on H
BJ gaspipe line.Vijaipur plant had gone in commercial production in july,1988.
NFL is now operating three fuel oil based plants located at Panipat, Bhatinda,
Nangal and gas based plant at Vijaipur.
NFL produces two popular brands of chemical fertilizer i.e. Kisan Khad(Calcium A
mmonium Nitrate-CAN) and Kisan Urea. Besides the fertilizers it manufactures and
mar ets the industrial products(Liquid Oxygen, Liquid Nitrogen, Nitric Acid, Me
thanol, Argon) and byproducts (Sulphur).
NFL had signed a mamorandum of Understanding with the governmet of India in 1991
-92 all the years, after signing the MOU , government has rated the performance
of the company as Excellent. Comapany has been performing at high level of capac
ity utilization over the years.
FERTILIZER, INDUSTRIAL PRODUCTS AND SERVICES
Kisan Urea and Kisan Khad :- NFL’s popular brands are sold over a large mar eting
territory spanning the length and breadth of the company. The company also manuf
actures and mar ets Biofertilizers and a wide range of industrial products li e
Methanol, Nitric Acid, Sulphur, Liquid Oxygen etc.
Kisan Urea
Kisan Urea is a highly concentrated solid nitrogenuous fertilizer, containing 46
.0%. It is completely soluble in water hence nitrogen is easily available to cro
ps. It contains Nitrogen in amide form which changes to ammonical forms and is r
etrieved by soil collides for longer duration. Urea is avilable in Granular form
and can be applied by drill and broadcasting.
Kisan Urea is ideally suited for all types of crops and for foliar spray, which
instantly removes nitrogen deficiency. Kisan Urea also has a strong and long las
ting effect on crop resulting in bumper crops.
NATIONAL FERTILIZER LIMITED
INTRODUCTION OF PANIPAT UNIT
The panipat unit if NFL is situated on National Highway no 1 and Delhi-Amritsar
railway trun route. Panipat city is about 90 Km from Delhi and is covered in Na
tional Capital Region. Panipat is a historical city , which was the scene of his
torical battles.
Government of India passed a project on 10/2/1975 and contruction was started fr
om 30/4/75. The project was completed on 2/9/78 i.e in 40 months.
TOYO Engineering Corporation, Japan and Engineers India Limited was the main con
tractors.
Total expense on the project was of 221.33 crores of which 56.45 crores was in t
he form of forgien investment. Urea production was started from 1/9/79. Till now
 NFL has produced 85 La h Metric Tons Kisan Urea.
Performance of the unit in all the areas of its performance has also been ac noe
ledged. It has won number of awards and recoginition in the field of production,
safety, innovation, environment protection, s ill etc. The unit is well nown f
or its commitment towards environment protection and social welfare in the regio
n.
The brand name of Urea produced is KISAN UREA
Plant capacity of NFL Panipat is of 5,11,500 tons Kisan Urea (46.5% N) PA.
Capacity of Ammonia plant is 900 metric tons per day.
Capacity of Urea plant is 1650 metric tons per day.
RAW MATERIAL REQUIRED
For the production of 900 Metrictons/day of Ammonia and 1650 Metrictons/day of U
rea following raw materials are required.
FUEL OIL : 910 metrictons/day
COAL : 1650 metrictons/day
WATER : 17 metrictons/day
ELECTRICITY : 26 MWH
Feed stoc (Fuel oil ) is obtained from the refineries li e IOCL Panipat and IOC
L Mathura
VARIOUS SECTIONS OF PANIPAT UNIT ARE
AMMONIA PLANT
UREA PLANT
ARGON RECOVERY PLANT
SULPHUR RECOVERY PLANT
DM PLANT
EFFULENT PURIFIER PLANT
CAPTIVE POWER PLANT
The plant is equipped with latest Mechanical and Electrical control system in wh
ich microprocessors are used.
AMMONIA PLANT
The Amonia plant is based on fuel oil as feed stoc and is designed to produce 9
00 MT/ DAY of ammonia. The Fuel Oil are low sulphur heavy sto e (LSHS) is partia
lly oxidized in the Gasification Reactors at 1350 0C by shell gasification proce
ss. Th e raw gas produce in the reactors mainly consist of H2, CO , CO2, and H2S
. The heat generated in the process is recovered in the waste heat boilers to pr
oduce high pressure steam at 100 Kg/Cm2. About 80 % of the carbon produced in th
e Gasification Reactors is recycled along with the feedstoc .
Hydrogen Sulphide (H2S) in the raw gas is removed by the absorption in cold Meth
anol in Desulphurisation Section of Rectisol. The Carbon Monooxide in the desulp
hurised gas is converted to carbon dioxide by double stage CO - shift conversion
. The CO2 is later removed from the process gas in Decarbonation section of the
rectisol. H2S and CO2 from the raw gas are removed by low temp methanol in the r
ectisol and both gases are recovered by the regeneration of methanol at low pres
sure. H2S in the form of clause gas is sent to Sulphur Recovery plant for the re
covery of sulphur. The CO2 gas is sent to the Urea plant for synthesizing with a
mmonia to manufacture Urea. An absorption refrigeration unit provides refrigera
tion in the rectisol section.
The process gas from the rectisol section is sent to the nitrogen wash unit to
remove the traces of impurities by liquid nitrogen wash. Nitrogen is further a
dded to the process gas to obtain a ratio of 3:1 of N2 and H2. This synthesis ga
s mixture is compressed to 230 Kg/Cm2 pressure and synthesis of N2 and H2 is car
ried out in the Haldor Topsoe Loop in a radial flow Ammonia Convertor and Ammo
nia is produced. Oxygen requirement and Nitrogen requirement is met by an air se
paration unit. In ASU the atmospheric air is compressed in HP and LP distilation
 columns at cryogenic temperatures.
SULPHUR RECOVERY PLANT
Sulphur is present in the fuel oil used as feedstoc for the manufacture of ammo
nia. Clause gas rich in hydrogen sulphide is obtained in the rectisol section of
the Ammonia plant. Clause gas is sent to sulphur recovery plant and is burnt an
d partialy oxidised to SO2 in Acid Gas Heat Exchanger. It is followed by reactio
n between H2S and SO2 to form elemental sulphur. After separating sulphur by con
densing the residual H2S reacts with SO2 to form more sulphur in two catalytic r
eactors in series. The unconverted waste gas is burnt in the incinerator and hea
t is removed in heat recovery exchanger, where low pressure steam is produced. T
he sulphur recovery plant serves the double purpose i.e. to recover costly sulph
ur and to prevent pollution.

