S-‘-£/nternat/'ona/
`Industry Evaluation of low global
`
`warming potential retrigerant
`HFO-1234yf
`
`SAE CRP1234
`
`

`
`S1E/nternat/'ona/
`
`In 2007, technical experts from global
`automobile manufacturers and suppliers
`along with independent test laboratories
`initiated the SAE Cooperative Research
`Pro_ram CRP 1234 to investi_ate the
`safety and performance of HFO-1234yf for
`use in Mobile Air Conditioning
`
`Phase 3 of the CRP1234 has completed
`additional research in 2009
`
`

`
`S1E/nternat/'ona/
`
`Cooperative Research Programs (CRP) have
`been sponsored by automobile manufacturers
`and Tier OnelTwo Suppliers
`
`Global Vehicle 0EMs
`
`Audi, BMW, Chrysler, Daimler, Fiat, FordNolvo,
`General MotorsIOpel, Hyundai, Porsche, PSA, Renault,
`Shanghai Automotive, Tata, Jaguar Land Rover,
`Toyota, VW
`
`Tier OnelTwo Suppliers
`
`DuPont, Honeywell, Conti Tech, Dayco, Delphi, Denso,
`Doowan, Dow, Freudenberg, Goodyear, Hutchinson,
`Maflow, Egelhof, Parker Hannifin, Sanden, Trelleborg,
`Valeo, Visteon
`
`

`
`S1E/nternat/'ona/
`
`The research, conducted over the last two years
`at international laboratories to get the best
`available expertise and to guarantee common
`worldwide acceptance
`
`Issues Investigated include:
`Safety and risk assessment
`
`Air-conditioning system efficiency and performance
`
`Material compatibility
`
`Flammability
`
`|0XlCIty
`
`Extensive testing at third-party facilities did not identify
`significant risks for the use of HFO-1234yf in mobile air-
`conditioning systems.
`
`

`
`S1E/nternat/'ona/
`
`Detailed Fault Tree Analysis [FTA] has been
`completed with input from major OEMs from
`around the world
`
`The following scenarios have been considered:
`
`Potential risks due to refrigerant flammability
`
`Accidental releases during vehicle operation and service
`
`Potential risk due to refri E erant toxicit_
`
`Accidental releases during vehicle operation and service
`
`Potential risk due to decomposition products
`
`Accidental releases during vehicle operation and service
`
`

`
`S-‘-£/nternat/'ona/
`
`Extensive Fault tree scenarios
`
`Vehicle use in Field Scenarios
`
`Component Failures
`
`Vandalism
`
`Vehicle Collision Scenarios
`
`Occupant
`
`Good Samaritan
`
`Service Scenarios
`
`

`
`3‘5/”T9m<3i/'0’7a/
`
`Risk Comparison to Other Vehicle events
`
`Risks from Various Events Compared to Risks Associated with Leaks of R-1234yf
`
`Risk of being in a police reported vehicle colision‘
`
`Risk of vehicle collision due to vehicle brake faiure9
`
`Risk of highway vehicle fire (any cause)3
`
`Risk of an a'rbag-related fatality associated with a vehicle co|ision“
`
`Risk of vehicle occupantlfonner occupant experiencing HF exposure
`above health based limits associated with an R-1234yf ignition event-5
`
`Risk of vehicle occupant being exposed to an open flame due to R-
`
`1234yf ignition5
`
`Non-fatal recordable Injury atwork (all occupations)5
`
`Risk among automotive repair technicians of being struck by object resulting
`in lostwork days7
`
`Risk of recordable incident involving repairtechnicians being struck
`with high pressure R-1234yf equipment hose (risk per hour of vehicle
`sen/ice)5
`
`Risk per vehicle per
`operating hour*
`
`Citation
`
`5 X105
`
`3 x 10’
`
`1 x 107
`
`2 x 1010
`
`3 X1012
`
`NHTSA, 2007
`
`New York State DMV
`
`Ahrens, 2008; BTS,
`2004
`
`NHTSA, 2001
`
`Current analysis
`
`9 x10'14
`
`Current analysis
`
`Risk per working
`hour*
`
`2 X105
`
`2 X 106
`
`Citation
`
`NSC, 2004
`
`BLS, 2007
`
`3 x 10-8
`
`Current analysis
`
`Risk of service technician exposure to an open flame due to R-1234yf
`ignmons
`
`20
`
`1 x 10
`
`.
`Current analysis
`
`*Data sources are shown on page 36
`
`

