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Vergleich von Risiken
(2013)
Vielen Entscheidungsprozessen geht ein Vergleich voraus. Bei einem Produktvergleich werden dazu Kriterien festgelegt, etwa der Kaufpreis, die Güte, Haltbarkeit, Handhabung usw. Der Testsieger ist meist derjenige, der die am höchsten bewerteten Kriterien erfüllt. Voraussetzung für derartige Vergleiche ist also die Gleichartigkeit der Vergleichsobjekte. Risiken untereinander zu vergleichen ist komplizierter. Die Notwendigkeit von Risikovergleichen ergibt sich, wenn nur unklare Vorstellungen, z. B. über die Risiken einer neuen Transporttechnologie, existieren und keine Erfahrungswerte zur Verfügung stehen. Aus bekannten und akzeptierten Risiken soll mittels eines Vergleichs die Tolerierbarkeit eines (noch) unbekannten Risikos abgeleitet werden. Der Beitrag setzt sich mit der Problematik von Risikovergleichen auseinander.
Use of higher-alloyed metallic materials and duplex steels for transport tanks of dangerous goods
(2011)
Compatibility evaluations of selected metallic materials under the influence of dangerous goods are published in the BAM-List - Requirements for Tanks for the Transport of Dangerous Goods” as basis for substance-related prototype approvals for tank Containers designed for the carriage of dangerous goods.
There is a request of the tank manufacturing industry and transportation Companies to incorporate additional materials into the BAM-List, especially corrosion-resistant materials because of the large number of corrosive dangerous goods. One solution to solve corrosion Problems is to line the tank with a polymer, an alternative solution is the application of high-alloyed stainless steels and nickel-based alloys as there are 1.4529 (XINiCrMoCu 25-20-7, alloy 926), 1.4562 (X1NiCrMoCu32-28-7, alloy 31) and 2.4605 (NiCr23Mo16AI, alloy 59).
There is an interest to use cost-efficient steels with high strength values and concomitant adequate corrosion resistance such as duplex steel 1.4362 (X2CrNiN23-4).
This steel grade was originally developed as a substitute for the austenitic grades 1.4404 (X2CrNiMo17-12-2) and 1.4571 (X6CrNiMoTi17-12-2). Due to the lower content of the alloy elements nickel and molybdenum this duplex steel is a cost-efficient alternative to molybdenum containing austenite.
Due to the limited number of corrosion test results with welded test samples of these high-alloyed materials and the duplex steel under the influence of corrosive dangerous goods a comprehensive test Programme was performed with these materials in Cooperation with ThyssenKrupp VDM and Deutsche Edelstahlwerke GmbH. It can be concluded from the test results that the superaustenitic steels 1.4529 and 1.4562 as well as the nickel-based alloy 2.4605 are a really good alternative as tank materials for the transport of dangerous goods in comparison to the lining of the tanks. The nickel-based alloy 2.4605 shows the best resistance and is suitable as material for tanks transporting all tested corrosive substances. One exception is the temperature limit during the transport of hydrochloric acid.
The superaustenit 1.4562 is a resistant material with a wide ränge of application. Exceptions for use are: ammonium bifluoride, brine, 34 % calcium Chloride solution, hydrochloric acid, perchloric acid, 90 % 2-chloropropionic acid, nitrating acid with nitric acid content > 50 % and molten monochloroacetic acid. The alloy is limited suitable for allyl Chloride, aluminum Chloride, copper (II) -Chloride and ferric Chloride. The superaustenit 1.4529 showed the lowest resistance compared to the other two materials. This steel is not resistant in hydrochloric acid, perchloric acid, sodium Chlorite and sodium hypochlorite. The application is limited in the concentration ränge of aqueous Solutions of aluminum Chloride, copper (II) Chloride and ferric Chloride. Due to the reduced alloying content of the duplex steel 1.4362 (X2CrNiN23-4) compared to the austenitic CrNiMo-steels, a lower resistance especially in acidic media like formic, acetic or sulfuric acid was observed. Within the more than 7.000 substances contained in the BAM-List there is a large amount of dangerous goods such as hydrocarbons, alcohols, aldehydes, ketones, ethers, esters, and inorganic alkaline substances which have a large transport volume and do not corrode the duplex steel 1.4362 (X2CrNiN23-4).
The test results are included in the actual 11th edition of the BAM-List and therefore available for the costumer.