UREA PLANT
Urea plant is designed to produce 1650 TPD based Mitsui Toatsu Total Recycle ‘C’ Imp
roved process. The Ammonia and Carbondioxide produced in Ammonia plant are press
urised to about 250 Kg/Cm2. Synthesis ta es place in the Urea reactor, where Amm
onia and CO2 reacts at 250 Kg/Cm2 pressure and 200 0C temperature to produce Ure
a. The reactor outlet products are then decomposed . The urea solution produced
in this process is crystallised in vacumn crystallizer. Crystal slurry is centri
fugated to separate crystals, which are then dried in the dryer and pneumaticall
y conveyed to the top of Prilling Tower. Urea crystals are melted in the Melter
and the molten urea is sprayed through Acoustic Granulators from 68 meter high p
rilling tower. Urea in the form of prills is collected at the bottom of the towe
r on CFD bed, where it is cooled by air. Product Urea is then sent to bagging pl
ant and bagged in 50 Kg bags.
CAPTIVE POWER PLANT
Due to improper supply from northern grid the plant was facing the shortage of e
lectricity, resulting in the loss of production. To overcome this problem a Capt
ive Power plant was made.
The capacity of each boiler of power plant is 210 tons/hr. Each generator has pr
oduction capacity of 15 MWH. Stable electricity supply has resulted in increased
production. The plant is now self dependent in this field.

SALIENT FEATURES OF THE PLANT

ANNUAL CAPACITY
511500 MT IN TERMS OF UREA
235290MT IN TERMS OF AMMONIA
ANNUAL REQUIREMENT OF RAW MATERIAL
FUEL OIL/LSHS : 3,00,000 MT
COAL : 5,45,000 MT
POWER : 2,18,000 MWH
WATER : 5,630 MILLION GALLONS
ESTIMATED COST Rs 182.88 CRORES
FOREIGN EXCHANGE Rs 56.45 CRORES
LAND 442 ACRES-PLANT
131 ACRES - TOWNSHIP
PLANTS AND THEIR CAPACITIES
PLANT CAPACITY
AMMONIA PLANT 900 MT per day
UREA PLANT 1550 MT per day
SULPHUR RECOVERY PLANT 26.5 MT per day
STEAM GENERATION PLANT 3 x 150 MT per hour
CAPTIVE POWER PLANT 2 x 15 MWH
COAL HANDLING PLANT 150 & 250 MT per hour
BAGGING PLANT 4000 MT per hour
EFFLUENT TREATMENT PLANT 200 cubic meter per hour
RAW WATER PLANT 2400 cubic meter per hour

PLANT LAYOUT:-

AMMONIA PLANT
PROCESS DESCRIPTION: -
The plant has a production capacity of 900 metric Tons per stream day of
liquid ammonia by one train based on the SHELL Gasification Process for gasific
ation of heavy oil and carbon recovery, LURGI-Rectisol Process for desulphurizat
ion and carbon dioxide removal and Ammonia synthesis process starting with heavy
oil feedstoc and consists of the following section.
1. Air separation section
2. Shell gasification and carbon recovery section
3. Desulphurization section (Rectisol process)
4. Shift conversion section
5. CO2 removal section (Rectisol process)
6. Nitrogen washing section
7. Ammonia synthesis section including refrigeration section
Air Separation Unit: -
There are theoretically three methods of obtaining oxygen
-Electrical : Water electrolysis
-Mechanical : Air centrifugation
-Chemical : Solubility in various liquids separation by passing through p
orous
Materials.

But the only one which up to now is used on an industrial scale i

s the one consisting in extracting oxygen from air by low-pressure distillation
column.
This section explains the various parts of the plant, which shall
be described in the following section.

