LNG

Vehicle Fuel Tank System

Liquid Natural Gas — The Clean Fuel for Today and Tomorrow

O P E R AT I O N S M A N U A L

A Chart Industries Company


A Chart Industries Company
Vehicle Tank Fuel Station
Customer Service: Customer Service:
Phone: 770-720-6770 Phone: 952-882-5204
Fax: 770-479-6539 Fax: 952-882-5080
Web site: www.nexgenfueling.com
This manual deals with LNG vehicular fuel tanks,
the hazards, and the safety precautions that are
necessary when working with this type of equip-
ment. The manual is designed to familiarize
experienced mechanics and vehicle operators
with the features, safety precautions, operating
procedures and maintenance of the LNG Fuel Sys-
tem provided by NexGen Fueling. For more
generalized information on LNG fuel systems refer
to NFPA 57 and 59A available from the National
Fire Protection Association, www.nfpa.org, 617-
770-3000. For information on handling cryogenic
liquids Refer to CGA P-12 available from the Com-
pressed Gas Association, www.cganet.com,
703-788-2700.
No attempt should be made to fill or maintain this
equipment until this manual and its supplements
have been read and fully understood.
SAFETY
Hazards of LNG
LNG is predominately methane gas. It is cooled to very low
temperatures (less than minus 200° F) and stored as a cryo-
genic liquid under pressure (up to 230 psig). Working with
the equipment can expose you to the following hazards.
Flammable Gas: Although the liquid is not flammable it
rapidly evaporates in air into large volumes of gas. The
gas expands to 600 times its original liquid volume. So
even small liquid leaks can pose a large fire hazard near
the leak. The gas is flammable in concentrations of
between 5% and 15% in air.
Cryogenic Temperatures: The liquid LNG is below
minus 200° F. Since this liquid is stored under pressure
you can be cryogenically burned very easily by com-
ing in contact with a pressurized liquid stream. You can
also be cryogenically burned by hard contact with a
cryogenic temperature fuel line.
Large Expansion Ratio: Since LNG will expand to 600
times its original volume when warmed from a cryo-
genic liquid to a room temperature gas it will build
extremely high pressures (over 3000 psig) if trapped in
lines. Pressures this high will cause lines and fittings to
fail. Care must be taken in the design of piping systems
and during maintenance operations to assure that liq-
uid cannot become trapped between two valves.

Throughout this manual items appearing in Inert Gas: Although natural gas is non-toxic it is an inert
Bold Text highlight conditions that can result
gas and can cause asphyxiation if present in very large
in serious injury or death.
concentrations. This is a minimal hazard with vehicle fuel
systems as they simply don’t contain enough product to
Table of Contents
displace large quantities of oxygen around the vehicle.
Section Description Page No.
Safety Precautions
Safety 1
Keep the equipment area well ventilated. This will prevent
I Introduction 2
the buildup of methane gas if leaks are present.
II Plumbing Components 3-4
III Accessories 5-6 Cover eyes and exposed skin when working on LNG systems.
IV Installation 7-10
Isolate the fuel tank and remove the pressure from the
V Fueling 11-12
system prior to maintenance operations.
VI Troubleshooting 13-16
VII Component Replacement 17-18 Keep equipment away from open flames, sparks, and
VIII Parts List 19-21 temperatures over 1
Ò 200° F.

IX Appendix 22-25 Utilize leak detection equipment to locate small leaks.

X Warranty 26

1

Congratulations !!
You have just purchased the worlds most advanced
LNG vehicle fuel tank. Despite its high tech appear-
ance you will find it easy to use and maintain. It will
give years of trouble free service and is designed to
outlive the vehicles on which it is installed.
Cryogenics
The LNG fuel tank is a cryogenic container. This means
that it stores the natural gas fuel as a highly refrigerat-
ed liquid at low pressure. Typically the fuel
temperature is about –220° F, and the fuel pressure is
about 70 psig. The reason for cryogenic storage is that
natural gas is much more dense as a low temperature
liquid than it is as a compressed gas. Typically you can
get three times as much gas in the same space at
about half the weight if it is stored as a cryogenic liq-
uid instead of as a compressed gas.
The Storage Tank
To contain this cryogenic fuel without the use of any
outside source of refrigeration the tank has to be
extremely well insulated. To achieve the high level of
insulation efficiency needed the LNG pressure vessel
is covered with insulation and enclosed by an outer
vacuum vessel. A vacuum is pulled between the LNG
tank and the outer shell. This combination of insula-
tion and vacuum, called super-insulation, has the
highest thermal efficiency known with an R value
exceeding 5000. This type of insulation allows for
standby times of over a week with no loss of product.
Relief Valves
Vapor Shutoff
Valve
Pressure Control
Regulator
Fill Check Valve
Fuel Shutoff Valve
INTRODUCTION I
Both the inner pressure vessel and the outer vacu-
um vessel are constructed of stainless steel. Stainless
has both the low temperature strength necessary to
contain the cryogenic fuel and the high temperature
toughness to allow the vacuum casing to armor the
inner pressure vessel. With an all stainless vessel
support structure as well, the LNG fuel tank can with-
stand years of vehicular service with no loss of
performance.
Fuel Delivery System
The driving force for delivery of the fuel to the
engine is provided by the fuel pressure itself, there
are no pumps in the system. When the engine
demands fuel the pressurized liquid natural gas
flows out of the tank toward the engine. The cold
pressurized fuel then passes through a Heat
Exchanger. The Heat Exchanger uses engine
coolant to vaporize the liquid and turn it into a gas.
Once out of the Heat Exchanger the fuel is a warm
gas, at tank pressure, ready to be burned by the
engine. Tank pressure is maintained by a tank
mounted Pressure Control Regulator that vents
excess pressure into the fuel line during periods of
engine operation.
Super Insulation
Inner Vessel
Evacuation Port
Outer Vacuum
Jacket
Excess Flow Valve
2
 II PLUMBING COMPONENTS
1 Fill Check Valve
The fill line check valve is a bronze swing check with a
soft seat. Its function is to prevent backflow through
the fill line in the event of a fuel coupler failure or
vehicle accident. It relies on tank pressure to seal and
despite the soft seat should not be regarded as a pos-
itive shutoff valve. The Fill Check Valve connects to a
top fill line inside of the tank.
2 Fuel Shutoff Valve
The Fuel Shutoff Valve (Liquid Valve) is a bronze globe
valve with a soft seat. Its function is to provide a positive
shutoff of the fuel line for service and maintenance opera-
tions. The fuel shutoff valve connects to the liquid
withdrawal line at the bottom of the tank and to the vapor
withdrawal line at the top of the tank through the Pres-
sure Control Regulator. The fuel shutoff valve is open for
normal vehicle operation.
3 Excess Flow Valve
The Excess Flow Valve is a specialized check valve
with a hard metal seat designed to cut off fuel flow if
it exceeds a certain limit. Its function is to protect the
fuel line between the tank and Heat Exchanger against
uncontrolled fuel release in the event of a vehicle acci-
dent. It is not designed to protect piping downstream
of the Heat Exchanger, this is the function of the Auto-
matic Fuel Shutoff Valve. The Excess Flow Valve is not
a positive shutoff valve. Its hard seat allows a small
flow to pass by to allow the valve to automatically
reset when the Fuel Shutoff Valve is closed.
4 Vapor Shutoff Valve
The Vapor Shutoff Valve (Vent Valve) is a bronze globe
valve with a soft seat. Its function is to provide a positive
shutoff of the vapor withdrawal line for service and main-
tenance operations. The valve connects to the vapor
withdrawal line at the top of the tank. The Vapor Shutoff
Valve is closed for normal vehicle operation.

