statement of problem and substantiation for public comment … · 2015-06-24 · consistent with...

Public Comment No. 114-NFPA 52-2014 [ Global Input ]

Universally change terminology from “ Residential CNG Fueling Facility (RFF-CNG) ” to“Residential Fueling Appliance (RFA)” throughout the code.

Statement of Problem and Substantiation for Public Input

This proposal is part of a Series of proposals which will harmonize NFPA 52 with the new NGV 5.1standard for residential fueling appliances. The RFA language is similar to the language that iscurrently used in Z223/NFPA 54 and this will provide additional consistency between the standardand code and will work to harmonize terminology for industry.

Committee Statement

Residential CNG Fueling Facility (RFF-CNG). Residential Fueling Appliance (RFA)

This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1standard for residential fueling appliances. Update terminology throughout NFPA 52 to beconsistent with Definition added for “Residential Fueling Appliance (RFA)” in clause 3.3.28. TheTerm “RFA” is intended to replace and clarify current terminology of “RFF_CNG”.

Statement of Problem and Substantiation for Public Comment

Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. If retained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1 and will cause confusion.

Related Item

Public Input No. 69-NFPA 52-2013 [Global Input]

Committee Input No. 78-NFPA 52-2014 [Global Input]

Public Input No. 57-NFPA 52-2013 [Chapter 8 [Title Only]]

Submitter Information Verification

Submitter Full Name: JULIE CAIRNS

Organization: CSA GROUP

Affilliation: On behalf of CSA Group NGV 5.1 Technical Subcommittee

Street Address:

City:

State:

Zip:

Submittal Date: Fri Nov 14 15:57:41 EST 2014

Committee Statement

CommitteeAction:

Accepted

Resolution: SR-44-NFPA 52-2015

Statement: Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. Ifretained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1and will cause confusion.

National Fire Protection Association Report http://submittals.nfpa.org/TerraViewWeb/ContentFetcher?commentPara...

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Public Comment No. 59-NFPA 52-2014 [ Global Input ]

In the Revised and Reorganized Second Draft Committee Input, Clause 8.3.2.1 states that

The following CNG and LNG fuel supply subsystems and components, if used,shall be recommended by the original equipment manufacturer (OEM) for theintended service and shall be listed or approved

Vehicle CNG Components are not listed or approved. There is no listing authority for vehiclecomponents, and there are not Authorities Having Jurisdiction in all jurisdictions with theauthority to approve vehicle components as compliant to this code.


Remove requirement that cannot be met.

Related Item

Public Input No. 105-NFPA 52-2013 [Chapter 5]


Submitter Full Name: Virginia Sage

Organization: General Motors of Canada Ltd.

Affilliation: SAE Alternate member

Street Address:

City:

State:

Zip:

Submittal Date: Thu Nov 13 16:07:01 EST 2014

Committee Statement

CommitteeAction:

Unknown Reason

Resolution: See global SR-62 for the reorganization of 52. Both of these comments deals with specificsections in the reorganization of the document.


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Public Comment No. 45-NFPA 52-2014 [ Sections 1.1.3, 1.1.4, 1.1.5 ]

Sections 1.1.3, 1.1.4, 1.1.5

1.1.3

This code shall not apply to those aspects of vehicles and fuel supply containers complying with that arecovered by federal motor vehicle safety standards (FMVSSs) covering the installation of CNG fuelsystems on vehicles and certified by the respective manufacturer as meeting these standards .

1.1.4

This code shall include marine, highway, rail, off-road, and industrial vehicles.

1.1.5

Vehicles that are required to comply with applicable federal motor vehicle safety standards covering theinstallation of LNG fuel systems on vehicles and that are certified by the manufacturer as meeting thesestandards shall not be required to comply with Chapter 9 , except 9.12.8 .


The way the text is currently written, this code would not apply to any on-highway vehicle sold in the U.S. since every vehicle must comply with FMVSS. Even low speed vehicles have FMVSS that apply to them. The proposed wording points out that the code applies to aspects that are not already covered by FMVSS, which I assume is the intent of the committee. Also, the reference to Chapter 9 does not work with the reformatted draft.

Related Item

First Revision No. 1-NFPA 52-2014 [Section No. 1.1.3]


Submitter Full Name: J. Lackore

Organization: Oshkosh Corporation

Street Address:

City:

State:

Zip:

Submittal Date: Wed Nov 12 15:02:08 EST 2014

Committee Statement

CommitteeAction:

Accepted


Statement: The way the text is currently written, this code would not apply to any on-highway vehicle sold in theU.S. since every vehicle must comply with FMVSS. Even low speed vehicles have FMVSS thatapply to them. The proposed wording points out that the code applies to aspects that are notalready covered by FMVSS, which I assume is the intent of the committee. Also, the reference toChapter 9 does not work with the reformatted draft.


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Public Comment No. 72-NFPA 52-2014 [ Section No. 2.3.7 ]

2.3.7 CSA Group Publications.

Canadian Standards Association CSA Group , 8501 East Pleasant Valley Road, Cleveland, OH 44131.

ANSI/CSA NGV1, Standard for Compressed Natural Gas Vehicle (NGV) Fueling Connection Devices, 2006(reaffirmed 2012).

ANSI NGV 2, Compressed Natural Gas Vehicle (NGV) Fuel Containers, 2007.

ANSI NGV 2A, Standard for Compressed Natural Gas Vehicle Fuel Containers — Addenda A to the FourthEdition, 2012.

ANSI NGV 2B, Standard for Compressed Natural Gas Vehicle Fuel Containers — Addenda B to the FourthEdition, reissued October 1, 2012.

ANSI NGV 3.1/CSA 12.3, Fuel System Components for Compressed Natural Gas Powered Vehicles, 2014.

ANSI/IAS NGV 4.4/CSA 12.54, Breakaway Devices for Natural Gas Dispensing Hoses and Systems, 1999(reaffirmed 2009).

ANSI/CSA PRD 1, Pressure Relief Devices for Natural Gas Vehicle (NGV) Fuel Containers, 2013.

CSA 12.54, Breakaway Devices for Dispensing Systems, 1999 (reaffirmed 2009).

CSA NGV 5.1, Residential Fueling Appliances, 201x.


Correct the reference to organization. Should be CSA Group, not Canadian Standards Association.

Related Item

First Revision No. 142-NFPA 52-2014 [Sections 2.3.9, 2.3.10, 2.3.11, 2.3.12, 2.3.13]

Public Input No. 58-NFPA 52-2013 [Section No. 2.3.7]





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: Correct the reference to organization. Should be CSA Group, not Canadian StandardsAssociation.


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Public Comment No. 104-NFPA 52-2014 [ New Section after 3.3 ]

Residential Fueling Appliance (RFA)

A listed self-contained appliance manufactured and certified for refueling CNG vehicles at residentialoccupanies and that compresses natural gas and dispenses the natural gas to a vehicle's fueling system.

Additional Proposed Changes

File Name Description Approved

Public_Input_69_Text.docxDefinitional framework to incorporate RFAs and other appliances and systems.


Definition changes are supported by the following approach: The original proposal was over reaching in its attempt to change all usages of “Residential CNG Fueling Facility (RFF-CNG)” to “Residential Fueling Appliances (RFA).” The objective of the proposal was introduce the RFA definition to attain consistency with the International Fuel Gas Code (IFGC), which is the most widely used model code throughout the U. S. for coverage of fuel gas applications including natural gas vehicles (NGV). The consistency of terms is needed, nevertheless, to maintain clarify between NFPA 52 and the model codes. An approach recommended in this public comment attempts to maintain the relevance of “RFF-CNG,” while implementing an RFA definition and redefining the definition of “vehicle refueling appliance (VFA)” to capture listed systems outside the definition of RFAs. The chart in the uploaded file proposes a framework for realignment of definitions, which are proposed in this Public Comment and directly addressed in the author of Public Input No. 69 subsequent individual proposals (the Committee Statement outlines that these individual proposals need to be addressed “on a case-by-case basis”).

Within this framework, the current usage of “RFF-CNG” would be retained as the general categorization of residential systems and “facilities,” including both listed and unlisted fueling appliances designed certified for residential fueling. RFF-CNG requirements currently found in Chapter 8 of NFPA 52 (following the 2013 Edition document organization) would be retained and would directly apply to all unlisted residential fueling systems. These would serve at the enforceable technical requirements for such systems, including “assemblies” as covered in the definition language modifications proposed. Listed systems would be of two types under the revised definitions proposed: RFAs for residential systems and VFAs, which would cover “commercial” and other non-residential installations. Since these latter systems are not residential systems, coverage of VFAs would be moved to Chapter 7, which is specifically targeted to such installations. RFA requirements would be covered in the terms of listing of the appliance. However, current RFF-CNG requirements would also be retained since the sense of the Committee was to avoid deleting requirements where technical requirements in the listing are not explicitly defined and where an enforcing authority might refer directly to NFPA 52. Implementation of this approach is proposed in subsequent public comments on the proponent’s individual proposals; those comments will refer back to these proposed definitions and rationale.

This new definition specifically addresses RFAs, which to date are not specifically covered within the Standard but which is needed for consistency with model codes.

Related Item



Submitter Full Name: Ted Williams

Organization: American Gas Assocication

Street Address:

City:

State:


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Zip:


Committee Statement

CommitteeAction:

Rejected

Resolution: See SR-26 for revisions to the definitions of RFF-CNG and RFA. Note that SR-26 is based onPC-73, with minor modifications by the technical committee.


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Draft Public Comment – Public Input No. 69

Proposed Change:

3.3.49 Residential CNG Fueling Facility (RFF‐CNG). A facility or system made up of a listed or unlisted

An assembly with a capacity not exceeding 5 scf/min (0.14 SCM/min) of natural gas, that can be used for

fueling a vehicle at a home or residence.

3.3.xx [new] Residential Fueling Appliance (RFA). A listed self‐contained appliance manufactured and

certified for refueling CNG vehicles at residential occupancies and that compresses natural gas and

dispenses the natural gas to a vehicle’s fueling system.

3.3.61 Vehicle Fueling Appliance (VFA). A listed self‐contained appliance manufactured and certified

for refueling CNG vehicles at fleet and public dispensing operations and system that compresses natural

gas and dispenses the natural gas to a vehicle’s engine fueling system.

8.2.1 System components not part of a listed VFA RFA shall comply with the appropriate provisions of

Chapter 5.

8.2.2 VFAs RFAs shall be listed.

8.2.3 VFAs RFAs shall be exempt from requirements of Sections 5.5 through 5.9, 7.2 through 7.4, 7.6,

and 7.8 through 7.16.

8.3.6 Unless specifically permitted by the installation instructions, multiple VFAs RFAs shall not be

manifolded together on the discharge side.

8.3.7 Where more than one VFA RFA is located in a common area, spacing between the VFAs RFAs shall

not be less than 3 ft (1 m) unless permitted by the installation instructions.

Reason: These definitions are supported by the following approach: The original proposal was over

reaching in its attempt to change all usages of “Residential CNG Fueling Facility (RFF‐CNG)” to

“Residential Fueling Appliances (RFA).” The objective of the proposal was introduce the RFA definition

to attain consistency with the International Fuel Gas Code (IFGC), which is the most widely used model

code throughout the U. S. for coverage of fuel gas applications including natural gas vehicles (NGV). The

consistency of terms is needed, nevertheless, to maintain clarify between NFPA 52 and the model codes.

An approach recommended in this public comment attempts to maintain the relevance of “RFF‐CNG,”

while implementing an RFA definition and redefining the definition of “vehicle refueling appliance

(VFA)” to capture listed systems outside the definition of RFAs. The following chart proposes a

framework for realignment of definitions, which are proposed in this Public Comment and directly

addressed in the author of Public Input No. 69 subsequent individual proposals (the Committee

Statement outlines that these individual proposals need to be addressed “on a case‐by‐case basis”).

Proposed Classification Framework for NFPA 52 Coverage of Residential Fueling Appliances and Modifications to Global

Terminology Proposal from NGV 5.1 (2013 Edition Document Format)

Chapter 8 CNG Residential Fueling Facilities (RFF‐CNGs)(revise 3.3.49 definition to cover “appliances” and “assemblies”

Unlisted Fueling Systems

RFF‐CNG Requirements(current Chapter 8 requirements

covering “assemblies”)

Residential Fueling Appliances(RFAs) (new definition)

Vehicle Fueling Appliances (VFAs)(relocated to Chapter 7; revise 3.3.61 definition toward “commercial”)

Listed Fueling Systems

RFA Listing Requirements(not shown in NFPA 52)

RFF‐CNG Requirements(current Chapter 8requirements relevantRFAs)

Within this framework, the current usage of “RFF‐CNG” would be retained as the general categorization of residential systems and “facilities,” including both listed and unlisted fueling appliances designed certified for residential fueling. RFF‐CNG requirements currently found in Chapter 8 of NFPA 52 (following the 2013 Edition document organization) would be retained and would directly apply to all unlisted residential fueling systems. These would serve at the enforceable technical requirements for such systems, including “assemblies” as covered in the definition language modifications proposed. Listed systems would be of two types under the revised definitions proposed: RFAs for residential systems and VFAs, which would cover “commercial” and other non‐residential installations. Since these latter systems are not residential systems, coverage of VFAs would be moved to Chapter 7, which is specifically targeted to such installations. RFA requirements would be covered in the terms of listing of the appliance. However, current RFF‐CNG requirements would also be retained since the sense of the Committee was to avoid deleting requirements where technical requirements in the listing are not explicitly defined and where an enforcing authority might refer directly to NFPA 52. Implementation of this approach is proposed in subsequent public comments on the proponent’s individual proposals; those comments will refer back to these proposed definitions and rationale.

With respect to the proposed definition text:

In 3.3.49, the general covering is extended to “facilities” and “systems” in keeping with the need

for general residential system coverage. The flow rate limit is deleted since this is a technical

requirement and, as such, should not be included in a definition.

In 3.3.xx [new], most of the RFA text is copied from the existing VFA definition to maintain

parallel coverage of listed systems while providing distinct coverage for systems designed and

certified for residential occupancies.

In 3.3.61, “systems” is deleted since VFA coverage is narrowed to “appliances,” while systems

are covered in the RFF‐CNG definition along with “facilities.”

With respect to Sections 8.2 and 8.3, VFA requirements should be prescribed in Chapter 7. However,

these requirements should be applied in parallel to unlisted RFF‐CNG systems and RFAs here as well.


3.3.

49 Pressure Regulator.

A device, either adjustable or nonadjustable, for controlling and maintaining, within acceptable limits, auniform outlet pressure.

49 Residential CNG Fueling Facility (RFF-CNG).

An assembly with a capacity not exceeding 5 scf/min (0.14 SCM/min) of natural gas, that can be used forfueling a vehicle at a home or residence.

Residential Fueling Appliance (RFA). A type of Vehicle Fueling Appliance (VFA, ref. 3.3.61),designed, listed, delivered and intended to be installed as one system primarily intended for residential(home) use.


Original RationaleThis proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances.

This term is required to replace the current term "Residential Fueling Facility (RFF-CNG)" because NGV 5.1 will refer to these appliances as “Residential Fueling Appliance (RFA)” and the term RFA is intended as a global change throughout NFPA 52 to replace current terminology of "RFF_CNG".

Additional comment:NGV 5.1 has reviewed all comments received as a result of industry / public review. The document will be submitted to the Technical committee for approval during November 2014. The standard will be published during December 2014/January 2015.

Related Item






Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected



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3.3.53 Residential CNG Fueling Facility (RFF-CNG).

An assembly with a capacity not exceeding 5 scf/min (0.14 SCM/min) of natural gas, A facility or systemmade up of a listed or unlisted assembly that can be used for fueling a vehicle at a home or residence.



Public_Input_69_Text.docxDefinitional changes and approach "Framework" document addressing Public Input 69 and related changes.




With respect to the proposed definition text, the general covering is extended to “facilities” and “systems” in keeping with the need for general residential system coverage. The flow rate limit is deleted since this is a technical requirement and, as such, should not be included in a definition.

Related Item





Street Address:

City:

State:


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Zip:


Committee Statement

CommitteeAction:

Rejected



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Proposed Change:











Chapter 5.





















3.3.53 Residential CNG Fueling Facility (RFF-CNG) . Residential Fueling Appliance (RFA) ).

An assembly with a capacity not exceeding 5 scf/min (0.14 SCM/min) of natural gas, that can be used forfueling a vehicle at a home or residence.


Original Rationale: This proposal is part of a Series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances. The RFA language is similar to the language that is currently used in Z223/NFPA 54 and this will provide additional consistency between the standard and code and will work to harmonize terminology for industry.

Additional information: Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. If retained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1 and will cause confusion.

Related Item






Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected



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Public Comment No. 15-NFPA 52-2014 [ Section No. 3.3.64.1 ]

3.3.64.1 Commercial Motor Vehicle.

A

Commercial motor vehicle

or combination of motor vehicles used inmeans any self-propelled or towed motor vehicle used on a highway in interstate commerce to transportpassengers or property

if the motor vehicle has a grosswhen the vehicle—

(1) Has a gross vehicle weight rating or gross combination weight rating

of 11,

794 kilogramsor

more (26,001 pounds or more) inclusive of a towed unit(s) with agross vehicle weight

rating of more thanor gross combination weight, of 4,536

kilogramskg (10,

000001 pounds)

, or has a gross vehicle weight rating of 11,794 or more kilograms (26,001 pounds or more), or is designed totransport 16 or moreor more, whichever is greater; or

(2) Is designed or used to transport more than 8 passengers (including the driver) for compensation; or

(3) Is designed or used to transport more than 15 passengers, including the driver,

or is of any sizeand is not used to transport passengers for compensation; or

(4) Is used in transporting material found by the

transportationSecretary of

hazardous materials as defined in this section. [FMCSA 383Transportation to be hazardous under 49 U.S.C. 5103 and transported in a quantity requiring placardingunder regulations prescribed by the Secretary under 49 CFR, subtitle B, chapter I, subchapter C. [49 CFR390 .5]


The problem with the definition of commercial motor vehicle as given in 3.3.64.1 is that that particular definition as given is used for the purpose of obtaining a commercial driver's license (CDL). A person may drive a commercial vehicle without having a CDL if the vehicle has a gross weight rating of 10,001 or more pounds. The actual definition of commercial vehicle that should be used is found at 49 CFR 390.5.

I overlooked this issue when I submitted public input suggesting the addition of the definition of "Class 3" vehicle, which is a commercial vehicle.


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Related Item

Public Input No. 101-NFPA 52-2013 [New Section after 3.3.8]


Submitter Full Name: Quon Kwan

Organization: US Department of Transportatio

Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: The problem with the definition of commercial motor vehicle as given in 3.3.64.1 is that thatparticular definition as given is used for the purpose of obtaining a commercial driver's license(CDL). A person may drive a commercial vehicle without having a CDL if the vehicle has a grossweight rating of 10,001 or more pounds. The actual definition of commercial vehicle that should beused is found at 49 CFR 390.5.

The submitted overlooked this issue when he submitted public input suggesting the addition of thedefinition of "Class 3" vehicle, which is a commercial vehicle.


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3.3.65 Vehicle Fueling Appliance (VFA).

A listed system that self-contained appliance manufactured and certified for refueling CNG vehicles at fleetand public dispensing operations and that compresses natural gas and dispenses the natural gas to avehicle's engine fueling system.



Public_Input_69_Text.docxDiscussion of definitional changes and Framework for model code consistency.




The proposed definitional change here deletes "systems" since VFA coverage is narrowed to "appliances" in a related proposal while systems are covered in the RFF-CNG definition along with "facilities."

Related Item





Street Address:

City:

State:


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Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: Definition changes are supported by the following approach: The original proposal was over reachingin its attempt to change all usages of “Residential CNG Fueling Facility (RFF-CNG)” to “ResidentialFueling Appliances (RFA).” The objective of the proposal was introduce the RFA definition to attainconsistency with the International Fuel Gas Code (IFGC), which is the most widely used model codethroughout the U. S. for coverage of fuel gas applications including natural gas vehicles (NGV). Theconsistency of terms is needed, nevertheless, to maintain clarify between NFPA 52 and the modelcodes. An approach recommended in this public comment attempts to maintain the relevance of“RFF-CNG,” while implementing an RFA definition and redefining the definition of “vehicle refuelingappliance (VFA)” to capture listed systems outside the definition of RFAs. The chart in the uploadedfile proposes a framework for realignment of definitions, which are proposed in this Public Commentand directly addressed in the author of Public Input No. 69 subsequent individual proposals (theCommittee Statement outlines that these individual proposals need to be addressed “on acase-by-case basis”).

