SAFETY STANDARD for HYDROGEN and HYDROGEN SYSTEMS Guidelines for Hydrogen System Design, Materials Selection, Operations, Storage, and Transportation
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Safety Data Sheet
Coghlan’s Magnesium Fire Starter #7870 SAFETY DATA SHEET This Safety Data Sheet complies with the Canadian Hazardous Product Regulations, the United States Occupational Safety and Health Administration (OSHA) Hazard Communication Standard, 29 CFR 1910 (OSHA HCS), and the European Union Directives. 1. Product and Supplier Identification 1.1 Product: Magnesium Fire Starter 1.2 Other Means of Identification: Coghlan’s #7870 1.3 Product Use: Fire starter 1.4 Restrictions on Use: None known 1.5 Producer: Coghlan’s Ltd., 121 Irene Street, Winnipeg, Manitoba Canada, R3T 4C7 Telephone: +1(204) 284-9550 Facsimile: +1(204) 475-4127 Email: [email protected] Supplier: As above 1.6 Emergencies: +1(877) 264-4526 2. Hazards Identification 2.1 Classification of product or mixture This product is an untested preparation. GHS classification for this preparation is based upon its use as a fire starter by making shavings and small particulate from the metal block. As shipped in mass form, this preparation is not considered to be a hazardous product and is not classifiable under the requirements of GHS. GHS Classification: Flammable Solids, Category 1 2.2 GHS Label Elements, including precautionary statements Pictogram: Signal Word: Danger Page 1 of 11 October 18, 2016 Coghlan’s Magnesium Fire Starter #7870 GHS Hazard Statements: H228: Flammable Solid GHS Precautionary Statements: Prevention: P210: Keep away from heat, hot surfaces, sparks, open flames and other ignition sources. No smoking. P280: Wear protective gloves, eye and face protection Response: P370+P378: In case of fire use water as first choice. Sand, earth, dry chemical, foam or CO2 may be used to extinguish. -
Hot Surface Ignition Temperature of Dust Layers with and Without Combustible Additives
HOT SURFACE IGNITION TEMPERATURE OF DUST LAYERS WITH AND WITHOUT COMBUSTIBLE ADDITIVES by Haejun Park A Thesis Submitted to the Faculty of the WORCESTER POLYTECHNIC INSTITUTE in partial fulfillment of the requirements for the Degree of Master of Science in Fire Protection Engineering May 2006 APPROVED: Professor Robert G. Zalosh, Advisor Joseph A. Senecal, Kiddie-Fenwal, Inc., Co-advisor Professor Kathy A. Notarianni, Head of Department Abstract An accumulated combustible dust layer on some hot process equipment such as dryers or hot bearings can be ignited and result in fires when the hot surface temperature is sufficiently high. The ASTM E 2021 test procedure is often used to determine the Hot Surface Minimum Ignition Temperature for a half inch deep layer of a particular dust material. This test procedure was used in this thesis to study possible effects of combustible liquid (such as lubricating oil) and powder additives in the dust layer as well as air flow effects. The following combustible dusts were used: paper dust from a printing press, Arabic gum powder, Pittsburgh seam coal, and brass powder. To develop an improved understanding of the heat transfer, and oxygen mass transfer phenomena occurring in the dust layer, additional instrumentation such as a second thermocouple in the dust layer, an oxygen analyzer and gas sampling line, and an air velocity probe were used in at least some tests. Hot Surface Minimum Ignition temperatures were 220oC for Pittsburgh seam coal, 360oC for paper dust, 270℃ for Arabic gum powder, and > 400oC for brass powder. The addition of 5-10 weight percent stearic acid powder resulted in significantly lower ignition temperature of brass powder. -
The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility
The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility Andreas Hoffrichter, PhD Nick Little Shanelle Foster, PhD Raphael Isaac, PhD Orwell Madovi Darren Tascillo Center for Railway Research and Education Michigan State University Henry Center for Executive Development 3535 Forest Road, Lansing, MI 48910 NCDOT Project 2019-43 FHWA/NC/2019-43 October 2020 -i- FEASIBILITY REPORT The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 Prepared by Center for Railway Research and Education Eli Broad College of Business Michigan State University 3535 Forest Road Lansing, MI 48910 USA Prepared for North Carolina Department of Transportation – Rail Division 860 Capital Boulevard Raleigh, NC 27603 -ii- Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA/NC/2019-43 4. Title and Subtitle 5. Report Date The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Andreas Hoffrichter, PhD, https://orcid.org/0000-0002-2384-4463 Nick Little Shanelle N. Foster, PhD, https://orcid.org/0000-0001-9630-5500 Raphael Isaac, PhD Orwell Madovi Darren M. Tascillo 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Railway Research and Education 11. Contract or Grant No. Michigan State University Henry Center for Executive Development 3535 Forest Road Lansing, MI 48910 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Final Report Research and Development Unit 104 Fayetteville Street December 2018 – October 2020 Raleigh, North Carolina 27601 14. Sponsoring Agency Code RP2019-43 Supplementary Notes: 16. -
Hydrogen Storage for Mobility: a Review