Headring Tank Shrouded Tank

(Bus Style) (Truck Style)

8
12 3
10
2 6 2
6 3
7 7

1 4 1
4

5 5

3
 PLUMBING COMPONENTS II
5 Pressure Control Regulator
The Pressure Control Regulator (Economizer) is a
bronze pressure reducing valve that is open at pres-
sures above its setpoint and closed at pressures
below its setpoint. Its function is to allow vapor to
flow into the fuel line during vehicle operation to
reduce the tank pressure to its setpoint. It is assisted
in its operation by an Internal Check Valve in the fuel
pickup line providing a 2 psi bias pressure to aide
vapor flow. The setpoint of the regulator is non-
adjustable being set at the time of manufacture. Flow
through the regulator is not directional, it will be an
open valve whenever the fuel line pressure is above
its setpoint.
6 Primary Relief Valve
The Primary Relief Valve is a brass cryogenic relief
valve set at the maximum allowable working pressure
(MAWP) of the tank. Its function is to vent product to
atmosphere if the tank pressure exceeds the MAWP. It
is connected to the top fill line thereby providing addi-
tional safety against over pressurizing the tank during
filling operations. The Primary Relief Valve is equipped
with a pipeaway adapter to permit piping the vent
gasses to a safe location on the vehicle.
LNG Piping Schematic
Vapor Line
7 6
3
12
2
14 4 1
5
Fuel Pickup Line
7 Secondary Relief Valve
The Secondary Relief Valve is a brass cryogenic relief
valve set at 1.5 times the maximum allowable work-
ing pressure of the tank. Its function is to vent
product to atmosphere to prevent a catastrophic fail-
ure of the tank in the event of a malfunction of the
Primary Relief Valve or line. It is connected to the
vapor withdrawal line providing a secondary relief
path to the tank. It is protected from debris by a red
vinyl cap and should never be piped away. Since this
is the last line of defense for the tank if the red vinyl
cap is ever missing the vehicle should be immediate-
ly removed from service and the primary relief
system inspected.
Evacuation Port
The Evacuation Port is located on the non-plumbing
head of the tank. Its function is to provide a re-seal-
able connection for evacuating the tank. Its secondary
function is to provide a pressure relief
path in the event of a product leak in the
vacuum space. Do not remove the plug,
not only will it cause the tank to lose
vacuum, but it will void your warranty
as well.
9
Gas To
Engine
11 13
Top Fill
Line
To Vent
Stack
10
8
4
 III ACCESSORIES
8 Fuel Contents Gage
Each LNG fuel tank comes equipped with an elec-
tronic Fuel Contents Gage. The gage consists of two
parts: the fuel gage sender and a dash mount fuel
gage. The fuel gage sender comes mounted to the
fuel tank. Its function is to convert the electronic sig-
nal from the internal fuel level probe to a signal
compatible with the dash mount gage. It is a solid
state, sealed unit and no field adjustments are possi-
ble. The sender accurately reflects the actual mass of
the product in the tank and is unaffected by product
state, pressure or temperature. It is designed to
dampen the effects of acceleration, braking, corner-
ing and hills, although some variation will be seen
on the gage under these transient conditions, similar
to its gasoline or diesel counterpart. The fuel gage is
a standard automotive type gage calibrated to the
sender. It reads out empty to full and has an accura-
cy of ± 1/16th of a tank. Note: The gage, the sender
and the cable connecting the sender to the fuel tank
are calibrated as a system and must be replaced with
identical parts to maintain gage accuracy.
9 Heat Exchanger
Every LNG fuel system must contain a Heat Exchanger.
The function of the Heat Exchanger is to vaporize the
cryogenic liquid fuel and deliver it as a warm gas to
the engine. The Heat
Exchanger is mount-
ed in the fuel line
near the LNG tank. It
gets its heat from
the engine cooling
system and con-
nects to the engines
water jacket through
flexible coolant lines.
Note: The Heat Exchanger does not affect the fuel
pressure it simply raises its temperature and turns
the fuel from a liquid into a gas.
5
10 Fill Fitting
Every fuel system must contain a cryogenic fill con-
nection. The function of the fill connection is to
provide a connecting point to the re-fueling station
that permits a cryogenic pressure transfer to occur.
The Fill Fitting incorporates a positive shutoff device
to prevent fuel leakage when disconnected. Each fuel
connection needs to be mounted to the vehicle at a
location capable of withstanding a 250 pound load.
This is necessary to assure that in the event of a dri-
veaway the breakaway devices on the fuel station will
fail first. Each fuel fitting should be fitted with a dust
cap to prevent the introduction of water or debris into
the fuel tank.
11 Automatic Fuel Shutoff Valve
Every LNG fuel system must contain an Automatic
Fuel Shutoff Valve. Its function is to shut off the fuel
flow to the engine when the ignition is switched off or
when activated by an out of limits sensor. Its recom-
mended mounting location is at the warm gas outlet
of the Heat Exchanger, this
enables a wide selection of
valves to be used. If a cryo-
genic valve is used it can be
mounted directly to the liq-
uid shutoff valve in place of
the Excess Flow Valve, this
configuration is not recom-
mended as it requires the
use of a relief valve in the
fuel line.
 ACCESSORIES III
12 Tank Pressure Gage 14 Vent Connector
Standard on shrouded tanks, an optional mechanical Some refueling stations either require or have provi-
pressure gage can be mounted to any LNG fuel tank. sion for venting the tank during re-fueling. Vehicles
A 1/4” pipe size pressure operating at these stations should be equipped with
gage port is located on the Vent Connectors compatible with the fuel stations
Primary Relief Valve tee at design. The Vent Connector is piped to the Vapor
the 12 o’clock position on the Shutoff Valve on the LNG tank. By connecting the sta-
plumbing manifold to allow tion to the Vent Connector and opening the Vapor
for direct or remote mount- Shutoff Valve the
ing of a Tank Pressure Gage. tank pressure can
be vented to its
13 Overpressure Regulator desired location at
the fuel station.
Some natural gas engines are unable to accept pres-
Note: Depending
sures up to the MAWP of the fuel tank. The fuel
on the design of
systems on these engines needs to be equipped with
the Vent Connector
an Overpressure Regulator to keep the operating
and vehicle piping
pressure window within acceptable limits for the
a relief valve may
engine. The Overpressure Regulator is mounted in
be necessary in the vent line to prevent liquid from
engine fuel line downstream of the Heat Exchanger
and Automatic Shutoff Valve. It works in conjunction becoming trapped between the Vapor Shutoff Valve
and the Vent Connector.
with the Pressure Control Regulator on the fuel tank
to establish the fuel systems operating pressure win-
dow. The Pressure Control Regulator on the tank is
set to the normal operating pressure of the engine.
The Overpressure Regulator in the fuel line is set to
the maximum operating
pressure of the engine.
The settings on these two
regulators assure that the
engine will always see
pressures within its oper-
ating range. Note: If an
Overpressure Regulator is
used it must be set at least
25 psig above the Pres-
sure Control Regulator on
the tank to avoid transient
low pressure spikes on
acceleration.