`
`S1E/nternat/'ona/
`
`Extensive Toxicity Testing at Leading
`Labs
`
`Independent, global testing laboratories
`have conducted comprehensive toxicity
`tests on HFO-1234yf
`
`Based on these tests it is concluded that
`
`HFO-1234yf is acce,.t..b.- .or ..se in mcbile
`air conditioning from a toxicity perspective.
`
`

`
`s1E/ntemat’.Ona/
`
`Comparison of HFO-1234yf and R-134a Toxicology
`
`Test
`
`HFO-1234yf
`
`HFC-134a
`
`
`
`-/
`
`J
`
`oAcute Lethality ~LOEL> 400,000 ppm
`
`-LOEL 567,000 ppm
`
`-Cardiac sensitization
`
`°NOEL > 120.000 ppm
`
`-NOEL 50,000 ppm
`~LOEL 75,000 ppm
`
`04 week toxicity
`
`-NOAEL 50,000 ppm
`
`~NOAEL > 50,000 ppm
`
`-13 week toxicity -NOAEL 50,000 ppm
`oGenetic Toxicity
`
`~NOAEL 50,000 ppm
`
`J
`
`-Ames Slight activity in 2 strains
`inactive in 3 others
`
`oAmes not active
`
`,/
`
`'-'-‘EL Research L.aa<:'at:'-as
`
`°Chrom0s0me Abberration not active
`
`-Chromosome Abberration not active
`
`-Micronucleus (mouse) not active
`
`-Micronucleus (mouse) not active
`
`-Subacute micronucleus (rat) not
`active
`
`Unscheduled DNA Synthesis not
`active
`
`-Developmental Toxicity
`
`
`
`-Rat NOAEL maternal 50,000 ppm
`fetal 50.000 ppm
`-Rabbit NOAEL maternal 4,000 ppm
`
`-Rat NOAEL maternal 30,000 ppm
`fetal 300,000 ppm
`-Rabbit NOAEL maternal 2,500 ppm
`
`fetal 7,500 ppm
`
`fetal 40,000 ppm
`
`~Reproductive toxicity
`
`(6—h0ur exposures)
`
`
`(1-hour exp ~8,300ppm >< 6hr e><p))
`
`~2-Gen NOAEL 15,000 ppm
`
`-NOAEL S0,000ppm
`
`J
`
`./
`
`

`
`S-‘-£/nternat/'ona/
`
`HF can be generated when Fluoro-carbon
`refrigerants decompose
`
`Exposure limits for emergency ...,posures [AEGLs]
`developed under the National Research Council,
`supported by the USEPA
`
`Agreed upon for use in this setting by an international
`group of OEM toxicologists
`
`Initial warnin _ si _ n due to stron _ irritanc,
`
`lrritancy perception starts at 2-3 PPM
`
`HF AEGL-2*:
`
`95ppm I 10 minutes
`
`95ppm also adopted by OEMs for 1 minute exposures [conservative approach]
`
`I
`
`min utes
`
`*Acute Exposure Guideline Level-2
`ed as ppm or mgIm3)
`AEGL-2 is the airborne concentration (expr
`the general
`of a substance above .......h it is predicted t
`population, including susceptible individuals, could experience
`irreversible or other serious, long-lasting adverse health effects or
`
`

`
`S1E/nternat/'ona/
`
`Hydrogen fluoride (HF) can be formed when
`refrigerants containing fluorine ar- ....posed to an
`open flame or extremely hot surface
`
`Amount of HF generated is highly dependent on the area
`of exposure, duration, and time of refrigerant contact with
`the open flame or the hot surface
`
`Risk assessments have concluded there is an
`
`extremely low probability of ignition of refrigerant
`associated with HFO-1234yf during an accidental
`release.
`
`With the application Of new safety Stculualua, ult:
`specific requirements of HFO1234yf are considered
`to maintain the safety of the vehicle at today’s level
`
`