Within this framework, the current usage of “RFF-CNG” would be retained as the generalcategorization of residential systems and “facilities,” including both listed and unlisted fuelingappliances designed certified for residential fueling. RFF-CNG requirements currently found inChapter 8 of NFPA 52 (following the 2013 Edition document organization) would be retained andwould directly apply to all unlisted residential fueling systems. These would serve at the enforceabletechnical requirements for such systems, including “assemblies” as covered in the definitionlanguage modifications proposed. Listed systems would be of two types under the revised definitionsproposed: RFAs for residential systems and VFAs, which would cover “commercial” and othernon-residential installations. Since these latter systems are not residential systems, coverage ofVFAs would be moved to Chapter 7, which is specifically targeted to such installations. RFArequirements would be covered in the terms of listing of the appliance. However, current RFF-CNGrequirements would also be retained since the sense of the Committee was to avoid deletingrequirements where technical requirements in the listing are not explicitly defined and where anenforcing authority might refer directly to NFPA 52. Implementation of this approach is proposed insubsequent public comments on the proponent’s individual proposals; those comments will referback to these proposed definitions and rationale.

The proposed definitional change here deletes "systems" since VFA coverage is narrowed to"appliances" in a related proposal while systems are covered in the RFF-CNG definition along with"facilities."


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Proposed Change:











Chapter 5.




















Public Comment No. 65-NFPA 52-2014 [ Chapter 4 ]

Chapter 4 General Fueling Station Requirements

4.1 Installer Qualifications.

Designers, fabricators, and constructors of LNG, LCNG, and CNG fueling facilities shall be competent andhave expertise in the design, fabrication, and construction of LNG, LCNG, and CNG containers;cryogenicequipment; loading and unloading systems; fire protection equipment; detectionsystems ; facility siting;containment; piping systems; and other components of the facility.

4.2 Installation Supervision.

The installation of LNG and CNG systems shall be supervised by qualified personnel with reference totheir construction and use.

4.3 Installation Validation.

The refueling station and associated storage equipment shall be validated per 4.3.1 upon initialinstallation and revalidated per 4.3.1when a change is made to the last validated design, including, butnot limited to, changes in the service pressure.

The installation validation shall also be reviewed at least every 4 years to detect any undocumentedchanges.

4.3.1

The validation shall be conducted by a qualified engineer(s) with proven expertise in the specific fuelingand supporting equipment being installed and shall at a minimum include the following:

(1) Process safety analysis and hazard and operability studies (HAZOPS)

(2) Mitigating fire protection measures such as suppression systems

(3) Aboveground or belowground systems or vaults for the containers

(4) Fire and gas detection systems designed to interface with an emergency shutdown device (ESD)

(5) Ventilation and other facility features

(6) Drainage and impounding for the individual site as administered by a qualified engineer(s) withproven expertise in these fields

4.3.1.1

Validation shall be kept on site and provided to the AHJ.

4.4* Building Construction Materials.

4.4.1* Noncombustible Material.

A material that complies with any of the following shall be considered a noncombustible material:

(1)

(2) A material that is reported as passing ASTM E136, Standard Test Method for Behavior of Materialsin a Vertical Tube Furnace at 750° C.

(3) A material that is reported as complying with the pass/fail criteria of ASTM E136 when tested inaccordance with the test method and procedure in ASTM E2652, Standard Test Method for Behaviorof Materials in a Tube Furnace with a Cone-shaped Airflow Stabilizer, at 750 Degrees C.

[ 101:4.6.13.1]

4.4.2* Limited-Combustible Material.

A material shall be considered a limited-combustible material where all the conditions of 4.4.2.1 and4.4.2.2, and the conditions of either 4.4.2.3 or 4.4.2.4, are met. [ 101:4.6.14]

4.4.2.1

The material shall not comply with the requirements for noncombustible material, in accordance with4.4.1. [ 101:4.6.14.1]

* 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.


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4.4.2.2

The material, in the form in which it is used, shall exhibit a potential heat value not exceeding 3500 Btu/lb(8141 kJ/kg), where tested in accordance with NFPA 259. [ 101:4.6.14.2]

4.4.2.3

The material shall have the structural base of a noncombustible material with a surfacing not exceeding athickness of 1⁄8 in. (3.2 mm) where the surfacing exhibits a flame spread index not greater than 50 whentested in accordance with ASTM E84, Standard Test Method for Surface Burning Characteristics ofBuilding Materials, or ANSI/UL 723, Standard for Test for Surface Burning Characteristics of BuildingMaterials. [ 101:4.6.14.3]

4.4.2.4

The material shall be composed of materials that, in the form and thickness used, exhibit neither a flamespread index greater than 25 nor evidence of continued progressive combustion when tested inaccordance with ASTM E84 or ANSI/UL 723, and shall be of such composition that all surfaces that wouldbe exposed by cutting through the material on any plane would exhibit neither a flame spread indexgreater than 25 nor exhibit evidence of continued progressive combustion when tested in accordance withASTM E84 or ANSI/UL 723. [ 101:4.6.14.4]

4.4.2.5

Where the term limited-combustible is used in this code, it shall also include the term noncombustible. [101:4.6.14.5]


Re: Chapter 4 – Facilities (from draft reorganization text submitted under Public Input No. 104-NFPA 52-2013 [ Chapter 4 ]):

Re: 4.1.10.2 and 4.1.10.3: The requirements for maintenance manuals and record requirements should be built from NFPA 59A, Chapter 13, 13.18.4.2 and 13.18.4.6.

Related Item



Submitter Full Name: Timothy Meyers

Organization: US Coast Guard

Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected

Resolution: The committee is unclear as to the submitters intent as to what he wants to change in thereorganized draft. Note that there are changes proposed to Chapter 10 of the existing draft toinclude the maintenance requirements from NFPA 59A.


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Chapter 5 General CNG Requirements and Equipment Qualifications

5.1* Application.

This chapter applies only to pressurized system components handling CNG.

5.2* Composition.

Natural gas composition dispensed to vehicles shall comply with 5.2.1.

5.2.1

The dispensed natural gas shall be composed of the following:

(1) Hydrogen sulfide and soluble sulfides, 1 gr/100 scf (23 mg/m3), maximum

(2) Water — the pressure dew point of the natural gas shall be at least 20°F below the lowestanticipated temperature in which the vehicle will operate and at the pressure of a full container with auniform gas temperature equal to the lowest anticipated vehicle operating temperature

(3) Carbon dioxide, 3.0 volume percent, maximum

(4) Oxygen, 1.0 volume percent, maximum

(5) Hydrogen, 2.0 volume percent, maximum

5.2.1.1

Natural gas introduced into any system covered by this code shall have a distinctive odor potent enoughfor its presence to be detected down to a concentration in air of not over one-fifth of the lower limit offlammability.

5.2.1.2

Methanol and/or glycol shall not be deliberately added to the natural gas at the fueling station.

5.3 System Approvals.

5.3.1*

The following dispensing station systems and dispensing station system components shall be listed orapproved:

(1) Pressure relief devices, including pressure relief valves

(2) Pressure gauges

(3) Pressure regulators

(4) Valves

(5) Hose and hose connections

(6) Vehicle fueling connections (nozzle)

(7) Electrical equipment related to CNG systems

(8) Gas detection equipment and alarms

(9) Fire protection and suppression equipment

(10) Vehicle fueling appliances (VFAs)

5.3.2

Devices not otherwise specifically provided for shall be constructed to provide safety equivalent to thatrequired for other parts of a system.

5.4* Design and Construction of Containers.

5.4.1

Containers shall be fabricated of steel, aluminum, or composite materials.

5.4.2

The container shall be designed for CNG service.


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5.4.2.1

The container shall be permanently marked “CNG” by the manufacturer.

5.4.3

Containers manufactured prior to the effective date of this code shall be permitted to be used in CNGservice if recommended for CNG service by the container manufacturer or if approved by the authorityhaving jurisdiction.

5.4.4*

Cylinders shall be manufactured in accordance with the following:

(1) ANSI NGV2, Compressed Natural Gas Vehicle (NGV) Fuel Containers, specifically for CNG service

(2) U.S. Federal Motor Vehicle Safety Standard, 49 CFR 571.304, Compressed Natural Gas FuelContainer Integrity

5.4.4.1

Cylinders that have reached the labeled expiration date shall be removed from service. Cylinders that aredisconnected, depressurized, and permanently disabled shall be permitted to be left on the vehicle.

5.4.4.2*

Composite reinforced cylinders or other cylinders marked with exemption or special permit numbers shallbe removed from service.

5.4.5 ASME Compliance.

5.4.5.1

Pressure vessels shall be manufactured, inspected, marked, and tested in accordance with ASME Boilerand Pressure Vessel Code, Section VIII or Section X.

5.4.5.2

Adherence to applicable ASME Boiler and Pressure Vessel Code case interpretations and addenda shallbe considered as compliant with the ASME Boiler and Pressure Vessel Code.

5.4.5.3*

Pressure vessels manufactured to the requirements of the ASME Boiler and Pressure Vessel Code shallbe registered with the National Board of Boiler and Pressure Vessel Inspectors.

5.4.5.4

The repair or alteration of an ASME pressure vessel shall comply with the requirements of NB-23, NationalBoard Inspection Code.

5.4.5.5

Other welding or brazing shall be permitted only on saddle plates, lugs, or brackets attached to thepressure vessel by the pressure vessel manufacturer.

5.4.5.6

The exchange or interchange of pressure vessel appurtenances intended for the same purpose shall notbe considered a repair or alteration.

5.5 Pressure Relief Devices (PRDs).

(See Annex C.)

5.5.1

Each cylinder complying with 5.4.4 shall be fitted with one or more pressure relief devices (PRDs) with thenumber, location, and part number as specified by the cylinder manufacturer ; or shall be marked andcertified in accordance with ANSI PRD 1, Pressure Relief Devices for Natural Gas Vehicle (NGV) FuelContainers.

5.5.1.1

The discharge flow rate of the PRD shall not be reduced below that required for the capacity of thecontainer upon which the device is installed.

5.5.1.2

PRDs shall be located so that the temperature to which they are subjected is representative of thetemperature to which the fuel supply container is subjected.


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5.5.1.3

Where parts of the vehicular fuel container are exposed to higher temperatures than the PRD during alocalized fire, the fuel container shall be protected by any of the following:

(1) Noncombustible heat-insulating shielding to retard localized heating of the container

(2) Installation of a thermally sensitive “fusing” system to trigger the PRD in a fire situation

(3) Other design for venting of the fuel container in a fire situation

5.5.2

Pressure vessels complying with 5.4.5 used for stationary storage without temperature compensation ofthe storage operating pressure shall be protected with one or more spring-loaded pressure relief valves inaccordance with the ASME Boiler and Pressure Vessel Code.

5.5.2.1

The minimum rate of discharge of PRDs on containers shall be in accordance with CGA S-1.3, PressureRelief Device Standards — Part 3 — Stationary Storage Containers for Compressed Gases, or the ASMEBoiler and Pressure Vessel Code, whichever is applicable.

5.5.2.2

Pressure relief valves (PRVs) for CNG service shall not be fitted with lifting devices.

5.5.2.2.1

The adjustment, if external, shall be provided with a means for sealing the adjustment to preventtampering.

5.5.2.2.2

If at any time it is necessary to break such a seal, the valve shall be removed from service until it has beenreset and sealed.

5.5.2.2.3

Adjustments shall be made only by the manufacturer or other companies having competent personnel andfacilities for the repair, adjustment, and testing of such valves.

5.5.2.2.4

The organization making such adjustments shall attach a permanent tag with the setting, capacity, anddate.

5.5.2.3

PRVs protecting ASME pressure vessels shall be repaired, adjusted, and tested in accordance withNB-23, National Board Inspection Code.

5.5.3

Containers and pressure vessels not constructed in accordance with 5.4.4 or 5.4.5 shall be provided withPRDs approved by the authority having jurisdiction.

5.6 Pressure Gauges.

A pressure gauge, if provided, shall be capable of reading at least 1.2 times the maximum allowableworking pressure for the dispensing station or 1.2 × 1.25 times the service pressure for the vehicle.

5.7 Pressure Regulators.

5.7.1

A pressure regulator inlet and each chamber shall be designed for its operating pressure with a pressuresafety factor of at least four times the operating pressure of the dispensing station.

5.7.1.1

Low-pressure chambers shall provide for overpressure relief or be able to withstand the service pressureof the upstream pressure chamber.

5.7.2

A vehicle pressure regulator shall comply with the requirements in 5.7.1 or ANSI NGV 3.1, Fuel SystemComponents for Compressed Natural Gas Powered Vehicles.

5.8 Fuel Lines.

5.8.1

Pipe, tubing, fittings, gaskets, and packing material shall be compatible with the fuel under the maximumservice conditions.

5.8.2

Pipe, tubing, fittings, and other components shall be designed with a minimum safety factor of 3.


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5.8.3

Natural gas piping shall be fabricated and tested in accordance with ANSI/ASME B31.3, Process Piping.

5.8.4

The following components shall not be used for CNG service:

(1) Fittings, street els, and other piping components of cast irons other than those complying with ASTMA47, Standard Specification for Ferritic Malleable Iron Castings (Grade 35018); ASTM A395,Standard Specification for Ferritic Ductile Iron Pressure-Retaining Castings for Use at ElevatedTemperatures; and ASTM A536, Standard Specification for Ductile Iron Castings (Grade 60-40-18)

(2) Plastic pipe, tubing, and fittings for high-pressure service

(3) Galvanized pipe and fittings

(4) Aluminum pipe, tubing, and fittings

(5) Pipe nipples for the initial connection to a container

(6) Copper alloy with copper content exceeding 70 percent

5.8.4.1

The refueling connection shall be permitted to be made of nonsparking wrought aluminum alloy designedfor the pressure employed.

5.8.4.2

Aluminum pipe, tubing, and fittings shall be permitted to be used downstream of the first-stage pressureregulator in an engine fuel system.

5.8.5

Piping components such as strainers, snubbers, and expansion joints shall be permanently marked by themanufacturer to indicate the service ratings.

5.9 Valves.

5.9.1

Valves, valve packing, and gaskets shall be designed or selected for the fuel over the full range ofpressures and temperatures to which they are subjected under operating conditions.

5.9.1.1

Shutoff valves for dispensing stations shall have a rated maximum allowable working pressure not lessthan the rated operating pressure of the system and shall be capable of withstanding a hydrostatic test ofat least four times the rated operating pressure without rupture.

5.9.1.2

Shutoff valves for vehicles shall have a service pressure not less than the service pressure of the fuelcontainer and shall be capable of withstanding a hydrostatic test of at least four times the operatingpressure (1.25 times the service pressure).

5.9.1.3

Leakage shall not occur at less than 1.5 times the rated operating pressure.

5.9.2

Valves of cast irons other than those complying with ASTM A47, Standard Specification for FerriticMalleable Iron Castings (Grade 35018); ASTM A395, Standard Specification for Ferritic Ductile IronPressure-Retaining Castings for Use at Elevated Temperatures; and ASTM A536, Standard Specificationfor Ductile Iron Castings (Grade 60-40-18), shall not be used as primary stop valves.

5.9.3

Valves of a design that allows the valve stem to be removed without removal of the complete valve bonnetor without disassembly of the valve body shall not be used.

5.9.4

The manufacturer shall stamp or otherwise permanently mark the valve body to indicate the serviceratings.

5.9.4.1

Container valves incorporating integral PRDs complying with 5.5.1 shall not require additional marking.

5.9.5

Vehicle shutoff valves shall comply with the requirements in Section 5.9 or ANSI NGV 3.1, Fuel SystemComponents for Compressed Natural Gas Powered Vehicles.

5.10 Hose and Hose Connections.


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5.10.1

Hose and metallic hose shall be constructed of or lined with materials that are resistant to corrosion andexposure to natural gas.

5.10.2

Dispensing station hose, metallic hose, flexible metal hose, tubing, and their connections shall bedesigned or selected for the most severe pressures and temperatures under normal operating conditionswith a burst pressure of at least four times the maximum allowable working pressure.

5.10.2.1

Prior to use, hose assemblies shall be tested by the OEM or its designated representative at a pressure ofat least twice the maximum allowable working pressure.

5.10.3

Vehicle hose, metallic hose, flexible metal hose, tubing, and their connections shall be designed orselected for the most severe pressures and temperatures under normal operating conditions with a burstpressure of at least four times the operating pressure.

5.10.3.1

Prior to use, hose assemblies shall be tested by the OEM or its designated representative at a pressure ofat least twice the operating pressure.

5.10.4

Hose and metallic hose shall be distinctly marked by the OEM or component manufacturer, either by themanufacturer's permanently attached tag or by distinct markings indicating the manufacturer's name ortrademark, applicable service identifier, and design pressure.

5.10.5

Vehicle hoses, metallic hose, flexible metal hose, tubing, and their connections shall comply with therequirements in Section 5.10 or ANSI NGV 3.1, Fuel System Components for Compressed Natural GasPowered Vehicles.

5.11 Vehicle Fueling Connection.

5.11.1

CNG vehicle fueling connection devices shall be listed in accordance with ANSI/IAS NGV1, Standard forCompressed Natural Gas Vehicle (NGV) Fueling Connection Devices.


Re: Chapter 5 – Firefighting (from draft reorganization text submitted under Public Input No. 105-NFPA 52-2013 [Chapter 5]):

Sections related to “siting” (5.1.1, 5.2.1, and 5.3.1) should not be included under Chapter 5 (Fire Protection). Siting and validation should be included in Chapter 4 (Facilities). This is consistent with the content of Chapter 12 (LNG Fire Protection) of the current 2013 edition.

Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Unknown Reason


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Resolution: See global SR-62 for the reorganization of 52. Both of these comments deals with specificsections in the reorganization of the document.


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Public Comment No. 110-NFPA 52-2014 [ Section No. 5.3.1 [Excluding any

Sub-Sections] ]



(2) Pressure gauges


(4) Valves







(11) Residential Fueling Appliances (RFAs).



Public_Input_69_Text.docx Definitional Framework to resolve issues with Public Input #69





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A cornerstone to this overall approach is inclusion of a definition of 'RFA.'

Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected but see related SR


Statement: Chapter 12 of the reorganized document requires Residential Fueling Appliances (RFA's) to belisted. The committee modified (8) so that it would apply to both CNG and LNG systems


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Proposed Change:











Chapter 5.




















Public Comment No. 30-NFPA 52-2014 [ Section No. 5.3.1 [Excluding any Sub-Sections]

]



(2) Pressure gauges


(4) Valves







(11) Pressure and temperature compensation systems for dispensing into vehicles


CSA will publish ANSI NGV4.1 as a listing standard for dispensers. The pressure and temperature compensation systems are safety critical and existing systems are often deficient resulting in overfilling.

Related Item

First Revision No. 20-NFPA 52-2014 [Section No. 5.3.1 [Excluding any Sub-Sections]]


Submitter Full Name: John Dimmick

Organization: Clean Vehicle Education Founda

Street Address:

City:

State:

Zip:

Submittal Date: Mon Nov 10 16:01:49 EST 2014

Committee Statement

CommitteeAction:





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]



(2) Pressure gauges


(4) Valves







Questions;

(1) If this is only for dispensing stations, why is it not in that section of the code, chapter 7?

(2) What was wrong with the current wording of this section?


Moving this to the Dispensing chapter would remove confusion.

Related Item

Public Input No. 51-NFPA 52-2013 [New Section after 10.13.1.1]


Submitter Full Name: GARTH RUTTIG

Organization: NEW FLYER INDUSTRIES

Street Address:

City:

State:

Zip:


Committee Statement

Committee Action: Rejected

Resolution: This public comment is not actionable as it does not include proposed text language


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]



(2) Pressure gauges


(4) Valves







(11) Residential fueling appliances (RFA’s)


Original Rationale: This proposal is part of a Series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances. To ensure that residential fueling appliances will be listed to the new CSA Group NGV 5.1, Residential Fueling Appliance standard.