6
 IV INSTALLATION – Materials
Many materials are unaffected by cryogenic temper-
atures. In general 300 series stainless steel, copper
and brass, aluminum, fiberglass, wood, polyethylene,
polypropylene, teflon and epoxies can be safely used.
Carbon steel, 400 series stainless steel, zinc, PVC, and
rubber become brittle at low temperatures and will
fail if flexed while cold. When running low tempera-
ture piping care should be taken in its mounting to
stand it off of the vehicle frame, electrical wiring, and
brake or air lines that can embrittle and fail. Some
paints, notably enamels, tend to de-bond and flake off
at cryogenic temperatures.
Piping
All piping material must be able to withstand the
effects of low temperatures without failure. On fuel
lines that carry LNG liquid we recommend the use of
rigid 300 series stainless steel tubing. Fill and fill
crossover lines may be rigid or flexible metallic or
non-metallic tubing rated for cryogenic service. Vent
and relief pipeaway lines may be constructed out of
flexible tubing or hose suitable for natural gas serv-
ice. Since liquid and vent lines repeatedly go from
ambient to cryogenic temperature allowances for
thermal expansion must be designed into the piping
system. This is typically accomplished by incorporat-
ing S bends or expansion loops into rigid lines. In
general if one end of the tube can be moved 1/2" by
hand while the other end is fixed it is flexible enough
for low temperature service. If the tube is rigid it must
be redesigned since it will move when it gets cold
easily pulling itself from supports and fittings.
Tube Fittings
Rigid tube fittings should be either a double ferrule
type (Parker A-lok, Swagelok, or equivalent) or 3 piece
37° flare type (Parker Triple Lock or equivalent). Tub-
ing wall thicknesses used should be per fitting
manufacturers specification for gas service.
Pipe Threads
All pipe fittings should be installed using thread
sealants. After the sealant is applied to the fitting it
should only be tightened in the clockwise direction to
its final position. If the fitting is tightened past its desired
position do not turn it counterclockwise to reposition.
Remove the fitting clean both surfaces and start over.
Turning a pipe thread counterclockwise will cause
7
tiny thread leaks to develop over time. If multiple pipe
fittings are stacked up be sure to use two wrenches
to keep the back fitting from breaking loose. There are
many types of commercial pipe fittings available. Nex-
gen recommends the use of NPTF fittings for leak
resistance. When stainless fittings are used we rec-
ommend the use of stainless to brass fittings to
prevent galling during installation. When maintenance
is performed replace the brass fittings with new. The
use of stainless to stainless pipe threads is not rec-
ommended as severe galling during installation
makes achieving leak tight fittings nearly impossible.
If maintenance is required it is difficult, if not
impossible, to get the fittings apart without destroy-
ing the threads. If stainless to stainless threads must
be used be sure to use a pipe sealant with anti galling
compounds incorporated into it.
Pipe Sealants
For small threads (less than 1/2” pipe size) anaerobic
sealants like Loctite 569 are recommended. For fit-
tings 1/2” pipe size and over use an anaerobic sealant
with a teflon lubricant such as Loctite PST 567. When
using anaerobic sealants on stainless steel the fitting
must first be primed with an activator for the sealant
to cure. A typical activator is Loctite Kleen-N-Prime.
All anaerobic sealants have a cure time before pres-
sure can be applied, the primers shorten these times.
PST on brass requires 3 days to cure (4 hours
primered), 567 requires 1 day (30 minutes primered).
When applying anaerobic sealants apply a small
amount to the male thread 2 threads up from the end.
Do not allow the sealant to run into the piping sys-
tem as it will seal up valves and regulators as well as
fittings. The use of thread tapes is not recommended
as tape filaments from maintenance operations can
interfere with regulators, relief valves, and engine
components.
Pipe Support
Piping and tubing should be supported along its
length to guard against vibration. A general guide-
line is one support per two feet of tubing. A practical
test is to “strum” the installed tube by hand. If it
vibrates it is not supported well enough. Stainless P
clamps, and polyethylene or polypropylene tube
clamps are commonly used on cold lines. Care must
be taken in support placement to allow for thermal
expansion and contraction of the lines.
 INSTALLATION – Components IV
Vehicle Tank
Since the fuel pickup is located near the plumbing
head the vehicle tank should be installed with the
plumbing head of the tank facing the rear of the vehi-
cle. Rear facing mounting assures that at low fuel
levels that the fuel pickup will remain submerged dur-
ing acceleration or when climbing hills.
The tank should be secured to the chassis with two
steel straps located just inboard of the head to shell
welds. The straps should incorporate rubber pads to
prevent rotation or slippage of the installed tank. In
accordance with NFPA 57 guidelines the mounting
system should be sufficiently strong to hold 8 times
the full weight of the tank.
The Heat Exchanger should be piped so that the LNG
inlet and the coolant inlet are on the same side. It can
be mounted either vertically or horizontally. To pre-
vent air from becoming trapped in the coolant side
of the Heat Exchanger the coolant ports must be
pointed up in horizontal mounts, the gas out and
coolant out ports must be up on vertical mounts.
Note: The if the Heat Exchanger is installed in series
with the cab heater the coolant piping must allow
coolant to flow even when the cab heater is turned off.
Automatic Fuel Shutoff Valve 11
To minimize the flow restriction to the engine the
Automatic Fuel Shutoff Valve should have a mini-
mum Cv of 2.0. It should be mounted to the warm
gas outlet of the Heat Exchanger. Even though the
valve is screwed directly into the Heat Exchanger its
weight should be supported by a mounting bracket.
The valve should close when the vehicles ignition
switch is placed in the off position. It also may be
activated by out of limits sensors on the engine or
fuel system. Nexgen recommends the inclusion of a
low temperature limit switch on the warm gas line
to protect the valve and downstream components in
the event of a cooling system malfunction.

Heat Exchanger 9

To assure proper Excess Flow Valve function the Heat

Exchanger should be mounted within 8 feet of the
tank. The LNG inlet to the Heat Exchanger is piped to
the tank using rigid 300 series stainless steel tubing. If
the Heat Exchanger is less than 3 feet from the tank
3/8” od x .035 wall tubing can be used. If greater than
3 feet 1/2” od x .049 wall tubing is used.

The recommended coolant flow to the Heat Exchang-

er is 1 gallon per minute of 180 F° coolant per 50
horsepower engine output. For coolant lines less than
10 feet in length this flowrate can be achieved using
5/8” heater hose. For runs longer than 10 feet use 3/4”
heater hose.

