Explosivity of fuels

In the TWA Flight 800 tragedy the accident is blamed on explosion of fuel vapors in the central fuel tank. The volume of the central fuel tank is 18,000 gal. a. If, at the time of the explosion, the fuel concentration in the tank is 1 % by volume and the pressure inside the tank is 12.9 psia, determine the equivalent energy of explosion for the vapor (in pounds of TNT). Assume a temperature of 80°F. Be sure to state carefully any assumptions. 

Table 12.1 Comparison of the validity of equations (12.7)-(12.9) in predicting the explosiveness of fuel air mixtures...

The purpose of the present work is to elaborate some analytical procedure that allows finding the conditions under which the equilibrium gasdynamic approach is applicable without incurring large errors. The validity of the procedure will be demonstrated taking as an example so-called instantaneous explosion of fuel-oxygen and fuel-air mixture clouds. 

The error in the work done by the combustion products and in the heat transferred to the surrounding gas calculated using the equilibrium approach may be due to two reasons first, to inaccurate evaluation of the chemical energy evolved, and, second, to incorrect specification of the physical properties of the mixture (coefficients of the equation of state, specific heats, etc.). Calculations show that for explosions of fuel-oxygen and fuel-air mixtures the contribution of the first factor to the error amounts to 80-90%. Thus, a change in the product composition manifests itself, first of all, in the chemical energy evolved. Therefore, one may assume that the equilibrium model... 

It is also feasible, during periods of extreme high temperature, that the risk of bush fire and perhaps even explosions of fuel tanks, etc. are possible. The combined effect of these hazards however, is no more severe than the individual consequences. The greatest risk to nuclear safety would be during periods of drought and high ambient temperature when a demand is put on the fire water supplies. 

Substance Autoignition temperature, °C Flammable (explosive) limits, percent by volume of fuel (25°C, 760 mm) ... 

Ammonia from coal gasification has been used for fertilizer production at Sasol since the beginning of operations in 1955. In 1964 a dedicated coal-based ammonia synthesis plant was brought on stream. This plant has now been deactivated, and is being replaced with a new faciUty with three times the production capacity. Nitric acid is produced by oxidation and is converted with additional ammonia into ammonium nitrate fertilizers. The products are marketed either as a Hquid or in a soHd form known as Limestone Ammonium Nitrate. Also, two types of explosives are produced from ammonium nitrate. The first is a mixture of fuel oil and porous ammonium nitrate granules. The second type is produced by emulsifying small droplets of ammonium nitrate solution in oil. 

Propellants and Explosives. Hydrazine fuels include anhydrous hydrazine (AH), monomethyUiydrazine (MMH), and unsymmetrical dimethyUiydrazine (UDMH) for military and space programs. These compounds are used mainly as bipropeUant fuels, ie, with oxidizers, in rockets such as the Titan, MX missile, and the Ariane (UDA4H7X30. Using oxygen or fluorine as the oxidizer, hydrazine is exceeded only by hydrogen in specific impulse, ie, kilograms of thmst developed for each kilogram of fuel consumed per second (196). 

Propellant. The catalytic decomposition of 70% hydrogen peroxide or greater proceeds rapidly and with sufficient heat release that the products are oxygen and steam (see eq. 5). The thmst developed from this reaction can be used to propel torpedoes and other small missiles (see Explosives and propellants). An even greater amount of energy is developed if the hydrogen peroxide or its decomposition products are used as an oxidant with a variety of fuels. 

The lower volatihty of JP-8 is a significant factor in the U.S. Air Force conversion from JP-4, since fires and explosions under both combat and ordinary handling conditions have been attributed to the use of JP-4. In examining the safety aspects of fuel usage in aircraft, a definitive study (15) of the accident record of commercial and military jet transports concluded that kerosene-type fuel is safer than wide-cut fuel with respect to survival in crashes, in-flight fires, and ground fueling accidents. However, the difference in the overall accident record is small because most accidents are not fuel-related. 

