505 F2012 ROP ballot - NFPA · SUBJECT: NFPA 505 ROP TC Letter Ballot (F2012) ... The proposal...

National Fire Protection Association 1 Batterymarch Park, Quincy, MA 02169-7471 Phone: 617-770-3000 • Fax: 617-770-0700 • www.nfpa.org

M E M O R A N D U M

TO: NFPA Technical Committee on Industrial Trucks FROM: Elena Carroll, Administrator, Technical Projects DATE: July 26, 2011 SUBJECT: NFPA 505 ROP TC Letter Ballot (F2012)

____________________________________________________________ The ROP letter ballot for NFPA 505 is attached. The ballot is for formally voting on whether or not you concur with the committee’s actions on the proposals. Reasons must accompany all negative and abstention ballots. Please do not vote negatively because of editorial errors. However, please bring such errors to my attention for action. Please complete and return your ballot as soon as possible but no later than Tuesday, August 16, 2011. As noted on the ballot form, please return the ballot to Elena Carroll either via e-mail to [email protected] or via fax to 617-984-7110. You may also mail your ballot to the attention of Elena Carroll at NFPA, 1 Batterymarch Park, Quincy, MA 02169. The return of ballots is required by the Regulations Governing Committee Projects. Attachments: Proposals Letter Ballot

Report on Proposals – November 2012 NFPA 505_______________________________________________________________________________________________505-1 Log #CP1

_______________________________________________________________________________________________Technical Committee on Industrial Trucks,

Review entire document to: 1) Update any extracted material by preparing separate proposals todo so, and 2) review and update references to other organizations documents, by preparing proposal(s) as required.

The documents or portions thereof listed in this chapter are referenced within this standard and shall beconsidered part of the requirements of this document.

National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02169-7471.NFPA 10, 2010 edition.NFPA 30, 2008 edition.NFPA 30A, 2008 edition.NFPA 52, 2010 edition.NFPA 58, 2011 edition.

®, 2011 edition.

American National Standards Institute, Inc., 25 West 43rd Street, 4th floor, New York, NY10036.

ANSI/ITSDF B.56.1, 20052010.Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096.

ANSI/UL 558, , 1996, Revised 20082010.ANSI/UL 583, , 1996, Revised 20072010.ANSI/UL 2267, , 2006, Revised 2011.

11th edition, Merriam-Webster, Inc., Springfield, MA, 2003.

The documents or portions thereof listed in this annex are referenced within the informational sections of this standardand are not part of the requirements of this document unless also listed in Chapter 2 for other reasons.

National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02169-7471.NFPA 10, , 2010 edition.NFPA 30, , 2008 edition.NFPA 30A, , 2008 edition.NFPA 51B, , 2009 edition.NFPA 58, , 2011 edition.

®, ®, 20082011 edition.

ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA19428-2959.ASTM D 3175, , 2002.

Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096.ANSI/UL 558, , 1996, Revised 20072010.ANSI/UL 583, , 1996, Revised 20082010.

, 2008.

®, ®, 2011 edition.NFPA 497,

, 2008 edition.NFPA 499,

, 2008 edition.

1Printed on 7/26/2011

Report on Proposals – November 2012 NFPA 505To conform to the NFPA Regulations Governing Committee Projects.

_______________________________________________________________________________________________505-2 Log #13

_______________________________________________________________________________________________Jeffrey H. Bailey, Man Lift Manufacturing Co.

Revise text to read as follows:NFPA 505 Fire Safety Standard for Powered Mobile Equipment Industrial Trucks.

Problem: There are products produced that are battery powered or internal combustion enginepowered that are not considered "trucks". Limiting this class of mobile equipment results in fewer manufactures usingthis standard and fewer operators being protected by the safety enhancements this standard provides.The same safety standards should apply to tugs, carts, aerial work platform, cranes or any type of powered mobile

equipment. Many of the NRTL's are already including these in their evaluations. This standard needs to evolve from theoriginal focus on fork trucks.

The committee has not changed the document scope as it was proposed under 505-3 (Log#14) and therefore does not see the need to change the title of the standard.

_______________________________________________________________________________________________505-3 Log #14


Revise text to read as follows:This standard shall apply to any type of mobile equipment powered by electric motors or internal combustion engines.

Typical examples are fork trucks, tractors, telehandlers, motorized hand trucks, aerial work platforms and machinerycarts. All existing text deleted.

This is an extension to the request to change the title (MLE-1). The same safety standards shouldapply to tugs, carts, aerial work platform, telehandlers, cranes or any type of powered mobile equipment. Many of theNRTL's are already including these in their evaluations. This standard needs to evolve from the original focus on forktrucks.

The committee felt that the proposed language was too vague regarding the type of vehiclesand mobile equipment being considered. The committee is willing to consider other similar types of vehicles and trucksfor which NFPA 505 might be applied.

_______________________________________________________________________________________________505-4 Log #7

_______________________________________________________________________________________________John F. Bender, Underwriters Laboratories Inc.

Revise text to read as follows:The design and installation of compressed gaseous hydrogen (CGH) fuel systems for fuel cell system–powered

electric industrial trucks shall be in accordance with ANSI/UL 2267.Reason: Add ANSI approval designation to ANSI/UL 2267.


Report on Proposals – November 2012 NFPA 505_______________________________________________________________________________________________505-5 Log #8


Revise text to read as follows:Fuel cell power systems shall be listed by a testing laboratory for the use intended and shall be tested and

labeled in accordance with ANSI/UL 2267.Reason: Add ANSI approval designation to ANSI/UL 2267.

_______________________________________________________________________________________________505-6 Log #9


Revise text to read as follows:Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096.

ANSI/UL 558, , 1996, Revised 2008 2010.ANSI/UL 583, , 1996, Revised 2007 2010.ANSI/UL 2267, , 2006, Revised 2011.

Reason: Add ANSI approval designation to ANSI/UL 2267 and update referenced standards to mostrecent edition.

_______________________________________________________________________________________________505-7 Log #22

_______________________________________________________________________________________________Aaron Harris, Nuvera Fuel Cells

Add new text to read as follows:A compressed hydrogen powered unit utilizing a fuel cell for conversion of fuel gas to

electricity that has minimum acceptable safeguards against inherent fire hazards.Renumber accordingly Sections 3.3.2.1 through 3.3.2.18.

Type CGH exists throughout the document with no definition.

Revise the submitted new text to read as follows:A compressed hydrogen powered unit utilizing a fuel cell that has minimum

acceptable safeguards against inherent fire and electrical shock hazards.The committee agrees with the proposed definition, but removed the description of the fuel cell

function and added that the safeguards are to prevent electrical shock hazards as addressed in Type E.




