Date: Tue Jan 17, 2006 3:13 am. By: H2-PV NOW
G. R. L. Cowan wrote:
"Global Warming @ARMY.com" wrote:
G. R. L. Cowan wrote: "Global Warming @ARMY.com" wrote:
YOUR willful ignorance, or DELIBERATE LIES are far more dangerous to the public than any hydrogen tank with 100 ksi made out of tissue paper. We let you out in public don't we?
No, Don's in the room two doors down from you.
--- Graham Cowan, former hydrogen fan
The former Graham Cowan is still unable to address the topic at the head of the thread. http://h2-pv.us/H2/h2_safety_swain/swain_safety.html
I have addressed it in the past. Searching "Sent" file for Swain ... here we go.
http://evworld.com/databases/storybuilder.cfm?storyid=482&subcookie=1
Interesting that the hydrogen flame stands up so visibly, isn't it. Don't miss my comment in the right margin of the story.
Graham Cowan (from link provided): "One should read the linked PDF by Dr. Swain. It says that several sets of high and low-resolution spectra were obtained and this involved relighting the flame several times. Its jetting up clear of the car, and not destroying it, would therefore seem not to have been much of a surprise to Swain, however much of one it was to EV World's headline writer. 19/Jan/2003 "
The reason this experiment was performed in the first place was to photograph the spectra. This experiment has been done many times in the past with similar results. The flames should not photograph as yellow burning pure hydrogen. Swain wanted to photograph the spectra to determine why there was any yellow part to the flames. The event was photographed at night to make the spectra more clear.
The videotaped portion is exactly continuous, no reignition several times. You are making an unwarranted accusation of scientific fraud based on misreading a phrase or two out of context. This experiment has been performed multiple times by multiple teams of unrelated researchers. The combustion is typical, not atypical.
This is the exact quote from Swain: "Several sets of high and low-resolution spectra were obtained and this involved relighting the flame several times. It is an extremely turbulent diffusion flame but nevertheless the degree of reproducibility of both the low and high-resolution spectra was remarkable."
He says he did the burn several times, not that it was started and stopped mid-course several times.
Modern H2 vehicles are designed to jet the fuel in bonfire conditions, rather than build explosive pressures. H2 burns at lower ignition temps than it's explosion limits, meaning that it burns off before an explosive buildup can occur in most outdoors ventilated conditions.
The world body of codes and certifiers sets the safety requirement that the fuel be vented like this under specific conditions. Swain photographed what that means for passenger safety.
A related story at http://www.firehouse.com/news/99/4/8_APblast.html should make lurkers ask themselves, what if Dr. Swain had waited 30 seconds rather than 3 before igniting the leak?
http://www.firehouse.com/news/99/4/8_APblast.html Fla. Power Plant Blast Kills 2 Story Updated: Thurs, April 8, 1999 - 6 pm ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
It's now 2006. Can't you find anything more recent? I don't have to search back 6 or 7 years for gasoline deaths: http://snipurl.com/lmxv Google Results about 348,000 for Gasoline tanker explosion deaths.
http://www.charleston.net/stories/?newsID=63011§ion=worldnation Wednesday, January 04, 2006 - Last Updated: 7:39 AM Report: Captain's order led to tanker explosion
http://www.death-valley.us/article1275.html Posted on Friday, April 29, 2005 @ 22:37:21 PST Fiery fatal
http://www.kilgorenewsherald.com/news/2005/0324/Front_Page/001.html March 24, 2005 Explosion death toll stands at 14 TEXAS CITY, Texas (AP) - Anxious relatives awaited word of loved ones missing when a thunderous blast rocked a sprawling oil refinery south of Houston, killing at least 14 workers, injuring more than 100 others and rattling windows as far as five miles away.
You fundamental dishonesty is in question. First you accused a scientist of falsifying data based on your misreading of the report. Then you looked high and low for examples and found one, presumably the best example you can find, which is going on seven years old, which provides no information of the safety equipment present or missing from the scene of the accident. Finally you toss in some inuendo about
what if Dr. Swain had waited 30 seconds rather than 3 before igniting the leak?
The hydrogen cloud would be 90 feet in the air after 30 seconds. Most of the gases would be rising too fast to combust from the ignition below and the flame at the gas tank would have the same amount of fuel left as it did in the video at 30 seconds into release, making it have 30 seconds of life left instead of the full minute it showed in the video.
THIS EXPERIMENT HAS BEEN DONE MANY TIMES. Swain just set out to preserve one instance that the public could see, and to get to the bottom of the yellow glow associated with this experiment frequently in the past.
http://www.bmwworld.com/hydrogen/stragegy.htm .... Crash tests with tanks for liquid hydrogen.
In close cooperation with the TV South Germany Technical Inspection Authority, the BMW Group has conducted a comprehensive range of tests examining various accident scenarios and determining how the liquid hydrogen tank behaves in the process. One of the test procedures was to destroy full tanks under high pressure after deliberately blocking their safety valves. The predetermined rupture point inside the tank provided for such an extreme case allows controlled discharge of the hydrogen without any major risks or hazards.
In a further series of tests vehicle tanks filled with liquid hydrogen were subjected to various fire conditions in a special test area: In the process the tanks were surrounded by flames at a temperature of almost 1000 C or approximately 1850 F for up to 70 minutes. Again, the tanks did not present any problems, the evaporated hydrogen slowly escaping through the safety valves in a smooth, almost imperceptible flow of gas. In the last series of tests, finally, car tanks containing liquid hydrogen were deformed and seriously damaged by hard, solid objects. None of the tanks exploded.
Thorough and very demanding crash tests were also conducted successfully on the overall vehicle as a complete "system" and are described in greater detail in the Chapter on "How Cars Run on Hydrogen". After these comprehensive examinations, the TV Technical Inspection Authority arrived at the conclusion that hydrogen can be used just as safely as gasoline. ...
You, Cowen, are a know-nothing pretending to be a know-little.
http://www-old.ineris.fr/connaitre/domaines/accidentels/pdf/reservoirs.pdf .... 4.2.4. Test n4 A hydrogen-pressurised cylinder was submitted to the impact of a gun bullet, shot at point-blank range and having an initial speed of about 850 m/s. The angle between the shooting axis and the cylinder axis was 45 and the impact zone was at the bottom of the bottle. The bullet has passed through the cylinder, which did not burst (photo n4). Hydrogen discharged through both holes as two jets, but did not ignite. ....
4.2.5. Test n5 A gas cylinder was half-filled with water and dropped from a height of 14 m, over a concrete slab (from such a height, the speed of the bottle when it touches the ground is close to 60 km/h). Then, a hydraulic rupture test was done : the cylinder rupture started at its bottom, which was the impact zone, for a pressure equal to 1000 bar. This figure is much lower than the normal rupture pressure, 1750 bar, and it can be concluded that the fall test strongly modified the mechanical characteristics of the cylinder bottom (photo 5). ...
4.2.6. Test n6 Test n6 was a crash car simulation : the cylinder was fixed horizontally on to a heavy concrete block, at such a height that it could be impacted upon by the bumper of a car crashing into the block. It was then pressurised by nitrogen under 700 bar. The car was launched by an air-gun and, at the crash time whose speed was 65 km/h and its kinetic energy was 144 kJ. The crash damaged the cylinder wall (photo 6), but the cylinder did not burst.
A hydraulic rupture test was done after the crash : the cylinder rupture started at its cylindrical part, where the impact had damaged it, but the rupture occurred for a pressure of 1700 bar, which is close to the normal rupture pressure : the crash test did not significantly modify the mechanical strength of the cylinder.