Air composition:-
Air is generally a mixture of 2 gases: Oxygen and Nitrogen in the follo
wing proportions in the volume:
-1/5th Oxygen (O2), exactly 20.93%
-4/5th Nitrogen (N2), exactly 78.03%
It also comprises various other components which are present in constant
proportions such as the 5 rare gases:
Argon (Ar) 0.93%
Neon (Ne) 1/60,000 about 0.0015%
Helium (He) 1/200,000 about 0.0005%
Krypton (Kr) 1/1,000,000 about 0.0001%
Xenon (Xe) 1/11,000,000 about 0.000008%
And in variable quantities:
Water vapors (H2O)
Carbon dioxide (CO2: about 0.03%)
Hydrocarbons, acetylene (C2H2)
Ozone (O3).
Lastly traces of hydrogen and of oil if the air has been handled by lubricated m
achines.
Air separation unit is provided for getting oxygen gas and nitrogen gas
from air. Produced oxygen gas is led to the reactors in SHELL Gasification proc
ess where it contributes to Partial oxidation of feed oil. On the other hand nit
rogen gas after being liquefied is mainly sent to Nitrogen Washing Unit to purif
y synthesis gas. Some of the nitrogen gas is also used as utility, e.g. as compr
essor sealing gas. Air chiller further cools the feed air first cooled by precoo
ler, which is an evaporator of refrigeration unit in this Air Separation Unit. T
hen the air passes through air dryers filled with molecular sieves and alumina g
el for drying by adsorbent down to extremely low dew point and also for complete
removal of CO2. The absorbers’ are alternately used two at a time with the other
going through a desorption process for regeneration by the dry waste gas extract
ed from the unit. After removal of water and CO2 by the absorbers, the air is fe
d into cold box.
The cold air is liquefied in the liquefiers by heat exchange with the
waste N2, O2 and pure N2 streams from the rectifying columns, and then is led to
the lower rectifying column. The air for the expansion turbine is extracted fro
m air heat exchanger and combined with cold air from lower rectifying column.
Before combined with the air from air heat exchanger the air from recti
fying column is warmed by heat exchanger with pure nitrogen gas from the N2 Wash
ing Unit. Because the turbine can be operated at rather higher temp. The expansi
on turbines wor effectively and provide necessary refrigeration for the unit.
The exhaust air from the expansion turbine is led to the middle part of
upper rectifying column. The rectifying column comprises a lower column wor ing
at about 6 g/cm2G and upper column wor ing at about 0.8 g/cm2G and a main cond
enser. Air from the air heat exchanger first enters the bottom of lower rectifyi
ng column and reaches the main condenser after rising up through the lower colum
n.
At the lower column, air is preliminarily separated to the N2 and O2 rich
liquid air. At the main condenser, N2 is liquefied by heat exchanger with the li
quid O2. As a result, liquid air of about 40% O2 purity is obtained at the top a
nd middle of the lower column.
The liquefied air and N2, thus obtained by preliminary separation in the lo
wer column, are sent respectively at the liquid state to the upper column.
The liquefied air withdrawn from the bottom of lower column passes through o
ne of the two alternately operating hydrocarbon absorber and liquid air filters
to remove any possible contamination of hydrocarbon. It is then super cooled aga
inst waist N2 from the upper column in the liquid air super cooler before being
expanded top the pressure of the upper column through the expansion valve which
automatically controls the liquid level at the bottom of lower column and fed to
the upper column.
Liquid N2 withdrawn form the middle of the lower column is fed to the upper
 column through the expansion valve. Liquid N2 withdrawn from the top of lower c
olumn is super cooled in the N2 super cooler and fed to the upper column through
the expansion valve.
These liquid air and liquid N2 that are fed to the upper column are rectifi
ed further by repeated rectifying operation. Finally, liquefied O2 of a specifie
d purity us obtained in the main condenser.
A part of the liquid O2 continuously circulated by liquid O2 pump in order
to remove remaining hydrocarbons in circulating absorbers. The waste N2 was is w
ithdrawn from the middle part of upper column and warmed in the liquid air super
cooler and air heat exchanger then extracted from cold box.
SHELL GASIFICATION AND CARBON RECOVERY PROCESS: -
The raw synthesis gas is produced by gasification of the heavy oil with
O2 and steam in three parallel oil gasification reactors, using the shell parti
al oxidation process.
Desulfhurization process:
This process is done to remove the sulphur compounds, as they are har
mful in next processes. Therefore we remove sulphur which is in the form of H2S
and COS from the raw gas which are purified by LURGI-RECTISOL physical absorptio
n process which is carried out at low temperature and high pressure in the prese
nce of an organic polar solvent, methanol. The raw gas from the shell gasificati
on process enters desulfurisation section of Rectisol process at about 48 g/cm2
G and at 45°C.
After cooling to about -22°C in H2S absorber feed/effluent heat exchanger A-EA201A
, B and H2S absorber feed NH3, chiller A-EA202 with cold gas and evaporating NH3
, the gas charged to H2S absorber A-DA201 where H2Sand COS are reduced to 0.4 pp
m by being washed with methanol. The desulfurised gas after being heated in H2S
absorber feed/effluent heat exchanger A-EA201A,B is sent to shift conversion.
The lean methanol solvent for desulfurisation is ta en from the N2 stripping fro
m CO2 regeneration A-DA402.
From the bottom of the upper part of H2S absorber the fat methanol solvent passe
s to H2S flash column A-DA202 where it is flashed in two pressure stages.
A split flow of regenerated methanol from the vacuum stage of CO2 regenerator A-
DA402 is charged to the top of H2S flash column by low-pressure methanol pumps a
nd to free the off gas to the incinerator at the sulfur recovery unit up to 1000
ppm H2S, so that the methanol will be enriched with H2S.
Then the methanol solvent is supplied to H2S hot regenerator after being warmed
up in lean/semi lean methanol heat exchanger. After complete regeneration the le
an solvent is pumped through lean/semi lean methanol
Heat exchanger, lean methanol NH3 chiller and lean methanol heat exchanger where
it is cooled down and is fed bac to the top of CO2 absorber A-DA401 for CO2 fi
ne wash.
The flash gas of the first let down stage of H2S flash column and CO2 regenerato
r are combined and recompressed by recycle gas compressor into the raw gas. On t
he other hand H2S rich gas is withdrawn from hot regenerator reflux drum and sen
t to the sulfur recovery plant to recover the sulfur as element.
CO-SHIFT CONVERSION PROCESS: -
In the shift conversion section, CO off desulfurisation process ga
s reacts with stem to produce H2 and CO2. the shift reaction ta es place under t
he proper tem. And pressure conditions in the presence of suitable catalysts, ac
cording to the following equation.
CO + H2O ↔ H2 +CO2
Excess stem is to be introduced to prevent the carbon formation and also to a
chieve higher reaction efficiency to the right hand side of the above equation b
ut there is a certain limit of the
range in the quantity of the excess steam, as the time of contact between gases
and catalyst is reduced if too much excess steam exist.
This reaction is reversible. Equilibrium towards H2 production is favored by lo
w temperature, while reaction rate is favored by high temperature. The actual sh
ift reaction ta es place at 350 to 500°C in the presence of iron chromium catalyst
.
In actual processing, the desulfurisation process gas from the desulfurisatio
n section enters the Humidifier A-DA301, where it contacts hot water by counter
flow and is saturated with steam at 210°C, the gas is heated up by No.1 and No. 2
shift converter feed gas heaters A-EA301 and A-EA302A,B.
Then in order to achieve proper steam to dry gas ratio superheated steam and
process condensate are injected into this gas before being introduced to the shi
ft converter A-DC301.
The shift reaction proceeds in two stages of the shift converter at the outle
t of the first stage CO content in the gas is reduced to 12 to 13%.
Hot gas from the outlet of the first stage is sent to No.2 shift converter fe
ed gas heater to be cooled till 360°C, which is suitable for second stage reaction
.
The second stage inlet temperature is controlled by the heat exchanger bypas
s and/or process condensate quench.
In the second stage, the shift reaction is further promoted until the CO cont
ent in the gas is decreased up to3.5 volume%.
The outlet gas from the shift converter enters No.1 shift converter feed gas
heater where it heats up shift converter feed gas, and is fed to the humidifier
feed water heater A-EA303 and then to the dehumidifier A-DA302 where it is coole
d down to about 186°C after contact with water by counter flow.
The outlet gas from the dehumidifier is sent to the absorption refrigeration
until to be utilized as a heating source of the NH3 desorber. Further more, thi
s gas is used to generate the 3 g/cm2 G steam in the low-pressure boiler and the
n heat up boiler feed water in the shift converter effluent economizer A-EA306 a
nd finally is cooled by cooling water in the shift converter
effluent cooler. The converted gas, after being cooled to ambient temperature is
send to the Decarbonation process.