Additional Comment: NGV 5.1 has reviewed all comments received as a result of industry / public review. The document will be submitted to the Technical committee for approval during November 2014. The standard will be published during December 2014/January 2015.

Related Item

Public Input No. 61-NFPA 52-2013 [Section No. 5.3.1 [Excluding any Sub-Sections]]





Street Address:

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Zip:


Committee Statement

CommitteeAction:





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]

Cylinders shall be manufactured in accordance with the following:

(1) ANSI NGV2, Compressed Natural Gas Vehicle (NGV) Fuel Containers, specifically for CNG serviceand;

(2) U.S. Federal Motor Vehicle Safety Standard, 49 CFR 571.304, Compressed Natural Gas FuelContainer Integrity


While FMVSS 304 is the regulatory requirement it is deficient alone because it does not address two critical failure modes that resulted in strengthened requirements in NGV2. Chemical attack and impact damage have each resulted in multiple container ruptures of designs made to the original NGV2. No such failures have occurred to designs in accordance with NGV2-98 or later. Some manufacturers have chosen to comply only with FMVSS 304 but this is not adequate for safety.

Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: While FMVSS 304 is the regulatory requirement it is deficient alone because it does not address twocritical failure modes that resulted in strengthened requirements in NGV2. Chemical attack andimpact damage have each resulted in multiple container ruptures of designs made to the originalNGV2. No such failures have occurred to designs in accordance with NGV2-98 or later. Somemanufacturers have chosen to comply only with FMVSS 304 but this is not adequate for safety.


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]

Each cylinder complying with 5.4.4 shall be fitted with one or more pressure relief devices (PRDs) with thenumber, location, and part number as specified by the cylinder manufacturer ; or shall be marked andcertified in accordance with ANSI PRD 1, Pressure Relief Devices for Natural Gas Vehicle (NGV) FuelContainers. Containers may also be protected using fire-resistant barriers to protect the container from fuelsources or a combination of barriers and PRDs.


In six different vehicle fires the protection system that depended solely on PRDs was not effective in preventing container rupture. In at least two cases the corrective action was to retrofit the container with a fire resistant barrier between the container and the fuel source. Such barriers should be permitted in the initial design of fire protection.

Related Item





Street Address:

City:

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Zip:


Committee Statement

CommitteeAction:



Statement: In six different vehicle fires the protection system that depended solely on PRDs was not effective inpreventing container rupture. In at least two cases the corrective action was to retrofit the containerwith a fire resistant barrier between the container and the fuel source. Such barriers should bepermitted in the initial design of fire protection.

The committee added the term "thermally activated" to this section per PC-8. In addition, thecommittee changed "and" to "or" so that each cylinder is required to meet the requirements of ANSIPRD 1 as well as be fitted with the PRD specified by the cylinder manufacturer. The committee hasrejected the part of PC-6 prohibiting the use of burst disks to control pressure buildup. Thecommittee believes that the use of rupture disks should be retained as an option to control pressure.


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Public Comment No. 6-NFPA 52-2014 [ Section No. 5.5.1 [Excluding any Sub-Sections] ]

Each cylinder complying with 5.4.4 shall be fitted with one or more thermally activated pressure reliefdevices (PRDs) with the number, location, and part number as specified by the cylinder manufacturer ; orshall be marked and certified in accordance with ANSI PRD 1, Pressure Relief Devices for Natural GasVehicle (NGV) Fuel Containers. Pressure activated pressure relief devices (PRDs) utilizing byrst disktechnology shall not be used to controll pressure buildup due to ambient temperature increases.


Section 5.5.1 only covers thermally activated pressure relief devices that protect cylinders during a fire. Adding 'thermally activated' to 5.5.1 clarifies the intent of these requirements. The additional comment on pressure activated PRDs is made to prohibit the use of a burst disk PRD solely to relieve an increase in pressure due to ambient temperature increases since it actually increases the hazard by relieving the entire contents of the cylinder when all that is required is to just reduce the pressure a few hundred pounds. Low volume releases are less hazardous than full release of the cylinder contents.

Related Item



Submitter Full Name: Douglas Horne

Organization: DBHorne LLC

Street Address:

City:

State:

Zip:

Submittal Date: Thu Oct 02 10:43:04 EDT 2014

Committee Statement


Resolution: See SR-8 for revisions to this section.


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5.9.1.1

Shutoff valves for dispensing stations shall have a rated maximum allowable working pressure not less thanthe rated operating pressure of the system and shall be capable of withstanding a hydrostatic test of atleast four times the rated operating pressure without rupture.

Please place this in the dispensing station section, chapter 7.



Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected

Resolution: This material is not actionable by the technical committee. it is not clear where the submitterwould like the material moved to.


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5.9.1.2

Shutoff valves for vehicles shall have a service pressure not less than the service pressure of the fuelcontainer and shall be capable of withstanding a hydrostatic test of at least four times the operatingpressure (1.25 times the service pressure) or shall comply with the requirements in ANSI NGV 3 .1.


Manual valves for vehicles that comply with NGV 3.1 do not require hydrostatic strength of 5 times the service pressure, but must meet a more comprehensive list of requirements based on operating conditions. This follows the approach of other vehicle components in this code.

Related Public Comments for This Document

Related Comment Relationship

Public Comment No. 99-NFPA 52-2014 [Section No. 5.9.5]

Related Item

Public Input No. 163-NFPA 52-2013 [Section No. 5.9.1.1]

First Revision No. 126-NFPA 52-2014 [Sections 5.9.1.1, 5.9.1.2]





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: Manual valves for vehicles that comply with NGV 3.1 do not require hydrostatic strength of 5 timesthe service pressure, but must meet a more comprehensive list of requirements based onoperating conditions. This follows the approach of other vehicle components in this code.


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5.9.5

Vehicle shutoff valves shall comply with the requirements in Section 5.9 or ANSI NGV 3.1, Fuel SystemComponents for Compressed Natural Gas Powered Vehicles .


Delete requirement. Redundant with 5.9.1.2



Public Comment No. 97-NFPA 52-2014 [Section No. 5.9.1.2]

Related Item

First Revision No. 126-NFPA 52-2014 [Sections 5.9.1.1, 5.9.1.2]

First Revision No. 127-NFPA 52-2014 [New Section after 5.9.4.1]





Street Address:

City:

State:

Zip:


Committee Statement

Committee Action: Accepted


Statement: Delete requirement. Redundant with 5.9.1.2


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Sub-Sections] ]

Dispensing station hose, metallic hose, flexible metal hose, tubing, and their connections shall be designedor selected for the most severe pressures and temperatures under normal operating conditions with a burstpressure of at least four times the maximum allowable working pressure.

Please place this in the dispensing station section, chapter 7.



Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected

Resolution: This comment is not actionable. It is unclear from the submitters comment where in thedocument he would like to move the material.


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6.2.2.2

All other components Components outside the engine compartment shall be designed or selected forservice for a minimum temperature range of −40°F to 180°F ( −40°C to 82°C) .


This clause is linked to clause 6.2.2.1, and in the revised and reorganized second draft they are separated. Therefore "All other components" is taken out of context and must be specified as a stand alone clause.

Related Item






Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: This clause is linked to clause 6.2.2.1, and in the revised and reorganized second draft they areseparated. Therefore "All other components" is taken out of context and must be specified as astand alone clause.


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6.3.2.1

Fuel supply containers shall be protected with a means to prevent damage that occurs due to road hazards,loading, unloading, direct sunlight, exhaust heat, fire, and vehicle use, including accidental cargo leakage.


This relates to the proposal for allowing shielding for fire protection proposed in 5.5.1.

Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected

Resolution: This is addressed in SR-8 and the responses to PC's 32 and 6. 52 is now requiring thermallyactivated PRDs.


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6.3.2.2

Shields, if present, shall be installed in a manner that prevents damage to the container or its coating in thefollowing occurrences:

(1) Direct contact between the shield and the fuel supply container

(2) Trapping of solid materials or liquids between the shield and fuel supply container

Shields, if present shall not interfere with the ability of the PRD to protect the fuel container.


Shields can isolate the PRD in the case of fire, which could retard the activation time of the PRD and its ability to vent the container. The addition of this statement reminds the system integrator to look for this condition when designing ther shields. This also provides harmonized requirements with CSA B109.

Related Item

First Revision No. 34-NFPA 52-2014 [Section No. 6.3.2.2]





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: Shields can isolate the PRD in the case of fire, which could retard the activation time of the PRDand its ability to vent the container. The addition of this statement reminds the system integrator tolook for this condition when designing ther shields. This also provides harmonized requirementswith CSA B109.


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6.3.3.5

No part Any portion of the fuel supply container or its appurtenances shall protrude beyond the sides ortop of any vehicle to prevent the container from being struck or punctured on the exterior of the vehicleshall be provided with a guard .


FHWA regulations provide maximum vehicle limits. There is no way to completely prevent the possibility of being struck or punctured during a crash. Many typical installations such as buses and refuse trucks have roof mounted containers that are the highest point on the vehicle. This revision eliminates these dilemmas.

Related Item

First Revision No. 37-NFPA 52-2014 [Section No. 6.3.3.4.1]




Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:



Statement: FHWA regulations provide maximum vehicle limits. There is no way to completely prevent thepossibility of being struck or punctured during a crash. Many typical installations such as buses andrefuse trucks have roof mounted containers that are the highest point on the vehicle. This revisioneliminates these dilemmas.

Note that the TC changed this PC to require the use of "a protective cover" versus 'guards"


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6.3.4

Each fuel supply container rack shall be secured to the vehicle body, bed, or frame to prevent in a mannerthat minimizes the risk of damage from road hazards, slippage, loosening, or transfer of vehicle chassisloads to the container due to frame flexing rotation using a method capable of withstanding a static force inthe six principal directions shown in Figure 6 . 3.4 of eight times the weight of a fully pressurizedcontainer(s).

Figure 6.3.4 The Six Principal Directions.


The term "rack" is not defined, and not every mounting system will include a rack. This proposed wording eliminates the term rack, eliminates redundancy with 6.3.5, and substitutes the phrase "minimizes the risk of" with the term "prevents" It is not possible to completely prevent unless the environment and duty cycle is completely defined and controlled.

Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted



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Statement: The term "rack" is not defined, and not every mounting system will include a rack. This proposedwording eliminates the term rack, eliminates redundancy with 6.3.5, and substitutes the phrase"minimizes the risk of" with the term "prevents" It is not possible to completely prevent unless theenvironment and duty cycle is completely defined and controlled.

Note the the figure has been relabeled as 6.3.5 as it is now referenced in section 6.3.5


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6.3.5

Each fuel supply container in the rack shall be secured to its cradle in a manner that it is capable ofwithstanding a static force, applied in the six principal directions (see Figure 6.3.4), of eight times theweight of the fully pressurized container.


Not every CNG container is attached to the vehicle using a rack and a cradle. This revision provides the same level of performance without implying that a cradle mount is required by the standard.

Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: Not every CNG container is attached to the vehicle using a rack and a cradle. This revisionprovides the same level of performance without implying that a cradle mount is required by thestandard.


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6.3.7

Fuel supply containers located adjacent to the exhaust system shall be shielded against direct heat fromany vehicle or cargo related source that would result in container or PRD surface temperatures exceeding180°F 180° F (82°C 82° C ).


There are other heat sources other than the exhaust components that may create a hazard (hydraulics, brakes, hot asphalt cargo, etc....)

Related Item





Street Address:

City:

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Zip:


Committee Statement

CommitteeAction:



Statement: There are other heat sources other than the exhaust components that may create a hazard(hydraulics, brakes, hot asphalt cargo, etc....)


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6.4.3

The point of discharge for a PRD shall be configured to prevent a high-velocity directional discharge.Diverters and diffusers that direct the discharge toward a fire-resistant component or pavement shall beconsidered acceptable designs. Diffusers shall not reduce the flow below that required for safe venting in afire.

Comment:

This is contrary to the design intent of our current CNG bus vent system. Our goal is to direct the ventingaway from passengers, the CNG cylinders and the bus. We have the advantage of the height of the bus withour vent outlets near the top of the bus that is over 9 feet above the ground. As natural gas is lighter than air,venting from this level is already in a safer location. Added to this, we point the outlets close to the verticaldirection, and gas is dispersed away from the source in a safe, controlled manner. Another item to take intoaccount is the fact that the high velocity discharge will not stay lit if out of an ignition source. If the flow isdiverted or diffused near the vent source, and its velocity is reduced, the gas may stay lit and pose a greaterrisk.


I feel the vent system we use today has been well thought out and proven safe over the 20 years it has been in operation.

Related Item





Street Address:

City:

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Zip:


Committee Statement


Resolution: This comment is not actionable as it does not propose specific revisions to the code


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6.4.6

The vent opening shall not be blocked by debris thrown up from the road, such as snow, ice, mud, and soon, or otherwise affected by the elements, and shall be designed to prevent accumulation of water due torain or vehicle washing and moisture due to condensation .


Identifies additional potential failure modes that should be taken into consideration when designing a vent system.

Related Item

First Revision No. 119-NFPA 52-2014 [Section No. 6.4]





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Unknown Reason

Resolution: See SR-45. The changes proposed in both of these public comments have been incorporatedinto the SR to Section 6.4


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6.4.9

The vent or vents for the venting system shall not exit into a wheel well or toward exhaust systems ordirect the discharge into or towards the passenger or luggage compartment, into ortowards wheel housings, toward CNG storage systems, toward the front of the vehicle, or toward exhaustsystems or any other ignition source..


Additional design requirements identified. Harmonize with the requirements in CSA B109.

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Unknown Reason

Resolution: See SR-45. The changes proposed in both of these public comments have been incorporatedinto the SR to Section 6.4


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Public Comment No. 43-NFPA 52-2014 [ Section No. 6.6 ]

6.6 Installation of Valves Fuel Subsystem Isolation .

6.6.1 Container Isolation

Every cylinder fuel container shall be equipped with either of the following:

(1) A manual valve shutoff valve

(2) A normally closed, remotely actuated shutoff valve connected directly to the cylinder container andequipped to bleed the cylinder container manually

6.6.1.1

Vehicles with more than one fuel supply container, where each container is equipped with a normally closedremotely actuated shutoff valve, shall have an automatic system to detect the failure of any one of thevalves.

6.6.1.2

If an interconnected PRD system is protecting a group of cylinders containers installed in accordance with6.4.7, a single cylinder valve shall be permitted to be installed to that will isolate the group ofcylinders containers .

6.6.1.3

All container valves shall be equipped to bleed the cylinder container manually even in the event that aremote actuator fails or an excess flow device should remain closed.

6.6.2 Fuel System Isolation

In addition to the valve required by 6.6.1, a manual shutoff valve or a normally closed, automaticallyactuated shutoff valve shall be installed that allows isolation of the container(s) from the remainder of thefuel system.

6.6.2.1

An additional manual shutoff valve shall not be required on vehicles that are not normally operated onpublic streets, that have a single fuel supply cylinder container , and that are equipped with an accessiblemanual cylinder container shutoff valve.

6.6.2.2

The fuel system isolation valve shall be mounted and shielded or installed in a protected location tominimize damage from vibration and unsecured objects.

6.6.2.3

Where a manual shutoff valve is used, it shall be in an accessible location.

6.6.2.3.1

The manual shutoff valve shall have not more than 90 degrees rotation (quarter turn fuel delivery valve)from the open to the closed positions.

6.6.2.4

Access to the manual shutoff valves shall not require the use of any key or tool.

6.6.2.5

Where a manual shutoff valve is used, the valve location shall be indicated by means of a decal or labelcontaining the words “MANUAL SHUTOFF VALVE.”

6.6.2.6

A weather-resistant decal or label with red, blue, or black letters on a white or silver reflective backgroundshall be used.

6.6.2.7

The valve required by 6.6.2 shall not be used to introduce high-pressure gas to downstream components ofthe fuel system that have previously been depressurized.

6.6.3 Engine Isolation

A valve or fuel injector means shall be provided that automatically prevents the flow of gaseous fuel to theengine when the engine is not running, even if the ignition is switched on, shall be provided in the system .


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6.6.4* Multple Fuel Systems

Where multiple fuel systems are installed on the vehicle, automatic valves shall be provided, as necessary,to shut off the fuel not being used.

6.6.5 Fuel Backflow Prevention

The fueling system shall be equipped with a backflow check valve that prevents the return flow of gas fromthe container(s) to the filling connection.

6.6.5.1

The backflow check valve shall be mounted to withstand the breakaway force specified in 7.11.6.2.

6.6.5.2

A second check valve shall be located between the fueling receptacle and the fuel supply containers.


The word "cylinder" is replaced with the term "container" to provide consistency and allow potential future designs that may not use a cylindrical container to store fuel. Added headings to clarify the intent of the three isolation valves. In paragraph 6.6.3 replaced the phrase "valve or fuel injector" with the term "a means" to make it a performance requirement rather than specifying components.

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Statement: The word "cylinder" is replaced with the term "container" to provide consistency and allow potentialfuture designs that may not use a cylindrical container to store fuel. Added headings to clarify theintent of the three isolation valves. In paragraph 6.6.3 replaced the phrase "valve or fuel injector"with the term "a means" to make it a performance requirement rather than specifying components.

This second revision also addresses PC- 67, 34, and 68. The committee accepted PC-68 and PC-67. It modified the language in PC-34, but left the option on equipping each cylinder with a PRD orusing a single valve. Also incorporates PC-5


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6.6.1

Every cylinder shall be equipped with either of the following:

(1) A manual valve

(2) A normally closed, remotely actuated shutoff valve connected directly to the cylinder and equipped tobleed the cylinder manually

6.6.1.1

Vehicles with more than one fuel supply container, where each container is equipped with a normally closedremotely actuated shutoff valve, shall have an automatic system to detect the failure of any one of thevalves.

6.6.1.2

If an interconnected PRD system is protecting a group of cylinders installed in accordance with 6.4.7, asingle cylinder valve shall be permitted to be installed to isolate the group of cylinders.

6.6.1.3

All container valves shall be equipped to bleed the cylinder manually even in the event that a remoteactuator fails or an excess flow device should remain closed. The connection between the cylinder and thevalve shallvent a noticeable quantity of gas in the event that the valve is removed while under pressure.This venting shall start while the connection can still withstand a pressure of two times the servicepressure.


In 2012 there was a fatality of a technician when a temping to remove a cylinder valve that had failed closed and in recent years there have been serious injuries to maintenance technicians who removed failed valves thinking the cylinder was not pressurized. The paintball industry experienced these same type of incidents and took corrective action to require the valve manufacturers to design the valves with a safe low level vent to warn the person removing the valve that the system was still under pressure. This is a life safety issue that must be addressed by the NFPA 52 committee.During the First draft meeting the technical committee rejected Public Input No. 186 that would have addressed this important issue. The committee statement did not address the issue of safe valve removal. The committee comment "Requiring multiple cylinder valves when the cylinders are permanently interconnected by PRD lines adds no value but does add additional failure and leak points." has no bearing on the requirement to warn the technician that a cylinder may still be under pressure when a valve is being removed. There was no suggested requirement to add 'multiple valves' so the committee completely missed the point of the proposed requirement to have the valve itself provide a warning to technician during valve removal if the system is still under pressure.

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Submittal Date: Wed Sep 17 11:41:32 EDT 2014

Committee Statement


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Committee Action: Unknown Reason

Resolution: See SR-21


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]

Every cylinder shall be equipped with either of the following:

(1) A manual valve

(2) A normally closed, remotely actuated shutoff valve connected directly to the cylinder and equipped tobleed the cylinder manually .


Redundant requirement with the revision in 6.6.1.3



Public Comment No. 68-NFPA 52-2014 [Section No. 6.6.1.3]

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Resolution: See SR-21 for revisions to this section.


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6.6.1.2

If For an interconnected PRD system is protecting a group of cylinders installed in accordance with6.4.7 , a single cylinder valve shall be permitted to be installed to isolate the group of cylinders instead ofequipping each cylinder with a valve .


The original proposal allowed the elimination of individual valves if the cylinders were interconnected through the PRD system but there is no safety rationale for limiting it to a certain PRD configuration.

Over 100,000 cylinders have been installed in the last 15 years in which the individual cylinder valves do not function as isolation valves because the PRDs are interconnected. There are no incidents known to CVEF due to the lack of individual isolation valves.

