Insights Category: Technical Information

Mass Timber (MT) construction, including Cross-Laminated Timber (CLT) and glue-laminated (glulam) structural members, are growing in popularity, with advances in assembly fire testing and code requirements furthering fire and life safety compliance options.

Where a CLT or glulam element is required to carry a fire-resistance rating (FRR), there are two general options available: (1) comply with a tested or listed system, or (2) calculate the FRR using the “char depth” method.  For the latter option, a member is structurally over-sized to allow for a calculated portion of the member to be sacrificial, and burn and char if exposed to a fire event.  The charring creates a natural insulation for the remaining intact portion of the wood, allowing for structural integrity to be maintained for a certain period of time.

The use of the char depth calculation method is permitted through Section 722 of the 2015 IBC, which references Chapter 16, Fire Design of Wood Members, of the 2015 National Design Specification (NDS) for Wood Construction, with a commonly used and validated char rate at 1.5 – 1.8 inches/hour. If this option is pursued, it should be coordinated between the structural engineer of record and the fire/life safety consultant on the project.

In addition to the char depth calculation approach, tested systems are also available for use in such construction, with more and more becoming available each year. When using such test reports or listings, compliance with the details of the tested system should be reviewed for application into the design.

We have been involved in several mass timber projects and are looking forward to seeing more of this building method in the future! If you have any question on Mass Timber in construction, please reach out to our office at  info@crcfire.com to find out how we can assist.

Click the links below to view the other Insights in the Mass Timber series:

Mass Timber – Concealed Spaces

Mass Timber – Exposed Wood in Type IV-B Construction

 

The Massachusetts State Building Code (780 CMR 9th Edition) provides two main design methodologies for public parking garages, either “open” or “enclosed”.  Developers and design teams can capitalize on several advantages when designing parking garages as an “open parking structure” versus an “enclosed parking structure”, with the most prevalent being the cost savings associated with the omission of mechanical ventilation & sprinkler systems. These advantages, along with several other notable ones, are further detailed below:

  • Sprinkler System Omission: In general, where open parking garages are constructed as standalone structures or separated from other portions of mixed-used development by a firewall (i.e. Texas Wrap Configuration), sprinkler protection of the parking garage is not required when meeting the openness criteria in 780 CMR Section 406.5.2 and Mass General Law Section 26G.
  • Height and Area Increases: Significant increases in the allowable height and area are permitted for single-use open parking garages. This in turn allows for less restrictive construction types and reduction in the required fire-resistance rating of building elements.
  • Fire Separation Distance: Open parking garages having a fire separation distance of 10 feet or more are permitted to have unlimited unprotected openings, regardless of its construction type (780 CMR Table 602 Note C).
  • Exit Stair Openness: Stairways serving open parking garages are not required to be enclosed in fire-resistance rated shaft construction (780 CMR 406.5.9, 1019.3(6)). Even though stairways are not required to be enclosed, the exit access travel distance from each tier is permitted to terminate at the closet riser of the stair (780 CMR 1017.3(1)).
  • Mechanical System Omission: Mechanical exhaust or supply duct systems serving only open parking garages are not required to be enclosed in fire-resistance rated construction (780 CMR 712.1.10.3).

To utilize the above advantages, there are certain fire protection and life safety considerations that architects, owners, and developers should be aware of when designing open parking garages in accordance with 780 CMR Section 406.5:

  • Single use: In order to apply the height and area increases for open parking garages (in lieu of the normal height and area limits in IBC chapter 5), the structure must be used exclusively for the parking or storage of private motor vehicles. No other uses in the building are permitted with the exception to offices, waiting rooms, and toilet facilities having a combined area of 1,000 sf at the grade level tier.
  • Omission of Automatic Sprinkler System: Below are critical design features to note where sprinkler systems are omitted from the open parking garage:
    • Mass General Law Section 26G requires non-sprinklered open parking garages to have a net free area of at least 25% of the total perimeter wall area of each tier, a 5% increase from the base provisions in the IBC.
    • Stairways serving as a required accessible means of egress must have a minimum 48” minimum clear width between handrails (780 CMR 1009.3).
    • Fire department vehicle access roads must be designed to extend within 150 feet of all portions of the exterior wall on the first story. This distance is increased to 250 feet for fully sprinklered buildings (527 CMR 18.2.3.2.2).
  • Decorative Screens: The net free area of openings must be utilized for the purposes of achieving natural ventilation. As decorative screens have become desirable and popular for covering openings of parking garages, the resulting impact to the garage’s natural ventilation openings must be considered, to ensure that the new effective free area remains above the required percentage.

