Proposal “type approval text” for LNG
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EUROPEAN COMMISSION DG MOVE SEVENTH FRAMEWORK PROGRAMME GC.SST.2012.2-3 GA No. 321592 Proposal “type approval text” for LNG HDV’s and LNG Stations LNG Blue Corridors Project is supported by the European Commission under the Seventh Framework Programme (FP7). The sole responsibility for the content of this document lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither the FP7 nor the European Commission is responsible for any use that may be made of the information contained therein. Deliverable No. LNG BC D4.4 Deliverable Title Proposal “type-approval text” for LNG HDV’s and LNG stations Dissemination level Public Written By Jesús Gallego (IDIADA) 02/02/2015 Checked by David Gallegos - WP leader (IDIADA) 29/04/2015 Approved by Xavier Ribas - techn. Coord. (IDIADA) 04/05/2015 Issue date 04/05/2015 LNG BC D4.4 Proposal “type approval text” for LNG Public REVISION HISTORY Rev Date Author Organization Description 0.1 02-02-2015 Jesús GALLEGO IDIADA Initial Draft 0.2 25-02-2015 Jordi ROS GNF Review and additional content 0.3 06-03-2015 Jesús GALLEGO IDIADA Update according to comments coming from SGA and ENI 0.4 10-03-2015 Jordi ROS GNF Review and additional content 0.5 20-03-2015 Jesús GALLEGO IDIADA Review 0.6 13-04-2015 Nadège LECLERCQ Westport Review and additional content 0.7 17-04-2015 Rick TWOMEY Gasrec Review and additional content 0.8 17-04-2015 Per HANARP / Ingemar MAGNUSSON Volvo Review and additional content 0.9 20-04-2015 Jesús GALLEGO IDIADA Review and additional content 1.0 30-04-2015 Jesús GALLEGO IDIADA Final Draft 1.1 04/05/2015 Xavier RIBAS / Judith DOMINGUEZ IDIADA Final review 1.2 20/05/2015 Jesús GALLEGO IDIADA Revision according to EC experts recommendations 1.3 25/05/2015 Jesús GALLEGO IDIADA Update of point 4.6. Weights and dimensions 1.4 10/06/2015 Jesús GALLEGO IDIADA Update according to NGVA’s review 2/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Executive Summary The LNG Blue Corridor project is focused on demonstrating the use of LNG as truck fuel and defining a road map for future large-scale development of the market. This report is the fourth deliverable of Work Package 4. Work Package 4 – Harmonization and Standardization is focused on the further improvement and development of common standards and regulations related to LNG HD vehicles and fuel stations. This report – 4.4 Type Approval Text Proposal for LNG HDV’s and LNG stations– is written with the objective of defining a recommended type-approval proposal, as recommendations for the homologation process for both LNG stations and vehicles. For this purpose, UN-ECE Regulation No. 110 (LNG vehicles) and the ISO/DIS 16924 (LNG stations) have been taken into account as typeapproval and homologation reference documents. Once these documents of reference has been analysed, the identified missing points and certain modifications have been proposed to be included in the respective homologation procedures. Proposals have been focused on topics summarised in Table 0-1 and Table 0-2 for vehicles and stations respectively. These tables also include an overview of the provided proposal, indicating the status of the respective harmonization actions. In the body of the document further justifications and support to each proposal are provided. Table 0-1 Summary of LNG vehicle homologation proposals Standardization issue Venting system Couplings and receptacles Proposal Stations should be designed to be able to accept vented gas from the vehicle tanks when necessary. This vented gas should be able to be transferred either through the main fuelling coupling or through an additional dedicated venting coupling. To take into consideration ISO 12617. LNG fuelling connector consists of, as applicable, the receptacle and its protective cap (mounted on the vehicle) and the nozzle. Suitable recipient Working Party on General Safety Provisions (GRSG) CEN/TC 326 “Gas supply for Natural Gas Vehicles” CEN/TC 326 “Gas supply for Natural Gas Vehicles” Currently all the possibilities are covered by Regulation No 110. Working Party on Pollution Installation of the tank LNG tank height should be enough and Energy (GRPE) - TF-LNG to ensure safety. Type approval of dual-fuel retrofit systems at Euro VI Vehicle interlock The adoption of an interim regulation by all European countries is required in order to enable further LNG HDV market penetration in the short term. Make break-away coupling on the Working Party on Pollution and Energy (GRPE) - GFV Working Party on General Status Open question in R110. SAE J2343 takes into account this issue. ISO 12617 published last 18th March 2015. TF-LNG (GRPE) is already working on this issue. Postures from different European countries are different. To be proposed to CEN TC 326. 3/68 LNG BC D4.4 Proposal “type approval text” for LNG system filling hose of the station mandatory. Public Safety Provisions (GRSG) CEN/TC 326 “Gas supply for Natural Gas Vehicles” Weights and dimensions for LNG vehicles Strategies for reusing in the vehicle the recovered boil-off gas from the tank ADR issues: - Prevention of fire risk To adopt a common European exception for LNG trucks. The British model would be an example. An information kit explaining best practice to avoid venting should be developed and the recommended practices should be evaluated EC - DG Internal Market, Industry, Entrepreneurship and SMEs: Revision of Directive 2007/46/EC. Technical Committee - Motor Vehicles CEN/TC 326 “Gas supply for Natural Gas Vehicles” Maintain indefinitely the measures ECE of the agreement M276 until next Inland Transport Committee update of ADR in which this matter Working Party on the may be taken into account. Transport of Dangerous Goods To be developed The request has been made and is expected to be approved in the ADR’s review of this year. Tunnel restrictions The acceptance of International ECE Maritime Dangerous Goods (IMDG) Inland Transport Committee code by tunnel or bridge operators Working Party on the will facilitate the LNG technology Transport of Dangerous deployment. Goods Carriage of Dangerous Goods by Road (ADR) is exempt for vehicles that use the dangerous good as propulsion fuel. Fuel quality Main LNG quality specification in order to meeting the demands from the automotive industry: Sulphur: max. 10mg/m3; Net CEN/TC 408: “Natural gas and Wobbe Index between 44.7 and 49 biomethane for use in 3 MJ/m ; Methane number, high transport and biomethane for grade min. 80MWM; Methane injection in the natural gas number, regular grade min. grid” 70MWM; Particle contamination 10 mg/L(LNG) max; siloxanes max. 0.1 mg/m3; H2S + COS max. 5 mg/m3 CEN/TC 408 and CEN/TC 234: “Gas infrastructure - Quality of gas - Group H" are already working on this issue Table 0-2 Summary of LNG station homologation proposals Standardization issue Fuel quality Refuelling pressure and temperature Proposal To ensure a common MN calculation method. To agree a window of quality (MN) permitted between suppliers and engine manufacturers, so that every vehicle could refuel in any station. Short term, the goal should be to standardise on 8 bar station pressure as the lowest pressure system that will satisfy vehicle systems with and without LNG pumps. Longer term, lower pressures should be the target in Suitable recipient Status CEN/TC 408: “Natural gas CEN/TC 408 and CEN/TC 234: Gas and biomethane for use in infrastructure - Quality of gas transport and biomethane Group H" are already working in this for injection in the natural issue gas grid” An in-depth analysis of this issue is currently under development in Deliverable 3.5 Market harmonization proposal. Working Party on General 16 bar pressure will increase the risk Safety Provisions (GRSG) of venting from the trucks UNECE Group of experts on Gas (Task Force D) 4/68 LNG BC D4.4 Proposal “type approval text” for LNG Public order to minimize potential venting and maximize vehicle range Price should be displayed in the station and price is recommended.to be in €/kg. CEN/TC 326 “Gas supply for In order to facilitate price Natural Gas Vehicles” Consumer information comparison for the customer, it about LNG price would also be beneficial to indicate UNECE Group of experts on the price of LNG in €/DLE (Diesel Gas (Task Force D) per Litre Equivalent) in addition to the price in €/kg To be proposed to CEN TC 326 Internal safety distances are recommended regarding LNG ISO/PC 252: “Natural gas installation, LNG dispenser/truck fuelling stations for vehicles” refuelling with LNG, shop and other vulnerable components of the CEN/TC 326 “Gas supply for establishment, LNG filling point/ Natural Gas Vehicles” parking space for LNG tanker or boundary limit. Pending safety distances in ISO 16924 are under discussion. Separation distances Venting of Natural Gas Stations must not vent to atmosphere in normal conditions LNG nozzles and receptacles Couples (nozzle) between the tank and the thermo trailer: Change to dry cryogenic couple (without drips). Operation Operation training should be mandatory. The training/education has to be local, but we should also make sure that the information contains all relevant issues. CEN/TC 326 “Gas supply for Natural Gas Vehicles” To be developed by CEN TC 326 UNECE Group of experts on Gas (Task Force D) Specific Swedish working group UNECE Group of experts on Gas (Task Force D) Natural & bio Gas Vehicle Association (NGVA) In Sweden there is currently a discussion on this issue. It will be further developed and included in the work done in the future. A document about the future recommendation for LNG drivers approved by LNG trucks manufacturers has been developed by NGVA. Maintenance facilities Proposed requirements for CEN/TC 326 “Gas supply for maintenance facilities are focused Natural Gas Vehicles” There are specific regulations in on heating/cooling systems and gas United States: NFPA 88B and NFPA detectors and are the same as UNECE Group of experts on 30A. proposed above. Gas (Task Force D) Parking structures - Installation of methane leak detectors or justification that the ventilation system is good enough CEN/TC 326 “Gas supply for In the majority of European counties to vent out any possible methane Natural Gas Vehicles” there is currently no restriction for emissions. parking of LNG trucks in - Piping of the relief stack outside UNECE Group of experts on underground garages. the building structure. Gas (Task Force D) Harmonization is possible. - To de-fuel their system when parking for a period longer than the holding time. Compliance with measures To include an adequate measure system for gas that is vented back from a vehicle to the station at point of refuelling. CEN/TC 326 “Gas supply for Natural Gas Vehicles” To be proposed. 5/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Some of these issues are deeply analysed in additional reports within this project. Examples of current or future deliverables with relevance to this report are D3.2 Gas Quality or D3.5 Market harmonization proposal. Taking into account that some of these issues are still under development in different national and international working groups and they require further analysis and that other outstanding issues may appear while the project progress, in coming months updated versions of this deliverable are expected. 6/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Contents REVISION HISTORY................................................................................................................................... 2 Executive Summary ................................................................................................................................. 3 1 Introduction ..................................................................................................................................... 9 1.1 LNG Blue Corridors project ...................................................................................................... 9 1.2 Aim of this deliverable........................................................................................................... 10 2 Definitions ..................................................................................................................................... 11 3 Abbreviations ................................................................................................................................ 19 4 Type Approval Text Proposal for LNG Vehicles ............................................................................. 20 4.1 Venting system ...................................................................................................................... 22 4.1.1 4.2 Couplings and receptacles ..................................................................................................... 23 4.2.1 4.3 Proposal ......................................................................................................................... 30 ADR issues ............................................................................................................................. 30 4.8.1 Prevention of fire risks .................................................................................................. 30 4.9 Tunnel restrictions................................................................................................................. 31 4.10 Fuel quality ............................................................................................................................ 32 4.10.1 5 Proposal ......................................................................................................................... 29 Strategies for reusing in the vehicle the recovered boil-off gas from the tank .................... 29 4.7.1 4.8 Proposal ......................................................................................................................... 28 Weights and dimensions for LNG vehicles ............................................................................ 28 4.6.1 4.7 Proposal ......................................................................................................................... 27 Vehicle interlock system........................................................................................................ 28 4.5.1 4.6 Proposal ......................................................................................................................... 26 Type-approval of dual-fuel retrofit systems at Euro VI ......................................................... 26 4.4.1 4.5 Proposal ......................................................................................................................... 24 Installation of the tank .......................................................................................................... 24 4.3.1 4.4 Proposal ......................................................................................................................... 23 Proposal ......................................................................................................................... 35 Type Approval Text Proposal for LNG Stations ............................................................................. 37 5.1 Fuel quality ............................................................................................................................ 40 5.1.1 Proposal ......................................................................................................................... 40 7/68 LNG BC D4.4 Proposal “type approval text” for LNG 5.2 Refuelling pressure and temperature ................................................................................... 40 5.2.1 5.3 Proposal ......................................................................................................................... 58 Parking structures.................................................................................................................. 59 5.9.1 Use of underground public parking ............................................................................... 59 5.9.2 Long-time parking conditions ........................................................................................ 60 5.9.3 Other restrictions .......................................................................................................... 61 5.10 Compliance to measures ....................................................................................................... 61 5.10.1 6 Proposal ......................................................................................................................... 49 Maintenance facilities ........................................................................................................... 57 5.8.1 5.9 Couples (nozzle) between the tank and the thermo trailer .......................................... 49 Operation .............................................................................................................................. 49 5.7.1 5.8 Proposal ......................................................................................................................... 48 LNG nozzles and receptacles ................................................................................................. 49 5.6.1 5.7 Proposal ......................................................................................................................... 42 Venting of natural gas ........................................................................................................... 46 5.5.1 5.6 Proposal ......................................................................................................................... 41 Separation distances ............................................................................................................. 41 5.4.1 5.5 Proposal ......................................................................................................................... 41 Consumer information about LNG price ............................................................................... 41 5.3.1 5.4 Public Proposal ......................................................................................................................... 