Whjle individual cylinder valves are apparently not essential to safety, the presence of a cylinder valve has been a necessary root cause of six fatalities in the US and Japan related to CNG vehicles out of a total of 7 fatalities from all causes.

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Resolution: See SR-21 for the incorporation of these public comments in section 6.6.1


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6.6.1.3

All container valves A means shall be equipped provided to bleed the cylinder manually even in the eventthat a remote actuator fails remote actuated shut off valve fails or an excess flow device should remainclosed.


This requirement was written in technology specific, prescriptive language. The intent of the original content is unchanged, that there must be a means to bleed the cylinder manually, it does not, however, force the design to use the valve to do so. This allows other mechanizations to be considered by the system designer.



Public Comment No. 67-NFPA 52-2014[Section No. 6.6.1 [Excluding anySub-Sections]]

Removes redundant language and provides performancebased language to achieve the same intendedrequirement.

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Resolution: See SR-21 for the incorporation of these public comments in section 6.6.1


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Public Comment No. 9-NFPA 52-2014 [ New Section after 6.7.1 ]

TITLE OF NEW CONTENT

All natural gas vehicles shall be equipted with a pressure guage or pressure managment system that willwarn the vehicle operator if the fuel system pressure exceeds 125 precent of the service pressure.


NFPA 52 -2013 Section 6.12.4 requires that remedial action must be taken in the event that the fuel system pressure exceeds 125 precent of the service pressure. At this time there is no requirement that a method to measure this pressure should be installed on the vehicle. Without a pressure measurement device on the vehicle to warn the operator of an overpressure condition the continued safe operation of the vehicle is compromised. The existing document covers installation of pressure gauges in section 6.7 but does not require that they be installed. The proposal expands the measurement devise beyond a simple gauge to allow other measurements options that may be used in a pressure management system. It also sets a requirement that a warning (either visible or audible) be given to the operator.

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Submittal Date: Thu Oct 16 09:15:24 EDT 2014

Committee Statement

CommitteeAction:

Rejected but held

Resolution: The committee feels that this is a new requirement that should be addressed during the nextrevision cycle. The committee is concerned about the implementation of this requirement in avehicle and how the operator would be notified that the pressure is exceeded.


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6.11 Labeling.

6.11.1

A vehicle equipped with a CNG fuel system shall bear the following durable permanent labels:

(1) A label(s) readily visible and located in the engine compartment shall include the following:

(2) Identification as a CNG-fueled vehicle system designed and installed in conformance withNFPA 52-XXXX (insert the edition year of the code)

(3) Service pressure

(4) Installer/converter’s name or company and contact information (i.e., address, telephonenumber, and email)

(5) A label(s) located at the primary fueling connection receptacle shall include the following:

(6) Identification as a CNG-fueled vehicle

System service

(a) Service pressure

(b) Fuel container life expires (insert date for limited-life fuel containers — this label item is notrequired for containers with unlimited life.)

(c) Fuel containers are to be inspected by (insert date) and each (insert number) monthsthereafter.

(7) ?Label(s) located at each auxiliary fueling connection receptacle shall include the following:

(8) Identification as a CNG-fueled vehicle

(9) Service Pressure

6.11.1.1

The fuel container inspection dates shall be changed after each required container inspection to denote thenext required inspection date. (See Section 6.13.)

6.11.2

In addition to the label(s) required by 6.11.1, each vehicle shall be identified with a weather-resistant permanent , diamond-shaped label located on the exterior vertical surface or near-vertical surfaceon the lower right rear of the vehicle other than on the bumper of the vehicle.

6.11.2.1

The labels for vehicles less than 19,500 lb (8863 kg) GVWR shall be a minimum of 4.72 in. long × 3.27 in.high (120 mm × 83 mm).

6.11.2.2

The labels for vehicles with a GVWR of 19,500 lb (8863 kg) or greater shall be a minimum of 5.7 in. long ×4.2 in. high (145 mm × 107 mm).

6.11.2.3

The marking in the label required by 6.11.2.1 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 bluebackground.


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6.11.2.4

The marking in the label required by 6.11.2.2 shall consist of a border and the letters “CNG” [1.2 in. (30mm) minimum height centered in the diamond] in silver or white reflective luminous material on a bluebackground. In addition to placement of the "CNG" diamond label on the right rear of the vehicle, the "CNG"diamond label shall also be affixed to both sides of the power unit. If a DOT number is required to bedisplayed in accordance with 49 CFR 390.21, then the labels shall be affixed below the DOT numbers oneach side of the power unit.

6.11.2.5

Vehicles with roof-mounted CNG fuel containers shall include a permanent label in the driver'scompartment, clearly visible to a seated operator, which includes the maximum total height of the unladenvehicle.

6.11.3

Each assembly of CNG containers shall be permanently labeled near the container valve as follows:

DANGER. Venting of the pressure from this system requires the use of special instructions or tools thatcan be obtained from the manufacturer [Insert the name, telephone number, and email address of thevehicle manufacturer or system installer].

6.11.4 Permanent labels shall shall meet the requirements of ANSI/ UL 969, Standard for Marking andLabeling Systems .


The label requirements termed "durable" or "weather resistant" are not defined or measurable. ANSI/UL 969 is a practical standard that includes tests for scratch and fluid resistance. It is the same standard referenced in NFPA 1901 Standard for Automotive Fire Apparatus to call out the expected durability of labels and safety signs.

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Accepted


Statement: The label requirements termed "durable" or "weather resistant" are not defined or measurable.ANSI/UL 969 is a practical standard that includes tests for scratch and fluid resistance. It is thesame standard referenced in NFPA 1901 Standard for Automotive Fire Apparatus to call out theexpected durability of labels and safety signs.

This SR also incorporates PC-18. There may be insufficient space to always affix the label belowthe DOT number. As long as the label is near the DOT number, the commercial inspector canassociate the label with the DOT number. Note that PC-18 changes "affixed below" to affixed near"in 6.11.2.4.


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6.11.2.4

The marking in the label required by 6.11.2.2 shall consist of a border and the letters “CNG” [1.2 in. (30mm) minimum height centered in the diamond] in silver or white reflective luminous material on a bluebackground. In addition to placement of the "CNG" diamond label on the right rear of the vehicle, the "CNG"diamond label shall also be affixed to both sides of the power unit. If a DOT number is required to bedisplayed in accordance with 49 CFR 390.21, then the labels shall be affixed below affixed near the DOTnumbers on each side of the power unit.


There may be insufficient space to always affix the label below the DOT number. As long as the label is near the DOT number, the commercial vehicle inspector can associate the label with the DOT number.

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Resolution: See SR-22. These changes were accepted and incorporated into SR-22


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6.12.2

Before use, every connection not previously tested in subassemblies shall be verified leak free inspectedfor leaks with a noncorrosive leak detector solution or a leak detector instrument after the equipment isconnected and pressurized to its service pressure.

(a) each connection shall either have no bubbles in 3 minutes or have a leakage rate of less than 0.2Ncc/hr

(b) any leakage greater than the allowable amount in (a) shall be corrected; and

(c) the system shall be leak checked again after any corrections, modifications, disassembly, repairs, orreplacement of components of the natural gas system.


There is no definition of what constitutes "leak free" in the code, and no means by which a detected leak may be repaired and retested. Harmonizes with the requirements in CSA B109.

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Statement: There is no definition of what constitutes "leak free" in the code, and no means by which adetected leak may be repaired and retested. Harmonizes with the requirements in CSA B109.

The committee removed the quantitative requirements in (a) as they feel that they are toorestrictive.


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6.12.2

Before use, every connection not previously tested in subassemblies shall be verified leak free with anoncorrosive leak detector solution or a leak detector instrument after the equipment is connected andpressurized to its service pressure.

6.12.2

Before use, every connection shall be verified leak free with a noncorrosive leak detector solution or a leakdetector instrument after the equipment is connected and pressurized to its service pressure. Connectionsare defined as leak free as outlined in the External Leakage section of ANSI NGV 3.1, Fuel SystemComponents for Compressed Natural Gas Powered Vehicles .

Comments:

(1) I prefer the previous (2013) wording in regards to the "not previously tested in subassemblies"statement. Nothing in the original statement precludes testing at the subassembly levels if so desired.The sentence as in 2013 to me means somewhere during the production of the vehicle CNG system,every connection must pass a leak test.

(2) I also think we need a definition of "leak free". Mechanical connections are not 100% leak free.Because they are mechanical in design, there is an allowable leak rate as defined by the ANSI NGV 3.1code. This has been an issue for years that needs to be clarified to all involved in CNG systems.


1. The CNG system needs to be "leak free" before allowed for use. At what stage the testing is done is irrelavent.2. An inclusion of the leak rate is needed to settle debates over leaks with all people in this industry.

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Rejected

Resolution: This PC is not actionable because it does not provide proposed revisions to the code, onlycomments.


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Sub-Sections] ]

Vehicle supply containers shall be inspected in accordance with schedule in the vehicle label required in6.11.1 and one of the following:

(1) Vehicle manufacturer’s instructions if available from the manufacturer or;

(2) Container manufacturer’s instructions if the vehicle manufacturer has not provided instructions or;

(3) The instructions in CGA C-6.4, Methods for External Visual Inspection of Natural Gas Vehicle (NGV)and Hydrogen Vehicle (HV) Fuel Containers and Their Installations , which shall also be used fortraining purposes if no manufacturer's instructions are available .


The order of precedence is important and the original proposal was insufficiently clear on this. The order is consistent with CGA C-6.4.

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Statement: The order of precedence is important and the original proposal was insufficiently clear on this.The order is consistent with CGA C-6.4.

Material on order of precedence has been added as annex material


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Public Comment No. 44-NFPA 52-2014 [ New Section after 6.14.4.4 ]

6.15 Qualified Mechanic

6.15.1 All personnel engaged in activities in sections 6.12, 6.13, and 6.14, namely, discharging CNG fuel

containers or maintenance, repair, replacement, removal, and testing of CNG fuel system or its components

shall be qualified mechanics, as described in section 6.15.2.

6.15. 2 A qualified mechanic is a mechanic who has:

(1) at least one year of training on vehicular natural gas fuel systems or

(2) at least one year of experience of working on natural gas fuel systems, or

(3) a combination of training or experience of working on natural gas fuel systems totaling at least one year.


Qualifications for mechanics were recommended in section 7.1.3 on pp. 43-44 of Federal Motor Carrier Safety Administration's (FMCSA) final report, "Natural Gas Systems: Suggested Changes to Truck and Motorcoach Regulations and Inspection Procedures," published March 2013. FMCSA was told about one non-transportation fatality resulting from a non-qualified mechanic who made repairs to a CNG fuel system on a vehicle.

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Statement: Qualifications for mechanics were recommended in section 7.1.3 on pp. 43-44 of Federal MotorCarrier Safety Administration's (FMCSA) final report, "Natural Gas Systems: Suggested Changes toTruck and Motorcoach Regulations and Inspection Procedures," published March 2013. FMCSAwas told about one non-transportation fatality resulting from a non-qualified mechanic who maderepairs to a CNG fuel system on a vehicle.

The committee added the first section of this PC as a SR. It has also added the definition ofqualified person from NFPA 1901 to Chapter 3 to further define the qualifications of a qualifiedmechanic.


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7.1.1.1

This chapter shall not apply to residential fueling appliances (RFAs) used in non residential applicationsprovided that the RFA is installed in accordance to its listing and is not modified outside the scope of itslisting . .


Original Rationale: This proposal is part of a Series of proposals will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances If someone owns a small private fleet operation they should be allowed to use unmodified RFAs since those devices are just as safe, and possibly have an even better change of further Risk reduction since the RFAs are being managed by a company that internally regulates/monitors their use, maintenance. This is in no way intended to prohibit an RFA being used as a VFA in a non residential application.

Additional comment: This clarification will be needed to assist users in differentiating VFAs and RFAs, which will be separately listed and certified and which need to be distinguished in a broader clean up of terminology for refueling appliances addressed in the definitions, Chapter 7, and Chapter 8. Distinguishing RFAs is necessary to maintain consistency with the International Fuel Gas Code.

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First Revision No. 59-NFPA 52-2014 [New Section after 7.1.1]





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Resolution: RFAs are not intended to be used in non-residential applications


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7.14.3

CNG dispensing systems shall be equipped to stop fuel flow automatically when a vehicle fuel supplycontainer reaches the maximum fill conditions of 7.14.1.


The referenced maxim fill conditions are not correct for dispensing CNG into transport vehicles under the jurisdiction of DOT PHMSA. PHMSA rules require a derate of the container capacity due to the compressibility characteristics of natural gas. PHMSA requires that the settled pressure at 131F not exceed 125% of the service pressure when a typical natural gas composition will reach this pressure at less than 125F. The Code should not lead to a violation of PHMSA regulations.

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Accepted


Statement: The referenced maxim fill conditions are not correct for dispensing CNG into transport vehiclesunder the jurisdiction of DOT PHMSA. PHMSA rules require a derate of the container capacity dueto the compressibility characteristics of natural gas. PHMSA requires that the settled pressure at131F not exceed 125% of the service pressure when a typical natural gas composition will reachthis pressure at less than 125F. The Code should not lead to a violation of PHMSA regulations.


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7.14.7

During the transfer of CNG to or from cargo vehicles, the hand or emergency brake of the vehicle shall beset and chock blocks used to prevent rolling of the vehicle. Personnel filling transport cylinders or vehiclesshall be instructed and trained in accordance with DOT hazardous materials regulations. Theseregulations require different temperature compensation limits than are allowed for vehicle fueling.


This is related to the proposal 7.14.3 to prevent inadvertent use of vehicle fueling temperature compensation for DOT PHMSA regulated shipments.

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Statement: Clarify intent of the clause. This requirement is only applicable to vehicles or cylinders used in thebulk transport of natural gas. Other types of cargo vehicles may utilize natural gas as a fuel sourcein their operation, and filling these types of vehicles does not require DOT Hazardous MaterialsTraining.

See attached annex material as a response to PC-37. Substantiation for annex material is asfollows:

To add specific reference to the CFR for PHMSA and alert to the need to train for specialtemperature compensation limits. The temperature compensation requirements for filling vehiclesmay result in overfilling above the PHMSA limits.


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7.14.7

During the transfer of CNG to or from cargo vehicles CNG bulk transport vehicles , the hand or emergencybrake of the vehicle shall be set and chock blocks used to prevent rolling of the vehicle. Personnel fillingCNG bulk transport cylinders or vehicles shall be instructed and trained in accordance with DOT hazardousmaterials regulations.


Clarify intent of the clause. This requirement is only applicable to vehicles or cylinders used in the bulk transport of natural gas. Other types of cargo vehicles may utilize natural gas as a fuel source in their operation, and filling these types of vehicles does not require DOT Hazardous Materials Training.

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Statement: Clarify intent of the clause. This requirement is only applicable to vehicles or cylinders used in thebulk transport of natural gas. Other types of cargo vehicles may utilize natural gas as a fuel sourcein their operation, and filling these types of vehicles does not require DOT Hazardous MaterialsTraining.

See attached annex material as a response to PC-37. Substantiation for annex material is asfollows:

To add specific reference to the CFR for PHMSA and alert to the need to train for specialtemperature compensation limits. The temperature compensation requirements for filling vehiclesmay result in overfilling above the PHMSA limits.


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7.17.3

The installation of VFAs shall be exempt from the requirements of Sections Sections 4.4, 5.5 through5.10, 7.2 through 7.4, 7.6, and 7.8 through 7.16.


Original Rationale:This proposal is part of a Series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances.

Added an exemption to Section 4.4 of NFPA 52. CSA NGV 5.1 will be required to have a clause stating that RFA units cannot be changed or modified in any manner without written permission from the manufacturer

Additional comment: REconsider as proposed.

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CommitteeAction:

Accepted


Statement: Original Rationale:This proposal is part of a Series of proposals which will harmonize NFPA 52with the new NGV 5.1 standard for residential fueling appliances.

Added an exemption to Section 4.4 of NFPA 52. CSA NGV 5.1 will be required to have a clausestating that RFA units cannot be changed or modified in any manner without written permissionfrom the manufacturer

Additional comment: REconsider as proposed.


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Public Comment No. 71-NFPA 52-2014 [ Chapter 8 [Title Only] ]

Residential CNG Fueling Facility Facilities Appliances ( RFF- CNG CNGs RFAs )


Original Rationale: This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances. Update terminology throughout NFPA 52 to be consistent with Definition added for “Residential Fueling Appliance (RFA)” in clause 3.3.28. The Term “RFA” is intended to replace and clarify current terminology of “RFF_CNG”.

Additional comment: Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. If retained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1 and will cause confusion.

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Statement: The title is being changed to harmonize NFPA 52 with the proposed new NGV 5.1 standard forresidential fueling appliances. This chapter covers CNG residential fueling which includesresidential fueling appliances along with other types of residential fueling.


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8.1.1

This chapter applies to the design, construction, installation, and operation of a residential r esidentialfueling facility (RFF-CNG residential fueling appliance (RFA ).


Oiringal Ratinoale: This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances. Update terminology throughout NFPA 52 to be consistent with Definition added for “Residential Fueling Appliance (RFA)” in clause 3.3.49. The Term “RFA” is intended to replace and clarify current terminology of “RFF_CNG”.

Additional Comment: Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. If retained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1 and will cause confusion.

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Rejected

Resolution: See global SR-44 for change in terminology. SR-44 creates a global SR to change RFF-CNG toRFA in order to harmonize NFPA 52 with NGV 5.1


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8.1.1

This chapter applies to the design, construction, installation, and operation of a residential fueling facilityfacilities (RFF-CNG) and installation of listed RFAs .



Public_Input_69_Text.docx


It must be made clear that design, construction, installation, and operation requirements of unlisted RFF-CNG systems must adhere to specific technical requirements of Chapter 8 and that listed RFAs may have independent manufacture-defined technical requirements. RFF-CNG requirements on design, construction, installation, and operation are retained for all systems and would apply to RFAs where the requirements of the listing do not address specific technical requirements documented for RFF-CNG systems generally.

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Rejected



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Proposed Change:











Chapter 5.





















8.1.2

The capacity of an RFF-CNG listed or approved for indoor refueling shall not exceed 5 scf/min (0.14SCM/min) of natural gas.


In contrast to the proponent’s proposal, the flow rate limit should be retained for all RFF-CNG systems (listed and unlisted). However, this limit should only be applied to indoor refueling since all risk assessment of releases associated with full-flow releases address accumulation and hazards for indoor releases. While exceeding 2 scf/min flow rates may present practical limitations on residential gas systems, these limitations represent operational, not safety issues. Furthermore, identified RFA listing requirements in terms of bench and proposed consensus standards have additional safeguards to limit release hazards, making the 2 scf/min limit superfluous in terms of outdoor release hazards. At this time, however, it may be prudent to retain this limit for indoor refueling. “Listed or approved” address both RFAs and RFF-CNG systems, respectively, intended for indoor refueling.

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CommitteeAction:



Statement: Original Rationale: This proposal is part of a series of proposals which will harmonize NFPA 52with the new NGV 5.1 standard for residential fueling appliances.

This maintains the margin of safety that is currently in place for interior mounted devices that couldleak into the enclosed room and that would need time before a detection of the gas leak andshutdown could occur.

TC added approved to listed.

Additional comment:

Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. Ifretained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1and will cause confusion.


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8.1.2

The capacity of an RFF-CNG RFA listed for indoor refueling shall not exceed 5 scf/min (0.14 SCM/min)of natural gas.


Original Rationale: This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances.

This maintains the margin of safety that is currently in place for interior mounted devices that could leak into the enclosed room and that would need time before a detection of the gas leak and shutdown could occur.

Additional comment:Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. If retained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1 and will cause confusion.

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Committee Statement

CommitteeAction:



Statement: Original Rationale: This proposal is part of a series of proposals which will harmonize NFPA 52with the new NGV 5.1 standard for residential fueling appliances.

This maintains the margin of safety that is currently in place for interior mounted devices that couldleak into the enclosed room and that would need time before a detection of the gas leak andshutdown could occur.

TC added approved to listed.

Additional comment:



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8.1.3.2 Storage within RFA’s shall be in accordance with CSA NGV 5.1.


Original Rationale:This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances.

