Safe Use of Hydrogen for Transportation
(Gavin Peacock, Martin Mannes, Hendrik Weyer)

Webinar: 25th November, 2021

Q&A follow up
________________________________

During the session on the day, there were many questions posted by the audience – but given the
sheer volume, we didn’t get time to answer them all. Please find below the remaining questions
asked and the answers given by our team of experts.

Question Answer
Is it better to switch out fuel cell versus having pump For “better” it is assumed safer/more economic /
stations into vehicles? quicker (to refill the tank). Currently, unless there is a
combination of innovations in fuel cell and vehicle design
this appears unlikely watching the following video from
the US Dept. of Energy: 
https://youtu.be/_nR_BCeWKcA

Regarding the accident in Bærum 2019, an experience Unfortunately, we cannot give a clear statement on this.
was that solenoid valves did not work as expected due This would need to be clarified by the responsible
to extremely high heat. The valves were constructed of engineering company.
aluminum. Are there requirements for material quality
such as the use of steel AISI 316 e.g. for such
constructions today?

On the first slides, you already exposed one of the 1st
cause of H2 incidents is leaks. Are that leaks due to
transport & storage structure integrity fails?
The failures which were reported by NASA in relation to
leaks, were in the main caused by valve malfunctions
and leaks along with leaking connections, typically
during loading procedures. The transportation, storage
and transfer of H2 contain the highest possibilities for
leaks.to occur

   

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Question
What typical safety distances is used in different
countries when a H2 refueling facility is planned and
built?
From an emergency response perspective, what are key
items for fire squads/emergency service who attend
scene of road accident involving H2 should watch out
for?
Is it possible to design hydrogen refueling facility
vertically? Designing horizontally might be an issue in
already packed city. It might involve a lot of relocation if
design it horizontally (related to human rights to live).
Has this design been QA by FLACS simulations?
What sensors are under the vehicle (Bus/Train)? And
what are they used for?
Should safety zone radius be related to equipment
pressure, say larger zone for 700 bars, and lesser zone
for 350 bar?
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Answer
As far as we know about it, this is still not regulated
because the set-up and might vary quite a lot.
The appropriate response from emergency services is
still being worked on, globally and varies greatly
depending upon the incident which has occurred. In
general, when looking and loading and unloading or
filling operations, during a normal liquid fuel spill/pool
fire, a diffusion flame established over top of a horizontal
liquid fuel surface.H2 leaks are different and as it is
lighter than air, spreads quickly and the air mixture can
ignite easily whilst also inflicting further damage through
the pressure caused by flame propagation. Therefore,
clearance measurement and personal gas detection are
critical to ensure that the responding services can react
appropriately whilst maintaining their own safety.
This is just a design sample. Any other design might be
possible.
No, this was our own graphic design.
These are point gas detectors to monitor possible high
concentrations which can be collected in the confined
spaces below a vehicle during maintenance works.
Since pressure is one of the determinants of the size of
a leak along with other factors such size of rupture,
probability of a rupture etc., it does need consideration
in zone sizing.

Question
In a car maintenance hall, there is usually a significant
air circulation wanted, for cooling the workplaces in
summer and heating in winter. -> How to combine this
with a hydrogen maintenance place?
Please: What is the minimum concentration of H that
can be detected in air?
How do we ensure protection to the filling stations from
static electricity or lightening?
Is there any dedicated Firefighting media to extinguish
H2 Fire?
Have you looked at LH2 refueling in aviation?
In terms of transportation application, is there any plan
to develop applications for the aviation industry?
What´s your impression about maritime use of
hydrogen? How this can be handled safely and does it
make sense to use liquefied hydrogen?
Does pressurization increase flame and explosions?
Page | 3 
Answer
It is important that in this case the air venting systems
fulfil the requirement of maintenance workshops. Please
check possible local regulations and the specifications of
venting system in questions.
There are technologies available for very low level parts
per billion (ppb) measurement of H2. Electrochemical
sensors for low level safety applications are typically
ranged at 0-2000ppm (parts per million). Short term
Colorimetric Tubes will typically be 0.2 - 2 % by
volume.
Unfortunately, we cannot give a clear statement on this.
Please contact your supplier for the installations.
It depends what the phase is in which the H2 is in. With
liquid H2 see for example
https://h2tools.org/bestpractices/liquid-hydrogen-fires
Not at the moment, as these are only model projects so
far.
Not at the moment, as these are only model projects so
far.
With fuel cell driven inland waterway vessels already
under consideration, it will no doubt become an H2
application. The economies/safety considerations of
using liquefied H2 vs other types of H2 storage are still
under investigation.
Potentially. The pressure at which any flammable
material is stored affects the potential hazard based
upon the amount of material released. The higher the
pressure the greater the quantity of material which may
be released in a specific time and therefore the greater
the risk of explosion.

