NFPA 52 ROC Meeting

Technical Committee on Vehicular Alternative Fuel Systems

NFPA 52 ROC Meeting National Renewable Energy Laboratory - Golden

1617 Cole Blvd., Golden CO 80401

Building 17

303-275-3000

Tuesday, April 24, 2012 (8:00AM-5:00PM MT or Later, If Necessary)

1. Call to Order at 8:00AM MT 2. Greetings and Self-Introductions 3. Comments and General Procedure

a. Exits b. Committee Membership Update c. Review of Revision Cycle and Procedures d. Comments from the Chair

4. Approval of Minutes of Last Meeting 5. NREL Welcome and Presentation 6. General Automotive Task Group Presentation 7. Review and Action on Public Comments for NFPA 52 8. Recess at 5:00PM MT or Later, If Necessary

Wednesday, April 25, 2012 (8:00AM-5:00PM MT)

1. Reconvene at 8:00AM MT 2. Review and Action on Public Comments for NFPA 52 1. Reports and Formation of Committee Comments (Time Permitting) 2. Old Business 3. New Business 4. Adjourn at 5:00PM MT

Address List No PhoneVehicular Alternative Fuel Systems VAF-AAA

Paul May03/06/2012

VAF-AAANancy C. PehrsonChairCenterPoint Energy, Inc.700 West Linden AvenuePO Box 1165Minneapolis, MN 55440

U 1/1/1991VAF-AAA

Ronald C. AdcockPrincipalMarsh Risk Consulting3131 East Camelback, Suite 400Phoenix, AZ 85016

I 1/1/1993

VAF-AAAEugene BushmelovPrincipalHydrogen Safety LLC3 Penobscot RoadNatick, MA 01760

SE 1/14/2005VAF-AAA

Steven DallmanPrincipalUS Department of TransportationTransportation Safety Institute6500 South MacArthur Blvd., DTI-80Oklahoma City, OK 73169US Department of TransportationTSI

SE 1/16/2003

VAF-AAADavid J. FaresePrincipalAir Products and Chemicals, Inc.7201 Hamilton BoulevardAllentown, PA 18195Alternate: Steven W. Hoffman

M 7/23/2008VAF-AAA

Larry L. FluerPrincipalFluer, Inc.2550 Niderer RoadPaso Robles, CA 93446Compressed Gas AssociationAlternate: Richard A. Craig

IM 1/14/2005

VAF-AAAThomas J. ForsythePrincipalHughes Associates, Inc.2551 San Ramon Valley Blvd., Suite 209San Ramon, CA 94583

SE 10/1/1994VAF-AAA

Karen I. HallPrincipalFuel Cell & Hydrogen Energy AssociationTech. Transition Corp., Ltd., European OfficeOwner’s Business CenterHigh StreetNewburn, NE15 8LN United KingdomAlternate: Thomas Joseph

M 7/29/2005

VAF-AAATara HenriksenPrincipalCASE Forensics Corporation23109 55th Avenue WestMountlake Terrace, WA 98043

SE 3/4/2009VAF-AAA

Douglas B. HornePrincipalDBHorne LLC6011 Fords Lake CourtAcworth, GA 30101Clean Vehicle Education FoundationAlternate: John B. Dimmick

M 1/1/1982

VAF-AAAMichael W. MackeyPrincipalGeneral Physics Corporation1918 Don Lee PlaceEscondido, CA 92029

SE 9/30/2004VAF-AAA

Timothy E. MeyersPrincipalUS Coast GuardOffice of Design & Engineering Standards2100 2nd Street SW, Stop 7126Washington, DC 20593Alternate: Nicholas A. Woessner

E 8/9/2011

1

Address List No PhoneVehicular Alternative Fuel Systems VAF-AAA

Paul May03/06/2012

VAF-AAAGregory A. MilewskiPrincipalShell Oil910 Louisiana, OSP539BHouston, TX 77002American Petroleum Institute

M 7/26/2007VAF-AAA

Robert E. PetsingerPrincipalCNG Services International Inc.Roosevelt Building, Suite 613609 Penn AvenuePittsburgh, PA 15222

IM 1/1/1982

VAF-AAAGary PopePrincipalUSA PRO & Associates LLC112 11th StreetHuntington Beach, CA 92648

SE 4/17/2002VAF-AAA

E. Michael SteelePrincipalSteele Consulting5855 Stratmore AvenueCypress, CA 90630-4623Society of Automotive Engineers

M 03/21/2006

VAF-AAAMihai UrsanPrincipalWestport Power Inc.#101 1750 West 75th AvenueVancouver, BC B6P 6G2 Canada

M 7/23/2008VAF-AAA

Steven E. YounisPrincipalProspective Technology, Inc.8 Haverstock RoadFranklin, MA 02038-2615

SE 3/4/2009

VAF-AAARichard A. CraigAlternateCompressed Gas Association14501 George Carter Way, Suite 103Chantilly, VA 20151Principal: Larry L. Fluer

IM 8/9/2011VAF-AAA

John B. DimmickAlternateClean Vehicle Education Foundation551W23115 Partridge LaneWaukesha, WI 53189Clean Vehicle Education FoundationPrincipal: Douglas B. Horne

M 10/18/2011

VAF-AAASteven W. HoffmanAlternateAir Products and Chemicals, Inc.555 1st Street. Suite 302Benicia, CA 94510Principal: David J. Farese

M 10/27/2009VAF-AAA

Thomas JosephAlternateBethlehem Hydrogen Inc.5250 Deer Trail CircleEmmaus, PA 18049National Hydrogen AssociationPrincipal: Karen I. Hall

M 9/30/2004

VAF-AAANicholas A. WoessnerAlternateUS Coast GuardOffice of Design & Engineering Standards2100 2nd Street SW, Stop 7126Washington, DC 20593Principal: Timothy E. Meyers

E 8/9/2011VAF-AAA

Paul MayStaff LiaisonNational Fire Protection Association1 Batterymarch ParkQuincy, MA 02169-7471

4/22/2008

2

Pending Committee Approval

NFPA 1 Batterymarch Park, Quincy, MA 02269-9101 USA Phone: (617) 770-3000 Fax: (617) 984-0700 www.nfpa.org

NFPA 52 ROP Meeting Minutes August 2-3, 2011

1) The meeting was called to order by Chairman Nancy Pehrson at 8:30AM ET on Tuesday, August 2, 2011.

2) Roll Call:

ATTENDEE PRESENT ATTENDEE PRESENT PRINCIPAL ALTERNATE

Nancy Pehrson Yes Ronald Adcock No Eugene Bushmelov No Steven Dallman No David Farese Yes Steven Hoffman No Larry Fluer Yes Roger Smith No Thomas Forsythe Yes Stan Gornick Yes Karen Hall Yes Thomas Joseph Yes Aaron Harris Yes Tara Henriksen Yes Paul Horgan No Douglas Horne Yes Michael Mackey Yes Gregory Milewski No Robert Petsinger Yes Gary Pope Yes Mihai Ursan Yes Steven Younis No

VOTING ALTERNATE

NONVOTING MEMBER William Houf No

MEMBER EMERITUS

http://www.nfpa.org/


STAFF Paul May Yes

GUESTS James Lewis Yes Michael Eaves Yes John Dimmick Yes Tim Meyers Yes

3) Nancy welcomed the committee and presented an update of the membership.

4) Staff led the committee through the general proceedings and timeline for the fall 2012 revision cycle.

5) The minutes from the September 15-16, 2010 Pre-ROP meeting were approved as written.

6) Larry Fluer gave an update on the scope removal of hydrogen from NFPA 52 that would be handled through the proposal review process.

7) Gary Pope gave an update on the status of the drafted general automotive chapter that would be discussed and acted on during the proposal review process.

8) Bob Petsinger gave a status update on the blends task group to report that the future workload will be through the hydrogen committee for incorporation into NFPA 2.

9) Bob Petsinger distributed a copy of the Brookhaven National Laboratory “Best Practices to Avoid LNG Fueling Station Venting Losses” draft for the committee’s information.

10) The committee began acting on public proposals and created committee proposals, as needed.

a. A task group consisting of Tom Forsythe, Gary Pope, and Mike Mackey was formed to identify portions of NFPA 52 that can be moved to the new Chapter 4, General Fueling Station Requirements, as well as technical gaps.

b. A task group consisting of Jim Lewis, Gary Pope, Tom Forsythe, and Doug Horne was formed to identify portions of NFPA 52 that can be moved to the drafted General Automotive Chapter as well as identify technical gaps.

11) The meeting recessed at 5:30PM ET.

12) The meeting reconvened at 8:40AM ET on Wednesday, August 3, 2011.

13) The committee continued to act on all public proposals and generated committee proposals, as needed.


a. A task group consisting of Nancy Pehrson, Doug Horne, and Jim Lewis was formed to analyze the update to Chapter 16, Installation Requirements for ASME Tanks for LNG, and determine if any additional material from NFPA 59A should be brought into NFPA 52 and if further coordination is necessary.

b. A task group consisting of Tim Meyers and Jim Lewis was formed to review Chapter 17, LNG and CNG on Commercial Marine Vessels and Pleasure Craft, and determine the appropriate course of action to be addressed in the ROC phase or in the next revision cycle.

14) The committee completed action on all 96 public proposals and created 14 committee proposals.

15) The location of the next meeting will be determined at a later date, but was scheduled to take place sometime mid-April, 2012.

16) The meeting adjourned at approximately 4:30PM ET.

Report on Comments – November 2012 NFPA 52_______________________________________________________________________________________________52- Log #43

_______________________________________________________________________________________________Gary Pope, USA PRO & Associates LLC

N/AAdd text to read as follows:

***INSERT TABLE 52_L43_TB_R

Heavy duty pickup trucks and vans (Classes 2band 3) are used chiefly as work truck and vans, and as shuttle vans, aswell as for personal transportation, with an average annual mileage in the range of 15,000 miles. The rest of theheavy-duty sector is used for carrying cargo and/or performing specialized tasks.‘‘Vocational’’ vehicles, which may spanClasses 2b through 8, vary widely in size, including smaller and larger van trucks, utility ‘‘bucket’’ trucks, tank trucks,refuse trucks, urban and over-the-road buses, fire trucks, flat-bed trucks, and dump trucks, among others.

Vocational vehicles: as defined by NHTSA better suits the intent of this safety document. It reflects thebroad range of vehicles used in industry on a daily basis.http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/2011-20740.pdf

_______________________________________________________________________________________________52- Log #35


52-9Add text to read as follows:

1.3.2.1.1 Commercial and Vocational automotive vehicle applications shall provide updated equipment and safetychanges within one year of the publication date of the latest NFPA 52 document.

Vehicles within these classification should meet all current standards for natural gas applications.Because the vehicles are in the midst of large numbers of industrial and commercial applications safety is of extremeimportance. In addition, this is essential for driver and passenger safety.

1Printed on 3/21/2012

52/L43/TB/R/F2012/ROC

CLASS 2B 3 4 5 6 7 8

GVWR…lbs 8501-10000 10001-14000 14001-16000 16001-19500 19501-26000 26001-33000 >33000


_______________________________________________________________________________________________Gini Sage, General Motors of Canada, Ltd.

52-11Delete text to read as follows:

3.3.X Commercial Motor Vehicle. A motor vehicle or combination of motor vehicles used in commerce to transportpassengers or property if the motor vehicle has a gross combination weight rating of 11,794 kilograms or more (26,001pounds or more) inclusive of a towed unit(s) with a gross vehicle weight rating of more than 4,536 kilograms (10,000pounds), or has a gross vehicle weight rating of 11,794 or more kilograms (26,001 pounds or more), or is designed totransport 16 or more passengers, including the driver, or is of any size and is used in the transportation of hazardousmaterials as defined in this section. [FMCSA 383.5]

The new verbiage proposed by the committee should not be added to the code.If the code were to define vehicle classifications, it should be harmonized with the definitions in the U.S. EPA

regulations. (shown below) If the committee chooses to change requirements for CNG and LNG Heavy Duty or"Commercial" vehicles, it should only affect Class 6 and higher, as Light Heavy Class Vehicles are similar inconstruction and design to light duty vehicles.

***Insert Figure here***

http://www.epa.gov/otag/standards/weights.htm

_______________________________________________________________________________________________52- Log #38



1.3.4.1.1 Commercial Vocational Vehicles: and for-hire natural gas vehicles shall include but not limited to: For hiremulti-passenger vehicles, buses, shuttles, commercially operated vehicles (interstate and intrastate) transporting goods,services and personnel.

Vocational vehicles: as defined by NHTSA better suits the intent of this safety document. It reflects thebroad range of vehicles used in industry on a daily basis.

***INSERT TABLE FOR 52_L38_S HERE***

Heavy duty pickup trucks and vans (Classes 2band 3) are used chiefly as work truck and vans, and as shuttle vans, aswell as for personal transportation, with an average annual mileage in the range of 15,000 miles. The rest of theheavy-duty sector is used for carrying cargo and/or performing specialized tasks.‘‘Vocational’’ vehicles, which may spanClasses 2b through 8, vary widely in size, including smaller and larger van trucks, utility ‘‘bucket’’ trucks, tank trucks,refuse trucks, urban and over-the-road buses, fire trucks, flat-bed trucks, and dump trucks, among others.http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/2011-20740.pdf


1

1 NFPA52_L17_Figure_Sub

52/L38/S/A2012-ROC

CLASS 2B 3 4 5 6 7 8

GVWR…lbs 8501-10000 10001-14000 14001-16000 16001-19500 19501-26000 26001-33000 >33000


_______________________________________________________________________________________________John B. Dimmick, Clean Vehicle Education Foundation

52-3Add new text to read as follows:

The installation of LNG and CNG systems shall be supervised…The omission of CNG in this requirement is an oversight. Competent supervision is needed for both

LNG and CNG construction and use.

_______________________________________________________________________________________________52- Log #34



1.4.4.1.1 Refueling station, associated storage equipment and area shall be reviewed and validated per the specifics of1.4.4.1 every four (4) years. Validation shall be posted and provided to the AHJ. A file copy will be kept onsite by therefueling station owner.

This item was rejected based on a new chapter (chapter 4). Chapter 4 is not complete and this itemshould be included in the next edition of NFPA 52 current chapter 3.

_______________________________________________________________________________________________52- Log #16

_______________________________________________________________________________________________Marcelo M. Hirschler, GBH International


Standards Update –Note that, when an ASTM standard is reapproved without change the correct reference contains both the year of latest

revision and the year of latest reapproval. The wording for A47, A395 and A536 as shown above complies with that.

_______________________________________________________________________________________________52- Log #2

_______________________________________________________________________________________________Larry L. Fluer, Fluer, Inc. / Rep. Compressed Gas Association

52-1Revise text to read as follows:

CGA 341, , 2006. 2011.The current version of CGA 341 is the 2007 Edition which was reaffirmed in 2011. The updated

publication is applicable to Section 3.6.2 as referenced in Section 13.3.10(2).



_______________________________________________________________________________________________John F. Bender, Underwriters Laboratories Inc.


Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062.UL 723, , 2008, Revised 2010.

Update referenced standard to current edition.

_______________________________________________________________________________________________52- Log #8


52-1

The committee pointed out in the response to proposals 52-22 and 52-23 that it has removed theterms “combustible material” and “limited combustible material” from the code by its action on proposal 52-61. The onlyplace where the term “flame spread index” is used is in the definition of “limited combustible material”. If the term “limitedcombustible” is no longer used in NFPA 52, the definition of “limited combustible material” would no longer be neededand therefore the term “flame spread index” would no longer be used and its definition would no longer be needed.Please accept this comment if all references to the term “limited combustible material” are eliminated from the

code.However, the action on proposal 52-61 simply eliminates the term “limited combustible material” from section 8.4.2.2.

The term is still used in sections 8.4.3.4, 9.3.3.4.1, 9.4.2.4, 12.2.4.5, Table 14.3.2.1.1 and 17.2.1.3. Therefore thedefinitions are still needed and the technical committee is hereby urged to follow the lead of NFPA 101 and NFPA 5000in using the correct way of discussing combustible, noncombustible and limited combustible materials in a way thatincludes the corresponding requirements in the body of the code and not in the definitions section.Note that the reject action on proposals 22 and 23 does not address the continued use of definitions in chapter 3.




52-22

A material that, in the form in which it is used and under the conditions anticipated, willignite, burn, support combustion, or release flammable vapors when subjected to fire of heat, when tested in accordancewith ASTM E 136, A material that,in the form in which it is used and under the conditions anticipated, will ignite and burn; a material that does not meet thedefinition of noncombustible or limited-combustible. [5000-2012; 3.3.406.1]

The committee pointed out in the response to proposals 52-22 and 52-23 that it has removed theterms “combustible material” and “limited combustible material” from the code by its action on proposal 52-61.However, the action on proposal 52-61 simply eliminates the term “limited combustible material” from section 8.4.2.2.

