This report documents analysis to determine whether a hydrogen jet flame impinging on a tunnel ceiling structure could result in permanent damage to the Callahan tunnel in Boston, Massachusetts. This tunnel ceiling structure consists of a passive fire protective board supported by stainless steel hangers anchored to the tunnel ceiling with epoxy. Three types of fire protective boards were considered to determine whether heat from the flame could reach the stainless-steel hangers and the epoxy and cause the ceiling structure to collapse. Heat transfer analyses performed showed that the temperature remains constant where the steel hangers are attached to the passive fire protective board. According to these results, the passive fire protective board should provide adequate protection to the tunnel structure in this release scenario. Tunnel structures with similar suspended fire-resistant liner board materials should protect the integrity of the structure against the extremely low probability of an impinging hydrogen jet flame.
Closed-loop geothermal systems (CLGSs) rely on circulation of a heat transfer fluid in a closed-loop design without penetrating the reservoir to extract subsurface heat and bring it to the surface. We developed and applied numerical models to study u-shaped and coaxial CLGSs in hot-dry-rock over a more comprehensive parameter space than has been studied before, including water and supercritical CO2 (sCO2) as working fluids. An economic analysis of each realization was performed to evaluate the levelized cost of heat (LCOH) for direct heating application and levelized cost of electricity (LCOE) for electrical power generation. The results of the parameter study, composed of 2.5 million simulations, combined with a plant and economic model comprise the backbone of a publicly accessible web application that can be used to query, analyze, and plot outlet states, thermal and mechanical power output, and LCOH/LCOE, thereby facilitating feasibility studies led by potential developers, geothermal scientists, or the general public (https://gdr.openei.org/submissions/1473). Our results indicate competitive LCOH can be achieved; however, competitive LCOE cannot be achieved without significant reductions in drilling costs. We also present a site-based case study for multi-lateral systems and discuss how our comprehensive single-lateral analyses can be applied to approximate multi-lateral CLGSs. Looking beyond hot-dry-rock, we detail CLGS studies in permeable wet rock, albeit for a more limited parameter space, indicating that reservoir permeability of greater than 250 mD is necessary to significantly improve CLGS power production, and that reservoir temperatures greater than 200 °C, achieved by going to greater depths (∼3–4 km), may significantly enhance power production.
The feasibility and component cost of hydrogen rail refueling infrastructure is examined. Example reference stations can inform future studies on components and systems specifically for hydrogen rail refueling facilities. All of the 5 designs considered assumed the bulk storage of liquid hydrogen on-site, from which either gaseous or liquid hydrogen would be dispensed. The first design was estimated to refuel 10 multiple unit trains per day, each train containing 260 kg of gaseous hydrogen at 350 bar on-board. The second base design targeted the refueling of 50 passenger locomotives, each with 400 kg of gaseous hydrogen on-board at 350 bar. Variations from this basic design were made to consider the effect of two different filling times, two different hydrogen compression methods, and two different station design approaches. For each design variation, components were sized, approximate costs were estimated for major components, and physical layouts were created. For both gaseous hydrogen-dispensing base designs, the design of direct-fill using a cryopump design was the lowest cost due to the high cost of the cascade storage system and gas compressor. The last three base designs all assumed that liquid hydrogen was dispensed into tender cars for freight locomotives that required 7,500 kg of liquid hydrogen, and the three different designs assumed that 5, 50, or 200 tender cars were refueled every day. The total component costs are very different for each design, because each design has a very different dispensing capacity. The total component cost for these three designs are driven by the cost of the liquid hydrogen tank; additionally, delivering that much liquid hydrogen to the refueling facility may not be practical. Many of the designs needed the use of multiple evaporators, compressors, and cryopumps operating in parallel to meet required flow rates. In the future, the components identified here can be improved and scaled-up to better fit the needs of heavy-duty refueling facilities. This study provides basic feasibility and first-order design guidance for hydrogen refueling facilities serving emerging rail applications.
Understanding liquid hydrogen tank fluid dynamics is key for modeling liquid hydrogen systems. The tank is the source for nearly all liquid hydrogen systems. Accurate flow modeling out of the tank is needed to predict flows through downstream components. Tank contains liquid and gas that may not be at equilibrium. Questions to be addressed are: Does heat and mass transfer between liquid and vapor affect the flow rate? Is boiling an important consideration? For what conditions is a pressure relief valve (PRV) sufficient to relieve pressure and when is the burst disc needed?