There are certainly several cost benefits of designing public parking garages as “open” versus “enclosed”, however, it is critical for developers and design teams to consider all building and fire protection design features associated with the advantages of open parking garages in order to maintain compliance with 780 CMR and Mass General Law.

If you have questions on open parking garage features, please reach out to our office at info@crcfire.com to find out how we can assist.

As discussed in Code Red Consultant’s prior Insights on fire department access, roadway dimensional criteria, proximity to buildings as well as materials and maintenance of the roadways are critical to the design and longevity of a project to ensure responding apparatus can access a site.  This week’s blog will address the impacts of traffic calming devices to fire department access.

Traffic calming devices are commonly used when the traffic pattern of a particular area is not conducive to the nearby residential, recreational, or retail land uses. These devices are designed to reduce speed, increase driver focus, and in some cases encourage drivers to seek alternative routes, to enhance pedestrian, cyclist, and local traffic safety. Traffic calming devices can include the following measures:

  • Narrowing of roadways, such as reducing lane width, allowing on street parking, or converting one-lane roadways to two-lane roadways. These measures ensure that slower speeds and more attentive driving is necessary.
  • Vertical deflection, such as speed humps, speed bumps, speed tables, rumble strips, and raised pedestrian walkways. These deflections cause discomfort for drivers, and can cause damage to larger vehicles if traveling at significant speeds.
  • Horizontal deflection, such as chicanes. These deflections require drivers to swerve slightly, promoting more attentive and slower driving.

The major drawback to implementing traffic calming devices relates to first responder access. The primary concerns of the response community are timely arrival to an incident scene, with all emergency vehicle occupants arriving safely. Devices or strategies designed to slow the speed of traffic can greatly reduce response time, and can even cause damage to larger vehicles such as fire engines and ladder trucks. A 1995 study by the Portland, Oregon Bureau of Fire, Rescue, and Emergency Services tested the response times for 6 different sized fire vehicles at a various response speeds vs. common traffic calming devices (https://nacto.org/wp-content/uploads/2012/06/City-of-Portland-1996.pdf ). The study produced the following range of delays:

  • 14-foot speed bumps: 1.0 to 9.4 seconds of delay per bump
  • 22-foot speed bumps: 0.0 to 9.2 seconds of delay per bump
  • Traffic Circle: 1.3 to 10.7 seconds of delay per circle

NFPA 1141, Standard for Fire Protection Infrastructure for Land Development in Wildland, Rural, and Suburban Areas outlines requirements for traffic calming in relation to fire department access. Section A.5.2.18 states that “prior to installation of traffic calming, the authority having jurisdiction should work with the emergency response department(s) to ensure traffic calming devices can be negotiated by emergency response vehicles in a safe and timely manner without damage to those vehicles”. This requirement is echoed in 527 CMR 1.00, requiring AHJ approval for any traffic calming devices.

In response to the negative impact on first responder access, new traffic calming devices have been developed with easier passage for emergency vehicles in mind. These include speed tables and speed humps with gaps that line up with fire engine tire width.

While devices like these exist, it is important to ensure that coordination with the local emergency response agencies is paramount. Being cognizant of the needs, operating procedures, and equipment of the local fire department will ensure that a strategy is implemented that both increases pedestrian safety from traffic but also ensures little to no impact on response times of first responders.

This completes are blog series on fire department access.  We hope you found the content informative and will consider it a resource for future project planning. If you have questions on fire department access compliance, please reach out to our office at info@crcfire.com to find out how we can assist.