8
 IV INSTALLATION – Components
Primary Relief Valve Vent Stack
The Primary Relief Valve should be piped to a safe
point on the vehicle. Since methane gas rises it is typ-
ically piped to a vent stack that exhausts at the top of
the vehicle with flow directed upwards. Since there
is a possibility of relieving liquid through this line its
discharge path should be away from persons, igni-
tion sources or materials that could be damaged by
exposure to cryogenic temperatures. To prevent the
possibility of water accumulating and freezing in the
relief valve line the vent stack should include provi-
sions for excluding rain and wash water from the line
and incorporate a low point water drain. The mini-
mum recommended size for vent stack is 1/2” tubing.
The tubing connecting the Primary Relief Valve
pipeaway to the vent stack can be either metallic or
non-metallic tubing suitable for low temperature
methane service. The minimum tubing size is 1/2”.
Fill Line
Many vehicles have remote mounted fill connections
and require a fill line to connect to the fuel tank. Since
the fill line is handling high pressure, high flow cryo-
genic liquid NexGen recommends metallic tubing be
used. The minimum fill line size depends on the tank
size and fill connector, but it generally would be 1/2”
tubing for tanks less than 50 gallons and 3/4” tubing for
tanks larger than 50 gallons. If rigid tubing is used it
should incorporate at least one S bend between the
fill connector and the fuel tank to allow for flexibility
and collapsibility in the event of a vehicle accident.
9
Engine Fuel Line
The fuel line from the Automatic Shutoff Valve to the
engine can be either metallic or non-metallic tubing
suitable for natural gas service. If non metallic tubing
is used a low temperature shutoff switch must be incor-
porated into the fuel system. The engine fuel line
should be, at a minimum, 1/8" larger in diameter than
the LNG liquid line into the Heat Exchanger to prevent a
flow restriction as the fuel expands when it is vaporized.
Fuel Contents Gage 8
The Fuel Contents Gage consists of two parts: the
sender and the gage. The sender is a sealed unit that
comes mounted to the fuel tank. It is connected to
the vehicle via a 3 pin female Weatherpak connector.
The pins are power (red) A, signal (green) B, and
ground (black) C. The sender should be protected
with a 1 amp fast blow automotive type fuse. The
gage is a standard automotive type fuel gage and
should be mounted on the dashboard inside of the
vehicle. The power, signal and ground wires should
be common to the sender for proper gage function.
Gage Wiring Schematic
Gage
+ S
-
1A Pin A Pin B
Sender
Red Green
12 V
Pin C
Black
 INSTALLATION – Multiple Tanks IV
When available space on the vehicle won’t accom-
modate the vehicles fuel requirement in a single tank
it is easy to manifold multiple tanks together. The fill,
liquid, vent , relief valve, and gage lines are simply
connected in parallel in accordance with the following
recommendations. The tanks will fill and supply prod-
uct independently of one another, but act as a system,
appearing to the engine as a single large tank. Note:
During refueling it is common for the tanks to go full
at different times. This causes the flow and pressure
to change several times during multiple tank fills. The
multiple pressure spikes can confuse the automatic
shutoff system in some fuel stations into shutting
down before all of the tanks are completely filled.
Therefore NexGen does not recommend multiple
tank systems of more than three tanks per vehicle.
Fill Crossover Line
The fill line size requirement is the same as a single
tank systems. To achieve reasonable fill times use
3/4” (min) line size for tanks whose aggregate capac-
ity exceeds 50 gallons, 1/2” (min) line size can be used
on tanks whose aggregate capacity is less than 50
gallons. On groups of tanks that are mounted side
by side a fill manifold is generally the easiest solu-
tion to multiple tank fill lines.
Fuel Line
The fuel lines to the engine are simply teed together
before they enter the Heat Exchanger. Line sizes are
the same as in single tank installations to assure
proper Excess Flow Valve function. Note: Since the
fuel lines are common to all of the tanks the fuel pres-
sure will be the same in all tanks except immediately
after filling.
Dual Tank Schematic
Top Fill
Vapor Line Line
7 6
3 3
12
2 2
14 15 4 1
5 5
Fuel Pickup Line
Relief Valve Lines
The Primary Relief Valve discharge lines may be
piped together into a single vent stack. 1/2” minimum
tubing should be used.
Vapor Shutoff Valves
The Vapor Shutoff Valves (Vent Valves) can be piped
to a common connection, but they must have
Check Valves 15 placed in series with them only
allowing flow out of the tanks. This will prevent de-
pressurizing the system if the vent valves are
accidentally left open during vehicle operation.
Fuel Contents Gage 8
The Fuel Contents Gage can be configured to have
one gage read out the multiple tanks contents as if it
were a single tank. In this configuration a capacitance
cable is run between the tanks and the sender simply
sums the tanks contents and displays them on a single
gage. The connecting cable is part of the gage cali-
bration and must be replaced with an identical part if
damaged to assure proper gage operation. Alterna-
tively each tank can have its own sender and display
its contents on a separate gage. Note: On multiple
tank systems the tanks fill and drain independently
from one another. It is unusual, except after a fill, for all
of the tanks to have the same liquid level. While it is
interesting to watch it has no effect on engine opera-
tion, range or system re-fueling.
11 13
9 Gas To
Engine
To Vent
Stack
Top Fill
Vapor Line Line
7 6
10
12
15 4 1
8
Fuel Pickup Line
10
 V FUELING
Fuel Station Requirements Vent Filling
Your LNG fuel tank is designed to be filled from any Although the preferred method of fueling is via a sin-
LNG fuel source. The only requirements on the sta- gle hose top fill it is possible to vent fill the tank. This
tion are filtration and delivery pressure. Since LNG, procedure is usually used when pressure transferring
like any liquid fuel, can pick up and transport debris fuel out of a temporary fueling facility or portable fuel
that can cause fuel system problems a 100 micron or tank. Since this normally is a manual procedure it
finer fuel filter is mandatory on all fuel station fill requires more operator knowledge of the system. If
lines. The LNG fuel tank has a 230 psig Primary Relief the product is vented to atmosphere it should be
Valve on its inlet line therefore the delivery pressure directed to a vent stack discharging to a safe location.
of the fuel station should be 225 psig or less. The vehicle tank must be vented slowly if it is above
its normal operating pressure so that liquid isn’t
Normal Fueling drawn out of the Pressure Control Regulator into the
vent gas stream. Care must also be taken to monitor
The LNG fuel tank is designed to be top filled through
vehicle tank pressure during a fill so that at the end of
a single fill hose with no vent return. This is accom-
the fill it arrives at its normal operating pressure.
plished by spraying subcooled LNG into the vapor
space of the tank. The cold liquid condenses the Vent Filling from a Station with a P/B
vapor and creates space for itself inside of the tank
eliminating the need to vent product. Since this will When Vent Filling from fuel station with a pressure
result in a 100% fill a small tank (ullage tank) inside building system the LNG in the station should be sat-
of the main tank guards against overfilling. urated to within 10 psig of the vehicle tanks Pressure
Control Regulator setting (vehicle operating pressure).
A typical fill sequence would involve connecting the The fuel station should be pressurized to at least 50
fill hose to the tanks fill coupler. Open the stations fill psig above the vehicle operating pressure. The vehicle
valve and monitor the flow or line pressure as the fill fuel tank’s pressure should be vented to 20 psig below
progresses. Initially at the start of the fill there is a brief the vehicle operating pressure. Connect the fill line
pressure spike as the fill piping cools down. The flow from the station. Open the station’s fill valve and the
and pressure then remain stable during the remainder vehicles Vapor Shutoff Valve. Once liquid starts flow-
of the fill. When the tank becomes full the pressure
rapidly spikes up to the station’s delivery pressure and
the flow rate falls off dramatically. The reason the flow
doesn’t immediately go to zero is because of the
ullage tank. The ullage tank has a small opening (rel-
ative to the main fill line). Once the main tank goes
full there will still be a small flow (typically 1-2 gpm)
into the ullage tank. When the rapid pressure rise or
flow drop is observed the tank is full and the station fill
valve should be shut. Even though it is still possible
to put more liquid into the tank by continuing to fill the
ullage tank, the ullage tank is there to allow for fuel
expansion and standby time. If the ullage tank is com-
pletely filled the hold time will be zero and the Primary
Relief Valve will open almost immediately after the fill.
If the fill is stopped at the onset of the rapid pressure
rise/ flow decay, when the ullage tank is empty, the
tank will have about a week of standby time even if the
vehicle isn’t driven. Most permanent fuel stations
automatically monitor and perform these functions so
the fueler’s only duty is to connect and disconnect the
fuel hose and push the Start button.