CO2 Removal Process: -

The CO2 of CO shift effluent gas is purified by LURGI-RECTISOL phy
sical absorption process, which is carried by the same methanol solution as desu
lfurisation process but at rather lower temperature. The gas from shift conversi
on enters the CO2 removal section at about 45°C. after cooling to app. -25°C in CO2
absorber feed ammonia chiller A-EA 402 with purified gas from N2 washing unit, C
O2 gas and evaporating ammonia, the gas is charged to CO2 absorber where CO2 is
reduced to 10 ppm by absorption in the methanol at low temperature.
The lean methanol regenerated at H2S hot regenerator is fed to the top of CO2
absorber for fine absorption at low temperature and the methanol partly rege
nerated in the N2 stripping section of CO2 regenerator is charged to the middle
of CO2 absorber. In the lower part of CO2 absorber the heat of absorption is ta
en away in CO2 absorber circulation chiller.
The loaded methanol from the bottom of CO2 absorber is flashed in two pressu
re stages and finally stripped with pure N2 in CO2 regenerator.
In the first bottom flashed stage of CO2 regenerator, the CO absorbed noble
hydrogen gas flashes and after washed by a small load of lean methanol from N2 s
tripping section to absorb the CO2 content of the expanded gas, returns to the c
rowd gas by recycle gas compressor together with the flash gas from H2S flash co
lumn.
Approximate 25800 Nm3/hr of CO2 gas is sent to urea plant and the CO2 removal se
ction shall be capable of producing 10% additional CO2 over and above that requi
re for production of 1550 MT/ day urea. The quality of this additional CO2 gas s
hould be same as required for the production of Urea.
The low temperature in the Rectisol plant is maintained by the no. of ammoni
a chillers, the required ammonia absorption refrigeration unit is operated on th
e waist heat of CO shifted gas.
To eliminate icing of the water vapor in the raw gas below 00Cat the cooling
down stage will the absorption temperature, a little methanol injected into the
respective gas streams. The
Nitrogen washing unit
The CO contained about 5.2% in the CO2 absorption effluent raw gas, is
washed by liquid N2 at N2 washing unit. And also the N2 required for NH3 synthes
is is mixed here.
The raw gas from the CO2 removal section first enters molecular sieves adsorb
er unit, where residual CO2, CH3OH are removed to prevent plugging in the proces
s.
Principle: -
Raw synthesis gas coming from Rectisol decarbonation section at 39.5
gs/cm2 and –55 °C contains following impurities.
CO 5.21 vol.%
Ar 0.38 vol.%
CH4 0.50 vol.%
CO2 10 ppm
CH3OH 100 ppm
NOX 0.02 ppm
Purification of raw SYN gas is done in following steps: -
1. Purification by adsorption on molecular sieves- CO2, CH3OH and active ca
rbon (NO, NO2).
2. Cooling down by countercurrent heat exchange with product gas coming out
of N.W.U and there by condensing some of the impurities (CO, H2S and COS) at
–1900C.
3. Purification by washing with liquid N2 in a distillation column.
In the cold box the raw gas goes in first and second raw gas heat exchanger
and made of aluminum plates. The raw gas has a temperature of about –190°C at the ou
tlet of the second raw gas heat exchanger and is fed to the N2 washing column.
In the N2 washing column, impurities such as CO, Ar, CH4 are liquefied and t
a en out as tail gas, since feed gas is washed by super cooled liquid N which sp
ray from the top of column. The purified gas, which is mixture of H2 and N2, can
be obtained from the top of the N2 washing column and gives it coldness to the
raw gas and N2 gas while passing heat exchanger.
Before leaving the unit, purified gas is added to N2 to ma e the proportion o
f H2 and N2 ratio 3:1 and fed to NH3 synthesis section.
In this process, the purified gas is also used to compensate the frigory of t
he Rectisol section. The residual condensate liquid in the N2 washing column flo
ws into second and first tail gas heat exchanger and be sent out as tail gas to
the steam super heater for fuel through HCN stripper. Waist gas blower and waste
gasholder are provided in tan yard, for buffering.
The liquid N2 which had been liquefied and super cooled during the heat excha
nging in the first and second tail gas heat exchangers meet the liquid N2 for co
ld compensation coming from the air separation unit and both are supplied, as wa
shing liquid to the top of N2 washing column. The pressurized N2 gas by the N2 c
ompressor is sent to the tail gas heat exchanger and also used for adjusting the
mixing ratio. A part of N2 passing through the first tail gas heat exchanger is
cooled to saturated gas temperature as low as app. –137°C and sent to the air separ
ation unit.
The N2 gas is liquefied through N2 liquefier, the tubes mounted in the main c
ondenser and N2 super cooler of the air separation unit and returns to N2 washin
g unit as a state of super cooled liquid N2 with a temperature of -190°C.
To reactivate the molecular sieves in adsorber the N2 gas is introduced from
air separation unit. Reactivation heater heats up one part of introduced N2. For
adsorber regeneration and other part are cooled by reactivation cooler for abso
rber cooling.
The N2 washing unit is based on the following design condition.
1). Raw gas: -
Quantity design
Normal pressure 40.5 +- 2.0 g/cm2 A
Temperature -55°C
Composition
H2 93.62 vol.%
N2 0.29 vol.%
CO 5.21 vol.%
Ar 0.38 vol.%
CH4 0.50 vol.%
CO2 10 ppm
CH3OH 100 ppm
NOX 0.02 ppm
2). Product gas: -

Design Quantity
Normal pressure 99186 Nm3/hr
Temperature 33°C
Composition
H2 75 vol.%
N2 25 vol.%
Ar 50 ppm
O2 2 ppm
CO 5 ppm
CH4 1 ppm
Nitric oxide in the raw gas forms gums and deposits at feed gas side of
N2 washing column inlet heat exchanger. The accumulated gums cause heavy explosi
on at the following stage for plant shut down even under N2 atmosphere.
The NOX gum accumulation is limited up to 0.02 ppm of 1 year, and the process sh
all be subject to the acetone cleaning if the counted accumulation exceeds this
limit. The NOX content shall never exceed 0.2 ppm even on pea and also not exce
ed the 0.02-ppm over than total 1 month per year. If the NOX content exceeded th
e above value, the plant shall be shutdown.
Ammonia synthesis process: -
SYNTHESIS CATALYST OPERATION & ECONOMICS
1. Chemistry and Brief description of plant
Le Chatelier’s Principle - The principle states that if any of the RXN parameter
(T, P and Conc.) were changed in RXN equilibrium, then the RXN will proceed in t
hat direction, where the change in the parameter is counteracted.
This principle can be used to discuss the Amm. Synth.RXN
 N2 (g) + 3 H2 (g) = 2 NH3 (g) H =750 .Cal/ g.
This RXN is exothermic and moles of product are less than the sum of moles of Re
actants. Then according to the above principle: -
a) Increase of temp will shift the RXN in the reverse direction which is en
dothermic i.e. heat is absorbed.
b) Decrease of temp. will shift the RXN in forward RXN and so that conc. of
ammonia will increase at the cost of decrease of conc. of N2 and H2.