Proposal is to create a group to develop the DX standard.Problem: There is not an accepted standard for Diesel Powered trucks for Class I, Division 1. There is

an industrial need for these in the United States. Some people have excepted ATEX and some people use equipmentthat may be designed using various references as design guides.

The proposal fails to provide sufficient information for the committee to act upon. However,existing 1.3.4 provides that testing and labeling of industrial trucks addressed in this standard are under UL 558, whichdoes not currently address Type DX trucks.

_______________________________________________________________________________________________505-9 Log #16


Proposal is to create a group to include EX electrical in the DY standard so that a Class I, Division2 truck is a viable option.

Problem: There is not a viable standard for Diesel Powered trucks for Class I, Division 2. Therequirement in UL558 Type DY identifies NO Electrical. The alternative is pneumatic systems and these have notproven to be effective for mobile equipment. Therefore, few exist and most people are disappointed in the performance.Some engine modification companies claim to have DY compliance by doing it this way. The United States needs aviable standard or to approve ATEX.

Under the definition for Type DY, found in 3.3.2.6 electrical equipment that is suitable for thelocation of use is already permitted.



_______________________________________________________________________________________________Lewis C. Barbe, World Safety Organization

Add new definitions and a new section on hoses and fittings to read as follows:Structures shaped in such a way as to limit the operator's

compartment, separating it from the transmission parts and small units in order to protect personnel from moving parts,heat, noise, lubricants and dust.

Shields of fail safe design which covering the hydraulic system hoses to protect the operatorfrom hazards due to leaking or bursting hoses to protect the operator from hazards due to leaking or bursting hoses.

Hose guards should be so designed, constructed and used that it will:(a) provide positive protection;(b) prevent all access to the danger zone during operations;(c) cause the operator no discomfort or inconvenience;(d) not interfere unnecessarily with production;(e) operate automatically or with minimum effort;(f) be suitable for the job and the machine;(g) preferably constitute a design, integral built-in feature;(h) provide for machine oiling, inspection, adjustment and repair;(i) withstand long use with minimum maintenance;(j) be durable, fire- and corrosion-resistant;(k) not constitute a hazard by themselves (without splinters, sharp corners, rough edges, or other sources of

accident(s); and(l) protect against foreseeable use and foreseeable misuse of operational contingencies, not merely against normally

expected hazards as determined from a job safety analysis.9.7 Hoses and Fittings.9.7.1 Where hoses are used operating, and located that any discharge of the contents of the hose will endanger the

operator, deflecting shields (see Figure 9.7.1 shall be provided to protect the operator from sudden hose failure.9.7.2 The manufacturer of the vehicle shall provide a preventative maintenance replacement schedule for hoses

together a complete inspection procedure.9.7.3 Hoses shall where possible be designed out of the vehicles which contain hydraulic fluid or fuel under pressure

and elevated temperature.9.7.4. All hoses shall be designed to be fail safe in the event of a hydraulic or fuel hose rupture.9.7.5 Hydraulic hoses or fuel hoses shall be guarded to prevent the fire ball from a ruptured hose entering the zone of

safety where the operator is located.

***INSERT FIGURE 9.7.1 AN EXAMPLE OF GUARDS ON HOSES here***

I am directly aware of incidents regarding fires that have occurred and have resulted in the loss of life.The hazards are reported to include a fireball that develops together with the pressure of the burning hydraulic fluid,which acts like a flame thrower.Where hoses are used operating, and are located that any discharge of the contents of the hose will endanger the

operator, deflecting shields should be provided to protect the operator from sudden hose failure. Oil temperaturesexceed 450 degrees AND PRODUCE DEVASTATING BURNS AND FIRES.

The design for industrial trucks are determined by ANSI/ITSDF B56, Safety Standard for LowLift and High Lift Trucks. NFPA 505 defines the safety requirements relating to use of industrial trucks. This proposalshould be submitted to the ANSI/ITSDF B56.1 Standard for consideration. This does not belong in the NFPA 505Standard.



_______________________________________________________________________________________________

David Wechsler, Rep. American Chemical AssociationAdd a new FPN under section 4.1.2 to read as follows:

FPN: Industrial trucks equipped with “white” ‘non –marking’ or ‘non-marring’ tires may generate static electrical chargewhich may pose an ignition hazard when used in hazardous classified locations.

Action from the NFPA 505 ROP meeting was to modify Chapter 4 to utilize the NEC Article 500 et alHazardous (Classified) area defined terms. Section 500.4 (B) FPN No. 1 indicates that it is important that the authorityhaving jurisdiction be familiar with not only a number of standards, like those of the National Fire Protection Association,but also protection against static electricity. Static electricity is not currently addressed in this Chapter, but users need tobe aware that “white” ‘non-marking’ or ‘non-marring’ tires seem to have the potential to generate static electricity whichmight possibly be an ignition source if not properly addressed by following manufacturer recommendations. This FPNsimply provides a warning to uses of lift trucks equipped with these types of tires.

Revise the submitted new text and place it under A.8.3 to read as follows:A.8.3 The requirement of Section 8.3 applies particularly to trucks approved for use in hazardous (classified) locations.

Industrial trucks equipped with “white” ‘non-marking’ or ‘non-marring’ tires can generate static electrical charge whichcan pose an ignition hazard when used in hazardous classified locations.

The committee added the new sentence under the annex note to 8.3 Replacement Parts as themore appropriate location.

_______________________________________________________________________________________________505-12 Log #23


Revise text to read as follows:Power-operated industrial trucks that previously have been approved for, or that conform to the requirements for,

Type CN, Type G, Type LP, Type G/CN, or Type G/LP shall not be converted to a type designation for use in hazardous(classified) locations, such as conversion of LP to LPS, G to GS, or CN to CNS. Power-operated industrial trucks thatpreviously have been approved for, or that conform to the requirements for Type EE, ES, EX shall not be converted to aType CGH for use In hazardous (classified) location.

Explicit statement of the restriction on Type CGH trucks. Eliminates the ambiguity of conversion kitsdescribed in Section 7.

Revise the existing text in 4.1.8, move 4.1.8 to 7.1.5, and delete 4.1.9 to read as follows:4.1.8 7.1.5 The conversion of trucks approved for, or that conform to the requirements for, hazardous locations shall be

in accordance with the requirements of ANSI/UL 558 or ANSI/UL 583 and shall be certified by a nationally recognizedtesting laboratory (NRTL).4.1.9 Power-operated industrial trucks that previously have been approved for, or that conform to the requirements for,

Type CN, Type G, Type LP, Type G/CN, or Type G/LP shall not be converted to a type designation for use in hazardous(classified) locations, such as conversion of LP to LPS, G to GS, or CN to CNS.