61 Conclusions.................................................................................................................................... 62 List of Tables ...................................................................................................................................... 67 List of Figures..................................................................................................................................... 67 8/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 1 Introduction 1.1 LNG Blue Corridors project The LNG Blue Corridors project’s aim is to establish LNG as a real alternative for medium- and longdistance transport—first as a complementary fuel and later as an adequate substitute for diesel. Up to now the common use of gas as fuel has been for heavy vehicles running on natural gas (NG) only for municipal use, such as urban buses and garbage collection trucks. In both types of application, engine performance and autonomy are good with present technologies, as they are well adapted to this alternative cleaner fuel. However, analyzing the consumption data, the equivalence in autonomy of 1 liter of diesel oil is 5 liters of CNG (Compressed Natural Gas), compressed to 200 bar. Five times more volume of fuel prevents the use of CNG in heavy road transport, because its volume and weight would be too great for a longdistance truck. This opens the way for LNG (Liquefied Natural Gas), which is the way natural gas is transported by ship to any point of the globe. NG liquefies at 162º C below zero, and the cost in energy is only 5% of the original gas. This state of NG gives LNG the advantage of very high energy content. Only 1,8 liters of LNG are needed to meet the equivalent autonomy of using 1 liter of diesel oil. A 40-ton road tractor in Europe needs a tank of 400 to 500 liters for a 1.000 km trip; its equivalent volume with liquid gas would be 700 to 900 liters of LNG, a tank dimension that could easily be fitted to the side of the truck chassis. LNG therefore opens the way to the use of NG for medium- and longdistance road transport. LNG has huge potential for contributing to achieving Europe’s policy objectives, such as the Commission’s targets for greenhouse gas reduction, air quality targets, while at the same time reducing dependency on crude oil and guaranteeing supply security. Natural gas heavy-duty vehicles already comply with Euro V emission standards and have enormous potential to reach future Euro VI emission standards, some without complex exhaust gas after-treatment technologies, which have increased procurement and maintenance costs. To meet the objectives, a series of LNG refueling points have been defined along the four corridors covering the Atlantic area (green line), the Mediterranean region (red line) and connecting Europe’s South with the North (blue line) and its West and East (yellow line) accordingly. In order to implement a sustainable transport network for Europe, the project has set the goal to build approximately 14 new LNG stations, both permanent and mobile, on critical locations along the Blue Corridors whilst building up a fleet of approximately 100 Heavy-Duty Vehicles powered by LNG. Figure 1-1. Impression of the LNG Blue Corridors This European project is financed by the Seventh Framework Programme (FP7), with the amount of 7.96 M€ (total investments amounting to 14.33 M€), involving 27 partners from 11 countries. th This document corresponds to the 4 deliverable within Work Package 4. It is a document describing recommended type-approval definitions for the homologation process of LNG vehicles and LNG stations respectively. This document will be available at the project website: http://www.lngbluecorridors.eu/. 9/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 1.2 Aim of this deliverable Experience has shown that the lack of common standards within the European Union has been the main obstacle for a wide deployment of heavy-duty vehicles powered by liquefied natural gas (LNG) as well as the related infrastructure of LNG fuelling stations. Furthermore, in some European countries there were no local regulations for LNG vehicles and stations. Experience with LNG heavy-duty vehicles has come after years of experience with CNG vehicles, thus all regulations and standards affecting the construction and approval of specific LNG components have been developed taking into consideration the already existing legal framework for CNG vehicles and their components. Historically all on-board CNG related aspects were approved according to ECE Regulation 110, but LNG was missing in its scope. Thus Heavy-Duty vehicle manufacturers have been experiencing certain issues regarding the deployment of L-NGVs in most European markets, where they have had to rely on national approvals to-date. This has certainly set a barrier as those vehicles were only recognized by those countries granting the approval, causing problems for most fleet operators wishing to travel across the European Union. The European NGV industry addressed the need to solve the above-mentioned lack of harmonization, and this was partially carried out through the work of the UNECE LNG Task Force. This Task Force, with the cooperation of several European LNG vehicle and component manufacturers, has worked for more than two years to update ECE R110 in order to include all the necessary amendments for LNG components & systems to be approved. As a result, new version of Regulation ECE R110 regarding the type-approval provisions for vehicles equipped with LNG propulsion system entered into force last June 2014. Nevertheless, in spite of the improvements it has made in terms of harmonization, as it was evidenced in D4.3, some issues are still missing or need further development. Simultaneously, Technical Subcommittee ISO/TC 22/SC 25 Vehicles using gaseous fuels, is working on ISO Standards regarding components and GNL vehicles: ISO 12614 - Liquefied natural gas (LNG) fuel system components, or ISO/DIS 12617.2 - Liquefied natural gas (LNG) refuelling connector. And Technical Committee ISO/PC 252 - Natural gas fuelling stations for vehicles, is working on ISO Standards regarding GNL stations: ISO 16924 - LNG stations for fuelling vehicles. Although the aforementioned regulations provide enough detail to construct an LNG fuelling station in line with existing standards, they are fully separate from ECE R110, which focuses on on-board vehicle equipment. Therefore, technical features that require synergy between fuelling stations and onboard equipment must consider input from both aspects in order to achieve standardization targets. Aspects such as fuel storage/delivery pressure, temperature or composition and coupling devices are especially crucial. Therefore, the aim of this deliverable is to propose a recommended type approval text, as recommendations for the homologation process of LNG heavy-duty vehicles and LNG stations taking into account the safety, security and environmental limitations and missing aspects of current and forthcoming European regulations and standards. For this purpose, ECE R110 (LNG vehicles) and last draft version of ISO 16924 (LNG stations) have been considered as reference documents and those identified missing points and proposed modification have been included when necessary. 10/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 2 Definitions For a complete understanding of this document, some definitions are offered (arranged in alphabetical order): Anti-driveaway switch: safety switch that prevents the vehicle from starting when it is connected to the refuelling system. Approval of a vehicle: means the approval of a vehicle type of categories M and N (see Table 2-1) with regard to its LNG system as original equipment for the use in its propulsion system. Table 2-1 Categories M and N Category M Power-driven vehicles having at least four wheels and used for the carriage of passengers M1 Vehicles used for the carriage of passengers and comprising not more than eight seats in addition to the driver's seat - Passenger car M2 Vehicles used for the carriage of passengers, comprising more than eight seats in addition to the driver's seat, and having a maximum mass not exceeding 5 tonnes - Bus M3 Vehicles used for the carriage of passengers, comprising more than eight seats in addition to the driver's seat, and having a maximum mass exceeding 5 tonnes - Bus Category N Power-driven vehicles having at least four wheels and used for the carriage of goods N1 Vehicles used for the carriage of goods and having a maximum mass not exceeding 3.5 tonnes - Pick-up Truck N2 Vehicles used for the carriage of goods and having a maximum mass exceeding 3.5 tonnes but not exceeding 12 tonnes - Commercial Truck N3 Vehicles used for the carriage of goods and having a maximum mass exceeding 12 tonnes - Commercial Truck Automatic valve: valve that is actuated by either electrical solenoid or pneumatics Boil-off gas: gas produced from evaporation of LNG in the storage tank and in other parts of the station. It also includes the gas return from the vehicle tank, due to heat leak into the tank. Break-away device: device on the fuelling hose that disconnects the hose when a tension limit is exceeded and stops flow (for example, if the vehicle moves away with the fuelling hose connected). (See yellow device in Figure 2-1). 11/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Figure 2-1 Break-away devices. Source: HAM Compressed Natural Gas (CNG): natural gas that has been compressed and stored for use as a vehicle fuel. Cryogenic: cryogenics is the study of the production of extremely cold temperatures, how to produce them, and how materials behave at those temperatures. Cryogenic pump: pump which raises LNG to a higher pressure, typically a centrifugal (used preferably for delivery of LNG to the LNG dispenser) or reciprocating piston pump (used preferably for delivery of high-pressure liquid into the high-pressure vaporizer for buffer storage and/or direct dispensing CNG – see Figure 2-2). Figure 2-2 LNG Station scheme and location of the cryo-pump. Source: GNVERT Cryogenic temperature: those temperatures below -40 °C. Delivery pressure or fuelling pressure: pressure at which the gas is delivered to the vehicle. Figure 2-3 NG delivery operation. Source: NGVA 12/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Electronic control unit (ECU): device that controls the fuel demands of the engine, and other engine parameters, and cuts off automatically the automatic valve, required for safety reasons. Excess flow valve (excess flow limiting device): device that automatically shuts off or limits the gas or liquid flow when the flow exceeds a set design value. Filling: operation consisting of transfer of LNG from an LNG tanker to the LNG storage tank. Filling unit or receptacle: device fitted in the vehicle used to fill the container or tank in the fuelling station. Filter: protective screen that removes foreign debris from the gas or liquid stream. Fitting: connector used in a piping, tubing, or hose system. Fuel rail: the pipe or conduit that connects the fuel injection devices. Fuelling: operation which involves the transfer of LNG from the station dispenser to the fuel tank of a vehicle. Fuelling pressure or delivery pressure: pressure at which the gas is delivered to the vehicle. Gas /air mixer: device for mixing the gaseous fuel and intake air for the engine. Gas flow adjuster: gas flow restricting device, installed downstream of a pressure regulator, controlling gas flow to the engine. Gas injector: device for introducing gaseous fuel into the engine or associated intake system. Gas supply device: device for introducing gaseous fuel into the engine intake manifold (carburettor or injector). Gas-tight housing: device that prevents gas leakage to outside the vehicle including the gas ventilation hose. Heat exchanger/Vaporizer: device used to change the state of LNG into CNG. Inner vessel or inner tank: part of the fuel tank that contains LNG and is insulated from the outer vessel by vacuum or insulation material. Isolation switch: devices designed to avoid the complete loss of liquid in accidental situations. Liquefied Natural Gas (LNG): also called "Liquid Natural Gas". It is a cryogenic liquid produced by reducing the temperature of natural gas to about -161.7 ºC at atmospheric pressure and stored for use as a vehicle fuel. LNG and LCNG station: a fuelling station that is capable of fuelling LNG vehicles. LNG dispenser: equipment through which the liquefied natural gas is supplied to the vehicle (Figure 2-4 shows an example). 13/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Figure 2-4 LNG dispenser. Source: NGVA LNG filling receptacle or LNG fuelling receptacle: device connected to a vehicle or storage system which receives the LNG fuelling nozzle and permits safe transfer of fuel. The receptacle consists as minimum of a receptacle body and of a check valve mounted inside the body. LNG fuelling nozzle or LNG nozzle: device that permits quick connection and disconnection of fuel supply hose to the LNG receptacle in a safe manner (Figure 2-5 shows an example of these devices). Figure 2-5 LNG fuelling nozzle. Source: NGVA LNG fuel pump: device to establish the supply of LNG to the engine by increasing the pressure of the fluid (liquid or vapour). LNG fuelling receptacle or LNG filling receptacle: device connected to a vehicle or storage system which receives the LNG fuelling nozzle and permits safe transfer of fuel. The receptacle consists as minimum of a receptacle body and of a check valve mounted inside the body. LNG nozzle or LNG fuelling nozzle: device which permits quick connection and disconnection of fuel supply hose to the LNG receptacle in a safe manner. LNG station: station that delivers LNG from a storage tank to the LNG vehicle fuel tank in liquid phase. Figure 2-6 shows LNG BC project station from Eni (Italy). 14/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Figure 2-6 LNG station. Source: Eni LNG storage tank: cryogenic vessel used for the purposes of storing liquefied natural gas (Figure 2-7 shows an example of these tanks). Figure 2-7 Storage tank. Source: Eni LNG system: means an assembly of components (tanks, valves, flexible fuel lines, etc.) and connecting parts (fuel lines, fittings, etc.) fitted on motor vehicles using LNG in their propulsion system and related components up to and including the vapourizer. Other parts downstream from the vaporizer shall be considered as CNG components. LNG tanker: vehicle that delivers LNG for offloading to the station storage tank. LNG trapping: operation which involves the containment of LNG in an enclosure of constant volume. LNG vehicle tank: cryogenic tank mounted on a vehicle for the storage of LNG as a fuel for that vehicle (see Figure 2-8). 15/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Figure 2-8 LNG truck: Iveco Stralis. Source: Iveco LCNG station: A fuelling station that delivers LNG from a storage tank to the vaporizer, and then as compressed natural gas (CNG), to CNG vehicle high-pressure cylinders in gaseous phase. The station can be encountered in literature under the abbreviations ‘L-CNG’ or ‘L/CNG’ station. Figure 2-9 shows a scheme of a LCNG station. Figure 2-9 LCNG Station. Source: GNVERT Manual valve: valve rigidly fixed to the cylinder or tank which is operated manually. Natural gas: gaseous fuel containing a mixture of hydrocarbons, primarily methane, but sometimes including ethane, propane and other hydrocarbons. It generally also includes some inert gases, such as nitrogen and carbon dioxide, plus trace constituents, e.g. from its storage/transport in pipelines or wells. Non-return valve or check valve: automatic valve that allows gas/fluid to flow in only one direction. Operating temperatures: means maximum values of the temperature ranges, at which safe and good functioning of the specific component is ensured and for which it has been designed and approved. Outer vessel or outer jacket: part of the fuel tank that encases the inner vessel or inner tank(s) and its insulation system. 