c) Increase of Pr. will shift the RXN in the forward direction when the No
moles in product are less than that of Reactants. Hence this will increase the
conc. of Ammonia. And decrease the conc. of H2 & N2.
d) Increase of conc. of N2 and H2 will ma e the RXN to ta e place in the fo
rward direction where the added material is consumed.
e) Removal of ammonia formed after condensation with water cooler and ammon
ia chiller as early as possible increase the RXN. If products formed are not re
moved, then the RXN will not ta e place.
The syn gas from N2 washing unit is compressed from 37 g/cm2 G to 231 g/cm
2G in the centrifugal type synthesis gas compressor. Before compression the ma e
up gas is mixed with flash gas from the product let down tan . After compressio
n to 218 g/cm2 G , the total ma e up gas is mixed with the recirculation gas th
e NH3 separator and the mixture is finally compressed to 231 g/cm2 in the last
casing of synthesis gas compressor.
The gas leaving synthesis gas compressor enters the synthesis hot exchanger
A-EA602, where it is heated to the converter inlet temperature by heat exchanger
with the hot effluent gas from the synthesis economizer A-EA601 A, B.
At the outlet of the ammonia converter A-DC601 the gas contains about 16% of NH3
.
A considerable part of the heat content of the converter effluent gas is util
ized in the synthesis economizer A-EA601A, B and then cooled down to about 71 oC
in the synthesis hot exchanger A-EA602.
The cooling of the gas continues first in the synthesis water cooler A-EA603,
in which a substantial part of the ammonia is condensed. At the outlet of the s
ynthesis water cooler the temperature is about 400C. The gas then passes the syn
thesis cold exchanger A-EA604, in which it is cooled to about 330C by heat excha
ngers with the recirculation gas coming from the ammonia separator. Finally, the
gas is cooled to 100C in the Ammonia cooled condensorA-EB601. The mixture of sy
nthesis gas and liquid ammonia is passed on to the ammonia seperatorA-FA601, in
which the liquid ammonia is separated. The gas which separates the ammonia till
4.92% is heated to about 320C in the synthesis of cold exchanger, and enters the
last casing of the synthesis gas compressor as recycle after mixed with ma e up
synthesis gas. The liquid ammonia separated in the ammonia separator is depress
urized to 45 g/cm2G and ta en to the product let down tan in which considerabl
e part of the gases dissolved in the
Ammonia is released. This gas is recycled to the synthesis gas compressor suctio
n and reused in the synthesis loop.
The liquid ammonia from product let down tan delivered and led to the urea pl
ant under normal operation. The ammonia converter is the TOPSOE radial flow type
converter. It consists of a pressure shell and a bas et. The bas et is divided
into a lower heat exchanger and a catalyst section consisting of two beds. A cen
tral tube passes through the catalyst section.
The main stream of the synthesis gas is introduced into the converter through
two main inlets at the top and passes downwards through the annular space betwe
en the bas et and the pressure shell, eeping the later cooled. At the bottom of
converter, the gas enters into the shell side of the lower exchanger, in which
it is heated to the reaction temp. By heat exchanger with gas leaving the conver
ter. This reaction temp. can be adjusted by means of a cold bypass introduced th
rough the bottom nozzle of the converter.
The gas leaving the lower exchanger goes to the upper catalyst bed through a
transfer pipe placed inside the central tube in the lower bed. The gas passes th
e upper bed in radial direction and the reaction ta es place. The distribution i
s ensured by means of perforated plate placed in the catalyst bed wall.
The react gas in the upper bed enters the lower bed through the outer a
nnular space surrounding catalyst bed. The temp. Outlet of the upper bed is abou
t 5000C. This temp. is reduced to about 4050C before entering into lower bed by
addition of quench gas. The rxn. Gas passed the lower bed in the radial directio
n enters in to the lower exchanger through the annular space between the inner b
ed wall. The gas flow distribution on lower bed is also ensured by the perforate
d plate.
The outlet temp. of the gas from the lower bed is about 5100C. The gas passe
d through the tube side of the lower exchanger and leaves the converter through
the bottom of the pressure shell. The refrigeration system consist of the ammoni
a cooled condenser and the ammonia refrigerator which consist of the ammonia com
pressor, the ammonia condenser, the ammonia receiver.
The compressed ammonia vapor leaving the ammonia compressor is condensed in t
he ammonia condenser. The liquid ammonia is vaporized in the ammonia-cooled cond
enser at 3.9
g/cm2G, there by providing the cooling capacity necessary for cooling and conde
nsing the product ammonia.
The vaporized ammonia gas enters the suction of the ammonia compressor for co
mpression to about 16 g/cm2 G.

GAS COMPOSITION
Particulars Inlet Converter Outlet converter
Feed gas 395515 NM3 340377 NM3
Temp. 1200C 3180C
Ammonia 3.12% 17.8%
H2 71.99% 60.05%
N2 24,0% 20.0%
Ar.+CH4+He 0.89 1.03%
CO+2xCO2+H2+2xO2 2ppm max.
CATALYST TEMP.
Particulars Max.design condition Prevailing
Ist bed-Inlet(Centre) 390oC 380 oC
In the bed 495 oC
O/L 522 oC 518 oC
IId Bed Inlet 405 oC 390 oC
T.C in bed 450 oC
O/L center tube 505 oC 454 oC
1). H2/N2 ratio in the ma e up gas
H2 / N2 ratio 3:1 is maintained in loop. If H2/N2 ratio is below 2.
5:1 or higher than 3:1 – reaction speed in the converter will decrease, temp.will
tend to decrease and pressure of the loop increases. Some gas must be purged th
rough loop vent to maintain ratio in the loop. Preferred ratio is 2.88.because
N2 is a limiting reactant in the reaction.
2). High inerts in the loop:-
Inerts in the loop > 1.26% increases the loop pressure but the e
ffective pressure of H2 & N2 in the loop decreases and reaction velocity decreas
es,. Hence inerts level should be controlled to optimum.
3) Ammonia Conc. At Converter inlet:-
Increase of Ammonia conc. In the converter inlet gas reduce
d the reaction rate and decrease of Ammonia con. Inlet to converter increases th
e reaction rate. GC-601 and EB 601 chiller operation should be adjusted to main
tain Ammonia con. In the inlet to optimum level. GC-601suction pressure should
be 3.8K
4). Circulating rate:
Increase of circulating rate of gas reduces the pressure of the lo
op. Though load on the circulating compressor and refrigeration compressor incr
eases. However, the loop pressure decreases and consequently load on the main c
ompressor reduces.
5). Pressure:
According to Le-Chattier principle, High pressure favors the forwar
d reaction. But pressure increases in the loop due to following factors:
a) Increase of ma e up gas quantity
b) Decrease of circulating rate
c) Increase of inert level
d) Ammonia content increase in the converter inlet
e) H2/N2 ratio not proper
f) Reduction of catalyst activity due to poisoning or aging of catalyst.
Pressure rise due to point No.a) i.e increase of ma e up gas favors the forward
reaction but other factors b) to f) retard the reaction and steps should be ta e
n to control these parameters.

TYPE OF COMPRESSOR

PLANT COMPRESSOR:
1. OXYGEN COMPRESSOR 4. REFRIGERATION COMP.
2. AIR COMPRESSOR 5. SYNTHESIS COMPRESSOR
3. NITROGEN COMPRESSOR
Reciprocating compressors

Animation of reciprocating compressor

A motor-driven six-cylinder reciprocating compressor that can oper
ate with two, four or six cylinders.
Main article: Reciprocating compressor
Reciprocating compressors use pistons driven by a cran shaft. They can be either
stationary or portable, can be single or multi-staged, and can be driven by ele
ctric motors or internal combustion engines.[1][4][5] Small reciprocating compre
ssors from 5 to 30 horsepower (hp) are commonly seen in automotive applications
and are typically for intermittent duty. Larger reciprocating compressors well o
ver 1,000 hp (750 W) are still commonly found in large industrial and petroleum
applications. Discharge pressures can range from low pressure to very
High pressure (>6000 psi or 41.4 MPa). In certain applications, such as air comp
ression, multi-stage double-acting compressors are said to be the most efficient
compressors available, and are typically larger, noisier, and more costly than
comparable rotary units.[6]
Rotary screw compressors

Diagram of a rotary sc
rew compressor
Main article:
Rotary screw compressors use two meshed rotating positive-disp
lacement helical screws to force the gas into a smaller space.[1][7][8] These ar
e usually used for continuous operation in commercial and industrial application
s and may be either stationary or portable. Their application can be from 3 hors
epower (2.2 W) to over 1,200 horsepower (890 W) and from low pressure to very
high pressure (>1200 psi or 8.3 MPa).
Rotary vane compressors
See also:
Rotary vane compressors consist of a rotor with a number of blades
inserted in radial slots in the rotor. The rotor is mounted offset in a larger h
ousing which can be circular or a more complex shape. As the rotor turns, blades
slide in and out of the slots eeping contact with the outer wall of the housin
g.[1] Thus, a series of decreasing volumes is created by the rotating blades. Ro
tary Vane compressors are, with piston compressors one of the oldest of compress
or technologies.
With suitable port connections, the devices may be either a compressor or a vacu
um pump. They can be either stationary or portable, can be single or multi-stage
d, and can be driven by electric motors or internal combustion engines. Dry vane
machines are used at relatively low pressures (e.g., 2 bar) for bul material m
ovement whilst oil-injected machines have the necessary volumetric efficiency to
achieve pressures up to about 13 bar
Scroll compressors

Mechanism of a scroll pump

Main article:
A scroll compressor, also nown as scroll pump and scroll vac
uum pump, uses two interleaved spiral-li e vanes to pump or compress fluids such
as liquids and gases. The vane geometry may be involutes, Archimedean spiral, o
r hybrid curves.[9][10][11] They operate more smoothly, quietly, and reliably th
an other types of compressors in the lower volume range
Often, one of the scrolls is fixed, while the other orbits eccentrically without
rotating, thereby trapping and pumping or compressing poc ets of fluid or gas b
etween the scrolls.