Gas containment needed in the performance of a technology should be allowed as long as it can be safely integrated into a listed RFA and located properly at a residential occupancy. Section 7.5 of NFPA 52 already provides guidance on the safe installation of containers. Based on the language in 8.2.3, Section 7.5 already applies to an RFA and should be able to be complied with in an RFA design.

An RFA incorporating containers with the potential to store enough gas to reach a certain % of LFL limits in a small garage space should not be allowed indoors, however this should not prevent the compression and/or dispensing components from separately being located indoors, provided safeguards can be put in place to prevent the inadvertent transfer of sufficiently large amounts of gas from the outdoor containers to the indoors and reach a certain % of LFL limits.

CSA 5.1 seed document states “The volume of gas contained by the RFA package shall not exceed 0.254 m3 (9 ft3) at standard conditions of 101.3 kPa at 15 ºC (30 in Hg and 60ºF).”

The NGV 5.1 technical subcommittee is proposing to limit the potential amount of gas that could be released into the atmosphere in the event of a catastrophic failure. 0.254/30 cubic meters (small garage size)=0.8% which is less than 1%. 1% is 25% of LFL for natural gas. Storage of natural gas integral to the RFA falls within the jurisdiction of NGV 5.1. If storage is external to the RFA, then it is outside the NGV 5.1 scope of the listing documents and coverage would fall back to NFPA.

Additional comment:Approve as submitted. NGV 5.1 has reviewed all comments received as a result of industry / public review. The document will be submitted to the Technical committee for approval during November 2014. The standard will be published during December 2014/January 2015. Specific details of storage is contained in NGV 5.1 are shown below.

4.10Gas Retention Limits for all RFAs:Indoor Mounted Unit Limits:The volume of gas contained by the RFA package for indoor installation shall not exceed 0.254 m3 (9 ft3) at standard conditions of 101.3 kPa at 15 ºC (30 in Hg and 60ºF).

Outdoor Storage Limits:The RFA package for outdoor installation may contain a volume of gas not exceed a total storage of 0.073 m3 (2.6 ft3) water volume. This will translate to approximately 6 GGE at 3600 psi. A single storage container shall not exceed 0.042 m3 (1.5 ft.3) water volume. These limits will apply unless substantiated by the manufacture through appropriate safety hazard analysis (i.e.: FMEA). and6.17 GAS CONTAINMENT6.16 GAS CONTAINMENT6.16.1 Blowdown system — an integral component system of the RFA designed to reduce the delivery side pressure (up to and including the fuelling probe and the space between the vehicle receptacle and check valve) from operating level to 517 kPa (75 psig) or less at the end of every fuelling cycle.Note: This allows for safe and easy disconnection of the refuelling hose from the vehicle by the RFA user. The system may also depressurize the compressor to allow easier starting. The system includes means to contain the expanded volume of high pressure gas necessary to achieve the pressure reduction.


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6.16.2 Gas containment system – a volume integral to the RFA to hold gas during the compression and/or delivery functions of the RFA.

6.16.3 The volume of gas contained by the RFA package for indoor installation shall not exceed 0.254 m3 (9 ft3) at standard conditions of 101.3 kPa at 15 ºC (30 in Hg and 60ºF).

6.16.4The volume of gas stored by the VFA for outdoor use can contain no more than a cumulative 750 scf (approximately 6 GGE) of gas, unless the manufacturer can provide the technical justification that a larger volume can safely be contained, and shall not contain gas at pressure above the VFA’s outlet service pressure

6.16.5RFAs that have gas storage systems, shall have no single container, with capacity more than 42.5 liters (1.5 cubic ft) water volume.

6.16.6Any container that has a capacity greater than 42.5 L (1.5 ft3) and a pressure greater than 103 kPa (15 psig) shall comply with the requirements of ASME Boiler and Pressure Vessle Code Section VIII,( CSA B51).

6.16.7Cylinders used in an RFA shall comply, by design with one of the following, as applicable:

a) U.S. Department of Transportation (DOT) or Transport Canada (TC) regulations, exemptions, or special permits, b) ANSI NGV2, Compressed Natural Gas Vehicle (NGV) Fuel Containers, specifically for CNG service, orc) U.S. Federal Motor Vehicle Safety Standard, 49 CFR, 571.304, Compressed Natural Gas Fuel Container Integrity.Inspection requirements for any cylinder shall be per the applicable cylinder design standard.6.16.8 DOT, TC, and ANSI/IAS NGV2 cylinders shall not be subjected to pressure in excess of 125 percent of the marked service pressure even if, on cooling, the pressure settles to the marked service pressure.

6.16.9Fuel containers within the RFA shall not have a settled pressure above the service pressure that is stamped on the container and displayed on a label near the filling connection, corrected for the ambient temperature at the time of filling.

6.16.10A RFA with gas storage for outdoor use only shall employ:

a) Separate automatically operated normally closed valves for each container that will isolate the contained gas if the emergency shutdown system is engaged or power is lost

b) A manually operated container valve shall be provided for each DOT, ASME or TC storage cylinder.

c) Thermal induced pressure relief protection at a temperature greater than 200 degrees F or a pressure no greater than 30% less than the component’s burst pressure

d) Pressure vessels operating at their service pressure shall have a thermal pressure release device or pressure relief valve set to no greater than 125% service pressure

e) A resettable overpressure protection device shall be installed in the fuel delivery system to prevent over pressurization of the vehicle.

6.16.11During outdoor fueling operations, the point of transfer which is the point where the fueling connection is made:

a) Shall have a hose length such that the fill nozzle can be at least 6 ft (2 m) from any important building, mobile home, public sidewalk, highway, street, or road


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b) Shall have a hose length such that the fill nozzle can be at least 3 ft (1 m) from the RFA.

c) The Installation Instructions shall make mention of the above requirements

6.16.12Outdoor mounted units:a) Shall be installed above groundb) Shall be firmly affixed so as to prevent movementc) Shall not be below electric power lines or exposed by their failured) Shall be a minimum of 1ft away from adjoining flammable structure if there is a 2 hr fire wall between the RFA and adjoining structuree) The 2 hr fire wall can be an integrated part of the RFAf) In the absence of a 2 hour fire wall the unit shall be no less than three feet away from adjoining structureg) Shall be a minimum of 3 ft. from adjoining property that can be built upon, or from any source of ignitionh) Shall be not less than 10 ft (3.0 m) from the nearest public street or sidewalk linei) Shall be at least 50 ft (15 m) from the nearest rail of any railroad main track.j) Shall have a clear space of at least 3 ft (1 m) provided for maintenance accessk) Shall be protected from potential impact from moving vehicles by installing at minimum 3” diameter, 3ft deep baluster(s) along the side of the RFA which could be impactedl) Shall have the following safety placards:m) Outside of RFA - Turn off the vehicle engine while fueling n) The inside of access doors - “WARNING — NO SMOKING — FLAMMABLE GAS.”

6.16.12The RFA shall be provided with passive means, active means, or a combination thereof, to dilute an abnormal internal releases of gas below 25% of the LFL

a) For indoor mounted RFA, the gas shall be routed outdoors

b) For outdoor mounted RFA, the gas shall be routed up and away from the VFA and as reasonable from normally trafficked areas.

c) The validation of the ability to maintain below 25% of the LFL may be demonstrated by computational fluid dynamic analysis, tracer gas demonstration, similar methods, or the demonstration of employing other mitigation strategies.

6.16.13The RFV shall be able to detect via direct measurement or predictive analysis the potential for abrupt severing of the vehicle supply hose or downstream line*

If this condition is so detected then the RFV shall close the Vehicle Fill valve, RFV’s Source Supply valve and any RFV internal electrically operated isolation valves

NOTE: *This mitigation technique is in addition to engagement of the break-away devise.

6.16.14At minimum, with the detection of gas leakage, mitigation strategies need to:

a) Initiate a passive means to dilute the gas concentrationb) Close the Source Supply valve to preclude the introduction of additional gasc) Close any container gas Supply Valve for isolation of contained gas greater than 9 cu ft. at standard conditionsd) Close the RFV Vehicle Fill Valve to isolate the vehicle fuel hose from the RFVe) The RFV will indicate the reason for the shut-downf) Manual reset will be required by the userg) If the RFV detects gas again within the span of 72 hours the unit shall:1) Implement the exhaust fan high flow setting 2) Alert the user3) Close all valves


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4) RFV shall automatically remove power to all circuits other than the exhaust fan5) Require service personnel to reset

6.16.15For outdoor mounted RFV with contained gas, a fire detection methodology must be employed

a) Detection of fire shall cause the RFV, at a minimum, to:

1) Close all valves to isolate the RFV from the supply source, and vehicle2) Close all internal electrically operated valves to isolate sub-systems3) Give RFV external indication that the unit has detected a fire.

6.16.16For outdoor mounted RFV, there shall be no greater than 6 GGE of gas contained while the RFV is in dormant or operational mode

a) There shall be no greater than 3 GGE per single containerb) All individual containment systems shall employ isolation valves for:

1) System non-operational dormant modes2) Emergency isolation operations3) Manually operated isolation valve for maintenance purposes

c) All containers shall have the means of releasing gas as due to a rise in temperature from an external fire source, via the use of a thermal pressure release device

6.16.17Electrical bonding shall require:a) The RFV be grounded per ________b) Outdoor mounted RFV will additionally require grounding via_____

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Committee Statement

CommitteeAction:

Rejected but held

Resolution: The committee is holding this until the next revision cycle. NGV 5.1 is does not contain sufficientguidance on decommissioning of residential systems.


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8.2 System Component Qualifications.

8.2.1

System components not part of a listed VFA RFA shall comply with the appropriate provisions in Chapter5.

8.2.2 *

VFAs shall RFAs shall be listed.

8.2.3

The installation of VFAs of RFAs shall be exempt from the requirements of Sections 4.4,5.5through 5.10,7.2 through 7.4, 7.6, and 7.8 through 7.16.







The proposed changes of 'VFA" to "RFA" is in line with the delineation of RFAs as residential systems and VFAs as non-residential systems.

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Committee Statement

CommitteeAction:

Accepted


Statement: Definition changes are supported by the following approach: The original proposal was over reachingin its attempt to change all usages of “Residential CNG Fueling Facility (RFF-CNG)” to “ResidentialFueling Appliances (RFA).” The objective of the proposal was introduce the RFA definition to attainconsistency with the International Fuel Gas Code (IFGC), which is the most widely used model codethroughout the U. S. for coverage of fuel gas applications including natural gas vehicles (NGV). Theconsistency of terms is needed, nevertheless, to maintain clarify between NFPA 52 and the modelcodes. An approach recommended in this public comment attempts to maintain the relevance of“RFF-CNG,” while implementing an RFA definition and redefining the definition of “vehicle refuelingappliance (VFA)” to capture listed systems outside the definition of RFAs. The chart in the uploadedfile proposes a framework for realignment of definitions, which are proposed in this Public Commentand directly addressed in the author of Public Input No. 69 subsequent individual proposals (theCommittee Statement outlines that these individual proposals need to be addressed “on acase-by-case basis”).

Within this framework, the current usage of “RFF-CNG” would be retained as the generalcategorization of residential systems and “facilities,” including both listed and unlisted fuelingappliances designed certified for residential fueling. RFF-CNG requirements currently found inChapter 8 of NFPA 52 (following the 2013 Edition document organization) would be retained andwould directly apply to all unlisted residential fueling systems. These would serve at the enforceabletechnical requirements for such systems, including “assemblies” as covered in the definitionlanguage modifications proposed. Listed systems would be of two types under the revised definitionsproposed: RFAs for residential systems and VFAs, which would cover “commercial” and othernon-residential installations. Since these latter systems are not residential systems, coverage ofVFAs would be moved to Chapter 7, which is specifically targeted to such installations. RFArequirements would be covered in the terms of listing of the appliance. However, current RFF-CNGrequirements would also be retained since the sense of the Committee was to avoid deletingrequirements where technical requirements in the listing are not explicitly defined and where anenforcing authority might refer directly to NFPA 52. Implementation of this approach is proposed insubsequent public comments on the proponent’s individual proposals; those comments will referback to these proposed definitions and rationale.

The proposed changes of 'VFA" to "RFA" is in line with the delineation of RFAs as residential systemsand VFAs as non-residential systems.


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Proposed Change:











Chapter 5.





















8.2.3

The installation of VFAs shall VFAs and RFAs shall be exempt from the requirements of Sections4.4,5.5through 5.10, 7.2 through 7.4, 7.6, and 7.8 through 7.16.


Approve as submitted Public Input No. 73. VFA coverage should be restricted to Chapter 7 and address listed appliances for fleet and other non-residential installations. As part of a larger cleanup of terminology, Chapter 8 requirements should address RFAs and a new definition: "3.3.xx Residential Fueling Appliance (RFA). A listed appliance manufactured and certified for refueling CNG vehicles at residential occupancies and that compresses natural gas and dispenses the natural gas to a vehicle's engine fueling system." Full and complete definition of RFAs is necessary to gain consistency with the International Fuel Gas Code.

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Resolution: Reject but see SR-35


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8.3 General Safety Requirements.

8.3.1

All equipment related to an RFF-CNG installation shall be protected to minimize the possibility of physicaldamage and vandalism.

8.3.2

The use of an enclosure for the compressor package, similar to that of a central air conditioner, shall bepermitted to satisfy 8.3.1.

8.3.3

All equipment related to RFF-CNG installation shall be designed for the pressure, temperature, and serviceexpected.

8.3.4

Vehicles shall be unclassified electrically with respect to NFPA 70, Article 500.

8.3.4.1

Vehicles containing fuel-fired equipment (e.g., recreational vehicles) shall be considered a source of ignitionunless this equipment is shut off completely before entering an area in which ignition sources are notpermitted.

8.3.5

Natural gas shall not be vented to the atmosphere under normal operation.

8.3.5.1

Release of gas to the atmosphere during disconnection of the refueling hose connector from the vehiclereceptacle shall be permitted in accordance with ANSI/CSA NGV1, Standard for Compressed Natural GasVehicle (NGV) Fueling Connection Devices.

8.3.6

RFF-CNGs shall not be installed in series or shall not be manifolded together on the discharge side.

8.3.7

Where more than one VFA one RFA is located in a common area, spacing between the VFAs the RFAsshall not be less than 3 ft (1 m) unless permitted by the installation instructions.






Within this framework, the current usage of “RFF-CNG” would be retained as the general categorization of residential systems and “facilities,” including both listed and unlisted fueling appliances designed certified for residential fueling. RFF-CNG requirements currently found in Chapter 8 of NFPA 52 (following the 2013 Edition document organization) would be retained and would directly apply to all unlisted residential fueling systems. These would serve at the enforceable technical requirements for such systems, including “assemblies” as covered


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in the definition language modifications proposed. Listed systems would be of two types under the revised definitions proposed: RFAs for residential systems and VFAs, which would cover “commercial” and other non-residential installations. Since these latter systems are not residential systems, coverage of VFAs would be moved to Chapter 7, which is specifically targeted to such installations. RFA requirements would be covered in the terms of listing of the appliance. However, current RFF-CNG requirements would also be retained since the sense of the Committee was to avoid deleting requirements where technical requirements in the listing are not explicitly defined and where an enforcing authority might refer directly to NFPA 52. Implementation of this approach is proposed in subsequent public comments on the proponent’s individual proposals; those comments will refer back to these proposed definitions and rationale.

In line with this approach, 'VFA' is changed to 'RFA' since RFAs are residential systems.

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Committee Action: Unknown Reason

Resolution: Reject but see SR-36


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Proposed Change:











Chapter 5.





















8.3.1

All equipment related to an RFA RFF-CNG installation shall be protected to minimize the possibility ofphysical damage and vandalism.


Original Rationale: This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances and update globally terminology within NFPA 52.


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Rejected



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8.3.3

All equipment related to RFA RFF-CNG installation shall be designed for the pressure, temperature, andservice expected.


Original Rationale:This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances. The RFA language is similar to the language that is currently used in Z223/NFPA 54 and this will provide additional consistency between the standard and code and will work to harmonize terminology for industry.


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CommitteeAction:

Rejected



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8.3.6

RFF-

CNGsCNGs RFA’s shall not be installed in series or shall not be manifolded together on the discharge side.



To ensure that maximum gas leakages and flow rates are not exceeded especially when the RFA is installed indoors.

All listed RFA appliances to be installed in accordance with the manufacturer’s instructions. Any modular or multiple unit RFA designs must be a listed appliance, NGV 5.1.

There is no reference to manifolding of RFAs in the NGV 5.1 SEED document at this time.

Additional Comment:Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. If retained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1 and will cause confusion.

The proposed terminology does not address listed appliances for residential refueling -- RFAs. In line with the RFA definition provided in a separate comment and the moving of 'VFA' to Chapter 7, a more appropriate change would be to simply replace 'VFA' with 'RFA.' Distinguishing RFAs is necessary to gain consistency with the International Fuel Gas Code.

Additional comment:

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Committee Rejected


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Action:



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8.4.1.1

All RFF-CNG RFA equipment shall be installed in accordance with the equipment manufacturer'sinstructions.


Original Rationale:This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances and update globally terminology within NFPA 52.


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Rejected



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8.4.1.2

The RFF-CNG RFA shall have a nameplate marked with minimum and maximum gas inlet pressures andflow rates , gas outlet maximum pressure, and electrical requirements.


Original RationaleThis proposal is part of a Series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for home fueling appliances.”

Flow rate is not enforceable and as currently defined does not address all “flow rates” (input flow rate, output flow rate and in-process flow rate). Safety vs. flow rate is best defined by the manufacturer and certification and environmental concerns. Flow rate will be addressed in CSA NGV 5.1.


In addition, our proposed response to delete the requirement to include "flow rates" is appropriate. Flow rate is not defined in the document as to where flow is to be measured, under what conditions, over what period of time (max, average, instantaneous, etc) so this requirement adds confusion and is ambiguous.

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CommitteeAction:

Accepted


Statement: Original Rationale

This proposal is part of a Series of proposals which will harmonize NFPA 52 with the new NGV 5.1standard for home fueling appliances.”

Flow rate is not enforceable and as currently defined does not address all “flow rates” (input flowrate, output flow rate and in-process flow rate). Safety vs. flow rate is best defined by themanufacturer and certification and environmental concerns. Flow rate will be addressed in CSANGV 5.1.


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Additional comment:


In addition, our proposed response to delete the requirement to include "flow rates" is appropriate.Flow rate is not defined in the document as to where flow is to be measured, under whatconditions, over what period of time (max, average, instantaneous, etc) so this requirement addsconfusion and is ambiguous.


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8.4.2.2 *

Where the RFF-CNG RFA or the vehicle being fueled is located indoors, a gas detector set to operate atone-fifth the lower flammable limit (LFL) of natural gas shall be installed in the room.

8.4.2.2.1

The detector shall be located within 6 in. (150 mm) of the ceiling or the highest point in the room.

8.4.2.2.1.1

An RFF-CNG RFA that is listed shall be permitted to utilize a combination of ventilation or gas detectionto ensure that the room is maintained at a level below one-fifth of the lower limit of flammability of naturalgas.

8.4.2.2.1.2

Meeting the provisions of 8.4.2.2.1 shall be deemed to be equivalent to a gas detector located within 6 in.(150 mm) of the ceiling or the highest point in the room.

8.4.2.2.2

The detector shall stop the compressor and operate an audible and a visual alarm.



Changed “or” to “and “ to ensure that if a gas leak is detected both audio and visual alarms are present to ensure detection and that people with hearing and/or visual impairments will be able to detect the alarm.


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Rejected



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8.4.3 Outdoors.

The RFF-CNG shall RFA shall be installed on a firm, noncombustible support to prevent undue stress onpiping and conduit. (See Section 4.4 4.5 for noncombustible.)




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Accepted


Statement: Original Rationale:

This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1standard for residential fueling appliances and update globally terminology within NFPA 52.

Additional comment:



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8.7 Pressure Regulation.

An RFF-CNG shall An RFA shall be equipped to stop fuel flow automatically when the container(s)reaches the temperaturecompensated fill pressure.


Original RationaleThis proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances and update globally terminology within NFPA 52.


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Public Input No. 82-NFPA 52-2013 [Section No. 8.7]





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Statement: This SR changes the terminology from RFF-CNG to RFA to be consistent with NGV 5.1 and therest of the document. The committee pointed the user back to 7.1.4.1 for the maximum fillconditions for the container.


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8.8.

