小苏打对红色彩跑粉粉尘云爆炸极限氧浓度的影响*

为研究彩跑粉的爆炸强度和爆炸敏感性,采用20 L球形爆炸实验系统和热重-差热分析仪开展实验,在分析红色彩跑粉爆炸压力和爆炸极限氧浓度(LOC)的基础上,进一步揭示小苏打对红色彩跑粉爆炸极限氧浓度的影响规律。研究结果表明:在玉米粉中添加红色食用色素后形成的彩跑粉会增加爆炸风险,爆炸猛烈度属于St1级;在50~400 g/m3粉尘浓度范围内,红色彩跑粉的LOC值先减小后增大,在200 g/m3时LOC值达到最低9%;当添加不同比例小苏打对红色彩跑粉爆炸风险进行抑制时,发现LOC值随着红色彩跑粉与小苏打混合性粉尘掺混比的增大而增大,在掺混比为50%时,红色彩跑粉与小苏打混合性粉尘的LOC值为21%。研究结果可为彩跑粉加工厂的抑爆和惰化防爆技术提供基础数据参考。     

Analysis of underlying causes of investigated loss of containment incidents in Dutch Seveso plants using the Storybuilder method

In the Netherlands there are around 400 “Seveso” sites that fall under the Dutch Major Hazards Decree (BRZO) 1999. Between 2006 and 2010 the Dutch Labour Inspectorate's Directorate for Major Hazard Control completed investigations of 118 loss of containment incidents involving hazardous substances from this group. On the basis of investigation reports the incidents were entered in a tailor-made tool called Storybuilder developed for the Dutch Ministry of Social Affairs and Employment for identifying the dominant patterns of technical safety barrier failures, barrier task failures and underlying management causes associated with the resulting loss of control events. The model is a bow-tie structure with six lines of defence, three on either side of the central loss of containment event. In the first line of defence, failures in the safety barriers leading to loss of control events were primarily equipment condition failures, pre start-up and safeguarding failures and process deviations such as pressure and flow failures. These deviations, which should have been recovered while still within the safe envelope of operation, were missed primarily because of inadequate indication signals that the deviations have occurred. Through failures of subsequent lines of defence they are developing into serious incidents. Overall, task failures are principally failures to provide adequate technical safety barriers and failures to operate provided barriers appropriately. Underlying management delivery failures were mainly found in equipment specifications and provisions, procedures and competence. The competence delivery system is especially important for identifying equipment condition, equipment isolation for maintenance, pre-start-up status and process deviations. Human errors associated with operating barriers were identified in fifty per cent of cases, were mostly mistakes and feature primarily in failure to prevent deviations and subsequently recover them. Loss of control associated with loss of containment was primarily due to the containment being bypassed (72% of incidents) and less to material strength failures (28%). Transfer pipework, connections in process plant and relief valves are the most frequent release points and the dominant release material is extremely flammable. It is concluded that the analysis of a large number of incidents in Storybuilder can support the quantification of underlying causes and provide evidence of where the weak points exist in major hazard control in the prevention of major accidents.     

Risk factors for motorcycle loss-of-control crashes

Objective: The present article identifies and assesses the effect of critical factors on the risk of motorcycle loss-of-control (LOC) crashes.

Method: Data come from a French project on road crashes, which include all fatal road crashes and a random sample of 1/20th of nonfatal crashes in France in 2011, based on police reports. A case–control study was carried out on a sample of 903 crashes for 444 LOC motorcycle riders (case) and 470 non-LOC and nonresponsible motorcycle riders (control). The sample was weighted due to the randomization of nonfatal crashes. Missing values were imputed using multiple imputation.

Results: Road alignment and surface conditions, human factors, and motorcycle type played important roles in motorcycle LOC crashes. Riding in a curve was associated with a 3-fold greater risk of losing control of motorcycle than riding in a straight line. Poor road adhesion significantly increased the risk of losing control; the risk increased more than 20-fold when deteriorated road adhesion was encountered unexpectedly, due to loose gravel, ice, oil, bumps, road marking, metal plates, etc. For motorcyclists, riding with a positive blood alcohol concentration (over or equal to the legal limit of 0.5 g/L) was very dangerous, often resulting in losing control. The risk of LOC crash varied for different types of motorcycle: Riders of roadsters and sports bikes were more likely to have an LOC crash greater than that of riders of basic or touring motorcycles. In addition, LOC risk increased with speed; a model using the square of the traveling speed showed better fit than one using speed itself.

Conclusion: The LOC crash factors related to riders, vehicles, and road infrastructure identified here were expected but were rarely identified and taken simultaneously into account in previous studies. They could be targeted by countermeasures to improve motorcyclist safety.     

可燃气体空间置换限值研究

在全面解析三元组分图构成要素和含义的基础上,分析可燃物质设备投用和停用过程中惰化置换的机理和浓度限值。可燃气体空间置换限值包括设备投用惰化置换时氧气的最高容许浓度(ISOC)和设备停用惰化置换时可燃气体的最高容许浓度(OSFC),二者可由试验和公式计算2种方式获得。与目前惰化置换时通常参照的限制氧浓度(LOC)、燃烧下限(LFL)等参数相比,ISOC和OSFC值可以更准确地表征惰化置换时临界浓度的意义。通过对部分可燃物质的ISOC和OSFC试验值及计算值进行对比分析,证明以LOC为依据计算出的ISOC和OSFC值与试验值具有更高的符合性;指出目前国内惰化置换浓度控制值采用统一规定值这一方式的不足;证明合理利用LFL,LOCI,SOC,OSFC等参数开展可燃气体密闭空间置换限值研究的科学合理性。     

