Ignition, Heat Release Rate and Suppression of Elastomeric Materials

Alvares, N.J.; Hasegawa, H.K.; Staggs, K.J.

doi:10.1007/s10694-015-0483-0

Cited by 8 publications

(6 citation statements)

References 3 publications

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“…Using the measured heat release rate of 502 kW•m -2 (the peak heat release rate at an incident heat flux of 30 kW•m -2 ) from Alvares et al [8], results in a heat release rate of 135.5 kW for the 0.27 m 2 case. The heat release rate of 135.5 kW can be compared with the ignition source during the experiments by Rowland and Smith [7], where an output ranging from 176 to 456 kW was applied.…”

Section: Ignition Sourcementioning

confidence: 99%

“…o . The values were based on cone calorimeter experiments performed by Alvares et al [8], where non-fire resistant light-duty conveyor belts were used.…”

Section: Fuel Characteristicsmentioning

confidence: 99%

“…Alvares et al [8] performed a study on the flammability characteristics of non-fire resistant lightduty conveyor belts and presented output data on ignition temperatures with and without a pilot ignition source, peak heat release rate and critical irradiance for ignition. The test results confirm that the incident heat flux dictates the heat release rate of the burning conveyor belt.…”

Section: Introductionmentioning

confidence: 99%

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Design Fire Scenarios Involving Non-Fire Resistant Conveyor Belts – Numerical Study

Hansen¹

2021

IJMMME

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A fire in a non-fire resistant conveyor belt may present a severe risk with a long-lasting fire with higher heat release rates. What impact would influencing parameters have on a conveyor belt fire and what would design fire scenarios with conveyor belts look like? An ignition model was set up, and data from conducted fire experiments were used to numerically investigate the impact of influencing parameters and presenting design fire scenarios. All scenarios indicated a fire starting with a fast growing acceleration phase, transitioning to a steady-state phase. The steady-state phase occurred as the buoyancy force of the fire increased, decreasing the flame tilt angle. With an increasing ignition source, the heat release rate during the latter part of the acceleration phase was found to increase as well. A decreasing belt width resulted in an increased flame spread velocity. A decreasing belt thickness had no effect on the flame spread velocity but instead led to a lower heat release rate. With decreasing conveyor drift dimensions, the flame length increased, resulting in a slower flame spread rate and lower heat release rate. If flame deflection occurred, a fire behaviour resulted where the flames along the roof led to higher flame radiation levels at longer distances from the fire, increasing flame spread velocity and heat release rate. Developed design fire scenarios could improve the fire safety in conveyor drifts and the safety for the personnel underground.

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Section: Ignition Sourcementioning

confidence: 99%

“…o . The values were based on cone calorimeter experiments performed by Alvares et al [8], where non-fire resistant light-duty conveyor belts were used.…”

Section: Fuel Characteristicsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Design Fire Scenarios Involving Non-Fire Resistant Conveyor Belts – Numerical Study

Hansen¹

2021

IJMMME

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“…Alvares et al described flammability of rubber materials from the point of view of their massive utilization as materials for vehicle production (tires, conveyor belts, and electrical power cable insulation) [28]. Extensive research in the field of elastomers and cross-linked elastomers thermal stability and flammability has revealed the pressing need for the incorporation of flame retardants into the elastomer matrix to assure their satisfactory utilization and performance [29][30][31].…”

Section: Introductionmentioning

confidence: 99%

Effect of mineral filler additives on flammability, processing and use of silicone-based ceramifiable composites

