Reducing the risk level for pipelines transporting carbon dioxide and hydrogen by means of optimal safety valves spacing

In many countries where electricity generation is based on their natural resources of fossil fuels a need arises to implement new power engineering technologies that allow carbon dioxide capture. Simultaneously, efforts are made to find new energy carriers which, if fired, do not involve carbon dioxide emissions. Hydrogen is one of such fuels with this future potential which is now becoming increasingly popular. Obviously, this means that the two gases mentioned above – carbon dioxide and hydrogen – will be produced in large quantities in future, which in many cases will necessitate their transport over considerable distances. If a pipeline failure occurs, the transport of the gases may pose a serious hazard to people in the immediate vicinity of the leakage site. This paper presents an analysis of the possibility of reducing the level of risk related to pipelines transporting CO₂ and H₂ by means of safety valves. It is shown that for a 50 km long and a 0.4 m diameter pipeline transporting gas with the pressure of 15 MPa the individual risk level can be reduced from 1·10⁻⁴ to 6.5·10⁻⁷ for CO₂ and from 1·10⁻⁶ to 6·10⁻¹⁰ for H₂. The social risk can be diminished in similar proportions.     

离子液体对CO2吸收性能的研究进展

CO2引起的气候变暖已成为全球最关注的环境问题之一,利用离子液体固定CO2引起了众多学者的关注。介绍了近年来离子液体吸收CO2的研究进展,包括常规离子液体和含氨基离子液体、氨基酸离子液体、聚离子液体及其他离子液体等4种功能化离子液体,并简要分析了吸收机理。综合分析了每种离子液体的吸收性能,离子液体对CO2的吸收能力均随温度上升而减小,随压力升高而增加。烷基链的增长以及含氟基团的增加有利于对CO2的吸收。功能化离子液体由于引入了功能化基团,相同条件下,其对CO2的吸收力几乎是常规离子液体的两倍。此外,将离子液体与有机溶液(特别是醇胺溶液)混合能提高离子液体对CO2的吸收能力,且能降低生产费用。最后指出了高吸收性能、低黏度、低毒以及低成本是未来离子液体的研究方向。     

二氧化碳灭火系统扑灭风电机组舱内火灾试验研究

为有效遏制全国多地风力发电机组火灾事故的势头,基于灭火系统在风电机组防火设计中的重要性,提出采用二氧化碳灭火系统对风电机舱进行灭火保护的解决方案。在建造国内首台风电机组火灾模拟试验装置的基础上,通过试验研究二氧化碳灭火系统在常温状态和低温状态下对风电机组火灾的灭火能力。结果表明,该灭火系统能够对风力发电机组进行全淹没灭火保护,适用于空间狭小且结构复杂的风电机舱;在低温条件下,其喷放时间和灭火时间虽比常温状态下长,但灭火效能并未降低。     

土壤及铁锰结核中锰氧化菌的氧化特性分析

利用从土壤铁锰结核及其附近土壤中分离筛选得到的4株锰氧化菌,研究了不同pH、Mn(Ⅱ)初始浓度下菌株的锰氧化效率及生长情况,并用SEM-EDS及TEM对菌株WHS26、GY16形成的生物氧化锰及水羟锰矿进行了表征.结果表明,pH及Mn(Ⅱ)初始浓度对菌株的锰氧化效率均有影响,4株菌在pH 7~8、Mn(Ⅱ)初始浓度为10~20 mmol·L-1时,锰氧化效率最高;GY16、WHS26形成的生物氧化锰的形貌与化学合成的水羟锰矿存在明显差异,前者呈胶膜状附着在菌株表面,后者呈结晶态.该结果可为生物氧化锰应用于重金属污染修复提供技术支撑.     