11

ing into the vehicle tank close the Vapor Shutoff Valve.
Filling should now proceed much like a single hose fill.
Once the flow stops or the pressure on the vehicle
tank rapidly rises shut off the station’s fill valve. Con-
firm the tank is full using the Fuel Contents Gage on
the dash. If the filling tank loses pressure before the
vehicle tank is completely filled, vent the vehicle tank
pressure down, this time only to the vehicle operat-
ing pressure, allow the filling tank to re-pressurize and
repeat the process.
Vent Filling from a High Saturation Source
If the fuel station’s saturation pressure is above the
vehicle operating pressure and the station has no pres-
sure building system a vent fill should be performed as
follows. Vent the vehicle tank down to 30 psig below
the vehicle tanks Pressure Control Regulator setting
(vehicle operating pressure). Connect the fill line from
the station. Open the station’s fill valve and the vehicles
Vapor Shutoff Valve. Throttle the vehicle tank’s Vapor
Shutoff Valve (and station’s fill valve if necessary) dur-
ing the fill to maintain the vehicle tank pressure
between 10 and 20 psig below the vehicle operating
pressure during the fill. When the tank reaches 3/4 full,
close the Vapor Shutoff Valve and continue filling until
the pressures equalize and flow stops.
FUELING V
Fueling a Warm Tank
An LNG fuel tank that has been idle for a long period
of time, still has fuel, and is at its relief valve pres-
sure is considered to be a warm tank. This tank must
be vented down below the fuel station delivery pres-
sure prior to filling.
First Fill or Hot Tank Fill
An LNG tank when first installed is considered to be
a hot tank. Hot tanks will build pressure rapidly during
the fill as the pressure vessel cools down, on many
stations this will prematurely stop the fill. The rec-
ommended first fill procedure is to put 5-10 gallons of
LNG into the tank. Check the plumbing for leaks.
Drive the vehicle for 10–15 minutes, this will pull the
pressure down to normal and cool down the tank. Re-
check for leaks and fill normally. This same procedure
is recommended for tanks that have been empty and
out of service for more than ten days. Alternatively
put 5-10 gallons of LNG into the tank and fuel like a
warm tank.
12
 VI TROUBLESHOOTING – Components
Rapid Pressure Rise
There are three main causes of rapid pressure rise on
LNG fuel systems. They are overfilling, fuel system
leaks or malfunctions and loss of vacuum. A properly
functioning, properly filled LNG fuel system should
build less than 15 psig per day. Any system that builds
more than 40 psig per day needs troubleshooting to
discover the cause.
Overfilling
If the fuel tank is overfilled there will be little or no
space for the fuel to expand as it picks up heat
through the insulation. The most common cause of
overfilling is not shutting off a single hose fill at
the onset of the rapid pressure rise at the end of a
fill. (See Fueling Section)
Fuel System Leaks
Since LNG has such a large expansion ratio piping
leaks can cause pressure rise if they draw liquid
into the external lines. If the vehicle has not been
operated for a few hours (and the outside temper-
ature is above freezing) all external plumbing lines
should thaw out. If a line remains frozen trou-
bleshoot the piping to determine the cause.
Vacuum Loss
Total loss of vacuum is an unusual event for an
LNG tank (resulting in frosting of the entire outer
shell), however the vacuum will slowly decay with
time as gasses diffuse out of the tank materials.
This will show up over time as more and more
rapid pressure rise times, eventually exceeding 40
psi/day. Once the vacuum has decayed to this point
the tank will need to be re-evacuated by a compe-
tent maintenance facility. While the rate of decay
varies with tank service conditions (higher pressure
tanks vacuum decays faster) the vacuum life
should exceed the engine life of the vehicle. It is
recommended that at engine overhaul or replace-
ment that the fuel tank be re-evacuated.
Pressure Rise Test
To establish the pressure rise of an LNG fuel system
the following test should be performed. Fill the tank
to between 1/2 and 3/4 full. Drive the vehicle for about
10 minutes. Park the vehicle. After 15 minutes record
the tank pressure. After a prescribed period of time
13
(at least 8 hours) record the pressure again. Check to
see that the plumbing is thawed, if so this is the pres-
sure rise for the fuel system.
Fuel Contents Gaging System
Problems with the fuel contents gauging system can
be easily diagnosed by the use of the Fuel System
Tester (P/N 11656419). The tester enables diagnosis of
both tank side and vehicle side problems with the
gage circuit.
The Fuel System Tester plugs into the Weatherpak
connector between the fuel gage sender and vehicle
wiring harness. It gets it’s power from the vehicle
itself. To use the tester simply connect the Weather-
pak plugs, turn on the power to the gage circuit and
read the lights on the front panel. If the gage circuit
is functioning properly all three green lights will be
lit and the fuel gage will read 1/4 full. Fault conditions
on the fuel tank or with the
vehicle wiring will be dis-
played on the tester. If an
intermittent problem is pres-
ent wiggle the wiring
connectors with the tester
connected, an open or short-
ed connector will cause the
fault lights to flash. The fuel
tank can be tested off of the
vehicle. Simply connect the
tester to the Weatherpak
connector on the tank and
push the test button on the top of the unit. On multi
tank systems both tanks need to be connected since
the connecting cable is an active part of the circuit.
Debris in Components
Debris commonly enters the tank in two ways. It is
carried into the tank during refueling, from either dirty
fill connectors or unfiltered fuel, or parts that aren’t
properly cleaned prior to reassembly during mainte-
nance operations. Either way the end result is the
same, the debris becomes lodged in a tank compo-
nent and interferes with its function.
Debris In Relief Valves
Debris in the Primary Relief Valve will typically
lodge underneath the valve seat and cause the
 TROUBLESHOOTING – Components VI
relief valve to remain open well below its 230 psig Pressure Control Regulator Test Procedure
setpoint. More commonly the cause of a relief
valve staying open is water filling the discharge The Pressure Control Regulator and Internal Check
piping due to inadequate shields and drains on the Valve can be checked for proper function without
pipeaway line. If a relief valve is stuck open due to removing them from the tank utilizing the following
water contamination it can be quickly thawed by procedure.
pouring water on the outside of the valve. If the
Vent the tank pressure to at least 25 psig below the
valve reseats when thawed the pipeaway drains
Pressure Control Regulator regulator setting. This in
and shields should be inspected. If the valve does
all cases should be less than 100 psig. Note: It is rec-
not reseat when thawed it will have to be replaced.
ommended, but not imperative, to empty the LNG
If the Primary Relief Valve becomes plugged with from the tank for this test.
debris the tanks pressure could rise above 230 psig
Connect a nitrogen gas cylinder with an adjustable
up to the Secondary Relief Valve setting of 350
non-relieving pressure regulator (0-150 psig) and a
psig. If tank pressures of over 250 psig are
0-100 scfh flowmeter rated for at least 150 psig
observed or if the red vinyl cap is gone from the
(Dwyer VFB-53 or eq.) to the outlet of the Excess Flow
Secondary Relief Valve the vehicle should be
Valve on the cylinder. Minimum line sizes should be
immediately removed from service and the Prima-
1/4" to maintain adequate flow for the test. Do not use
ry Relief Valve and pipeaway lines inspected to
air for this test. This will result in a flammable (explo-
determine the cause of failure.
sive) gas mixture inside the tank.
Debris in Pressure Control Regulator
Open the Fuel Shutoff Valve on the tank. Adjust the
Typically debris in the Pressure Control Regulator nitrogen gas pressure until it is slightly (~5 psig)
(Economizer) will lodge underneath the regulator above the tank pressure and nitrogen gas begins to
seat holding the valve open below its setpoint. If flow into the tank. The flow should be in the 10-20
this happens the tank will gradually lose pressure scfh range. If the flow pegs the meter either the Pres-
during operation. It can be diagnosed by observing sure Control Regulator is fully open or the internal
the regulator on the vehicle when it comes in from check is open, generally the sound will reveal which.
its route. If the tank pressure is more than 10 psig
Slowly increase the pressure, opening the Pressure
below the Pressure Control Regulator setpoint, the
Control Regulator, until the flow rapidly increases to the
tank still has fuel, and the regulator is frosted over
60-80 scfh range. Decrease the pressure observing the
it is stuck open due to debris. The first course of
flowmeter as you do. The point at which the flow stops
action to fix the problem would be to take the vehi-
rapidly falling with decreasing pressure is the Pressure
cle out of service and allow the fuel to warm and its
Control Regulator setting. Never exceed 150 psig dur-
pressure to rise to at least 30 psig above the Pres-
ing this test or you could rupture the flowmeter.
sure Control Regulator setting. This will fully open
the valve and allow the debris to be carried out into Close the Fuel Shutoff Valve before you remove the
the fuel stream with use. Also since the debris may test equipment.
be ice it will have time to melt and correct itself. If
the problem does not correct itself with use the
Pressure Control
regulator will have to be replaced.
Regulator Test
On tanks that are heavily contaminated it is possible Nitrogen
to completely plug the Pressure Control Regulator
with debris. In this case the tanks pressure will rise
in service and the regulator will not be frosted over
during use even though the tank pressure is above
it’s setpoint. The regulator will have to be replaced
to correct this problem.