16/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Pressure: means relative pressure versus atmospheric pressure, unless otherwise stated. Pressure regulator: device used to control the pressure of CNG or LNG. Pressure relief valve (discharge valve): device that prevents a predetermined upstream pressure being exceeded. Pressure sensor/indicator: pressurized device which indicates the gas or liquid pressure. Pressurization: a phenomenon that occurs when cryogenic liquid vaporizes, creating increased pressure when trapped between valves or other liquid lock elements. Rigid fuel lines: tubing that has not been designed to flex in normal operation and through which natural gas flows. Safety distance: minimum separation between a hazard source and an object that will mitigate the effect of a likely foreseeable incident and prevent a minor incident from escalating into a larger incident. Saturation pressure: is defined as the pressure exerted by a vapor in thermodynamic equilibrium with its condensed phase (LNG) at a given temperature in a closed system. The saturation pressure will also depend on the composition of the LNG. Service pressure or Operating pressure: it means the settled pressure at a uniform gas temperature of 15 ºC. Service pressure for LNG means the intended settled pressure of the tank in use –as declared by the manufacturer. Service valve: isolation valve that is closed only when servicing the vehicle. Specific component: Tank; Accessories fitted to the container; Pressure regulator; Automatic valve; Manual valve; Gas supply device; Gas flow adjuster; Rigid fuel line; Filling unit or receptacle; Non-return valve or check valve; Pressure relief valve (discharge valve) primary and secondary; Filter; Pressure or temperature sensor / indicator; Excess flow valve; Service valve; Electronic control unit; Gas-tight housing; Fitting; Ventilation hose; 17/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Fuel rail; Heat exchanger/vaporizer; Natural gas detector; Fuel pump for LNG. Tank (or vessel): any storage system used for liquefied natural gas. Type of tank: those tanks that do not differ in respect of the dimensional and material characteristics. Valve: device by which the flow of a fluid may be controlled. Vehicle type: means vehicles fitted with specific components for the use of LNG in their propulsion systems which do not differ with respect to the following conditions: the manufacturer; the type designation established by the manufacturer; the essential aspects of design and construction: o Chassis/floor pan (obvious and fundamental differences) o The installation of the LNG equipment (obvious and fundamental differences) Venting: the release of gas to the atmosphere. This can occur from a LNG station or a truck mounted LNG storage tank. Venting system: system that controls the release of natural gas from the LNG storage system, or from a truck mounted LNG storage tank. 18/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 3 Abbreviations ºC Degrees Celsius CNG Compressed natural gas ECU Electronic Control Unit ESD Emergency shutdown GRPE Working Party on Pollution and Energy (UNECE) HDDF Heavy-Duty Dual-Fuel HDV Heavy-Duty Vehicles LCNG Compressed natural gas, sourced from LNG LNG Liquefied natural gas LNG TF Task force regarding Liquefied natural gas (GRPE) OEM Original Equipment Manufacturer SD Spill detection 19/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 4 Type Approval Text Proposal for LNG Vehicles UN ECE Regulation No. 110 – Revision 3, Amendment 1 has been considered as referent document. In the field of liquefied natural gas (LNG) this regulation applies to: I. II. Specific components for vehicles of category M and N using LNG in their propulsion system; Vehicles with regard to the installation of specific components of an approved type for the use of compressed natural gas (CNG) and/or liquefied natural gas (LNG) in their propulsion system. Table 4-1 summarizes the proposed issues to take into account in the LNG vehicle type approval text and indicate if these aspects currently are considered in the ECE R110 or not and if so, if a modification or update is suggested. Table 4-1 Issues to take into account in the proposed type approval text Considered in R110? Proposed update? YES NO YES NO Heat exchanger vaporizer YES NO Filling receptacle YES NO Pressure control regulator YES NO Pressure and/or temperature sensor/indicator YES NO Natural gas detector YES NO YES NO Issues Approval of specific LNG components Tank Components fitted to the tank Valves Press relief valve Automatic valve Excess flow device Gas-tight housing Automatic Check Pressure relief Excess flow Manual Non-return 20/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Fuel pump YES NO Electronic control unit YES NO Materials YES NO Installation, pressurization and operation YES NO Identification YES NO Projection beyond the outline of the vehicle YES NO Shielding against heat YES NO YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES NO NO NO YES (4.1) NO NO NO NO YES (4.2) NO NO NO NO NO NO NO NO NO NO YES YES (4.3) YES NO YES NO Requirements for installation of specific LNG components LNG system Tank or vessel Heat exchanger/vaporizer Pressure relief valve Venting system Receptacle Excess flow valve Manual valve Fuel line Couplings Check valve or not return valve Pressure indicator or fuel indicator Electronic control unit Natural gas detector Gas-tight housing Pressure regulator Fuel pump Level gauge Automatic valve Installation of the container and/or tanks Accessories fitted to the LNG tanks Fuel lines Automatic valve Excess flow valve Primary pressure relief valve Secondary pressure relief valve Manual fuel shut off valve Manual vapour shut off valve Vent line or connector Venting management system 21/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Fitting or gas connections between the components YES NO Automatic valve YES NO Filling unit or receptacle YES YES (4.2) Fuel selection system YES NO Electrical installations YES NO Dual fuel retrofit system at Euro VI NO (4.4) Vehicle interlock system NO (4.5) Others Weights and dimensions for LNG vehicles Strategies for reusing in the vehicle the recovered boil-off gas from the tank NO (4.6) - NO (4.7) - ADR issues. NO (4.8) - Fuel quality NO (4.10) - Below the issues to be modified or incorporated into the approval test are described. 4.1 Venting system The design and operation of the station and vehicle shall minimize the venting of boil-off gas to the atmosphere. During normal operation, venting should be limited to minor releases of gas resulting, for example, from disconnection of hoses. When the boil-off effect is produced due to heat leak into the LNG storage tank (for instance when a vehicle is parked for a long period of time) an overpressure in the tank is produced so the release of the gas is required in order to avoid a possible accident. According to ECE R110 vehicle LNG tanks shall have a design hold time (build without relieving) minimum of 5 days after being filled net full and at the highest point in the design filling temperature/pressure range. According to SAE J2343, this requirement is the same. 22/68 LNG BC D4.4 Proposal “type approval text” for LNG Public In order to minimize the venting of boil-off gas to the atmosphere, a possible strategy would be burning the gas before being released into the atmosphere. However, it would be preferable to recover and reutilize this gas. 4.1.1 Proposal Alternatives in order to recover the gas from the vehicle tank as a result of boil-off phenomena before being released into the atmosphere: Stations should be designed to be able to accept vented gas from the vehicle tanks when necessary as in the case that the tank arrives with excess pressure in the tank and releases the gas prior to the refuelling process. This vented gas should be able to be transferred either through the main fuelling coupling or through an additional dedicated venting coupling. In the case of a dedicated venting coupling, then this coupling interface should be standardized. 4.2 Couplings and receptacles There is no European or International standard that ensures the compatibility of LNG nozzles and receptacles. There is ongoing work for the standardization of a given LNG receptacle dimension (upcoming ISO Standard ISO/DIS 12617, which will then be incorporated in the UNECE Regulation No. 110), but this work does not cover the compatibility between nozzles and receptacles (the ISO standard only refers to receptacle geometry; not nozzle). There are three main types of nozzles and receptacles: JC Carter, Parker Kodiak and Macrotech. Types of Nozzles Types of Receptacles JC Carter JC Carter Parker Kodiak Parker Kodiak Macrotech Macrotech Figure 4-1 Main types of nozzles and receptacles. Source: JC Carter, Parker Kodiac and Macrotech There are compatibility issues in two cases: Between Parker Kodiak nozzles and JC Carter receptacles; and Between Parker Kodiak nozzles and Macrotech receptacles. On one hand, a Parker Kodiak nozzle requires a Parker Kodiak receptacle because it relies on Parker’s unique twist clamping, whereas a JC Carter or a Macrotech nozzle can fill any receptacle, however most current receptacles do not comply with ISO 12617, and therefore durability issues may be prevalent. On the other hand, any nozzle can fill the Parker receptacle; whereas JC Carter and Macrotech 23/68 LNG BC D4.4 Proposal “type approval text” for LNG Public receptacles can only be filled by JC Carter or Macrotech nozzles (JC Carter nozzles and Macrotech receptacles are compatible, as well as Macrotech nozzles and JC Carter receptacles). It is also important to note that “adaptors” between different types of nozzles and receptacles are illegal in the EU for safety reasons. JC Carter nozzle is the de facto standard in North America and China. There are hundreds of JC Carter nozzles in service across the world. Macrotech and JC Carter receptacles (which are fully compatible with JC Carter nozzles) are the most common in North America and China. There is a lot of experience globally with the JC Carter nozzles connecting to the Macrotech receptacle. Due to the widespread use of Parker receptacles in the EU, not much is known about the compatibility between JC/Macrotech nozzles and the Kodiak receptacle. Nearly all the LNG stations built in Europe in recent years use JC Carter nozzles (and Macrotech for gas return). Parker Kodiak nozzles are used in some stations, almost exclusively in the UK and the Netherlands. These stations will not be able to fill most international trucks. A recommendation to develop a standard receptacle for adoption by the market should be considered. The aim of LNG Blue Corridors Project is that all LNG stations/vehicles are compatible. It is not acceptable for either existing or new vehicles to present at a filling station and be unable to complete a refuelling of LNG. There is some preference for Parker Kodiak nozzles in certain regions which may not change, so the objective should be to approach these individual stations and make them see the harmonization should be a must and find out if they would be interested in adapting. For instance, Chive stations are all Parker Kodiak nozzles meaning they prevent the use of Macrotech or JC Carter equipped vehicles. One option is to get Chive installations changed to Macrotech or JC Carter nozzles. 4.2.1 Proposal Only harmonised configurations nozzles-receptacles should be allowed in Europe. A hybrid solution between J. Carter / Macrotech and Kodiac would be a solution, but there is not any homologated solution in the market. Therefore, this solution is hardly achievable at present. Nevertheless, nowadays most European stations are using JC Carter as a good solution which can be considered as compatible solution.ISO 12617 (published last 18th March 2015), defined the LNG refuelling connector – 3.1 MPa connector. It is proposed to take into consideration this standard). This ISO 12617 is applicable only to such devices designed for a maximum working pressure of 3.4 MPa (34 bar). LNG fuelling connector consists of, as applicable, the receptacle and its protective cap (mounted on the vehicle) and the nozzle. 4.3 Installation of the tank Fleet operators request LNG-powered trucks that are compatible with mega-trailers, and therefore use a 95 cm 5th wheel height - a lower mounting height requirement. At the present, in case of megatrailers, the truck’s chassis sits lower to the ground, which in turn means that the diameter of the LNG tanks needs to be smaller. 24/68 LNG BC D4.4 Proposal “type approval text” for LNG Public vs. Figure 4-2 Standard stralis LNG vs. Mega stralis LNG It is an especially important setup for air cargo companies (who have great potential as an industry to use LNG). Manufacturing a smaller diameter LNG tank for this purpose is possible; the issue is the cost, time, and extra development/homologation. This will change if a large enough order for smaller diameter LNG tanks is made. Chart Inc., the manufacturer of the standard LNG storage tank that is used on the Iveco Stralis, is already capable of manufacturing a 559 mm diameter tank. However, this particular setup is not R-110 approved. Investigation into this issue and the requirements for homologation are ongoing. The current legal framework is the next: According to current Regulation No. 110, Revision 1 (30 May 2008): 17.4.3. When the vehicle is ready for use the fuel container shall not be less than 200 mm above the road surface. 17.4.3.1. The provisions of paragraph 17.4.3. shall not apply if the container is adequately protected, at the front and the sides and no part of the container is located lower than this protective structure. In the new proposal for supplement 1, the same statements appear, but in this case in Regulation section 18.4.3 and 18.4.3.1 respectively. On the other hand, LNG TF (GRPE) is already working on this issue, and the current position is that the fuel tank cannot, under any condition during driving or when stationary, touch the ground. According to this, they have proposed the next corrections: 18.4.3: “When the vehicle is ready for use, the fuel container and/or tank shall not be less than 200 mm above the road surface and the container shall not touch the ground if any tire or tires are deflated.” 18.4.3.2: “Where the vehicle has “kneeling” or variable suspension height, the fuel tank shall not touch the ground in the kneeling or lowest suspension position. To avoid puncture or other damage, the tank shall be adequately protected from touching the ground when the truck is kneeling or if the suspension set to lowest position.” (For consideration of vehicles with hydraulic systems capable of lowering and raising the vehicle). There is further discussion about the protective structure around the tank: 25/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 18.4.3.3. “For a double skinned, insulated LNG tank, if the inner vessel is adequately protected by the outer vessel at the front and the sides and no part of the inner vessel is located lower than this protective structure, the provisions of paragraph 18.4.3 shall not apply”. In case of 18.4.3.1 (17.4.3.1), the language leaves it to the manufacturer to persuade the Type-Approval Inspector what “adequately protected” means, so the same could apply to LNG tanks. This would prevent tanks with very light outer vessels being approved, but still allow some flexibility. 4.3.1 Proposal Currently all the possibilities are covered by Regulation No 110. LNG tank height should be enough to ensure safety. A recommendation of tank protection system is recommended and a homologation of 559 mm diameter tank. 4.4 Type-approval of dual-fuel retrofit systems at Euro VI Supplement 1 to the 06 series of amendments of Regulation No. 49 defines the approval process for dual-fuel engines. The Heavy-Duty Dual-Fuel Task Force, which is part of the Informal Group on Gaseous Fuelled Vehicles (GFV) from GRPE, is drafting regarding a new regulation on uniform provisions concerning the approval of specific LPG (liquefied petroleum gases) or NG (compressed natural gas/biomethane/liquefied natural gas) dual-fuel retrofit systems and dual-fuel retrofitted engines to be installed in heavy-duty applications. An informal document is foreseen next June 2015 and a formal document should be completed in January 2016. In this draft, the proposal is that for Euro stage in force (Euro VI) limits and procedures for HDDF retrofit systems will be the same as OEM DF. This will be a challenging level of emissions to attain with an engine not specifically designed to combust gaseous fuels, (as is the case for retrofit dual-fuel systems). This may also in turn reduce the take up of dual-fuel vehicles before OEM dual-fuel systems are available. These OEM systems may not however offer the same flexibility as the current retrofit systems on the market. In turn the reduced availability of flexible, (with full diesel only operating mode), dual-fuel HD trucks may negatively affect the adoption of LNG fuelled HD trucks for long and medium distance transport and also negatively affect the increase in LNG infrastructure to support the growth desired by the EU. In addition to that, according to last conversations regarding this issue with the Spanish Ministry, its position is in line with the requirements for dual-fuel systems according to R49.06. Up to now there are no specifications about the required tests and in which conditions such tests must be performed, so a possible solution was an analysis of the contents of R49.06 contents regarding dual-fuel systems and prepare a testing proposal compatible with R115. It is also unclear if there is a forecast for changes in R115 regarding these requirements, and clarification on this point is required. Some member states have national regulations which control the standards of retrofit systems installed on trucks registered within their region. The UK and Belgium are examples of this. Figure 4-3 below represents the UK position regarding the retrofit systems before and after vehicle registration. 26/68 LNG BC D4.4 Proposal “type approval text” for LNG Public For Euro VI vehicles a regulator could exercise discretion under Article 20 of 2007/46/EC and apply R49-05 which includes emissions limits for Euro V only for dual-fuel. This could a small series approval on a Euro VI engine complying with Euro V dual-fuel limits only (until Euro VI DF limits for retrofit Euro VI dual-fuel systems are included in R49). Methods of motor vehicle type approval (N2 and N3) After registration registration firstfirst Before registration Before ECE R110 mandated EU Framework Directive for vehicles 2007/46/EC. (Article 20 covers new technologies). For Euro VI refer Regulation (EC) No 595/2009 (no ref to dual fuel engines) 1 For Euro IV and V refer Directive 2005/55/EC and 2008/74/EC Full EU Type approval Unlimited numbers refered in Annex IV part 1 It 70 EU small series approval For passenger cars only National Small Series approval (Article 23) 250 vehicles PA per "whole vehicle type" Individual vehicle approval from 29 Oct 2014. Covers vehicles built in more than 1 stage Section 2 emissions states only Euro V not Euro VI Section 3A states R110 or R115 or valid inspection certificate Construction and Use regulations (UK specific) Emissions not covered except for the requirements of the normal annual inspection. Section 40 and Sch' 5 apply to gas containers details R67 (best practice guidelines substitute for R110 if CNG, LNG Figure 4-3 Methods of motor vehicle type approval (N2 and N3) from Hardstaff In some other countries (e.g. Germany), type approval of dual-fuel heavy-duty trucks is such a complex and expensive process (expensive tests for every single truck, etc.) that it does effectively prevent any market adoption. 4.4.1 Proposal Until the new Regulation on uniform provisions concerning the approval of NG dual-fuel retrofit systems and dual-fuel retrofitted engines to be installed in heavy-duty applications is adopted, a 27/68 LNG BC D4.4 Proposal “type approval text” for LNG Public common in Europe provisional position should be adopted regarding the approval process for retrofit systems. Up to now, postures from different European countries are not the same, so further development is required in this aspect. This does prevent many countries to gain experience with natural gas trucks, but also to build LNG refuelling infrastructure. Enabling further LNG HDV market penetration in the short term (until this new Regulation is in place) would therefore require the adoption of an interim regulation by all European countries. 