Click the links below to view the other Insights in the FD Access series:

Introduction

Part 1 Roadway Dimensions

Part 2 Roadway Materials and Maintenance

Part 3 Proximity to Buildings

As discussed in Code Red Consultant’s prior Insights on fire department access, roadway dimensional criteria as well as materials and maintenance are critical to the design and longevity of a project to ensure responding apparatus can access a site.  This week’s blog will focus on the proximity of fire department access roads to the building itself as required by 527 CMR 1.00:  Massachusetts Comprehensive Fire Safety Code.

Fire department access roads are required to be provided for every facility, building, or portion thereof. The location of the fire department access road relative to the building is required to comply with 527 CMR 18.2.3.2. The specific requirements for fire department access roads are as follows:

  • It shall extend to within 50 feet of at least one exterior door that can be opened from the outside and that provides access to the interior of the building;
  • Is required to extend to within 150 feet of all portions of the exterior wall of the building, or 250 feet where the building is provided with an NFPA 13 sprinkler system (note that NFPA 13D and NFPA 13R systems cannot be used to satisfy this requirement);
  • Dead end access roads in excess of 150 feet are required to be provided with an appropriate turning radius or T-turn. All fire department access road requirements are required to be provided for the turning areas (13’-6” height, 20’ width)

It is recommended that all fire department access roads are reviewed with the local fire department.

Our next post will focus on traffic calming devices relative to fire department access.  If you have questions on fire department access compliance, please reach out to our office at info@crcfire.com to find out how we can assist.

Click the links below to view the other Insights in the FD Access series:

Introduction

Part 1 Roadway Dimensions

Part 2 Roadway Materials and Maintenance

Part 4 Traffic Calming Devices

As discussed in Code Red’s prior Insights on fire department access, roadway dimensional criteria are critical to the design of a project to ensure responding apparatus can access a site.  This blog will review the material and maintenance criteria of these roadways as outlined in 527 CMR 1.00:  Massachusetts Comprehensive Fire Safety Code.  How does this apply to the design and lifetime maintenance of the roadway?

In designing fire department access roads, it is important to consider any existing buried structures such as culverts, pipes, electrical duct banks, and even septic tanks. It is important to ask yourself, can these structures support the significant weight of a fire apparatus? Weather conditions such as heavy rainfall or freezing temperatures can quickly change the drivability of the road and will have an impact on the materials used to construct the roadway. For example, if a road, located in a valley that has historically flooded in heavy storms, is to be designed as a fire department access road, selecting dirt as the finish surface material will likely result in the road’s inability to support a fire department vehicle when the dirt’s load bearing capability is reduced in a storm. A material such as asphalt with sufficient thickness of material below the surface will be better at maintaining its load bearing capabilities.

During the design of fire department access roadways, the loads imposed by jacks, outriggers, and stabilizers for aerial ladder trucks is often overlooked. These stabilizers are designed to be capable of supporting the full load of the vehicle, which will result in the weight of the vehicle becoming concentrated on the jacks or outriggers. For example, a gravel road may be capable of supporting a fire department vehicle traveling on ten tires, however, when the aerial ladder and associated stabilizers are needed, the gravel may not be capable of supporting the concentrated load of the stabilizers. This can put the ladder truck at risk of sinking into the ground or tipping over.

The maintenance over the life of the roadway should also be considered during the of fire department access roadway. For example, selecting permeable pavers with grass as the top surface of the roadway might be advantageous from an aesthetic perspective, and may even be capable of supporting the load of a fire department vehicle. However, during the winter months when snowfall occurs, the pavers are difficult to plow. If the plow is set too high off the ground, it will leave residual packed snow that will turn to ice and create a hazard to the responding fire apparatus – and anyone else using the roadway. If the plow is set too low, it can rip up the pavers and grass and require repair. The same grass roadways can also blend into the adjacent grass during the summer months, creating visual difficulties for the responding fire department personnel to locate the boundaries of the road.