The term is still used in sections 8.4.3.4, 9.3.3.4.1, 9.4.2.4, 12.2.4.5, Table 14.3.2.1.1 and 17.2.1.3. Therefore thedefinitions are still needed and the technical committee is hereby urged to follow the lead of NFPA 101 and NFPA 5000in using the correct way of discussing combustible, noncombustible and limited combustible materials in a way thatincludes the corresponding requirements in the body of the code and not in the definitions section.The terms combustible material, limited combustible material and noncombustible material are used extensively in

NFPA 52 and the definitions should be extracted from NFPA 5000 (or perhaps from NFPA 101, where they areidentical), as proposed here for the term combustible material.

_______________________________________________________________________________________________52- Log #9


52-1

The committee pointed out in the response to proposals 52-22 and 52-23 that it has removed theterms “combustible material” and “limited combustible material” from the code by its action on proposal 52-61. The onlyplace where the term “flame spread index” is used is in the definition of “limited combustible material”. As the term“limited combustible” is no longer used the definition of “limited combustible material” is no longer needed and thereforethe term “flame spread index” is no longer used and its definition is no longer needed.Please accept this comment if all references to the terms “noncombustible”, “combustible” and “limited

combustible material” are eliminated from the code. Note that definitions are not allowed to contain requirements andthat NFPA 101 and 5000 were amended to address that issue.However, the action on proposal 52-61 simply eliminates the term “limited combustible material” from section 8.4.2.2.

The term is still used in sections 8.4.3.4, 9.3.3.4.1, 9.4.2.4, 12.2.4.5, Table 14.3.2.1.1 and 17.2.1.3. Therefore thedefinitions are still needed and the technical committee is hereby urged to follow the lead of NFPA 101 and NFPA 5000in using the correct way of discussing combustible, noncombustible and limited combustible materials in a way thatincludes the corresponding requirements in the body of the code and not in the definitions section.Note that the reject action on proposals 22 and 23 does not address the continued use of definitions in chapter 3.




52-23

As applied to a material of construction, any material that does not meet thedefinition of noncombustible, as stated elsewhere in this section, and that, in the form in which it is used, has a potentialheat value not exceeding 3500 Btu/lb (8141 kJ/kg) when tested in accordance with NFPA 259, Standard Test Methodfor Potential Heat of Building Materials, and also meets one of the following: (1) Materials having a structural base ofnoncombustible noncombustible material, with a surfacing not exceeding a thickness of 0.13 in. (3.2 mm) that has aflame spread index not greater than 50, when tested in accordance with NFPA 255, Standard Method of Test of SurfaceBurning Characteristics of Building Materials. (2) Materials, in the form and thickness used and not described by (1),having neither a flame spread index greater than 25 nor evidence of continued progressive combustion and having suchcomposition that surfaces that would be exposed by cutting through the material in any plane have neither a flamespread index greater than 25 nor evidence of continued progressive combustion, when tested in accordance withNFPA255, Standard Method of Test of Surface Burning Characteristics of Building Materials. (See 8.3.14)

For further information, see NFPA 259,.

. A material that, in the form in which it is used and under the conditions anticipated,will not ignite, burn, support combustion, or release flammable vapors when subjected to fire or heat. Materials that arereported as passing ASTM E 136, Standard Test Method for Behavior of Materials in a Vertical Tube Furnace at 750°C,shall be considered noncombustible materials. (See 8.3.13)


The term is still used in sections 8.4.3.4, 9.3.3.4.1, 9.4.2.4, 12.2.4.5, Table 14.3.2.1.1 and 17.2.1.3. Therefore thedefinitions are still needed and the technical committee is hereby urged to follow the lead of NFPA 101 and NFPA 5000in using the correct way of discussing combustible, noncombustible and limited combustible materials in a way thatincludes the corresponding requirements in the body of the code and not in the definitions section.The terms “limited combustible material” and “noncombustible material” are used throughout the code and guidance is

needed. The NFPA Manual of Style does not allow definitions to contain requirements.

_______________________________________________________________________________________________52- Log #53



Reverse the committee action to reject the proposal to define CNG as a composition complying with 4.2.The committee rejected this on the basis that requirements should not be placed in a definition but

there is precedent for this in the definitions for both container and pressure vessel which require conformance to specificreferenced standards.This is similar to the intent to define CNG as meeting the composition standards.





Original Equipment Manufacturer (OEM). Any vehicle manufacturer or importer that is subject to DOT regulations andfirst introduces a vehicle for sale. , . including any manufacturer that performs final stage manufacturer processes for theassembly and/or sale of natural gas vehicles.Comment: The intention is to return to the text in the 2010 edition of the code.

Return to the original definition of OEM.The term "Final Stage Manufacturer" and Vehicle "Alterer" is defined in Federal regulatory language under Final-stage

manufacturer has the meaning given in 49 CFR 567.3. Neither should be included in the definition of OEM.Alterer means a person who alters by addition, substitution, or removal of components (other than readily attachable

components) a certified vehicle before the first purchase of the vehicle other than for resale.Intermediate manufacturer means a person, other than the incomplete vehicle manufacturer or the final-stage

manufacturer, who performs manufacturing operations on a vehicle manufactured in two or more stages.Final-stage manufacturer means a person who performs such manufacturing operations on an incomplete vehicle that

it becomes a completed vehicle.

_______________________________________________________________________________________________52- Log #36



Original Component Manufacturer (OCM). Original component equipment manufacturer (OCM) who providescomponents, performance data and engineer specifications data for individual components with in a system.

Natural gas vehicles are comprised of multiple special components and necessitates confidence at alllevels that the components meet performance and safety standards. Because of the lack of standards and informationfor gaseous applications it is very easy to substitute without the proper OCM information. Especially true in thesecondary and replacement parts market.

_______________________________________________________________________________________________52- Log #42


52-3Remove the word Hydrogen

A listed, self-contained system that compresses natural gas or thatgenerates and compresses hydrogen and dispenses the natural gas or hydrogen to a vehicles engine fueling system.

Remove hydrogen wording.




52-28

I disagree with the combination of CNG and LNG fueling station requirements into one chapter andsupport the position stated by Doug Horne.Doug Horne’s comment:”Since the installers and AHJ’s are determining compliance of one fueling station at a timecombining requirements for multiple designs in one chapter makes it more difficult to understand the requirements, eachstation type should have all requirements in individual specific chapters. There is no value to the users of this documentto have to search through multiple chapters to determine the requirements.”

_______________________________________________________________________________________________52- Log #55



4.1 Designers, fabricators and constructors of LNG or LH2 CNG facilities……and construction of LNG and LH2 CNG…4.2 The installation of GH2, LNG and LH2 CNG systems shall….

Change necessary as a result of removing hydrogen and to include CNG in the requirements.

_______________________________________________________________________________________________52- Log #37



4.3.2.1 Manufacturers of equipment listed in 4.3.1 may provide self certification for their equipment and performance.Certification shall include specific application information pertaining to the application. This information shall be madeavailable to the AHJ upon request.

The wording “shall be listed or approved” does not apply to most automotive systems. Natural gasvehicles as a whole are lacking certification legislation or mean of providing this data. Everything borrowed from otherindustries and not certified for any specific application just performance. A typical example would be a LNG tank andvaporizer both of which are certified by the manufacturer.

_______________________________________________________________________________________________52- Log #20



2) A PRD shall be in accordance with one of the following standards:(a) CGA S-1.1, Pressure Relief Device Standards — Part 1 — Cylinders for Compressed Gases

Committee did not remove the reference to allow the use of pressure relief devices approved to theCGA S1.1 Pressure Relief Device Standards — Part 1 — Cylinders for Compressed Gases. PRDs for automotiveservice should be qualified under CSA PRD 1 standards, not CGA S-1.1, as they are no longer permitted by NHTSA tobe sold for use on natural gas vehicles.





Each cylinder complying with 4.4.4 4.4.4.2 and 4.4.4.3 shall be fitted with…Only NGV2 and CSA B51 require PRD1 for pressure relief devices. FMVSS 304 does not and neither

do other “DOT” specifications or special permits.

_______________________________________________________________________________________________52- Log #21



4.6 Pressure Gauges. A pressure gauge, if provided, shall be capable of reading at least 1.2 times the system designpressure. CNG vehicle pressure gauges shall be listed or approved in accordance with ANSI AGA NGV 3.1/CGA NGV12.3, Fuel System Components for Natural Gas Powered Vehicles.

The committee rejected the original proposal as they believed that this requirement is redundant to4.3.1, and the original proposal only stated “listed”.Section 4.3.1 does not state the standards to which these components need to be listed or approved. Either acceptaddition of requirement to section 4.6, or define that the component must be approved or listed in accordance with CSANGV 3.1 in section 4.3.1.

_______________________________________________________________________________________________52- Log #47

_______________________________________________________________________________________________Robert W. Boyd, Boyd Hydrogen, LLC / Rep. CSA


4.7 Pressure Regulators 6.2 System Component Qualification4.7.3 6.2.1 (add new text as second sentence in 6.2.1) CNG vehicle pressure regulators fuel system components shall

be approved, or listed in accordance with ANSI AGA NGV 3.1/CGA CSA NGV 12.3, Fuel System Components forNatural Gas Powered Vehicles.

The reference document “ANSI AGA NGV 3.1/CSA NGV 12.3, Fuel System Components for NaturalGas Powered Vehicles´ applies only to vehicles and not station side components so the original proposal to locate thisin section 4.7.3 is being revised to section 6.2.1.The original proposal was for changes to section 4.7.3 (pressure regulators) however the reference documents applies

to all vehicle side fuel system components and not just pressure regulators)The revised language and location for this text (6.2.1) is compatible with the scope of the reference document that

provides test and certification requirements for Fuel System Components for Natural Gas Powered Vehicles, andprovides guidance for manufactures looking for a component “listing” standardThe reference document (ANSI AGA NGV 3.1) has been approved by the technical committee to be added to section

2.3.8 with Acceptance of proposal 52-20 (log #48)The NGV 3.1 reference should be corrected to ANSI NGV 3.1/ CGA CSA 12.3 as this is most current standard number.



_______________________________________________________________________________________________Livio Gambone, Powertech Labs Inc.


4.7 Pressure Regulators 6.2 System Component Qualification4.7.36.2.1 (add new text as second sentence in 6.2.1) CNG vehicle pressure regulators fuel system components shall

be approved, or listed in accordance with ANSI AGA NGV 3.1/GGA CSA NGV 12.3, Fuel System Components forNatural Gas Powered Vehicles.

The reference document "ANSI AGA NGV 3.1/CGA NGV 12:3, Fuel System Components for NaturalGas Powered Vehicles" applies only to vehicles and not station side components so the original proposal to locate thisin section 4.7.3 is being revised to section 6.2.1.The original proposal was for changes to section 4.7.3 (pressure regulators) however the reference documents apply

to all vehicle side fuel system components and not just pressure regulators.The revised language and location for this text (6.2.1) is compatible with the scope of the reference document that

provides test and certification requirements for Fuel System Components for Natural Gas Powered Vehicles, andprovides guidance for manufactures looking for a component "listing" standard.The reference document (ANSI AGA NGV 3.1) has been approved by the technical committee to be added to section

2.3.8 with Acceptance of proposal 52-20 (log #48).The NGV 3.1 reference should be corrected to ANSI NGV 3. 1/GGA CSA 12.3 as this is most current standard

number.

_______________________________________________________________________________________________52- Log #22



4.7 Pressure Regulators4.7.3 CNG vehicle pressure regulators shall be listed or approved in accordance with ANSI AGA NGV 3.1/CGA NGV

12.3, Fuel System Components for Natural Gas Powered Vehicles.

The committee rejected the original proposal as they believed that this requirement is redundant to4.3.1, and the original proposal only stated “listed”.Section 4.3.1 does not state the standards to which these components need to be listed or approved. Either acceptaddition of requirement, or define that the component must be approved or listed in accordance with CSA NGV 3.1 insection 4.3.1.





4.9 Valves 6.2 System Component Qualification4.9.5 6.2.1 (add new text as second sentence in 6.2.1) CNG vehicle valves fuel system components shall be approved,

or listed in accordance with ANSI AGA NGV 3.1/CGA CSA NGV 12.3, Fuel System Components for Natural GasPowered Vehicles.

The reference document “ANSI AGA NGV 3.1/CSA NGV 12.3, Fuel System Components for NaturalGas Powered Vehicles´ applies only to vehicles and not station side components so the original proposal to locate thisin section 4.7.3 is being revised to section 6.2.1.The original proposal was for changes to section 4.9.5 (valves) however the reference document applies to all vehicle

side fuel system components and not just valves.The revised language and location for this text (6.2.1) is compatible with the scope of the reference document that

provides test and certification requirements for Fuel System Components for Natural Gas Powered Vehicles, andprovides guidance for manufactures’ looking for a suitable component “listing” standard.The reference document (ANSI AGA NGV 3.1) has been approved by the technical committee to be added to section

2.3.8 with Acceptance of proposal 52-20 (log #48)The NGV 3.1 reference should be corrected to ANSI NGV 3.1/ CGA CSA 12.3 as this is most current standard number.

_______________________________________________________________________________________________52- Log #51

_______________________________________________________________________________________________Livio Gambone, Powertech Labs Inc.


4.9 Valves 6.2 System Component Qualification4.9.56.2.1 (add new text as second sentence in 6.2.1) CNG vehicle valves fuel system components shall be approved,

or listed in accordance with ANSI AGA NGV 3.1/GGA CSA NGV 12.3, Fuel System Components for Natural GasPowered Vehicles.

The reference document "ANSI AGA NGV 3.1/CGA NGV 12.3, Fuel System Components for NaturalGas Powered Vehicles' applies only to vehicles and not station components so the original proposal to locate, this insection 4.7.3 is being revised to section 6.2.1.The original proposal was for changes to section 4.9.5 (valves) however the reference document applies to all vehicle

fuel system components and not just valves.The revised language and location for this text (6.2.1) is compatible with the scope of the reference document that

provides test and certification requirements for Fuel System Components for Natural Gas Powered Vehicles, andprovides guidance for manufactures' looking for a suitable component "listing" standard.The reference document (ANSI AGA NGV 3.1) has been approved by the technical committee to be added to section

2.3.8 with Acceptance of proposal 52-20 (log #48)The NGV 3.1 reference should be corrected to ANSI NGV 3.1/CGA CSA 12.3 as this is most current standard number.





4.9 Valves.4.9.5 CNG vehicle valves shall be listed or approved in accordance with ANSI AGA NGV 3.1/CGA NGV 12.3, Fuel

System Components for Natural Gas Powered Vehicles.The committee rejected the original proposal as they believed that this requirement is redundant to

4.3.1, and the original proposal only stated “listed”.Section 4.3.1 does not state the standards to which these components need to be listed or approved. Either acceptaddition of requirement, or define that the component must be approved or listed in accordance with CSA NGV 3.1 insection 4.3.1.

_______________________________________________________________________________________________52- Log #49



CNG hose and hose connections shall be approved or listed in accordance with ANSI IAS NGV 4.2/CSA 12.52,Hoses For Natural Gas Vehicles And Dispensing Systems.

Adding the words "approved or" listed will meet the concerns of the NFPA 52 technical committee thatthe proposal as originally written "eliminates the option to be approved"Providing the user with guidance to a hose listing standard is helpful.ANSI NGV 4.2/CSA12.52 provides specifications and tests for both vehicle and station side hoses for CNG service

_______________________________________________________________________________________________52- Log #24



4.10 Hose and Hose Connections.4.10.5 CNG hose and hose connections shall be listed or approved in accordance with ANSI IAS NGV 4.2/CSA 12.52,

Hoses for Natural Gas Vehicles and Dispensing Systems.The committee rejected the original proposal as they believed that this requirement is redundant to

4.3.1, and the original proposal only stated “listed”.Section 4.3.1 does not state the standards to which these components need to be listed or approved. Either acceptaddition of requirement, or define that the component must be approved or listed in accordance with CSA NGV 4.2 /12.52 in section 4.3.1.



_______________________________________________________________________________________________Larry L. Fluer, Fluer, Inc.


Establish a new Chapter 5 based on provisions extracted from existing Chapters of NFPA 52. See attached.

