Analysis of crater formation in buried NG pipelines: A survey based on past accidents and evaluation of domino effect

The formation of a crater by the abrupt and catastrophic rupture of a high-pressure pipeline can be highly relevant, especially when the crater uncovers other pipelines, which could undergo a domino effect with a significant increase of the consequences on people or on the environment. However, this scenario has been only partially studied in the literature. To assess the influence of the pipeline parameters on the dimensions of the resulting crater, a statistical analysis of accidental ruptures of buried natural gas pipelines that have involved the formation of a crater was carried out. Mathematical expressions are proposed to describe the proportionality relationships found, which can be very useful to support adequate separation distances in the design and construction of parallel corridors of pipelines after appropriate escalating effects are considered. Finally, detailed event trees were developed to calculate the probability of occurrence of the final outcomes, as well as the identified domino sequences, based on a qualitative and quantitative analysis of the data. The study of these accident scenarios, based on actual cases, represents a useful and needed advance in risk analysis of natural gas transportation through pipelines.     

北京市典型废弃物焚烧源2010—2017年二NFDA1英排放特征和减排效果分析

分析2010—2017年北京市三类典型废弃物焚烧源的废气二NFDA1英排放监测数据,计算排放因子和排放量,评估减排政策成效,并分析不同排放源达标排放时同类物分布特征异同和变化规律,探讨影响排放的重要因素。结果表明: 5家焚烧源平均排放浓度为 0.008～0.069 ng/m³(以TEQ计,下同),废气二NFDA1英排放因子为 0.027～1.7 μg/t,2016年向空气中排放的二NFDA1英量为 0.002 5～0.058 g；生活垃圾、危险废物和医疗废物焚烧源的低、高氯代同类物质量分数比的平均值分别为接近于 0.5、大于0.5和小于0.5,危险废物焚烧源的 ∑PCDFs、∑PCDDs质量分数比的平均值大于2； 123478-HxCDF和123678-HxCDF质量浓度接近且线性相关,具有相近的生成机理和去除效率； I-TEQ变化趋势与∑PCDFs质量分数的变化趋势基本一致,活性炭喷射和布袋除尘的去除效率是影响二NFDA1英排放的重要因素之一；危险废物焚烧源HWI1随运行时间增加排放浓度增加,而及时更换烟道管壁有助于消除“记忆效应”的不良影响。     

Are older drivers’ driving patterns during an on-road driving task representative of their real-world driving patterns?

Abstract

Objective: The current study investigated whether older drivers’ driving patterns during a customized on-road driving task were representative of their real-world driving patterns.

Methods: Two hundred and eight participants (male: 68.80%; mean age?=?81.52 years, SD?=?3.37 years, range?=?76.00–96.00 years) completed a customized on-road driving task that commenced from their home and was conducted in their own vehicle. Participants’ real-world driving patterns for the preceding 4-month period were also collected via an in-car recording device (ICRD) that was installed in each participant’s vehicle.

Results: During the 4-month period prior to completing the on-road driving task, participants’ median real-world driving trip distance was 2.66?km (interquartile range [IQR]?=?1.14–5.79?km) and their median on-road driving task trip distance was 4.41?km (IQR?=?2.83–6.35?km). Most participants’ on-road driving task trip distances were classified as representative of their real-world driving trip distances (95.2%, n?=?198).

Conclusions: These findings suggest that most older drivers were able to devise a driving route that was representative of their real-world driving trip distance. Future research will examine whether additional aspects of the on-road driving task (e.g., average speed, proportion of trips in different speed zones) are representative of participants’ real-world driving patterns.     

Structural equation model analysis for the evaluation of overall driving performance: A driving simulator study focusing on driver distraction

Objective: The present research relies on 2 main objectives. The first is to investigate whether latent model analysis through a structural equation model can be implemented on driving simulator data in order to define an unobserved driving performance variable. Subsequently, the second objective is to investigate and quantify the effect of several risk factors including distraction sources, driver characteristics, and road and traffic environment on the overall driving performance and not in independent driving performance measures.

Methods: For the scope of the present research, 95 participants from all age groups were asked to drive under different types of distraction (conversation with passenger, cell phone use) in urban and rural road environments with low and high traffic volume in a driving simulator experiment. Then, in the framework of the statistical analysis, a correlation table is presented investigating any of a broad class of statistical relationships between driving simulator measures and a structural equation model is developed in which overall driving performance is estimated as a latent variable based on several individual driving simulator measures.

Results: Results confirm the suitability of the structural equation model and indicate that the selection of the specific performance measures that define overall performance should be guided by a rule of representativeness between the selected variables. Moreover, results indicate that conversation with the passenger was not found to have a statistically significant effect, indicating that drivers do not change their performance while conversing with a passenger compared to undistracted driving. On the other hand, results support the hypothesis that cell phone use has a negative effect on driving performance. Furthermore, regarding driver characteristics, age, gender, and experience all have a significant effect on driving performance, indicating that driver-related characteristics play the most crucial role in overall driving performance.

Conclusions: The findings of this study allow a new approach to the investigation of driving behavior in driving simulator experiments and in general. By the successful implementation of the structural equation model, driving behavior can be assessed in terms of overall performance and not through individual performance measures, which allows an important scientific step forward from piecemeal analyses to a sound combined analysis of the interrelationship between several risk factors and overall driving performance.     

