NFPA Journal - May/June 2017 - 97

" INDUSTRY HAS USED HYDROGEN

COMMERCIALLY FOR MORE THAN
80 YEARS, AND WHEN HANDLED
PROPERLY, HYDROGEN IS NO MORE
OR LESS DANGEROUS THAN ANY
OTHER FUEL WE DEAL WITH. "

Only three automakers-Toyota, Honda, and
Hyundai-currently produce publicly available
FCEVs, and those are
only available in select
markets. Meanwhile,
battery-powered vehicles
have undergone a boost in
popularity in recent years; it's hard to go a day in a large city
without seeing a sleek Tesla Model S zipping down the street.
One reason for hydrogen's slow adoption as a fuel for vehicles is a lack of infrastructure. In California, where FCEVs are
most abundant, there are only 26 public hydrogen fueling
stations. But if that infrastructure becomes more robust-100
stations are being planned in California by 2023-FCEVs may
become as popular as battery electric vehicles (BEVs), said
Nick Barilo, hydrogen safety program manager of the Department of Energy's Pacific Northwest National Laboratory and
member of the NFPA 2, Hydrogen Technologies Code, committee. Barilo will discuss the current and potential applications
for hydrogen as a fuel and the related safety concerns during
an education session at C&E.
"The FCEV and BEV have different advantages and disadvantages," Barilo said. "The BEV has longer fueling, or
recharging, times and less driving range, but the plug-in electric infrastructure for these vehicles is available now. Though
it's not clear how large-scale adoption of BEVs would impact
the electrical grid. FCEVs, on the other hand, have driving
ranges and fueling times similar to gasoline vehicles-about
3-5 minutes-but limited fueling locations."
Battery-powered systems, like the ones utilized by Tesla and
other models like the BMW i3, have raised fire safety concerns
in their own right (a topic covered in "Power to Spare" in
the January/February 2016 issue of NFPA Journal). But the
thought of using hydrogen as a fuel has alarmed some because
hydrogen holds the highest flammability rating on the scale
described in NFPA 704, System for the Identification of the
Hazards of Materials for Emergency Response; hydrogen rates
a 4, compared to a 3 for gasoline.
But that's not to say hydrogen is necessarily unsafe,
experts say. "Industry has used hydrogen commercially for
more than 80 years, and when handled properly, hydrogen
is no more or less dangerous than any other fuel we deal
with," Barilo said. In some circumstances, he said, hydrogen
is arguably safer than gasoline. For example, hydrogen is 14
times more buoyant than air, causing it to rapidly dissipate
in open air, whereas gasoline pools on the ground and stays
there much longer, making it potentially more dangerous
in that scenario. In other configurations, such as a small,
enclosed room, hydrogen might present the greater danger.
Stored hydrogen gas is often highly pressurized, giving it
more potential for destruction than gasoline at ambient pressure if the container fails.
As a result, knowledge of how hydrogen behaves is key
to maintaining safety, Barilo said. "Understanding hydrogen's inherent buoyancy, for example, means that hydrogen

equipment enclosures must have exhaust and leak detectors
placed high," he said.
Proponents point out that hydrogen and hydrogen fuel cell
technologies are already available and being used safely every
day. Large companies like Wal-Mart and Coca-Cola are using
fuel cell forklifts, and hydrogen fuel cells famously powered
NASA's long journey to the moon. Barilo sees an expansive
future for hydrogen as a fuel. "Hydrogen fuel cells are available now and are being deployed in greater numbers each
year, not just in the transportation sector, but also in material
handling and stationary power applications," he said.

Staying ahead of the curve
Similar to what's happening with gasoline, efforts to mobilize
hydrogen fueling are underway. Unlike on-demand mobile gasoline fueling, though,
these efforts are more
focused on providing
CONFERENCE
SESSIONS
emergency services.
Susan Bershad, NFPA
On-Demand Mobile
Fueling-Enforcing
liaison to NFPA 2, said
Existing Regulations
both Toyota and AAA
and Evaluating
want to transport hydroFuture Needs
Monday, June 5,
gen to motorists who are
8-9 a.m.
out of fuel and stranded
Andrew Henning,
CAL FIRE, Office of the
with no hydrogen fuelCalifornia State
ing stations nearby.
Fire Marshal
NFPA 2 currently
Andrew Klein, AS Klein
Engineering, PLLC
includes a section on
Lynne Kilpatrick,
mobile hydrogen fuelSunnyvale
Department of
ing, which emphasizes
Public Safety
the same requirements
as it does for stationary
Hydrogen and
Fuel Cells-Emerging
hydrogen fueling, BerTechnology and
shad said. As hydrogen
Safety-Related
Issues
fuel grows in popularMonday, June 5,
ity, that section may
3:30-5 p.m.
expand, but will likely
Nick Barilo, Pacific
Northwest National
take two revision cycles
Laboratory
for that to happen, Bershad said.
In California, Kilpatrick said the fire service is keeping its
finger on the pulse of mobile hydrogen fueling efforts in hopes
of not being caught off guard. "These industries are going to
learn that it's in their best interest to pull the fire service in
early, and we certainly welcome that," she said.
ANGELO VERZONI is a staff writer for NFPA Journal.

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