materials Review Hydrogen Storage for Mobility: A Review Etienne Rivard * , Michel Trudeau and Karim Zaghib * Centre of Excellence in Transportation Electrification and Energy Storage, Hydro-Quebec, 1806, boul. Lionel-Boulet, Varennes J3X 1S1, Canada; [email protected] * Correspondence: [email protected] (E.R.); [email protected] (K.Z.) Received: 18 April 2019; Accepted: 11 June 2019; Published: 19 June 2019 Abstract: Numerous reviews on hydrogen storage have previously been published. However, most of these reviews deal either exclusively with storage materials or the global hydrogen economy. This paper presents a review of hydrogen storage systems that are relevant for mobility applications. The ideal storage medium should allow high volumetric and gravimetric energy densities, quick uptake and release of fuel, operation at room temperatures and atmospheric pressure, safe use, and balanced cost-effectiveness. All current hydrogen storage technologies have significant drawbacks, including complex thermal management systems, boil-off, poor efficiency, expensive catalysts, stability issues, slow response rates, high operating pressures, low energy densities, and risks of violent and uncontrolled spontaneous reactions. While not perfect, the current leading industry standard of compressed hydrogen offers a functional solution and demonstrates a storage option for mobility compared to other technologies. Keywords: hydrogen mobility; hydrogen storage; storage systems assessment; Kubas-type hydrogen storage; hydrogen economy 1. Introduction According to the Intergovernmental Panel on Climate Change (IPCC), it is almost certain that the unusually fast global warming is a direct result of human activity [1]. The resulting climate change is linked to significant environmental impacts that are connected to the disappearance of animal species [2,3], decreased agricultural yield [4–6], increasingly frequent extreme weather events [7,8], human migration [9–11], and conflicts [12–14]. -
Fire Hazard Analysis Techniques Chapter Contents Performing a Fire Morgan J
SECTION 3 Chapter 7 Fire Hazard Analysis Techniques Chapter Contents Performing a Fire Morgan J. Hurley Richard W. Bukowski Hazard Analysis Developing Fire Scenarios and Design Fire Scenarios vailable methods to estimate the potential impact of fire can be divided into two categories: Quantification of Design risk-based and hazard-based. Both types of methods estimate the potential consequences of Fire Scenarios A Prediction of Hazards possible events. Risk-based methods also analyze the likelihood of scenarios occurring, whereas hazard-based methods do not. Fire risk analysis is described more fully in Section 3, Chapter 8, “Fire Risk Analysis.” Section 3, Chapter 9, “Closed Form Enclosure Fire Calculations,” provides Key Terms simple fire growth calculation methods. bounding condition, design The goal of a fire hazards analysis (FHA) is to determine the expected outcome of a specific fire curve, design fire set of conditions called a fire scenario. The scenario includes details of the room dimensions, con- scenario, fire hazard tents, and materials of construction; arrangement of rooms in the building; sources of combustion analysis, fire model, fire air; position of doors; numbers, locations, and characteristics of occupants; and any other details scenario, performance- that have an effect on the outcome of interest. This outcome determination can be made by expert based design, t-squared fire judgment, by probabilistic methods using data from past incidents, or by deterministic means such as fire models. “Fire models” include empirical correlations, computer programs, full-scale and reduced-scale models, and other physical models. The trend today is to use models whenever pos- sible, supplemented if necessary by expert judgment. -
Hydrogen Fuel Cell Vehicles in Tunnels
SAND2020-4507 R Hydrogen Fuel Cell Vehicles in Tunnels Austin M. Glover, Austin R. Baird, Chris B. LaFleur April 2020 Sandia National Laboratories is a multimission laboratory managed and operated by National Technology and Engineering Solutions of Sandia, LLC, a wholly owned subsidiary of Honeywell International Inc., for the U.S. Department of Energy’s National Nuclear Security Administration under contract DE-NA0003525. 2 ABSTRACT There are numerous vehicles which utilize alternative fuels, or fuels that differ from typical hydrocarbons such as gasoline and diesel, throughout the world. Alternative vehicles include those running on the combustion of natural gas and propane as well as electrical drive vehicles utilizing batteries or hydrogen as energy storage. Because the number of alternative fuels vehicles is expected to increase significantly, it is important to analyze the hazards and risks involved with these new technologies with respect to the regulations related to specific transport infrastructure, such as bridges and tunnels. This report focuses on hazards presented by hydrogen fuel cell electric vehicles that are different from traditional fuels. There are numerous scientific research and analysis publications on hydrogen hazards in tunnel scenarios; however, compiling the data to make conclusions can be a difficult process for tunnel owners and authorities having jurisdiction over tunnels. This report provides a summary of the available literature characterizing hazards presented by hydrogen fuel cell electric vehicles, including light-duty, medium and heavy-duty, as well as buses. Research characterizing both worst-case and credible scenarios, as well as risk-based analysis, is summarized. Gaps in the research are identified to guide future research efforts to provide a complete analysis of the hazards and recommendations for the safe use of hydrogen fuel cell electric vehicles in tunnels. -
