Abstract

The main objective of the study is as follows: Identify steel compositions/microstructures suitable for construction of new pipeline infrastructure and evaluate the potential use of the existing steel pipeline infrastructure in high pressure gaseous hydrogen applications. The microstructures of four pipeline steels were characterized and tensile testing was conducted in gaseous hydrogen and helium at pressures of 5.5 MPa (800 psi), 11 MPa (1600 psi) and 20.7 MPa (3000 psi). Based on reduction of area, two of the four steels that performed the best across the pressure range were selected for evaluation of fracture and fatigue performance in gaseous hydrogen at 5.5 MPa (800 psi) and 20.7 MPa (3000 psi). The basic format for this phase of the study is as follows: Microstructural characterization of volume fraction of phases in each alloy; Tensile testing of all four alloys in He and H{sub 2} at 5.5 MPa (800 psi), 11 MPa (1600 psi), and 20.7 MPa (3000 psi). RA performance was used to choose the two best performers for further mechanical property evaluation; Fracture testing (ASTM E1820) of two best tensile test performers in H{sub 2} at 5.5 MPa (800 psi) and 20.7 MPa (3000 psi); Fatigue testing (ASTM E647) ofmore » two best tensile test performers in H2 at 5.5 MPa (800 psi) and 20.7 MPa (3000 psi) with frequency =1.0 Hz and R-ratio=0.5 and 0.1.« le Document type: Report

Abstract

The objectives are: (1) develop advanced materials and coatings for hydrogen pipeline compressors; (2) achieve greater reliability, greater efficiency, and lower capital in vestment and maintenance costs in hydrogen pipeline compressors; and (3) research existing and novel hydrogen compression technologies that can improve reliability, eliminate contamination, and reduce cost. Compressors are critical components used in the production and delivery of hydrogen. Current reciprocating compressors used for pipeline delivery of hydrogen are costly, are subject to excessive wear, have poor reliability, and often require the use of lubricants that can contaminate the hydrogen (used in fuel cells). Duplicate compressors may be required to assure availability. The primary objective of this project is to identify, and develop as required, advanced materials and coatings that can achieve the friction, wear, and reliability requirements for dynamically loaded components (seal and bearings) in high-temperature, high-pressure hydrogen environments prototypical of pipeline and forecourt compressor systems. The DOE Strategic Directions for Hydrogen Delivery Workshop identified critical needs in the development of advanced hydrogen compressors - notably, the need to minimize moving parts and to address wear through new designs (centrifugal, linear, guided rotor, and electrochemical) and improved compressor materials. The DOE is supporting several compressor design studiesmore » on hydrogen pipeline compression specifically addressing oil-free designs that demonstrate compression in the 0-500 psig to 800-1200 psig range with significant improvements in efficiency, contamination, and reliability/durability. One of the designs by Mohawk Innovative Technologies Inc. (MiTi{reg_sign}) involves using oil-free foil bearings and seals in a centrifual compressor, and MiTi{reg_sign} identified the development of bearings, seals, and oil-free tribological coatings as crucial to the successful development of an advanced compressor. MiTi{reg_sign} and ANL have developed potential coatings for these rigorous applications; however, the performance of these coatings (as well as the nickel-alloy substrates) in high-temperature, high-speed hydrogen environments is unknown at this point.« le Document type: Report