***Insert Include here***The current organization of NFPA 52 can be greatly improved to assist the end user of the document

including the OEMs, AHJs and other regulatory personnel. A revised document can serve to 1) eliminate duplications inrequirements that can be confusing to the reader, and 2) to simplify the document by providing a set of engine fuelsystem requirements including general requirements that are applicable to CNG as well as LNG engine fuel systemswhile 3) allowing fuel specific requirements to be identified within a single chapter relative to automotive fuel systems.A proposed draft of a new automotive chapter was submitted for consideration by the committee during the proposal

phase of NFPA 52 in the current code cycle. The proposed draft was in a preliminary form, but sufficiently organized togive committee members and the public a view of the intent behind the reorganization of material. The committeerejected the proposal during the ROP phase, noting that while the proposal had merit further revisions were in orderduring the ROC phase. A task group was appointed to further study the issue with the purpose of creating a reviseddocument that met the intent expressed in the original submittal. Fluer has been participating with the task group toassist with the reformatting of the provisions identified for inclusion in the new Chapter.The proposed new chapter, tentatively formatted as a new Chapter 5, has been substantially reorganized and

simplified, and the addition of new text or new terminologies has been eliminated by the use of extract text from withinthe existing document. The proposed new Chapter has been organized into a number of major sections including:Section 5.1 ScopeSection 5.2 General requirements applicable to both CNG and LNG fuel systemsSection 5.3 Specific requirements applicable to CNG engine fuel systemsSection 5.4 Specific requirements applicable to LNG engine fuel systemsThe staff ROP draft has been used as the basis for requirements and the requirements have been extracted primarily

from Chapters 6 (CNG) and 9 (LNG) to form the basis of the new Chapter, tentatively formatted as a new Chapter 5.The intent is to transfer the requirements out of the existing Chapters to form the basis of the new Chapter as shown.Text remaining in the existing chapters would remain in place with the text to be renumbered accordingly.The extracted requirements have been “tagged” with the source paragraphs as they currently appear in the staff ROP

draft document which served as the source of the basic text included in the comment now under consideration. Thesetags are shown for the convenience of the reader during consideration during the ROC phase and to provide the readerwith a roadmap regarding the location of the text in the ROP draft. It is intended that the “tags” be deleted when the newChapter is published (See 5.2.1 for example).In some cases the reference to a ROP Log # was retained so that the public would not have to refer back to the ROP

report to establish the location of the changed text (See 5.2.21.9 for examples). It is intended that as in the case of the“tags” the references to the ROP Log #s will be deleted when the new Chapter is published.As the reorganization of material was performed there were a limited number of revisions made that in the opinion of

the task group working on the document were editorial in nature. Each revision has been shown in legislative text toenable the reader to recognize the modifications. See Sections 5.2.1, 5.2.5, 5.2.5.2 for examples. In cases whererequirements were found to be duplicated between the Chapters under consideration or where the text was not quiteduplicative, but redundant the duplicate or redundant text has been stricken. In some cases minor modifications weremade to existing text in the base requirement as a means to address minor differences (See Section 5.2.15 forexamples).The enclosed table has been constructed as a “road map” to the changes made as the text was extracted. It is shown

aligned in the order in which the text was arranged in the new “composite” document along with a reference to thesource text as represented by the ROP.See attached table which has been submitted as a portion of this substantiation.

***Insert Table here***


1 52_L44_Include_rec

Chapter 5 Automotive Systems 5.1* Scope. This chapter shall apply to the design, installation, inspection, and testing of CNG and LNG fuel supply systems serving vehicular internal combustion engines. [6.1.1] 5.1.1 Application. The installation, testing, maintenance and repair of gaseous vehicular fuel systems shall be in accordance with Section 5.2 and the fuel specific requirements of Sections 5.3 or 5.4 as applicable. 5.2 General. 5.2.1 Modifications. All gaseous fuel m Modifications of a vehicle gaseous fuel system shall conform with, when available, the engineering recommendations of the original specifications of the original chassis vehicle manufacturer. [6.1.2.3] 5.2.2 OEM Approved Equipment The following subsystems and components, if used, shall be recommended by the Original Equipment Manufacturer (OEM) for the intended service: [9.11.1] (1) Vehicular fuel containers (2) Fuel quantity gauging systems (3) PRDs (4) Pressure measurement devices (5) Valves (6) Pressure regulators (7) Vaporizers (8) Pumps (9) Engine fuel delivery equipment (10) Vehicle fueling receptacles (11) Electrical equipment related to the LNG fuel system (12) Methane detection, fire protection, and suppression systems 5.2.3 The FSVIM shall obtain, when available, documented approval of the chassis original equipment and component manufacturers of the onboard fuel and detection systems components, proper installation, and application from each of the following:[6.1.2.2] (1) Vehicle LOG#3 (2) Chassis LOG#3 (3) Engine LOG#3 (4) Gas detection LOG#3 (5) Fuel system LOG#3 5.2.4*Integration. The FSVIM shall have the responsibility for integration of the engine, fuel system, and gaseous detection system, where required, onto the vehicle chassis and for the safe operation of the vehicle. [6.1.2.1] 5.2.5 System Component Qualifications. In addition to the requirements of Section 5.2.2 system components shall comply with the appropriate applicable provisions in of Chapter 4 and with this section. [6.2.1] 5.2.5.1 Fuel-carrying components, with the exception of container valves, tubing, and fittings, shall be labeled or stamped with the following: [6.2.4] (1) Manufacturer's name or symbol (2) Model designation (3) Design service pressure (4) Direction of fuel flow where necessary for correct installation (5) Capacity or electrical rating, as applicable 5.2.5.2 Components in the engine compartment shall be designed or selected for at least a minimum temperature range of -40°F to 250°F (-40°C to 121°C). [6.2.2.1] 5.2.5.3 Components that are not fuel system components and are located within the


operational area of LNG or LNG liquid or gaseous leaks shall also be protected or maintain a service range equal to the onboard fuel system. [9.11.4] 5.2.5.4 All other components shall be designed or selected for service per the OEM's engineering requirements. [6.2.2.2] 5.2.5.5 Aluminum or copper pipe, tubing, or fittings shall not be used between the fuel container and the first-stage pressure regulator. [6.2.3] 5.2.6 Installation of Fuel Supply Containers. Fuel supply containers shall be installed in accordance with the instructions of the container manufacturer and the requirements of 5.2.6 through 5.2.11. [6.3.1] 5.2.7 Location of Fuel Supply Containers. Fuel supply containers on vehicles shall be permitted to be located within, below, or above the driver or passenger compartment, provided all connections to the container(s) are external to, or sealed and vented from, these compartments. [6.3.2] 5.2.7.1 Fuel supply containers shall not be installed so as to adversely affect the driving characteristics of the vehicle. [6.3.9] 5.2.7.2 Each fFuel supply containers shall be mounted in a location to minimize damage from collision in accordance with the applicable requirements of 5.2.8 or 5.2.9. LOG#3, Log#11 [6.3.3] 5.2.8 Containers Mounted in the Interior of Vehicles [9.12.2] 5.2.8.1 In addition to the applicable requirements of Section 5.2.9 containers mounted in the interior of vehicles shall be in accordance with Section 5.2.8. 5.2.8.1.1 Containers mounted in the interior of vehicles shall be installed and fitted so that no gas from fueling operations can be released inside the passenger compartment by permanently installing the fueling receptacle outside the passenger compartment of the vehicle in a location protected from physical damage and dislodgment. [9.12.2.1] 5.2.8.1.1.1 Enclosures, structures, seals, and conduits used to vent enclosures shall be fabricated of materials designed to resist damage, blockage, or dislodgment caused by the movement of articles carried in the vehicle or by the closing of luggage compartment enclosures or vehicle doors, and shall require the use of tools for removal [9.12.2.2] 5.2.8.1.1.2 Enclosures shall require the use of tools for removal. [9.12.2.2] 5.2.9 Installation of Containers 5.2.9.1 The fuel supply container shall be positioned to prevent contact with vehicle components such as but not limited to frame members, body panels, or brake lines, and so forth, that can lead to container fretting or abrasion over time. [6.3.2.3] 5.2.9.2 No part of the fuel supply container or its appurtenances shall protrude beyond the sides or top of any vehicle where the container can be struck or punctured. [6.3.3.7] 6.3.3.1 No part of a container or its appurtenances shall protrude beyond the sides of the vehicle at the point where it is installed. [6.3.3.1] 5.2.9.3 Container valves, appurtenances, and connections shall be protected to prevent damage due to incidental contact with foreign objects. [9.12.1.5] 5.2.9.4 Non-roof-mounted containers shall not be mounted ahead of the front axle or beyond the rear bumper on motor vehicles. [9.12.1.6.2] 5.2.9.5 The cylinder Containers shall be protected by covers from accidental contact with overhead electrical wiring. [6.3.3.2] 5.2.9.6 The fuel system including containers shall be installed with as much road clearance as practical. LOG#4 [6.3.3.3] 9.12.1.7 Containers shall be installed to provide as much road clearance as practical. [9.12.1.7] 5.2.9.7 This minimum clearance from the road to the container, its housing, or its fittings, whichever is lowest, shall not, with the vehicle loaded to its gross weight rating, be less than that defined by the vehicle manufacturer’s own design, or allow any


component to touch the road surface in the event of a flat tire or the removal of any tire. LOG#4 [6.3.3.4] 5.2.9.8 Fuel supply containers shall be protected with a means to prevent damage that can occur due to road hazards, loading, unloading, direct sunlight, exhaust heat, and vehicle use, including accidental cargo leakage.[6.3.2.1] 5.2.9.9 No portion of a fuel supply container or container appurtenance mounted on the undercarriage of the vehicle shall be located ahead of the front axle or behind the point of attachment of the rear bumper to the vehicle. Container valves shall be protected from physical damage using the vehicle structure, valve protectors, or a suitable metal shield. [6.3.3.6] 5.2.9.10 Shields, if present, shall be installed in a manner that prevents the following occurrences:[6.3.2.2] (1) Direct contact between the shield and the fuel supply container [6.3.2.2(1)] (2) Trapping of solid materials or liquids between the shield and fuel supply container that could damage the container or its coating [6.3.2.2(2)] 5.2.9.11 If fuel or container vent piping containing fuel is installed within 8 in. (200 mm) of engine or exhaust system components that exceed 250°F (121°C), it shall be shielded against direct heating. [9.12.1.3.2] 5.2.9.12 Fuel supply containers located less than 8 in. (200 mm) from the exhaust system shall be shielded against direct heat. [6.3.7] 5.2.9.13 Fuel supply containers that are installed behind a rear axle of a CNG vehicle shall be installed transversely except that .Exception: containers shall be permitted to be installed in other orientations where the container valve and fittings are located at the end of the container most protected from a source of impact.[6.3.12] 5.2.9.13.1 A container Containers shall be located in a place and in a manner so as to minimize the possibility of damage to the container and its appurtenances. [9.12.1.3] 5.2.9.14 Containers located in the rear of vehicles, where protected by bumpers or vehicular structure, shall be considered to be in conformance with 9.12.1.3. 5.2.9.13. [9.12.1.3.1] 5.2.9.15 The minimum clearance from the road to the container, its housing, or its fittings, whichever is lowest, shall not, with the vehicle loaded to its gross weight rating, be less than that defined by the vehicle manufacturer's own design, or allow any component to touch the surface should the vehicle have a flat tire or require the removal of any tire. [9.12.1.7.1] 5.2.9.16 The minimum clearance from the road to a fuel supply container, its housing, or fittings, whichever is lowest where the container is installed below the frame and between the axles of a CNG vehicle, with the vehicle loaded to its gross weight rating, shall be in accordance with Table 5.2.9.16. [6.3.11] Table 5.2.9.16 Fuel Supply Container (and Container Housing and Fitting) Road Clearance Vehicle Wheel Base Minimum Road Clearance in. mm in. mm 127 3230 7 180 >127 >3230 9 230

5.2.9.16.1 Further requirements for clearances shall be measured as follows:[9.12.1.7.2] 5.2.9.16.1.1 Containers installed between axles shall comply with 11.12.1.7.2(3)


5.4.3.1.4 or shall not be lower than the lowest point on a structural component of the body, frame or subframe, if any, engine, or transmission, including the clutch housing or torque converter housing, forward of the container measured as if the wheel rims were on the ground. [9.12.1.7.2 (1)] 5.2.9.16.1.2 Containers installed behind the rear axle and extending below the frame shall comply with 11.12.1.7.2(3) 5.4.3.1.4 or shall not be lower than both of the following: [9.12.1.7.2 (2)] (A) The lowest point of a structural component of the body, engine, or transmission, including clutch housing or torque converter housing, forward of the container [9.12.1.7.2(2)(a)] (B) The lowest point of those lines extending rearward from each wheel at the point where the wheel rims contact the ground directly below the center of the axle to the lowest and most rearward structural interference (e.g., bumper, frame). Where there are two or more rear axles, the projections shall be made from the rearmost axle. [9.12.1.7.2(2)(b)] 5.2.9.17 Where a container is installed above the operator or passenger compartment of a vehicle, the following requirements shall apply. [9.12.1.15] 5.2.9.17.1 The container and its piping, fittings, and valves shall be protected from damage by the following. [9.12.1.15(1)] 5.2.9.17.1.1 A guard rail or similar device that is designed to absorb the impact of a collision with a stationary object when the vehicle is moving either forward or backward at 5 mph/hr (8 km/hr). [9.12.1.15(1)(a)] 5.2.9.17.1.2 A shield designed to absorb impacts that can occur during loading, unloading, or use of the vehicle. [9.12.1.15(1)(b)] 5.2.9.17.2 The cylinder shall be protected from accidental contact with overhead electrical wiring by metallic or nonmetallic covers. [9.12.1.15(3)] 5.2.9.17.3 The guard rail or similar device shall be free of projections that could damage the container or its valves and fittings. [9.12.1.15.1] 5.2.9.17.4 The shield shall be free of projections that could damage the container or its valves and fittings. [9.12.1.15.2] 5.2.10 Securing of containers 5.2.10.1 Containers shall be mounted to prevent their jarring loose, slipping, or rotating. [9.12.1.8] 5.2.10.2 Containers shall be secured to the vehicle body, bed, or frame by means capable of withstanding the loads defined in 11.3.3.5.4.3.3 or 5.4.3.4. [9.12.1.9] 5.2.11 Container support 5.2.11.1 The container weight shall not be supported by outlet valves, manifolds, fuel lines, and other fuel-related components or connections. [14.2.5] 9.12.1.11 The mounting system shall minimize fretting corrosion between the container and the mounting system.[9.12.1.11 and 14.2.7] 5.2.11.2 The mounting system shall minimize fretting corrosion between the fuel supply con6ainer and the mounting system. [6.3.8] 5.2.11.2.1 Metal clamping bands and their supports shall not be in direct contact with a fuel supply container. [6.3.10] 5.2.11.2.2 A resilient gasket that does not retain water shall be installed between the clamping bands and their supports and a container. [6.3.10.1] 5.2.11.2.3 The resilient gasket shall provide insulation to protect clamping bands from galvanic corrosion in contact with the containers. [6.3.10.2] 5.2.11.2.4 The fuel supply container weight shall not be supported by outlet valves, manifolds, or other fuel connections.[6.3.6] 5.2.12 Installation of Venting Systems.


5.2.12.1 All p Pressure relief devices installed within driver, passenger, or a closed compartment (See 6.4.7) shall be vented to the outside of the vehicle except that containers equipped with plugs installed at openings in each end shall be allowed to vent within the vehicle. LOG#16 [6.4.1] Exception: This requirement shall not include plugs in the ends of containers with openings in each end. 5.2.12.2 The venting system shall be secured at intervals in such a manner as to minimize the possibility of damage, corrosion, breakage, or dislocation due to gas flow forces during venting, expansion, contraction, vibration, strains, or wear and to preclude any loosening while in operation. [6.4.2] 5.2.12.3 The vent or vents for the venting system shall not exit into a wheel well. [6.4.3] 5.2.12.4 A vent shall not restrict the operation of a container pressure relief device or pressure relief device channel.[6.4.4] 5.2.12.5 Means shall be provided to prevent water, dirt, insects, and any foreign objects from collecting in the vent lines or pressure relief devices. [6.4.5] 5.2.12.6 Protective devices in 6.4.5 5.2.7.5 shall not restrict the flow of gas. [6.4.6] 5.2.13 Installation of Piping. 5.2.13.1 Manifolds connecting fuel containers shall be fabricated and installed to minimize vibration and shall be installed in a protected location or shielded to minimize damage from unsecured objects. [9.12.3.1] 5.2.13.2 Piping and tubing shall be installed, supported, protected, and secured in such a manner as to minimize the possibility of damage, corrosion, or breakage due to expansion, contraction, vibration, strains, or wear and to preclude any loosening while in transit. [9.12.3.2] 5.2.13.3 Piping and tubing passing through a panel or structural member shall be protected by grommets or similar devices that shall snugly fit the piping or tubing and the hole in the panel or structural member. [9.12.3.3] 5.2.13.4 Piping or tubing passing through the floor of a vehicle shall be installed to enter the vehicle through the floor directly beneath, or adjacent to, the container. [9.12.3.4] 5.2.13.4.1 If a branch line is required, the tee connection shall be located in the main fuel line under the floor and outside the vehicle. [9.12.3.4.1] 5.2.13.5 A fuel connection between a tractor and trailer or other over-the-road vehicle units shall not be permitted. [9.12.3.5] 5.2.13.6 Manifolds connecting containers or container pressure relief devices shall be designed to vent gas from the individual container(s) exposed to a fire so that all containers meet the requirements of Section 5.5 4.5. [6.5.2] 5.2.13.7 A pipe thread jointing material impervious to the action of the natural gas used in the system shall be applied to all male pipe threads prior to assembly. [6.5.3] 5.2.13.8 Piping and fittings shall be clear and free from cutting or threading burrs and scales, and the ends of all piping shall be reamed. [6.5.4] 5.2.13.9 Where necessary to prevent abrasion, fuel lines passing through a panel shall be protected by grommets or similar other protective devices. [6.5.5] 5.2.13.10 Fuel lines shall have the maximum practical clearance from the engine exhaust system to protect the fuel lines from excessive heat by durable and effective means.[6.5.6] 5.2.13.11 Fuel lines shall be mounted, braced, and supported to minimize vibration and shall be protected against damage, corrosion, or breakage due to strain or wear. [6.5.7] 5.2.13.12 A bend in piping or tubing shall be prohibited where such a bend weakens the piping or tubing. [6.5.8] 5.2.13.13 A jJoints or connections on piping systems shall be located in an accessible location. [6.5.9]