H2@Railsm Workshop
SANDIA REPORT SAND2019-10191 R Printed August 2019 H2@RailSM Workshop Workshop and report sponsored by the US Department of Energy Office of Energy Efficiency and Renewable Energy Fuel Cell Technologies Office, and the US Department of Transportation Federal Railroad Administration. Prepared by Mattie Hensley, Jonathan Zimmerman Prepared by Sandia National Laboratories Albuquerque, New MexiCo 87185 and Livermore, California 94550 Issued by Sandia National Laboratories, operated for the United States Department of Energy by National Technology & Engineering Solutions of Sandia, LLC. NOTICE: This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government, nor any agency thereof, nor any of their employees, nor any of their contractors, subcontractors, or their employees, make any warranty, express or implied, or assume any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represent that its use would not infringe privately owned rights. References herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government, any agency thereof, or any of their contractors or subcontractors. The views and opinions expressed herein do not necessarily state or reflect those of the United States Government, any agency thereof, or any of their contractors. Printed in the United States of America. This report has been reproduced directly from the best available copy. Available to DOE and DOE contractors from U.S. Department of Energy Office of Scientific and Technical Information P.O. -
Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy
Review Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy Michael Handwerker 1,2,*, Jörg Wellnitz 1,2 and Hormoz Marzbani 2 1 Faculty of Mechanical Engineering, University of Applied Sciences Ingolstadt, Esplanade 10, 85049 Ingolstadt, Germany; [email protected] 2 Royal Melbourne Institute of Technology, School of Engineering, Plenty Road, Bundoora, VIC 3083, Australia; [email protected] * Correspondence: [email protected] Abstract: Climate change is one of the major problems that people face in this century, with fossil fuel combustion engines being huge contributors. Currently, the battery powered electric vehicle is considered the predecessor, while hydrogen vehicles only have an insignificant market share. To evaluate if this is justified, different hydrogen power train technologies are analyzed and compared to the battery powered electric vehicle. Even though most research focuses on the hydrogen fuel cells, it is shown that, despite the lower efficiency, the often-neglected hydrogen combustion engine could be the right solution for transitioning away from fossil fuels. This is mainly due to the lower costs and possibility of the use of existing manufacturing infrastructure. To achieve a similar level of refueling comfort as with the battery powered electric vehicle, the economic and technological aspects of the local small-scale hydrogen production are being investigated. Due to the low efficiency Citation: Handwerker, M.; Wellnitz, and high prices for the required components, this domestically produced hydrogen cannot compete J.; Marzbani, H. Comparison of with hydrogen produced from fossil fuels on a larger scale. -
Fuel Cell Power Spring 2021
No 67 Spring 2021 www.fuelcellpower.wordpress.com FUEL CELL POWER The transition from combustion to clean electrochemical energy conversion HEADLINE NEWS CONTENTS Hydrogen fuel cell buses in UK cities p.2 The world’s first hydrogen fuel cell Zeroavia’s passenger plane flight p.5 double decker buses have been Intelligent Energy’s fuel cell for UAV p.6 delivered to the City of Aberdeen. Bloom Energy hydrogen strategy p.7 Wrightbus is following this up with Hydrogen from magnesium hydride paste p.11 orders from several UK cities. ITM expanding local production of zero emission hydrogen p.12 The Scottish Government is support- Alstom hydrogen fuel cell trains p.13 ing the move to zero emission Zero carbon energy for emerging transport prior to the meeting of World markets p.16 COP26 in Glasgow later this year. Nel hydrogen infrastructure p.18 Australia’s national hydrogen strategy p.20 The United Nations states that the Ballard international programmes p.22 world is nowhere close to the level FuelCell Energy Government Award p.26 of action needed to stop dangerous Ulemco’s ZERRO ambulance p.27 climate change. 2021 is a make or Adelan fuel cells in UK programme p.28 break year to deal with the global Wilhelmsen zero emission HySHIP p.29 climate emergency. Hydrogen fuel cell yacht p.30 NEWS p.10 EVENTS p.30 HYDROGEN FUEL CELL BUSES IN UK CITIES WORLD’S FIRST in tackling air pollution in the city.” Councillor Douglas Lumsden added: “It is HYDROGEN FUEL CELL fantastic to see the world’s first hydrogen- DOUBLE DECKER BUS IN powered double decker bus arrive in ABERDEEN Aberdeen. -
Energy and the Hydrogen Economy