Regardless of the road surface, fire department access roads must be maintained as drivable throughout the life of the building. All road surfaces – concrete, asphalt, gravel, and even crushed clam shells – require ongoing maintenance. Excessive cracking or ruts can indicate failure of the subgrade, and annual freeze-thaw cycles can cause potholes, frost heaves, and other damage that can prevent a fire engine from using the roadway.

While the design and maintenance of fire department access roads only comprises a few short sections in 527 CMR 1.00, there are large implications for the project that can result from not providing access in an approved way. Careful planning and an open discussion with the fire official can mitigate many of the challenges that fire department access roadways can bring.

Our next post will focus on the proximity of the fire department access road to a building.  If you have questions on fire department access compliance, please reach out to our office at info@crcfire.com to find out how we can assist.

Click the links below to view the other Insights in the FD Access series:

Introduction

Part 1 Roadway Dimensions

Part 3 Proximity to Buildings

Part 4 Traffic Calming Devices

Throughout October, we will be providing Insights on fire department access through a series of blog posts in celebration of Fire Prevention Week 2021. While the Massachusetts State Building Code is silent on fire department access, the Massachusetts Comprehensive Fire Safety Code (527 CMR 1.00), contains the requirements for fire department access, and is enforced by the local fire department. In this Insight, we will discuss the minimum dimensional criteria for fire department access roads.

Fire department access roads are required to have an unobstructed width of not less than 20 feet, and a vertical clearance of not less than 13 feet 6 inches. This width is required to be maintained at all times, and cannot be obstructed by parked cars, curbs, and snow piles during the winter months of New England. The vertical clearance also cannot be reduced by items such as trees, bridges, walkways, power lines, decorative catenary lighting, and building overhangs.

These requirements take into account the need for fire apparatuses to pass each other, compartment doors to open, and the additional width required for ladder trucks to deploy jacks or outriggers. Vertical clearance is needed not only for the height of the trucks, but also to allow for access of equipment that is stored on top of trucks.

Fire department access roads are also required to have a minimum inside turning radius of at least 25 feet unless otherwise required by the fire official. This generally provides adequate space for the long wheelbase of fire apparatus to make a turn. The outside turning radius is required to be at least 45 feet (25 feet for the inside turning radius and 20 feet for the access road width). Keep in mind that the fire department can require a larger turning radius.  Some fire apparatuses, particularly tower ladders, can have an outside turning radius (“wall-to-wall” turning radius) close to 50 feet – giving an overall turning circle of 100 feet or more.

Although a fire department access road is defined as the road or other means developed to allow access and operational setup for firefighting and rescue apparatus, the fire department has been known to use any means that is necessary to get to a building during an emergency. That said, providing properly sized and capable roadways can ensure that damage to landscaping or roadways – and to fire apparatus – does not occur during an incident. This is why it is so important to understand and maintain the fire department access road requirements on any project.

Our next post will focus on the design and maintenance of fire department access roads.

If you have questions on fire department access, contact our office at info@crcfire.com

Click the links below to view the other Insights in the FD Access series:

Introduction

Part 2 Roadway Materials and Maintenance

Part 3 Proximity to Buildings

Part 4 Traffic Calming Devices

October Blog Series:  Fire Department Access

Learning from our best!  Code Red Consultants held an internal training session to review the requirements for Fire Department Access in accordance with 527 CMR 1.00.  The timely presentation was a nod to the upcoming 2021 Fire Prevention Week (October 3-9).  Fire Prevention Week commemorates the Great Chicago Fire of 1871, and serves as a reminder for the importance of fire safety in the places we live, work and play.

Code Red Consultants is fortunate to have full time staff members that wear a very important uniform outside of the office, giving their time and expertise back to the communities they call home.  Jeremy, Corey, Tyler and David are invaluable internal resources offering their perspective for the benefit of our clients and the safety of their projects, occupants and communities served.

In honor of these four guys, the local Fire Departments we collaborate with, and all the brave men and women that have chosen this profession, we will be celebrating Fire Prevention Week with a month-long blog series.  Check back each week as we cover four important areas of Fire Department access!