5.2.13.14 Where a fuel supply container is located on a trailer, the fuel supply line shall contain an emergency breakaway device designed to retain on both sides of the breakaway point. [6.5.10] 5.2.14 Installation of Valves 5.2.14.1 General. 5.2.14.1.1 All manual fuel shut-off valves shall be readily accessible, operable without tools, and labeled as to their function. [9.12.1.14] 5.2.14.1.2 Where a manual valve is used, the valve location shall be indicated with by means of a decal or label containing the words “MANUAL SHUT-OFF VALVE. [6.6.2.4]” 5.2.14.1.2.1 A weather-resistant decal or label with red, blue, or black letters on a white or silver reflective background shall be used. [6.6.2.5] 5.2.14.1.3 Valves shall be mounted securely and shielded or installed in a protected location to prevent damage from vibration, shock, and unsecured objects. [9.12.4.1] 5.2.14.1.4 Valves shall be installed so that their weight is not placed on, or supported by, the attached lines. [9.12.4.2] 5.2.14.1.5 Where a manual shut-off valve is used, it shall be in an accessible location and shall have not more than 90 degrees rotation (quarter turn fuel delivery valve) from the open to the closed positions. [6.6.2.2] 5.2.14.1.6 Access to the manual shut-off valves shall not require the use of any key or tool. [6.6.2.3] 5.2.14.2 Container Shutoff Valves. 6.6.4 Where multiple fuel systems are installed on the vehicle, automatic valves shall be provided, as necessary, to shut off the fuel not being used.[6.6.4] 5.2.14.2.1 Where multiple fuel systems or containers are installed on a vehicle, automatic valves shall be provided to shut off the tank container that is not being utilized. [9.12.4.5] 5.2.14.2.2 The valve Valves used to isolate containers from the fuel system shall be securely mounted and shielded or installed in a protected location to minimize damage from vibration and unsecured objects. [6.6.2.1] 5.2.14.3 Fuel System Shutoff Valves 5.2.14.3.1 Vehicular fuel systems shall be equipped with at least one manual or automatic fuel shut-off valve. [9.12.1.13] 5.2.14.3.2 A positive shut-off valve shall be installed in the fuel supply line. [9.12.4.3] 6.6.3 A shutoff valve that automatically prevents the flow of gaseous fuel to the engine when the engine is not running, even if the ignition is switched on, shall be provided in the fuel supply system. [6.6.3] 5.2.14.3.3 The shut-off valve shall close automatically and prevent the flow of fuel to the engine when the ignition switch is off or in the accessory position and when the engine is not running and the ignition switch is on. [9.12.4.4] 5.2.14.4 Back Flow Prevention Valves 5.2.14.4.1 The fueling system shall be equipped with a backflow check valve that prevents the return flow of gas from the container(s) to the filling connection. [6.6.5] 9.12.4.6 The vehicular fueling system shall be equipped with a backflow check valve to prevent the return flow of LNG from the container(s) to the filling connection. [9.12.4.6] 5.2.14.4.2 The check valve in 11.12.4.6 5.2.14.4.1 shall be permitted to be integral to another component in the system, such as the vehicular fueling connector. [9.12.4.7] 5.2.14.4.3 The backflow check valve shall be mounted to withstand the breakaway force specified in 7.11.6.2. [6.6.5.1] 5.2.14.4.4 A second check valve shall be located between the fueling receptacle and the cylinders fuel supply containers. [6.6.5.2] 5.2.15 Installation of Pressure Gauges.


5.2.15.1 A pressure gauge Pressure gauges located within a driver or passenger compartment shall be installed in such a manner that no gas flows into the passenger compartment in the event of failure. [6.7.1] 9.12.6.1 A pressure gauge located within a driver or passenger compartment shall be installed in such a manner that no gas flows through the gauge in the event of gauge failure.[9.12.6.1] 5.2.15.2 A pressure gauge Pressure gauges installed outside a driver or passenger compartment shall be equipped with a limiting orifice, a shatterproof dial lens, and a body relief. [6.7.2] 5.2.15.3 Gauges Pressure gauges shall be securely mounted, shielded, and installed in a protected location to prevent damage from vibration and unsecured objects. [6.7.3] 9.12.6.2 Gauges shall be mounted securely, shielded, and installed in a protected location to prevent damage from vibration and unsecured objects. [9.12.6.2] 5.2.16 Installation of Pressure Regulators. 5.2.16.1 An automatic pressure-reducing regulator(s) shall be installed to reduce the fuel container pressure to a level consistent with the service pressure required by the gas–air mixer, throttle body, or fuel injectors. [6.8.1] 5.2.16.2 Means shall be provided to prevent regulator malfunctions due to refrigeration effects. [6.8.2] 6.8.3 Regulators shall be installed so that their weight is not placed on, or supported by, the attached gas lines. [6.8.3] 5.2.16.3 Pressure regulating equipment shall be installed so that its weight is not placed on, or supported by, the attached lines. [9.12.5.2] 5.2.17* Markings. A.5.2.17 Markings. Vehicles designed to meet SAE J2343, Recommended Practice for LNG Medium and Heavy-Duty Powered Vehicles, shall should not have to meet 11.12.1.4. 5.2.17 [9.12.1.3.4] 5.2.17.1 Container markings shall be visible after the container's permanent installation on a vehicle. [9.12.1.4.1] 5.2.17.2 A portable lamp and mirror shall be permitted to be used when reading markings. [9.12.1.4.2] 5.2.18 Wiring Installation. 5.2.18.1 All w Wiring shall be secured and protected from abrasion and corrosion to the same standard as the original wiring on the vehicle. [6.10.1] 5.2.18.2 Wiring shall be installed, supported, and secured in a manner to prevent damage due to vibration, shock, strains, wear, or corrosion. [9.12.7.1] 5.2.18.3 All cConductors shall be sized for the maximum anticipated load and shall be protected by over current protection devices. [9.12.7.2] 5.2.18.4 All w Wiring shall be sized according to the Society of Automotive Engineers (SAE) and fuse-protected.[6.10.2] 5.2.19 System Testing. 5.2.19.1 After the system has been completely assembled, all fittings and connections shall be tested for leaks while pressurized to the maximum operating pressure. [9.13.1.1] 5.2.19.2 Before use, every connection shall be verified leak free with a noncorrosive leak detector solution or a leak detector instrument after the equipment is connected and pressurized to its service pressure. [6.12.2] 5.2.19.3* The complete fuel system assembly shall be leak tested using natural gas or nonflammable gas. [6.12.1] 5.2.19.3.1 If the completed assembly is leak tested with natural gas, the testing shall be done under ventilated conditions. [6.12.3]


5.2.20 System Maintenance and Repair. 5.2.20.1 All containers, container appurtenances, piping systems, venting systems, and other components shall be maintained in a safe condition. [6.13.2] 5.2.20.2 Damaged fuel lines shall be replaced and not repaired. [6.13.1] 5.2.20.3 The following shall be done during vehicle maintenance: [6.13.6] (1) Ensure the engine is isolated from the fuel supply unless engine operation is required. If a manual isolation valve is used it shall comply with 6.6.2.5.3.7.2. (2) Prohibit torches, welding, or grinding equipment on or near high-pressure fuel lines and containers. (3) Prevent damage to containers, including actions such as dropping, dragging, or rolling of the container. (4) Prevent exposure of containers to strong chemicals such as battery acid or metal cleaning solvents. (5) Store containers in a manner to avoid damage. (6) Reinstall containers to their original configuration using approved gaskets, bolts, nuts, washers, and parts so forth, per in accordance with the recommendations of the container manufacturer. (7) Prevent hoists or jacks from coming into direct contact with containers. (8) Prohibit personnel from walking on roof-mounted containers. 5.2.21 Discharge from Vehicle Containers. 5.2.21.1 The venting or depressurization of a container shall be performed only by trained personnel using written procedures. [6.14.1] 5.2.21.2 The gas to be removed from the container shall be discharged into a closed transfer system or shall be vented by an approved method of atmospheric venting. [6.14.1.1] 5.2.21.3 A valve shall be used to control the discharge of gas from high-pressure systems to a venting system. [6.14.1.2] 5.2.21.4 Personnel performing container depressurization shall do the following: [6.14.2] (1) Use grounding to prevent static electrical charge buildup. (2) Limit the rate of gas release from plastic-lined containers to a value not greater than that specified by the container manufacturer. (3) Restrain containers during depressurization to prevent container movement. 5.2.21.5 Direct gas venting shall be done through a vent tube that diverts the gas flow to atmosphere. [6.14.3] 5.2.21.6 The vent tube shall have a gastight connection to the container prior to venting, and all components shall be grounded. [6.14.3.1] 5.2.21.7 The vent tube shall be constructed of Schedule 80 pipe of at least 2 in. (51 mm) diameter. [6.14.3.2] 5.2.21.8 The vent tube shall not be provided with any feature that limits or obstructs gas flow. [6.14.3.3] 5.2.21.9 All vehicles shall be provided with a venting system to allow the CNG fuel system to be vented for service or in the event of an emergency. LOG#CP13 [6.14.4] 5.2.21.9.1 It shall not be required to break any connections while under pressure in order to vent the CNG and a connection for an external vent system shall be provided. LOG#CP13 [6.14.4.1] 5.2.21.9.2 The venting function shall be manually controlled. LOG#CP13 [6.14.4.2] 5.2.21.9.3 All portions of the CNG fuel system shall be capable of being vented. LOG#CP13 [6.14.4.3] 5.2.21.9.4 The vehicle manufacturer or system installer shall provide written venting instructions and specify any special tools needed for venting. LOG#CP13 [6.14.4.4] Chapter 6 CNG Engine Fuel Systems


5.3 CNG Engine Fuel Systems 5.3.1 Application. In addition to the general requirements of Section 5.2 the fuel specific requirements of Section 5.3 apply to fuel systems serving CNG fueled vehicles. 5.3.1.1 Where there is a conflict between a general requirement and a fuel specific requirement, the fuel specific requirement shall apply. 6.1.1 This chapter applies to the design, installation, inspection, and testing of CNG fuel supply systems for vehicular internal combustion engines. [6.1.1] 5.3.2 Vehicle Fueling Connection. [4.11] 5.3.2.1 CNG vehicle fueling connection devices shall be listed in accordance with ANSI/IAS NGV1, Standard for Compressed Natural Gas Vehicle (NGV) Fueling Connection Devices. [4.11.1] 5.3.2.2 The use of adapters shall be prohibited. [4.11.2] 5.3.2.3 Fueling connections installed on vehicles less than 10,000 lb (4500 kg) gross vehicle weight rating (GVWR) shall comply be in accordance with Section 4.11 5.3.2.1. Larger vehicles such as buses and trucks shall be permitted to use fueling connections that are designed to prevent the connection of a lower service pressure vehicle to a higher service pressure source. [6.9.1] 5.3.2.4 Fueling connection receptacles shall be in accordance with the following: (1) The fueling connection receptacle shall be mounted to withstand the breakaway force specified in 8.11.6.2. [6.9.2] (2) The receptacle shall be installed in accordance with the manufacturer's instructions. [6.9.3] (3) The clearance around the fueling connection receptacle shall be free of interference that prevents the connection of the fueling nozzle. [6.9.4] (4) The service pressure of the fueling connection receptacle shall not exceed the marked service pressure of the fuel supply cylinders. [6.9.5.1] (5) The service pressure of the fueling receptacle shall not exceed 80 percent of the set pressure of any pressure relief valves installed on fuel supply containers in the vehicle. [6.9.5.2] 5.3.3 System Component Qualifications. [6.2] 5.3.3.1 System components shall comply with the appropriate applicable provisions in of Chapter 4 and with this section, Section 5.2.5. [6.2.1] 5.3.4 Fuel Supply Container Racks. 5.3.4.1 Each fuel supply container rack shall be secured to the vehicle body, bed, or frame to prevent damage from road hazards, slippage, loosening, or rotation using a method capable of withstanding a static force in the six principal directions shown in Figure 6.3.4 5.3.4.1 of eight times the weight of a fully pressurized container(s).[6.3.4] FIGURE 5.3.4.1 The Six Principal Directions. ****INSERT FIGURE HERE**** 5.3.4.2 Each fuel supply container in the rack shall be secured to its cradle in a manner that it is capable of withstanding a static force, applied in the six principal directions (see Figure 6.3.4 5.3.4.1), of eight times the weight of the fully pressurized container with a maximum displacement of 0.50 in. (13 mm). [6.3.5] 5.3.5 Installation of Venting Systems [6.4] 5.3.5.1 The neck of the container and all CNG fittings within the compartment shall be enclosed in a gastight enclosure made of linear, low-density polyethylene having a minimum thickness of 8 mils (0.20 mm) or an equally gastight alternate enclosure that is vented directly to the outside of the vehicle. [6.4.7.1] 5.3.5.1.1 The gastight enclosure shall not be constructed of fire-resistant material. [6.4.7.2] 5.3.5.2 Where located in a vehicle compartment capable of accumulating natural gas, a


container shall be installed so that the following conditions are met: [6.4.8] (1) The pressure relief device (PRD) for the protection of the container is installed in the same vehicle compartment as the container. (2) The discharge from the PRD is vented to the outside through an electrically conductive tube or hose, which shall be in accordance with the following: (a) The tube or hose is secured at intervals in such a manner as to minimize the possibility of damage, corrosion, or breakage of either the vent line or the pressure relief device due to expansion, contraction, vibration, strains, or wear and to preclude any loosening while in operation. (b) The tube or hose has a burst pressure of at least 1½ times the pressure in the vent that results from activation of the PRD. (c) The vent line shall not lose its gas-carrying ability when exposed to 1120°F (590°C) for 20 minutes. (3) The vent opening is not blocked by debris thrown up from the road, such as snow, ice, mud, and so forth, or otherwise affected by the elements. 5.3.6 Container Inspections 5.3.6.1* Where a vehicle is involved in an accident or fire causing damage to the CNG container, or if the container is subjected to a pressure greater than 125 percent of service pressure, the CNG container shall be replaced or removed, inspected, and retested in accordance with the document under which it was originally manufactured before being returned to service. [6.12.4*] 5.3.6.2 Where a vehicle is involved in an accident or fire causing damage to any part of the CNG fuel system, the system shall be repaired and retested (see Section 6.13 5.2.20) before being returned to service. [6.12.5] 5.3.6.3 Where a CNG container is removed from a vehicle in order to be installed within a different vehicle, it shall be inspected or retested in accordance with the inspection or requalification procedures of the standard under which it was originally manufactured before it is reinstalled. [6.12.6] 5.3.6.4 Vehicle fuel supply containers shall be inspected periodically in accordance with the vehicle label required in 6.11.1 5.3.9.1, the vehicle manufacturer's instructions, or the label on each container. [6.13.3] 5.3.6.4.1 Fuel containers whose service life has expired shall be removed from service. [6.13.3.1] 5.3.6.4.2 After periodic container inspection, a label showing the next required inspection date shall be affixed as required in 6.11.1.5.3.9.1 [6.13.3.2] 5.3.7 Container Shutoff Valves 5.3.7.1 Every cylinder shall be equipped with either of the following: [6.6.1] (1) A manual valve (2) A normally closed, remotely actuated shut-off valve connected directly to the cylinder and equipped to bleed the cylinder manually 5.3.7.2 In addition to the valve required by 5.3.7.1 6.6.1, a manual shut-off valve or a normally closed, automatically actuated shutoff valve shall be installed that allows isolation of the container(s) from the remainder of the fuel system. [6.6.2] Exception: In installations on vehicles that are not normally operated on public streets, that have a single fuel supply cylinder, and that are equipped with an accessible manual cylinder shut-off valve, no additional manual shut-off valve shall be required. 5.3.7.2.1 In installations on vehicles that are not normally operated on public streets, that have a single fuel supply cylinder, and that are equipped with an accessible manual cylinder shut-off valve, no additional manual shut-off valve shall be required.[6.6.2 exception] 5.3.8 Pressure Relief Devices