(NITROGEN COMPRESSOR)
GENERAL DESCRIPITION
NITROGEN GAS COMPRESSOR IS OF TYPE driven by steam turbine, both of m/s mitsui s
hip building & engineering co. ltd. This compressor has he under –mentioned constr
uction features:
1. Casing can be horizontally split for easy maintenance. The lower half is
provided with the gas inlet and outlet connection.
2. it consists of two casing with different rotational speed (LPC&HPC) and
four stages .
3. Diaphragm coupling is used to minimize thrust force caused by thermal ex
pansion of the rotor.
4. Labyrinth type gas seal is used.
TECHNICAL DATA:
Specification of the compressor at normal condition (100% flow)
1. capacity ( g/hr)day 34,082
2. relative humidity(%) 0
3. molecular weight 28.01
4. cp/cv( 1) 1.4
5. compressibility 1.0
6. speed(rpm) 8000/11435(LPC/HPC)
7. Max. continuous speed (rpm) 8650
8. type of driver extraction condensing st
eam
9. DRIVE RATED (HP)

OXYGEN COMPRESSOR
DESCRIPSTION OF THE SYSTEM
THE oxygen compressor is supplied by DEMG COMPRESSOR WEST GERMANY. It
is a two casting multistage turbo-compressor of single shaft construction. The c
ompressor is driven directly by a steam turbine supplied by compressor. A reduct
ion gear is provided b/w LP and HP compressor. Each casing has 6 impeller.
The compressor is designed to supply 24970 NM3/hr of minimum 98% oxygen
gas at 63.03 g/cm2 G and final disch. Temperature of 450c to the gasifiers.

The casing of the compressor is a pressure tight and dimensionally stable horiz
ontally split. The impellers are shrun on the shaft. These impellers are so arr
anged on the shaft that the longitudinal thrust is partially cancelled out and i
nternal lea age is minimized.

A dummy piston has provided to reduce the longitudinal thrust causing by the
impeller arrangement down to a value permissible for thrust bearing .
Drain holes for lea age oil and condensate have been provided in the spares betw
een casing and bearing trestles to prevent liquid from entering the machine.

A fire –wall has been provided around the oxygen compressor to confine the danger
to this area in case any explosion occurs in the oxygen compressor.
No operating personnel should be allowed to enter this area while the compressor
is running .s
Specification
COMPRESSOR DETAILS
Casing stage LPC HPC
1. type 10MH 6C 6MH 6C
2. no. of impeller 6 6
3. no. of process stage 1 1
4. Gas handled 98.00%o2. 0.70% 1.5% argon
5. speed normal 9500 13598
Maximum 19975 14278
Trip 10973 15707
1st critical 3950 5900
2nd critical 14100 25300
Prohibited range 3550 to 5140 (turbine speed)
6. Direction of rotation LEFT (CCW) RIGTH (CW)

Description :-
It is a centrifugal compressor having 3 casing driven by steam turbine with a
speed a 11100 rpm at 100% capable of compressing 99,960 NM3/ hr of systhesis ga
s and t built up pressure from 37.5 g /cm2 to 221 g/cm2 G . in the ma e up s
tage and then finally upto 235ata in last stage which act as recirculator .
GAS FLOW:-
The purified gas available from nitrogen wash unit after removal of carbon
monoxide and other impurities and after the addition of ma e up nitrogen , enter
the suction of first casing of sys . gas compressor at 37.5 ata pressure . i
t is compressed to 81.6 ata in the first stage then passes to second stage an
d is compressed to 148.5 ata pressure . the gas then enter the suction of the r
ecycle stage casing and gets mixed with the recycle gas is compressed to 235 ata
pressure . it then goes to the synthesis section .
Inter cooler for cooling the gas to nearly 410c have been provided between the f
irst and second casing and second and third casing and after cooler has been p
rovided for cooling the ma e up gas 450c before it enter the suction of the re
cycle stage.
The released separated from ammonia flash drum of systhesis section also enter
the suction of 5he compressor after the main isolation value for utilization i
n this section . there is a provision for controlling the capacity of the recyc
le stage by adjustable guide vanes provided on the casing .
Nitrogen connections have been provided in the suction line after the main iso
lation valve for supply of nitrogen for purging the loope during shut down.

Ammonia refrigeration compressor :-

Ammonia refrigeration compressor is a centrifugal machine catering to refrigera
tion requirement , of ammonia synthesis loop. Also this can handle the air sepa
ration unit’s refrigeration load in case of emergencies . the compressor is design
ed to compress 31.4Te/m of ammonia to 17.0 ata a from 4.7 ata . The compressor
is driven by a steam turbine , the turbine is an extraction –cum –condensing type, t
he inlet pressure being 40ata and extraction pressure being 9ata .The unit is s
upplied by M/S BHEL HYDERABAD.
 AIR COMPREESOR

Axial compressors are rotating, aerofoil based compressors in which the wor ing
fluid principally flows parallel to the axis of rotation. This is in contrast wi
th other rotating compressors such as centrifugal, axe-centrifugal and mixed-flo
w where the air may enter axially but will have a significant radial component o
n exit. compressors
Axial flow compressors produce a continuous flow of compressed gas, and have the
benefits of high efficiencies and large mass flow capacity, particularly in rel
ation to their cross-section. They do, however, require several rows of aerofoil’s
to achieve large pressure rises ma ing them complex and expensive relative to o
ther designs (e.g. centrifugal compressor).
Axial compressors are widely used in gas turbines, such as jet engines, high spe
ed ship engines, and small scale power stations. They are also used in industria
l applications such as large volume air separation plants, blast furnace air, fl
uid catalytic crac ing air, and propane dehydrogenation. Axial compressors, now
n as superchargers, have also been used to boost the power of automotive recipro
cating engines by compressing the inta e air, though these are very rare. A good
example of an axial supercharger is the

aftermar et Latham type built between 1955-65 which were used on hot rods and ai
r-cooled Vol swagens at that time, but these didn
t catch on
Description
Axial compressors consist of rotating and stationary components. A shaft drives
a central drum, retained by bearings, which has a number of annular aerofoil row
s attached. These rotate between a similar number of stationary aerofoil rows at
tached to a stationary tubular casing. The rows alternate between the rotating a
erofoil’s (rotors) and stationary aerofoil’s (stators), with the rotors imparting en
ergy into the fluid, and the stators converting the increased rotational inetic
energy into static pressure through diffusion. A pair of rotating and stationar
y aerofoil’s is called a stage. The cross-sectional area between rotor drum and ca
sing is reduced in the flow direction to maintain axial velocity as the fluid is
compressed.