Question
What is about the safety radius for the case of
explosion? Should hydrogen filling stations have such
radius?
From what flow of H2 leak (in l/min for example) is it
consider a real danger?
In the refueling stations we saw only hydrogen entering
the station via trucks. In case of an electrolyser what
happens? Is it a good practice having a PEM in the
refueling station? What happens in alarm system in this
case?
What are the real risks of permeability of hydrogen
during transportation or storage?
Page | 4 
Answer
This question is difficult to answer in general as there
are many parameters effecting possible consequences.
Therefore, a dedicated risk analysis is necessary case
by case.
This is dependent upon the concentration of the stored
material and should be identified in a HAZOP or Risk
Assessment.
The graphic is only an example. Site-located
containerized electrolysers for hydrogen production in
fueling stations are employed in some cases, and like all
other parts of an H2 handling plant require an H2 alarm
system (a HAZOP analysis).
Since these may probably be pre-fitted with a dedicated
alarm system, these should usually have provision for
alarm signal outputs that can linked in with the main site
alarm system.
The main risks are:
Materials (piping/fittings etc.) due cracking induced by
H2 permeation, due to wrong use of materials.
Build-up in flammable concentrations in enclosed poorly
ventilated spaces, e.g. for road vehicles: domestic
garages, partially and fully enclosed public parking, city
bus garages, maintenance facilities, showrooms,
covered bus stations, loading bays, ferries, channel
tunnel etc.

Question
For hydrogen tanks the concept of leak before burst is
favoured, could you explain how and why and what are
the consequences?
What shorts of environmental impacts if H2 release in
the open environment!
Does a particular person need to set up a hydrogen
detection system if he plans to use hydrogen for its own
private usage? (for example hydrogen home storage)
What pressure will be used to supply H2 for domestic
use?
Page | 5 
Answer
The LBB (leak-before-burst) concept, to quote the
Oxford dictionary of Mechanical Engineering, “is a
fracture-mechanics-based design methodology for
pressure vessels, whereby propagation of a crack will
result in the pressure being relieved by leakage rather
than the vessel exploding....” . As to the how, the
author is only familiar with standard pressure relief
devices such as bursting discs and PSVs. For specifics
to H2 tanks, the pressure vessel experts need to be
consulted. The consequence of an LBB approach are
that hopefully catastrophic incidences are avoided. A
leak should occur prior to the bursting, that can be
detected, and counter measures can be taken before a
catastrophic incident occurs.
There is no direct impact of H2 releases upon the
environment. However, emissions of hydrogen lead to
increased burdens of methane and ozone and hence to
an increase in global warming. Therefore, hydrogen can
be considered as an indirect greenhouse gas with the
potential to increase global warming. The methods
which are used to create H2 can also be energy
intensive and contribute to any environmental impact.
We would recommend that you consult a local specialist
or government organisation who can provide guidance
on any requirements relating to private usage of
hydrogen.
This can vary by country. In the UK for example, they
are currently testing systems with 20 mbar.

Question
How to calculate the flow of a venting system? Based on
foreseen H2 leaks?
What challenges does ultrasonic detection systems have
in regard to outdoor surrounding (noise, smoke etc.)?
Inside a house, fed with hydrogen for heating and
cooking, having a garage with a hydrogen car, what is
the hydrogen leak rate acceptable, thanks the porosity
of the walls?
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Answer
To oversimplify the determination of the flow of a venting
system ; it should be such that the max. possible
release of H2 in an enclosed volume (room) will not
lead to a concentration of H2 greater than the usual A1
alarm (20% or 25% LEL equivalent to 0.8 and 1.0
vol% H2 in air respectively). However, this basic dilution
determination is just one consideration in practice.
Added to this are the location of possible H2 leaks,
positioning inlets and outlets etc.
As UGLD is monitoring the ultrasonic noised and not
the audible levels, surrounding or noisy applications do
not affect the measurement.
It does depend on the process equipment installed in
various parts of the plant.
There may be a complex mix of sound frequencies at
high amplitude. In other areas there is a simple mix of
sound frequencies at low decibel levels. In noisy plant
locations where the audible noise level may be around
95 dB , the ultrasonic sound level will, as a rule of
thumb, be 20–30 dB lower (65–75 dB) simply
because the machine-made noise does not generate a
lot of ultrasonic frequencies — only a lot of audible
sound frequencies.
For this reason, UGLDs can be installed in very noisy
locations without interference from the normal audible
background noise.
This question is difficult to answer in general as there
are many parameters effecting possible consequences.
Therefore, a dedicated risk analysis is necessary case
by case.
  
 
Question Answer
What challenges does UV- and IR-detection systems Sources of false alarms are different for each type of
have in regard to industrial surroundings (smoke, other flame detector:
IR- or UV-sources except flames = what sources could UV detector: welding, electric discharges, flare stacks,
be a problem)? combustion engine

IR detector: black body radiation, flare stacks, hot

exhausts from combustion engine

Reflections of sunlight off snow should not cause false

alarms unless they flicker in a certain way. But they can
de-sensitise a detector and reduce the max. detection
distance.

How about welding smokes close to flame detectors? Thick smoke can be a problem for UV detectors.

What are the real risks of permeability of hydrogen This question is difficult to answer in general as there
during transportation or storage? are many parameters effecting possible consequences.
Therefore, a dedicated risk analysis is necessary case
by case.