Click the links below to view the other Insights in the FD Access series:

Part 1 Roadway Dimensions

Part 2 Roadway Materials and Maintenance

Part 3 Proximity to Buildings

Part 4 Traffic Calming Devices

Throughout a construction project, the electrical foreman is responsible for the installation of listed firestopping assemblies for electrical items that may breach a fire-resistance rated barrier – a shaft, wall, or floor. Below are some tips for electrical foreman to be aware during construction projects.

Items that Penetrate Shaft Wall Assemblies

As discussed in our blog titled “Firestopping Sequencing Shaftwall Inspections”, items such as electrical metallic tubing (EMT), metal clad cables (MC), and similar that penetrate a shaft wall assembly typically require two rounds of visual and destructive inspections. Note that this only occurs when a firestopping assembly specifies that the penetrating item must be sealed at both layers. It is imperative that any firestopping at the shaft coreboard layer is installed and inspected prior to installation of the outer gypsum layer (which requires additional coordination with the drywall installer) to avoid opening of walls or rework.

Open Ended Conduits

Metallic or non-metallic electrical sleeves or open-ended conduit may penetrate a rated wall. Firestopping assemblies typically specify that after a wire or cable is run through the open end of the conduit or sleeve, the open end must be sealed to complete the installation. Due to the electrical sequencing on the project, the conduit or wire sleeve itself may be firestopped at the fire-resistance rated wall, however, wires and cables may not be run until later stages in the project. These incomplete installations can often be overlooked as the project nears completion. Additionally, firestopping inside the conduit or sleeve is often removed or damaged to run late-stage wiring, such as data cables or controls, and needs to be repaired.

Membrane Penetrations

A membrane penetration is a type of penetration where an item goes through only one side of a floor-ceiling, roof-ceiling or wall assembly, and is firestopped where it passes through the breach. If a membrane penetration were to pass through a fire-resistance rated assembly, it is required to be protected by a listed firestopping assembly just as a penetration through the full (both sides) fire-resistance rated substrate would. Typically, a different listed system is required for membrane penetrations than through-penetrations, even though the installation methodology is generally the same.

Electrical Box Firestopping

Membrane penetrations by electrical boxes may not require a firestopping assembly if they (1) have been tested for use in a fire resistance rated assembly and are installed per their listing or (2) they meet all of the following conditions (IBC 2015 714.3.2):

  • The electrical box area does not exceed 16 square inches;
  • The aggregate area of openings through membrane does not exceed 100 square inches in any 100 square feet of wall area; The annular space between the wall membrane and the box does not exceed 1/8”; and
  • If located on opposite sides of the wall, electrical boxes are separated by 24 inches in different stud cavities.

If these conditions are not satisfied, additional insulation, fireblocking, or listed firestop assemblies arranged per IBC Section 714.3.2 need to be added to achieve compliance with the code.

Potential products that may be permitted for use of firestopping electrical boxes, depending on the specific firestopping assembly used, include firestop putty pads, firestop box inserts, firestop cover plate gaskets and endothermic mats.

The electrical trades often have the greatest variety of firestopping installations on a project, and as such, bear the greatest burden in managing installations. Careful attention paid to the firestopping systems in use and how they are being constructed in the field can streamline the inspection process and reduce or eliminate rework and delayed timelines.

As defined in NFPA 70: National Electrical Code (NEC), there are three types of emergency and standby power systems: emergency power, legally required standby power, and optional standby power.

  • Emergency power is required by codes for systems whose operations are essential for life safety.
  • Legally required standby power is required by codes for systems that are not categorized as requiring emergency power, but whose failure could create hazards or hamper rescue or firefighting operations.
  • Optional standby power is not required by code and provides backup where life safety does not depend on the performance of the system.

With these parameters, the need for emergency or standby power is determined and described in either a building code, fire code, and/or referenced standard. Specific requirements for emergency and standby power systems design will vary based on building occupancy type, facility use, critical function, and equipment served.