`
`S:1E/nternat/'ona/
`
`
`
`
`150
`
`35
`
`L35
`Test Conditions
`
`‘J35
`
`H35
`
`"*4 4.85 5"“
`
`LL10
`
`"4
`I w
`.U
`
`I Baseline R134a (CRP150)
`
`El R1234yf 3/4 suction
`
`El R1234yf_|HX
`
`,
`
`.
`
`.
`
`0
`
`1:
`
`L55
`TTTTTondntions
`
`M55
`
`-1:‘:
`
`System Capacity and COP
`
`R134a is dependent on
`the baseline R134a
`system used for
`reference
`
`SAE CRP1234 SE R134a vs.
`
`Q_air @ 35C conditions
`
`o.-3:b.u1 e.1:
`
`_
`nan r .17 6-54
`’
`'
`
`6 70
`
`6.84
`T
`
`6.1‘?
`
`SAE CRP1234 SE R134a vs.
`
`COP@35Cconditions
`
`3.26
`
`2.1;
`
`L2
`
`2
`
`' '
`
`«.59 1.50
`
`,
`
`.1
`
`1.56
`
`3
`
`2
`
`C
`
`

`
`$r1E/nternat/'ona/
`
`Table la — Overall Project Summary — Material Compatibility and
`Permeation*
`
`Com o atibili
`
`Permeation Permeation
`
`Oil A
`HFO1234
`
`Oil-B
`HFO1234
`
`Oil-C
`R134a
`
`HF01234yf
`
`ormal Temp. Hoses
`
`- h Tern . Hoses
`
`Table 1b — Overall Pro‘
`
`31
`
`Themial Stabili - Daniel Plots
`R134a
`HFO-
`R134a
`HFO-
`R134a
`HFO-
`
`1234yr
`
`1234yf
`
`1234yf
`
`CRP1234-2
`
`Material
`
`Compatibility
`Summary
`
`In all cases some
`
`combination of
`
`materials is found
`acceptable
`
`ILK Dresden
`
`'.
`
`Inst tut ‘Ur Lufi— Lllld Kaltetechmk
`
`gememnutznge Gesel scha.‘t n‘bH
`
`*Green color indicates no issues
`
`were noted, Yellow color
`indicates some improvements
`are suggested, no color
`Indicates materials were not
`
`tested.
`
`

`
`$r1E/nternat/'ona/
`
`Air conditionin__ s_ stems
`derive their power to run
`from the vehicle’s engine, so
`their efficiency impacts the
`greenhouse tail pipe
`exhaust gas emission of the
`vehicle.
`
`Vehicle Lifetime LCCP C02-eq Direct and lrdirecl Emissions
`for Various Alternate Rcfrigeranls and World Climatic Conditions
`
`Directemissions:
`
`. ea ~——
`
`:1 Indirect Contribution:
`_I2lrect Con
`
`.-
`
`1
`
`Typic_alResult
`
`1
`
`from GREEN-MAC
`
`W ‘
`
`'
`
`‘
`
`The greenhouse gas emissions
`resulting from the direct emission of
`the refrigerant.
`
`Indirect emissions:
`
`The greenhouse gas emissions (C02)
`resulting from the power needed to run
`the air conditioning system. The majority
`of total GHG emissions come from this,
`especially for low GWP fluids.
`
`
`
`
`
`LCCPCO2-oqEmlulons(kg)
`
`In developing a low-GWP solution, one must look at the GHG impact of the refrigerant
`
`"C-'3“
`
`"'0-‘Mn *-'“°*- W-*3“
`
`.
`
`~'<>'=w! R-N-W
`N-own
`
`Results are de_ endent on base 5, stem and level of s,stem o_ timization
`
`

`
`S1E/nternat/'ona/
`
`Flammability Testing at Leading Labs
`
`Flammability testing at Hughes, lneris, and Exponent labs
`have demonstrated the difficulty in igniting the HFO-1234yf
`refri _ erant under the most severe testin . conditions
`
`Additional evaluations of refrigerant flammability have been
`tested in other laboratories [shown in later slides]
`
`Risk assessment indicates a very low probability that an
`accidental release of refrigerant creates a sufficient
`concentration at the same time and location as a sufficient
`
`ignition source.
`
`Very low probability that occupants could be exposed to an open flame
`
`Probability is lower than associated ____ ._ other hazardous vehicle events [i.e.; brake failure]
`
`