The committee agrees with the issue being addressed by the suggested text, but chose torevise the existing language under 4.1.8 and move it to Chapter 7 for conversions. 4.1.9 was deleted because itconflicts with the requirement of 4.1.8. The committee believes that this maintains the restriction for CGH Type trucks.




Revise text to read as follows:The EE & ES should be: NA for all hazardous location .

Problem: trucks are being used in based on misinformation ofstandards Potential explosion may exist with loss of life.The UL583 document for E and EE type trucks was written for "fire and shock" protection (ordinary locations). There

were not any protection methods specifically designed for "explosion" protection from explosive gases or dusts. It isclearly stated in UL583 that the only product TYPE where "explosion hazards" (hazardous location) are considered iswith TYPE EX. Type EE only considers shock hazards and fire hazards that occur from over-heating (not gas or dustexplosion).A document specific to this topic was submitted to the committee on 9/22/2008 from Robert Zuiderveld (previous

committee member) which included an email from Francis Mah, Hazardous Locations Specialist at Underwriters Labs(Attached file: Questions about UL 583). Statements that apply from Mr. Mah are as follows:1)

"2) "

"Trucks that are designed and tested to the Ordinary Location Type EE and ES should not be allowed to operate in

Hazardous Locations. These should be changed from to in table 4.2(a) & (b).

The applications of addressing hazardous classified locations, which are locations in which thematerials are not normally present in easily ignitable quantities. These combinations allow for the AHJs to makedeterminations for the option to accept Type EE and ES vehicles as appropriate. The committee requests that theproponent clarifies the specific hazard classification areas that are intended to be revised, but that the suggestion toremove EE and ES from all hazardous areas is considered to be too restrictive. Authorization for use requires anunderstanding of the circumstances for the classification areas for which these trucks are to be approved.

_______________________________________________________________________________________________505-14 Log #2

_______________________________________________________________________________________________

Robert Zuiderveld, Servolift/SichelschmidtRemove all "S" type equipment labels Table 4.2.1 Division Summary Table on Use of Powered

Industrial Trucks. changing the "J" in these tables to "NA".Heat sources on "S" type powered industrial equipment and the introduction of catalytic converters

which have surface temperatures exceeding 1100F make these equipment types incredibly dangerous when operated inClass 1 and Class 2 hazardous areas.The NFPA report "Industrial Loader and Forklift Fires" published in January, 2009 states that on average 1340 fires are

ignited by heat sources on forklift and loader.The fact that NFPA 505 implies that "S" type equipment can be considered for use in potentially explosion hazardous

areas is in direct contrast with the committees and the NFPA 505 ultimate goal of fire prevention.

The applications of addressing Division 2 locations, which are locations in which the materialsare not normally present in easily ignitable quantities. The committee notes that no data has been provided to show thatcatalytic convertors are an issue in Division 2 locations through the exercising of Table 4.2(a). The trucks are mobilepieces of equipment, moving through the areas and not physical installations. These combinations allow for the AHJs tomake determinations for the option to accept Type S vehicles as appropriate.



_______________________________________________________________________________________________

Robert Zuiderveld, Servolift/SichelschmidtRemove all "S" type equipment from consideration by Authority having Jurisdictions in Table 4.2.2

Zone - Summary Table on Use of Powered Industrial Trucks by changing the "J" to "NA".Heat sources on "S" type powered industrial equipment and the introduction of catalytic converters

which have surface temperatures exceeding 1100F make these equipment types incredibly dangerous when operated inClass 1 and Class 2 hazardous areas.The NFPA report "Industrial Loader and Forklift Fires" published in January, 2009 states that on average 1340 fires

are ignited by heat sources on forklift and loader.The fact that NFPA 505 implies that "S" type equipment can be considered for use in potentially explosion hazardous

areas is in direct contrast with the committees and the NFPA 505 ultimate goal of fire prevention.

The applications of addressing Zone locations, which are locations in which the materials arenot normally present in easily ignitable quantities. The committee notes that no data has been provided to show thatcatalytic convertors are an issue in Zone locations through the exercising of Table 4.2(b). The trucks are mobile piecesof equipment, moving through the areas and not physical installations. These combinations allow for the AHJs to makedeterminations for the option to accept Type S vehicles as appropriate.

_______________________________________________________________________________________________505-16 Log #4

_______________________________________________________________________________________________

Robert Zuiderveld, Servolift/SichelschmidtAdd a column for Zone 1 Type equipment in Table 4.2.2 Zone - Summary Table on Use of

Powered Industrial Trucks and allow its use in Zone 1 II and Zone 2 hazardous areas.By adding the Zone concept to NFPA 505, it is only logical that equipment of the Zone 1 type may be

considered for use in Zone 1 IIA and Zone 2 hazardous areas.

The committee is uncertain of the action that needs to be taken, based on the submittedmaterial. Table 4.2(b) has provisions for Class I, Zone 1 and Class I, Zone 2.

_______________________________________________________________________________________________505-17 Log #5

_______________________________________________________________________________________________

Robert Zuiderveld, Servolift/SichelschmidtAdd a column for Zone 2 Type equipment in Table 4.2.2 Zone - Summary Table on Use of

Powered Industrial Trucks and allow its use in and Zone 2 hazardous areas.By adding the Zone concept to NFPA 505, it is only logical that equipment of the Zone 2 type may be

considered for use in Zone 2 hazardous areas.

The committee is uncertain of the action that needs to be taken, based on the submittedmaterial. Table 4.2(b) has provisions for Class I, Zone 1 and Class I, Zone 2.