4.5 Vehicle interlock system It is possible that the fill nozzle is included in the vehicle interlock system to not allow the engine to start, but the vent coupling on the tank is outside the interlock flap thus allowing the engine to start and the truck to be driven away. It could cause an incident if only the refuelling line is pulled off. Nevertheless, to include a stop in the vehicle interlock system when the filling hose is connected does of course minimizes the drive away accidents. But if there is a potential emergency situation, it can be of great importance that the vehicle has the possibility to quickly leave the station. Regardless, the filling hose of the station should be equipped with a break-away coupling to ensure that in the case of a drive away incident, the damage is limited and the leakage is controlled. 4.5.1 Proposal Make mandatory the existence of an alarm signal if the engine is started when the filling hose or the vent couple is still connected, such that it is still possible to drive the vehicle. Make break-away coupling on the filling hose of the station mandatory. 4.6 Weights and dimensions for LNG vehicles Current situation: th New Directive (EU) 2015/79 of the European Parliament and of the council of 29 April 2015 amending Council Directive 96/53/EC laying down for certain road vehicles circulating with the Community the maximum authorised dimensions in national and international traffic and the maximum authorised th weights in international traffic, published last 6 of May 2015, establishes that the extra weight that may generate the use of alternative powertrains, including LNG systems, in heavy duty vehicles or buses, but contribute to reduce pollution, should not be counted as part of the effective load of the vehicle, since this would penalise the road transport in economic terms. However, the extra weight should not result in the load capacity of the vehicle being increased either. According to this Directive, the maximum authorised weights of alternatively fuelled vehicles shall be: - - Two axle alternatively fuelled motor vehicles other than buses: the maximum authorised weight of 18 tonnes is increased by the additional weight required for the alternative fuel technology with a maximum of 1 tonne. Two axle buses: 19.5 tonnes. Three axle alternatively fuelled motor vehicles : the maximum authorised weight of 25 tonnes, or 26 tonnes where the driving axle is fitted with twin tyres and air suspension or suspensions 28/68 LNG BC D4.4 Proposal “type approval text” for LNG - Public recognised as being equivalent within the Union as defined in Annex II, or where each driving axle is fitted with twin tyres and the maximum weigh of each axle does not exceed 9.5 tonnes, is increased by the additional weight required for the alternative fuel technology with a maximum of 1 tonne. Three axle articulated buses alternatively fuelled: the maximum authorised weight of 28 tonnes is increased by the additional weight required for the alternative fuel technology with a maximum of 1 tonne. Alternatively fuelled vehicles shall also comply with the maximum authorised axle weigh limits set out in point 3 of Annex I of Directive 96/53/EC. In this Directive is proposed an amendment to the type approval legislation (Directive 2007/46/EC) within 2 years (2016). The Commission plans to launch the work on the review of the EU type approval legislation by summer 2015 and will keep GRSG informed about the progress of this file. These new measures are in line with the current UK’s action plan described in previous versions of this document. This action plan states that a vehicle can exceed its gross allowable weight by 3% so long as it does not exceed the design weights of the axles and infringe on braking performance. For example a 40,000kg truck could in fact carry 41,200 kg so long as axle design weights are not exceeded. 4.6.1 Proposal Check the Commission’s work on the review of the EU type approval legislation. It is necessary to check if adopted measures regarding mass and dimensions of LNG vehicles are in line with current necessities. 4.7 Strategies for reusing in the vehicle the recovered boil-off gas from the tank If the vehicle has incorporated an on-board auxiliary tank able to recover / store the boil-off gas as an alternative to the releasing the gas into the atmosphere, several strategies can be considered, such as: Auxiliary extended range system (portable). The gas would be used as back-up system and range extender for those cases in which LNG tanks are empty, for example during vehicle maintenance operations. Depending on the required storage pressure, this operation would require directly the use of the pump or a small compressor. Utilize the gas for the vehicle heating system (according to ECE R122, it is possible only for M2 and M3 categories). Process the gas through a reforming process for use in a fuel cell. The EU is currently funding a project based in this idea: SAFARI project. There is still more work required by system suppliers to develop effective solutions for reusing boil-off gas. This research is currently at an early stage. Even though a number of strategies are technically feasible, they do increase system complexity and cost. It is therefore important to identify robust and cost effective solutions before implementing any of them at a large scale. 29/68 LNG BC D4.4 Proposal “type approval text” for LNG 4.7.1 Public Proposal During normal operation of an LNG vehicle venting of gas shall be kept to a minimum. The need for venting is to a large degree related to the use of the vehicle. An information kit explaining best practice to avoid venting should be developed and the recommended practices should be evaluated as part of the LNG-BC project. 4.8 ADR issues 4.8.1 Prevention of fire risks ADR´s section 9.2.4. Prevention of fire risks states that in case of fuel tanks for supplying the engine, in the event of any leakage from the fuel tank, the fuel shall drain to the ground without coming into contact with hot parts of the vehicle or the load. Due to its volatility, it is not applicable in case of LNG, and thereby any gaseous fuel. 1 Regarding this issue, Belgium, France, Italy, Netherlands, Portugal, Spain and United Kingdom have countersigned the multilateral agreement M276, concerning the construction of FL and OX vehicles using liquefied natural gas (LNG) as fuel for their propulsion. According to this agreement, by (2) (3) derogation from the provision of ADR´s section 9.2.4., FL and OX vehicles using liquefied natural gas (LNG) as fuel for their propulsion may be equipped with fuel tanks for supplying the engine that (4) do not meet the requirement of 9.2.4.3 (a) provided that the fuel tanks and the engine meet the following requirements: a) Fuel tanks 1 Up to date these countries have already countersigned the agreement, since very likely all of the will approve it. 2 FL vehicles: a) A vehicle intended for the carriage of liquids having a flash-point of not more than 60ºC (with the exception of diesel fuel complying with standard EN 590:2004, gas oil, and heating oil (light) – UN No. 1202 – with a flash point as specified in standard EN 590:2004) in fixed tanks or demountable tanks with 3 a capacity exceeding 1 m or in tanks containers or portable tanks with an individual capacity exceeding 3 3 m ; or b) A vehicle intended for the carriage of flammable gases in fixed tanks or demountable tanks with a 3 capacity exceeding 1 m or in tank-containers, portable tanks or MEGCs with an individual capacity 3 exceeding 3 m ; or c) 3 3 A battery vehicle with a total capacity exceeding 1 m intended for the carriage of flammable gases. OX vehicle: Means a vehicle intended for the carriage of hydrogen peroxide, stabilized of hydrogen peroxide, stabilized or hydrogen peroxide, aqueous solution stabilized with more than 60% hydrogen peroxide (Class 5.1, UN No. 3 2015) in fixed tanks or demountable tanks with a capacity exceeding 1 m or in tank-containers or portable 3 tanks with an individual capacity exceeding 3 m . 4 In the event of any leakage, the fuel shall drain to the ground without coming into contact with hot parts of the vehicle or the load. 30/68 LNG BC D4.4 Proposal “type approval text” for LNG Public In the event of any leakage in the normal operating conditions of the vehicle, the fuel shall not come into contact with hot parts of the vehicle or the load; b) Engine The engine propelling the vehicle shall be so equipped and situated as to avoid any danger of deloading through heating ignition. The use of LNG as fuel shall be permitted if the specific components for LNG are approved according to ECE Regulation No. 110 and their installation on the vehicle complies with the technical requirements of ECE Regulation No. 110. If the vehicle is not fully in compliance with ECE Regulation No. 110, it may only be used with the approval of the competent authority of the country of registration, if an equal level of safety can be demonstrated. This agreement shall be valid until 31 December 2016 for the carriage in the territories of the ADR Contracting Parties signatory to this Agreement. 4.8.1.1 Proposal Maintain indefinitely the measures of the agreement M276 regarding the allowance of trucks powered by LNG technology to transport ADR goods until next update of ADR in which this matter may be taken into account. The request has been made and is expected to be approved in the ADR’s review of this year. It only makes sense if it is carried out the approval from all EU countries of this multilateral agreement M276. Inclusion of CNG components and trucks into the ADR document amended. This is important since some OEM’s LNG solutions still include CNG tanks. 4.9 Tunnel restrictions The European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR) establishes some road tunnel restrictions for the passage of vehicles carrying dangerous goods. Nevertheless, Chapter 1.1 Exemption, states the exemption related to the carriage of gases and liquid fuels when the fuel contained in the tanks of a vehicle, performing a transport operation and destined for its propulsion or for the operation of any of its equipment. Therefore, national or particular regulations must been taken into account. For example, in the case of France, the Ministerial Order of 2007 set the technical conditions to ensure safety in road tunnels. Guidelines for proper protection, evacuation are established. It is applicable to any fuel vehicle (Circulaire Interministerielle Nº 200-63 du 25 aout 2000 relative à la sécurité dans les tunnels du réseau routier national). The Mont Blanc or the Frèjus tunnels are subjet to ADR restrictions; however, in case of gaseous fuel, the vehicle driver must inform the exploitation agents before accessing the Fréjus tunnel. Existing restrictions in countries like Belgium, Germany, the Netherlands, Norway, Slovakia, Denmark, Sweden, Turkey or UK are only subject to ADR restrictions. 31/68 LNG BC D4.4 Proposal “type approval text” for LNG 4.9.1.1 Public Circulation through the Eurotunnel Le Shuttle Eurotunnel’s policy is not to permit gas-powered vehicles to use euro Le Shuttle (see Table 4-2). This is a major barrier to the use of LNG dedicated or dual-fuelled vehicles on international routes between UK and Ireland and the rest of Europe; therefore the connection between UK and France is done by ferry. LNG and dual-powered vehicles fitted with a LNG or equivalent tank as an alternative fuel cannot be accepted for transport by Eurotunnel Le Shuttle, even though: The LNG or equivalent tank is empty; The LNG or equivalent mode of the vehicle is not selected. Table 4-2 Acceptability of vehicles according to their fuel type / power source by Eurotunnel SECONDARY FUEL TYPE / POWER SOURCE PRIMARY FUEL TYPE / POWER SOURCE 4.9.1.2 Petrol / Diesel Electric (battery & plugin) LPG / LNG / CNG (and all other flammable gas) Biofuel (including Bio Ethanol & Bio Diesel) Petrol / Diesel OK OK NO OK Electric (battery & plug-in) OK OK NO OK LPG / LNG / CNG (and all other flammable gas) NO NO NO NO OK OK NO OK Biofuel (including Bio Ethanol & Bio Diesel) Proposal The European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR) is exempt for vehicles that use the dangerous good as propulsion fuel. However, according to the International Maritime Dangerous Goods (IMDG) code, the maritime industry will accept LNG vehicles and LNG tankers on ventilated decks. The acceptance of this by the tunnel or bridge operators will facilitate the LNG technology deployment. 4.10Fuel quality 32/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Gas quality will vary depending on the source of LNG, the production of LBG and the handling of the fuel along the distribution chain up to the delivery of the truck. The variation of the gas quality is not an impediment to progress, but could affect the possibility of optimising truck engines and will also continue to be an issue of interest after the launch of trucks on the market. Therefore, continuous focus on gas quality will remain a critical area to keep track of. In the LNG supply chain most BOG is generated by the LNG ships themselves. The used LNG cargo or losses of LNG cargo due to boil-off reduce the amount of cargo delivered by LNG tankers to the receiving terminal while the ageing process steadily changes the composition, quality and properties of LNG cargo during a ship’s voyage. Therefore, the quantity and quality of unloaded LNG are the key factors for the economic assessment of the LNG supply chain. As described below; geopolitical relations can make a country use rich or lean gas. Despite these differences, each country has its own way to manage gas quality. Japan and the USA are able to keep a similar gas quality over the country thanks to different management processes. From the other side, Europe shows a high diversity between the different countries. Due to different gas specifications, each member imports its gas from several parts of the world so the quality at each terminal differs on the composition (Methane Number, Wobbe Index…). To get a similar quality on Europe, several measures have to be applied starting by introducing quality standards. To establish these standards different processes can be used such as: Ballasting (N2 injection to reduce the Wobbe Index) Propane / Butane injection or removal (for small Wobbe Index corrections) CO2 or N2 removal (only applicable for pipeline gas) Blending (Blend of LNG coming from different sources) These measures can help to make the LNG available throughout Europe more interchangeable. Different topics related to LNG vehicle technology could be affected by gas quality. New design parameters depending on the technology platform might be found or highlighted during the demonstrations. This needs consideration regarding benefits of the amount of increased efficiency in vehicle technology vs. possibilities to provide specific gas quality at competitive price for customers. The test method of taking samples of gas quality at the LNG filling station will have to be further developed. The increased ability to follow-up the gas quality at the filling station will lead to improved fact-based knowledge that in turn will facilitate defining potential causes of quality problems, thereby improving the LNG market for trucks as a whole. Euromot recommend a methane number to 80, but this number would endanger the safety of natural gas supply to the European market. Another important aspect to consider is that there is no commonly agreed Methane Number calculation method and one would need to be agreed, or even developed and made available in the public domain. Including the Methane Number in the European Standard requires an agreed and reliable method of determination and should incur minimum costs. The Methane Number cannot directly be used to optimise engine operation as there is no guarantee that the Methane Number at the point of measurement will correspond to the gas quality at the 33/68 LNG BC D4.4 Proposal “type approval text” for LNG Public engine. Automation of engine emissions monitoring and automatic optimization is the best method of ensuring optimum operation over a range of gas qualities. The influence of hydrocarbons from biomass gasification on the fuel quality is not that different from that corresponding to hydrocarbons from NG. It is not worth having a fuel production line different from that of LNG, as the gas from gasification should be cracked to syngas and converted to the final fuel. However the CO2 and H2 removal in the final upgrade should be optimised to meet specific value of MN and LFL (Lower Flammable Limit) instead of Wobbe Index, used for injection in the NG grid. Regarding reducing the effect of silicon dioxide deposits, in the engine, various methods have been employed. Fluid injection systems do allow the silicon matrix to soften making removal easier, however in the long term it is preferable to remove the siloxanes from the gas before they reach the engine preventing the formation of deposits. This aspect is very important in order to ensure the engine life. Active carbon filtration systems are available; they filter the contaminants for a finite period. These can be long installations (requiring planning permissions) and need manual removal of spent activated carbon and disposal of the contaminated medium. Recently derivatives of the active carbon principal have been developed which offer a cartridge / silo replacement and removal service of the spent carbon. Although this avoids some of the disposal and safety issues, it is costly and requires constant maintenance. Normally these installations have a large footprint and require site planning before commissioning and a costly chiller to remove the water from the gas. Work to develop a European fuel quality standard has been carried out by CEN/TC 408 and resulted in a draft “Natural gas and biomethane for use in transport and biomethane for injection in the natural gas network - Part 2: Automotive fuel specifications”. The draft version was published for CEN Enquiry end on March 2014 and comments will be collected during a 5-month period from CEN National Members. In parallel, a draft European Standard "Gas infrastructure - Quality of gas - Group H" has been developed by CEN/TC 234 and submitted to CEN members for enquiry. The latter standard deals with gases classified as group H, as in EN 437:2003+A1:2009 and is applicable to gases in transmission and distribution networks. For filling stations connected to the gas network it is difficult to change the quality of the gas and most of the parameters in the automotive fuel specification are limited by values set in the network standard. For LNG filling stations the situation is less limited since they are typically not connected to the gas network. For some parameters, such as total sulphur content, it has not been possible to reach consensus. Currently, there is a difference between the automotive industry needs for sulphur content below 10 3 3 mg/m and the values the gas industry can provide, 30 mg/m . The fuel standard does not distinguish CNG from LNG, however, in an informative annex it is stated that, with regard to sulphur content on natural gas, CEN/TC 408 takes the decision on an approach how to handle the different opinions about the maximum permitted sulphur content, and agrees that: "as a processed product, LNG used as fuel for engines can typically meet a low average sulphur value 3 (e.g. 10 mg/m )" 34/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Several other parameters will typically be in a narrower range for LNG than for CNG, as the Wobbe Index interval. In some cases the lack of standardised test methods limits the value stated in the standard, such as the limit for compressor oil. Limiting values for compressor oil might, however, not be relevant for LNG. The cleanliness of the fuel can also be important. Solid contaminants can contaminate valves, cause premature wear of pump components and increase maintenance of system filtration. Fuelling stations providing fuel for the vehicle tank must include a filter 5 micron nominal/10 micron absolute at 90% efficiency, maximum particle contamination of 10mg/L of LNG to protect the system from debris. 