Emergency systems are defined by NFPA 70, Article 700 as: systems legally required and classed as emergency by municipal, state, federal, or other codes, or by any governmental agency having jurisdiction. These systems are intended to automatically supply illumination, power, or both, to designated areas and equipment in the event of failure of the primary power supply or in the event of accident to elements of a system intended to supply, distribute, and control power and illumination essential for life safety. When primary power is lost, emergency power systems shall be able to supply secondary power within 10 seconds.

Legally required standby systems are defined by NFPA 70, Article 701 as: systems required and so classed as legally required standby by municipal, state, federal, or other codes or by any governmental agency having jurisdiction. These systems are intended to automatically supply power to selected loads (other than those classed as emergency systems) in the event of failure of the primary power source. Legally required standby systems provide secondary power to aid in firefighting, rescue operations, control of health hazards, and similar operations. When primary power is lost, legally required standby power systems shall be able to supply secondary power within 60 seconds, instead of the 10 seconds or less required of emergency power systems.

Optional standby systems are defined by NFPA 70, Article 702 as: systems intended to protect public or private facilities or property where life safety does not depend on the performance of the system. Optional standby power systems are intended to supply secondary power to selected loads either automatically or manually.

The emergency and legally required standby power supply is the source of electric power of the required capacity to carry the connected loads. The supply system is defined as the Emergency Power Supply (EPS) and may include: Storage Batteries, Generator Sets, Uninterruptible Power Supplies (UPS), DC Microgrid Systems, Fuel Cells and/or Separate Utility Power Sources. NFPA 70, Articles 700 and 701 within the fine print notes (FPN) references NFPA 110, Standard for Emergency and Standby Power Systems. NFPA 110 further defines the requirements for the classification of the emergency power supply system (EPSS).  The EPSS refers to the secondary power system in its entirety. It includes the EPS, automatic transfer switches (ATS’s), and all control, supervisory, and support devices up to and including the load terminals of the transfer equipment needed for the system to operate as a safe and reliable source of secondary power.

NFPA 110 defines the Class, Type and Level of the EPSS. The Class is defined as the minimum time, in hours, for which the EPSS is designed to operate at its rated load and are designated as follows:  Class 0.083 (5min.), Class 0.25 (15min.), Class 2 (2hr), Class 6 (6hr), Class 48 (48hr), Class X (as required by the application, code, or user). The Type defines the maximum time, in seconds, that the EPSS will permit the load terminals of the transfer switch to be without acceptable electrical power and are designated as follows: Type U, (Uninterruptible), Type 10 (10 seconds), Type 60 (60 seconds), Type 120 (120 seconds) and Type M (Manual). The Level defines systems with a direct impact on life safety. The standard recognizes two levels of equipment installation, performance, and maintenance. Level 1 systems are installed where failure of the equipment to perform could result in loss of human life or serious injuries and correspond well with the requirements of NFPA 70, Article 700: Emergency Systems. Level 2 systems are installed where failure of the EPSS to perform is less critical to life safety and correspond well with the requirements of NFPA 70, Article 701: Legally Required Standby Systems.

NFPA 110 only defines systems with a direct impact on life safety. As such, the systems described in NFPA 70, Article 702 (Optional Standby Systems) do not fall under the purview of NFPA 110. NFPA 110 does not state which applications or equipment specifically qualify as Level 1 or Level 2. Provision of other NFPA Standards and Building Codes state the required Type, Class and Level of EPSS system and whether the systems fall under NFPA 70 Article 700 (Emergency Systems) or NFPA 70Article 701 (Legally Required Standby).

Examples of common secondary power systems required by the Building Code and their associated loads include the following:

Emergency / Type 10, Level 1, Systems include (but may not be limited to):

  • Means of egress illumination and exit signage.
  • Electrically powered fire pumps (where secondary power is required).
  • Elevator cab lighting.
  • Emergency voice/alarm communications systems.
  • Automatic fire detection systems.
  • Fire alarm systems.

Legally Required / Type 60, Level 2, Systems include (but may not be limited to):

  • Ventilation for smokeproof enclosures.
  • Smoke control systems.
  • Elevators.
  • Jockey Pump (NFPA 101 for high-rise buildings).
  • Air Compressors serving Dry and Pre-Action Sprinkler systems (NFPA 101 for high-rise buildings).
  • Power and lighting for the fire command center.
  • Emergency responder radio coverage systems.