_______________________________________________________________________________________________

Robert Zuiderveld, Servolift/SichelschmidtRevise text to read as follows:

4.3.3.12.3.2 Storage.4.2.3.2 In locations used for the storage of flammable liquids in sealed containers or liquefied orcompressed flammable gases in containers, approved power-operated industrial trucks designated as Types CNS, DS,ES, GS, LPS, GS/CNS, and GS/LPS shall be permitted to be used where approved by the authority having jurisdiction.4.4.4.2*2.7.2* 4.2.7.2* Type CNS, Type DS, Type ES, Type GS, Type LPS, Type GS/CNS, or Type GS/LPS industrial

trucks shall be permitted to be used if approved.4.4.5.2.1 4.2.9 Power-operated industrial trucks designated as Type CNS, Type DS, Type DX, Type DY, Type ES,

Type EE, Type EX, Type GS, Type LPS, Type GS/CNS, or Type GS/LPS shall be used in locations where easilyignitible fibers are stored or handled, including outside storage, but where such fibers are not processed ormanufactured.4.85.2.1.1 Approved power-operated industrial trucks designated as Type CNS, Type DS, Type ES, Type GS, Type

LPS, Type GS/CNS. Type GS/LPS4.85.2.2 Group IIC and IIB4.85.2.2.1 Approved power-operated industrial trucks designated as Type CNS, Type DS, Type ES, Type GS, Type

LPS, Type GS/CNS, Type GS/LPS, Type DX, Type DY, Type EE and Type EX, suitable for use in Class I, Zone 2,Group IIC and IIB locations shall be permitted to be used.4.85.2.3 Other Locations4.85.2.3.1 In locations used for the storage of flammable liquids in sealed containers, or liquefied or compressed

flammable gases in containers, approved power-operated industrial trucks designated as Type CNS, Type DS, TypeES, Type GS, Type LPS, Type GS/CNS, and Type GS/LPS, Type DX, Type DY, Type EE and Type EX shall bepermitted to be used.

"S" Type equipment only offers uncertified for use in hazardous areas added safety against electricalarcs and sparks.UL 585 and UL 558 do not require the following potential ignition sources to be addressed on "S" type equipment

making them unsuitable for consideration of use in potentially explosion hazardous areas.• Flame or spark emission from the exhaust system• Over-speeding from vapor ingestion• Surface temperatures• Arcs and Sparks from electrical equipment• Sparks from the discharge of static electricity• Sparks from friction• Sparks from impactIt is irresponsible and highly questionable that NFPA-505 implies that Authority Having Jurisdictions can consider this

type of equipment as suitable for use in potentially explosion hazardous areas. This standpoint appears to be in directcontradiction with the goal of improving fire safety of powered industrial equipment

The paragraph changes being suggested is to align with the changes that were rejected by thecommittee under 505-15 (Log #3).




Revise text to read as follows:Where it is determined that the location on piers and wharves used for handling general cargo

is not hazardous, approved, power-operated industrial trucks designated as Type CGH, Type CN, Type 0, Type E, TypeG, Type LP, Type G/CN, or Type G/LP or trucks that conform to the requirements for these types shall be permitted tobe used.

Include Type CGH in sections where Type E already exists. The Type CGH truck is intended for useonly in Type E environments at this time. Text should reflect both inclusions (environments where the truck is authorizedfor use) as well as exclusions (environments where the truck is not authorized for use).

_______________________________________________________________________________________________505-20 Log #25


Revise text to read as follows:Where is it determined that the location for general storage in warehouses

or general outside storage is not hazardous, any, power-operated industrial trucks designated as Type CGH, Type CN,Type 0, Type E, Type G, Type LP, Type GICN, or Type G/LP shall be permitted to be used, or trucks that conform to therequirements for the specified types shall be permitted to be used.


_______________________________________________________________________________________________505-21 Log #26


Revise text to read as follows:Where it is determined that the location on a general industrial or commercial

property used for handling or processing materials (with storage being incidental to handling and processing), or forboth, is not hazardous, any approved power-operated industrial truck designated as Type CGH, Type CN, Type D, TypeE, Type G, Type LP, Type G/CN or Type G/LP shall be permitted to be used, or trucks that conform to the requirementsfor the specified types shall be permitted to be used.





Revise text to read as follows:A truck designated as Type E, Type ES or Type EE that is converted to another of those designations shall

conform to the requirements for the new designation in accordance with ANSI/UL 558583.Editorial. The reference is incorrect.

_______________________________________________________________________________________________505-23 Log #10


Revise text to read as follows:Conversion kits for converting a Type E, Type ES, or Type EE truck to a fuel cell powered electric industrial truck

shall conform to the applicable requirements of ANSI/UL 583 and ANSI/UL 2267.Reason: Add ANSI approval designation to ANSI/UL 2267.

_______________________________________________________________________________________________505-24 Log #CP2


Revise text to read as follows:Conversion kits for converting a Type E, Type ES, or Type EE truck to a fuel cell powered electric industrial truck

shall conform to the applicable requirements of ANSI/UL 583 and ANSI/UL 2267.The committee removed Type ES and Type EE as insufficient data indicates that this is acceptable

common practice and does not currently comply with UL 2267.




Add new text to read as follows:Kits for the conversion of Types E to Type CGH trucks including battery replacement modules as described by

UL2257, shall include(1) Written approval from the vehicle OEM for the conversion(2) Assessment of the effect on truck center of gravity by a person qualified to perform such an assessment(3) Step-by-step Installation instructions with illustrations, if necessary(4) All parts necessary to complete the installation, including the following:(a) Functional components(b) Mounting brackets and hardware(c) Connecting wires, hoses, and fittings(d) Sealants, if required

(5) A durable corrosion-resistant plate, indicatinq the converted type designation of the truck(6) A metal nameplate attached to the CGH module (for battery replacement conversions) compliant to the marking

requirements of UL2267.(7) Instructions for removal or deactivation of the existing components or functions related to Type E operation.(8) Instructions covering checks and tests Lo be performed after the conversion and prior to putting the truck into

serviceCurrent practice is the replacement of batteries in existing Type E vehicles with a similarly sized and

weighted hydrogen powered fuel cell system. In the proposed process the vehicle OEM retains supervision of theprocess. An informal validation of fuel cell systems is currently in place. As a redundant administrative safety, theinstaller must perform a site specific center of gravity assessment to prevent tip-over during operation. This method alsoaddresses the need for an additional nameplate.