4.10.1 Proposal The LNG Blue Corridors project pays continuous attention to the issue of gas qualities by keeping the dialogue open between the actors. This discussion is going to be developed through the trials developed during the project. The importance of the gas quality is going to be analysed. In order to ensure the European import/export market it is necessary to create, or develop gas quality standardization. Progress in gas interchangeability is vital for market development and work in the study of vehicle technology. One important topic recommended about the LNG quality is to ensure a common MN calculation method for the standardization in the European market and to have a reliably criteria. It is important to know the MN and LFL index in order to optimise engines, in addition to Wobbe Index which is used to in injection to grid gas. In order to ensure long engine durability, it is important to reduce the siloxanes in the fuel. For this reason it is necessary to study the best way to perform the cleaning or filtration. The utilization of active carbon is a possible solution. It should also be incumbent on bio gas processors (providing bio gas which is upgraded through the removal on non-methane gases for use as a road fuel), to remove any agents from the final product which are used in the upgrading process, in particular Zeolite compounds, which can have a significant impact on gas system component life. Regarding the discussions on how to find market and technology solutions to handle varying gas qualities, below is a list containing details currently being worked on by another area of the project: Sourcing of gas. Fuel management solutions throughout the delivery chain. Solutions to secure gas quality are kept within agreed specification. Measuring of gas quality in small scale LNG facilities. Evaluation regarding design criteria and possibilities for different engine technologies to be optimised toward different gas qualities in terms of robustness, engine efficiency and emission control. The project consortium is recommended to monitor and report accordingly during the demonstration period to what extent gas quality will effectively influence engine performance, setting through substantiated observations the range of quality indicators and parameters jointly with target range values to be met to ensure proper functioning of engines. 35/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 4.10.1.1 Specification of LNG fuel quality suggested by LNG Blue Corridors The LNG quality specification set in Table 4-3 is meeting the demands from the automotive industry and it is believed that the specification is met by essentially all LNG qualities presently available in Europe. Table 4-3 Suggested values for LNG fuel parameters. All units calculated using ISO Standard Reference conditions of 15 ºC and 1.01325 bar and using EN ISO 6976 for Wobbe Index. Parameter Unit Min Max Comment Sulphur total mg/m 3 - 10 As required by the automotive industry. 3 Gas industry can supply < 30 mg/m in CNG Net Wobbe Index MJ/m 3 44.7 49.0 Min: CH4 with 1.5% N2 (No CO2 in LNG) Max: Same as CEN/TC408 and CEN/TC 234 Methane number, high grade MWM 80 - Required for the dual-fuel technology Methane number, regular grade MWM 70 - Required by the automotive industry for all engines. Gas industry can supply > 65 in CNG Total siloxanes (calculated as Si) mg/m 3 - 0.1 Required for switching type of lambda sensor H2S + COS mg/m 3 - 5 Particle contamination mg/L(LNG) - 10 Fuelling stations providing LNG should include a filter with maximum size of 5 μm nominal and 10 μm absolute with 90 % to protect the vehicle system from debris. For further information please see D.3.2 Fuel quality thorough the whole chain. Recommendations and Best Practices about this issue are going to be taken into account in the Gas Quality Task Force Group. This document will be updated with the Task Force results. 36/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 5 Type Approval Text Proposal for LNG Stations ISO 16924: Natural gas fuelling stations - LNG stations for fuelling vehicles has been proposed as the document of reference for the type approval of stations. Currently this standard in under development by Technical Committee ISO/PC 252 - Natural gas fuelling stations for vehicles, but the draft is in an advanced stage: 40.93 (Enquiry stage: Full report circulated: decision for new DIS ballot) since last July 2014. CEN, the European Committee for Standardization, has just reconvened the CEN/TC 326 “Gas supply for Natural Gas Vehicles”, This April 2015, two new working groups have been officially be formed with the mandate to edit the European standards for refuelling stations of CNG and LNG by 2016, which is a key request of Directive 94/2014/EU on deployment of alternative fuels infrastructure. Regarding LNG, new Standard must be compatible with ISO/DIS 16924. The scope of the Directive on alternative fuels infrastructure in terms of harmonised European standards for liquefied natural gas supply includes: LNG refuelling points for waterborne vessels compatible with ISO/TC 67 LNG connectors and receptacles compatible with UN ECE Regulation 110 ISO/DIS 12617 LNG and L-CNG refuelling points for motor vehicles compatible with ISO/DIS/ 16924 Table 5-1 summarizes the proposed issues to take into account in the LNG station type approval text and indicates if these aspects currently are considered in the ISO 16924 or not and if so, if a modification or update is suggested. Table 5-1 Issues to take into account in the proposed type approval text for stations Considered in ISO 16924? Proposed update? Gas composition YES YES (5.1) Fuelling pressure and temperature YES YES (5.2) LNG fuelling methods YES NO (5.3) Issues General principles of design and installation Environmental impact Methane emissions Noise attenuation YES YES NO NO General design requirements Quality assurance Materials Assembly prerequisites YES YES YES NO NO NO 37/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Location Traffic management Separation distances Security Buildings and civil works Enclosures and canopies Stations signs, equipment and pipeline identification YES YES YES YES YES YES NO NO YES (5.4) NO NO NO YES NO Hazard and operability study Protection against overpressure Prevention of LNG spills: isolation and containment areas Prevention of venting of natural gas YES YES NO NO YES NO YES YES (5.5) Explosion protection measures Hazardous area classification Prevention of other sources of ignition Detection of emergency situation Fire protection YES YES NO NO YES NO YES NO Static electricity YES NO Emergency shut down YES NO LNG supply interface Filling connector Maximum LNG filling pressure Maximum filling level Prevention of back flow Bleed connections LNG tanker YES YES YES YES YES YES NO NO NO NO NO NO LNG storage tank Maximum allowable pressure Pressure relief valve Emergency isolation valve Inertization Design of the LNG storage tank Instrumentation Foundations YES YES YES YES YES YES YES NO NO NO NO NO NO NO Site and lay-out Mitigation of hazards Prevention of fire and explosions Requirements for installation of specific LNG components Connection of pumps to the cryogenic liquid supply LNG centrifugal pump (including ancillaries) YES YES YES (5.6) NO 38/68 LNG BC D4.4 Proposal “type approval text” for LNG LNG reciprocating pump for LCNG fuelling (including ancillaries) Commonalities for LNG centrifugal and reciprocating pumps Public YES NO YES NO Vaporizers and heaters YES NO High-pressure odorizer YES NO High-pressure (CNG) storage YES NO LNG Dispenser YES NO CNG Dispenser YES NO Station pipework and ancillary devices YES NO YES NO YES NO YES NO YES NO YES YES YES NO NO NO YES NO Instrumentation and control system Emergency shutdown system (ESD) and procedures Electrical equipment and wiring Installation and construction Others Inspection and testing Pressure testing Leak testing Commissioning First filling of the storage tank and other components of the station Movable LNG fuelling station YES Mobile LNG fuelling station YES Operation Unloading of LNG from tanker to the storage tank Fuelling Installation and operating instruction Potential hazard Emergency plan YES YES NO YES (5.7) YES YES YES NO NO NO 39/68 LNG BC D4.4 Proposal “type approval text” for LNG Maintain the emergency shut down Public YES NO Periodic inspection YES NO Maintenance YES YES (5.8) Parking conditions NO YES (5.9) 5.1 Fuel quality See 4.10 Fuel quality. 5.1.1 Proposal To include at station a refreshing gas quality labelling. Bio Methane content and Methane Number should be provided in the station in a dynamic way and will need refreshing constantly by station operators. The Methane Number also requires an agreed and reliable method of determination. Nevertheless, it is necessary to agree a window of quality (MN) permitted between suppliers and engine manufacturers, so that every vehicle could refuel in any station. There is no sense in driving a truck with an almost empty tank, looking for the best quality which fits your engine. Moreover, new business lines are possible, for example, Gasrec produce their own LBM and source LNG from various sources. Then, they add the biomethane out to customers that have signed contracts for the LBM on a virtual basis in the same way that Green electricity is sold. The LBM may not get to that customer, but as long as Gasrec have produced enough to validate their contractual obligations across the total amount of gas sold – LNG and LBM – then everyone is happy. This keeps logistics costs down so it is possible to offer the best value to customers. In this case, having a readout at the stations showing the % of LBM and LNG available at the dispenser at any given time after the latest delivery of gas, will not always be relevant and potentially confuse customers. 5.2 Refuelling pressure and temperature Refuelling pressure is not harmonized in Europe; limitations are not established in any regulation. Main delivery pressure in practice is 8 bar, but there are some special cases; for instance delivery pressure in Sweden is from 6 bar to 12.5 bar and in the Netherlands is 3.7 and 18 bar, and in Portugal and Spain16 bar is also possible. Specifically in the last case, there are two levels of delivery pressure (8 or 18 bar) corresponding to the equilibrium pressure at 2 different temperatures. But manufacturers and designers agree in unify to only one technology, and it appears that 8 bar is the most relevant. New trucks Euro IV work at 8 bar and the tendency in the future will be to reduce the pressures. Lower pressures are preferable in terms of increased vehicle range due to fuel density and increased pressure margin to relief pressure to minimize potential venting through the pressure relief valve. Pump assisted natural gas systems can operate at very low pressures. However systems that depend on the vehicle tank pressure to provide flow have limitations on minimum pressure. 40/68 LNG BC D4.4 Proposal “type approval text” for LNG 5.2.1 Public Proposal Short term, the goal should be to standardise on 8 bar station pressure as the lowest pressure system that will satisfy vehicle systems with and without LNG pumps. Longer term, lower pressures should be the target in order to minimize potential venting and maximize vehicle range. An in-depth analysis of this issue is currently under development in Deliverable 3.5 Market harmonization proposal. Conclusions and recommendations from this deliverable will be included in future reports. 5.3 Consumer information about LNG price Information provided by stations regarding LNG price and specific features should be normalized. Bio methane content will be on interest to some operators where sustainability is important. It is also correct to highlight the bio content of gas stored in LNG stations as this will drive and improve market awareness. As with diesel and petrol fuels, a rating should be given to LNG representing the energy value or a performance indicator for any particular gas at any particular item. A common method of determining this quantitatively is to adopt a reference to its Methane number. The consumer should also be advised against which standard that figure has been calculated as several different methods exist. These two features of the LNG available at any specific station will vary from time to time as fresh supplies are delivered. 5.3.1 Proposal Price should be displayed in the station and it should be decided if price is given in €/kg or €/litre. €/kg is proposed. In order to facilitate price comparison for the customer, it would also be beneficial to indicate the price of LNG in €/DLE (Diesel per Litre Equivalent) in addition to the price in €/kg. Nevertheless, in case of stations which only accept contracted customers, pricing to the people is irrelevant. Contracts may also vary between customers with different pricing structures dependant on several factors. Therefore, having readout with price information is not possible as there is no standard price. Information regarding biomethane content should be shared with customers. 5.4 Separation distances Safety distances to objects (such as buildings) outside of the station as well as components inside the station including the refuelling truck are required. PGS 33-1 Natural gas – Liquefied natural gas (LNG) delivery installations and ISO 16924 Natural gas fuelling stations – LNG stations for fuelling vehicles, set out internal and external safety distances. Safety distances in ISO 16924 were based on PGS 33-1, but most of them were refused or modified by the working group. 41/68 LNG BC D4.4 Proposal “type approval text” for LNG Public The only national regulation for the time being is the Dutch one. The rest of European countries are following their own national or local procedures. There is also work going on in Sweden with Swedish Guidelines for LNG stations. This work will be fully finished in 2015. Proposed distances are based on fire tests. 