Zero-emissions hydrogen fuel cell electrical vehicles (FCEVs) have become more popular in recent years. However, the limited availability of hydrogen fueling stations is considered a critical barrier to sustainable adoption of hydrogen FCEV. To enable the widespread deployment and commercialization of hydrogen FCEV, the availability of hydrogen refueling stations needs to improve. One of the consequences of the lack of hydrogen refueling infrastructure is that consumers can suffer from “range anxiety”, meaning consumers would get anxious of running out of fuel during long-distance trip [4]. A practical solution is to provide a compact emergency hydrogen refueler that can be used if the consumer runs out of hydrogen before reaching the nearest hydrogen refueling station. A safe, compact, and user-friendly hydrogen refueler would give consumers the flexibility they need to feel comfortable using their hydrogen FCEV when planning a long-distance trip. Offering this product would alleviate range anxiety, and it would make Hydrogen FCEV a more attractive alternative to gasoline vehicles. The emergency hydrogen refueler consists of a lithium hydride bed that reacts with liquid water to produce hydrogen gas and lithium hydroxide.
Recent advances in drilling technology, especially horizontal drilling, have prompted a renewed interest in the use of closed loop geothermal energy extraction systems. Deeply placed closed loops in hot wet or dry rock reservoirs offer the potential to exploit the vast thermal energy in the subsurface. To better understand the potential and limitations for recovering thermal and mechanical energy from closed-loop geothermal systems (CLGS), a collaborative study is underway to investigate an array of system configurations, working fluids, geothermal reservoir characteristics, operational periods, and heat transfer enhancements (Parisi et al., 2021; White et al., 2021). This paper presents numerical results for the heat exchange between a closed loop system (single U-tube) circulating water as the working fluid in a hot rock reservoir. The characteristics of the reservoir are based on the Frontier Observatory for Research in Geothermal Energy (FORGE) site, near Milford Utah. To determine optimal system configurations, a mechanical (electrical) objective function is defined for a bounded optimization study over a specified design space. The objective function includes a surface plant thermal to mechanical energy conversion factor, pump work, and an energy drilling capital cost. To complement the optimization results, detailed parametric studies are also performed. The numerical model is built using the Sandia National Laboratories (SNL) massively parallel Sierra computational framework, while the optimization and parametric studies are driven using the SNL Dakota software package. Together, the optimization and parametric studies presented in this paper will help assess the impact of CLGS parameters (e.g., flow rate, tubing length and diameter, insulation length, etc.) on CLGS performance and optimal energy recovery.
Hydrogen Fueling Infrastructure Research and Station Technology (H2FIRST) is a project initiated by the DOE in 2015 and executed by Sandia National Laboratories and the National Renewable Energy Laboratory to address R&D barriers to the deployment of hydrogen fueling infrastructure. One key barrier to the deployment of fueling stations is the land area they require (i.e. "footprint"). Space is particularly a constraint in dense urban areas where hydrogen demand is high but space for fueling stations is limited. This work presents current fire code requirements that inform station footprint, then identifies and quantifies opportunities to reduce footprint without altering the safety profile of fueling stations. Opportunities analyzed include potential new methods of hydrogen delivery, as well as alternative placements of station technologies (i.e. rooftop/underground fuel storage). As interest in heavy-duty fueling stations and other markets for hydrogen grows, this study can inform techniques to reduce the footprint of heavy-duty stations as well. This work characterizes generic designs for stations with a capacity of 600 kg/day hydrogen dispensed and 4 dispenser hoses. Three base case designs (delivered gas, delivered liquid, and on-site electrolysis production) have been modified in 5 different ways to study the impacts of recently released fire code changes, colocation with gasoline refueling, alternate delivery assumptions, underground storage of hydrogen, and rooftop storage of hydrogen, resulting in a total of 32 different station designs. The footprints of the base case stations range from 13,000 to 21,000 ft2 . A significant focus of this study is the NFPA 2 requirements, especially the prescribed setback distances for bulk gaseous or liquid hydrogen storage. While the prescribed distances are large in some cases, these setback distances are found to have a nuanced impact on station lot size; considerations of the delivery truck path, traffic flow, parking, and convenience store location are also important. Station designs that utilize underground and rooftop storage can reduce footprint but may not be practical or economical. For example, burying hydrogen storage tanks underground can reduce footprint, but the cost savings they enable depend on the cost of burial and the cost land. Siting and economic analysis of station lot sizes illustrate the benefit of smaller station footprints in the flexibility and cost savings they can provide. This study can be used as a reference that provides examples of the key design differences that fueling stations can incorporate, the approximate sizes of generic station lots, and considerations that might be unique to particular designs.
Additional fueling stations need to be constructed in the U.S. to enable the wide-spread adoption of fuel cell electric vehicles. A wide variety of private and public stakeholders are involved in the development of this hydrogen fueling infrastructure. Each stakeholder has particular needs in the station planning, development, and operation process that may include evaluation of potential sites and requirements, understanding the components in a typical system, and/or improving public acceptance of this technology. Publicly available templates of representative station designs can be used to meet many of these stakeholder needs. These 'Reference Stations' help reduce the cost and speed the deployment of hydrogen stations by providing a common baseline with which to start a design, enabling quick assessment of the suitability of a particular site for a hydrogen station, and identifying contributors to poor economics and research and development areas for certain station designs.