7.2.8* Kits for the cConversion kits of Types CN, G, LP, G/CN and , G/LP, and E trucks shall comply with 7.1.4 andinclude the following:(1) Step-by-step installation instructions with illustrations including deactivation and removal of existing components

and the tests or checks required prior to returning the truck to service(2) All parts necessary to complete the installation, including the following(a) Functional components(b) Mounting brackets and hardware(c) Connecting wires, hose, and fittings(d) Sealants, if required

(3) A durable, corrosion-resistant plate, indicating the converted type designation of the truck, for permanent mountingadjacent to the manufacturer’s nameplate on the truck(4) A metal durable, corrosion-resistant nameplate attached to the LPG-tank mounting that identifies the fuel container

assembly to be used in situations where the conversion is to LPG and removable fuel tank is to be used(5) A durable, corrosion-resistant nameplate attached to the CGH module compliant to the marking requirements of

ANSI/UL 2267 where the conversion is to CGH and a removable CGH module is used(5) A gasoline fuel tank with necessary mounting and connection hardware and installation instruction where the

conversion is from CNG or LPG to gasoline or a dual fuel.(6) Instructions for removal or deactivation of the existing components, including the gasoline tank(s), where the

conversion is from gasoline or a dual fuel to CNG or LPG or from Type E to Type CGH(7) A tank or tanks, as appropriate, with the necessary mounting and connection hardware and installation instructions

where the conversion is from LPG to CNG or a dual fuel, or where conversion is from gasoline to CNG or a dual fuel andthe truck is not equipped with a CNG or gasoline fuel tank, or both(8) Instructions covering checks and tests to be performed after the conversion and prior to putting the truck into

serviceA 7.2.8 The conversion of vehicles kits should consider the functional components such as gasoline tanks, mounting

brackets for new hardware, wires, hose, fittings, and sealant. The instructions should also detail the safe deactivation ofcomponents.

The committee concluded that a new 7.2.9 was not needed because the suggested changes


Report on Proposals – November 2012 NFPA 505could be added into a revision of the existing 7.2.8.

_______________________________________________________________________________________________505-26 Log #29


Revise text to read as follows:The compression, storage, handling, and dispensing of compressed natural gas (CNG) and CGH shall be

located and conducted in accordance with NFPA 52 and the compression. storage, handling and dispensing ofcompressed hydrogen gas (CGH) shall be located and conducted in accordance with NFPA 2.

Reference should reflect the NFPA 2 -2011 document published in April 2011.

Revise the submitted text to read as follows:The compression, storage, handling, and dispensing of compressed natural gas (CNG) and CGH shall be

located and conducted in accordance with NFPA 52.The compression, storage, handling and dispensing of compressed hydrogen gas (CGH) shall be located and

conducted in accordance with NFPA 2.The committee agrees with the proposed change, but separated the requirement out into a new

9.1.3.2. Subsequent paragraphs will be renumbered beginning with the existing 9.1.3.2.

_______________________________________________________________________________________________505-27 Log #30


Revise text to read as follows:The engine truck shall be stopped disabled and the operator shall not be on or inside the truck during refueling.

Intent of this statement is prevention of 'drive-offs' the statement must accommodate both CNGengines and fuel cell battery hybrid engines. Batteries are not capable of being 'turned off' therefore the statement ismisleading. While turning off the CNG engine effectively disables the truck, electric trucks are disabled when theoperator is no longer sitting or standing in the driver's compartment due to electrical safety interlocks.

Revise the submitted text to read as the renumber 9.1.3.3 for CNG and a new 9.1.3.4 for CGH as follows:While refueling CNG, tThe engine shall be stopped and the operator shall not be in the normal

operating position on or inside the truck during refueling.While refueling CGH, the operator shall not be in the normal operating position.

The committee agreed with the material that was submitted, but separated the refuelingrequirements into two paragraphs for CNG and CGH. The phrase "on or inside the truck" was changed to "normaloperating position" to clarify that the user is not allowed to be driving the truck during refueling. The fuel cell is permittedto be running during refueling. The existing 9.1.3.3 and 9.1.3.4 are to be renumbered.

_______________________________________________________________________________________________505-28 Log #31


Revise text to read as follows:Containers, valves, and hose and fittings shall be protected from physical damage using the vehicle

structure, valve protectors, or suitable guards in accordance with NFPA 52 for Type CNG trucks and NFPA 2 for TypeCGH trucks.

Reference should reflect the NFPA 2 -2011 document published in April 2011.


Report on Proposals – November 2012 NFPA 505_______________________________________________________________________________________________505-29 Log #CP3


Delete 9.1.3.6 as follows:9.1.3.6 A CNG or CGH cylinder shall not be charged in excess of its maximum allowable working pressure at the

normal temperature for the cylinder.The committee believes that this is already addressed in 9.1.3.1 and the changes made in 505-26 (Log

#29).

_______________________________________________________________________________________________505-30 Log #32


Revise text to read as follows:A CNG and CGH cylinder shall not be charged in excess of its maximum allowable working pressure at the

normal temperature for the cylinder.A CGH cylinder shall be fueled in accordance with NFPA 2.

Renumber accordingly.Reference should reflect the NFPA 2 -2011 document published in April 2011.

The committee deleted the proposed 9.1.3.7 to coordinate with the action taken under 505-26(Log #29). The committee also deleted existing 9.1.3.6 with the action taken on 505-29 ( Log #CP3).

_______________________________________________________________________________________________505-31 Log #33


Revise text to read as follows:CNG-powered or CGH fuel cell system-powered trucks shall not be parked near sources of heat or open

flames (such as welding stations or furnace burners) or similar sources of ignition.Editorial adjusted wording to better reflect the intent and provide specific, common examples.

The committee believes that the current wording is clear and adequately addresses the knownhazards.




Add new text to read as follows:For Type CNG trucks, the service valve of the fuel container shall be closed whenever vehicles are parked

overnight or stored indoors for a protracted time.For Type CGH trucks the fuel cell system shall be shutdown and the isolation valve de-energized in the

closed position whenever the vehicles are parked for protracted time.Valves on CGH trucks are inaccessible for day to day operations. Tank valves are only accessible

when the battery replacement module is removed from the system. UL 2267 prescribes a permanently mounted tank.

Revise the suggested new text to read as follows:For Type CNG trucks, the service valve of the fuel container shall be closed whenever vehicles are parked

overnight or stored indoors for a protracted time.9.1.3.12 For Type CGH trucks the fuel cell system shall be shutdown and the isolation valve de-energized in the closed

position whenever the vehicles are parked for protracted time.The committee agreed to add clarification that 9.1.3.11 applies to Type CNG trucks, but

rejected the suggested 9.1.3.12 for CGH because the fuel cell shutdown does not require action on the user's part. Thecommittee removed the underline everywhere in 9.1.3.11, but retained it under "For Type CNG trucks," to indicate thesuggested new text.



_______________________________________________________________________________________________Mindy Wang, Ampco Safety Tools

Add new text to read as follows:Tools and other metal objects shall be kept away from the tops of uncovered batteries. Tools and equipment for

work on batteries shall be equipped with handles listed as insulated for the maximum working voltage. Spark resistanttools shall be required when the hazard identification and risk assessment justify their use.