土地利用及退耕对喀斯特山区土壤活性有机碳的影响

以西南喀斯特山区几种典型土地利用方式为对象,研究了土地利用及退耕对全土、团聚体活性有机碳及其恢复能力的影响.结果表明,随土壤深度的增加,土壤活性有机碳含量及其离散程度呈下降趋势,其中0~10 cm土壤活性有机碳含量与10~20 cm和20~30 cm两个剖面层次达极显著(P<0.01)差异水平;活性有机碳含量在0~10 cm范围内以<0.25 mm团聚体粒径最高,然而在10~20 cm和20~30 cm活性有机碳在各粒径中的分布并不明显;不同土地利用方式下,水田中无论全土还是团聚体中活性有机碳均表现出较高水平,灌从次之,而以退耕3 a草丛最低.组内-组间主成分分析表明,土地利用方式与土壤活性有机碳的累积特征表现为水田>灌丛>退耕15 a草丛≈旱地>退耕3 a草丛,其中退耕15 a草丛在0~10 cm深度下较旱地增加了20.3%,且达到灌丛土壤活性有机碳的80%,表明喀斯特山区土地退耕初期土壤有机碳恢复速度相对缓慢,而随退耕时间的推移,土壤碳汇效应逐步显现.     

氧含量对甲烷及丙烯爆炸特性的影响

为了进一步研究烷烃类气体在与氧气接触时的爆炸特性规律,对烃类气体爆炸理论、爆炸特性参数做了理论分析和计算,并以甲烷和丙烯为例,通过对其爆炸极限、爆炸压力、爆炸压力上升速率、爆炸指数的测试,探讨了氧含量对烃类气体爆炸特性的影响。测试结果表明:氧含量的增加能提升其最大爆炸压力,当氧含量达到一定值时,理论计算值已不适用;提高甲烷爆炸极限的宽度,对其爆炸上限影响十分显著,但对爆炸下限的影响并不明显;对爆炸压力上升速率也有巨大的促进作用,当氧含量提高时,爆炸压力上升速率可能提升数十倍;并测得了丙烯在80℃,表压0.14MPa条件下的极限氧含量值(LOC)。总之,氧含量的增加对烃类气体爆炸特性的促进作用是十分显著的。     

丙烯燃爆危险性分析

为预防丙烯氧化制环氧丙烷工艺流程中丙烯燃爆危险的发生,利用5 L爆炸极限测试仪测定丙烯在空气中常压不同温度条件下的爆炸极限,得到丙烯在常压下爆炸极限随温度的变化情况;针对丙烯工艺中的典型工况,采用11 L爆轰管测定不同工况温度、压力条件下,丙烯在空气中不同氧含量下的爆炸极限,并以此绘制爆炸极限三元图,得到不同工况条件下"丙烯-氧气-氮气"混合体系的燃爆区域。结果表明:随着温度、压力及氧气含量的升高,丙烯爆炸上限明显提高,但爆炸下限变化不明显;丙烯在80℃、0.24 MPa,130℃、0.96 MPa,40℃、1.90 MPa条件下的极限氧含量(LOC)分别为11.0%,10.2%和10.8%。降低体系中氧气含量有助于预防丙烯燃爆危险的发生。     

A framework addressing a safe ageing management in complex industrial sites: The Italian experience in «Seveso» establishments

In Europe, the Directive 2012/18/EU (Seveso III) strengthens the obligation to adopt a program assuring the integrity of critical equipment at major hazard establishments, by taking into account actual deterioration mechanisms (internal and external corrosion, erosion, thermal and mechanical fatigue, etc.). The program must cover all phases of the lifecycle and ensure a safe ageing of equipment, particularly when these are reaching the final stage of life. The effectiveness of the integrity program must be carefully assessed during the audits planned by the establishment's operator as well as by inspectors on behalf of the Competent Authorities. The adoption of a Risk Based Inspection scheme provides a valuable help to face this matter. The operator is, anyway, required a considerable effort to face at least three issues related to: (i) the understanding of concurring physical and chemical phenomena; (ii) the management of information associated with each individual component and its history, (iii) the appropriate measurement, including acquisition and management of data. There is a considerable difficulty in understanding these issues during Seveso inspections and external audits, because time and resources are often limited. For this reason, models and methods supporting the definition of the ageing status and trend in industrial sites are needed. This paper analyses the main factors affecting ageing. A framework for “ageing” assessment in complex industrial sites, including “Seveso” establishments, is proposed; then, its validation, by means of data collected during a testing phase carried out in Italy, is also given.     

丙烯氨氧化制丙烯腈反应器开车过程尾气燃爆危险性研究

丙烯直接氨氧化制丙烯腈工艺由于反应温度高,且反应器内的气相空间存在丙烯、丙烷、丙烯腈、乙腈、氧气、氮气等可燃性气体混合物,极易发生燃爆危险。为研究和评估该工艺装置反应器尾气的燃爆特性,采用11 L爆轰管测试在400℃、40 k Pa (G)工艺条件下,装置开车进料及反应过程中不同进料配比时反应器尾气组成的爆炸极限,并以此绘制爆炸极限三元相图,最终得到爆炸极限和极限氧体积分数。结果表明:反应器内可燃尾气的爆炸上限随氧气体积分数增加而升高,爆炸下限没有明显变化;在开车进料及反应过程中,反应器可燃尾气的极限氧体积分数LOC范围在8. 0%～8. 5%。因此,为避免反应器气相空间在开车过程中发生燃爆危险,需监测反应器内氧气体积分数,并设置氧体积分数报警值小于8. 0%。