14
VII TROUBLESHOOTING – Leaks
While none of us want leaks in our equipment any
pressurized system with removable parts is subject to
their development. Preventative maintenance activi-
ties on LNG fuel systems should include a program to
detect and repair leaks.
Other than the economic impact of losing fuel, the pri-
mary hazard of leaking natural gas is a flammability
hazard. If the local gas concentration reaches 5% in
air the gas mixture will be flammable. In order to
reach this concentration the natural gas must leak out
faster than it can diffuse into the surrounding air. This
means that large leaks are more hazardous than are
small leaks and that the hazards and maintenance
program can be classified by leak size.
Liquid Leaks
Liquid leaks are by definition hazardous. Even small
ones release hundreds of times more gas than do
gaseous leaks through the same size opening. They
are always flammable. All liquid leaks should be
immediately repaired. They are the easiest type of
leak to detect since they are both visible and audible
requiring no specialized equipment to find. The prin-
cipal cause of liquid leaks are parts failures or poor
installation techniques. Loose or cracked fittings and
worn valve packings would be typical examples.
Gaseous Leaks
Gaseous leaks are by nature less hazardous than liq-
uid leaks since they release less natural gas than
liquid leaks. The difficulty in dealing with small
gaseous leaks is that they are invisible, and require
special techniques and equipment to locate.
Audible Leaks
Gaseous leaks become audible, in a quiet environ-
ment, at a flowrate of about 1 liter per minute (1000
cc/min). Audible leaks are large leaks and always flam-
mable. These leaks should be immediately repaired.
They are caused, like their liquid counterparts, by
loose or cracked fittings, worn valve packings and
failed seals.
Inaudible Leaks
Although all audible leaks are flammable it is not true
that all inaudible leaks are not. Because they are
inaudible and invisible leak detection equipment must
15
be used to locate leaks smaller than 1 liter per minute.
Most inaudible leaks are not the result of parts failures,
but rather are the result of improper assembly tech-
niques or small defects in parts. Leaks that spiral
through a pipe thread, follow porosity through a cast-
ing, or seep past a particle trapped in a compression
fitting are typical examples. These leaks typically don’t
grow larger with age and will generally show up in the
first few hours of vehicle operation.
Ultrasonic Leaks
Even though we can’t hear leaks much smaller that 1
liter / minute they are still making sound. The sound is
in the ultrasonic frequency range and can be “heard”
by the use of an ultrasonic leak detector. An ultra-
sonic leak detector will rapidly find and pinpoint
leaks down to about 100 cc/min. Ultrasonic size leaks,
while flamma-
ble, pose little
threat to mov-
ing vehicles or
to maintenance
facilities. The
main threat would be accumulation of gas in a poorly
ventilated compartment while the vehicle is parked.
They should be repaired when discovered.
Small Leaks (Bubble Testing)
Leaks smaller than 100 cc/min.are most easily pin-
pointed via commercially available bubble test
solutions. It should be noted that this is not soap.
Most soaps contain high levels of chlorine and sur-
factants. While it is true that soap solutions will find
the leaks, like bubble test solutions, it is also true that
they will cause leaks by breaking down sealants and
corroding fittings. Bubble testing will not only pin-
point the source of small leaks, but it will also classify
them by size. One caution on the use of bubble test
solutions, leaks larger than 100 cc/min blow out the
bubbles so fast and dry themselves out so quickly
that they might be missed in a piping check relying
only on bubble testing. It is recommended that gen-
eral leak surveys be done with an ultrasonic leak
detector or flammable gas detector then pinpoint
small leaks with bubble test solutions.
 TROUBLESHOOTING – Leaks VII
Small Flammable Leaks
Leaks between 25 cc/min and 100 cc/min are flam-
mable in still air. If ignited the flame ranges in size
from less than 1/16th of an inch tall, sustainable only
in dead calm conditions to a flame the size of a nor-
mal cigarette lighter flame. This size of leak is
characterized by bubbles that grow and burst at the
site of the leak before they can flow away from it.
These leaks pose no hazard in moving air, or in well
ventilated compartments, but could accumulate
inside of small, poorly ventilated enclosed spaces.
These leaks are typically caused by poor piping
design or support that puts cyclic strain on the joints.
Non Flammable Leaks
Leaks smaller than 25 cc/min. are not flammable in
air. They are characterized by a stream of bubbles that
grow in size and foam off of the leak. Typically the
bubbles range in size from 1/8” to 3/8” in diameter.
The bubbles don’t burst at the site of the leak, rather
they flow away from the
leak and burst down-
stream as they dry out. In
a ventilated environ-
ment, even in still air
they pose no flammabili-
ty hazard and are mainly
an economic nuisance.
The largest leak in this
group, 25 cc/min., will
cost about $5.00 per year
in lost product.
Insignificant Leaks (Diffusion)
Leaks smaller than 1/2 cc/min. are so small and dif-
fuse so rapidly that they can be ignored. They are
characterized by a series of uniform size tiny (smaller
than a pinhead) bubbles that emerge from the leak.
This might show up immediately as a chain of tiny
bubbles on leaks near
the 1/2 cc/min size or
appear as foam around
the fitting up to 5 min-
utes after the fitting is
sprayed with bubble test
solution for the smallest
ones. In either case the
leaks are not flammable
and will not accumulate
inside of vehicle com-
partments.
Flammable Gas Detectors
Handheld flammable gas detectors are available in a
wide variety of configurations and sensitivities. The
sensitive ones are good at detecting the presence of
minute quantities of flammable substances, but are
difficult to use to pinpoint the source. The less sensi-
tive ones can more easily pinpoint leaks, but have to
be held quite close and are difficult to use around
most vehicle plumbing. They are useful for survey-
ing for leaks, but not good at identifying the sources.
16
VII COMPONENT REPLACEMENT
Tank Mounted Components is stamped on the data plate located on the plumb-
ing end of each tank. Do not replace a relief valve with
Prior to starting any work on tank mounted plumb- a higher pressure one. Do not attempt to repair or
ing components that cannot be isolated by closing reset a relief valve.
the Liquid Shutoff Valve or Vapor Shutoff Valve.
Product Isolation Valves
De-fuel the tank.
The Liquid and Vapor
Release all pressure from the fuel tank. Shutoff Valves have
spring loaded valve
Do not leave the tank open to air any longer than it
packings. This auto-
takes to replace the defective part. Bonnet
matically compensates Assembly
Piping Components for thermal shrinkage
and wear. If a valve Copper
For plumbing components that can be isolated from Gasket
packing does
the tank by closing the Liquid Shutoff Valve or Vapor become
Shutoff Valve. damaged
or wear out
Close the liquid and Vapor Shutoff Valves.
the valve stem
Release all pressure from the plumbing line assembly can
under maintenance. be replaced as follows:

General Fully open the Shut-off valve

When removing components use a backup wrench on
pipe fittings so as not to disturb downstream plumbing.
Clean all traces of pipe sealants from pipe threads,
this will require the use of a stainless steel wire brush.
On female threads the sealant residue must be blown
out of the fitting with nitrogen gas, this may require
purging out the entire tank with nitrogen gas. Do not
use shop air to purge out LNG tanks this can result
in a flammable (explosive) gas mixture inside of the
tank. Air also introduces large quantities of water into
the tank which can freeze and plug lines.
Replace brass pipe fittings with new, don’t attempt
to reuse the old fittings.
Stainless steel pipe fittings must be primed with acti-
vator prior to the use of thread sealant.
Allow sufficient time for the thread sealants to cure
before pressure testing the piping.
Pressure test the plumbing after all new parts instal-
lations and re-check after a days service.
Loosen and remove the Bonnet Assembly. (The
whole assembly should unscrew out of the valve
body.)
Remove the old Copper Gasket and discard.
Adjust the valve seat on the new Bonnet Assem-
bly until no threads can be seen protruding from
the bonnet.
Place the new Copper Gasket onto the replace-
ment Bonnet Assembly. Note: Due to the
horizontal alignment of the valve, care must be
taken to properly align the Copper Gasket
between the Bonnet and Body. The gasket
should protrude evenly from all sides of the
bonnet’s wrench flats.
Thread in the new Bonnet Assembly and tighten
it hand-tight. (It may be necessary to screw in the
Bonnet Assembly until it almost touches the
Copper Gasket and then align the gasket with the
groove before hand-tightening the Bonnet
Assembly.

Pressure Relief Valves Tighten the Bonnet 1/8th turn from hand tight
(~25 ft-lbf)
The inner pressure vessel used in an LNG fuel tank is
If the valve leaks, tighten the Bonnet another
designed and rated for a maximum operating pres-
1/16th turn until leak stops.
sure. The maximum operating pressure for the vessel
17
 COMPONENT REPLACEMENT VII
Pressure Control Regulator Replacement to the BNC connector. Push the wire into the connec-
tor making sure it engages the internal pin by about
Since the Pressure Control Regulator regulator is 3/8" after making contact with it. Once engaged it
mounted in the inverted position care must be taken should easily rotate on the pin. Screw the BNC con-
during its installation to prevent thread sealant from nector into the elbow. Put a 4" piece of encapsulating
flowing into and plugging the valve seat. To install the heat shrink over the sender wire and connect the BNC
regulator first thread it two threads onto the stainless halves together. Heat the heat shrink until it uniform-
pipe nipple on the tank. Apply a drop of thread sealant ly shrinks onto the fitting and the encapsulating liner
onto the joint and continue tightening normally. melts. Extra care must be taken to assure that the
back side of the heat shrink gets heated and no voids,
Internal Check Valve Replacement or lumps are present.
The internal check valve is located inside of the Fuel Gage Sender Replacement
plumbing manifold on the tank, behind the elbow
connecting the manifold to the economizer U tube. This is a non-pressure component and can be
The tank must be empty and purged with nitrogen replaced without de-pressurizing the tank, however
gas prior to starting this procedure. To remove the before using a heat gun around the plumbing shut off
check valve remove the economizer U-tube and the the product isolation valves and check for leaks. Fol-
elbow in the manifold. Insert the check valve wrench low instructions for BNC Connector Replacement to
into the valve and unscrew. Flow nitrogen gas at ~20 disconnect the BNC cable. Inspect the BNC connec-
scfm through the tank and clean out the internal 1/8" tor on the tank for corrosion and for the presence of
pipe thread with a 7/16" diameter stainless steel wire the garter band around the female contacts. Unlatch
brush. Clean the pipe coupling on the manifold with a and pull apart the Weatherpak connector. Remove the
5/8" diameter stainless steel wire brush. Primer both mounting clips and pry off the old sender. Scrape off
the internal thread and the 1/4" pipe coupling on the remnants of the VHB tape adhesive. Peel off the back-
manifold with activator for the thread sealant using a ing from the VHB adhesive on the new sender and
fine brush applicator. Install a new check valve using place it on its mounting plate. Install the mounting
the check valve wrench. Install a new elbow, taking clips with the hooks onto the plastic box and the
care to stop at the proper orientation to mate with smooth side on the stainless plate. Reconnect the
the economizer U-tube. Re-install the U tube. Weatherpak connector. Connect the BNC cable per
the instructions for BNC Connector Replacement.
BNC Connector Replacement
This is the most difficult part on the tank to replace
since it has both pressure and electrical components
in it. The tank must be empty and depressurized prior
to starting this procedure. To
remove the connector put a lon-
gitudinal cut in the encapsulating BNC
heat shrink tubing encasing it. Connector
Heat the heat shrink with a heat
gun to cause it to split away
from the fitting. Grab one end of Garter
the still hot tube with a pliers Band P/N 11657737
and peel it from the connector.
Disconnect and inspect the male Heat
Shrink
connector and sender wire for Tube P/N 11502575
damage or corrosion. Unscrew
the BNC connector from the
elbow. Pull the wire out of the fit-
ting. Clean the thread sealant out of the mating elbow
with a wire brush. Primer the replacement BNC con-
nector with activator for the thread sealant. Make sure
the garter band is installed around the female con-
tact inside of the BNC connector. Apply thread sealant

18
VIII PARTS LIST
3
8
Headring Tank
(Bus Style)

16 17 19
6
18 2

20 1

17
4 21
8
22
5

Item Part Description Item Part Description

No. No. No. No.
1 11556768 Fill Check Valve 1/2" (Tanks > 50 gallons) 9 10682851 Heat Exchanger 150 Horsepower
11556733 Fill Check Valve 3/8" (Tanks < 50 gallons) 9722999 Heat Exchanger 300 Horsepower
2 11673278 Fuel Shutoff Valve Rebuild Kit (Red Handle) 10668725 Heat Exchanger 450 Horsepower
3 11556741 Excess Flow Valve 3/8" Bronze 10 11488232 Fill Fitting (Parker)
(Headring Tank) 10492678 Dustcap (Parker)
10614840 Excess Flow Valve 3/8" Stainless 10797447 Fill Fitting (JC Carter)
(Shrouded Tank) 11019170 Dustcap (JC Carter)
4 11673251 Vapor Shutoff Valve Rebuild Kit 10557574 Fill Fitting & Dustcap Tanks
(Silver Handle) < 50 Gallons (NexGen)
9715759 Rego Valve Rebuild Kit (Obsolete) 11 10798239 Automatic Fuel Shutoff Valve 12 Volt 3/8"
5 11055541 Pressure Control Regulator (Economizer) 12 10624239 Tank Pressure Gage 300 psi 1/8"
10524262 Internal Check Valve 2 psi 10924101 Bushing 1/4" Male X 1/8" Female
6 11208974 Primary Relief Valve (230 psi) 13 10644942 Overpressure Regulator 30-100 psi (Red)
7 11209011 Secondary Relief Valve (350 psi) 10586834 Overpressure Regulator 100-200 psi (Brown)
10645662 Red Vinyl Cap 14 11674262 Vent Connector and Dustcap
(45 Flare Elbow 3/8")
8 11718341 Fuel Gage Sender 12 Volt 15 11548178 Vent Check Valve 3/8"
Single Tank 30" Lead 16 11666414 Tee 1/4" Brass
11718309 Fuel Gage Sender 12 Volt 17 11359158 Street Elbow 1/4" Brass
Dual Tank 30" Lead 18 1211102 Plug 1/4" Brass
10923888 Fuel Contents Gage 12 Volt 19 11708178 Hex Nipple 3/8" Stainless
(Dash Mount 2-1/16") 20 1210402 Elbow 1/4" Brass
10484900 BNC Connector Kit (Obsolete) 21 11646202 U Tube Assembly 37° Flare Copper
11718552 New BNC Connector Kit 11502559 U Tube Assembly Stainless (Obsolete)
10692071 Sender Mounting Clip Stainless 22 1111632 37° Flare Elbow 1/4" Brass
10692101 Male Weatherpak Kit
11055867 Fuel Gage Sender 12 Volts
15" Lead (Obsolete)