Although there is a ventilation provision in paragraph 9.3.2.1, we believe that guidance is prudent in the event that aflammable environment develops as could be expected with ventilation or equipment malfunction. In “Guidelines for FireCorps Standard Operating Procedures in the Event of Hydrogen Releases”, N. Grasso and the others stated that“Hydrogen is colorless, odorless, tasteless and therefore not detectable by the human senses”. Hydrogen can exceed1% concentration in battery charging area due to ventilation or equipment failure. For example, based on theassumptions and examples given by GB Industrial Battery on their website athttp://giantbatteryco.com/GLOSSARY/Calculate.Industrial.Battery.Hydrogen.Gas.Emission.html, a typical lead acidmotive power battery develops approximately 0.01474 cubic feet of hydrogen per cell at standard temperature andpressure, 20% of overcharge during a recharge, 6-hour rated capacity of battery in ampere hours, gas released duringthe last 4 hours of an 8-hour charge, 24 cells per battery, 450 ampere size battery, hydrogen concentration can becalculated (24 × 0.2 × 0.01474 × 450)/4 = 7.9596 cubic feet per battery per hour. Assume 5 batteries are in the chargingarea, 7.9596 × = 39.79 cubic feet of hydrogen released per hour. For a room with a flat roof, 20 feet long, 30 feet wide,20 feet tall, room size is 20 × 30 × 20 = 12,000 cubic feet, it will only take 12 hours for hydrogen to reach its LEL of 4%concentration. In a smaller room such as 12’ × 14’ × 12’ = 2,016 cubic feet, it will only take 2 hours for hydrogen to reachits LEL of 4% concentration. The point is that in the event of ventilation or equipment failure, batteries can quickly createa flammable environment that is not detectable by the human senses.Non-sparking hand tools are used to guard against mechanical sparks such as impact and friction sparks, which are

both a potential ignition source in flammable environments. Hand tools used on batteries such as pliers, screwdriverswrenches, and sockets are used in a torque application, i.e. tools will make contact in a rubbing action. Friction sparksare generated from rubbing or surface contact between steel and other materials. While insulated steel tools protectagainst electrical shock, they can still generate friction sparks and therefore create an ignition hazard in a flammableenvironment. This occurs when the exposed metal parts of the insulated steel tool rub against another hard surfacesuch as steel nuts and bolts used on the terminal clamps.

In a document entitled, Frictional Sparking, Martin Sheldon stated that “It is well known that the sharpening of steeltools on a grindstone is accompanied by showers of sparks.” Sheldon went on to say “frictional heating and sparkoccurs when two solid bodies come into contact with each other, because of microscopic surface irregularities, they donot touch over the whole of their surfaces but only at a relative few spots. At the actual contact spots adhesion occursbetween the two bodies and if they are moved relative to each other the work necessary to overcome this adhesion isconverted into heat, raising the temperature of the bodies…As the contact spots are forced apart fragments of thematerials may be broken off and projected into the surroundings…These small particles of material have arisen from theareas where work was expended. If these particles are heated sufficiently the glowing particles will appear as frictionalsparks.”In a test study conducted by W. Bartknecht, Ignition Capability of Hot Surfaces and Mechanically Generated Sparks in

Flammable Gas and Dust/Air Mixtures, showed that if steel is rubbed against steel for a longer duration, (0.5-2.0seconds), as could be expected in hand tool use, then friction sparks are generated. It goes on to conclude that Steelfriction sparks are more ignition-effective then steel grinding sparks.Another test by R.E. Bruderer, Ignition Properties of Mechanically Sparks and Hot Surfaces in Dust/Air Mixtures,

reported that “systematic tests with steel friction sparks resulted in the ignition of the easily ignitable flammable gases(hydrogen) and combustible dusts.”M.J. Burgess and R.V. Wheeler also reported immediate ignitions of hydrogen-air obtained by rubbing mild steel on

mild steel at 2 meter per second in Safety Mines Research Bd. Paper 46, H.M.S.O.NFPA 30, Flammable and Combustible Liquids, Chapter 6, Section 6.5.1 lists frictional heat or sparks as sources of

ignition of flammable vapors and precaution shall be taken to control ignition sources.OSHA Flammable and Combustible Liquids regulation, 29 CFR Parts 1910.106(b)(6) states that precaution shall be

taken to eliminate or control sources of ignitions including frictional heat and mechanical sparks to prevent the ignition of


Report on Proposals – November 2012 NFPA 505flammable vapors.In Frictional Sparking, Martin Sheldon reported steel friction sparks are incandescent particles at temperatures around

1500°C/2732°F.NFPA 921, Guide for Fire and Explosion Investigations 2008 Edition, Chapter 5 Basic Fire Science Table 5.76.1.1

Reported Burning and Sparking Temperature of Selected Ignition Sources under Mechanical Sparks lists a Steel toolspark temperature at 2550°F.NFPA Handbook 20th edition, Section 9, Chapter 17 Oxygen-Enriched Atmospheres, Table 9.17.3 Ignition and

Flammability Properties of Combustible Liquids and Gases in Air and Oxygen at Atmospheric Pressure, Hydrogen-airmixtures have a minimum ignition temperature of 520°C/968°F. Therefore the temperature of a steel spark far exceedsthe minimum ignition temperature of hydrogen which means that when the atmosphere is flammable, a steel tool sparkis capable of igniting hydrogen.Recognizing the potential for steel tools to be an ignition source in flammable environments, the Occupational Safety &

Health Administration (OSHA) provides guidance in booklet 3080 Hand and Power Tools, 2002 revised, “iron and steelhand tools may produce sparks that can be an ignition source around flammable substances. Where this hazard exists,spark-resistant tools should be used.”OSHA eTools, Powered Industrial Trucks (Forklift), Parts of An Industrial Batter, Requirements and Recommended

Practices states that “Use only non-sparking, non-conductive tools.”Therefore, friction from continuous or intermittent contact between steel and other materials giving a rubbing action can

produce sparks that are capable of igniting hydrogen.