Diagram of an axial flow compressor

Design
The increase in pressure produced by a single stage is limited by the relative v
elocity between the rotor and the fluid, and the turning and diffusion capabilit
ies of the aerofoil. A typical stage in a commercial compressor will produce a p
ressure increase of between 15% and 60% (pressure ratios of 1.15-1.6) at design
conditions with a polytrophic efficiency in the region of 90 -95%. To achieve di
fferent pressure ratios, axial compressors are designed with different numbers o
f stages and rotational speeds.
Higher stage pressure ratios are also possible if the relative velocity between
fluid and rotors is supersonic, however this is achieved at the expense of effic
iency and operability. Such compressors, with stage pressure ratios of over 2, a
re only used where minimizing the compressor size, weight or complexity is criti
cal, such as in military jets.
The aerofoil profiles are optimized and matched for specific velocities and turn
ing. Although compressors can be run at other conditions with different flows, s
peeds, or pressure ratios, this can result in an efficiency penalty or even a pa
rtial or complete brea down in flow ( nown as compressor stall and pressure surg
e respectively). Thus, a practical limit on the number of stages, and the overal
l pressure ratio, comes from the interaction of the different stages when requir
ed to wor away from the design conditions. These “off-design” conditions can be mit
igated to a certain extent by providing some flexibility in the compressor. This
is achieved normally through the use of adjustable stators or with valves that
can bleed fluid from the main flow between stages (inter-stage bleed).
Modern jet engines use a series of compressors, running at different speeds; to
supply air at around 40:1 pressure ratio for combustion with sufficient flexibil
ity for all flight conditions.
Development
Early axial compressors offered poor efficiency, so poor that in the early 1920s
a number of papers claimed that a practical jet engine would be impossible to c
onstruct. Things changed dramatically after A. A. Griffith published a seminal p
aper in 1926, noting that the reason for the poor performance was that existing
compressors used flat blades and were essentially "flying stalled". He showed th
at the use of airfoils instead of the flat blades would dramatically increase ef
ficiency, to the point where a practical jet engine was a real possibility. He c
oncluded the paper with a basic diagram of such an engine, which included a seco
nd turbine that was used to power a propeller.
Real wor on axial-flow engines started in the late 1930s, in several efforts th
at all started at about the same time. In England, Haine Constant reached an agr
eement with the steam turbine company Metropolitan Vic ers (Metrovic ) in 1937,
starting their turboprop effort based on the Griffith design in 1938. In 1940, a
fter the successful run of Whittle
s centrifugal-flow design, their effort was r
e-designed as a pure jet, the Metrovic F.2. In Germany, von Ohain had produced
several wor ing centrifugal engines, some of which had flown including the world

s first jet aircraft (He 178), but development efforts had moved on to Jun ers
(Jumo 004) and BMW (BMW 003), which used axial-flow designs in the world
s first
jet fighter (Messerschmitt Me 262) and jet bomber (Arado Ar 234). In the United
States, both Loc heed and General Electric were awarded contracts in 1941 to de
velop axial-flow engines, the former a pure jet, the latter a turboprop. Northro
p also started their own project to develop a turboprop, which the US Navy event
ually contracted in 1943. Westinghouse also entered the race in 1942, their proj
ect proving to be the only successful one of the US efforts, later becoming the
J30.
By the 1950s every major engine development had moved on to the axial-flow type.
As Griffith had originally noted in 1929, the large frontal size of the centrif
ugal compressor
caused it to have higher drag than the narrower axial-flow type. Additionally th
e axial-flow design could improve its compression ratio simply by adding additio
nal stages and ma ing the engine slightly longer. In the centrifugal-flow design
the compressor itself had to be larger in diameter, which was much more difficu
lt to "fit" properly on the aircraft. On the other hand, centrifugal-flow design
s remained much less complex (the major reason they "won" in the race to flying
examples) and therefore have a role in places where size and streamlining are no
t so important.
AIR COMPRESSOR
INTRODUCTION:-
The air compressor supplied by MITSUI SHIPBUILDING and ENGG.CO. Of Japan is of a
mult8i stage axial flow type consisting of low &high pressure casing with an ex
ternal intercooler. The drive a steam turbine connected directly with a gear cou
pling is MITSUI BROWN BOXER single cylinder impulse type condensing turbine.
Adjustable stator blades are provided f
or all stage of both the LPC and HPC of comp. to control its capacity. This comp
. has a pressure ratio control device which server to eep the proper pressure r
atio of the LPC and HPC.
The design condition of feed air at the battery limit of ASU is:-
Quantity : 140000NM3/hr.
Pressure : 7.0 g/CM2
Temp. : 450c
Relative humidity : 100%
Composition
CO2 : 500PPM(MAX.)
C2H2 : 0.45 mg/M3
CmHn : 0.7 mg/NM3
NH3 : 10mg/NM3
No+NO2 : 1.27mg/NM2
Dust : 1mg/NM3