et al. 2017

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The aim of this work is to describe the changes in the properties of ceramifiable silicone rubber-based composites caused by the incorporation of novel alternative minerals in comparison to other popular, widely utilized fillers. TiO 2 , calcined kaolin and calcium-based minerals mix (CbMix) consisting of CaO (6.26 wt%), CaCO 3 (26.18 wt%) and Ca(OH) 2 (67.56 wt%) have not been considered as a dispersed phase of ceramifiable silicone composites destined for wire covers yet. Mineral fillers: TiO 2 (anatase), mica (phlogopite), CbMix, CaCO 3 , Al(OH) 3 , kaolin and calcined kaolin affect the processing and the various properties of silicone rubber-based composites destined for wire covers differently. The propertiesflammability, smoke intensity, micromorphology and mechanical durability after ceramification-are assessed by measuring: the kinetics of vulcanization, stress at different levels of elongation, tensile strength and the elongation at break of the materials. Although the curing process of the composites is disturbed by the addition of CbMix, it benefits from an increase in oxygen index value, which reaches 31.4%. What is more, also its flammability parameters measured by cone calorimetry improve, such as the total heat released (THR) reaching 9.3 MJ/m 2 . Samples containing kaolin and calcined kaolin exhibit the best mechanical properties before ceramification, whereas composites filled with calcium-based powders (CbMix, CaCO 3 ) mechanically display the strongest mineral char after heat treatment, possibly due to a more homogenous micromorphology and the creation of calcium silicates at elevated temperature. Significant amounts of wollastonite, parawollastonite and pseudowollastonite are visible in their structure after ceramification.

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“…The sixth paper presents unique results from full-scale tests with trains; such information is essential and much-appreciated by engineers and researchers [8]. In the seventh paper, data is presented on one of the most common objects found in road tunnels: rubber tires [9]. Such data is somewhat rare, despite a significant need and demand for it; thus, it is exciting to be able to include such a paper in this issue.…”

mentioning

confidence: 99%

New Challenges in Tunnel Fire Safety

Ingason

2016

Fire Technol

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The interest in tunnel fire safety and security has increased enormously in the last decade. I have personally been involved in research studies on tunnels since 1993, when the EUREKA 499 tests were carried out. Much has changed in the field since then, especially compared to our basic field understanding from that time and in light of the subsequent applications of engineering correlations for tunnel fire safety. Today, there are two important books available that provide a good, state-of-the-art overview of the field of tunnel fire safety: The Handbook of Tunnel Fire Safety [1], edited by Alan Beard and Richard Carvel, and the recently published Tunnel Fire Dynamics [2], written by Haukur Ingason, Ying Zhen Li, and Anders Lo¨nnermark. Since EUREKA 499, a vast number of scientific articles on tunnel fire safety has been published, and the number is increasing continuously. It is important to maintain and strengthen our existing field knowledge and to present new, up-to-date research, when available.The nine papers presented herein constitute a sound basis for future research in the field of tunnel fire safety, and it is my hope that this issue will offer an effective overview of the variety of research topics that are critical and relevant in the field. Much focus is on rolling stocks and their related design problems. There are also papers on fixed firefighting systems, construction, emergency response, explosions, and ventilation. The first paper addresses development of design fires-always a painstaking, delicate matter, yet each tunnel project's most crucial and essential task, as design fires determine how safe the tunnel's future users will be [3]. There are numerous methods available for administering a design fire; the method presented herein, which is focused on train carriages, is complicated but accurate, and considers many of the basic engineering parameters required for the setting of a design fire. The second paper considers a new method for risk assessment in rail tunnels; risk assessment is a process crucial in every tunnel project for determining actual risk [4]. The third paper considers one of the most challenging research areas in the field of underground fire safety: modelling and testing of users during evacuation in underground systems [5]. There is a significant shortage of data to apply to existing models, and the correlation between model structure and actual-scale experiments has been lacking. This paper narrows that gap and provides readers with new data for metro systems, which are actually among the most challenging fire safety designs today. The same could be said of firefighting

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Ignition, Heat Release Rate and Suppression of Elastomeric Materials

Cited by 8 publications

References 3 publications

Design Fire Scenarios Involving Non-Fire Resistant Conveyor Belts – Numerical Study

Design Fire Scenarios Involving Non-Fire Resistant Conveyor Belts – Numerical Study

Effect of mineral filler additives on flammability, processing and use of silicone-based ceramifiable composites

New Challenges in Tunnel Fire Safety

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