This sample of OSHA documented accidents illustrates that accidents do happen when proper safety measures arenot taken to guard against friction sparks from steel tools.Listed as accident #82 on dust incident data compiled by the Chemical Safety Board (CSB), an explosion resulted as a

spark created by a worker with an Allen wrench who was turning a screw to adjust a machine. The spark ignited somepropellant dust and a vacuum system carried the fire another room where a barrel of dust exploded.OSHA inspection #124728437, employee #1 and a coworker, both maintenance mechanics, were working in a 30 in.

by 36 in. manhole at a Space Age Fuel gas station in Gresham, OR. Employee #1 was trying to change a fuel pump,while the coworker watched from outside the manhole. Employee #1 was using an Allen wrench to loosen the bolts onthe fuel pump lead when he apparently created a spark that ignited the gas fumes in the manhole, causing an explosion.Employee #1 suffered burns to his face, hands, arms, and legs. He was transported to hospital for treatment.OSHA inspection #126764497, employee #1 was performing maintenance work on equipment used to make ignition

caps for automotive air bags. He ran into some problems and called maintenance, but instead of waiting for them toarrive, he dismantled and attempted to reassemble the parts. In the process, he put in a part upside down. The part hadfour screws, and while two of them were still able to be installed, the other two no longer matched with their holes.Unaware that the part was upside down, Employee #1 tried to force one of the screws in at an angle. The frictionresulting from this effort ignited the cap's residual explosive material. Flames flashed up the sleeve of Employee #1'ssmock and he sustained third-degree burns to his arm.OSHA inspection #309946457, employee #1 was working in the hydrogenation area when he removed the lid from

Converter Number 1 and placed it on the ground next to the approximately 25-in.-diameter opening to the converter.Employee #1 then removed the gasket from around the lid and used a wire-brush grinder to remove the silicone that hadsealed the gasket to the lid. Converter Number 1 contained a mixture of vegetable oil and hydrogen. While Employee #1was grinding the lid, sparks mixed with the hydrogen and exploded. Employee #1 was thrown approximately 7 ft into theair and onto some overhead pipes. Employee #1's right arm was severed and he was killed.NFPA 505 provides guidance on the safe use, maintenance and operation of industrial trucks to minimize fire hazards.

As such, when considering battery charging area or room that can reasonably be expected to become flammableenvironments, friction sparks from insulated steel tools should not be overlooked as an ignition source. Unless it caneasily be determined that the hydrogen concentrations in the battery charging area are not within the flammability limits,it is a safer work practice to require the use of insulated non-sparking tools in these environments. Without added text,steel tools are likely to be used which in flammable environments expose employees to an explosion and fire hazard.Proposed text is consistent with provisions in NFPA 70E Standard for Electrical Safety in the Workplace, Article 320

which provides guidance on safe work practice on batteries.However, if upon further consideration, the Committee still does not see the need for restricting insulated steel tools in

flammable atmospheres, we ask the Committee to at least include the proposed text in Annex text to raise theawareness of ignition hazard associated with steel tools in direct contact with flammable materials.


Report on Proposals – November 2012 NFPA 505

Paragraph 9.3.9 of NFPA 505 already requires personnel to be trained, including theappropriate tools to be used. It is the responsibility of the user to establish the appropriate tools and equipment.

_______________________________________________________________________________________________505-34 Log #35


Add new text to read as follows:

Section 9.4 shall apply to fuel cell system modules used to replace batteries in Type E trucks and replaceablefuel cell system modules in Type CGH trucks.

Chain hoists shall be equipped with load-chain containers [NFPA 505, 9.3.5]A properly constructed spreader bar or other appropriate lifting device shall be used with an overhead hoistSpreader bars shall be insulated where exposed electrical connections may contact the lifting device

Reinstalled Type CGH modules will provide eguivalent or greater counterbalance weight for the truckReinstalled Type CGH modules will provide eguivalent center of gravity with some tolerance for variability from

module to module. The variability in the center of gravity shall not affect the safe operation of the truck.Removal or replacement of batteries or other stored energy devices on Type CGH modules shall not require the

use of protective clothingTrained and authorized personnel shall change Type CGH modules.Smoking shall be prohibited in the Type CGH changing areaPrecautions shall be taken to prevent open flames (such as welding or furnace burners) in the changing area.

Renumber accordingly.Type CGH modules are intended to remain in trucks for day to day operation. Periodic service and

inspections will require removal of the unit from the truck. This chapter provides guidance modeled after Section 9.3 forthe removal and reinstallation of Type CGH modules in trucks.

Revise the suggested new text to read as follows:

Section 9.4 shall apply to fuel cell system modules used to replace batteries in Type E trucks and replaceablefuel cell system modules in Type CGH trucks.

Chain hoists shall be equipped with load-chain containersA properly constructed spreader bar or other appropriate lifting device shall be used with an overhead hoistSpreader bars shall be insulated where exposed electrical connections may contact the lifting device

Reinstalled Type CGH modules shall comply with the requirements of 7.1.4Removal or replacement of batteries or other stored energy devices on Type CGH modules shall not require the

use of protective clothingTrained and authorized personnel shall change Type CGH modules.Smoking shall be prohibited in the Type CGH area.Precautions shall be taken to prevent open flames, sparks, or electric arcs in the area.

Renumber accordingly.The committee revised the submitted 9.4.3 and 9.4.4 to more correctly refer to the requirement

under 7.1.4. 9.4.8, renumbered to 9.4.7 was revised to be consistent with 9.3.13 with regard to precautions for the fuelcell changing area.



_______________________________________________________________________________________________J. R. Nerat, Badger/Kidde Fire Protection

Revise text to read as follows:The type of extinguisher used on a truck shall be in accordance with the hazard classification guidance

provided in NFPA 10. Material handling vehicles such as forklifts, shall have a minimum of one 1A:10:B:C rated fireextinguisher properly mounted in a visible or marked location, that is accessible from ground level.

Material handling vehicles present various potential situations where spillage of combustible materialscan occur. Should ignition result, the ability of vehicle operators to quickly respond and address initial fire situations intheir earliest stage, represents the highest potential for successful extinguishment and personnel safety.The suggested 1A:10B:C rated fire extinguisher represents a reasonable minimum size and performance level,

necessary to address incipient fires in their earliest stage.The general NFPA-10 fire extinguisher selection, placement and distribution minimum recommendations for a given

facility do not address various vehicle product handling/spillage hazard conditions they can present. Minimum NFPA-10fire extinguisher recommendations are only established using three basic types of occupancy classifications and theanticipated quantities of fuel normally present.When an application presents special or contributing fire hazard safety considerations, they are expected to be

properly addressed by the standards responsible for them. The NFPA-505 standard specifically addresses fireprotection recommendations for industrial trucks, and is the likely source for obtaining proper minimum fire protectionguidance and recommendations associated with forklift operations.Examples of other NFPA standards addressing and containing specific minimum vehicle fire extinguisher

recommendations are as follows:NFPA-407 (2007) paragraphs 4.3.9.1, 4.3.9.2, 4.3.9.3, 4.3.9.4,NFPA-58 (2008) paragraphs 6.23.8, 7.2.3.8, 7.2.3.9, 9.3.5, 9.4.7NFPA-59A (2009) paragraph 12.6.4NFPA-385 (2007) paragraphs 9.3.1, 9.3.3NFPA-121 (2009) paragraphs 7.3.1, 12.2.1.1NFPA-307 (2006) paragraph 10.1.2NFPA-241 (2004) paragraphs 7.7.5, 11.7.2NFPA-495 (2006) paragraphs 8.2.6, 8.2.6.3, 8.2.6.5, 8.2.7.2(1)NFPA-610 (2009) paragraphs 7.2.2.2(1), 2.2.2.2(4)NFPA-1192 (2008) paragraphs 6.4.1.1, 6.4.1.2, 6.4.7.5Review of NFPA reports also indicate that U.S. fire departments alone respond to an estimated annual total of 1,340

structure and vehicle fires in which industrial loaders, forklifts or related material handling vehicles were directly involvedin ignition.