`
`SAE/nternat/ona/
`HFO-1234yf Flammability
`Testing
`
`5 Ignition Tests
`
`a Steel vessel
`
`o Acrylic box
`9 Engine Compartment
`a Hot surface conditions
`
`s Passenger Compartment
`o Concentration level
`.
`
`g
`"INE'QS
`-
`maimsei
`gourundéveloppementdurablcl 1
`
`

`
`S1E/nternat/'ona/
`
`Objective: Understand flammability potential of HFO-1234yf and
`HFO-1234yfIoi| impinging on hot body in engine compartment
`
`Test apparatus: 1m3 box with 50cm2 opening in bottom
`
`Testing was done without supplemental airflow through the box
`
`Temperature range from about 600C to about 1050C
`
`Oil level varied from 0 to 7%
`
`Results
`
`7% oil: Ignition O - 50C (no ignition
`
`--mp i- reached)
`
`3% oil: Ignition @ 750C (no ignition until that temp is reached)
`
`HFO-1234yf without oil does not ignite until temperature exceeds
`1000C
`
`

`
`Su1E/nternat/'ona/
`
`HFO-1234yf Ignition Souice Testing
`Umlei Ideal Static Labomtoi Conditions‘
`
`Ignition Occuiied?
`
`
`
`Ignition Souice
`Batter 12 Volt
`
`Control Switches
`Friction
`Fuse 5 Am
`Fuse 10 Am
`Fuse 15 Am
`
`
`
`Potential Ignition Sources Investigated
`
`Fuse 20 Amp
`Fuse 30 Am
`Fuse 50 Am
`Fuse 80 am
`
`Lams Slidin Contacts
`
`
`
`
`
`
`
`
`
`
`lneris Potential Ignition Sources for HFO-1234yf
`
`
`sliding contact ©fuse3oA
`
`
`
`
`
`
`© ©
`© WZOA
`fuse15A © switches
`© ,.,s,,1oA
`
`
`*lgnition
`
`oooomommoooooooo
`
`Lighter
`Loose Contacts
`Overload Unit
`Power Switches
`Toxicit Sensor
`
`
`lneris testing
`
`found very few
`
`potential ignition
`
`sources within
`
`vehicle.
`
`

`
`
`SAE/nternat/'ona/
`lneris Potential Ignition Sources for HFO-1234yf
`
`Potential Ignition Sources Investigated
`
`Ignition
`
`-5 oO ._l
`
`10 1
`
`.:-> gassensor
`
`3“
`
`_
`
`Potential Ignition Sources Investigated
`
`0.00001
`
`‘ Data represent: laboratory conditions:
`Not representative of actual use scenarios
`
`0.0001
`
`0.001
`
`Vomme of Atmcs phere (m 3)
`
`
`
`
`
`
`
`
`
`100
`
`‘1000
`
`10000
`
`Heated Section Area (mm2)
`
`(
`
`100000 ‘I
`
`1
`
`10000
`
`1000
`
`1
`
`power switches
`
`Mo lg nition
`100 -7
`-
`.
`«
`-
`control switches _
`
`10
`
`‘
`
` I
`
`
`
`
`
`CriticalTemperature(C)
`
`0.01
`
`

`
`S1E/nternat/'ona/
`
`HF _ roduction is _ ro_ ortional to heated area
`where refrigerant impinges and strongly
`influenced by the temperature of hot body
`
`HF product is also influenced by addition of oil
`
`HF concentration increases as a function of
`
`time when HFO or R134a stays in hot body
`vicinity
`
`

`
`S1E/nternat/'ona/
`
`Air Samples Analyzed for Hydrogen Fluoride (HF) with Ion
`Specific Electrode (ISE) Technique
`
`Interior and underhood surfaces [dermal contact surfaces]
`
`Passenger Compartment Testing
`
`Benzomatic Lighter Used to Decompose Refrigerant
`
`Lighter Placed at Simulated Cigarette Smoking Area
`
`HF Measurements at Driver’s Breath Zone
`
`En _ ine Compartment Testin _
`
`Heated Tube Section Placed Underhood Used to Decompose
`Refrigerant Mixed with Compressor Oil (3% by wt)
`
`Simulated High Temperature Surfaces Near Cabin Air Inlet
`(450°C and 700°C)
`
`HF Measurements at Driver’s Nose, HVAC Module, Cabin Air Inlet
`
`& Engine Compartment
`
`N HUGHES ASSOCIATES, INC.
`
`FIRE SCIENCE & ENGINEERING
`
`