1 1 All piping and hose from the outlet of the compressor shall be supplied as part of the RFF-CNG.



Details of the piping and hose will be covered in NGV 5.1 as part of the overall certification of the appliance. NGV 5.1 will also require that the installation of piping and hoses must be done to manufacturers written instructions

Additional comment:Reconsider approval as submitted to delete 8.8.1.

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Rejected

Resolution: The committee wants to retain this requirement. Note that RFF-CNG will be changed to RFAper global SR-44


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8.8.2

All gas piping to the RFF-CNG the RFA shall be installed in accordance with NFPA 54 andmanufacturers' installation instructions.


Original RationaleThis proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances. Details of the piping and hose will be covered in NGV 5.1 as part of the overall certification of the appliance. NGV 5.1 will also require that the installation of piping and hoses must be done to manufacturers written instructions


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CommitteeAction:

Rejected



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8.10 Installation of Emergency Shutdown Equipment Equipment (not applicable to listed RFAs)" .

8.10.1

An RFF-CNG shall be equipped with emergency manual shutdown of the gas supply and electric power.

8.10.1.1

The emergency electrical switch shall be at least 5 ft (1.5 m) from the RFF-CNG and in view of theRFF-CNG.

8.10.1.2

An RFF-CNG equipped with a flexible cord terminated with a grounding-type attachment plug shall bedeemed to be equivalent to the emergency switch.

8.10.2

Breakaway protection shall be provided in a manner so that, in the event of a pullaway, natural gas ceasesto flow.

8.10.2.1

The breakaway devices shall be compatible with ANSI/IAS NGV 4.4, Breakaway Devices for Natural GasDispensing Hoses and Systems, and CSA 12.54, Breakaway Devices for Dispensing Systems.

8.10.2.2

The breakaway provided as a component of a listed VFA shall be permitted not to comply with ANSI/IASNGV 4.4, Breakaway Devices for Natural Gas Dispensing Hoses and Systems, and CSA 12.54, BreakawayDevices for Dispensing Systems.

8.10.3

A breakaway device shall be installed at every dispensing point.

8.10.4

The breakaway device in 8.10.3 shall be arranged to separate using a force not greater than 150 lb (68 kg)when applied in any horizontal direction.


Approval as modified hereafter, add the underlined language to section 8.10. Section 8.10 Installation of Emergency Shutdown equipment should be covered in the CSA NGV 5.1

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Public Input No. 88-NFPA 52-2013 [Section No. 8.10]





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Statement: The committee believes that this section should apply to listed RFAs and deleted the exemptionproposed in PC-94. Section 8.10.2.2 was deleted as the committee agrees with the submitter ofPC-2 that 8.10.2.2 conflicts with 8.10.2.1 and 8.10.4. Note that RFF-CNG will be changed to RFAper global SR-44


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8.10.2.2

The breakaway provided as a component of a listed VFA shall be permitted not to comply with ANSI/IASNGV 4.4, Breakaway Devices for Natural Gas Dispensing Hoses and Systems, and CSA 12.54, BreakawayDevices for Dispensing Systems.


This is either a typo, or 8.10.2.2 conflicts with 8.1.2.1 and 8.10.4 which state "SHALL be compatible" or "shall be arranged to separate" which does not give any flexibility that 8.10.2.2 can claim "shall be permitted not to comply". What, if any, reason would there be not to comply with a known, industry used standard?

Related Item

Public Input No. 1-NFPA 52-2013 [New Section after 6.14.4.4] this section does not apply to comment,unable to advance without filling something in.


Submitter Full Name: Steven Tucky

Organization: CSA Group

Street Address:

City:

State:

Zip:

Submittal Date: Tue Aug 19 09:25:49 EDT 2014

Committee Statement


Resolution: See SR-48. This PC was accepted and incorporated into SR-48


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8.11.1

An An RFF-CNG RFA shall be operated in accordance with the manufacturer's instructions.


Original Rationale: This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances and update globally terminology within NFPA 52.


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Committee Statement

CommitteeAction:

Rejected



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8.11.2

A fuel supply container shall not be charged in excess of its maximum operating with propoertemperature-compensated fill pressure. in accordance with NGV 5.1


Original Rationale:Statement of Problem and Substantiation for Public Input This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances. Removed “at normal temperature.” The maximum allowable service temperature should never be exceeded for residential fueling. (See SAE J1616 – Pressure Hydrocarbon Dew Point (At Container Pressure))

Additional comment:Statement of Problem and Substantiation for Public Input This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances. Removed “at normal temperature.” The maximum allowable service temperature should never be exceeded for residential fueling. (See SAE J1616 – Pressure Hydrocarbon Dew Point (At Container Pressure))

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Statement: The committee deleted this section. This requirement is addressed elsewhere in this Chapter.See SR-47


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8.12.1

All All RFF-CNG RFA equipment shall be inspected and maintained in accordance with themanufacturer's instructions.


Original rationale:This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1 standard for residential fueling appliances and update globally terminology within NFPA 52.

Additional comment:Reconsider approval as submitted. Existing terminology is out of date and needs to be updated. If retained, the current terminology will be inconsistent with the terminology used in CSA NGV 5.1 and will cause confusion.The NGV 5.1 document will be submitted to the Technical committee for approval during November 2014. The standard will be published during December 2014/January 2015.

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CommitteeAction:

Rejected



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9.2.1

Metallic materials used in construction of the fuel system, except fusible links, shall have a minimummelting point of 1000°F (538°C) 1500°F (816°C) .


Section 9.2.5 allows for the use of brazing filler material in LNG systems with a minimum melting point of 1000°F, which would create a loss in system seal integrity well below a minimum melting point of 1500°C. Therefore, any rationale for a minimum melting point greater than 1000°F appears to be negated.

The same change was suggested by Mr. Karl Staggemeier of IMPCO Technologies on December 9, 2013 (Public Input No. 14-NFPA 52-2013 [ Section No. 9.2.1]). The request was rejected, but only because it was not written in enforceable language. Specifically, the committee resolution stated “TC agrees with the concept, but could not approve it because it was not written in enforceable language.” (Attached)

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Submitter Full Name: KAREN SZABO

Organization: IMPCO Technologies, Inc.

Street Address:

City:

State:

Zip:

Submittal Date: Mon Oct 13 18:24:17 EDT 2014

Committee Statement

CommitteeAction:

Accepted


Statement: Section 9.2.5 allows for the use of brazing filler material in LNG systems with a minimum meltingpoint of 1000°F, which would create a loss in system seal integrity well below a minimum meltingpoint of 1500°C. Therefore, any rationale for a minimum melting point greater than 1000°F appearsto be negated.

The same change was suggested by Mr. Karl Staggemeier of IMPCO Technologies on December9, 2013 (Public Input No. 14-NFPA 52-2013 [ Section No. 9.2.1]). The request was rejected, butonly because it was not written in enforceable language. Specifically, the committee resolutionstated

“TC agrees with the concept, but could not approve it because it was not written in enforceablelanguage.” (Attached)


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9.12.8.4

The labels for 19,500 lb (8863 kg) GVWR and greater shall be a minimum of 5.7 in. long × 4.2 in. high (145mm × 107 mm). In addition to the requirement in 9.12.8.2for placement of the diamond-shaped label on thelower right rear of the vehicle, labels shall be affixed to each side of the power unit. If a DOT number isrequired to be displayed in accordance with 49 CFR 390.21, then the labels shall be affixed belowaffixed near the DOT numbers on each side of the power unit.


There may not be sufficient space to insert the label below the DOT. As long as the label is near the DOT number, the commercial vehicle enforcement inspector can associate the label with the DOT number.

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CommitteeAction:

Accepted


Statement: There may not be sufficient space to insert the label below the DOT. As long as the label is nearthe DOT number, the commercial vehicle enforcement inspector can associate the label with theDOT number.


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Public Comment No. 19-NFPA 52-2014 [ Section No. 9.12.10.3 [Excluding any

Sub-Sections] ]

The gas detection system shall function continuously at all times whether or not when the engine isoperating or the vehicle is on roadways and up to 15 minutes after the engine is turned off .


The methane detection system imposes a severe drain on the batteries, which cannot be re-charged when the engine is off. The batteries can be drained to the point where they are unable to start the engine, especially, when the driver is resting 8 or more hours to meet the Federal hours of service rules. The requirement for leaving the methane detection system on at all times is unreasonable and preposterous because no battery with an infinite life exists. Secondly, when the engine is turned off, there is no movement of LNG because the fuel pump is off and the fuel system is shut down with all the valves turned off. Note that if the US. Department of Transportation has NO requirement for methane detection system for liquefied natural gas transported as cargo, why should there be a requirement for a methane detection system for LNG carried as a fuel. No accidents or incidents have been reported in vehicles without a methane detection system and with the engine turned off. The allowance of 15 minutes is to take into account the fact that should there be a leak, it should occur and be detected within 15 minutes of shutdown. The time period of fifteen minutes strikes a balance between preserving battery life and risk of a leak.

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Statement: The methane detection system imposes a severe drain on the batteries, which cannot be re-chargedwhen the engine is off. The batteries can be drained to the point where they are unable to start theengine, especially, when the driver is resting 8 or more hours to meet the Federal hours of servicerules. The requirement for leaving the methane detection system on at all times is unreasonable andpreposterous because no battery with an infinite life exists. Secondly, when the engine is turned off,there is no movement of LNG because the fuel pump is off and the fuel system is shut down with allthe valves turned off. Note that if the US. Department of Transportation has NO requirement formethane detection system for liquefied natural gas transported as cargo, why should there be arequirement for a methane detection system for LNG carried as a fuel. No accidents or incidentshave been reported in vehicles without a methane detection system and with the engine turned off.The allowance of 15 minutes is to take into account the fact that should there be a leak, it shouldoccur and be detected within 15 minutes of shutdown. The time period of fifteen minutes strikes abalance between preserving battery life and risk of a leak.

TC changed "up to" to "for at least" fifteen minutes


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Public Comment No. 46-NFPA 52-2014 [ New Section after 9.13.3.2.4.3 ]

9.14 Qualified Mechanics

9.14.1 All personnel engaged in inspection, maintenance, repair, replacement, removal, and testingof LNG

fuel system or its components shall be qualified mechanics, as described below.

9.14. 2 A qualified mechanic is a mechanic who has:

(1) successfully completed at least one year of training on vehicular nautral gas fuel systems, or

(2) has at least one year of experience on vehicular natural gas fuel systems, or

(3) has a combination of training and experience on vehicular natural gas fuel systems totaling atleast one year.


Qualifications for mechanics were recommended in section 7.1.3 on pp. 43-44 of FMCSA's final report, "NaturalGas Systems: Suggested Changes to Truck and Motorcoach Regulations and Inspection Procedures," publishedMarch 2013.

Related Item

Public Input No. 121-NFPA 52-2013 [New Section after 9.13.3.2.4.3]




Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:



Statement: Qualifications for mechanics were recommended in section 7.1.3 on pp. 43-44 of FMCSA's finalreport, "Natural

Gas Systems: Suggested Changes to Truck and Motorcoach Regulations and InspectionProcedures," published

March 2013.

he committee added the first section of this PC as a SR. It has also added the definition of qualifiedperson from NFPA 1901 to Chapter 3 to further define the qualifications of a qualified mechanic.Note that this is consistent with SR-24 in Chapter 6.


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Public Comment No. 27-NFPA 52-2014 [ Section No. 10.2.3.5 [Excluding any

Sub-Sections] ]

Impounding areas serving above and mounded LNG containers shall have a minimum volumetric holdingcapacity, V, including any useful holding capacity of the drainage area and with allowance made for thedisplacement of snow accumulation, other containers, and equipment, in accordance with 10.2.3.5.1 and10.2.3.5.2.


Added above ground and mounded to match requirements from section 13.8.3 of NFPA 59A Production, Storage and Handling of Liquefied Natural Gas (LNG) for above ground and mounded LNG containers.

Related Item

Public Input No. 20-NFPA 52-2013 [Section No. 10.2.3.5 [Excluding any Sub-Sections]]


Submitter Full Name: Nancy Pehrson

Organization: CenterPoint Energy, Inc.

Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:



Statement: Added above ground and mounded to match requirements from section 13.8.3 of NFPA 59AProduction, Storage and Handling of Liquefied Natural Gas (LNG) for above ground and moundedLNG containers.


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Public Comment No. 28-NFPA 52-2014 [ Section No. 10.2.3.5.1 ]

10.2.3.5.1

For impounding areas serving one or more than one container with provisions made to prevent lowtemperature or fire exposure resulting from the leakage from any one container served from causingsubsequent leakage from any other container served, the volume of the dike shall be the total volume ofliquid in the largest container served, assuming the container is full.

Delete existing 10.2.3.5.1 and replace with the following:

Where containers in the dike area are constructed or protected to prevent failure from spilled LNG and firein the dike, the minimum holding of the dike shall be the volume of the largest container in the dike.

NFPA 59A 13.8.3 (1)


Consistency with holding requirement of NFPA 59A 13.8.3 (1)

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Public Input No. 21-NFPA 52-2013 [Section No. 10.2.3.5.1]




Street Address:

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Committee Statement

Committee Action: Rejected but see related SR


Statement: Consistency with holding requirement of NFPA 59A 13.8.3 (1)


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Public Comment No. 29-NFPA 52-2014 [ Section No. 10.2.3.5.2 ]

10.2.3.5.2

For impounding areas serving more than one container without provisions made in accordance with10.2.3.5.1, the volume of the dike shall be the total volume of liquid in all containers served, assuming allcontainers are full.

Delete and replace with

Where containers in the dike area are not constructed or protected to prevent failure from spilled LNG andfire in the dike, the minimum holding of the dike shall be equal to the total volume of the containers in thedike area.

NFPA 59A 13.8.3 (2)


Consistency with NFPA 59A regarding holding capacity of the dike. Extract language from 13.8.3 (2)

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Public Input No. 22-NFPA 52-2013 [Section No. 10.2.3.5.2]




Street Address:

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Committee Statement

CommitteeAction:



Statement: Consistency with NFPA 59A regarding holding capacity of the dike. Extract language from13.8.3 (2)


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10.4.5.2

A breakaway device shall be arranged to separate using a force not less than 225 lb and not greater than275 lb where applied in any direction that the vehicle would move. (remove this sentence and replace withnew below because these forces are not correct, and conflict with NFPA 52 section 7.11.6.2, 8.10.4, andANSI/IAS NGV 4.4 - BREAKAWAY DEVICES FOR NATURAL GAS DISPENSING HOSES ANDSYSTEMS)

NFPA 52 section 7.11.6.2 - "A breakaway device shall be arranged to separate using a force not greaterthan 150lb (68kg) when applied in any direction that the vehicle would move."

ANSI/IAS NGV 4.4 - "The breakaway device shall separate upon application of a maximum force of 667N(150 lbf) but not less than 222N (50 lb. force) pull when the device is installed as specified by themanufacturer. Upon separation under the pressurized condition, separation shall cause the flow of gas fromthe dispenser to cease within 1 second, and allow the bleed-down of gas from the hose through a No. 60orifice or equivalent."


10.4.5.2 These forces are not correct, and conflict with NFPA 52 section 7.11.6.2 and ANSI/IAS NGV 4.4 - BREAKAWAY DEVICES FOR NATURAL GAS DISPENSING HOSES AND SYSTEMS)NFPA 52 section 7.11.6.2 - "A breakaway device shall be arranged to separate using a force not greater than 150lb (68kg) when applied in any direction that the vehicle would move."ANSI/IAS NGV 4.4 - "The breakaway device shall separate upon application of a maximum force of 667N (150 lbf) but not less than 222N (50 lb. force) pull when the device is installed as specified by the manufacturer. Upon separation under the pressurized condition, separation shall cause the flow of gas from the dispenser to cease within 1 second, and allow the bleed-down of gas from the hose through a No. 60 orifice or equivalent."

Related Item

First Revision No. 100-NFPA 52-2014 [New Section after 10.4.5.1]


Submitter Full Name: Steven Tucky

Organization: CSA Group

Street Address:

City:

State:

Zip:

Submittal Date: Tue Aug 19 08:36:13 EDT 2014

Committee Statement

CommitteeAction:

Rejected

Resolution: The committee is unclear as to the submitters intent with this comment. It appears to use CNGvalues for LNG.


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10.13 * Maintenance.

10.13.1

A preventive maintenance program consistent with the OEMs' recommendations shall be in place andinclude a written regular schedule of procedures for test and inspection of facility systems and equipment.

Delete and replace with the following

Each facility shall have written maintenance procedures based on experience, knowledge of similarfacilities and conditions under which the facilities shall be maintained. (NFPA 59A 13.8.4).

10.13.1.1

The maintenance program shall be carried out by a qualified representative of the equipment owner.

10.13.1.2

Maintenance shall be performed based on the component manufacturers' recommendations and not lessthan every 6 months.

10.13.1.3

The refueling site shall have a maintenance program or process safety analysis program in place.

10.13.1.4

Maintenance records shall be kept for the duration of the refueling site's operation.

10.13.2

Each component in service, including its support system, shall be maintained in a condition that iscompatible with its operation or safety purpose by repair, replacement, or other means as determined bythe equipment OEM.

Delete and replace with the following:

Each facility operator shall carry out periodic inspection, test, or both on a schedule that is included in themaintenance plan on identified components and its support system in service in the facility to verify that thecomponents are maintained in accordance with the equipment manufacturer’s recommendations and thefollowing: (NFPA 59A 13.18.4.1)

(1) The support system or foundation of each component shall be inspected at least annually to ensurethat the support system or foundation is sound (NFPA 59A 13.18.4.1.(1)

(2) Each emergency power source at the facility shall be tested monthly to ensure that it is operationaland tested annually to ensure that it is capable of performing at its intended operating capacity (NFPA59A 13.18.4.1.(2)

10.13.3

If a safety device is taken out of service for maintenance, the component being served by the device shallbe taken out of service unless the same safety function is provided by an alternative means.


When a safety device serving a single component is taken out of service for maintenance or repair, thecomponent shall also be taken out of service, expect where the safety function is provided by an alternativemeans (NFPA 59A 13.18.4.1.(3))

10.13.4


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If the inadvertent operation of a component taken out of service causes a hazardous condition, thatcomponent shall have a tag attached to its controls bearing the words DO NOT OPERATE or otherapproved warning.


Where the operation of a component that is taken out of service could cause a hazardous condition, a tapbearing the words “DO NOT OPERATE” or equivalent shall be attached to the controls of the componentor the component shall be locked out (NFPA 59A 13.18.4.1. (4))

Stop valves for isolating pressure or vacuum-relief valves shall be locked or sealed open and shall beoperated only by an authorized person(NFPA 59A 13.18.4.1 (5))

No more than one pressure or vacuum relieve valve stop valve shall be closed at one time on an LNGcontainer (NFPA 59A 13.18.4.1 (6))

10.13.4.1

All maintenance and servicing shall be done in accordance with 29 CFR 1910 for energy control.

10.13.5

LNG fueling facilities shall be free from rubbish, debris, and other material that present a fire hazard to adistance of at least 25 ft (7.6 m).

10.13.6

Grass areas on the LNG fueling facility grounds shall be maintained in a manner that does not present afire hazard.

10.13.7

Safety and fire protection equipment shall be tested or inspected at intervals not to exceed 6 months.

10.13.8

Maintenance activities on fire control equipment shall be scheduled so that a minimum of equipment istaken out of service at any one time and fire prevention safety is not compromised.

10.13.9

Access routes for movement of fire control equipment to an LNG fueling facility shall be maintained at alltimes.


Existing language appears to be based on NFPA 59A requirements. Extract NFPA 59A 13.18.4.1 language which includes support system, emergency power and stop valves maintenance requirements

Related Item

Public Input No. 50-NFPA 52-2013 [Sections 10.13.1, 10.13.2, 10.13.3, 10.13.4]




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Statement: Update of entire section to add extracted material from 59A.


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10.13.1.1

The maintenance program shall be carried out by a qualified representative of the equipment owner.

Maintenance Manual

(1)Each facility operator shall prepare a written manual that sets up an inspection and maintenanceprogram for identified components that are used in the facility

(2)The maintenance manual for facility components shall include the following

(1) The manner of carrying out and the frequency of inspections and tests referred to in 13.18.4.1

(2) A description of any other action in addition to those referred to in 13.18.4.2 (B)(1) that is necessary tomaintain the facility in accordance with this standard

(3) A procedures to be followed during repairs on a component that is operating while it is being repaired,to ensure the safety of persons and property at the facility

(3) Each facility operator shall conduct the facility’s maintenance program in accordance with the writtenmanual for facility components.