19
 PARTS LIST VIII

Shrouded Tank 29
(Truck Style) 8 30
28
27
25
26 31
3
32
28 12
33
10 34
37
36

38

35

Item Part Description Item Part Description

No. No. No. No.
25 11658975 Sender Mounting Bracket Stainless 34 11377751 37° Flare Elbow 3/4" Brass
2913921 Bolt 1/4-20 X 1-1/2" Stainless 35a 11647846 Fill Tube Sub Assembly (Driver)
2914071 Lock Nut 1/4-20 Stainless 35b 11649227 Fill Tube Sub Assembly (Passenger)
26 2811726 Tube 1/2" OD Nylon 36a 11377823 37° Flare Elbow 1/2" Brass
27 2710131 Tube 3/8" OD Stainless 36b 11658596 37° Flare Elbow 1/2" Stainless - Dual Tank
28 1013356 Elbow 1/2" OD X 3/8" Male Nylon 37 11377778 37° Flare Elbow 3/8" Brass
29 1111602 37° Flare Connector 3/8" Brass 38 11647871 Vent Tube Sub Assembly
30 10888656 Bulkhead Connector 3/8" Brass 39 10928902 BNC Patch Cord 3'
31 10502004 Compression Elbow 3/8" Stainless 10746359 BNC Patch Cord 8'
32 10790982 45° Street Elbow 3/8" Brass 11015144 BNC Patch Cord 10'
33a 11647862 Cover Plate Stainless - Single Tank
33b 11672742 Cover Plate Stainless - Dual Tank
33c 10923765 Cover Plate Stainless - Blank
11384505 Grommet
2913701 Bolt 1/4-20 X 1/2" Stainless
2914071 Locknut 1/4-20 Stainless

20
VIII PARTS LIST
Shrouded Tank Configurations

25
25
33a

34

34 36a

36a
35a 35b
Driver Single Passenger Single

25
25
33b

34 34
36a

35a
35a 36b
36b
35b
35b
Driver Dual Passenger Dual
25

33b
33c 33c

36a
36a

39
35b
36a 35a

Driver Dual Passenger Dual

21 Remote Fill/ No Sender Remote Fill
 APPENDIX – Connections IX

Relief Valve Connection - 3/8" FPT 7

Liquid Connection - 3/8" FPT

3

Vent Valve - 3/8" FPT 4

1 Fill Connection - 3/8" FPT

(below 50 gallons)

Fill Connection - 1/2" FPT

8 (above 50 gallons)

3 Pin Female Connector Housing

Weatherpak 12015793

Liquid Connection - 3/8" FPT

30
Relief Valve Connection - 3/8" FPT
30
30
Vent Connection - 3/8" FPT

Fuel Filling Connector 10

22
 IX APPENDIX – Connections
Heat Exchanger 9

Part No. Horsepower A B C D E

Rating
10682851 150 11-1/4 4-1/2 5-1/2 7-1/2 4-5/8
9722999 300 19-1/4 4-1/2 14-3/4 15-3/4 4-5/8
10668725 450 27-1/4 5 21-1/2 22-1/2 5-1/2

Coolant In D
(1/2'' FPT)
LNG In C(
(3/8'' FPT) Ma
x)
Coolant Out
(1/2'' FPT)
Specifications:
Max. Operating Pressure (LNG): 300 p.s.i.g.
Gas Out
Max. Coolant Pressure: 50 p.s.i.g. A (3/8'' FPT)

Automatic Fuel Shut Off Valve 11 Contents Gage 8

1/4" x .032 Spade
Connector
Light
2 Pin Female Ground
Connector Housing
Weatherpak 12015792 3/8" FPT
+12 VDC

Overpressure Gage
Vent Check Valve 15 Signal (Green)
Regulator 13
3/8" MPT Ignition Ground
(+12 VDC)

3/8" FPT

1/2" FPT
1/4" FPT 3 Pin Female
Connector Housing
Weather Pack 12010717
Vent Connectors 14
3/4-16 x 45° Flare 3/8" MPT 3 Pin Male
Connector Housing
Weather Pack 12015793

Vehicle Half Sender Half

23
 APPENDIX – Labels IX

LNG 230 PSI Max – P/N 10647617: This label must be mounted in
plain sight near the fill connector. It is the most important label from
a safety standpoint since it notifies the fuel station operator of
the pressure limit of the vehicle tank.

LNG (Diamond) – P/N 10586412: Place these labels on the

right rear and left front of the vehicle. It identifies the vehi-
cle as an alternative fueled vehicle, that runs on LNG.

Data Plate: Permanently affixed to the tank this label gives the
model number, serial number, date of manufacture, volumetric
capacity and working pressure information about the tank. It
also identifies the manufacturer and plant where built.

METHANE
REFRIGERATED LIQUID
DANGER: CRYOGENIC LIQUID
AND GAS UNDER PRESSURE. CAN
FORM FLAMMABLE MIXTURES WITH AIR.
MAY CAUSE RAPID SUFFOCATION. MAY CAUSE
ANESTHETIC EFFECTS. MAY CAUSE FROSTBITE.
WARNING: SECURE ALL CYLINDERS WHILE IN
STORAGE AND IN USE.

Keep away from heat, flame and sparks. Store and use with
adequate ventilation. Cylinder temperature should not exceed
UN 1972 – P/N 3835959: This label identifies the LNG by its 250 F (121 C). Avoid breathing gas. Do not get liquid in eyes,
on skin or clothing. Close valves to isolate tank for maintenance
operations. Use in accordance with operation manual.

HAZMAT identification number. Although not required, METHANE

REFRIGERATED
LIQUID ALWAYS KEEP CONTAINER IN UPRIGHT POSITION.
many safety, and emergency response organizations use FLAMMABLE GAS THIS SIDE UP

UN 1972 FIRST AID: IF INHALED, remove to fresh air. If not breath-

this number to identify hazards and formulate suitable 2 ing, give artificial respiration. If breathing is difficult, give
oxygen. Call a physician.
IN CASE OF FROSTBITE, obtain immediate medical attention.

responses to accident situations. DO NOT REMOVE THIS PRODUCT LABEL.

P/N3835959 P/N 3830599 P/N 3830619 P/N 3830709

24
 IX APPENDIX – Tank Specifications
LNG Tank Length — Volume

160
Gross Volume (Gallons)

140

120

100
16" Dia
80 20" Dia
22" Dia
60 24" Dia
26" Dia
40

20

0
20 30 40 50 60 70 80 90

Overall Length (Inches)

LNG Tank Weights

140

120

100
Capacity (gallons)

80

60

Empty Weight
40
Full Weight

20

0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
Weight (pounds)

25
A Chart Industries Company

P/N 3835849 Rev C.1 7/02