`
`$r‘lE/nternat/'ona/
`
`There were no significant
`differences i.. the amount of HF
`
`formed during inhalation of
`either R-134a or HFO-1234yf
`through a cigarette. The HF
`values found during tnls
`investigation were very low
`(less than 10 ppm).
`
`(With refrigerant
`concentrations up to 2%)
`
`R-134a has been used for over
`
`16 years within the automotive
`industry as a mobile air-
`conditioning refrigerant.
`
`me miracles of science ‘
`
`

`
`S‘-lE/nternat/'ona/
`
`Well-blended R1234yflair
`mixture
`
`Known concentration
`
`in a sealed 12-I
`
`sphencalflask
`
`Moisture equivalent to
`50% RH at 23C
`
`9.5 mm diameter copper
`electrodes located in the
`
`flask
`
`Short-
`
`-Volt
`
`automotive battery (1020
`cranking amps) in the
`mixture
`
`me miracles of science ‘
`
`

`
`S‘-tE/nternat/'ona/
`
`Sparks Generated
`
`No evidence of HFO-
`
`1234, f i_nition
`
`Tests for 8.13, 8.5,
`and 9.0 vol % in air,
`HFO-1234yf
`
`Concentrations at
`
`20 and 60C
`
`me miracles of science ‘
`
`

`
`$r1E/nternat/'ona/
`
`Simulated battery short
`NO IGNITION of refrigerant
`
`:
`
`.
`
`—
`
`%
`
`_
`
`I
`
`‘
`
`Lighter at Vent Outlet
`Lighter fails to operate above 4 vol%
`
`K
`Cigarette lighting at Iareath
`Minor flame extension, NO IGNITION
`
`

`
`S‘-lE/nternat/'ona/
`
`lsobutane
`
`Elect. Arc - ignition
`
`4 vol%
`
`R-152a
`
`Elect. Arc - ignition
`
`8 vol%
`
`HFO-1234yf
`Elect. Arc - no ign
`
`Lighter — above 4 vol%, no ign
`
`| Elect. Arc + butane —> ign
`
`8 vol%, orange flame is butane
`
`

`
`S-‘-£/nternat/'ona/
`
`The fo.........,, ....pacts have been considered:
`
`Climate change
`
`Stratospheric ozone
`
`Local air quality
`
`Ecosystems (formation of noxious/toxic
`de_radation _ roducts,
`
`

`
`S1E/nternat/'ona/
`
`Degradation is initiated by reaction with OH radicals
`[1, 2, 3]
`
`Atmospheric lifetime is 11-12 days [1,3]
`
`GWP estimates of 4 and <4.4 [1,3]
`
`Atmospheric lifetime and GWP of HFO-1234yf are well
`established. No significant contribution to radiative
`forcin_ of climate chan_e.
`
`References
`
`O.J. Nielsen, M.S. Javadi, M.P. Sulbaek Andersen, MD. Hurley, T.J. Wallington, R. Singh, Chem. Phys. Lett., 439, 18 (2007);
`
`V. L. Orkin, R. E. Huie and M. J. Kurylo, J. Phys. Chem. A, 1997, 101, 9118-9124; 3.
`
`V.C. Papadimitriou, R.K. Talukdar, R.W. Portman, A.R. Ravishankara, J.B. Burkholder, Phys. Chem. Chem. Phys., 10, 808 (2008).
`
`

`
`S1E/nternat/'ona/
`
`HFO-1234y. does not contain chlorine or
`bromine and hence will not contribute to
`
`the well-established CI- and Br-based
`
`catalytic ozone destruction cycles.
`
`HFO-1234yf has ODP = 0.
`
`

`
`S1E/nternationa/
`
`Using method of Jenkin (1998), the photochemical ozone
`creation _ otential ‘POCP_ for HFO-1234yf is estimated
`to be 7 and lies between those for methane (0.6) and
`ethane (12.3).
`
`Methane and ethane are considered unreact..- w....
`
`respect to local air quality issues and are exempt from
`air quality regulations.
`
`The claim that “HFO-1234yf has a POCP comparable I0
`ethylene” in EPA-HQ-OAR-2008-0664 NPRM is
`incorrect. Ethylene has a POCP = 100 (14 times
`greater than that for HFO-1234yf).
`
`HFO-1234yf will not impact local air quality (ozone).
`
`Jenkin, M.E_, Photochemical Ozone and rruv Creation Potcnuais. nationalisation auu
`
`Methods of Estimation, AEA Technology plc, Report AEAT—4182/ 20150/003, 1998
`
`