Energy and the Hydrogen Economy Ulf Bossel Fuel Cell Consultant Morgenacherstrasse 2F CH-5452 Oberrohrdorf / Switzerland +41-56-496-7292 and Baldur Eliasson ABB Switzerland Ltd. Corporate Research CH-5405 Baden-Dättwil / Switzerland Abstract Between production and use any commercial product is subject to the following processes: packaging, transportation, storage and transfer. The same is true for hydrogen in a “Hydrogen Economy”. Hydrogen has to be packaged by compression or liquefaction, it has to be transported by surface vehicles or pipelines, it has to be stored and transferred. Generated by electrolysis or chemistry, the fuel gas has to go through theses market procedures before it can be used by the customer, even if it is produced locally at filling stations. As there are no environmental or energetic advantages in producing hydrogen from natural gas or other hydrocarbons, we do not consider this option, although hydrogen can be chemically synthesized at relative low cost. In the past, hydrogen production and hydrogen use have been addressed by many, assuming that hydrogen gas is just another gaseous energy carrier and that it can be handled much like natural gas in today’s energy economy. With this study we present an analysis of the energy required to operate a pure hydrogen economy. High-grade electricity from renewable or nuclear sources is needed not only to generate hydrogen, but also for all other essential steps of a hydrogen economy. But because of the molecular structure of hydrogen, a hydrogen infrastructure is much more energy-intensive than a natural gas economy. In this study, the energy consumed by each stage is related to the energy content (higher heating value HHV) of the delivered hydrogen itself. -
ESD) • Styrofoam Cups Safety Guidelines 3
common materials, often found in business and laboratory environments, are all sources of static electricity: • common plastic bags • common types of mending and packing tape • paperwork • common untreated plastic materials Electrostatic Discharge (ESD) • styrofoam cups Safety Guidelines 3. Types of ESD Damage Copyright © 2007 Dialogic Corporation. All rights reserved. Static damage to components can take the form of upset failures or catastrophic failures. 1. Introduction Upset Failure Electrostatic Discharge, or ESD, is defined as the transfer of charge between bodies at different electrical potentials. Upset failures occur when an electrostatic discharge has caused a current flow that is not significant enough to cause total failure, but in use may intermittently If you scuff your feet as you walk across a carpet, electrons move from the result in gate leakage causing software malfunction or incorrect storage of carpet to you, leaving you with excess electrons. Touch a door knob and ZAP! information. The electrons move from you to the knob. You get a shock, at a minimum of 3,000 volts (the threshold of human feeling)! Catastrophic Failure The kind of ESD shock you feel may also be responsible for damaging electronic components in many computers and telecommunications systems. Catastrophic failures can be direct or latent. While it takes an electrostatic discharge of 3,000 volts for you to feel a shock, Direct catastrophic failures occur when a component is damaged to the point much smaller charges, well below the threshold of human sensation, can and where it no longer functions correctly. This is the easiest type of ESD damage often do damage semiconductor devices. -
Dissipative Etfe Dielectric Polymer Helps Control Electrostatic Discharge in Wires and Cables
DISSIPATIVE ETFE DIELECTRIC POLYMER HELPS CONTROL ELECTROSTATIC DISCHARGE IN WIRES AND CABLES. by: Chris Yun, Principal Engineer of Aerospace, Defense and Marine, TE Connectivity Recent tests by NASA's Jet Propulsion Laboratory (JPL) and when electrically dissimilar materials rub together. But in wires and Goddard Space Flight Center show that new nano-carbon cross- cables used in spacecraFt, a static charge can be created by the linked ethylene tetrafluoroethylene (ETFE) helps controls impact of charged particles on the material. Space is filled with electrostatic discharge (ESD) in wires and cables used on charged particles that can induce a charge in materials. Satellites spacecraft. in geosynchronous orbits and deep space missions are particularly susceptible because oF higher charge density in GEO and deep Controlling static electricity in electrical interconnection systems is space. essential in spacecraft where ESD events can damage electronics and scuttle the mission. The use of high resistivity dielectric materials and electrically separated surFaces in conjunction with the connected conducting In fact, it has been reported that 54% of spacecraft surFaces oF the spacecraFt Frame promote various forms of anomalies/Failures are caused by electrostatic discharging and spacecraFt charging.3 When the charge builds up in wire and cable charging. 1 For example in April 2010, the Galaxy 15 of electrical interconnection systems, a sudden discharge can telecommunications satellite wandered from its geosynchronous damage connected logic circuits, electronic instruments, and orbit. Reports in space technology literature suggested that computer chips. spacecraFt charging caused the anomaly. Fortunately, a workaround allowed the mission to continue. Worse oFF was the Discharge voltage levels vary widely.