47
Spools
All compressors have a sweet spot relating rotational speed and pressure, with h
igher compressions requiring higher speeds. Early engines were designed for simp
licity, and used a single large compressor spinning at a single speed. Later des
igns added a second turbine and divided the compressor into "low pressure" and "
high pressure" sections, the latter spinning faster. This two-spool design resul
ted in increased efficiency. Even more can be squeezed out by adding a third spo
ol, but in practice this has proven to be too complex to ma e it generally worth
while as there is a trade off between higher fuel efficiency and the higher main
tenance involved pushing up total cost of ownership compared to a two spool desi
gn. That said, there are several three-spool engines in use, perhaps the most fa
mous being the Rolls-Royce RB.211, used on a wide variety of commercial aircraft
.
Bleed air, variable stators
As an aircraft changes speed or altitude, the pressure of the air at the inlet t
o the compressor will vary. In order to "tune" the compressor for these changing
conditions, designs starting in the 1950s would "bleed" air out of the middle o
f the compressor in order to avoid trying to compress too much air in the final
stages. This was also used to help start the engine, allowing it to be spun up w
ithout compressing much air by bleeding off as much as possible. Bleed systems w
ere already commonly used anyway, to provide airflow into the turbine stage wher
e it was used to cool the turbine blades, as well as provide pressurized air for
the air conditioning systems inside the aircraft.
A more advanced design, the variable stator, used blades that can be individuall
y rotated around their axis, as opposed to the power axis of the engine. For sta
rtup they are rotated to "open", reducing compression, and then are rotated bac
into the airflow as the external conditions require. The General Electric J79 w
as the first major example of a variable stator design, and today it is a common
feature of most military engines.
Closing the variable stators progressively, as compressor speed falls, reduces t
he slope of the surge (or stall) line on the operating characteristic (or map),
improving the surge margin of the installed unit. By incorporating variable stat
ors in the first five stages, General Electric Aircraft Engines has developed a
ten-stage axial compressor capable of operating at a 23:1 design pressure ratio.
Bypass
For jet engine applications, the "whole idea" of the engine is to move air to pr
ovide thrust. In most cases, the engine produces more power to move air than its
mechanical design actually allows. Namely, the inlet into the compressor is sim
ply too small to move the amount of air that the engine could, in theory, heat a
nd use. A number of engine designs had experimented with using some of the turbi
ne power to drive a secondary "fan" for added air flow, starting with the Mestro
vic F.3, which placed a fan at the rear of a late-model F.2 engine. A much more
practical solution was created by Rolls-Royce in their early 1950s Conway engine
, which enlarged the first compressor stage to be larger than the engine itself.
This allowed the compressor to blow cold air past the interior of the engine, s
omewhat similar to a propeller. This technique allows the engine to be designed
to produce the amount of energy needed, and any air that cannot be blown through
the engine due to its size is simply blown around it. Since that air is not com
pressed to any large degree, it is being moved without using up much energy from
the turbine, allowing a smaller core to provide the same mass flow, and thrust,
as a much larger "pure jet" engine. This engine is called a "turbofan."
This technique also has the added benefit of mixing the cold bypass air with the
hot engine exhaust, greatly lowering the exhaust temperature. Since the sound o
f a jet engine is strongly related to the exhaust temperature, bypass also drama
tically reduces the sound of the engine. Early jetliners from the 1960s were fam
ous for their "screaming" sound, whereas modern engines of greatly higher power
generally give off a much less annoying "whoosh" or even buzzing.
Mitigating this savings is the fact that drag increases exponentially at high sp
eeds, so while the engine is able to operate far more efficiently, this typicall
y translates into a smaller real-world effect. For instance, the latest Boeing 7
37
s with high-bypass CFM56 engines operates at an overall efficiency about 30%
better than the earlier models. Military turbofans, on the other hand, especiall
y those used on combat aircraft, tend to have so low a bypass-ratio that they ar
e sometimes referred to as "lea y turbojets."
Energy exchange between rotor and fluid
The relative motion of the blades relative to the fluid adds velocity or pressur
e or both to the fluid as it passes through the rotor. The fluid velocity is inc
reased through the rotor, and the stator converts inetic energy to pressure ene
rgy. Some diffusion also occurs in the rotor in most practical designs.
The increase in velocity of the fluid is primarily in the tangential direction (
swirl) and the stator removes this angular momentum.
The pressure rise results in a stagnation temperature rise. For a given geometry
the temperature rise depends on the square of the tangential Mach number of the
rotor row. Current turbofan engines have fans that operate at Mach 1.7 or more,
and require significant containment and noise suppression structures to reduce
blade loss damage and noise.
Velocity diagrams
The blade rows are designed at the first level using velocity diagrams. A veloci
ty diagram shows the relative velocities of the blade rows and the fluid.
The axial flow through the compressor is ept as close as possible to Mach 1 to
maximize the thrust for a given compressor size. The tangential Mach number dete
rmines the attainable pressure rise.
The blade rows turn the flow through an angle β; larger turning allows a higher te
mperature ratio, but requires higher solidity.
Modern blades rows have low aspect ratios and high solidity.
Compressor maps
A map shows the performance of a compressor and allows determination of optimal
operating conditions. It shows the mass flow along the horizontal axis, typicall
y as a percentage of the design mass flow rate, or in actual units. The pressure
 rise is indicated on the vertical axis as a ratio between inlet and exit stagna
tion pressures.
A surge or stall line identifies the boundary to the left of which the compresso
r performance rapidly degrades and identifies the maximum pressure ratio that ca
n be achieved for a given mass flow. Contours of efficiency are drawn as well as
performance lines for operation at particular rotational speeds.
Compression stability
Operating efficiency is highest close to the stall line. If the downstream press
ure is increased beyond the maximum possible the compressor will stall and becom
e unstable.
Typically the instability will be at the Helmholtz frequency of the system, ta i
ng the downstream plenum into account.
Benefits
The benefits of this technology included reducing power cost, reducing power sur
ges (from starting AC motors), and delivering a more constant pressure. The down
side of this technology is the heavy expense associated with the drive, and the
sensitivity of these drives - specifically to heat and moisture.
Compressed air
Compressed air is air which is ept under a certain pressure, usually greater th
an that of the atmosphere. In Europe 10 % of all electricity used by industry is
used to produce compressed air. This amounts to 80 terawatt hours per year.[1]

Dangers
• A blast of air under 40 psi (pounds per square inch) from 4 inches away can rupt
ure an eardrum or cause brain damage.[citation needed]
• Directed at the mouth, compressed air can rupture the lungs.[citation needed]
Uses:-
Compressed air can be used in or for:
• Pneumatics, the use of pressurized gases to do wor . See compressed air energy s
torage.
• vehicular transportation using a compressed air vehicle
• Scuba diving, to inflate buoyancy devices. See also: Breathing gas
• Cooling using a vortex tube.
• Gas dusters for cleaning electronic components that cannot be cleaned with water
. These are also called "canned air", however this is a misnomer because the pro
pellant is not air, but rather a hydro fluorocarbon which poses a health ris if
inhaled.
• air bra e (rail) systems
• air bra e (road vehicle) systems
• air bra e (air vehicle) systems
• compressed air breathers (such as Suisse Air)[citation needed]
• paintball ammunition propulsion
• airsoft ammunition propulsion

ECONOMICS
1. High pressure favors the reaction but operation at less pressure for the
same production rate lowers load on the syn.gas compressor and thus saving of s
team, which cost at Rs. 600/Te.
2. Temp. Poisoning and permanent poisoning of the catalyst reduces the life
of catalyst and catalyst fresh is forced to be changed earlier- Loosing Company’s
money and production loss occurs.
To avoid temp.poisoning - The ma e up gas should be pure, oxygen compound such a
s CO, H2), CO2 in the gas should be limited. N2 purity should be <10ppm, O2.
3. To avoid permanent poisoning, lube oil carryover in the syn gas should b
e avoided. Syn.gas compressor barrels seal oil drain rate should be measure on
the opportunity and seals must be attended on priority, if seal drain rate is fo
und abnormal.
4. On changing of the bas et S-1—to S-200, 5-6 Te./hr steam is saved which in
turn reduces the energy consumption of 0.12 mmKcal /Te. of ammonia produced.
5. Optimum temp.operation in the catalyst increases the life

PRODUCTION PERFORMANCE
RECORDS : Pea s in Production Scale
Highest Production of
Ammonia on single Day : 1041 MT (on 02.01.1998)
(against 900 MT/Day rated Capacity)
Highest Production of
Urea on single day : 1918 MT (on 17.12.2000)
(against 1550 MT/Day rated Capacity)
Highest Annual Production
of Ammonia : 316619 MT (97-98)
(against 297000 MT rated Capacity)
Highest Annual production of
Urea : 562250 MT (97-98)
(against 511500 MT rated Capacity)