5.3.8.1 Pressure relief devices on the cylinder shall be maintained in accordance with CGA S-1.1, Pressure Relief Device Standards — Part 1 — Cylinders for Compressed Gases. [6.13.4] 5.3.8.2 Pressure relief devices on all other containers shall be maintained in accordance with the following: [6.13.5] (1) Pressure relief device channels or other parts that could interfere with the functioning of the device shall not be plugged by paint or accumulation of dirt. (2) Only qualified personnel shall be permitted to service pressure relief devices. (3) Only assemblies or original manufacturer's parts shall be used in the repair of pressure relief devices unless the interchange of parts has been proved by tests. (4) No pressure relief device that has been in service shall be reinstalled on another fuel cylinder. 5.3.9 Labeling. [6.11] 5.3.9.1 A vehicle equipped with a CNG fuel system shall bear the following durable labels: [6.11.1] (1) A label readily visible and located in the engine compartment shall include the following: (a) Identification as a CNG-fueled vehicle (b) System service pressure (c) Installer's name or company (d) Fuel container life expires (insert date for limited-life fuel containers. This label item not required for containers with unlimited life.) (e) Total container water volume in gallons (liters) (f) Date by which fuel containers are to be inspected (insert date) and every (insert number) months thereafter (2) A label located at the fueling connection receptacle shall include the following: (a) Identification as a CNG-fueled vehicle (b) System service pressure LOG#CP11 (c) Fuel container life expires (insert date for limited-life fuel containers. This label item not required for containers with unlimited life.) (d) Fuel containers are to be inspected by (insert date) and each (insert number) months thereafter. 5.3.9.1.1 The fuel container inspection dates shall be changed after each required container inspection to denote the next required inspection date and shall be permitted on a separate additional label. [6.11.1.1] 5.3.9.1.2 If both labels are located in one of the above areas, the labels shall be permitted to be combined into a single label. [6.11.2] 5.3.9.2 In addition to the label(s) required by 5.3.9.1 6.11.1 each vehicle shall be identified with a weather-resistant, diamond-shaped label located on the exterior vertical surface or near-vertical surface on the lower right rear of the vehicle other than on the bumper of the vehicle. LOG#44 [6.11.3] 5.3.9.2.1 The labels for vehicles less than 10,000 lbs shall be a minimum of 4.72 in. long × 3.27 in. high (120 mm × 83 mm). LOG#44 [6.11.3.1] 5.3.9.2.2 The labels for vehicles greater than 10,000 lbs shall be a minimum of 5.7 in. long × 4 in. high (145 mm × 107 mm). LOG#44 [6.11.3.2] 5.3.9.2.3 The marking in the label required by 6.11.3.1 shall consist of a border and the letters “CNG” [1 in. (25 mm) minimum height centered in the diamond] of silver or white reflective luminous material on a blue background. LOG#44 [6.11.3.3] 5.3.9.2.4 The marking in the label required by 6.11.3.2 shall consist of a border and the letters “CNG” [1.2 in. (30 mm) minimum height centered in the diamond] of silver or white reflective luminous material on a blue background. LOG#44 [6.11.3.4]


Chapter 11 LNG Engine Fuel Systems 5.4 LNG Engine Fuel Systems 5.4.1 Application. In addition to the general requirements of Section 5.2 the fuel specific requirements of Section 5.4 apply to fuel systems serving LNG fueled vehicles. 5.4.1.1 Where there is a conflict between a general requirement and a fuel specific requirement, the fuel specific requirement shall apply. 9.1.1 This chapter applies to the design, installation, inspection, and testing of LNG fuel supply systems for vehicle engines. 5.4.1.2 This Section 5.4 chapter shall not apply to LNG railroad fuel tenders that are required to comply with applicable DOT (Federal Railroad Administration) regulations. [9.1.2] 5.4.2 Materials of Construction. 5.4.2.1 All metallic materials used in construction of the fuel system, except fusible links serving the system, shall have a minimum melting point of 1500°F (816°C). [9.2.1] 5.4.2.2 All metallic material used in construction of the fuel system shall be listed per in accordance with ANSI/ASME B31.3, Process Piping, and the ASME Boiler and Pressure Vessel Code, or API 620, Design and Construction of Large, Welded, Low-Pressure Storage Tanks, Appendix Q, and shall not be used below the minimum design temperature established in these codes or standards. [9.2.2] 5.4.2.3 The use of dissimilar metal junctions shall be minimized, but if such a junction cannot be avoided, good corrosion protection practice shall be employed to reduce the effect of such a material combination on the long-term corrosion behavior of the junction. [9.2.3] 5.4.2.4 All materials shall be selected or installed to minimize corrosion or to protect the material from corrosion. [9.2.4] 5.4.2.4.1 Stainless steels that do not resist chloride-induced pitting/corrosion cracking and sensitization-induced corrosion resistance reduction shall not be used. [9.2.4.1] 5.4.2.4.2 The use of all copper–zinc and copper–tin alloy families shall be restricted to those alloys that are metallurgically inhibited to prevent accelerated metallurgical deterioration from external environmental sources. [9.2.4.2] 5.4.2.5 Brazing filler material shall have a melting point exceeding 1000°F (538°C). [9.2.5] 5.4.2.6 Oxy–fuel gas welding on engine fuel systems shall not be permitted. [9.2.6] 5.4.2.7 Furnace butt-welded steel products shall not be used. [9.2.7] 5.4.3 Vehicular Fuel Containers Design. [9.3] 5.4.3.1 Design. Containers shall be designed, fabricated, tested, and marked (or stamped) in accordance with the Regulations of DOT Specification 4L or the “Rules for the Construction of Unfired Pressure Vessels,” ASME Boiler and Pressure Vessel Code, applicable at the date of manufacture. [9.3.1] 5.4.3.1.1 LNG containers that are normally in contact with LNG or cold LNG vapor — therefore, all parts of the LNG fuel system — shall be physically and chemically compatible with LNG and suitable for service at -260°F (-162°C). [9.3.1.1] 5.4.3.1.2 Container appurtenances shall have a rated working pressure not less than the maximum allowable working pressure of the container. [9.3.1.2] 5.4.3.1.3 For vacuum insulation, the inner tank, outer tank, and internal lines shall be tested for vacuum leaks prior to installation on the vehicle. [9.3.1.3] 5.4.3.1.4 Where an LNG container is substituted for the fuel container installed by the original chassis manufacturer of the vehicle, the LNG container shall either fit within the space in which the original fuel container was installed or comply with 11. 12.1.7.2(1) or 11.12.1.7.2(2) 5.2.9.15.1.1 or 5.2.9.15.1.2 and shall meet, when available, the specifications of the chassis and fuel system OEMs. [9.12.1.7.2(3)]


9.3.2 Container Filling. 5.4.3.2 Containers shall be equipped with a device or devices that provide an indication of when the container is filled to the maximum allowable liquid level. [9.3.2.1] 5.4.3.2.1 The function shall allow for the ullage volume to be determined by the manufacturer to be that which maintains the required hold time as required by 11.3.5.5.4.3.6. [9.3.2.2] 9.3.3 Structural Integrity. 5.4.3.3 The fully pressurized container, when filled to its maximum filling volume with LNG, together with valves, enclosures, and all other items that normally are mounted and attached thereto, and mounted by its normal means of attachment, shall be capable of withstanding without loss of contents a static force, in the six principal directions, equal to eight times the weight of the container plus its contents. [9.3.3.1] 5.4.3.4 The container, the plumbing, and the mounting attachments shall withstand the effects of shock, vibration, and acceleration encountered in normal service. [9.3.3.2] Exception: Marine vessels shall be capable of withstanding forces appropriate for the vessel. 5.4.3.5 Heat Leak. The manufacturer shall identify the maximum operating design pressure of the container. [9.3.5] 5.4.3.6 The construction of the container shall be such that the unrelieved pressure inside the container shall not exceed the maximum allowable working pressure of the container within a 72-hour period after the container has been filled to its maximum filling volume with LNG stabilized at the designed operating pressure and the temperature equilibrium has been established. [9.3.5.1] 5.4.3.6.1* The ambient temperature during the 72-hour period shall be 70°F (21°C). [9.3.5.2] A.5.4.3.6.1 SAE J2343, Recommended Practice for LNG Medium and Heavy-Duty Powered Vehicles, drop and heat leak testing shall be used to establish the final test criteria for acceptance for heat leak testing. [9.3.5.3] 5.4.3.7 Reuse. Containers complying with 11.3.1 5.4.3.1 shall be permitted to be reused, reinstalled, or continued in use. [9.3.6] 5.4.3.7.1 A container shall be determined to be suitable for continued service prior to reuse by means of periodic validation. [9.3.6.1] 5.4.3.7.2 Validation shall be performed during normal re-vacuum or repair of the container. [9.3.6.2] 5.4.3.8 Repair. Repair or alteration of containers shall comply with the code or original container manufacturer's design under which the container was fabricated. [9.3.7] 5.4.4* Vehicular Fuel Container Shut-off Valves. [9.3.4*] 5.4.4.1 The container shall be equipped with shut-off valves that allow for its complete isolation from the rest of the vehicular fuel system. [9.3.4.1] 5.4.4.1.1 Normally closed automatic shut-off valves that are held open by electric current, pneumatic or hydraulic pressure, or a combination thereof, or manually operated shut-off valves shall be permitted to be used to meet this requirement. [9.3.4.2] 5.4.5 Vehicular Fuel Container Markings. [9.3.8] 5.4.5.1 The container shall have the following permanent identification markings: [9.3.8.1] (1) Total water capacity of the container in gallons (liters) [9.3.8.1(1)] (2) Label or labels placed in a visible location near the vehicle fill connection identifying it as an LNG connection, indicating the maximum allowable working pressure of the LNG tank [9.3.8.1(2)] (3) Markings to designate whether all inlets and outlets, except the relief valves and


gauging devices, communicate with vapor or liquid space [9.3.8.1(3)] (4) Container shut-off valves shall be labeled as to their function. [9.3.4.1.1] 9.3.4.1.2 Decals or stencils shall be acceptable. [9.3.4.1.2] 5.4.5.1.1 Decals or stencils shall be acceptable. [9.3.8.2] 5.4.5.1.2 All penetrations marked with the function of the penetration and identification shall not be obscured by frost. [9.3.8.3] 5.4.6 Vehicular Fuel Container Pressure Relief Devices (PRDs) and Pressure Control Valves. [9.4] 5.4.6.1 Containers shall be equipped with the PRDs or pressure control valves required by the code under which the containers were designed and fabricated. [9.4.1] 5.4.6.1.1 PRDs shall be sized for simultaneous conditions of fire and loss of vacuum. [9.4.1.1] 5.4.6.1.2 PRDs shall be sized in accordance with CGA S-1.1, Pressure Relief Device Standards — Part 1 — Cylinders for Compressed Gases, and CGA S-1.3, Pressure Relief Device Standards — Part 3 — Stationary Storage Containers for Compressed Gases. [9.4.1.2] 5.4.6.2 A PRV shall be installed in each section of piping or tubing in which LNG can be isolated between shut-off valves so as to relieve the trapped fuel pressure to a safe atmosphere. [9.12.3.6] 5.4.6.2.1 The PRV shall not have a setting greater than the maximum allowable working pressure of the line it protects. [9.12.3.7] 5.4.6.3 The PRDs and pressure control valves shall communicate directly with the vapor space of the container in the normal operating position. [9.4.2] 5.4.6.4 The PRDs and pressure control valves shall not come into contact with the liquid within the container during normal operation. [9.4.3] 5.4.6.5 All safety relief devices on vehicular fuel containers that discharge to the atmosphere shall vent outside of the vehicle. [9.4.4] 5.4.6.6 All discharge lines and outlets shall be installed in accordance with 11.4.5.1 5.4.6.6.1 through 11.4.5.11.5.4.6.6.13 [9.4.5] 5.4.6.6.1 Pressure relief discharge lines shall be suitable for the pressure and temperature of the discharged LNG. [9.4.5.1] 5.4.6.6.2 Components shall be suitable for operation at an LNG temperature of -260°F (-162°C). [9.4.5.2] 5.4.6.6.3 Individual discharge lines and adapters shall be sized, located, and secured so as to permit the maximum required relief discharge capacity in order to minimize the possibility of physical damage. [9.4.5.3] 5.4.6.6.4 The discharge lines shall be able to withstand the pressure of the relief vapor discharge when the PRD is in the full-open position. [9.4.5.4] 5.4.6.6.5 A means shall be provided (e.g., loose-fitting caps) to minimize the possibility of the entrance of water or dirt into either the relief device or its discharge line and to drain any water that accumulates in the discharge line. [9.4.5.5] 5.4.6.6.6 The means of protection shall remain in place except when the PRD operates. [9.4.5.6] 5.4.6.6.7 In this event, the means of protection shall permit the relief device to operate at maximum required capacity. [9.4.5.7] 5.4.6.6.8 The outlet of the discharge line shall be fitted with a device or configured to prevent the formation or accumulation of any ice or frozen LNG that could prevent the relief device from operating at required capacity. [9.4.5.8] 5.4.6.6.9 The relief valve discharge shall be directed away from the refueling operator and not hinder manually shutting off any fuel system devices. [9.4.5.9] 5.4.6.6.10 The discharge line from PRDs on all vehicles shall be directed upward and


extended to a safe location. [9.4.5.10] 5.4.6.6.11 Secondary relief devices designed to prevent rupture of the container upon failure of the primary relief device shall not be required to be piped away from the tank. [9.4.5.11] 5.4.6.6.12 PRDs and pressure control valves shall be so designed that the possibility of tampering is minimized. [9.4.6] 5.4.6.6.13 Externally set or adjusted valves shall be provided with a means of sealing the adjustment. [9.4.7] 5.4.7 Vehicular Fuel Container Pressure Gauges. [9.5] 5.4.7.1 Containers equipped with pressure gauges shall have the gauges connected to the container at a point above the maximum liquid level. [9.5.1] 5.4.7.2 Pressure gauges shall be designed for the maximum pressure and temperature conditions to which they can be subjected, with a minimum burst pressure safety factor of 4. [9.5.2] 5.4.7.3 Dials shall be graduated to indicate at least 1.2 times the pressure at which the pressure relief device incident to the pressure gauge is set to function. [9.5.3] 5.4.7.4 A gauge opening shall not exceed 0.055 in. (1.4 mm) (No. 54 drill size) at the inlet connection. [9.5.4] 5.4.8 Fuel System Pressure Regulators. 5.4.8.1 The engine pressure regulator inlet and each chamber shall have a design operating pressure not less than the maximum pressure of the container. [9.6] 5.4.8.2 On fFuel delivery systems that have operating pressures that exceed the engine operating pressure requirements, automatic pressure regulating equipment shall be installed between the vehicular fuel container and the engine to regulate the pressure of the fuel delivered to the engine. [9.12.5.1] 5.4.9 Pipe,Piping, Tubing, and Fittings. Pipe,Piping, tubing, and fittings shall be designed, installed, inspected and tested in accordance with ANSI/ASME B31.3, Process Piping. [9.7] 5.4.10 Valves. [9.8] 5.4.10.1 Valves, valve packing, gaskets, and seats shall be suitable for the intended service. [9.8.1] 5.4.10.2 All parts of container shut-off valves shall be suitable for temperatures of -260°F (-162°C) and shall be stainless steel, brass, or copper except gaskets, packing, and seats. [9.8.2] 5.4.10.3 Extended bonnet valves shall be installed with their stem packing seals in such a position as to prevent leakage or malfunction due to freezing. [9.8.3] 5.4.10.4 If Where the extended bonnet in a cryogenic liquid line is installed at an angle greater than 4 degrees from the upright vertical position, evidence of satisfactory service in the installed position shall be demonstrated and engineering validation shall be provided by the original equipment (bonnet valve) manufacturer. [9.8.4] 5.4.11 Onboard Pumps and Compressors. [9.9] 5.4.11.1 Onboard Ppumps and compressors shall be provided with a PRD to limit the discharge pressure to the maximum safe working pressure of the casing and downstream piping and equipment, unless these are designed for the maximum discharge pressure of the pumps or compressors. [9.9.1] 5.4.11.2 Each pump Pumps shall be provided with a vent, relief valve, or both that prevents over pressuring the pump case. [9.9.2] 5.4.11.3 Pumps used for transfer of LNG shall be provided with means for precooling to reduce the effect of thermal shock and overpressure. [9.9.3] 5.4.12 Onboard Vaporizers. [9.10] 5.4.12.1 Vaporizers shall have the capacity to vaporize the LNG completely and heat


the vapor to the safe design temperature of the downstream components prior to entry of the vapor into the pressure regulator when the vaporizer is subjected to the maximum vehicular fuel flow rate. [9.10.1] 5.4.12.2 Vaporizers shall be marked permanently at a readily visible point to indicate the maximum allowable working pressure of the fuel-containing portion of the vaporizer. [9.10.2] 5.4.12.3 Vaporizers shall be designed for a working pressure at least equal to the maximum discharge pressure of the pump or the pressurized system that supplies them, whichever is greater. [9.10.3] 5.4.12.4 The discharge valve of each vaporizer, if provided, its piping components, the relief valves installed upstream of the discharge valve, the vaporizer piping, and related components shall be suitable for operation at an LNG temperature of -260°F (-162°C). [9.10.4] 5.4.12.5 Engine exhaust gases shall not be used as a direct source of heat to vaporize fuel. [9.10.5] 5.4.12.6 If the Where engine exhaust is used to vaporize fuel, it shall be used via an indirect heating system. [9.10.6] 5.4.13 Installation of Vehicular Fuel Containers and Container Appurtenances. [9.12] 9.12.1 Vehicular Fuel Containers and Container Appurtenances. 5.4.13.1 Onboard fuel system components that normally are in contact with LNG shall be suitable for service over a temperature range of -260°F to 250°F (-162°C to 121°C). [9.11.2.2] 5.4.13.2 Vehicular components or subsystems that can fail on exposure to LNG temperature and create a safety hazard shall be protected from exposure to LNG. [9.12.1.1] 5.4.13.3 Components that are not fuel system components and are located within the operational area of LNG or LNG liquid or gaseous leaks shall also be protected or maintain a service range equal to the onboard fuel system. [9.11.4] 5.4.13.4 The top of the container and any LNG-related piping, fitting, valve, housing, guardrail, or shield shall not be more than 13.5 ft (4.1 m) above the road surface. [9.12.1.15(2)] 9.11.2 Engine Compartment. 5.4.13.5 Onboard fuel system components inside the engine compartment shall be compatible with the liquids and gases throughout the full range of temperatures [-260°F to 250°F (-162°C to 121°C)]. [9.11.2.1] 9.11.3 Outside Engine Compartment. 5.4.13.6 Onboard fuel system components outside the engine compartment that normally are in contact with LNG shall be suitable for service over a temperature range of -260°F to 180°F (-162°C to 82°C). [9.11.3.1] 5.4.13.6.1 Other components that normally are not in contact with LNG shall be suitable for service over a temperature range of -40°F to 180°F (-40°C to 82°C). [9.11.3.2] 5.4.14 Labeling of Vehicles. [9.12.8] 5.4.14.1 A vehicle equipped with an LNG fuel system shall bear a durable label located at the fueling connection receptacle that shall include the following: [9.12.8.1] (1) Identification as an LNG-fueled vehicle (2) Maximum allowable working pressure of the vehicular fuel container 5.4.14.2 Each LNG vehicle shall be identified with a weather-resistant, diamond-shaped label located on the exterior vertical surface or near-vertical surface on the lower right rear of the vehicle other than on the bumper of the vehicle. LOG#CP4 [9.12.8.2] 5.4.14.3 The labels for vehicles less than 10,000 lbs shall be a minimum of 4.72 in. long × 3.27 in. high (120 mm × 83 mm). LOG#CP4 [9.12.8.3]


