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NOx EMISSIONS OF DIESEL ENGINES
ACCORDING TO MARPOL 73/78, ANNEX VI
Standard for Certification No. 2.15
FEBRUARY 2001
DBT NORSKE \'ERITAS AS
BD3LlOTEKET
DET NORSKE VERITAS
STANDARD FOR CERTIFICATION
No. 2.15
NOX EMISSIONS OF DIESEL ENGINES ACCORDING TO
MARPOL 73/78, ANNEX VI
FEBRUARY 2001
DET N ORSKE VERITAS
Veritasveien 1, N- 1322 Hl!lvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11
FOREWORD
DET NORSKE VERITAS is an autonomous and independent Foundation with the objective of safeguarding life, property and
the environment at sea and ashore.
DET NORSKE VERITAS AS is a fully owned .subsidiary Society of the Foundation. IL undertakes classification and
certification of ships, mobile offshore units, fixed offshore structures, facilities and systems fo r shipping and other industries.
The Society also carries out research and development associaced with these fu nctions.
DET NORSKE VERITAS operates a worldwide network of survey stations and is authorised by more than 120 national.
administrations to carry out surveys and, in most cases, issue certificates on their behalf.
Standards for Certification
Standards for Certification (previously Certification Notes) are publications that contain principles, acceptance criteria and
practical information related to the Society's consideration of objects, personnel, organisations, services and operations.
Standards for Certification also apply as the basis for the issue of certificate.~ and/or declarations that may not necessarily be
related to classification.
A list of Standards for Certification is found in the latest edition of the Introduction booklet:-; to the "Rules for Classification of
Ships", the "Rules for Classification of Mobile Offshore Units" and the "Rules for Classification of High Speed, Lighl Craft
and Naval Surface Craft". In "Rules for Cla'isitication of Fixed Offshore lnst.allations", only those Standards for Certification
that are relevant for this type of structure, have been listed.
The list of Standards for Certification is also included in the current "Classification Services - Publications" issued by the
Society, which is available on request. All publications may be ordered from the Society's Web site http://exchangc.dnv.com.
'1J Det Norske Vcritas
Printed in Norway by CGS AS
If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas. t hen Det Norske Veritas
shall pay compensation to such person for his proved direct loss or damage. However. tfic comp1msation shall not exceed an amount equal to tf!n times tho
fee charged for the service in question, provided that the maximum compensation shllll never exceed USO 2 million.
In this provision " Det Norske Ver itas·· shall mean t he Foundation Det Norske Voritas as well as all its ~ubsidiaries. directors. officers. f!mployees. agents and
any other :icting o n behalf of Oet Norska Veritas.
CONTENTS
1.
2.
2.1
2.2
Preamble ................................................................... 4
Gencra1 ...................................................................... 4
DNV' s scope of work ................................................ 4
Application ................................................................. 4
2.3
Plans and particulars .................................................. 5
3.
3.1
Engine families or engine groups ............................ 6
General ....................................................................... 6
3.2
3.3
4.
Basic division of engine families/groups ................... 6
Selection of Parent Engine ......................................... 6
Emission test ............................................................. 6
General. .. ............ ........................................................ 6
Test conditions ...................... ..................................... 6
4.1
4.2
4.3
4.4
4.5
5.
5.1
6.
6.1
6.2
7.
7. 1
Measurement equipment ....... ..................................... 7
Test run....................................................................... 7
Component and engine setting verification ................ 8
Reporting and issue of statemt!nt of' compliance.... 8
Tc.-;t report .................................................................. 8
Appendix I · specification of exhaust gas analysers9
General .... ........ ........................................................... 9
Analysers .................................................................... 9
Appendix II· calibration of analytical instruments
(engine parameters) ................................................ 10
General ...... ....................... ........................................ 10
D ET NORSKE VERITAS
4
Standard for Certification- No. 2.15
February 2001
1. Preamble
Jn September 1997, Annex VI to MARPOL 73178 was
adopted by TMO. The annex in question takes into
consideraLion the emi.s.sion.s of harmful substances to air from
ships.
Annex VI had not come into force at !he time of writing th.is
Standard for Certification, and will not come into force until
at least 15 states, representing at least 50 % of the world
merchant tleel lOnnage have ratified it. Engine
manufacturers, shipyards and s hip owners are already
requesting NOx emission certification of diesel engines
based on MARPOL, Annex VI, Reg. 13. The urgency,
concerning emission certification of diesel e ngine emissions
of NOx, is due to a retroactive clause in Regulation 13 of
Annex VI. This clause states that, regardless of when Annex
Vl comes in\.O force, the NOx emission certification
requirement will apply for almost all diesel engines, installed
in ships whose keel was laid on, or after 1st of January 2000.
The requirements for NOx emissions are detailed in the
"T echnical code on control of emission of nitrogen oxides
from diesel engines" (hereinafter referred to as "th.~ Code")
adopted by Res. 2 of the 1997 M ARPOL conference.
This Standard for Certification describes how DNV certifies
diesel eng.ines in accordance with MARPOL, Annex VI,
before this Annex comes into force.
A DNV St.atement of compliance shall certify that the
engines comply with all requirements of the Code so that the
Statement of compliance may be replaced by an Engine
lnternalional Air Pollution Prevention Certificate, issued by
the Hag state or by DNV on behalf of the flag state, when
Annex VT comes into force.
