Safety in the Handling of Cryogenic Fluids

Edeskuty, F.J.; Stewart, Walter F.

doi:10.1007/978-1-4899-0307-5

Cited by 53 publications

(17 citation statements)

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“…Numerous papers focusing upon hydrogen safety and concerned with high-pressure hydrogen jet ignition have been recently published, such as Golub et al and Mogi et al [4][5][6][7][8][9] who conducted experimental work, or numerical investigation [10][11][12].…”

Section: Introductionmentioning

confidence: 99%

Ignition during hydrogen release from high pressure into the atmosphere

Oleszczak

Wolański

2010

Shock Waves

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The first investigations concerned with a problem of hydrogen jet ignition, during outflow from a high-pressure vessel were carried out nearly 40 years ago by Wolanski and Wojcicki. The research resulted from a dramatic accident in the Chorzow Chemical Plant Azoty, where the explosion of a synthesis gas made up of a mixture composed of three moles of hydrogen per mole of nitrogen, at 300 • C and 30 MPa killed four people. Initial investigation had excluded potential external ignition sources and the main aim of the research was to determine the cause of ignition. Hydrogen is currently considered as a potential fuel for various vehicles such as cars, trucks, buses, etc. Crucial safety issues are of potential concern, associated with the storage of hydrogen at a very high pressure. Indeed, the evidence obtained nearly 40 years ago shows that sudden rupture of a highpressure hydrogen storage tank or other component can result in ignition and potentially explosion. The aim of the present research is identification of the conditions under which hydrogen ignition occurs as a result of compression and heating of the air by the shock wave generated by discharge of high-pressure hydrogen. Experiments have been conducted using a facility constructed in the performed to determine critical conditions for occurrence of high-pressure hydrogen ignition. The results show that a critical pressure exists, leading to ignition, which depends mainly on the geometric configuration of the outflow system, such as tube diameter, and on the presence of obstacles.

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Section: Introductionmentioning

confidence: 99%

Ignition during hydrogen release from high pressure into the atmosphere

Oleszczak

Wolański

2010

Shock Waves

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“…Hydrogen also has among the lowest ignition energies, and the NFPA (1991) suggests that the static electricity generated by the flow of pressurized hydrogen gas is large enough to cause a discharge to ground. This effect has occurred in hydrogen venting situations (Edeskuty, 1996). The electrical discharge is more than the one-milliJoule energy required to ignite the hydrogen-oxygen in the edges of the jet.…”

Section: Firementioning

confidence: 99%

“…Vented hydrogen gas could be ignited by a nearby lightning bolt (Cross, 1991). Edeskuty and Stewart (1996), and Vervalin (1985) state that hydrogen in flare gas stacks can be ignited by atmospheric electrical discharges; a lightning strike within one or two kilometers is sufficient to ignite the flare gas. This phenomena is consistent with the low ignition energy of hydrogen in air.…”