5.4.14.4 The labels for vehicles greater than than 10,000 lbs shall be a minimum of 5.7 in. long × 4.2 in. high (145 mm × 107 mm). LOG#CP4 [9.12.8.4] 5.4.14.5 The marking in the label required by 9.12.8.2 shall consist of a border and the letters “LNG” [1 in. (25 mm) minimum height centered in the diamond] of silver or white reflective luminous material on a blue background. LOG#CP4 [9.12.8.5] 5.4.14.6 The marking in the label required by 9.12.8.3 shall consist of a border and the letters “LNG” [1.2 in. (30 mm) minimum height centered in the diamond] of silver or white reflective luminous material on a blue background. LOG#CP4 [9.12.8.6] 5.4.15 Fueling Receptacle. [9.12.9] 5.4.15.1 The fueling receptacle on the vehicular fuel system shall be firmly supported and shall meet all the following requirements: [9.12.9.1] (1) Receive the fueling connector and accommodate the service pressure of the vehicle fuel system (2) Incorporate a means to minimize the entry of dust, water, and other foreign material (3) Be suitable for any corrosive conditions that are anticipated 5.4.15.2 The fueling receptacle shall be mounted to withstand a breakaway force such that the breakaway device specified in 1210.4.5 operates before the receptacle separates from the vehicular fuel system. [9.12.9.2] 5.4.15.3 The receptacle shall be installed in accordance with the original component manufacturer's instructions. [9.12.9.3] 5.4.15.4 A fully engineered LNG onboard application methane detection system shall be validated and installed for each vehicle configuration and application and shall be certified by a qualified engineer with expertise in fire safety and gaseous fuels. LOG#34 [9.12.10] 5.4.16 Fuel System Testing. [9.13] Cold Test and Pressure Test. [9.13.1] 5.4.16.1 After the system has been completely assembled, all fittings and connections shall be tested for leaks while pressurized to the maximum operating pressure. [9.13.1.1] 5.4.16.2 Liquid nitrogen or LNG shall flow through the system at least as far as LNG flows when the system is in operation to validate minimum temperature [-260°F (-162°C)] and maximum tank venting pressure. [9.13.1.2] 5.4.16.3 When a vehicle is involved in an accident or fire causing damage to the LNG fuel system container, the system, container, or both shall be inspected, repaired, or removed and retested before being restored to service. [9.13.2] 5.4.17 Onboard Gas Detection 5.4.17.1 A fully engineered onboard application methane detection system shall be validated for each vehicle configuration and application and shall be certified by a qualified engineer with expertise in fire safety and gaseous fuels. [9.12.10] 5.4.17.2 The detection system shall activate a visual alarm within the driver's compartment of the vehicle at a gas concentration not exceeding 20 to 30 percent of the LFL and sound an audible and visual alarm at a gas concentration not greater than 50 to 60 percent of the LFL. [9.12.2.3] 5.4.17.3 Sensor locations shall include at a minimum the engine and driver's compartment and any enclosed fuel container or installation within a compartment. [9.12.2.3.1] 5.4.17.4 Onboard methane detection, fire suppression, and fire protection systems shall be installed, inspected, validated, and maintained per the system OEM written recommendations and shall be maintained as a permanent vehicle record. [9.13.3] 5.4.17.4.1 Validation shall conform to the specifics of the component OEM recommendations and shall be maintained as a permanent vehicle record. [9.13.3.3]


5.4.17.5 Periodic testing shall be done at a minimum of three times per year. [9.13.3.1] 5.4.17.5.1 The gas detection testing procedure shall test onboard the vehicle in accordance with the levels established by 9.12.2.3 5.4.17.2. LOG#35 [9.13.3.2] 5.4.18 Fire Suppression Systems 5.4.18.1 When provided, onboard fire suppression systems shall be operable at all times, whether or not the vehicle is operated or parked. LOG#56 [9.13.3.4] 5.4.18.1.1 The suppression system shall provide a fire sensing system for detection, actuating, and dispensing of the appropriate agent per the OEM recommendation. LOG#56 [9.13.3.4.1] 5.4.18.1.2 The system shall be independent of all other systems and not share common components for recognition or automatic actuation. LOG#56 [9.13.3.4.2] 5.4.18.1.3 Independent manual actuation shall be included as part of the system and available to the driver when seated. LOG#56 [9.13.3.4.3] 11.12.1.6 Position. 11.12.1.6.3 Truck, transit, and commercial vehicles that meet SAE J2343, Recommended Practice for LNG Medium and Heavy-Duty Powered Vehicles, shall not be required to meet 11.12.1.7.1 or 11.12.1.7.2. LOG#30 11.12.1.6.4 All trucks [above 14,000 lb (6400 kg)], transit vehicles, school buses, and commercial vehicles utilizing LNG shall meet SAE J2343, Recommended Practice for LNG Medium and Heavy-Duty Powered Vehicles. LOG#30

1 NFPA52_L44_Sub

Substantiation in support of public comment on ROP Item 52-38 Log #24 Section Old Section

Number Comment

5.1 6.1.1 Modified scope to fit with Chapter 5.1.1 new New text to direct use of the chapter 5.2 Title only editorial 5.2.1 6.1.2.3 editorial changes 5.2.2 9.11.1 inserted OEM for editorial change 5.2.3 6.1.2.2 Revisions address ROP changes 5.2.4 6.1.2.1 Deleted the term “safe” as the term is subject to

wide interpretation and the use of the term is not advised by the Manual of Style

5.2.5 6.2.1 Editorial and manual of style related changes in terminology

5.2.5.1 6.2.4 5.2.5.2 6.2.2.1 5.2.5.3 9.11.4 editorial only 5.2.5.4 6.2.2.2 5.2.5.5 6.2.3 5.2.6 6.3.1 5.2.7 6.3.2 5.2.7.1 6.3.9 5.2.7.2 6.3.3 5.2.8 9.12.2 Title only 5.2.8.1 new new charging text 5.2.8.1.1 9.12.2.1 editorial clarification 5.2.8.1.1.1 9.12.2.2 The section was divided into two as there are

two different “shall” requirements within the same paragraph necessitating the change.

5.2.8.1.1.2 9.12.2.2 The last sentence is a second requirement of the previous section it was divided in accordance with requirements of the manual of style.

5.2.9 title only 5.2.9.1 6.3.2.3 5.2.9.2 6.3.3.7 6.3.3.1 6.3.3.1 Deleted text redundant in part to 5.2.9.2 5.2.9.3 9.12.1.5 5.2.9.4 9.12.1.6.2 5.2.9.5 6.3.3.2 Editorial. The term container is consistent with

the remainder of this section. 5.2.9.6 6.3.3.3 To clarify that the containers are part of the fuel

system 9.12.1.7 9.12.1.7 Deleted text redundant to 5.2.9.6 5.2.9.7 6.3.3.4 5.2.9.8 6.3.2.1

2 NFPA52_L44_Sub


Number Comment

5.2.9.9 6.3.3.6 5.2.9.10 6.3.2.2 5.2.9.10(1) 6.3.2.2(1) 5.2.9.10(2) 6.3.2.2(2) 5.2.9.11 9.12.1.3.2 5.2.9.12 6.3.7 5.2.9.13 6.3.12 Manual of Style requirement to address

exceptions 5.2.9.13.1 9.12.1.3 Editorial 5.2.9.14 9.12.1.3.1 Editorial 5.2.9.15 9.12.1.7.1 5.2.9.16 6.3.11 5.2.9.16.1 9.12.1.7.2 5.2.9.16.1.1 9.12.1.7.2(1) 5.2.9.16.1.2 9.12.1.7.2(2) Editorial 5.2.9.17 9.12.1.15 5.2.9.17.1 9.12.1.15(1) 5.2.9.17.1.1 9.12.1.15(1)(a) 5.2.9.17.1.2 9.12.1.15(1)(b) 5.2.9.7.2 9.12.1.15(3) 5.2.9.17.3 9.12.1.15.1 5.2.9.17.4 9.12.1.15.2 5.2.10 Title only 5.2.10.1 9.12.1.8 5.2.10.2 9.12.1.9 5.2.11 Title only 5.2.11.1 14.2.5 9.12.1.11 9.12.1.11 and 14.2.7 Deleted redundant text to 5.2.11.2 from 6.3.8 5.2.11.2 6.3.8 5.2.11.2.1 6.3.10 5.2.11.2.2 6.3.10.1 5.2.11.2.3 6.3.10.2 5.2.11.2.4 6.3.6 5.2.12 Title only 5.2.12.1 6.4.1 The highlighted text raises a question as to the

merit of allowing fusible plugs to vent inside the passenger compartment. The exception has been transferred to the base requirement in accordance with the Manual of Style

5.2.12.2 6.4.2 5.2.12.3 6.4.3 5.2.12.4 6.4.4 5.2.12.5 6.4.5

3 NFPA52_L44_Sub


Number Comment

5.2.12.6 6.4.6 Editorial 5.2.13 Title only 5.2.13.1 9.12.3.1 5.2.13.2 9.12.3.2 5.2.13.3 9.12.3.3 5.2.13.4 9.12.3.4 5.2.13.4.1 9.12.3.4.1 5.2.13.5 9.12.3.5 5.2.13.6 6.5.2 Editorial 5.2.13.7 6.5.3 5.2.13.8 6.5.4 Editorial. What is meant by “clear and” within

the context of the requirement. Clear=free. 5.2.13.9 6.5.5 Removed vague term “similar.” 5.2.13.10 6.5.6 5.2.13.11 6.5.7 5.2.13.12 6.5.8 5.2.13.13 6.5.9 Clarification at to the joints of concerrn 5.2.13.14 6.5.10 5.2.14 Title only 5.2.14.1 Title only 5.2.14.1.1 9.12.1.14 Editorial. The term “all” is not needed. 5.2.14.1.2 6.6.2.4 Specifies that a decal or label is required. The

following paragraph requires that the decal or label be weather resistant.

5.2.14.1.2.1 6.6.2.5 5.2.14.1.3 9.12.4.1 5.2.14.1.4 9.12.4.2 5.2.14.1.5 6.6.2.2 5.2.14.1.6 6.6.2.3 Editorial 5.2.14.2 Title only 6.6.4 6.6.4 Deleted redundant text. See 5.2.14.2.1. 5.2.14.2.1 9.12.4.5 Editorial. 5.2.14.2.2 6.6.2.1 5.2.14.3 Title only 5.2.14.3.1 9.12.1.13 5.2.14.3.2 9.12.4.3 6.6.3 6.6.3 Deleted redundant text. See 5.2.14.3.3 5.2.14.3.3 9.12.4.4 5.2.14.4 Title only 5.2.14.4.1 6.6.5 9.12.4.6 9.12.4.6 Redundant to 5.2.14.4.1 5.2.14.4.2 9.12.4.7 Editorial 5.2.14.4.3 6.6.5.1

4 NFPA52_L44_Sub


Number Comment

5.2.4.14.4 6.6.5.2 Editorial 5.2.15 Title only 5.2.15.1 6.7.1 Editorial 9.12.6.1 9.12.6.1 Redundant to 5.2.15.1 5.2.15.2 6.7.2 Editorial 5.2.15.3 6.7.3 Editorial 9.12.6.2 9.12.6.1 Redundant to 5.2.15.3 5.2.16 Title only 5.2.16.1 6.8.1 5.2.16.2 6.8.2 6.8.3 6.8.3 Redundant to 5.2.16.3 5.2.16.3 9.12.5.2 5.2.17 Title only A.5.2.17 9.12.1.3.4 Editorial. A recommended practice cannot be in

the body of the code. Moved to an annex note. 5.2.17.1 9.12.1.4.1 5.2.17.2 9.12.1.4.2 5.2.18 Title only 5.2.18.1 6.10.1 Editorial 5.2.18.2 9.12.7.1 Editorial 5.2.18.3 9.12.7.2 5.2.18.4 6.10.2 5.2.19 Title only 5.2.19.1 9.13.1.1 5.2.19.2 6.12.2 5.2.19.3 6.12.1 Editorial 5.2.19.3.1 6.12.3 5.2.20 Title only 5.2.20.1 6.13.2 5.2.20.2 6.13.1 5.2.20.3 6.13.6 Editorial items (1) and (6) 5.2.21 Title only 5.2.21.1 6.14.1 5.2.21.2 6.14.1.1 5.2.21.3 6.14.1.2 5.2.21.4 6.14.2 5.2.21.5 6.14.3 5.2.21.6 6.14.3.1 5.2.21.7 6.14.3.2 5.2.21.8 6.14.3.3 5.2.21.9 6.14.4 5.2.21.9.1 6.14.4.1 5.2.21.9.2 6.14.4.2

5 NFPA52_L44_Sub


Number Comment

5.2.21.9.3 6.14.4.3 5.2.21.9.4 6.14.4.4 5.3 Title only 5.3.1 new Application statement 5.3.1.1 New Conflict resolution statement 6.1.1 6.1.1 Resolved by 5.3.1 5.3.2 Title only 5.3.2.1 4.11.1 5.3.2.2 4.11.2 5.3.2.3 6.9.1 5.3.2.4 New Charging language for paragraph 5.3.2.4(1) 6.9.2 Editorial 5.3.2.4(2) 6.9.3 5.3.2.4(3) 6.9.4 5.3.2.4(4) 6.9.5.1 5.3.2.4(5) 6.9.5.2 5.3.3 Title only 5.3.3.1 6.2.1 5.3.4 Title only 5.3.4.1 6.3.4 5.3.4.2 6.3.5 5.3.5 Title only 5.3.5.1 6.4.7.1 5.3.5.1.1 6.4.7.2 5.3.5.2 6.4.8 Editorial item (1) 5.3.6 Title only 5.3.6.1 6.12.4 5.3.6.2 6.12.5 Editorial 5.3.6.3 6.12.6 5.3.6.4 6.13.3 Editorial 5.3.6.4.1 6.13.3.1 5.3.6.4.2 6.13.3.2 Editorial 5.3.7 Title only 5.3.7.1 6.6.1 5.3.7.2 6.6.2 Editorial to text. Relocated exception to new

subsection 5.3.7.2.1 6.6.2 exception Established a new subsection 5.3.8 Title only 5.3.8.1 6.13.4 5.3.8.2 6.13.5 5.3.9 6.11 5.3.9.1 6.11.1 5.3.9.1.1 6.11.1.1

6 NFPA52_L44_Sub


Number Comment

5.3.9.1.2 6.11.2 5.3.9.2 6.11.3 Editorial 5.3.9.2.1 6.11.3.1 5.3.9.2.2 6.11.3.2 5.3.9.2.3 6.11.3.3 5.3.9.2.4 6.11.3.4 5.4 Title only 5.4.1 new Application statement 5.4.1.1 new Resolution of conflicts statement 9.1.1 9.1.1 Not needed resolved by 5.4.1 5.4.1.2 9.1.2 Editorial 5.4.2 Title only 5.4.2.1 9.2.1 Editorial 5.4.2.2 9.2.2 Editorial 5.4.2.3 9.12.3 5.4.2.4 9.2.4 5.4.2.4.1 9.2.4.1 5.4.2.4.2 9.2.4.2 5.4.2.5 9.2.5 5.4.2.6 9.2.6 The prohibition may be misplaced under

material of construction, but left in the existing location for simplicity.