`
`315lnternationai
`
`Atmospheric oxidation of HFO-1234yf gives CF3C(0)OH (TFA) in 100% molar yield.
`
`Trifluoroacetic acid is a ubiquitous natural component of the hydrosphere [1,6,7,8,9,11]. Trifluoroacetic acid is
`biodegradable [10] and does not bioaccumulate in animals or lower aquatic life forms [4,11].
`
`For emission of <50 kt HFO-1234yf per year uniform mixing, and 4.9E17 L annual global precipitation, the global
`average TFA concentration in precipitation will be <100 nglL. Majority of emissions will be in N. Hemisphere, so
`N. Hemispheric average will be <200 ng/L. Reported TFA levels In precipitation in North America in 1998-2004
`lie in range 3-2400 nglL [7]. HFO-1234yf degradation is not expected to have significant impact on
`environmental loadings of TFA.
`
`Tan_ et al. .1998 conclude “no si_ nificant risk is antici. ated from TFA _ roduced b_ atmos_ heric de_radation
`of the present and future production of HFCs and HCFCs as there is a 1000-fold difference between the PNEC
`(Predicted No Effect Concentration) and the PEC (Predicted Environmental Concentration)”.
`
`Benesch et al. (2002) studied impact of 10-10000 pg/L TFA on vernal pool and wetland plant species, no effect
`was observed, conclusion was "predicted TFA concentrations will not adversely affect the development of soil
`microbial communities and vernal pool plant species“. Note TFA concentrations used were more than 50-
`times greater than
`Hciiliaplicliu aVcia\_.]e cauliiatc auuVc IuI' Hro-1
`degradation.
`
`WMO (2007) conclude “... trifluoroacetic acid from the degradation of HCFCs and HFCs will not result in
`environmental concentrations capable of significant ecosystem damage”.
`
`Hurley et al. (2008) conclude that “the products of the atmospheric oxidation of HFO-1234yf have negligible
`environmental impact”.
`
`Trifluoroacetic acid formation from HFO-1234yf will not impact ecosystems.
`
`References
`
`[3] Hurley et al., Chem. Phys.
`[2] Benesch et al. Environ. Tox. Chem., 21, 640, 2002;
`[1] Berg et al, Environ. Sci. Technol. 34, 2675-2683, 2000;
`Lett., 450, 263 (2008);
`[4] Tang, et al., J. Photochem. Photobiol., B 46, 83, (1998); [5] WMO, Scientific Assessment of Stratospheric Ozone:
`2006, World Meteorological Organization, Geneva (2007); [6] Frank et al., Environ. Sci.
`iecnno/. 36, 12-15, 2002. [7] DCOII, et al., Environ. Sci.
`Technol., 40, 7167-7174, 2006; [8] Scott, et al., Environ. Sci. Technol., 39, 6555-6560, 2005; [9] Von Sydow et al., Environ. Sci. Technol., 34,
`3115-3118, 2000. [10] Kim et al., Environ. Eng. Sci., 17, 337, 2000. [11] Boutonnet et al. Human Eco. Risk Assess. 5, 59 1999.
`
`

`
`S-‘-£/nternat/'ona/
`
`Should we be concerned that HFO-1234yf will impact:
`
`Climate change
`
`Stratospheric ozone
`
`Local air quality
`
`Ecosystems
`
`