土壤颗粒对纳米TiO_2悬浮稳定性作用机制的实验研究

在不含表面活性剂和含有表面活性剂两种条件下,研究了土壤颗粒对纳米TiO2(nTiO2)悬浮稳定性的影响.结果表明,土壤颗粒降低了nTiO2在水相中的悬浮稳定性.当体系中不含表面活性剂时,nTiO2在土壤大颗粒上的沉积是导致nTiO2脱稳沉淀的主要原因.在含有表面活性剂的溶液中,土壤颗粒降低nTiO2悬浮稳定性的作用变得更加明显了.一方面,表面活性剂加速了土壤颗粒本身的沉降从而增强了nTiO2在其中的沉降,另一方面,表面活性剂在土壤上的强烈吸附促进了表面活性剂-nTiO2在土壤上的沉积.扫描电镜显示,nTiO2不仅吸附在土壤大颗粒上,还会吸附在土壤小颗粒表面.3种表面活性剂中,十六烷基三甲基溴化铵(CTAB)悬浮的nTiO2与土壤颗粒共沉淀现象最明显.除了土壤对CTAB的吸附作用之外,XDLVO/DLVO能量计算显示CTAB体系中土壤颗粒与nTiO2之间存在显著第二极小值,表明nTiO2能够在第二极小值位置与土壤颗粒结合,从而与土壤颗粒一起快速沉淀.     

木兰县饮用水源地水质状况分析研究

2012年木兰县监测站对木兰县饮用水源地水质状况进行了监测,监测了六项常规的监测项目,其中包括:pH、总硬度、铁、锰、浑浊度、总大肠菌群.通过这些监测数据可知,木兰县饮用水源地中pH、总硬度、浑浊度均能达到中国《生活饮用水卫生标准》和国家《地下水质量标准》(GB 14848-93)规定,总大肠菌群四个季度均未检出,但铁的含量在第三季度出现超标情况,锰的含量在第一、二、三季度出现超标,本文分析了超标的成因及处理的方法,并提出建议.     

关于焦化行业CO2排放核算方法的探讨

本文分析了适用于焦化行业通用CO₂排放核算方法,在此基础上结合我国焦化行业工艺和原料的特征,采用排放因子法和物料衡算法等两种方法对10家典型焦化企业CO₂排放进行核算。结果表明:物料衡算法能很好地反映不同类型焦化企业的排放特征;排放因子法对我国独立焦化企业存在碳排放量系统性高估的可能。为此,建议我国焦化企业可借鉴德国焦化企业的碳核算经验,采用碳平衡法对不同类型的焦化企业(单元)的碳排放量进行核算,并完善相关的统计和监测技术。     

锰氧化物改性生物炭基质材料对典型喹诺酮类抗生素的吸附及其在人工湿地的应用

以废弃花生壳为原料,制备锰氧化物改性生物炭球（MBCB）用于去除水中的环丙沙星（CIP）和恩诺沙星（ENR）,探究MBCB对CIP和ENR的吸附特性及在人工湿地中的应用效果.结果表明,负载锰氧化物的MBCB对CIP和ENR的吸附过程分别符合准一级和准二级动力学模型,混合吸附过程符合准二级动力学模型,Langmuir和Freundlich等温模型都可以较好地拟合MBCB对CIP和ENR的吸附过程,在25℃条件下,通过Langmuir模型拟合出的对CIP和ENR的最大吸附量分别为3.84 mg·g^-1和2.01 mg·g^-1.MBCB对CIP和ENR的吸附过程主要受到内扩散和边界层扩散的控制,是自发的吸热过程,氢键和静电相互作用参与到吸附过程当中.添加MBCB作为基质的人工湿地对CIP和ENR的平均去除率达70.7%和62.9%,分别为对照组的1.625倍和1.719倍.同时,添加MBCB的湿地微生物丰度和多样性所受影响相对较小,这说明MBCB能缓解人工湿地中CIP和ENR的毒性,保证人工湿地对抗生素的去除效果.     

Hyperautomobility and Governmentality in Auckland

Abstract

A number of cities around the world are associated with very high levels of private motor car usage, and Auckland provides an example of one of these ‘hyperautomobile’ cities. There are many problems with this system of transportation and dependence on the private car, including environmental, social and city design dimensions. Though there is a clear aspiration to move towards reduced levels of car usage in the city's transport and spatial planning strategies, there are major difficulties in implementation terms. We develop and consider future scenarios to 2041 to reduce these levels of motorization, and subsequent transport CO₂ emissions, with a much greater use of public transport, walking and cycling, urban planning, and low emission vehicles. The current implementability of such a ‘sustainable mobility’ future is however questioned in the current political and social context, and critically debated in terms of the available governance mechanisms and the limited attempts to shape the behaviour of the public. We conclude by calling for a reconsideration of the policy measures being considered, including the range and levels of application and investment; with a much wider framing of the transport planning remit, and carried out within a much stronger participatory framework for decision-making.