5.4.2.7 9.2.7 5.4.3 Title only 5.4.3.1 9.3.1 Editorial 5.4.3.1.1 9.3.1.1 5.4.3.1.2 9.3.1.2 5.4.3.1.3 9.3.1.3 5.4.3.1.4 9.12.1.7.2(3) Editorial 5.4.3.2 9.3.2.1 5.4.3.2.1 9.3.2.2 Editorial 5.4.3.3 9.3.3.1 5.4.3.4 9.3.3.2 Need to create a separate section for the

exception 5.4.3.5 9.3.5 Editorial 5.4.3.6 9.3.5.1 Editorial 5.4.3.6.1 9.3.5.2 A.5.4.3.6.1 9.3.5.3 Moved to Annex as recommended practice

cannot be included in the body of the code. 5.4.3.7 9.3.6 Editorial 5.4.3.7.1 9.3.6.1 5.4.3.7.2 9.3.6.2 5.4.3.8 9.3.7 Editorial

7 NFPA52_L44_Sub


Number Comment

5.4.4 9.3.4 5.4.4.1 9.3.4.1 5.4.4.1.1 9.3.4.2 5.4.5 Title only 5.4.5.1 9.3.8.1 5.4.5.1(1) 9.3.8.1(1) 5.4.5.1(2) 9.3.8.1(2) 5.4.5.1(3) 9.3.8.1(3) 5.4.5.1(4) 9.3.4.1.1 9.3.4.1.2 9.3.4.1.2 Redundant to 5.4.5.1.1 5.4.5.1.2 9.3.8.3 Editorial 5.4.6 Title only 5.4.6.1 9.4.1 5.4.6.1.1 9.4.1.1 5.4.6.1.2 9.4.1.2 5.4.6.2 9.12.3.6 5.4.6.2.1 9.12.3.7 5.4.6.3 9.4.2 5.4.6.4 9.4.3 5.4.6.5 9.4.4 5.4.6.6 9.4.5 Editorial 5.4.6.6.1 9.4.5.1 5.4.6.6.2 9.4.5.2 5.4.6.6.3 9.4.5.3 5.4.6.6.4 9.4.5.4 5.4.6.6.5 9.4.5.5 5.4.6.6.6 9.4.5.6 5.4.6.6.7 9.4.5.7 5.4.6.6.8 9.4.5.8 5.4.6.6.9 9.4.5.9 5.4.6.6.10 9.4.5.10 5.4.6.6.11 9.4.5.11 5.4.6.6.12 9.4.6 5.4.6.6.13 9.4.7 5.4.7 Title only 5.4.7.1 9.5.1 5.4.7.2 9.5.2 5.4.7.3 9.5.3 5.4.7.4 9.5.4 5.4.8 Title only 5.4.8.1 9.6 5.4.8.2 9.12.5.1 5.4.9 9.7 Editorial in Title only

8 NFPA52_L44_Sub


Number Comment

5.4.10 9.8 5.4.10.1 9.8.1 5.4.10.2 9.8.2 5.4.10.3 9.8.3 5.4.10.4 9.8.4 Editorial 5.4.11 Title only 5.4.11.1 9.9.1 Editorial 5.4.11.2 9.9.2 Editorial 5.4.11.3 9.9.3 5.4.12 9.10 5.4.12.1 9.10.1 5.4.12.2 9.10.2 5.4.12.3 9.10.3 5.4.12.4 9.10.4 5.4.12.5 9.100.5 5.4.12.6 9.10.6 Editorial 5.4.13 Title only 9.12.1 9.12.1 Title not used 5.4.13.1 9.11.2.2 5.4.13.2 9.12.1.1 Failure on exposure to LNG temperatures is

assumed to cause a safety hazard. The term “safety” is a subjective term and its use is not recommended.

5.4.13.3 9.11.4 5.4.13.4 9.12.1.15(2) Editorial 5.4.13.5 9.11.2.1 5.4.13.6 9.11.3.1 Editorial 5.4.13.6.1 9.11.3.2 5.4.14 Title only 5.4.14.1 9.12.8.1 5.4.14.2 9.12.8.2 5.4.14.3 9.12.8.3 5.4.14.4 9.12.8.4 5.4.14.5 9.12.8.5 5.4.14.6 9.12.8.6 5.4.15 Title only 5.4.15.1 9.12.9.1 5.4.15.2 9.12.9.2 Editorial 5.4.15.3 9.12.9.3 5.4.15.4 9.12.10 5.4.16 Title only 5.4.16.1 9.13.1.1 5.4.16.2 9.13.1.2

9 NFPA52_L44_Sub


Number Comment

5.4.16.3 9.13.2 5.4.17 Title only 5.4.17.1 9.12.10 5.4.17.2 9.12.2.3 5.4.17.3 9.12.2.3.1 5.4.17.4 9.13.3 5.4.17.4.1 9.13.3.3 5.4.17.5 9.13.3.1 5.4.17.5.1 9.13.3.2 Editorial 5.4.18 Title only 5.4.18.1 9.13.3.4 5.4.18.1.1 9.13.3.4.1 5.4.18.1.2 9.13.3.4.2 5.4.18.1.3 9.13.3.4.3 11.12.1.6.3 11.12.1.6.3 Deleted by ROP Log #30 11.12.1.6.4 11.12.1.6.4 Deleted by ROP Log #30

Report on Comments – November 2012 NFPA 52

_______________________________________________________________________________________________52- Log #60

_______________________________________________________________________________________________John Jordan, Agility Fuel Systems


Each vehicle fuel supply container shall be mounted in by a means location to minimize damage from collision.Most places on a vehicle are prone to collision damage. Mounting systems need to be designed

accordingly to be protected from collision damage.

_______________________________________________________________________________________________52- Log #25



6.3.3.3 The fuel system shall be installed with as much road clearance as practical.6.3.3.4 This minimum clearance shall be measured from the road to the container, its housing, or its fittings, whichever

is lowest, shall not, with the vehicle loaded to its gross weight rating, be less than that defined by the vehiclemanufacturer’s own design, or allow any component to touch the road surface in the event of a flat tire or the removal ofany tire.6.3.11 The minimum clearance from the road to a fuel supply container, its housing, or fittings, whichever is lowest

where the container is installed below the frame and between the axles of a CNG vehicle, with the vehicle loaded to itsgross weight rating, shall be in accordance with Table 6.3.11.

***Insert Figure(of Table) here***The new requirement in 6.3.3.4. states "shall not…be less than that defined by the vehicle

manufacturer's own design". The vehicle manufacturer is not clearly defined, as it could be the OEM, Second StageManufacturer or Final Stage Manufacturer. In addition, Section 6.3.11 specifies the minimum ground clearance forunderbody containers mounted between the axles and below the frame. This may conflict with "the vehiclemanufacturer's own design" as currently written in the ROP. Recommend removing requirements in 6.3.11 and Table6.3.11, as the performance based requirement for ground clearance is to not allow any component to touch the roadsurface in the event of a flat tire or removal of a tire when the vehicle is loaded to its GVW, not a prescriptive heightrequirement as shown in 6.3.11.The calculation and determination of the curb clearance, approach and departure and ramp breakover angles should

be determined using the principles in the SAE J689 Recommended Practice. An illustration of this type of approach, astaken by General Motors, is shown in the 2011 Chevrolet Express / GMC Savanna CNG Van. Consideration of all ofthese factors can be seen in the drawing below for this program.

***Insert Figure here***


1 NFPA52_L25_Table_Rec

1 NFPA52_L25_Figure_Sub




6.4.8. (2) (c) The vent line shall not lose its gas-carrying ability when exposed to a temperature rise from ambient to1120°F (590°C) over a period of 3 minutes, followed by exposure to 1120°F (590°C) for 20 minutes an additional 5minutes.

The proposed temperature ramp rate and hold reflects the period of localized fire as developed in theSAE Fuel Cell Safety Working Group compressed hydrogen standards, and published in the SAE technical paper2011-01-0251. At the end of this time period during container testing, the length of the flame is increased to simulate thecurrent bonfire requirements in regulations today. It is during this period of time that the vent line could be exposed toelevated temperatures before the same level of heat is seen at the PRD. By requiring the integrity of the vent linethroughout the duration of the maximum localized fire period, it will vent any PRD discharge to the exterior of thevehicle, before the vehicle is fully engulfed in flame, and before the vent line is allowed to degrade. At no time is thevent line allowed to restrict flow of the PRD per 6.4.4 even if it were to degrade before venting is completed.The proposal requires that the PRD vent line maintain integrity until the fuel storage system is exposed to engulfing

fire.





Reverse the committee decision to reject the proposal.The following additional information is offered for committee consideration. These are all components

in the typical high-pressure system that are not required to maintain any integrity in a fire and are all directly pressurizedfrom the fuel container or in some cases in series. Unlike the vent line, they are continuously pressurized and not justas a result of the PRD vent. If the concern is that venting of CNG into a compartment is unsafe until after 20 minutes at1,120 F have elapsed, there are many different places where that standard is not now met. NFPA 52-2010 6.4.8requires that vent lines from PRDs that are located in passenger compartments or closed compartments maintain theirgas carrying capacity for 20 minutes at 1,100F. This requirement has not been tested and it is not actually known if anysystems comply with it. Hoses are allowed but there is no practical way to provide a hose with such heat resistance. Itis known that if this requirement were complied with, it would eliminate the use of hoses for vent lines and also requirevery robust vent lines at room temperature to allow for strength loss at 1,100 F. A negative effect of such strong ventlines is that if they were to become kinked as a result of collision damage, they could resist full tank pressure andprevent safe venting in a fire, resulting in rupture of the container. The rigid metal tubing required to comply is alsocapable of applying large external loads to the PRD connection and typical external PRDs are not designed to sustainsuch loads in the event that an accident impacts on the vent line. Newer light composite cylinders have significantexpansion under pressure and hoses are preferred to allow for this expansion. These are two significant disadvantagesof the current requirement but since no other component in the high-pressure portion of the system is required to resistsuch temperatures, it must be assumed that there will be many individual discharges of CNG throughout the systemduring such a fire. The only incidents where vent line failure played any role involved vent lines in the enginecompartment of buses but these are not covered by the scope of 6.4.8(c). The typical HP system components are:An NGV1 fill receptacle with elastomeric seals on the internal check valve and o-rings in the body and at the outlet

connection to the vehicle system.An o-ring face seal (ORFS) fitting connecting an adapter to the fuel lineA section of Teflon lined hoseAn ORFS to the line checkA second in-line check valve with o-ring body and port seals and an elastomeric valve sealAn ORFS seal to the fuel lineAn ORFS Tee to the tanks and regulatorA Teflon lined hose to the tank valveAn ORFS and SAE tube boss adapter with o-rings to the manual container valveA large o-ring seal at the container connectionPlastic or rubber valve stem packingsAn o-ring seal to the PRD bodyElastomeric seals in the body of the PRDAn ORFS and SAE tube boss at the discharge of the PRDA PRD vent line connected to the ORFS that can withstand 1,100F for 20 minutesAn ORFS to the manual ¼ turn valvePlastic or rubber body seals in the ¼ turn valveAn ORFS at the outlet of the ¼ turnA pressure transducer or gaugeAn ORFS and SAE boss at the inlet to the regulatorElastomeric body seals in the regulatorElastomer diaphragm or piston seals in the regulatorAn aluminum or brass body regulator, either of which must be expected to lose a great portion of their strength at 1,100

F.It can readily be seen that there are many parts of the high-pressure system that will not maintain their integrity when

exposed to temperatures of 1,100 F but only the PRD vent line is required to hold pressure at that temperature. Thevent line also happens to be the component that should not be more rigid and strong than necessary.




52-46Delete the requirement to 20 minutes resistance to 1,120 degrees F.

We agree with the substantiation provided by Mr. John Dimmick, and add that no other component issubject to this requirement, and that a vehicle should have started venting well before 20 minutes have elapsed.

_______________________________________________________________________________________________52- Log #62



Vehicles with more than one cylinder and equipped with a normally closed remotely actuated cylinder shut-offvalve shall have an automatic system to detect the failure of any one of the valves.

This section is intended for valves that are mounted in or to the cylinder itself. Adding the word cylinderwould define the intent of this section more clearly. Other solenoid valves in the system are not subject to thisrequirement.

_______________________________________________________________________________________________52- Log #57



System working service pressureThe correct terminology is service pressure as required in 6.11.1((1)(b). Working pressure is

inappropriate for the temperature compensated fuel pressure that is denoted service pressure.





6.11.3.1 The labels for vehicles less than 10,000 lbs shall be a minimum of 4.72 in. long × 3.27 in. high (120 mm × 83mm).6.11.3.2 The labels for vehicles greater than than 10,000 lbs shall be a minimum of 5.7 in. long × 4.2 in. high (145 mm

× 107 mm).6.11.3.3 2 The marking in the label required by 6.11.3.1 shall consist of a border and the letters “CNG” [1 in. (25 mm)

minimum height centered in the diamond] of silver or white reflective luminous material on a blue background.6.11.3.4 The marking in the label required by 6.11.3.2 shall consist of a border and the letters “CNG” [1.2 in. (30 mm)

minimum height centered in the diamond] of silver or white reflective luminous material on a blue background.The minimum size of the blue diamond label should remain the same as the current code for all

vehicles. The option to allow the manufacturer to use larger labels is already in the requirement, as the size stated is aminimum. If the committee were to allow the proposal as written into the code, it will force different labels on vehicleswith the same exterior body (ie: pick up trucks and vans) that have vehicle GVWs both less than and greater than10,000 lbs., which could potentially cause confusion and errors in the manufacturing process.In addition, when evaluating the proposed increase in the size of the label and its lettering, the ANSI Z535.2 -2008

American National Standard for Environmental and Facility Safety Signs should be referenced, as it provides guidancefor different requirements for environmental and facility safety signs to alert viewers at greater distances, so that theymay avoid entering—or take appropriate cautions before entering—the location containing the hazard. Per this standard,the minimum letter height for the signal word (Danger, Caution, Notice, etc.) shall be one unit of height for every 150units of safe viewing distance. The standard does state that the proper size of a safety label is based on several factorsincluding legibility, distance, and space restrictions. The goal is to enable people (and in this case EmergencyResponders) to read and understand the label and still have time to follow the safety label's message to avoid anyhazard and prepare to properly respond. This distance is what ultimately dictates the proper size for the safety label.The calculation in ANSI Z535 involves looking at the size of the majority of the text appearing on the label, and itslegibility from a safe viewing distance. The standard states that increasing the font from 1 inch to 1.2 inches will onlyincrease viewing distance from 12.50 to 15.0 feet, or by 2.5 feet, which is minimal enough to not warrant an increase inlabel complexity.

_______________________________________________________________________________________________52- Log #29



Accept committee rejection of proposal. Further substantiation provided at request of committee.It is not necessary to add an additional warning label to the CNG container and valve connection. The

vehicle and container are already labeled with the manufacturer of record and the container manufacturer, respectively.Any individual working on a CNG vehicle should be properly trained and or certified, and would have already beentrained on the proper procedures for safe venting of the high pressure CNG system and the CNG fuel container.





Accept proposal as presented in the ROP and per the comment of D.B. Horne. The ROP does not give a reason forthe rejection and the hazards from attempting an ineffective container vent procedure have been severe.

While it could be argued that OEM CNG vehicles are supported by comprehensive serviceprocedures, there is no such requirement for converted vehicles. There is no standardization of valves for labeling orclearly conveying the safe venting procedure and existing valves cannot be safely intuitively defueled. The containermanufacturer’s label does not include this information and valves are often selected and installed after the containerleaves the manufacturer’s control.Incidents where use of an ineffective venting procedure was a root cause include a triple fatality in Blaineville QE and a

serious injury in Mesa AZ.

_______________________________________________________________________________________________52- Log #27



6.14.4 All vehicles shall be provided with a venting system to allow the high pressure portion of the CNG fuel system tobe vented for service or in the event of an emergency.6.14.4.1 It shall not be required to break any connections while under pressure in order to vent the high pressure

portion of the CNG fuel system and a connection for an external vent system shall be provided.6.14.4.2 The venting function shall be manually controlled.6.14.4.3 All high pressure portions of the CNG fuel system shall be capable of being vented.6.14.4.4 The vehicle manufacturer or system installer shall provide written venting instructions and specify any special

tools needed for venting.The critical components from a safety perspective for this requirement are the container and high

pressure retaining components. There is insufficient volume in the low pressure, downstream components to allow aflammable mixture to form should they be vented without an external vent system and special tools.

_______________________________________________________________________________________________52- Log #63



All vehicles shall be provided with a venting system to allow the CNG fuel system to be vented for service, or onthe event of an emergency.