5.4.1 Proposal Safety distances according to PGS 33-1 are shown in Table 5-2. Table 5-2 Internal safety distances for the different scenarios Accident scenario Scenario 1 2 (35 kW/m ) Scenario 2 2 (10 kW/m ) Scenario 3 2 (35 kW/m ) Scenario 4 2 (10 kW/m ) LNG installation, except for LNG filling point/parking space for LNG tanker LNG installation, except for LNG filling point/parking space for LNG tanker LNG filling point/parking space for LNG tanker LNG filling point/parking space for LNG tanker LNG installation 0m N/A 10 m N/A LNG dispenser/truck refuelling with LNG N/A 0m N/A 0m Sales premises/shop within establishment N/A 3m N/A 15 m Other vulnerable components of the establishment N/A 3m N/A 15 m LNG filling point/ parking space for LNG tanker Is determined by accident scenario 3 from LNG filling point to LNG installation component N/A N/A a N/A Boundary limit N/A 3m N/A 3m Risk source Risk victim 42/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Scenarios are defined in Table 5-3: Table 5-3 Considerations for internal safety distances Scenario 1 Accident scenario 1 mm leak in flange, piping or stationary vessel (perceptible, no pool formation). This corresponds to 10 g/s source strength at 18 bar Decisive effect Heat radiation due to flare fire. Protection Prevent failure of neighbouring installation/ domino effect. Protection value Condition(s) Max 35 kW/m2 heat radiation to neighbouring LNG installation (protected by twin-walled design). Use of technical measures to minimize the chance of the accident scenario. Use of self-closing filler coupling, break-away coupling delivery hose. Twin-walled design and insulation material offer extra protection against heat radiation. Scenario 2 Direct ignition. Flare fire 1 mm leak in flange, piping or stationary vessel (perceptible, no pool formation). This corresponds to 10 g/s source strength at 18 bar. Use of technical measures to minimize the chance of the accident scenario. Heat radiation due to flare fire. Prevent failure of neighbouring installation/ domino effect. Max. 10 kW/m2 for other neighbouring (unprotected) installations. Twin-walled design and insulation material offer extra protection against heat radiation. Scenario 3 Direct ignition. Flare fire 5 mm leak from offloading hose (10% of 2 inch diameter) at 18 bar during LNG transfer at filling point/ parking space LNG tanker Use of self-closing filler coupling, break-away coupling delivery hose. Heat radiation due to flare fire. Prevent failure of neighbouring installation/ domino effect. Max 35 kW/m2 heat radiation flux to neighbouring LNG installation (protected by twin-walled design). Heat radiation due to flare fire. Prevent failure of neighbouring installation/ domino effect. Max. 10 kW/m2 for other neighbouring (unprotected) installations. Use steel or composite hoses. Use steel or composite hoses. Scenario 4 Direct ignition. Flare fire 5 mm leak from offloading hose (10% of 2 inch diameter) at 18 bar during LNG transfer at filling point/ parking space LNG tanker Direct ignition. Flare fire PGS 33-1 has focus on internal safety distances between: LNG installation / shop or other buildings accommodating people 43/68 LNG BC D4.4 Proposal “type approval text” for LNG Public LNG installation / storage of other dangerous goods LNG installation / LNG storage tank filling point Most relevant distances are the following: Distance LNG installation to property line: 3 m Distance LNG storage tank filling point to storage tank: 10 m Distance LNG installation to shop or buildings accommodating people: 3 m / 15 m (depending on the chosen scenario of max. allowed heat radiation (35 kW/m² or 10 kW/m²)) ISO/DIS 16924 focuses on external distances (depending on the storage capacity) and distances between LNG storage tanks. Most relevant distances are the following: Distance LNG installation to offsite building or property line that can be built upon: 15 m (in case of tank size 56.8 – 114 m³) Distance LNG installation to buildings: 3 m (in case of tank size 56.8 – 114 m³) Distance of storage tank filling point to building / property line that can be built upon / fixed source of ignition: 7.6 m In the Dutch standard, external safety distances should be examined in a Quantitative Risk Assessment (QRA). We cannot say that PGS is more stringent than the DIS 16924. They cannot be compared on a one-toone basis, since they make different considerations for distance calculations. Distance from the point of transfer LNG transfer point (from a road tanker to the storage tank) shall be located not less than 7.6 m from the following: the nearest important building not associated with the LNG facility the line of adjoining property that can be built upon fixed sources of ignition. Distance from storage tanks Separation distances of aboveground LNG storage tanks shall be in accordance with Table 5-4. 44/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Table 5-4 Separation distances of aboveground LNG storage tanks LNG storage tank water capacity Minimum distance from edge of containment or LNG storage tank or drainage system to offsite buildings and property lines that can be built upon a Minimum distance from edge of containment or LNG storage tank or drainage system to buildings or walls of concrete or masonry construction (with the approval of the authority having jurisdiction Minimum distance between LNG storage tanks m m m < 0.47 0 No restriction No restriction 0.47 – 3.8 3 No restriction No restriction 3.8 – 7.6 4.6 3 1.5 7.6 – 56.8 7.6 3 1.5 56.8 – 114 15 3 1.5 114 - 256 23 4.5 ¼ of the sum of diameters of adjacent LNG storage tanks (1.5 m minimum) > 256 0.7 the LNG storage tank diameter but not less than 30 m 0.2 container diameter but not less than 6 m ¼ of the sum of diameters of adjacent LNG storage tanks (1.5 m minimum) m a 3 the distances as specified in this column shall be subject to analysis of the real situation and kind of exposures Separation distances of underground LNG storage tanks shall be in accordance with Table 5-5. Table 5-5 Separation distances of underground LNG storage tanks Minimum distance from buildings and the adjoining property line that can be built upon Minimum distance between LNG storage tanks m m < 15.8 4.6 4.6 15.8 - 114 7.6 4.6 > 114 12.2 4.6 LNG storage tank water capacity m 3 45/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Buried and underground LNG storage tanks Buried and underground LNG storage tanks shall be provided with means to prevent the 0 °C isotherm from penetrating the soil. This requirement can have additional impact on the separation distances between underground tanks. This requires calculation of the temperature between adjacent buried tanks. CNG part of the LCNG station CNG components of the station shall not be exposed to low temperatures from the cryogenic part. Location of ambient air vaporizers Ambient air vaporisers shall be located so that atmospheric air circulation around the vaporiser is not restricted. Vaporizers should be separated from traffic areas such that fog, generated by cooling the air around the vaporizer, does not impact the safety of vehicles or people in the vicinity. Additional regulations for safety distances: The LNG delivery installation shall be at least 10 m away from the closest high-voltage line, according to NEN-EN 13458-3. In addition it may not be positioned under high-voltage masts and/or lines. The LNG delivery installation may not be positioned within 5 m of a pipeline route for hazardous substances. Suitable measures shall be taken to prevent damage that may be caused in the direct vicinity of the LNG delivery installation by planting and/or other objects. ATEX rated equipment is mandatory inside 4.6 m zone 1 hazardous area and any potential leak point (flange, valve, etc.) being at least 7m from any building according to American standard NFPA52. This standard is currently used by Gasrec. 5.5 Venting of natural gas Fuelling station design and the proper operation of stations and vehicles to minimize losses to atmosphere are critical to maintain the economic and environmental benefits of natural gas. To mitigate venting, the station should be designed and operated so that no vapour is released to the atmosphere and that any excess vapour is recovered and used. It is not economically feasible to install equipment to recover and re-liquefy boil-off vapours, so the fuel has to be used within two weeks. In stations with high utilization rates, however, the very act of refilling the storage tanks can have the effect of re-condensing methane in the gas state, thereby improving the pressure time characteristics of storage. Additionally, for stations with mixed dispensing of both LNG and CNG, any boil-off methane could be captured and injected into the CNG distribution intake stream. Practices that cause LNG station venting: Condition LNG to unnecessarily high saturation pressure (reduces station and vehicle tank hold times) Use back-pressure regulator “auto-vent” to maintain station tank at a conveniently constant pressure 46/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Atmospheric release of vapour that is sometimes offloaded from vehicle tank to reduce pressure and enable refuelling Vent some vapour from station tank to reduce pressure for convenient refilling from LNG tank truck Vent vapour associated with priming of pump that transfers LNG from tank truck to station tank Vent vapour from tank truck following pressure-build to transfer LNG to station tank Strategies for liquefying or otherwise utilizing LNG station vent gas: Reliquefaction of boil-off vapour Utilize boil-off vapour for on-the-fly LNG fuel conditioning Sell boil-off vapour to local natural gas utility Utilize boil-off vapour to supply facility natural gas requirements Use boil-off vapour to generate electric power to be sold to electric utility Use boil-off vapour to generate electric power for on-site utilization Compress boil-off vapour for use for CNG vehicle fuelling Storage of the vented gas into a high-pressure CNG cylinder. According to British Standard BS EN 1473/2007, point 4.2.4 Flare/venting philosophy, plants are to be designed around the principle of no continuous flaring or venting. Provisions should be taken during design and operation to ensure that potential gas waste streams, wherever practically possible, are recovered and not routed to flare or vent during the normal operation of the plant. Under accidental conditions a flare or vent shall safely dispose of all envisaged flows Up to now, design of venting system is according to guidance found in NFPA52 and BCGA COP41. The relevant parts are described below: BCGA COP41 4.6 Venting All events, including those of safety relief devices and purge valves shall be connected to a vent stack. Vent stacks shall be made of materials compatible with the products being vented and, where applicable, be capable of withstanding cryogenic (low) and product combustion (high) temperatures, as well as the gas pressure anticipated in the vent. Vent lines shall be sized and designed suitably for the safety cases to avoid restricting the relief flow rates by build-up of back-pressure. The vent stack(s) shall be dedicated to a specific gas and not connected to other vent stacks, which could back feed. Vents should be segregated according to product and pressure tier. Hydrogen vents should be located separately from other fuels. Consideration should be given to providing duplicate vent stacks for tank relief systems, such that the failure of one vent stack e.g. by a blockage, will not prevent the safe operation of the tank relief system. The position of the vent stack(s) shall be taken into account in the siting of the installation and reflected in the area classification drawing. Refer to Section 3.7. 47/68 LNG BC D4.4 Proposal “type approval text” for LNG Public A flare stack is not normally required. If there is a local requirement for a flare stack then this shall be subject to an independent assessment. All vent systems shall be adequately supported to cope with loads created during discharge, as well as those created by the weather e.g. wind etc. Vent termination detail should be designed to avoid downwards flames, and to avoid water ingress. The design shall prevent the accumulation of water, including that from snow, rain and condensation, in the vent stack. The site operator is to ensure the emergency services are aware of these concerns in the event of a fire, and is to manage maintenance activities, such as cleaning of the vent stacks, and their use of water. NOTE: Any water accumulation may lead to the formation of ice which could potentially cause blockages. Each vent pipe rise shall be labelled / tagged with the name of the product being vented and the corresponding number / letter of the storage vessel / system to which it is connected. The following notices shall be clearly displayed on or near the vent stack(s), particularly at access points. NFPA 52 6.4* Installation of Venting Systems. 6.4.1* All pressure relief devices and connections between pressure-carrying components installed within driver, passenger, or a closed compartment (see 6.4.7) shall be vented to the outside of the vehicle. 6.4.1.1 This requirement shall not include plugs in the ends of containers with openings in each end. 6.4.2 The venting system shall be secured at intervals in such a manner as to minimize the possibility of damage, corrosion, breakage, or dislocation due to gas flow forces during venting, expansion, contraction, vibration, strains, or wear and to preclude any loosening while in operation. 6.4.3 The vent or vents for the venting system shall not exit into a wheel well. 6.4.4 A vent shall not restrict the operation of a container pressure relief device or pressure relief device channel. 6.4.5 Means shall be provided to prevent water, dirt, insects, and any foreign objects from collecting in the vent lines or pressure relief devices. 6.4.6 Protective devices in 6.4.5 shall not restrict the flow of gas. 5.5.1 Proposal Stations must not vent to atmosphere in normal conditions. If a vehicle tank needs its pressure balanced to allow a fill to take place, where safety is not a concern for whatever reason, any free gas is passed back to the storage tanks or to a CNG system. In normal operation the balance line is not 48/68 LNG BC D4.4 Proposal “type approval text” for LNG Public connected as the cold LNG and the pump can overcome the typical operating pressures found in vehicle tanks. Boil-off gas from other parts of the station may be returned to the storage tank for accumulation and/or treated in other suitable ways. In the case of emergency, venting of boil-off gas directly to the atmosphere is permitted provided that it is vented in a safe manner to a safe location, for example through a vent stack. 5.6 LNG nozzles and receptacles See 4.2. 5.6.1 Couples (nozzle) between the tank and the thermo trailer In Sweden there is currently a discussion on whether it should all change to dry cryogenic couple (without drips). This topic is under discussion in specific working groups (Sweden). It will be further developed and included in the work done in the future. 5.7 Operation Fuelling infrastructure operations covers the following topics: shutting off the vehicle, grounding the vehicle, ensuring that vehicle is not moved with the fuel hose connected to the vehicle, fuel connector operation, fuel connector spillage, cold metal contact and required personal safety aspects in the refuelling operation of LNG vehicles. The Dutch PGS 33: Part 1 LNG truck fuelling - still under development - Establishes guidelines about these issues. 5.7.1 Proposal Driver training is highly recommended in order to cover the principal issues. Nowadays this training is carried out in a local environment since there is not a common recommendation document in this regard. In any case, it must make sure the information in each market contains all relevant topics. The most important aspects to cover in a future and harmonized recommendation are described as follows: 5.7.1.1 Recommendations for drivers of LNG trucks Before delivering a LNG truck, some aspects have to be taken into account. These aspects are considered as a training process for drivers and people who will participate in the refuelling process of LNG tank and be in charge of truck maintenance. The following aspects should be covered properly: 5.7.1.1.1 General recommendations In the unlikely case of leakages 49/68 LNG BC D4.4 Proposal “type approval text” for LNG Public It is important to not only follow all the rules and procedure set by the law and competent authorities, but also to observe the following safety rules: o Close the manual valve on the gas cylinders, the refuelling pump and the refuelling station tank. o Switch off the main switch of the electric system of the building or refuelling area. o Block access to the hazardous area and have unauthorized people move away from the area. o Promptly notify the competent authorities and ask for a restoration operation. o Ventilate the entire surrounding environment thoroughly. o Never spill water with the intention of extinction. In case of fire o Do not extinguish the flame; if possible, cool the object that has caught fire. o If the flames spread to the surrounding environment, proceed in the usual manner with fire extinguishers to contrast the fire. o Immediately remove the vehicles from the immediate surroundings of the danger zone. o In the case of fire, promptly inform the local FIRE BRIGADE and proceed with the fire extinguishing operations. o Rescue the injured immediately. Rescue operation comes before fire extinguishing. o Switch off the main switch of the electric system of the building or refuelling area. Replacement of minor components o Natural gas components cannot be serviced and must be replaced if they are not efficient. o Washers, tapered washers, self-locking nuts and seals deform to improve tightening and they are also of a special type. They must therefore be replaced during every refitting. o New minor components must be systematically restored to their original positions in accordance with the original installation sequence. Painting During any painting operation, the following components have to be protected properly: o The natural gas stainless steel pipes. o The connectors of the pipes. o The flexible pipe from the pressure reduction unit to the rail on the engine. o The gas system pressure reduction. o The identification plates. Leakage test After the replacement of the valves and pipes or any repair operation on the high-pressure section of the system, a hydraulic test must always be carried out by an authorized workshop. The workshop will release a certificate or document certifying the test was done and its results, as well as any operation carried out to eliminate any identified leak. Always refer to the official repair manuals made by the manufacturer. Long periods of inactivity (more than 7 days) If the vehicle is not expected to be used for more than 7 days, regardless of fuel in the tank, it is recommended that the cryogenic tank is left empty to prevent any undesired venting of fuel into 50/68 LNG BC D4.4 Proposal “type approval text” for LNG Public the atmosphere. This measure avoids wasting fuel and reducing environmental pollution being methane a GHG (Green House Gas). 5.7.1.1.2 During the engine starting Before starting the engine, these recommendations should be born in mind (the valves and protective cap/plugs of the systems must only be used by authorized operators): 1. 2. Make sure that the red valve (3) is open. Make sure that the grey valve (4) is closed. 3. Make sure that the pressure gauge (2) of the LNG system shows sufficient gas pressure (> 9 bar or 9). 4. Check that the protective cap is correctly inserted on the refuelling receptacle. After starting, run the engine at idle speed for a few minutes; accelerating can cause irregular idling as the ECU memorizes the optimal regulation during the first minutes of operation. After starting the engine, drive slowly with the engine at medium rpm to allow it to reach the optimum running temperature. This allows: 5.7.1.1.3 a continuous and regular flow of oil in the entire lubrication circuit. maintain the exhaust emissions within the prescribed limits. During driving Vehicle performance. Level indicator Special attention has to be paid during driving regarding the fuel indicator showed on the display. Since the combination state of natural gas between liquid and gas, sometimes the cluster fuel indicator does not show the real gas remainder. In addition to this, the tank shape also contributes the eventually non-linear progression of the indicator level. Therefore, a brief clarification about its performance is recommended for a complete understanding. 