NFPA 59A 13.18.4.2


Requirements for maintenance manual. Propose extract of language from NFPA 59A 13.18.4.2

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Type your content here ...

Relief valves shall be inspected and set-point tested at least once every 2 calendar years, with intervals notexceeding 30 months to ensure that each valve relieves at the proper setting.

NFPA 59A 13.18.4.5 (D)


Adopt relief valve testing requirement specified in NFPA 59A. Extract language from NFPA 59A 13.18.4.5 (D)

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Each facility operator shall maintain a record of the date and type of each maintenance activity performed.

NFPA 59A 13.18.4.6(A)


Maintenance Record content requirement. Extract language from NFPA 59A 13.18.4.6 (A)

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Add

Control systems that are used as part of the fire protection system at the facility shall be inspected andtested in accordance with the applicable fire codes and standards and conform to the following criteria:

(1) Monitoring equipment shall be maintained in accordance with NFPA 72, National Fire Alarm andSignaling Codes and NFPA 1221, Standard for the Installation, Maintenance, and Use of EmergencyServices Communications Systems.

(2) Fire protection waters systems, if required shall be maintained in accordance with NFPA 13 Standardfor the Installation of Sprinkler Systems, NFPA 14, Standard for the Installation of Standpipe and HoseSystems, NFPA 15, Standard for Water Spray Fixed Systems for Fire Protection, NFPA 20, Standardfor the Installation of Stationary Pumps for Fire Protection, NFPA 22, Standard for Water Tanks forPrivate Fire Protection, NFPA 24, Standard for the Installation of Private Fire Service Mains and TheirAppurtenances and NFPA 25, Standard for the Inspection, Testing and Maintenance of Water-BasedFire Protection Systems.

(3) Portable or wheeled fire extinguishers suitable for gas fires, preferable of the dry-chemical type shallbe available at strategic locations as determined in accordance of Chapter 12, within an LNG facilityand shall be maintained in accordance with NFPA 10 Standard for Portable Fire Extinguishers.

(4) Fixed fire extinguishers and other fire-control systems that are installed shall be maintained inAccordance with NFPA 11 Standard for Low-, Medium-, and High Expansion Foam, NFPA 12,Standard on Carbon Dioxide Extinguishing Systems, NFPA 12A, Standard on Halon, NFPA 1301 FireExtinguishing Systems, NFPA 16, Standard for the Installation of Foam-Water Sprinkler andFoam-Water Spray Systems and NFPA 17, Standard for Dry Chemical Extinguishing Systems.

NFPA 59A 18.4.5 (C)


Requirements for fire protection control system maintenance. Extract language from NFPA 59A 13.18.4.5 (C)

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The external surfaces of LNG storage tanks shall be inspected and tested as set out in the maintenancemanual for the following:

(1) Inner tank leakage

(2) Soundness of insulation

(3) Tank foundation heating to ensure that the structural integrity or safety of the tanks is no affected.

NFPA 59A 13.18.4.5 (E)

LNG storage containers and their foundations shall be externally inspected after each major meteorologicaldisturbance to ensure that the structural integrity of the facilities is intact.

NFPA 59A 13.18.4.5 (F)


LNG tank maintenance requirement. Extract language fron NFPA 59A 13.18.4.5 (E and F)

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New section extracted from NFPA 59A Proooduction, Storage and Handling of Liquefied Natural Gas (LNG)13.18-13.18.7 and 14.2. Reference is made to NFPA 56 Standard for Fire and Explosion PreventationDuring Cleaning and Purging of Flammable Gas Piping Systems

Operations and Maintenance. Each facility shall have written operating, maintenance and trainingprocedures based on experience, knowledge of similar facilities, and conditions under which the facility willbe operated.

Basic Operations Requirements. Each facility shall meet the following requirements

(1) Have written procedures covering operations, maintenance and training.

(2) Keep up-to-date drawings of plant equipment, showing all revisions made after installation

(3) Revised the plans and procedures as operating conditions of facility equipment require

(4) Establish a written emergency plan

(5) Establish liaison with appropriate local authorities such as police, fire department, or municipal worksand inform them of the emergency plans and their role in emergency situations

(6) Analyze and document all safety-related malfunctions and incidents for the purpose of determiningtheir causes and preventing the possibility of recurrence.

Operating Procedures Manual. Each facility shall have a written manual of operating proceduresincluding the following:

(1) Conducting a proper startup and shutdown of all components of the facility, including those for an initialstartup of the LNG facility that will ensure that all components will operate satisfactorily

(2) Purging and inerting components

(3) Cooling down components

(4) Ensuring that each control system is properly adjusted to operate within its design limits

(5) Maintaining the vaporization rate, temperature and pressure so that the resultant gas is within thedesign tolerance of a vaporizer and the downstream piping.

(6) Determining the existence of any abnormal conditions and indicating the response to those conditions

(7) Ensuring the safety of personnel and property while repairs are carried out, whether or not theequipment is in operation.

(8) Ensuring the safe transfer of hazardous liquids

(9) Ensuring the security at the LNG plan

(10) Monitoring operation by watching or listening for warning alarms from an attended control center andby conducting inspection on a planned, periodic basis.

(11) Monitoring the foundation heating system weekly

The manual shall be accessible to operating and maintenance personnel.

The manual shall be updated when changes in equipment or procedures are made

The operations manual shall contain procedures to ensure the following:

(1) That the cool down of each system under its control and subjected to cryogenic temperatures is limitedto a rate and a distribution pattern that maintains the thermal stresses within the design limits of thesystem during the cool down period having regard for the performance of expansion and contractiondevices.

(2) That each facility has procedures to check each cryogenic piping system under its control during and


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after cool down stabilization for leaks in areas where there are flanges, valves and seals.

Each operations manual shall include purging procedure in accordance with NFPA 56, Standard for Fire andExplosion Prevention during Cleaning and Purging of Flammable Gas Piping Systems that whenimplemented, minimize the presence of a combustible mixture in plant piping or equipment from a system isbeing placed into or taken out of operation.

The operations manual shall contain procedures for loading or unloading operations applicable to all bulkstorage transfers including the following.

(1) Written procedures shall cover all transfer operations and shall cover emergency as well as normaloperating procedures.

(2) Written procedures shall be kept up-to-date and be available to all personnel engaged in transferoperations.

(3) Prior to transfer, gauge reading shall be obtained or inventory established to ensure that the receivingcontainer cannot be overfilled.

(4) Levels of the receiving container shall be checked during transfer operations

(5) The transfer system shall be checked prior to use to use to ensure that the valves are in the correctposition.

(6) Pressure and temperature conditions shall be observed during the transfer operation

Each operations manual for a facility that transferred LNG from a cargo tank vehicle or tank car into astorage container shall contain procedures for unlading tank cars or tank vehicles including the following.

(1) While tank car or tank vehicle unlading operations are in progress, rail and vehicle traffic shall beprohibited within 25 ft. (7.6 m) of LNG facilities or within 50 ft. (15 m) of refrigerants whose vapors areheavier than air.

(2) Prior to connecting a tank car, the car shall be checked and the brakes set, the derailer or switchproperly positioned and warning signs or lights places as required.

(3) The warning signs or lights shall not be removed or reset until the transfer is completed and the cardisconnected.

(4) Unless required for transfer operations, truck vehicle engines shall be shut off.

(5) Brakes shall be set and wheels checked prior to connecting for unloading.

(6) The engine shall not be started until the truck vehicle has been disconnected and any release vaporshave dissipated.


Operating procedures and manual requirements should be included in the code. Proposed language extracts approporate material from sections 13.18-13.18.7 of NFPA 59A Production, Storage, and Handling of Liquefied Natural Gas (LNG). Section 14.2 Reference is made to NFPA 56 Standard for Fire and Explosion Prevention During Cleaning and Purging of Flammable Gas Piping Systems.

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Committee Statement





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Chapter 11 Reserved

Reserved


Re: Section 11.X.2 – Marine Vessel Transfer reference to NFPA 30A (from draft reorganization text submitted under Public Input No. 111-NFPA 52-2013 [ Chapter 11 ]):

Sections under 11.X.2 (Marine Vessel Transfer) referencing NFPA 30A for Marine Service Stations, Fueling Systems, storage tanks should be more specific with regard to the sections of NFPA 30A that apply and consideration should be given to establishing a section for LNG fueling facilities supplying LNG to commercial vessels.

NFPA 30A states that the code does not apply to motor fuel dispensing facilities where only liquefied petroleum gas (LP-Gas), liquefied natural gas (LNG), or compressed natural gas (CNG) is dispensed as motor fuel. Additionally, in discussing storage of liquids, the volumes permitted appear to be vastly different than what is allowed in NFPA 52. Also, the marine fueling section in NFPA 30A (Chapter 11) is limited to vessels 300GT and less. In this context, it may be necessary to distinguish between facilities intended to fuel commercial vessels (without a tonnage limitation), and non-commercial vessels. LNG facilities intended to supply commercial vessels should align more with NFPA 59A whereas non-commercial marine fueling facilities should align with NFPA 30A.

Related Item





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected but held

Resolution: This is new material that will be held until the next cycle. Note that the marine sections are beingproposed to be reserved until the next revision cycle pending harmonization with new internationalstandards that are being developed for ships using gases and other low-flashpoint fuels.


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Chapter 11 Reserved

Reserved


Re: Section 11.X.2 – Marine Vessel Transfer (from draft reorganization text submitted under Public Input No. 111-NFPA 52-2013 [ Chapter 11 ]):

Ch. 11.X.2 (Marine Vessel Transfer) should be marked RESERVED and the section should not include content following this revision cycle of NFPA 52. International standards are being developed for ships using gases and other low-flashpoint fuels, this work is scheduled to be completed in Spring 2015. We recommend that the next revision cycle could review the international standards and update NFPA 52 after this work is complete because the new standards will reflect recent advances in technology and trends in the marine industry.



Public Comment No. 62-NFPA 52-2014 [Chapter 14] content originally under Ch. 14

Related Item


Committee Input No. 105-NFPA 52-2014 [Chapter 14]




Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Rejected

Resolution: See global SR-62 for the reorganization of the document. Marine Transfer has been designatedas reserved in the reorganization of Chapter 13.


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Site preparation shall include provision for retention of spilled LNG within the limits of plant property and forsurface drainage.

NFPA 59A 13.2.1


Requirements for spill containment for ASME pressure vessels should be part of requirements for installation. Extract from NFPA 59A Chapter 13 Requirements for Stationary Applications Using ASME Containers 13.2.1

Related Item

Public Input No. 15-NFPA 52-2013 [New Section after 13.2]




Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:



Statement: Requirements for spill containment for ASME pressure vessels should be part of requirements forinstallation. Design requirements for pressure containing components are extracted from NFPA59A.


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The maximum allowable working pressure shall be specified for all pressure-containing components.

NFPA 59A 13.2.8


Design requirements extracted from NFPA 59A 13.2.8

Related Item

Public Input No. 19-NFPA 52-2013 [New Section after 13.2]




Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:



Statement: Requirements for spill containment for ASME pressure vessels should be part of requirements forinstallation. Design requirements for pressure containing components are extracted from NFPA59A.


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13.5.1.2

Underground LNG tanks shall be installed in accordance with Table 13.5.1.2. [59A:13.6.3]

Table 13.5.1.2 Distances from Underground Containers and Exposures

Container WaterCapacity

Minimum Distance from Buildings and theAdjoining Property Line That Can Be Built Upon

Distance BetweenContainers

gal m 3 ft m ft m

<18,000 <15.8 15 4.6 15 4.6

18,000–30,000 15.8–114 25 7.6 15 4.6

30,001–100,000 >114 40 12.2 15 4.6

[59A: Table 13.6.3]

The distances for underground storage tanks should be revised to 2-3 foot spacing instead of 15 foot.


LNG Underground storage tank separation distance should be changed to 2-3 foot so as to keep all of the tanks in a 2 or 3 tank arrangement in the same common tank pit or "battery" this is standard within the petroleum industry.

NFPA 30-12.3.5 Horizontal separation shall not be required betweenaboveground tanks storing CNG, LNG, or LP-Gas and undergroundtanks containing Class I or Class II liquids, providedthe structural limitations of the underground tanks are notexceeded.

See Typical UST table for Diesel, Gasoline and DEF

4', 6', 8' Diameter TanksMinimum w/ 12" x 12" CSI DeadmenA 18" (457mm) 24" (610mm)B 18" (457mm) 24" (610mm)10' Diameter TanksMinimum w/ 18" x 8" CSI DeadmenA 18" (457mm) 36" (914mm)B 24" (610mm) 24" (610mm)12' Diameter TanksMinimum w/ 18" x 8" DeadmenA 24" (610mm) 36" (914mm)B 24" (610mm) 24" (610mm)

Related Item



Submitter Full Name: Jim Ames

Organization: Blu Transfuels LLC

Affilliation: Transfuels LLC

Street Address:

City:

State:


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Zip:


Committee Statement

CommitteeAction:

Rejected but held

Resolution: This material is being held until the next revision cycle to allow further development andsubstantiation.


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Chapter 14 LNG and CNG on Commercial Marine Vessels and Pleasure Craft

14.1 Application.

14.1.1

This chapter applies to all commercial marine vessels and pleasure craft operating on LNG or CNG,including new and retrofit construction.

14.1.2

Chapters 9 , 10 , and 12 of this code apply to commercial marine vessels and pleasure craft operatingon LNG.

14.1.3

The requirements in 9.12.1.2 , 9.12.1.3 , 9.12.1.3.1 , 9.12.1.6 , 9.12.1.7 , 9.12.2 , 9.12.3.4 ,9.12.3.5 , and 9.12.8 and all subparts are not applicable to commercial marine vessels and pleasure craftoperating on LNG.

14.2 Installation of Fuel Supply Containers.

14.2.1

Fuel supply containers on marine vessels shall be permitted to be located on the weather deck, aboveaccommodation and service space, or below deck adjacent to accommodation and service space,provided all connections to the containers are external to or sealed and vented from these spaces.

14.2.1.1

Containers on the weather deck shall be protected with a housing to prevent damage that can occur due toloading, unloading, direct sunlight, and the general use of the vessel.

14.2.1.2

The housing shall be installed to prevent contact of the housing with the container(s) and to prevententrapment of materials that could damage the container(s) or its coating.

14.2.1.3

The shelter(s) for storing the containers on the weather deck shall be an enclosure that is constructed ofnoncombustible or limited-combustible materials and has at least one side predominantly open, facingoutboard, and a roof designed for ventilation and dispersal of escaped gas. (See Section 4.4 fornoncombustible or limited-combustible.)

14.2.2 Position.

14.2.2.1

Each fuel supply container shall be mounted in a location that minimizes damage from collision.

14.2.2.2

No part of a container or its appurtenances on the weather deck shall protrude beyond the sides or top ofthe vessel at the point where it is installed.

14.2.2.3

No portion of a fuel supply container or container appurtenances shall protrude beyond the bow or thestern of the vessel.

14.2.2.4

Container valves shall be protected from physical damage using the vessel structure, valve protectors, or asuitable metal shield.

14.2.3

Each container cradle shall be secured to the vessel frame, either above or below or both, to preventdamage from slippage, loosening, or rotation using a method capable of withstanding a static force in thesix principal directions of at least four times the weight of the fully pressurized container(s) or greater as isappropriate for the vessel.

14.2.4

Each fuel supply container in the rack shall be secured to its cradle in such a manner that it is capable ofwithstanding a static force applied in the six principal directions of four times the weight of the fullypressurized container with a maximum displacement of 0.5 in. (13 mm).

14.2.4.1

Metal clamping bands and their supports shall not be in direct contact with a container.


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14.2.4.2

A resilient gasket that does not retain water shall be installed between the clamping bands and theirsupports and the container.

14.2.5

The container weight shall not be supported by outlet valves, manifolds, or other fuel connections.

14.2.6

Fuel supply containers located less than 18 in. (460 mm) from the exhaust system shall be shieldedagainst direct heat.

14.2.7

The mounting system shall minimize fretting corrosion between the container and the mounting system.

14.2.8

Fuel supply containers shall not be installed so as to adversely affect the balance of the marine vessel.

14.2.9

A container, where located in a below-deck tank room or tank compartment that is capable of accumulatingnatural gas, shall be installed so that the pressure relief device for the protection of the container isinstalled in the same space as the container and the discharge from the pressure relief device is as follows:

(1) Vented to the outside through a metallic tube (vent mast) or hose no smaller than the outletdiameter of the relief device, secured at 12 in. (305 mm) intervals where the tube exceeds 24 in.(610 mm) in length and having a minimum burst pressure of at least one and one-half times theservice pressure of the container at 400°F (204°C)

(2) Located so that the vent opening is not blocked by debris or otherwise affected by the elements

14.2.10

An LNG container located in a below-deck tank room or compartment shall be enclosed in a spaceconstructed of materials approved for cryogenic service.

14.2.11

The enclosure shall be capable of containing leakage from the fuel tank.

14.3 Installation of Pressure Gauges.

14.3.1

A pressure gauge located within the wheelhouse (bridge) or accommodation or service space shall beinstalled in such a manner that no gas flows through the gauge in the event of failure.

14.3.2

A pressure gauge installed in the engine room/compartment, fuel tank room/compartment, or othergas-dangerous space shall be equipped with a limiting orifice, a shatterproof dial lens, and a body relief.

14.4 Labeling.

14.4.1

Each marine vessel or pleasure craft shall be identified with weather-resistant, diamond-shaped labelslocated on an exterior vertical surface or near-vertical surface, at a location, as near to eye level aspossible, where the vessel is routinely boarded, both port and starboard.

14.4.2

Depending on the size of the vessel, other labels shall be placed at logical locations to alert persons notfamiliar with the vessel, such as fire fighters or service personnel, as to the nature of the vessel.

14.4.3

The label shall be a minimum of 4.72 in. (120 mm) long by 3.27 in. (83 mm) high.

14.4.4

The marking shall consist of a border and the letters “CNG” or “LNG” as appropriate [1 in. (25 mm)minimum height centered in the diamond] of silver or white reflective luminous material on a bluebackground.

14.5 Operation.

14.5.1

Where natural gas is being transferred to or from a marine vessel, the engines shall be turned off.

14.5.1.1

Engine operation shall be permitted to hold the vessel in position while refueling or when, in the opinion ofthe master, the safety of the vessel is at issue.


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14.5.1.2

The master shall be permitted to elect to operate generators during refueling.

14.5.2

A warning sign with the words “Stop Engines,” “No Smoking,” and “Flammable Gas” shall be posted atdispensing stations and compressor areas where it is possible to secure a vessel to a dock or anchorbuoys.

14.5.2.1

Otherwise, a sign shall be posted with the words “No Smoking” and “Flammable Gas.”

14.5.2.2

The location of signs shall be determined by local conditions, where the lettering is large enough to bevisible and legible from each point of transfer.

14.6 Fire Protection for Vessels.

14.6.1

Fire protection for vessels shall be in accordance with NFPA 302.

14.6.2

The following paragraphs of NFPA 302 shall be revised as follows when used for LNG fuel systems:

(1) Paragraph 4.5.3.5(2) of NFPA 302, covering blower intake duct openings, shall be revised tochange the blower inlet duct opening location from the lower one-third of the compartment to theupper one-third of the compartment.

(2) Subsection 6.1.1 of NFPA 302, general requirements for engine exhaust systems, shall be revisedby expanding the exception to make the paragraph not applicable to exhaust cooling water inaddition to engine-cooling water.

14.7 * Installation of Powered Ventilation.

14.7.1

Blower(s) capacity shall be selected in accordance with the blower capacity curve in Figure 4.5.3.1 ofNFPA 302.

14.7.1.1

Multiple blowers shall be permitted.

14.7.2

As installed, the blower system(s) shall exhaust air from the boat at a rate in accordance with the systemperformance curve in Figure 4.5.3.1 of NFPA 302 when the engine is not operating and the blower isoperating at the electrical system's nominal voltage.

14.7.3

Blowers shall be mounted above the normal level of accumulated bilge water.