When specifying, reviewing or installing emergency power and standby power systems the requirements of NFPA 70, NFPA 110, other referenced NFPA Standards and the applicable Building Codes need to be taken into consideration to not only verify the proper equipment is connected to the proper secondary power system, but also that the EPSS is rated for the correct Class, Type and Level. If you have any questions, please do not hesitate to contact us at info@crcfire.com.

As an increasing number of laboratory core and shell, fit out, and building conversion projects are hitting the market, a frequent point of confusion we hear about is what is the difference between a flammable permit and a flammable license and when are each needed?  The sections below have been designed to help identify the regulatory landscape on this important topic, as it is an often overlooked, but critical piece of laboratory permitting.

How are flammable and combustible liquids defined and regulated?

The storage and use of flammable and combustible liquids is regulated by law in accordance with 148 MGL Sections 9 & 13, Massachusetts General Laws as well as 527 CMR 1.00, Massachusetts Comprehensive Fire Safety Code. The Massachusetts Fire Safety Code describes provisions for flammable and combustible liquids based on their hazard classification, which can be found defined within NFPA 30: “Flammable and Combustible Liquids Code” follows[1]:

Flammable Liquids

  • Class IA:  Flash Point less than 73°F; Boiling Point less than 100°F
  • Class IB ‐ Flash Point less than 73°F; Boiling Point equal to or greater than 100°F
  • Class IC ‐ Flash Point equal to or greater than 73°F, but less than 100°F

Combustible Liquids

  • Class II ‐ Flash Point equal to or greater than 100°F, but less than 140°F
  • Class IIIA ‐ Flash Point equal to or greater than 140°F, but less than 200°F
  • Class IIIB ‐ Flash Point equal to or greater than 200°F

Using the classifications above, and based on the total quantity of flammable and combustible liquids used within a building or tenant space, 527 CMR Table 1.12.8.50 outlines the quantity thresholds subject to permitting or licensing by the municipality.  Specific care should be taken to review any local city or town amendments with respect to the need for permitting and licensing.

Flammable license or permit?

In simple terms, a flammable permit is obtained by each building tenant and is enforced at a local municipality level. It is used to communicate to the fire department the maximum quantity that the tenant will have in their space at any point in time. A flammable license differs in that its held by the building owner and contains the maximum amount of flammable liquids in the entire building across all tenants.

Flammable Permits are applied for within and issued through the local Fire Department, whose processes for issuance vary by municipality but are commonly listed in detail within the Fire Department’s website. A typical Flammable Storage Permit application can include:

  • Completed Massachusetts Standard Permit Form FP-006, or specific Fire Department Permit form(s) for your municipality;
  • Description or list of Flammable and Combustible Liquids by classification to be stored within the facility or portion thereof;
  • Application processing fees

A key understanding for flammable licenses is that they are only required when certain thresholds contained in 527 CMR Table 1.12.8.50 are exceeded.  The flammable license application and approval is a much more robust process that is performed through the municipality’s Clerk, Selectman, or governing authority and involves approvals by the fire department and local licensing authority after a public hearing. The flammable license is a single grant that is held by the landlord or building owner and is attached to the property parcel and as such, only a single Flammable License can be active for the property. Similarly, specifics on what is included within the flammable license application varies by municipality, but a typical Flammable Storage License application can include:

  • Completed Massachusetts Standard Permit Form FP-002, or specific Municipality Licensing application form(s);
  • Certified Civil Site or Plot plan with markup detailing the locations of the storage, building exits, fire department access, cross streets and public ways, and direct abutters to the property;
  • Description or list of Flammable and Combustible Liquids by classification to be stored within the facility or portion thereof;
  • Copies of active flammable and combustible permits within the building
  • Application processing fees, public hearing fees, publication fees

If you have any questions or would like assistance with securing a flammable storage permit or license, please do not hesitate to contact us at info@crcfire.com

 

[1] Flash points determined in accordance with closed-cup test methods.