51/68 LNG BC D4.4 Proposal “type approval text” for LNG 5.7.1.1.4 Public During refuelling process Refuelling is recommended immediately before normal use of the vehicle. The time required by the tank before pressure reaches nominal primary relief valve setting and start venting is called PRT (pressure reaction times), and depends on the initial internal pressure and the % of fuel in the tank. For instance for a tank which is 60% full, the time necessary for the pressure to go from standard condition (9 bar) to nominal primary relief valve setting (16 bar) is roughly 5.5 days. The more fuel in the tank, the longer it will take to vent, in case of too much pressure. Technical aspects Normal refuelling: The refuelling point is situated on the right lateral of the vehicle, at the upper side of the tank. It is recommended: o Connect a mass wire from the station to the cryogenic tank in order to avoid electric shocks. This ensures that any static charge is taken down to earth to avoid the potential of fire / explosion if there is an LNG leakage Figure 5-1 Earth cable / clip. Source: BOC o o o Unscrew the tap of the nozzle. Ensure fuel receptacle is clean and not damaged. Use air gun to clear it prior to refuelling. Connect the nozzle to the fuel receptacle. It is necessary to explain how the nozzle is connected safely and properly (different procedures according to whether JC Carter, Macro Tech, Kodiak, etc.): 52/68 LNG BC D4.4 Proposal “type approval text” for LNG Public a) Macro Tech: Pre-fuel: 1. Clean Nozzle and Receptacle. 2. Press Safety Button and pull back handle. 3. Slide Nozzle onto Receptacle. 4. Push handles forward. 1 2 3 4 Figure 5-2 Macro Tech nozzle connection. Source: BOC Post-fuel: 1. 2. 3. 4. Pull handles back. Allow Nozzle to vent. Press Safety Button and pull back handle. Pull handles back and remove. 1 2 3 4 Figure 5-3 Macro Tech nozzle disconnection. Source: BOC b) JC Carter: Pre-fuel: 1. 2. 3. Clean Nozzle with Airgun. Slide onto the Receptacle. Push handles forward into position. fuelling Post-fuel: 1. 2. 3. Pull handles back and allow nozzle to vent. Slide off the Receptacle. Clean Nozzle with Airgun. Figure 5-4 JC Carter nozzle. Source: JC Carter 53/68 LNG BC D4.4 Proposal “type approval text” for LNG c) Public Parker – Kodiak: Pre-fuel: 1. 2. 3. Clean nozzle and receptacle with airgun. Line up receptacle studs with nozzle. Twist nozzle right until locked into position. Post-fuel: 1. 2. 3. Twist nozzle left. Allow to vent then remove receptacle. Clean nozzle with airgun. from Figure 5-5 Parker Kodiac nozzle. Source: Parker Kodiac o o o Apply vent return line (subject to vehicle). This line returns gas to prevent waste. Open the valve on the dispenser to refuel the tank. Once the refuel process is over, close it. The dispenser stops automatically. Finally remove the dispenser and screw the tap as last step. Always replace the dust cap after refuelling to protect the receptacle from damage and free from debris/dirt/moisture. On the cryogenic tank is situated a limit valve at 16 bar. In this point is important to note that, the pressure right after refuelling process inside the tank must be 8.5 bar in saturation. That means the temperature after refuelling must be the temperature in saturation according 8.5 bar. Therefore it is necessary to adapt in the refuelling process the temperature at the service point, in order to guarantee a right performance. Otherwise, if the temperature was lower, even though getting the right pressure by means of a pump, after some kilometres the pressure would decrease below the minimum level, not having the normal performance engine and would stop the vehicle. First refuelling. Fuelling a warm tank A LNG tank just installed is considered like a high temperature tank. The pressure inside increases rapidly during refuelling process meanwhile the recipient itself is getting cooler and cooler. This process is interrupted prematurely. In order to avoid this, the recommended procedure is refuelling the tank with 40-80 litres of LNG. Once done this, natural gas pipelines should be checked in case of eventually leakages. After that, driving the vehicle for 10-15 minutes is required in order to decrease the tank pressure to the normal one as well as cooling the tank. Check again for possible gas leakages after driving test. Unless some anomaly is detected, continue refuelling the tank as normal process explained on the previous point. The same procedure is advised for those tanks which have remained out of service more than 10 days. Inactivity period of LNG trucks In case a vehicle is in an inactivity period of time, it is necessary to fill in the tank in such a way that it is possible to avoid the venting of gases to atmosphere and altering the composition of the combustible: 54/68 LNG BC D4.4 Proposal “type approval text” for LNG - Public Long periods of inactivity (over 7 days) In order to avoid the unnecessary consumption of combustible and environmental pollution, it is ecommended to empty the cryogenic tank. - Short periods of inactivity (less than 7 days) o If the inactivity period is lower than that for which it is necessary to start to run the pressure relief (it depends on the tank capacity), it is recommended the fuel supplying just before the normal use of the vehicle. o On the other hand, if the inactivity period is longer than that for which it is necessary to start to run the pressure relief, it is recommended to fill completely the tank. After 7 days from the last complete filling of the tank, it is recommended to bring down the tank pressure to 8.5 bar, with the objective of prevent venting. Fill totally the tank just before using the vehicle. Safety aspects Refuelling site The eventual drop of cryogenic liquid can create atmosphere with low oxygen content. For that, it is quite important to always guarantee refuelling at non-confined place with enough ventilation. This avoids accumulating natural gas. (This aspect is already covered according to the requirements of building a LNG station). LNG is a flammable gas, so fire may result if an ignition source is present. Smoking, naked flames and mobile phones are forbidden. PPE (Personal protective equipment) Due to the extremely low LNG temperatures, any contact with the skin could cause severe burns. Therefore it is recommended to wear: o Full-face shield: to protect from liquid splashes/sprays and venting gas. Liquefied natural gas (LNG) may cause blindness if it comes into contact with the eyes. During operations on the LNG system, protect the eyes with goggles and face shield on top. o Thermal gloves approved for cryogenic use. 55/68 LNG BC D4.4 Proposal “type approval text” for LNG o o 5.7.1.1.5 Public Cryogenic smock: long sleeves and trousers (not shorts) are recommended. Sturdy shoes capable of withstanding cryogenic spill. During maintenance interventions General recommendations of use: o o o o 5.7.1.1.6 Before carrying out maintenance interventions isolate the fuel tank and release the pressure system. Never use direct fire or strong heat sources in order to increase the pressure. In absolute terms, is not allowed to approach the pipelines or tank with temperatures above 650ºC. The ventilation valves are used in order to remove the gas remaining in the pipelines if it is necessary during the maintenance operations. On the tank itself, the fuel shutoff valves, which are open during normal operation of the vehicle, have the function of closing the fuel line to allow maintenance operations. The manometer shows the pressure on the tank. This value should be checked periodically by the driver or the person in charge of refilling the tank. The right range of working pressure is between 8.5 bar and 15.5 bar. Offloading of LNG from tanker to the storage tank Only non-sparking tools shall be used for connection of the transfer hose when offloading LNG from the tanker to the storage tank. 5.7.1.1.7 Fuelling General provisions Fuelling shall only be carried out by a suitably trained fuelling attendant. Training shall be conducted upon employment and at least every two years thereafter as well as after any change of procedures. The fuelling attendant shall be adequately protected against spray of LNG. Special attention shall be given to the positioning of signage of the manual emergency device (e.g. button). Training of the personal The fuelling attendant shall be well trained, especially in: safety procedures and precautions; 56/68 LNG BC D4.4 Proposal “type approval text” for LNG Public fuelling procedures and any other regular actions needed for long-time operation of the station; assessment of normal and abnormal operation of equipment; actions to be taken in emergency situations (e.g. ESD); other safety procedures and precautions; fire-fighting to the extent of the personal responsibility. All station personal shall be trained immediately on beginning their employment and then annually. Self-service LNG fuelling stations for registered customers For self-service stations additional precautions shall be taken as follows: Arrangements shall be made to ensure that only trained customers, registered with the station operating company have access to fuelling and that the vehicle to be fuelled is suitable for refuelling at the station and is registered with the station operating company. A fixed communication system shall be provided to allow communication from the station to a help desk. 5.8 Maintenance facilities There are a number of special requirements that should apply to workshops servicing LNG or CNG vehicles. The recommendation is that consideration is given to the revision of ECE R115 to document these requirements. This may include the provision of regulations covering external safe areas of work for the drain down of LNG containment, and the inclusion of methane detection in roof areas of workshops, which is the obvious mitigation to any risk assessment which any company might carry out. Specific regulation in United States: NFPA 88B: Standard for Repair Garages. This regulation is applicable throughout all kinds of vehicle workshops. The specific requirements for NGV workshops are presented on issues related to ventilation, electrical installations on the roof and temperature of heaters exposed surfaces. It specifically indicates that in the case of LNG vehicle repairs, the use of open flame heaters or heating equipment is not allowed with surfaces exposed to a temperature higher than 399 °C. United States regulation NFPA 30A offers fire code regulations for fuel dispensing facilities and repair garages. This regulation focuses especially on climate (heating/cooling systems); e.g. it is critical that repair garages that may contain hazardous or explosive gases have heat/ventilation systems that do not recirculate dangerous gases. In practice, though, safety requirements for shop modifications vary greatly by country, province and even by town and are usually controlled by the local authorities (i.e. fire marshals, health & safety government agencies, etc.). Each maintenance facility must verify the requirements with its local authorities, but in general, modifications should include a list similar to this one: The shop in this example is equipped with three roll-up service bay doors and takes up to five trucks at the same time: 57/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Six sensors spread around the shop: o Two NO2 sensors about 5’ off the floor on the wall o Two CO sensors about 5’ off the floor on the wall o Two CH4 sensors mounted under the roof One control panel mounted close to the entrance door monitors the six sensors Two red alarm lights (mounted on opposite inside shop wall) Center roll-up service bay door is equipped with explosion-proof electric overhead door opener Electric disconnect panel mounted on back wall beside main breaker panel Exhaust fan mounted on roof top in center of shop Should sensors register a dangerous level of NO2/CO/CH4, the power to the main breaker panel in the shop will be disconnected (everything is shut off). The red warning light is activated and the emergency lights come on, while simultaneously, the center roll-up door opens and the roof exhaust fan starts up. Often, a basic precautionary procedure provides enough safety to complete simple LNG truck maintenance and inspections. This procedure can consist, for example, of isolating the LNG fuel tanks and purging the high-pressure gas lines that feed the engine. Each vehicle manufacturer will have specific recommendations; however, local authorities will still need to be consulted to verify what minimal shop modifications are needed, if any. If the only available facility for maintenance work is not specially equipped for NGVs, work should be done outdoors. 5.8.1 Proposal Proposed requirements for maintenance facilities are focused on heating/cooling systems and gas detectors and are the same as proposed above. Maintenance procedures Documentation of the station shall be archived by the station owner. Copies shall be available for maintenance in a controlled way. Maintenance shall be carried out in accordance with the manufacturers’ instructions. Maintenance records shall be kept and retained for the life of the station Each component, including its support system, shall be maintained in a condition that is compatible with its operation or safety function by repair, replacement, or other means as determined by the equipment supplier. If a safety device is taken out of service for maintenance, the component being served by the device shall be taken out of service unless the same safety function is provided by an alternative means. If the inadvertent operation of a component taken out of service could cause a hazardous condition, that component shall have a tag attached to its controls bearing the words "DO NOT OPERATE" or a similar warning in the local official language and other languages appropriate to the situation. 58/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Maintenance of electrical equipment shall follow IEC 60079-17. Maintenance safety All maintenance and servicing shall follow the written procedures based on good working practice. All tools, especially electrically driven tools, shall comply with the requirements of IEC 60079. Draining of the LNG storage tank When the tank has to be drained for repair or for any other reason, the draining shall be carried out under the supervision of a competent person and in accordance with operation and safety procedures, prepared specifically for this process, and as agreed by all the relevant parties. 5.9 Parking structures This section of the document discusses issues related to parking structures receiving LNG vehicles and other restrictions when LNG vehicles circulate in other particular areas. 5.9.1 Use of underground public parking While there is no common Europe-wide regulation on LNG or other gas vehicles regarding the use of underground car parks, there are some regulations at the national level. The current situation in some European countries is: Belgium: CNG vehicles are not forbidden in Belgian’s underground garages. Currently the objective is to add an article in the legislation to have an official document which can be presented for instance to insurance companies, owners of car parks, etc. Czech Republic: There are very strict rules for underground parking of NGVs. Underground parking rules do not distinguish between different NGs (CNG and LNG). Leak detectors and efficient ventilation systems are mandatory according to Bill n.268/2011 on the conditions of fire protection in buildings. Germany: There are not any legislative restrictions for NGV’s in underground parking. This standard is defined in the law for regional building. It is regulated by law on the level of each German Federal State. Italy: There is no restriction to NGVs having a relative density lower than 0.8 (lighter than air). Since 2002 (Decr. 22/11/2002) the prohibition for vehicles fuelled with gas having a relative density st greater than 0.8 has been abolished, only for the 1 underground floor (not deeper), provided that the on-board gas system is made to the European Regulation R67. In particular concerning PRD and automatic receptacle (filling is limited to 80%). Portugal: Currently there are no special restrictions about closed underground parking for GN vehicles. The mandatory legislation is found in: Lei nº 13/2013 from 31st January and Portaria nº 207A/2013 from 25th July. Slovenia: There is currently no regulation for parking of LNG trucks. 59/68 LNG BC D4.4 Proposal “type approval text” for LNG Public Spain: There is not any specific regulation in this regard. CNG vehicles can be parked in any underground place if these places fulfil the CTE (national technical building code) prescriptions. Sweden: There are no regulations, since it is not necessary – the ventilation requirements for underground garages are good enough to vent out any possible methane emissions. United Kingdom: According to British rules, where NGVs are parked in enclosed areas, there should be suitable ventilation to prevent the hazardous accumulation of gas. The Road Vehicles (Construction and Use) Regulation 1986, however makes no reference to special provisions for gaseous fuelled vehicles when parked or stored. Outside Europe, the following regulations stand out: United Estates: NFPA 57: Liquefied Natural Gas (LNG) Vehicular Fuel Systems Code (2002). According to chapter 7: fire protection and safety, the use of underground garages by liquefied natural gas vehicles is enabled, as long as such facilities or vehicles are equipped to prevent the accumulation of gas in a combustible mixture, or the LNG supply system and on-board fuel tank are drained and purged with inert gas or without pressure. China: There is no specific regulation for parking LNG trucks. However, there are some recommendations for LNG truck manufacturers: When parking a truck, the engine should be left working at idle speed for at least 3 minutes, then the engine power shut off; if the LNG truck is going to be parked for more than 20 days, all LNG fuel should be run out of the cylinders and the remains expelled into the air. As the gas could be expelled into the air through the vent on the cylinders; there is the possibility for the natural gas to be burnt accidentally, so the LNG trucks should be parked far from fire sources, inflammables and explosives. It is better to avoid closed areas for parking LNG trucks for long periods, as the gas vented from the cylinders does not dissipate easily, if the density of gas reaches critical levels, it could explode. An open area is a better place for long-term parking. It is recommended to inform the security staff about the gas venting phenomenon, in order to avoid any incident. 