Section: Accidentsmentioning

confidence: 99%

Safety Issues with Hydrogen as a Vehicle Fuel

Cadwallader¹,

Herring²

1999

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This report is an initial effort to identify and evaluate safety issues associated with the use of hydrogen as a vehicle fuel in automobiles. Several forms of hydrogen have been considered: gas, liquid, slush, and hydrides. The safety issues have been discussed, beginning with properties of hydrogen and the phenomenology of hydrogen combustion. Safety-related operating experiences with hydrogen vehicles have been summarized to identify concerns that must be addressed in future design activities and to support probabilistic risk assessment. Also, applicable codes, standards, and regulations pertaining to hydrogen usage and refueling have been identified and are briefly discussed. This report serves as a safety foundation for any future hydrogen safety work, such as a safety analysis or a probabilistic risk assessment. iv SUMMARYThis report is a collection of safety information and the identification of safety issues for the use of hydrogen as a transportation fuel. Several forms of hydrogen have been considered: gas, liquid, slush, and hydrides. The safety information given here includes hydrogen physical properties, a discussion of the phenomenology of hydrogen as a flammable gas, and some bounding probabilities of hydrogen combustion in spill events.The report includes a review of safety-related operating experiences with hydrogenfueled vehicles and historical accident events involving hydrogen as a principal agent. That information is important for identification of accident initiating events, which is an initial step in probabilistic risk assessment. An initial list of events to consider for vehicles and refueling stations is given in this report. These events and other information serve as precursor data needed to perform a risk assessment of a hydrogen vehicle or refueling station.The major safety issue is losing containment of hydrogen; as a gas it is stored under high pressure that could injure nearby personnel and as a cryogen it could cause injuries such as frostbite. The released gaseous or cryogenic hydrogen poses a combustion hazard.There is a discussion on the applicable codes, consensus standards, and regulations pertaining to safe hydrogen usage and refueling. That discussion notes the safety precautions that must be taken and highlights noted impacts to vehicle and refueling station design generated by the safety rules and codes. There are few hydrogen-specific codes. Guidance from natural gas vehicular fuel codes is considered appropriate for assuring safety of hydrogen handling, given that hydrogen's unique properties are accounted for when following that guidance. Some of the rules were noted to conflict with each other, and the safety approach is to understand why the rule exists and choose the safest means of eliminating the hazard from the design.Hydrogen appears to be a technically promising fuel for transportation. Testing experiences thus far have been positive. In particular, the hydrogen and fuel cell technology combination promises quiet, low emission power for automobiles, bu...

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“…Basic cryogenic safety issues are addressed in CERN guidelines (1) or in comprehensive handbooks like (2). However, they are not exhaustive for this new endeavour with very large quantities of cryogens used in underground areas.…”

Section: Introductionmentioning

confidence: 99%

Cryogenics Safety Review of the ATLAS Experiment at CERN

Haug

2005

Proceedings of the Twentieth International Cryogenic Engineering Conference (ICEC20)

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The ATLAS detector at CERN to be installed at 90 m depth in a 50,000 m 3 underground cavern is of unprecedented size and complexity. This is reflected in the helium and nitrogen cryogenic systems required respectively by the magnets (three large superconducting toroids and the central solenoid with 1.6 GJ stored energy) and by the argon calorimeters containing 82 m 3 of liquid which can be drained into two 50 m 3 dewars in case of emergency. Further coolants of 11 m 3 of liquid helium and 15 m 3 of liquid nitrogen are stored underground. The potential hazards of the large quantities of cryogens in underground areas require specific attention. Design, construction and quality assurance strictly follow applicable safety rules and the cryogenic process and controls are conceived to actively cope with a number of faults. In severe cases of accidental coolant loss (helium, nitrogen) or argon, detection systems produce alarms which result in the activation of emergency gas extraction. Reviews with international experts confirmed the good safety standard of the systems. The ATLAS detector at CERN to be installed at 90 m depth in a 50,000 m 3 underground cavern is of unprecedented size and complexity. This is reflected in the helium and nitrogen cryogenic systems required respectively by the magnets (three large superconducting toroids and the central solenoid with 1.6 GJ stored energy) and by the argon calorimeters containing 82 m 3 of liquid which can be drained into two 50 m 3 dewars in case of emergency. Further coolants of 11 m 3 of liquid helium and 15 m 3 of liquid nitrogen are stored underground. The potential hazards of the large quantities of cryogens in underground areas require specific attention. Design, construction and quality assurance strictly follow applicable safety rules and the cryogenic process and controls are conceived to actively cope with a number of faults. In severe cases of accidental coolant loss (helium, nitrogen) or argon, detection systems produce alarms which result in the activation of emergency gas extraction. Reviews with international experts confirmed the good safety standard of the systems.

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Safety in the Handling of Cryogenic Fluids

Cited by 53 publications

References 0 publications

Ignition during hydrogen release from high pressure into the atmosphere

Ignition during hydrogen release from high pressure into the atmosphere

Safety Issues with Hydrogen as a Vehicle Fuel

Cryogenics Safety Review of the ATLAS Experiment at CERN

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