All defueling operations should be performed under controlled conditions by trained personnel usingwritten procedures.





Refueling sites shall have excess flow devices installed and maintained. Recertification shall be done on a yearly basisby device manufacturer or qualified engineer with expertise in natural gas refueling site excess flow devices.Certification shall be in public view.

Recertification is not listed within the current document. Each refueling system should haverecertification on a yearly basis.For the most part these stations are public and maintenance is of major concern. Recertification will help to insure the

public safety.





* A material that complies with any of the following shall be considered a noncombustible material:(1)* A material that, in the form in which it is used and under the conditions anticipated, will not ignite, burn, support

combustion, or release flammable vapors, when subjected to fire or heat(2) A material that is reported as passing ASTM E 136,

(3) A material that is reported as complying with the pass/ fail criteria of ASTM E 136 when tested in accordance withthe test method and procedure in ASTM E 2652,

. [ 7.1.4.1.1]Where the term limited-combustible is used in this Code, it shall also include the term noncombustible.

[ 7.1.4.1.2]The provisions of 8.3.13.1 do not require inherently noncombustible materials to be tested in order to be

classified as noncombustible materials. [ A.7.1.4.1]Examples of such materials include steel, concrete, masonry and glass. [ A.7.1.4.1.1(1)]

A material shall be considered a limited combustible material where all theconditions of 8.3.14.1 and 8.3.14.2, and the conditions of either 8.3.14.3 or 8.3.14.4 are met. 7.1.4.2]

The material does not comply with the requirements for a noncombustible material, in accordance with 8.3.13.[ 7.1.4.2.1]

The material, in the form in which it is used, exhibits a potential heat value not exceeding 3500 Btu/lb (8141kJ/kg), when tested in accordance with NFPA 259, .[ 7.1.4.2.2]

The material has a structural base of a noncombustible material with a surfacing not exceeding a thickness of1/8 in. (3.2 mm) where the surfacing exhibits a flame spread index not greater than 50 when tested in accordance withASTM E 84, or ANSI/UL 723,

[ 7.1.4.2.3]The material is composed of materials which, in the form and thickness used, neither exhibit a flame spread

index greater than 25 nor evidence of continued progressive combustion when tested in accordance with ASTM E 84 orANSI/UL 723, and are of such composition that all surfaces that would be exposed by cutting through the material onany plane would neither exhibit a flame spread index greater than 25 nor exhibit evidence of continued progressivecombustion when tested in accordance with ASTM E 84 or ANSI/UL 723. [ 7.1.4.2.4]

Where the term limited-combustible is used in this Code, it shall also include the term noncombustible.[ 7.1.4.2.5]







52-66

The committee should reconsider the addition of this requirement to the code. The rationale given forthe addition is that stations being upgraded to add 3600 psi capability to existing 3000 psi facilities, special provisionsmust be made to prevent cascading from high to low pressure storage resulting in over-pressurization. The Committeeshould not have rejected this concept, just rewritten into appropriate code language, in the same manner that thecommittee rewrote other submissions (ie: 52-67)

_______________________________________________________________________________________________52- Log #59



When a station is designed or modified with different storage vessels having different working pressures, mechanicallyactuated valves shall prevent the flow from the higher working pressure vessel to the lower working pressure vessel.Solenoid and check valves shall not be used for this purpose.

The incident in Tacoma illustrates the hazards of interconnected systems with two different workingpressures. Solenoid and check valves are generally not reliable enough to be the only control over flowing higherpressure gas from one part of the system to a lower WP part of the system.

_______________________________________________________________________________________________52- Log #13



For information on noncombustible materials and limited combustible materials see 8.3.13 and 8.3.14respectively.







52-3, 52-7Revise text to read as follows:

L/CNG or hydrogen–natural gas refueling site and automotive applications shall not be required to utilize anodorant if an engineered and validated methane detection system is in place.

The NFPA 52 technical committee has expressed a desire to remove hydrogen from NFPA 52,deferring to NFPA 2 for requirements, and the scope of the document has been

revised accordingly. Several proposals were accepted by the VAF-AAA committee during the ROP that remove thereferences to hydrogen throughout the document. However, there were several remaining sections not addressed bythe committee that contain text relative to hydrogen or hydrogen-natural gas blended mixtures that must now be revisedin order to complete the transition. NFPA 52 has not established requirements for hydrogen-natural gas blendedmixtures which have now been designated as a reserved chapter (Chapter 2) titled Fuel Blends.Removing the reference to hydrogen or hydrogen-natural gas blends where they appear in the balance of the

document will meet the intent of the committee. An alternate proposal would be to refer to NFPA 2 for requirements ifblended mixtures are to be used.

_______________________________________________________________________________________________52- Log #4



Unodorized L/CNG or hydrogen–natural gas shall not be dispensed at public refueling stations.The NFPA 52 technical committee has expressed a desire to remove hydrogen from NFPA 52,

deferring to NFPA 2 for requirements, and the scope of the document has beenrevised accordingly. Several proposals were accepted by the VAF-AAA committee during the ROP that remove thereferences to hydrogen throughout the document. However, there were several remaining sections not addressed bythe committee that contain text relative to hydrogen or hydrogen-natural gas blended mixtures that must now be revisedin order to complete the transition. NFPA 52 has not established requirements for hydrogen-natural gas blendedmixtures which have now been designated as a reserved chapter (Chapter 2) titled Fuel Blends.Removing the reference to hydrogen or hydrogen-natural gas blends where they appear in the balance of the





52-3, 52-7Delete text to read as follows:

Dispensing of odorant for hydrogen–methane mixtures shall conform to the federal standards for natural gaspipeline percentages of odorant with the gaseous mixture.


revised accordingly. Several proposals were accepted by the VAF-AAA committee during the ROP that remove thereferences to hydrogen throughout the document. However, there were several remaining sections not addressed bythe committee that contain text relative to hydrogen, hydrogen-natural gas or hydrogen-methane blended mixtures thatmust now be revised in order to complete the transition. NFPA 52 has not established requirements forhydrogen-natural gas blended mixtures which have now been designated as a reserved chapter (Chapter 2) titled FuelBlends.Section 10.10.11 establishes requirements for hydrogen-methane mixtures. Section 10.10.10 (ROP version)

establishes the requirements for natural gas systems. An alternate proposal would be to refer to NFPA 2 forrequirements if blended mixtures are to be used.

_______________________________________________________________________________________________52- Log #6



Onboard methane detection shall be required for vehicles that utilize unodorized natural gas or naturalgas–hydrogen mixtures that do does not meet the federal standards for pipeline gas odorization.


revised accordingly. Several proposals were accepted by the VAF-AAA committee during the ROP that remove thereferences to hydrogen throughout the document. However, there were several remaining sections not addressed bythe committee that contain text relative to hydrogen or hydrogen-natural gas blended mixtures that must now be revisedin order to complete the transition. NFPA 52 has not established requirements for hydrogen-natural gas blendedmixtures which have now been designated as a reserved chapter (Chapter 2) titled Fuel Blends.Removing the reference to hydrogen or hydrogen-natural gas blends where they appear in the balance of the






The gas detection system shall function continuously at all times whether or not the enine is operating. . Warnings shallbe plainly audible and visible to the driver prior to entering the vehicle. The gas detection system shall functioncontinuously at all times, whether of not the engine is operating or parked on roadways

There is no validation that an odorant within CNG is a primary safety item. Depending on the odorantis safety concern for any gas vehicle that carry the handicap, children or disabled. All companies who provide naturalgas provide warnings that you should not depend on the odorant. Handicapped vehicle are of particular disadvantage asthe people may well be locked in place. Depending the driver does not provide a reasonable amount of safety. Thereare not testing procedures or criteria for a driver to be able to smell that gas at explosive levels.

_______________________________________________________________________________________________52- Log #46



Natural gas vehicle used for commercial or vocational purposes shall be equipped with a methane detection system.The system shall warn of the presence of methane in the engine compartment, driver’s compartment and anypassenger compartment.

There is no validation that any odorant used within CNG is a primary safety item and all gascompanies warn that you should not depend on the odorant. There are numerous challenges even for individual’s withnormal smell. Everyone is challenged to determine the dangers of leaking gas at the lower explosive levels. Vehicle gasdetection is inexpensive and the systems work extremely well. In addition, there are now considerations that refuelinggas station compression extracts a percentage of odorant.





11.12.8.2 Each LNG vehicle shall be identified with a weather-resistant, diamond-shaped label located on the exteriorvertical surface or near-vertical surface on the lower right rear of the vehicle other than on the bumper of the vehicle.11.12.8.3 The labels for vehicles less than 10,000 lbs shall be a minimum of 4.72 in. long × 3.27 in. high (120 mm × 83

mm).11.12.8.4 The labels for vehicles greater than than 10,000 lbs shall be a minimum of 5.7 in. long × 4.2 in. high (145 mm

× 107 mm).11.12.8.5 The marking in the label required by 11.12.8.2 shall consist of a border and the letters “LNG” [1 in. (25 mm)

minimum height centered in the diamond] of silver or white reflective luminous material on a blue background.11.12.8.6 The marking in the label required by 11.12.8.3 shall consist of a border and the letters “LNG” [1.2 in. (30 mm)

minimum height centered in the diamond] of silver or white reflective luminous material on a blue background.The minimum size of the blue diamond label should remain the same as the current code for all

vehicles. The option to allow the manufacturer to use larger labels is already in the requirement, as the size stated is aminimum. If the committee were to allow the proposal as written into the code, it will force different labels on vehicleswith the same exterior body (ie: pick up trucks and vans) that have vehicle GVWs both less than and greater than10,000 lbs., which could potentially cause confusion and errors in the manufacturing process.In addition, when evaluating the proposed increase in the size of the label and its lettering, the ANSI Z535.2 -2008

American National Standard for Environmental and Facility Safety Signs should be referenced, as it provides guidancefor different requirements for environmental and facility safety signs to alert viewers at greater distances, so that theymay avoid entering—or take appropriate cautions before entering—the location containing the hazard. Per this standard,the minimum letter height for the signal word (Danger, Caution, Notice, etc.) shall be one unit of height for every 150units of safe viewing distance. The standard does state that the proper size of a safety label is based on several factorsincluding legibility, distance, and space restrictions. The goal is to enable people (and in this case EmergencyResponders) to read and understand the label and still have time to follow the safety label's message to avoid anyhazard and prepare to properly respond. This distance is what ultimately dictates the proper size for the safety label.The calculation in ANSI Z535 involves looking at the size of the majority of the text appearing on the label, and itslegibility from a safe viewing distance. The standard states that increasing the font from 1 inch to 1.2 inches will onlyincrease viewing distance from 12.50 to 15.0 feet, or by 2.5 feet, which is minimal enough to not warrant an increase inlabel complexity.

_______________________________________________________________________________________________52- Log #32



11.13.3.2 The gas detection testing procedure shall test onboard the vehicle in accordance with the levels establishedby 11.12.2.3. utilizing the same gas and climatic conditions for daily use of the individual components and system.

Accept change in test level clarification, but agree with N. Pherson comment that the conditions underwhich the testing is performed should not have been removed. Reinstate language from the 2010 version of the code.




52-74Revise text as follows:

Committee Meeting Action : Accept in Principle – Revise the submitted text to read as follows: The Gas detectiontesting procedure shall test onboard the vehicvle in accordance with the levels established by 11.12.2.3.The gas detection validation /testing procedure shall simulate duplicate the same gas and climatic conditions for daily

use of the individual components and system: 20-30 percent LEL trace and 50-60 percent significant.

The original text needed additional wording to avoid confusion for validating the system. Changingsimulate to duplicate to reduce confusion, including individual components and restating the levels was done for clarity.The committee meeting action removed all testing guidance. Vehicle Gas detection systems have to be tested withappropriate gas.

_______________________________________________________________________________________________52- Log #33



11.13.3.4 When provided, onboard fire suppression systems shall be operable at all times, whether or not the vehicle isoperated or parked.11.13.3.4.1 The suppression system shall provide a fire sensing system for detection, actuating, and dispensing of the

appropriate agent per the OEM or FSVIM recommendation.11.13.3.4.2 The system shall be independent of all other systems and not share common components for recognition

or automatic actuation.11.13.3.4.3 Independent manual actuation shall be included as part of the system and available to the driver when

seated.Accept the addition of the clarification of the requirements of the fire suppression system. However,

the use of the term "OEM" in 11.13.3.4.2 should be changed to "OEM or FSVIM".

_______________________________________________________________________________________________52- Log #41



All natural gas vehicles that provide service for disabled or handicapped passengers shall have gas detection. Gasdetection shall meet all of the specification listed within this document for sensor placement and gas detection: 20-30percent LEL and 50-60 percent LEL

There is no validation that an odorant within CNG is a primary safety item. Depending on the odorantis safety concern for any gas vehicle that carry the handicap, children or disabled. All companies who provide naturalgas provide warnings that you should not depend on the odorant. Handicapped vehicle are of particular disadvantageas the people may well be locked in place. Depending the driver does not provide a reasonable amount of safety. Thereare not testing procedures or criteria for a driver to be able to smell that gas at explosive levels.









_______________________________________________________________________________________________52- Log #15




ASTM E 2652,ANSI/UL 723,








As a precaution to keep pressure relief devices in reliable operating condition and to avoid damage, careshould be taken in the handling or storage of CNG or hydrogen containers. Care also should be exercised to avoidplugging by paint or other dirt accumulation in pressure relief device channels or other parts that could interfere with thefunctioning of the device.

Chapter 7 of NFPA 52 establishes requirements for CNG Compression, Gas Processing, Storage andDispensing Systems. The inclusion of requirements for storage of hydrogen containers in the annex for item A.7.16.6(ROP version) is inappropriate. Striking the reference to hydrogen from the annex note will correct an inconsistency inthe document and at the same time meet the requirements to address the change in scope that establish requirementsfor hydrogen in NFPA 2, .

_______________________________________________________________________________________________52- Log #64


52-1Title 49, Code of Federal Regulations, Part 571.304

4.4.4 (4) refers to 49CFR571.304.


2012 FALL REVISION CYCLE

PROCESS

STAGE PROCESS STEP DATES

FOR TC DATES

FOR TCC 1 PRELIMINARY 1.0 Notification of intent to enter cycle 1/7/11 1/7/11

2 REPORT ON PROPOSALS

(ROP)

2.1 Proposal closing date 5/23/11* 5/23/11* 2.2 Final date for ROP meeting 8/26/11 8/5/11 2.3 Final date for mailing TC ballots 9/16/11 8/19/11 2.4 Receipt of (TC) ballots by staff liaison 10/21/11 9/9/11 2.5 Receipt of TC recirculation ballots 11/4/11 9/16/11 2.6 Final date for TCC meeting 10/14/11 2.7 Final date for mailing TCC ballots 10/21/11 2.8 Receipt of TCC ballots 11/11/11 2.9 Receipt of TCC recirculation ballots 11/18/11 2.10 Final copy (w/ ballot statements) to Secretary, Standards Council 11/11/11 11/25/11 2.11 Completion of Reports 11/18/11 12/2/11 2.12 ROP Published and Posted 12/23/11 12/23/11

3 REPORT ON COMMENTS

(ROC)

3.1 Comment closing date 3/2/12 3/2/12 3.2 Final date for ROC meeting 5/4/12 4/6/12 3.3 Final date for mailing TC ballots 5/18/12 4/20/12 3.4 Receipt of (TC) ballots by staff liaison 6/1/12 5/11/12 3.5 Receipt of TC recirculation ballots 6/8/12 5/18/12 3.6 Final date for TCC meeting 6/15/12 3.7 Final date for mailing TCC ballots 6/22/12 3.8 Receipt of TCC ballots 7/13/12 3.9 Receipt of TCC recirculation ballots 7/20/12 3.10 Final copy (w/ ballot statements) to Secretary, Standards Council 6/22/12 7/27/12 3.11 Completion of Reports 7/13/12 8/3/12 3.12 ROC Published and Posted 8/24/12 8/24/12

4 TECH SESSION PREPARATION (& ISSUANCE)

4.1 Notice of Intent to Make a Motion (NITMAM) Closing Date 10/5/12 10/5/12 4.2 Posting of Filed NITMAM (Motions Committee Report) 11/2/12 11/2/12 4.3 Appeal Closing Date for Consent Documents or without NITMAM 11/17/12 11/17/12

4.4 Council Issuance for Consent Documents or without NITMAM 11/27/12 11/27/12

5 TECHNICAL SESSION 5.0 Association Meeting for Documents with Certified Amending Motions 6/10-13/13 6/10-13/13

6 APPEALS & ISSUANCE

6.1 Appeal closing date for Association Meeting Documents 6/26/13 6/26/13 6.2 Council issuance for Association Meeting Documents 8/1/13 8/1/13

* Proposal Closing Dates may vary according to documents and schedules for Revision Cycles may change. Please check the NFPA website (www.nfpa.org) for the most up-to-date information on proposal closing dates and schedules.

NFPA 52 ROC Meeting

Documents

Transcript of NFPA 52 ROC Meeting