`
`S1E/nternat/'ona/
`
`ISOTC 22 N 2916 ISO/CD 13043 Road Vehicles-Refrigerant systems used in Mobile Air Conditioning
`systems [MAC]-Safety Requirements
`
`J639 Safety Standards for Motor Vehicle Refrigerant Vapor Compression Systems
`
`J2064 R134a and HFO-1234fy Refrigerant Automotive Air-Conditioning Hose and Assemblies
`
`J2065 Desiccant Testing for Vehicle Air conditioning Systems
`
`J2772 Measurement of Passenger Compartment Refrigerant Concentrations under system refrigerant
`leakage conditions
`
`J2773 HFO-1234yf and R744 Refrigerant Standard for Safety and Risk Analysis for use in Mobile Air
`Conditioning Systems
`
`J2842 HFO-1234yf and R744 Design Criteria and Certification for OEM Mobile Air Conditioning
`Evaporator and Service Replacements
`
`J2843 HFO-1234yf RecoveryIRecyclingIRecharging Equipment for Flammable Refrigerants for Mobile
`Air-Conditioning Systems
`
`J2844 HFO-1234yf New Refrigerant Purity and Container Requirements Used in Mobile Air-Conditioning
`Systems
`
`J2845 Technician Training for Safe Service and Containment of Refrigerants Used in Mobile AIC
`Systems (R-744, and HFO-1234yf)
`
`J2851 HFO-1234_f Refri_erant Recover_ E _ui_ ment for Mobile Automotive Air-Conditionin_ S_ stems
`
`J2888 HFO-1234yf Service Hose, Fittings and Couplers for Mobile Refrigerant Systems Service
`Equipment
`
`J2911 Certification Requirements For Mobile Air Conditioning System Components, Service Equipment,
`and Service Technicians to Meet SAE J Standards
`
`J2912 HFO-1234yf Rerrlgerant laentmcation Equipment for Use witn Mobile Air Conditioning Systems
`
`J2913 HFO-1234yf Refrigerant Electronic Leak Detectors, Minimum Performance Criteria
`
`

`
`S-‘-£/nternat/'ona/
`
`The sponsors of the SAE CRP1234 have
`concluded that HFO-1234yf can be used
`as the globa, replacement refrigerant in
`future mobile air conditioning systems
`and it can be safely accommodat. .,
`through established industry standards
`and practices for vehicle design,
`engineering, manufacturing, and service.
`
`

`
`SAE/nternat/'ona/
`
`REFERENCES
`
`

`
`31E/nternat/'ona/
`
`‘There were 6,024,000 police reported vehicle collisions in the U.S. in 2007. This is divided by the number of registered
`vehicles (255,748,000, NHTSA 2009) and the average number of hours each vehicle is operated (approximately
`500 hours based on SAE J2766, Table 6).
`
`2 The New York State Department of Motor Vehicles reports 1753 accidents in 2008 attributed to brake failure (NYSDMV,
`2008) and roughly 11 million registered vehicles in New York State in 2008. Combining these data with the
`"operating hours per year" suggested in J2766 (-500 as an average) yields the an accident frequency per vehicle
`o_ eratin_ hour.
`
`3Ahrens reports that 33 highway vehicle fires are reported per hour. This is divided by the number of registered
`vehicles in the U.S. (255,748,000, NHTSA 2009) .
`
`4 Based on NHTSA statistics for 1990 to 2001, the average number of confirmed air-bag related fatalities per year is 16.
`This is divided by the number of hours of vehicle operation per year (approximately 500 hours based on SAE
`J2766, Table 6) and the number of vehicle drivers in the U.S. (200 million) to arrive at an average hourly risk rate.
`5 FTA estimated risk.
`
`5 The rate (3.7 per 100 workers) for non-fatal workplace injuries reported for 2008 by the U.S. Bureau of Labor Statistics
`(BLS, 2008) divided by the number of working hours per year in the U.S. (i.e., 2080).
`
`7 The U.S. Bureau of Labor Statistics (2007) reports a total of 3450 cases in 2005 of automotive repair technicians and
`mechanics being struck by an object at work resulting in an injury that required time off from work. This can be
`divided by the number of technicians and mechanics working in the U.S. (954,000, BLS, 2007) and 2,080 working
`hours per year to yield a risk per working hour.
`
`* Risks are given in these units to be consistent with international performance standards used by the automotive
`industry. Results of the Phase I and Phase II risk assessment were given in risks per year. Conversion between
`these units is possible by accounting for the number of vehicle operating hours per year (roughly 500 hours) and
`the size of the relevant vehicle fleet (e.g., roughly 250 million vehicles in the U.S.). Note that the outcomes of
`individual fault trees should not all be combined because some have different denominators (events per vehicle
`operating hour, events per year). The values shown here represent the highest estimates when combining
`individual fault trees with common units of the top level events.