NFPA 10 already requires that appropriate fire extinguishers are readily available. It may notbe necessary to include these on the lift truck as a requirement.




Revise text to read as follows:Specific standards that cover the types of industrial trucks defined in Section 3.3 have

been published by Underwriters Laboratories Inc. and are identified as ANSI/UL 2267, ANSIIUL 558 and ANSI/UL 583.ANSI/UL 2267 covers Type CGH trucks. ANSI/UL 558 covers Types D, OS, DY, G, GS, LP, LPS, G/LP, and GS/LPS;ANSI/UL 583 covers Types E, EE, ES, and EX. Standards for Types CN, CNS, G/CN, and GS/CNS trucks are not inpublished form; however, information regarding the requirements for these type designations is available fromUnderwriters Laboratories Inc.The examination of powered industrial trucks by Underwriters Laboratories Inc. relates tofire hazards only for Types 0, DS, DY, G, GS, LP, LPS, G/LP, and GS/LPS industrial trucks that are powered by internalcombustion engines; to fire and electrical shock hazards only for Types E, ES, and EE battery-powered industrial trucks;and to fire, electric shock, and explosion hazards for Type EX trucks that are suitable for use in Class I, Group D, orClass II, Group G, hazardous locations. Trucks that have been examined and classified as meeting the respectiveUnderwriters Laboratories standards for Type EX trucks can be found in the UL Hazardous Locations EquipmentDirectory. Other trucks that have been examined and classified as meeting the respective Underwriters Laboratoriesstandards for a particular area of use are identified in the UL Online Certification.

Editorial, added reference for UL2267 to appendix material.

Revise text to read as follows:Specific standards that cover the types of industrial trucks defined in Section 3.3 have

been published by Underwriters Laboratories Inc. and are identified as ANSI/UL 558 and ANSI/UL 583. ANSI/UL 558covers Types D, OS, DY, G, GS, LP, LPS, G/LP, and GS/LPS; ANSI/UL 583 covers Types CGH, E, EE, ES, and EX.Standards for Types CN, CNS, G/CN, and GS/CNS trucks are not in published form; however, information regarding therequirements for these type designations is available from Underwriters Laboratories Inc.The examination of poweredindustrial trucks by Underwriters Laboratories Inc. relates to fire hazards only for Types 0, DS, DY, G, GS, LP, LPS,G/LP, and GS/LPS industrial trucks that are powered by internal combustion engines; to fire and electrical shockhazards only for Types CGH, E, ES, and EE battery-powered industrial trucks; and to fire, electric shock, and explosionhazards for Type EX trucks that are suitable for use in Class I, Group D, or Class II, Group G, hazardous locations.Trucks that have been examined and classified as meeting the respective Underwriters Laboratories standards for TypeEX trucks can be found in the UL Hazardous Locations Equipment Directory. Other trucks that have been examined andclassified as meeting the respective Underwriters Laboratories standards for a particular area of use are identified in theUL Online Certification.

The committee removed ANSI/Ul 2267 because it is the fuel cell and not the Type CGH that isaddressed in that document. ANSI/UL 583 addresses CGH. The committee added CGH in the Types covered by 583.




Revise text to read as follows:Section 7.1 provides that responsibility for the acceptance of an industrial truck that has been converted rests

entirely with the inspection authority having jurisdiction . The responsibility for determining whether a truck has beenproperly converted is that of the authority having jurisdiction because it is impractical to ship each converted truck backto the testing laboratory to be reexamined or retested. It is also impractical for the laboratory to send a representativeinto the field to examine or test every converted truck.Authorities having jurisdiction are not always expert in recognizing the criteria that constitute a proper conversion.Installation directions furnished with conversion equipment, "Listed by Report," specify in detail how to perform theconversion so that it meets the requirements of NFPA 58 for trucks using liquefied petroleum Gas, NFPA 52 for trucksusing compressed natural gas and NFPA 2 for trucks using compressed hydrogen gas. The detailed instructions supplythe authority having jurisdiction with the necessary.information to determine whether a truck has been properly converted.

Added references to the appropriate NFPA documents.

Revise text to read as follows:Section 7.1 provides that responsibility for the acceptance of an industrial truck that has been converted rests

entirely with the inspection authority having jurisdiction . The responsibility for determining whether a truck has beenproperly converted is that of the authority having jurisdiction because it is impractical to ship each converted truck backto the testing laboratory to be reexamined or retested. It is also impractical for the laboratory to send a representativeinto the field to examine or test every converted truck.Authorities having jurisdiction are not always expert in recognizing the criteria that constitute a proper conversion.Installation directions furnished with conversion equipment, "Listed by Report," specify in detail how to perform theconversion so that it meets the requirements of NFPA 58 for trucks using liquefied petroleum gas, NFPA 52 for trucksusing compressed natural gas and NFPA 2 for trucks using compressed hydrogen gas. The detailed instructions supplythe authority having jurisdiction with the necessary. information to determine whether a truck has been properlyconverted.

The committee editorially revised the proposal, but made no technical changes.

_______________________________________________________________________________________________505-38 Log #11



ANSI/UL 558, , 1996, Revised 2007 2010.ANSI/UL 583, , 1996, Revised 2008 2010.Hazardous Locations Equipment Directory, 2008 2011.

Reason: Update referenced standards and directory to most recent revisions.





ANSI/UL 2267, Standard for Safety Fuel Cell Power Systems for Installation in Industrial Electric Trucks, 2006.Revised 2011.ANSI/UL 558, Standard for Safety Industrial Trucks, Internal Combustion Engine-Powered, 1996, Revised 2007.ANSI/UL 583, Standard for Safety Electric-Battery-Powered Industrial Trucks, 1996, Revised 2008.Hazardous Locations Equipment Directory, 2008.

Added references to the appropriate UL2267.


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