Assume a continuous release of pressurized, hquefied cyclohexane with a vapor emission rate of 130 g moLs, 3.18 mVs at 25°C (86,644 Ib/h). (See Discharge Rates from Punctured Lines and Vessels in this sec tion for release rates of vapor.) The LFL of cyclohexane is 1.3 percent by vol., and so the maximum distance to the LFL for a wind speed of 1 iti/s (2.2 mi/h) is 260 m (853 ft), from Fig. 26-31. Thus, from Eq. (26-48), Vj 529 m 1817 kg. The volume of fuel from the LFL up to 100 percent at the moment of ignition for a continuous emission is not equal to the total quantity of vapor released that Vr volume stays the same even if the emission lasts for an extended period with the same values of meteorological variables, e.g., wind speed. For instance, in this case 9825 kg (21,661 lb) will havebeen emitted during a 15-min period, which is considerablv more than the 1817 kg (4005 lb) of cyclohexane in the vapor cloud above LFL. (A different approach is required for an instantaneous release, i.e., when a vapor cloud is explosively dispersed.) The equivalent weight of TNT may be estimated by... 

Confined explosion An explosion of a fuel-oxidant mixture inside a elosed system (e.g., a vessel or building). 

In addition, they are usually constructed without isolation valves on the fuel supply lines. As a result the final connection in the pipework cannot be leak-tested. In practice, it is tested as far as possible at the manufacturer s works but often not leak-tested on-site. Reference 32 reviews the fuel leaks that have occurred, including a major explosion at a CCGT plant in England in 1996 due to the explosion of a leak of naphtha from a pipe joint. One man was seriously injured, and a 600-m chamber was lifted off its foundations. The reference also reviews the precautions that should be taken. They include. selecting a site where noise reduction is not required or can be achieved w ithout enclosure. If enclosure is essential, then a high ventilation rate is needed it is often designed to keep the turbine cool and is far too low to disperse gas leaks. Care must be taken to avoid stagnant pockets. 

Flammable Limits The minimum and maximum concentration of fuel vapor or gas in a fuel vapor or gas/gaseous oxidant mixture (usually expressed in percent hy volume) defining the concentration range (flammable or explosive range) over which propagation of flame will occur on contact with an ignition source. See also Lower Flammable Limit and Upper Flammable Limit. 

Accidental vapor cloud explosions do not occur under controlled conditions. Various experimental programs have been carried out simulating real accidents. Quantities of fuel were spilled, dispersed by natural mechanisms, and ignited. Full-scale experiments on flame propagation in fuel-air clouds are extremely laborious and expensive, so only a few such experiments have been conducted. 

Turbulence may arise by two mechanisms. First, it may result either from a violent release of fuel from under high pressure in a jet or from explosive dispersion from a ruptured vessel. The maximum overpressures observed experimentally in jet combustion and explosively dispersed clouds have been relatively low (lower than 1(X) mbar). Second, turbulence can be generated by the gas flow caused by the combustion process itself an interacting with the boundary conditions. 

The long list of vapor cloud explosion incidents indicates that the presence of a quantity of fuel constitutes a potential explosion hazard. If a quantity of flammable material is released, it will mix with air, and a flammable vapor cloud may result. If... 

Furthermore, accidental vapor cloud explosions are anything but detonations of the full amount of available fuel. Therefore, practical values for TNT equivalencies of vapor cloud explosions are much lower than the theoretical upper limit. Reported values for TNT equivalency, deduced from the damage observed in many vapor cloud explosion incidents, range from a fraction of one percent up to some tens of percent (Gugan 1978 and Pritchard 1989). For most major vapor cloud explosion incidents, however, TNT equivalencies have been deduced to range from 1% to 10%, based on the heat of combustion of the full quantity of fuel released. Apparently, only a small part of the total available combustion energy is generally involved in actual explosive combustion. 

For the Port Hudson vapor cloud explosion, they found TNT equivalencies of 8.7% and 96%, based on energy and mass basis, respectively. These equivalencies were calculated from damage data presented by Burgess and Zabetakis (1973), and are based on the full quantity of fuel (31,750 gallons, 70,000 kg) of propane released. 

In the application of the multienergy concept, a particular vapor cloud explosion hazard is not determined primarily by the fuel-air mixture itself but rather by the environment into which it disperses. The environment constitutes the boundary conditions for the combustion process. If a release of fuel is anticipated somewhere, the explosion hazard assessment can be limited to an investigation of the environment s potential for generating blast. 

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