5.9.1.1 Proposal The following proposals for underground garages are suggested: 5.9.2 5.9.2.1 Installation of methane leak detectors or justification that the ventilation system is good enough to vent out any possible methane emissions. Piping of the relief stack outside the building structure. Long-time parking conditions Proposal The venting policy could be controlled creating a mandatory obligation for LNG vehicle operators to de-fuel their system when parking for a period longer than the holding time (5 days). It would be necessary to develop an inertig system. 60/68 LNG BC D4.4 Proposal “type approval text” for LNG Public The utilization of liquid nitrogen as back-up, helping to keep the tank cold would decrease the boil-off phenomena in LNG fuel tanks. 5.9.3 Other restrictions When a natural gas vehicle is to be transported by road, rail or ferry, or a tunnel is to be used, it should be checked whether there are any specific restrictions. Considering UK restrictions for LNG/CNG, currently LNG is not listed as a road fuel in the road vehicles construction and use act (RCV&U). This directly contradicts type-approval documentation for LNG vehicles which forbids member states prohibiting the use of the vehicle on the roads. 5.10Compliance with measures Currently the measurement of the dispensed LNG is less than optimised at the point of refuelling a vehicle. Compliance to weights and measures standards needs to be facilitated by the inclusion of LNG within these regulations. It is still common for gas to be vented back from a vehicle tank to the station at point of refuelling. Many LNG stations do not deduct this gas from the amount of LNG added to the truck. So vented gas is not adequately measured and systems do not always therefore correctly advise operators of the correct amount of gas consumed by the truck. This affects the fuel economy statistics that are calculated to monitor fuel efficiency. At the same time, it is not possible to know the gas quality and it may be contaminated. Anyway this potentially overcharges the truck operator for gas which has been taking from a truck back to the station. All of these losses are currently costed against the operating costs of the truck which negatively affects the business case for the adoption of LNG-powered trucks and may influence take up on a wide scale. 5.10.1 Proposal It is proposed to include as mandatory an adequate measure system for gas that is vented back from a vehicle to the station at point of refuelling with the objective of properly informing the operator about the correct amount of natural gas consumed by the truck. The issue regarding who assumes these overcharges, and in which proportion, needs further development. 61/68 LNG BC D4.4 Proposal “type approval text” for LNG Public 6 Conclusions With the objective of ensure and stimulate the LNG technology deployment in Europe, this report define and recommend type approval proposal, as recommendations for the homologation process for both LNG stations and vehicles. For this purpose, UN-ECE Regulation No. 110 (LNG vehicles) and the ISO/DIS 16924 (LNG stations) have been taken into account as type-approval and homologation reference documents. Table 6-1 and Table 6-2 summarize the issues which have been considered for LNG vehicles and LNG stations respectively and it includes an overview of the provided proposal, the suitable recipients, the partner in charge of convey each recommendation and the status of the respective harmonization actions. Table 6-1 Summary of LNG vehicle homologation proposals and expected actions Standardization issue Venting system Proposal Stations should be designed to be able to accept vented gas from the vehicle tanks when necessary. This vented gas should be able to be transferred either through the main fuelling coupling or through an additional dedicated venting coupling. Suitable recipient Partner in charge Status WESTPORT Open question in R110. SAE J2343 takes into account this issue. Working Party on General Safety Provisions (GRSG) CEN/TC 326 “Gas supply for Natural Gas Vehicles” Couplings and receptacles To take into consideration ISO 12617. LNG fuelling connector consists of, as applicable, the receptacle and its protective cap (mounted on the vehicle) and the nozzle. CEN/TC 326 “Gas supply for Natural Gas Vehicles” Iveco / WESTPORT ISO 12617 published last 18th March 2015. Installation of the tank Currently all the possibilities are covered by Regulation No 110. LNG tank height should be enough to ensure safety. Working Party on Pollution and Energy (GRPE) - TF-LNG Volvo TF-LNG (GRPE) is already working on this issue. Type approval of dual-fuel retrofit systems at Euro VI The adoption of an interim regulation by all European Working Party on countries is required in Pollution and Energy order to enable further LNG (GRPE) - GFV HDV market penetration in the short term. WESTPORT Postures from different European countries are different. Vehicle interlock system Working Party on General Make break-away coupling Safety Provisions (GRSG) on the filling hose of the station mandatory. CEN/TC 326 “Gas supply for Natural Gas Vehicles” LNG 24 To be proposed to CEN TC 326. Volvo / IVECO Revision of Directive 96/532007/46/EC Weights and dimensions for LNG vehicles To adopt a common European exception for LNG trucks. The British EC - DG Internal Market, Industry, Entrepreneurship and 62/68 LNG BC D4.4 Proposal “type approval text” for LNG model would be an example. Public SMEs: Technical Committee Motor Vehicles Strategies for reusing in the vehicle the recovered boil-off gas from the tank An information kit explaining best practice to CEN/TC 326 “Gas supply avoid venting should be for Natural Gas developed and the Vehicles” recommended practices should be evaluated ADR issues: - Prevention of fire risk ECE Maintain indefinitely the Inland Transport measures of the agreement Committee M276 until next update of Working Party on the ADR in which this matter Transport of Dangerous may be taken into account. Goods Tunnel restrictions The acceptance of ECE International Maritime Inland Transport Dangerous Goods (IMDG) Committee code by tunnel or bridge Working Party on the operators will facilitate the Transport of Dangerous LNG technology Goods deployment. Fuel quality Main LNG quality specification in order to meeting the demands from the automotive industry: Sulphur: max. 10mg/m3; Net Wobbe Index between CEN/TC 408: “Natural 44.7 and 49 MJ/m3; gas and biomethane for Methane number, high use in transport and grade min. 80MWM; biomethane for injection Methane number, regular in the natural gas grid” grade min. 70MWM; Particle contamination 10 mg/L(LNG) max; siloxanes max. 0.1 mg/m3; H2S + COS max. 5 mg/m3 LNG 24 To be developed NGVA The request has been made and is expected to be approved in the ADR’s review of this year. NGVA Carriage of Dangerous Goods by Road (ADR) is exempt for vehicles that use the dangerous good as propulsion fuel. Volvo CEN/TC 408 and CEN/TC 234: “Gas infrastructure Quality of gas - Group H" are already working on this issue Table 6-2 Summary of LNG station homologation proposals and expected actions Standardization issue Proposal Suitable recipient Fuel quality To ensure a common MN calculation method. CEN/TC 408: “Natural To agree a window of quality gas and biomethane (MN) permitted between for use in transport suppliers and engine and biomethane for manufacturers, so that every injection in the natural vehicle could refuel in any gas grid” station. Refuelling pressure and temperature Short term, the goal should UNECE Group of be to standardise on 8 bar experts on Gas (Task station pressure as the lowest Force D) pressure system that will Partner in charge Status Volvo CEN/TC 408 and CEN/TC 234: Gas infrastructure Quality of gas - Group H" are already working in this issue SGA An in-depth analysis of this issue is currently under development in Deliverable 3.5 Market harmonization 63/68 LNG BC D4.4 Proposal “type approval text” for LNG satisfy vehicle systems with and without LNG pumps. Longer term, lower pressures should be the target in order to minimize potential venting and maximize vehicle range Public Working Party on General Safety Provisions (GRSG) proposal. 16 bar pressure will increase the risk of venting from the trucks Consumer information about LNG price Price should be displayed in the station and price is CEN/TC 326 “Gas recommended.to be in €/kg. supply for Natural Gas In order to facilitate price Vehicles” comparison for the customer, it would also be beneficial to UNECE Group of indicate the price of LNG in experts on Gas (Task €/DLE (Diesel per Litre Force D) Equivalent) in addition to the price in €/kg NGVA To be proposed to CEN TC 326 Separation distances Internal safety distances are recommended regarding ISO/PC 252: “Natural LNG installation, LNG gas fuelling stations dispenser/truck refuelling for vehicles” with LNG, shop and other vulnerable components of CEN/TC 326 “Gas the establishment, LNG filling supply for Natural Gas point/ parking space for LNG Vehicles” tanker or boundary limit. ERDGAS Pending safety distances in ISO 16924 are under discussion. GNF To be developed by CEN TC 326 SGA In Sweden there is currently a discussion on this issue. It will be further developed and included in the work done in the future. NGVA A document about the future recommendation for LNG drivers approved by LNG trucks manufacturers has been developed by NGVA. NGVA There are specific regulations in United States: NFPA 88B and NFPA 30A. NGVA In the majority of European counties there is currently no restriction for parking of LNG trucks in underground garages. Harmonization is possible. Venting of Natural Gas Stations must not vent to atmosphere in normal conditions LNG nozzles and receptacles Couples (nozzle) between the tank and the thermo trailer: Change to dry cryogenic couple (without drips). Operation Operation training should be mandatory. The training/education has to be local, but we should also make sure that the information contains all relevant issues. Maintenance facilities Parking structures CEN/TC 326 “Gas supply for Natural Gas Vehicles” UNECE Group of experts on Gas (Task Force D) Specific Swedish working group UNECE Group of experts on Gas (Task Force D) Natural & bio Gas Vehicle Association (NGVA) CEN/TC 326 “Gas Proposed requirements for supply for Natural Gas maintenance facilities are Vehicles” focused on heating/cooling systems and gas detectors UNECE Group of and are the same as experts on Gas (Task proposed above. Force D) - Installation of methane leak CEN/TC 326 “Gas detectors or justification that supply for Natural Gas the ventilation system is Vehicles” good enough to vent out any possible methane emissions. UNECE Group of - Piping of the relief stack experts on Gas (Task 64/68 LNG BC D4.4 Proposal “type approval text” for LNG outside the building structure. - To de-fuel their system when parking for a period longer than the holding time. Compliance with measures Public Force D) To include an adequate measure system for gas that CEN/TC 326 “Gas is vented back from a vehicle supply for Natural Gas to the station at point of Vehicles” refuelling. NGVA To be proposed. Sharing each proposal and message to the respective standardization committee, working group or association is responsibility of partners in charge (according to Table 6-1 and Table 6-2). Partners have the support of the work package coordinator (IDIADA) in this communication task. Responsible partners are subjected to change depending on the different meeting opportunities with the right recipient that may arise along the project. Currently, in Europe there are different working groups developing national or international standards and normatives trying to solve these issues and some LNG BC’s partners currently are participating in these working groups. For example, NGVA and Volvo participate in CEN/TC 408, NGVA and LNG 24 participate in CEN/TC 326, IVECO participates in ISO/PC 252 and NGVA and GNF participate in Task Force D (UNECE). The action protocol is first to contact with the respective recipients (in case of those issues related to LNG vehicles safety, the LNG Task Force from Working Party on General Safety Provisions (GRSG)), then, to send comments regarding current regulations (in this case Regulation No 110) and finally to participate, if possible, in the group meetings. Communication labor will happen within the LNG BC project timeframe when possible, according to standardization issue development along the project and availability, taking into account that meetings of the different working groups take place a couple of times per year. LNG Blue Corridors project will continue paying attention to these uncovered issues in the current EU standards and regulations and continuously report about them through further and yearly updated versions of this document. 65/68 References List of Tables Table 0-1 Summary of LNG vehicle homologation proposals .....................................................................................3 Table 0-2 Summary of LNG station homologation proposals .....................................................................................4 Table 2-1 Categories M and N .............................................................................................................................................. 11 Table 4-1 Issues to take into account in the proposed type approval text ......................................................... 20 Table 4-2 Acceptability of vehicles according to their fuel type / power source by Eurotunnel ................ 32 Table 4-3 Suggested values for LNG fuel parameters. All units calculated using ISO Standard Reference conditions of 15 ºC and 1.01325 bar and using EN ISO 6976 for Wobbe Index. .............................................. 36 Table 5-1 Issues to take into account in the proposed type approval text for stations ................................. 37 Table 5-2 Internal safety distances for the different scenarios ................................................................................. 42 Table 5-3 Considerations for internal safety distances ................................................................................................ 43 Table 5-4 Separation distances of aboveground LNG storage tanks .................................................................... 45 Table 5-5 Separation distances of underground LNG storage tanks ..................................................................... 45 Table 6-1 Summary of LNG vehicle homologation proposals and expected actions ..................................... 62 Table 6-2 Summary of LNG station homologation proposals and expected actions ..................................... 63 List of Figures Figure 1-1. Impression of the LNG Blue Corridors ............................................................................................................9 Figure 2-1 Break-away devices. Source: HAM ................................................................................................................. 12 Figure 2-2 LNG Station scheme and location of the cryo-pump. Source: GNVERT ......................................... 12 Figure 2-3 NG delivery operation. Source: NGVA .......................................................................................................... 12 Figure 2-4 LNG dispenser. Source: NGVA ......................................................................................................................... 14 Figure 2-5 LNG fuelling nozzle. Source: NGVA ............................................................................................................... 14 Figure 2-6 LNG station. Source: Eni ..................................................................................................................................... 15 Figure 2-7 Storage tank. Source: Eni ................................................................................................................................... 15 Figure 2-8 LNG truck: Iveco Stralis. Source: Iveco .......................................................................................................... 16 Figure 2-9 LCNG Station. Source: GNVERT ....................................................................................................................... 16 Figure 4-1 Main types of nozzles and receptacles. Source: JC Carter, Parker Kodiac and Macrotech ..... 23 Figure 4-2 Standard stralis LNG vs. Mega stralis LNG ................................................................................................ 25 Figure 4-3 Methods of motor vehicle type approval (N2 and N3) from Hardstaff .......................................... 27 Figure 5-1 Earth cable / clip. Source: BOC ........................................................................................................................ 52 Figure 5-2 Macro Tech nozzle connection. Source: BOC ............................................................................................ 53 Figure 5-3 Macro Tech nozzle disconnection. Source: BOC ...................................................................................... 53 Figure 5-4 JC Carter nozzle. Source: JC Carter ................................................................................................................ 53 Figure 5-5 Parker Kodiac nozzle. Source: Parker Kodiac ............................................................................................. 54 Partners