What about high temperature regions? Current Dräger flame detectors are certified for ambient
temperatures of up to +85°C.

What about detection prior to ignition? Other technologies like ultrasonic gas leak detectors or
other gas detectors (CatEx, electrochemical) come into
question.

Are materials which pass UL 94 V-O good materials for Please contact your supplier of these materials for
hydrogen flames further information.

What is the principle behind the multiple IR H2 Multi IR detectors usually measure the IR emissions at
detectors? around 2,7μm (H2O peak) and 4,3μm (CO2 peak) and
compare them to reference measurements at around
4μm and 5μm. Only if a certain relation between the
four measurements is identified will the detector go into
alarm mode.

   

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Question
It is likely I have missed the point here. Isn't a flame
already a bit late particularly when we consider hydrogen
storage? Considering the nature of hydrogen and the
history with accidents including hydrogen.
What kind maritime companies apply for these
technologies?
Emergency Response perspective is there any
dedicated camera or tools for Emergency responders to
identify H2 Fire or intensity of H2 fire!
it is useful in the same voting 1ooN or 2ooN combine
different technologies of flame detectors?
Which hydrogen sensor would you recommend for
portable appliances?
Is there some trend in hydrogen detection
(concentrations) with respect to measuring principles?
Page | 8 
Answer
Yes, which is why the use of process control and safety
systems are critical to ensure that a site operates in a
safe manner. However, flame detection can provide
another layer of protection and indication allowing a site
to react appropriately, should an incident occur and
avoid further potential sequential issues.
Essentially any maritime company involved with a ship’s
propulsion system or involved with H2 bulk transport.
These range from marine engine manufacturers, marine
engineering and design companies, shipyards, fleet
operators, ship fuel providers, classification societies
and port authorities. For a typical list of examples refer
to the aforementioned “HANDBOOK FOR
HYDROGEN-FUELLED VESSELS”, 1st Edition 2021-
06 (www.dnv.com) P.7.
At the moment we are not aware of a dedicated H2
camera, just the usual thermal imaging cameras as
already used in emergency response.
Yes, it can be useful to avoid false alarms if the
technologies complement each other.
For leak monitoring and measurement within the %LEL
range, Catalytic Bead technology is recommended.
Hydrogen H2 – Detectors & Protection Equipment –
Dräger VOICE (draeger.com)
This will be covered in our next webinar. In short, UGLD
for early leak detection, Electrochemical sensors for
early leak measurement, Catalytic Bead for flammable
levels and Thermocoductvity for high %volume
measurement are the current focus.

Question
How are flame detectors affected by pipework or other
obstructions that might impact on complete line-of-sight
visibility of the flame?
Typical lifetime of the multidetector?
which hydrogen sensor would you recommend for
portable devices also to avoid cross sensitivity
How often the flame detectors need to be calibrated?
Do you have experience with gas mix detection of about
10% h2 in natural gas? Is an H2 special flame detector
needed?
Can we use anything like Mercaptan used in natural gas
to make flame/leak of H2 visible?
Would you consider Tunable Diod Laser technology
detection for gas leak?
Page | 9 
Answer
Visibility is limited by obstacles in the detector’s path.
Pipework or other obstacles create shadows where the
detector is “blind” to any flame developing. In a
sophisticated fire mapping study these blind spots are
identified and additional detectors are planned to ensure
all relevant areas are covered by at least one detector.
>10 years
For leak monitoring and measurement within the %LEL
range, Catalytic Bead technology is recommended.
Hydrogen H2 – Detectors & Protection Equipment –
Dräger VOICE (draeger.com)
Flame detectors do not need calibration at all. Regular
maintenance only includes cleaning the detector’s
window and a functional test.
There are various projects testing mixtures throughout
Europe, of which we have been part of. In general, for
gas detection, the measurement is typically targeted at
the gas with the largest part of the combination, in this
case Natural Gas. This remains true for flame detection.
As it is a mixture and as the Natural Gas will burn along
with the Hydrogen the flame will be incandescence and
therefore visible on both radiation and visual based
flame detection systems. When it is a pure H2 fire Multi
IR should be utilised.
There are trials to add an odorant to hydrogen but given
the gas composition it cannot currently be completed
with the same methods as natural gas.
Currently it is too early to consider a statement on their
potential application.

Question
Could flame detection sensor be used for burning
process quality control (flame quality on certain progress
in the process)?
Can we inject some odour to H2 to ease detection?
What are the current sources of false alarms? For
example reflection of snow?
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Answer
No – a flame detector cannot analyse the quality of a
flame or determine between different types of flames. It
only has two operational modes: alarm/no alarm or
fire/no fire.
There are trials to add an odorant to hydrogen but given
the gas composition it cannot currently be completed
with the same methods as natural gas.
Sources of false alarms are different for each type of
flame detector:
UV detector: welding, electric discharges, flare stacks,
combustion engine
IR detector: black body radiation, flare stacks, hot
exhausts from combustion engine
Reflections of sunlight off snow should not cause false
alarms unless they flicker in a certain way. But they can
de-sensitise a detector and reduce the max. detection
distance.