H2Tech - Q3 2021 - 41

SAFETY AND SUSTAINABILITY
spark after oxygen found its way into the
tank. This event hampered South Korea's
goal of 1 MM-plus FCEVs on the road
when resident groups began protesting
stations both planned and under construction
around the country (FIG. 1).
South Korea was significantly behind
the goal of 114 stations by the end of
2019, with only 29 built. The country has
a lot of ground to make up to hit the 310
stations targeted by 2022. Further slowdowns
from public protests and a refusal
to incorporate H2
technology into existing
stations by station owners have been
recognized as a show of resistance due to
safety concerns.
Baerum, Norway. An Uno-X fueling
station experienced an explosion event
on June 10, 2019, due to a leak from an
improperly installed plug on a high-pressure
storage tank. The explosion resulted
in two airbag-related injuries from a nearby
car and a subsequent fire that burned
for approximately 3 hr. Not only did this
incident result in a distribution network
interruption in Norway, but also the closure
of 10 similar stations throughout the
Uno-X distribution network. The public,
which did not understand or trust the
technology, were reluctant to accept the
similar stations as safe until an inspection
and integrity testing scheme was completed.
Knock-on effects continued with
Toyota and Hyundai both halting sales of
FCEVs in Norway, virtually eliminating
the market since they were the only two
vehicle providers in the country.
How do regulators and owner-operators
cultivate public support and adoption?
Looking to other alternative fuel
safety regulations may provide a framework
for proactively addressing safety
and network concerns, rather than reactively
addressing public concerns and
implementing lessons learned. If a reactive
approach is taken (which is common
practice for regulatory agencies),
H2
block in the future.
H2
technology may hit a significant roadfueling
safety concerns. It is esinfrastructure,
the focus on safety is
sential that in the accelerated buildout of
H2
not left behind. An area where this is of
particular importance is for planned H2
vehicle fueling stations, which if added to
existing diesel/gasoline stations, could be
near busy intersections or in close proximity
to other businesses. However, stations
sited based on safe distances for gasoline/
diesel may not be safe for alternative fuel
infrastructure due to the differences in
safety characteristics of the fuel sources
requiring larger safety margins.
The key to H2
safety is to be aware of
all hazards related to the handling and
use of the material. Due to historical incidents
such as the Hindenburg disaster
(FIG. 2) and the public's perception of H2
bombs (FIG. 3), it is a commonly held belief
that H2
is much more dangerous than
may be
gasoline/diesel or natural gas. While the
worst-case consequences of H2
more severe than those of traditional fuels,
with a proactive approach to design,
infrastructure and safeguards using information
learned from incidents and testing
programs, H2
can be utilized as fuel at
an acceptable level of risk.
H2
safety concerns are simply differhazard
is the production of a flament
from other fuel sources. The primary
H2
mable or explosive mixture in air. H2
has
a low minimum energy for ignition (0.02
mJ), meaning that it is easily ignited.
H2
-air mixtures have nearly an order of
magnitude lower ignition energy and a
wider flammability range than methaneair
mixtures, while the MIE for gasoline
and diesel vapors in air are higher than
methane-air mixtures. Therefore, major
emphasis must be placed on containment,
leak detection and ventilation of
areas where H2
can accumulate. In chemical
processing facilities, safety measures
such as elimination of likely sources of
ignition, frequent inspection and maintenance,
and formal operator training
can significantly improve safety. Despite
these best practices, leaks, fires and explosions
still occur. This inevitability
becomes increasingly problematic for H2
vehicle fueling due to the involvement of
the public as the primary " operators. "
Lessons learned from existing fueling
regulations. While H2
fueling is
" new " technology, vehicle fueling is not.
The most common vehicle fuels are gasoline
and diesel, both of which are readily
accepted materials for internal combustion
engines (ICEs). Individuals do not
question driving to the nearest fueling
station and " filling up " with a material
that is flammable and capable of forming
explosive mixtures in air. We should take
a step back to remember that there are
inherent risks associated with gasoline
and diesel fueling operations, as demonFIG.
2. The 1937 Hindenburg Disaster.6
strated throughout history. As incidents
occurred, governments began instituting
regulatory requirements such as the Environmental
Protection Agency (EPA)
Fuel Handling and Storage Regulations
in the U.S., and the Petroleum (Consolidation)
Regulations and Dangerous
Substances and Explosive Atmosphere
Regulations in the UK. Even with these
regulations, material releases do occur
and accidents do happen (FIG. 4).
With respect to H2
to the propane fueling market for lessons
learned. In Canada, automotive propane
is the most popular alternative fuel. Demand
for automotive propane increased
dramatically in the 1980s due to the government's
introduction of CA-400 in 1981
to encourage conversion of vehicles to
propane fuel. The automotive propane fueling
infrastructure naturally followed the
bulk storage and loading infrastructure for
traditional propane markets.
fueling, one can look
FIG. 1. South Korea protests against H2
cell technology.5
fuel
FIG. 3. The 1946-1958 Marshall Islands testing.7
H2Tech | Q3 2021 41
H2Tech - Q3 2021

Table of Contents for the Digital Edition of H2Tech - Q3 2021