4种营养元素对水华鱼腥藻和四尾栅藻增殖的影响

以水华鱼腥藻和四尾栅藻分别作为蓝藻,绿藻代表藻种,采用均匀设计实验方法(uniform design experimentation,UDE)设计藻类AGP实验。采用通径分析法(Path Analysis,PA)对氮、磷、铁和锰在不同藻种增殖过程中的影响程度进行分析。结果表明,4种营养元素对水华鱼腥藻增殖影响的决策排序为FeTNTPMn,微量金属元素铁是影响水华鱼腥藻(蓝藻)增殖的主要因素;对四尾栅藻增殖影响的决策排序为TNTPFeMn,常量元素是影响四尾栅藻(绿藻)增殖的主要因素。联合通径分析法和逐步二次方回归分析法(QRA)建立的数学模型,可用于预判藻增殖。     

基于情感思维的安全管理模式研究

为促进安全管理，提高效率与效果，对基于情感思维的安全管理进行研究，将情感思维融于安全管理，基于情感思维的定义、内涵及功能，具体分析安全管理中情感思维的功能及其功能综合作用，建立安全管理中情感思维功能作用理论模型；根据该理论模型分析情感思维驱动力及强化作用及其对安全目标实现的影响；建立基于情感思维的安全管理设计模式，最后提出优化安全管理的措施与方法，以促进安全管理的实施。研究表明:基于情感思维的安全管理研究，能较好地体现安全管理人本原理，发挥情感的能动作用，将理性融入其中与情感进行平衡，实现安全管理的优化。     

化学环境下的应力-渗流耦合对尾 矿库稳定性影响试验

通过扫描电镜（FE-SEM）、能谱分析（EDX）、X射线衍射（XRD）、LMS-30激光粒度分析等室内试验探究了尾矿库内存在的酸、碱离子对尾矿颗粒的沉降、微观形貌、物质组成以及粒径级配的影响；建立酸、碱影响下的孔隙比与渗透系数的数学关系模型，并将建立的模型用来表征尾矿库内的应力渗-流场两场耦合机制，实现代入有限元计算软件的目的。结果表明:化学因素的存在影响着尾矿颗粒的多项性状，酸性环境下尾矿颗粒发生溶蚀，部分金属元素流失；碱性环境下尾矿颗粒间生成胶结物质，孔隙出现以含氢氧化铁为主的絮状、团簇状堵塞物，改变了渗流速度；尾矿库内浸润线高度在碱性、中性、酸性环境下依次降低，而渗流速度依次升高。     

石墨相氮化碳协同UV-H_2O_2光催化降解亚甲基蓝

以三聚氰胺为前驱体,经热解—回流法制备了石墨相氮化碳(g-C3N4),采用XRD、FTIR、SEM、EDS、PL等技术对g-C_3N_4进行了表征。研究了g-C_3N_4在UV-H_2O_2体系中对废水中亚甲基蓝(MB)的光降解效果。实验结果表明,UV+g-C_3N_4催化剂+H_2O_2体系能协同降解MB,在初始MB质量浓度为20 mg/L、初始废水p H为5、废水体积为250 mL、g-C_3N_4加入量为0.10 g、H_2O_2浓度为0.4 mmol/L、反应温度为25℃的优化工艺条件下,紫外光照射70 min时MB脱色率达98.32%。g-C_3N_4催化剂具有较好的重复使用性能,使用5次后MB脱色率仍保持在95.10%。     

提高电捕焦油器安全生产运行的措施

简要叙述了电捕焦油器开工以来存在的问题,对电捕捕焦油器不能安全稳定运行的原因进行了分析,并采取改进措施。实践证明,改进工艺技术合理,方法可行,电捕焦油器运行效果达到指标要求。     

Overestimation of self-reported driving exposure: Results from the SHRP2 Naturalistic Driving Study

Objectives: The accuracy of self-reported driving exposure has questioned the validity of using self-reported mileage to inform research questions. Studies examining the accuracy of self-reported driving exposure compared to objective measures find low validity, with drivers overestimating and underestimating driving distance. The aims of the current study were to (1) examine the discrepancy between self-reported annual mileage and driving exposure the following year and (2) investigate whether these differences depended on age and annual mileage.

Methods: Two estimates of drivers’ self-reported annual mileage collected during vehicle installation (obtained via prestudy questionnaires) and approximated annual mileage driven (based upon Global Positioning System data) were acquired from 3,323 participants who participated in the Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study.

Results: A Wilcoxon signed rank test showed that there was a significant difference between self-reported and annual driving exposure during participation in SHRP 2, with the majority of self-reported responses overestimating annual mileage the following year, irrespective of whether an ordinal or ratio variable was examined. Over 15% of participants provided self-reported responses with over 100% deviation, which were exclusive to participants underestimating annual mileage. Further, deviations in reporting differed between participants who had low, medium, and high exposure, as well as between participants in different age groups.

Conclusions: These findings indicate that although self-reported annual mileage is heavily relied on for research, such estimates of driving distance may be an overestimate of current or future mileage and can influence the validity of prior research that has utilized estimates of driving exposure.