Abstract

The use of hydrogen in the energy sector of the United States is projected to increase significantly in the future. Current uses are predominantly in the petroleum refining sector, with hydrogen also being used in the manufacture of chemicals and other specialized products. Growth in hydrogen consumption is likely to appear in the refining sector, where greater quantities of hydrogen will be required as the quality of the raw crude decreases, and in the mining and processing of tar sands and other energy resources that are not currently used at a significant level. Furthermore, the use of hydrogen as a transportation fuel has been proposed both by automobile manufacturers and the federal government. Assuming that the use of hydrogen will significantly increase in the future, there would be a corresponding need to transport this material. A variety of production technologies are available for making hydrogen, and there are equally varied raw materials. Potential raw materials include natural gas, coal, nuclear fuel, and renewables such as solar, wind, or wave energy. As these raw materials are not uniformly distributed throughout the United States, it would be necessary to transport either the raw materials or the hydrogen long distances to the appropriate more » markets. While hydrogen may be transported in a number of possible forms, pipelines currently appear to be the most economical means of moving it in large quantities over great distances. One means of controlling hydrogen pipeline costs is to use common rights-of-way (ROWs) whenever feasible. For that reason, information on hydrogen pipelines is the focus of this document. Many of the features of hydrogen pipelines are similar to those of natural gas pipelines. Furthermore, as hydrogen pipeline networks expand, many of the same construction and operating features of natural gas networks would be replicated. As a result, the description of hydrogen pipelines will be very similar to that of natural gas pipelines. The following discussion will focus on the similarities and differences between the two pipeline networks. Hydrogen production is currently concentrated in refining centers along the Gulf Coast and in the Farm Belt. These locations have ready access to natural gas, which is used in the steam methane reduction process to make bulk hydrogen in this country. Production centers could possibly change to lie along coastlines, rivers, lakes, or rail lines, should nuclear power or coal become a significant energy source for hydrogen production processes. Should electrolysis become a dominant process for hydrogen production, water availability would be an additional factor in the location of production facilities. Once produced, hydrogen must be transported to markets. A key obstacle to making hydrogen fuel widely available is the scale of expansion needed to serve additional markets. Developing a hydrogen transmission and distribution infrastructure would be one of the challenges to be faced if the United States is to move toward a hydrogen economy. Initial uses of hydrogen are likely to involve a variety of transmission and distribution methods. Smaller users would probably use truck transport, with the hydrogen being in either the liquid or gaseous form. Larger users, however, would likely consider using pipelines. This option would require specially constructed pipelines and the associated infrastructure. Pipeline transmission of hydrogen dates back to late 1930s. These pipelines have generally operated at less than 1,000 pounds per square inch (psi), with a good safety record. Estimates of the existing hydrogen transmission system in the United States range from about 450 to 800 miles. Estimates for Europe range from about 700 to 1,100 miles (Mohipour et al. 2004; Amos 1998). These seemingly large ranges result from using differing criteria in determining pipeline distances. For example, some analysts consider only pipelines above a certain diameter as transmission lines. Others count only those pipelines that transport hydrogen from a producer to a customer (e.g., those pipelines designed for in-plant transport of hydrogen for use as feedstock or fuel are not counted). Operational status and hydrogen purity levels are also factors in defining these ranges. Hydrogen pipelines in the United States are predominantly along the Gulf Coast and connect major hydrogen producers with well-established, long-term customers. These hydrogen transmission systems pall by comparison with the 180,000-mile natural gas transmission pipeline. Since 1939, Germany has had a 130-mile pipeline carrying 20,000 lb/hour of hydrogen in a 10-inch pipe at 290 psi gauge (psig). The longest hydrogen pipeline in Europe is owned by Air Liquide and extends 250 miles from Northern France to Belgium. In theory, a blend of up to 20% hydrogen in natural gas can be transported without modifying natural gas pipelines (Oney et al. 1994). « le Document type: Report

Abstract

This annual report documents the activities and contributions accomplished during FY79 on a research contract aimed at assessing the feasibility of transporting hydrogen gas through the existing natural gas pipeline network. Studies of the hydrogen-induced degradation of pipeline steels reveal that hydrogen can be transported in these steels if a number of precautions are taken. These issues are discussed and plans for further research are presented. Document type: Report

Abstract

The release of elemental mercury into the environment from manometers that are used in the measurement of natural gas flow through pipelines has created a potentially serious problem for the gas industry. Regulations, particularly the Land Disposal Restrictions (LDR), have had a major impact on gas companies dealing with mercury-contaminated soils. After the May 8, 1993, LDR deadline extension, gas companies were required to treat mercury-contaminated soils by designated methods to specified levels prior to disposal in landfills. In addition, gas companies must comply with various state regulations that are often more stringent than the LDR. The gas industry is concerned that the LDRs do not allow enough viable options for dealing with their mercury-related problems. The US Environmental Protection Agency has specified the Best Demonstrated Available Technology (BDAT) as thermal roasting or retorting. However, the Agency recognizes that treatment of certain wastes to the LDR standards may not always be achievable and that the BDAT used to set the standard may be inappropriate. Therefore, a Treatability Variance Process for remedial actions was established (40 Code of Federal Regulations 268.44) for the evaluation of alternative remedial technologies. This report presents evaluations of demonstrations for three different remedial technologies: a pilot-scalemore » portable thermal treatment process, a pilot-scale physical separation process in conjunction with chemical leaching, and a bench-scale chemical leaching process.« le Document type: Report

Abstract

Redwood is used as an impact energy-absorbing material in the plutonium air transportable (PAT) package. To function properly the redwood must retain its properties over a wide temperature range. Since data were not available, an experimental program was conducted on 3-inch cubes of redwood over the temperature range of -40 to 230/sup 0/F (-40 to 110/sup 0/C). The specific energy, average crushing stress, and percent compression at bottoming are presented for the 22 specimens tested. Average values show an approximately 10% decrease in the specific energy and average crushing stress for a temperature rise from 70 to 230/sup 0/F (21 to 110/sup 0/C); and an approximate 30% increase in these quantities for a decrease from 70 to -40/sup 0/F (21 to -40/sup 0/C). 10 figs. Document type: Report

Abstract

This report is the third in a series of reports evaluating the risk of transporting plutonium by various modes. For comparative purposes, all shipping evaluations use the same bases. The characteristics of the nuclear economy used in this analysis are: a total of 18 metric tons of plutonium is shipped annually via the mode; 100 kg of plutonium are transported per shipment (for air shipment a truck and air segment are considered); shipping systems and regulations; and plutonium dioxide (PuO2) is shipped in 6M (15-gal) containers. Only aircraft shipments of plutonium diozide powder were considered. Based on shipping assumptions, the likelihood that an aircraft carrying shipment will be involved in an accident is estimated to be about once in 450 years. Graphs showing risk spectra for plutonium shipments are presented. The comparison of truck and air transport modes for the same material showed truck transport to have less risk. Document type: Report