Exception: Submersible blower motors.

14.7.4

Blowers shall be installed with ducts having intake openings that are as follows:

(1) Permanently secured

(2) Located in the upper one-third of the compartment

(3) Located above the normal level of accumulated bilge water

(4) Located as near below the engine(s) that they serve as practicable

14.7.5

Electrical wiring shall be installed in accordance with Chapter 9 or Chapter 10 of NFPA 302.

14.7.6

Each boat that requires a powered ventilation system shall display a warning label that provides theinformation that follows, located in plain view of the operator, and located as close as practicable to eachignition switch (including auxiliary equipment).


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14.7.7

The powered ventilation label shall read as follows:

WARNING: Gas Can Explode Before Starting Engine:

1. Check Engine Compartment for Gasoline, Gas, or Vapors

2. Operate Blower for 4 Minutes

14.7.8 *

Exhaust systems shall conform to the following:

(1) Be gastight to hull interiors

(2) Have all connections accessible

(3) Be supported to minimize failure from vibration, shock, expansion, and contraction

(4) Have no threaded fittings into nonmetallic exhaust system components

(5) Have no discharge from other devices into the exhaust

Exception: Engine-cooling water or exhaust-cooling water.

14.7.9

In case of conflict, this code shall have precedence over the requirements of NFPA 302.

14.8 Fueling Systems.

14.8.1

LNG fueling systems shall be in accordance with NFPA 303.

14.8.2

The following paragraphs of NFPA 303 shall be revised as follows when using LNG as a fuel:

(1) Subsection 8.4.2 of NFPA 303, covering all boat fueling operations, shall be revised by addingreference to NFPA 52.

(2) Subsection 8.4.5 of NFPA 303, covering securing of fuel storage tanks, shall be revised by addingreference to NFPA 52.

(3) Subsection 8.4.10 of NFPA 303, covering dispensing of fuels, shall be revised by adding referenceto NFPA 52.

14.9 * Storage and Handling of Fuels.

14.9.1

The fueling station shall be located to minimize the exposure of all other plant facilities.

14.9.2

All fueling stations shall be accessible by boat without entering or passing through the main berthing area.

14.9.2.1

Where inside fueling stations are made necessary by prevailing sea conditions (wake, surge, tide, etc.),such stations shall be located near an exit by water from the berthing area or at some other location fromwhich, in case of fire aboard a boat alongside, the stricken craft can be quickly removed withoutendangering other boats nearby.

14.9.3

All boat fueling operations shall be carefully accomplished in accordance with NFPA 302 and this code, atthe fueling station or other specifically designated remote location.

14.9.4

No tank barge or other fuel supply boat shall be permitted within the berthing area.

14.9.5

Outside berths and connections shall be provided for the use of tank barges or fuel supply boats.

14.9.6

Fuel storage tanks shall be installed in accordance with NFPA 30A and this code.

14.9.7

Fuel storage tanks shall be securely anchored where they are located subject to flooding or tidalconditions, and the applicable precautions outlined in Chapter 4 of NFPA 30A shall be observed.


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14.9.8

Fuel storage tanks and pumps, other than those integral to approved dispensing units supplying gasolineor Class I or Class II flammable liquids at marine service stations, shall be located only on shore or, withthe express permission of the authority having jurisdiction, on a pier of solid-fill type.

14.9.9

Approved dispensing units with or without integral pumps shall be permitted to be located on shore, onpiers of solid-fill type, or on open piers, wharves, or floating piers.

14.9.10

Pumps that are not a part of the dispensing unit shall be located adjacent to the tanks.

14.9.11

Fuel pipelines shall be installed in accordance with the provisions of NFPA 30A.

14.9.12

Dispensing units for transferring fuels from storage tanks shall be in accordance with the provisions ofNFPA 30A and this code.

14.9.12.1

In the construction of the fuel hose assembly, provision shall be made so the fuel delivery nozzle isproperly bonded to the shore electric grounding facilities.

14.9.13

Gasoline and other flammable liquids stored in drums or cans shall be kept separate from other plantfacilities and stored and dispensed in accordance with applicable requirements of NFPA 30A.

14.10 Marine Service Stations.

14.10.1

Marine service stations for fueling natural gas–powered marine vessels shall be in accordance with NFPA30A.

14.11 Engine Rooms or Compartments.

14.11.1

In engine rooms and engine compartments, all fuel lines shall be mounted in the overhead to provide theshortest route for leaking gas to flow to the exterior.

14.11.2

The pressure in the fuel lines passing through the engine room or engine compartment shall not exceedthe pressure required to operate the engines.

14.11.3

All pressure regulators, except those mounted on the engine(s), shall be located in a tank room or tankcompartment.

14.11.4 Ventilation.

Engine rooms or compartments shall be provided with positive pressure and passive ventilation.

14.11.4.1

Positive pressure ventilation shall provide a minimum of 30 volumetric exchanges per hour.

14.11.4.2

The ventilation system shall be capable of handling a combustible mixture, if necessary.

14.11.4.2.1

The ventilation fans shall take air from the weather deck and discharge it to the weather deck throughducts having a maximum separation from the fans.

14.11.4.2.2

Multiple discharge ducts shall be used, if practical, to enhance ventilation.

14.11.4.3

If engine combustion air is taken from the engine room (compartment), the 30 volumetric exchanges perhour shall be in excess of the maximum air volume per hour required by the engines.

14.11.5 Engines.

14.11.5.1 Blowout Plugs.

14.11.5.1.1

Since LNG/CNG engines have a natural gas atmosphere in the crankcase, they shall be provided withblowout plugs to relieve pressure in the event of a crankcase explosion.

14.11.5.1.2

Blowout plugs shall be located so as to limit risk to the crew.


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14.11.5.2

Vessels having the capability shall be permitted to switch to another fuel to maintain power.

14.11.5.3

Engines shall be permitted to be located on the weather deck.

14.11.5.4

Engines on the weather deck shall be protected with a housing to prevent damage that can occur due toloading, unloading, or the general use of the vessel.

14.11.5.5

Shelters for engines installed on the weather deck shall be enclosures constructed of noncombustible orlimited-combustible materials that have at least one side predominantly open, facing outboard, and roofsdesigned for dispersal of escaped gas. (See Section 4.4 for noncombustible or limited-combustible.)

14.11.5.6

An engine or engines on the weather deck shall be mounted in a location to minimize damage fromcollision.

14.11.5.7

No part of an engine or its appurtenances shall protrude beyond the sides or top of the vessel at the pointwhere it is installed.

14.11.5.8

No portion of an engine on the weather deck shall protrude beyond the bow or stern of the vessel.

14.11.6 Natural Gas Monitoring.

14.11.6.1 Engine Rooms.

Engine rooms shall have at least two natural gas detectors placed in the overhead at the fore and aftlocations.

14.11.6.2

Monitoring stations shall be located in the engine room, in the wheelhouse (bridge), and in anaccommodation or service space, such as a galley, where crew are likely to congregate.

14.11.6.3

When no gas is detected, the monitoring stations shall show a green light.

14.11.6.4

At a concentration of one-tenth of the LFL, power ventilation shall activate simultaneously along with aflashing yellow light at each monitoring station, accompanied by a klaxon.

14.11.6.5

Should the monitoring system detect a concentration of one-fifth of the LFL, a flashing red light shallactivate at each monitoring station, accompanied by a siren.

14.11.6.5.1

When the one-fifth LFL is detected and the alarm system activated, an emergency fuel shutoff shall beactivated simultaneously, terminating the flow of natural gas to the engine room.

14.11.6.5.2

Vessels having the capability shall be permitted to switch to another fuel.

14.11.6.6

A manual override switch shall be mounted in the engine room so that the crew can turn off the alarm andrestore natural gas to the engines in the event of a false alarm or other contingency.

14.11.6.7

When the natural gas fuel supply is shut down due to loss of ventilation or detection of gas, the mastershall ensure that the natural gas fuel supply is not used until the leak or other cause of the shutdown isfound and corrected.

14.11.7 Engine Compartments.

14.11.7.1

Engine compartments shall be equipped with natural gas detection and intervention equipment in a fashionsimilar to engine rooms, except that a monitoring station shall be placed only at the wheelhouse (bridge).

14.11.7.2

If the vessel is large enough to make a fuel alarm inaudible if no one is manning the wheelhouse (bridge),then a monitoring station shall also be placed in the accommodation or service space.

14.11.8 Fire Equipment and Systems.


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LNG/CNG-powered marine vessels of all sizes shall carry fire equipment and systems normally requiredby U.S. Coast Guard, and meet all of the criteria in 14.11.8.1 through 14.11.8.4 .

14.11.8.1

In addition, engine rooms and engine compartments shall have a 150°F (66°C) thermal switch thatactivates fire-fighting equipment.

14.11.8.1.1

When the thermal switch is activated, a flashing red light and an audible alarm in the engine roomwheelhouse (bridge) and other accommodation space or service space where crew are likely tocongregate, such as a galley, activates, signaling the possible presence of a fire.

14.11.8.2

There shall be a 1-minute time delay, after which the engine room or the compartment is flooded with CO 2(or other USCG-approved inert gas) for 2 minutes.

14.11.8.2.1

Simultaneously, the ventilation fans shall be cut off for 2 minutes and then reactivated. Sufficient CO 2 (or

other USCG-approved inert gas) should be provided for two cycles.

14.11.8.3

A manual override switch shall be provided in the engine room or near the engine compartment to allowthe response to be terminated in the event of false alarm or other contingency.

14.11.8.4

Controls shall be provided to allow manual activation of the CO 2 (or other USCG-approved inert gas)

system without a delay.

14.12 Tank Rooms or Compartments.

14.12.1

Tank rooms and tank compartments shall be airtight as well as watertight, with appropriate fittings used toseal penetrations through the bulkheads for wire or pipes passing through the tank rooms.

14.12.2

The tank rooms shall be provided with positive pressure and passive ventilation.

14.12.3

Ventilation of the tank rooms (compartments) shall be provided at 30 volumetric exchanges per hourminimum.

14.12.4

Air shall be taken from the weather deck and discharged to the weather deck through ducts that have amaximum separation from the fans.

14.12.5

The fans shall be capable of handling a combustible mixture, if necessary.

14.12.6

Multiple discharge ducts shall be used, if practical, to enhance ventilation.

14.12.7 Natural Gas Monitoring.

14.12.7.1

Tank rooms or compartments shall have at least two natural gas sensors placed at or near the ceiling atfore and aft locations.

14.12.7.2

When no gas is detected, the monitoring stations shall show a green light.

14.12.7.3

Two levels of alarm shall be used for signaling the need for intervention.

14.12.7.4

An alarm shall activate when one-tenth of the LFL is detected by a monitor.

14.12.7.4.1

A flashing yellow light and a klaxon shall be activated in the engine room and in the wheelhouse (bridge),as well as in an accommodation or service space, such as a galley, where crew are likely to congregate.

14.12.7.4.2

Simultaneously, power ventilation shall activate.


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14.12.7.4.3

On vessels with a tank compartment, a flashing yellow light and an audible signal shall activate in thewheelhouse (bridge).

14.12.7.4.4

If the vessel is large enough to cause the alarm to be inaudible if no one is manning the wheelhouse(bridge), a second warning station shall activate in an accommodation or service space where crew arelikely to congregate.

14.12.7.5

At one-fifth of LFL, a second alarm shall activate, utilizing a flashing red light and a siren.

14.12.7.5.1

These monitoring stations shall be located as are the monitoring stations for the one-tenth LFL.

14.12.7.5.2

When the one-fifth LFL warning is activated, an automatic fuel shutoff valve will terminate flow of naturalgas from the tank room or compartment, ventilation shall terminate, CO 2 (or other USCG-approved inert

gas) shall flood the tank room, and a water deluge system shall be activated.

14.12.7.5.3

Vessels having the capability shall be permitted to switch to another fuel.

14.12.7.6

A tank compartment shall be permitted to omit a deluge system if a vessel is too small to accommodate theequipment. The judgment shall be made by the AHJ.

14.12.7.7

When the LNG fuel supply is shut down due to loss of ventilation or detection of gas, the master shallensure that the LNG fuel supply is not used until the leak or other cause of the shutdown is found andcorrected.

14.12.8

Tank rooms and compartments shall have manual drains to remove the water produced by the delugesystem.

14.12.9

A labeled override switch shall be available in a readily accessible location to turn off the tank room orcompartment warning system in the event of a false alarm or other contingency and to shut down the CO 2(or other USCG-approved inert gas) and deluge.

14.12.10 Fire-Fighting Equipment.

14.12.10.1

Tank rooms and compartments shall have a 150°F (66°C) thermal switch, which will activate automaticfire-fighting equipment.

14.12.10.2

When the switch is activated, a red flashing light and an audible alarm shall activate on a fire alarm panelin the wheelhouse (bridge) and in an accommodation or service space (such as a galley) where crew arelikely to congregate.

14.12.10.3

Since the tank rooms or compartments are unmanned spaces, alarms shall not be required in thosespaces.

14.12.10.4

Ventilation in the tank rooms or compartments shall be terminated simultaneously with the activation of thefire alarm.

14.12.10.4.1

One minute after the fire alarm is activated, the tank room or compartment shall be flooded with CO 2 (or

other USCG-approved inert gas).

14.12.10.4.2

A deluge system shall activate to keep the tanks cool and to assist in terminating fire.

14.12.10.5

The tank room or compartment shall be provided with a readily accessible override switch that will allowthe crew to terminate the fire-fighting system in the event of a false alarm or other contingency.

14.12.10.6


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A deluge system shall be permitted to be omitted from tank compartments on vessels too small toaccommodate them.

14.12.10.6.1

This determination shall be made by the AHJ.

14.12.11 Lighting.

14.12.11.1

Tank rooms shall have at least two explosionproof lighting fixtures.

14.12.11.2

Switches and overcurrent protective devices for lighting in the tank room(s) shall be in a gas-safe space.

14.13 Vent Masts.

14.13.1

All crankcases on natural gas–powered engines shall have a closed crankcase ventilation system or bevented to a vent mast.

14.13.2

Vessels having more than one engine shall be permitted to utilize a manifold.

14.13.3

Relief valves or common vent headers from relief valves shall discharge to a vent mast.

14.13.4

Vent masts shall have the following features:

(1) Vertically upward discharge

(2) Rain cap or other means of preventing the entrance of rain or snow

(3) Height of at least 10 ft (3 m) above the highest working level on the vessel

14.13.5

Relief valve vent masts and engine ventilation vent masts shall not be connected but be permitted toterminate at the same location.

14.14 Deluge Systems.

14.14.1

Each deluge system that protects more than one area shall have at least one isolation valve at eachbranch connection and at least one isolation valve downstream from each branch connection to isolatedamaged sections.

14.14.2

Each valved cross connection from the deluge system to the fire main shall be outside of the tank room orcompartment.

14.14.3

Each pipe, fitting, and valve for the deluge system shall be made of fire-resistant and corrosion-resistantmaterials such as galvanized steel or galvanized iron pipe.

14.14.4

Each deluge system shall have a means of drainage to prevent corrosion of the system and freezing of theaccumulated water in subfreezing temperatures.

14.14.5

Each deluge system shall have a dirt strainer that is located at the deluge system manifold or pump.

14.14.6

Water to the deluge system shall be supplied by a pump that is reserved for the use of the system.

14.15 Alarm Systems.

14.15.1

Alarm systems shall have a means of indicating which natural gas sensor has been activated.

14.15.2

The fire alarm systems shall have a means of indicating which thermal switch has been activated.

14.15.3

Audible alarms shall be permitted to have an arrangement that allows the alarm to be turned off aftersounding.


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14.15.3.1

For remote group alarms, this arrangement shall not interrupt the alarm's actuation by other faults.

14.15.4

Each visual alarm shall be of the type that can be turned off only after the actuating is corrected.

14.15.5

Each vessel shall have means for testing each alarm.

14.15.6

Gas-safe spaces adjacent to gas-dangerous spaces such as engine rooms and tank compartments shallhave positive pressure ventilation systems capable of 30 volumetric exchanges an hour.

14.15.6.1

The positive-pressure ventilation for the gas-safe spaces adjacent to gas-dangerous spaces shall activatewhenever an alarm is activated.

14.16 Safety Equipment.

14.16.1

Marine vessels with tank rooms and engine rooms shall have the following:

(1) Three self-contained, pressure demand–type, air-breathing apparatus approved by the Mine Safetyand Health Administration (MSHA) or the National Institute for Occupational Safety and Health(NIOSH), each having at least a 30-minute capacity

(2) Three spare bottles of air for the self-contained air-breathing apparatus, each having at least a30-minute capacity

(3) Three explosionproof flashlights

(4) Three helmets that meet ANSI Z89.1, Personal Protection — Protective Headwear for IndustrialWorkers — Requirements

(5) Three sets of goggles that meet the specification ANSI Z87.1, Practice for Occupational andEducational Eye and Face Protection

(6) An air compressor to recharge the bottles for the air-breathing apparatus

(7)

14.16.1.1

Portable handheld natural gas detectors shall be carried by personnel working in a compartment containinggas storage or transmission equipment.

14.16.1.2

Portable handheld natural gas detectors shall allow locating specific leaks at very low levels of detection.

14.16.1.3

A vessel with a tank room shall have at least two of the sensors described in 14.16.1.1 .

14.16.2

Vessels having engine rooms and tank rooms shall have a portable analyzer that measures oxygen levelsin an inert atmosphere.

14.16.3

Before allowing anyone to enter a space that has had a gas leak and repair, the master shall ensure thatthe space has an oxygen concentration of at least 19.5 percent oxygen by volume and is free of naturalgas.

14.16.4

The master shall ensure that the compressed air-breathing equipment is inspected at least once a monthby a licensed officer and that the date of inspection and condition of the equipment is placed in the vessel'slog.

14.17 Safety Training.

14.17.1

A written safety guide for the vessel and for the safety equipment and procedures shall be provided.

14.17.2

The safety guide shall outline all safety systems and equipment and their operation.

* Portable handheld natural gas detectors provided to aid in evaluating alarms and for making asurvey of the vessel


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14.17.3

Crews shall be trained to operate the LNG/CNG-powered vessel and perform repairs.

14.17.4

Training drills shall be conducted monthly.

(RESERVED)


Ch. 14 (Marine Vessels) should be marked RESERVED and this chapter should not include content following this revision cycle of NFPA 52. International standards are being developed for ships using gases and other low-flashpoint fuels, this work is scheduled to be completed in Spring 2015. We recommend that the next revision cycle could review the international standards and update NFPA 52 after this work is complete because the new standards will reflect recent advances in technology and trends in the marine industry.



Public Comment No. 66-NFPA 52-2014 [Chapter 11]

Related Item

Committee Input No. 105-NFPA 52-2014 [Chapter 14]




Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: Ch. 14 (Marine Vessels) should be marked RESERVED and this chapter should not include contentfollowing this revision cycle of NFPA 52. International standards are being developed for ships usinggases and other low-flashpoint fuels, this work is scheduled to be completed in Spring 2015. Werecommend that the next revision cycle could review the international standards and update NFPA52 after this work is complete because the new standards will reflect recent advances in technologyand trends in the marine industry.


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Public Comment No. 109-NFPA 52-2014 [ Section No. A.8.2.2 ]

A.8.2.2

For information on standards for listing fueling appliances, see AGA publication, Requirements for NaturalGas Vehicle (NGV) Fueling Appliances and CSA Group NGV 5 . 1, S tandard for Residential FuelingAppliances. .



Additional Comment:Reconsider approval as submitted. NGV 5.1 has reviewed all comments received as a result of industry / public review. The document will be submitted to the Technical committee for approval during November 2014. The standard will be published during December 2014/January 2015.

Related Item

Public Input No. 92-NFPA 52-2013 [Section No. A.8.2.2]





Street Address:

City:

State:

Zip:


Committee Statement

CommitteeAction:

Accepted


Statement: Original Rationale:

This proposal is part of a series of proposals which will harmonize NFPA 52 with the new NGV 5.1standard for residential fueling appliances.

Additional Comment:

Reconsider approval as submitted. NGV 5.1 has reviewed all comments received as a result ofindustry / public review. The document will be submitted to the Technical committee for approvalduring November 2014. The standard will be published during December 2014/January 2015.


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statement of problem and substantiation for public comment … · 2015-06-24 · consistent with...

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