The use of railway transportation for satisfying the transport needs of goods in Mexico is less intense than in developed countries, such as Germany. Mexican performance measures based upon the railway length per capita (intensity), or the railway length per square km of the country surface (density), are well behind from corresponding indicators for Germany, in such a way that the length of the railway infrastructure of Mexico should be, at least, doubled in order to reach a comparable intensity rate as that of Germany. In this paper, the benefits from transferring the whole transportation of goods from road to railway, is discussed. The benefits include a remarkable reduction in energy consumption and CO2 emissions. The feasibility for the electrical infrastructure to provide the necessary energy is further shown, while the economic feasibility of such situation is analyzed on the basis of the federal budget of Mexico. According to these estimations, the investment in railway infrastructure is feasible, while the electrical installed capacity is enough to satisfy an all-electric system.
Climate change, CO2 reduction, resource efficiency are only 3 current keywords that describe the current industrial-economic situation. In order to influence climate change effectively, the conversion of supply systems with technically usable forms of energy must succeed in the next decade. The international network founded in Baku in 2015 bundles research activities in the broad field of energy supply and energy efficiency.
Discuss current research approaches and results with scientists and experts from renowned universities and follow Azerbaijan's efforts to implement the energy revolution.
The results are based on data1. Figure 3 displays temperatures of the tank wall and of the gas phase over testing time. It can be seen that a complete coating strongly delayed the heating of tank wall and gas phase, whereas the partly coated tanks only had a minor influence on temperature development. There was no significant difference between a half coated and a thirdly coated tank measurable. Figure 4 shows the internal pressure of tanks over testing time. Only the fully coated tank enabled a low pressure over 90 min testing time. Hence, a complete coating is necessary to guarantee the fire safety of hazmat tanks and a partly coating is not sufficient.
To reduce the emission of carbondyoxide (CO2) of combustion engines, liquefied natural gas (LNG) is used as an alternative fuel. LNG is transported via truck, ship or railway for long distances. Double walled stainless steel tanks are used for transportation, which are heavy and expensive. The vacuum insulation between the two walled structure ensures that the LNG stays liquid over the transportation time (boiling point of LNG: -162 ◦C). This causes a high temperature difference between the transported good and the ambient air.
A simplified tank construction is used to reduce the weight and price of the tank. Instead of stainless steel, glass fiber reinforced plastic (GFRP) is used. The design is changed to a single walled construction with a solid insulation material outside on the GFRP structure.
Goal of this work is the characterization of a suitable insulation material and configuration as well as the analysis of the mechanical properties of GFRP under cryogenic conditions. Several experiments are carried out. Numerical models of these experiments can then be used for parameter studies.
The arrangement of the measuring sensors allowed the
capture of air flow induced temperatures and material
temperatures on various points of the cylinder body. Four
significant temperature levels could be observed: Inside the cylinder (far from the wall, close to the wall), inside the aluminium liner and outer surface. Figure 5 shows the temperature distribution after a regular filling process with a filling time of ten minutes. The temperature sensors T1 - T9 are marked with different colors. The corresponding measurement points are shown in Figure 4. Due to the high thermal conductivity of the aluminum liner the induced temperature peaks are quickly derived. A flow-induced exceeding of the maximum approval temperature is not expected. Regarding the safety assessement the results show that the pressure and temperature profilesmustbe taken into account.
Liquefied Hydrogen (LH2) or Liquefied Natural Gas (LNG)
establish themselves as important energy carriers in the transport
sector. Its storage requires tanks with Thermal Super Insulations
(TSI) to keep the transported fluid cold. TSI has proven itself in
various applications over a long time, but not in the land
transport sector, where accidents involving collisions, fires, and
their combination are to be expected. The focus of this study is
to investigate the behavior of different types of TSI when
exposed to a heat source that represents a fire. Therefore, a High-
Temperature Thermal Vacuum Chamber (HTTVC) was used that
allows the thermal loading of thermal insulation material in a
vacuum and measuring the heat flow through the TSI in parallel.
Within this study, 5 samples were tested regarding 3 different
types of MLI, rock wool, and perlites. The thermal exposure
caused different effects on the samples. In practice, this can be
connected to the rapid release of flammable gases as well as a
Boiling Liquid Expanding Vapour Explosion (BLEVE). These
results are relevant for the evaluation of accident scenarios, the
improvement of TSI, and the development of emergency
measures.
A simplified formulation is proposed in this paper to assess the proximity of the earthquake-related Perturbation frequencies to the natural sloshing frequencies of the liquid contained in vertical cylindrical tanks. The methodology is based upon an existing gravity-waves approach, which was developed for rectangular cross-section reservoirs, and is extended in this paper to analyze circular cross-section tanks.
The experimental outputs of this paper show that the existing methodology correlates at 100% with experimental data in the case of rectangular containers; while the corresponding average error in the case of a conical container and a cylindrical container is 7% and 9.1 %, respectively. The full diameter of the cross section was considered. The use of sovalidated methodology to full scale tanks, suggests that cylindrical vertical tanks with a capacity lower than 700 m3, could be exposed to a resonance excitation when subjected to
earthquake motions, regardless of the fill level.