2.2 Application
The emission certification requirements, diesel engines, of
Annex VI app ly to;
Each die.sci engine with a power output of more than
130 kW that is in~talled on a ship above 400 terns gross
tonnage, a fixed or. floating offshore platform or drilling
rig, keel laid on or after 1st of January 2000.
E ach diesel engine with a power output of more than
130 kW, installed in a ship above 400 terns gross
tolUlage, a fixed or 1loating offshore platform or drilling
rig, which undergoes a major conversion* on or after I st
of January 2000.
1)
2)
T he emission certification requirements, diesel engines, of
Annex Vl do not apply to;
1) Emergency diesel engines and engines installed in
lifeboats and any device or equipment intended to be
used solely in case of emergency, e.g. diesel engine
solely used for emergency fire-fighting pump drive.
*
By major conven;ion means a modification of a diesel engine
where;
2. General
- the engine is rep[a<.;ed by a new engine built on or after lst of
January 2000, or
2.1 DNV's scopt! of work
- any substantial modification, see 1.3.2 of the Cotle, ii. made to
the engine, or
If requested, DNV may issue a Statement of compliance
(Interim Engine Air Pollution Prevention Certificate) for a
diesel engine that is to be installed onboard a ship above 400
tons gross tonnage or on board a fixed or tJoating offshore
platform or drilling tig.
• the maximum continuous rating of the engine is increased by
more than 10 %.
Note
The NOx emission requirements of MAR POL, Annex VI
concerns diesel engines only. I.e. NOx emissions frorn gas
turbines, boilers etc. are not considered.
Before issuing a Statement of compliance, DNV shall have
collected documentation and verified Ule compliance with
UlC Code. Unless an engine of the pa11icular model have been
successful Iy tested earlier, an engine eruission lest shall be
arranged and witnessed by DNV.
Note
When DNV carries out work in accordance with MARPOL,
Annex VI and the NOx Technical Code, it is on behalf of a nag
state. I lenee DNV can neither allow exceptions from tl1c Code
nor interpret the Code freely or apply the principle of
equivalcncy. Auy deviation can only be ncceptccl by the !lag state
and not by Lhe third party verifier, i.e. DNV.
The request to issue a Statement or compliance must come
from engine manufacturer/designer, shipyar.d or owner.
If reques ted ON V may issue statements of compliance for
engines regard less of class.
It is imperative Urnt DNV. bet'orc issue of any statement,
have received confirmation from the responsible flag state
thaL a Stateruenl of compliance issued by DNV wili be
accepted when Annex Vl comes into force, hcfore issue of
any statement. II' it is not possible to obtain such
confirmation, the shipyard/owner must be made aware that
there is a risk that a DNY Statement of compliance may not
be accepted by the Hag State.
Based upon the requirements of the Code with respect lo
documentation and testing, it shall be shown lhat the
emission of ni!J'ogcn oxides (calculated as the total weighted
mean value) from the engine is below the following limits:
1)
Engine speed, n, less than 130 r.p.m.:
17.0 g/kWh
2) Engine speed, n, between 130 r.p.m. - 2000 r.p.m.:
45 x n-0.z g/kWh
3)
Engine speed, n, 2000 r.p.m. and above: 9.8 g/kWh
Depending on the application, the NOx emission level of the
diesel engine shall be determined and a weight.e<l mean value
of lhc emission level shall be calculated according to one or
the following test cycles:
DETNOR.SKE VERlTAS
s
Standard for Certification· No. 2.15
.F ebruary 2001
1)
"Constant speed main propulsion" applications,
including engines in diesel-electric insLallations and
controllabl e pitch propeller installations.
Test
Power
100%
75%
50%
25%
cycle
Speed
100%
100%
100%
100%
E2
Weighting 0.2
0.5
0.15
0.15
faclor
"Propeller law operated" applications, main and
.
aux1Trnry engines.
100%
75%
25%
Te~l
Power
50%
cycle
91%
Speed
100%
80%
63%
m
Weighting 0.2
0.5
0.15
0.15
factor
-
case of questions/disputes, and will not be included in
the final technical file that goes onboard the ship).
A detailed Lest schedule.
A description of the manufaclurers Conformity of
Production procedure or equivalent
After the emission test, the following shall be .~ubmitted to
the DNV approval centre:
2)
3) "Constant soeed auxiliary engine" aDolications.
Test
cycle
D2
Power
100%
75%
50%
25%
10%
Speed
100%
100%
100%
Weighting
factor
0.05
0.25
100%
0.3
100%
0.l
0.3
Note
No deviation of power and spccc.l, outside the tolerance limit
given by the Co<li; is permitted.
2.3 Plans and particulars
A.) "I1 arcnt" engines (see 2.1 - 2.3
ror further details)
t-lor engines where DN V shall attend an emission test, the
following plans and particulars shall be submitted lo the
DNV approval centre prior to the Lest:
- A preliminary technical file, outlining the following;
I)
2)
3)
4)
5)
6)
7)
8)
Full record of the engine's perlormance.
Identification of those components and engine settings,
e.g. fuel injection timing, that influences the NOx
emission level, including expected range of allowable
adjustments. Allowable alternative parts or alternative
part identification numbers.
Identification of the operating parameters that influence
the NOx emission level, e.g. maximum combustion
pressure, charge air temperature and pressure etc. The
aliowable tolerance range is to be stated.
A system of onboard NOx verification procedures lo
verify compliance with the NOx emission limits during
onboard verification surveys.
Identification of applicable test cycles.
Tf applicable, identification, designution and restrictions
of a range of engines belonging to an engine family or
engine group. E.g., different camshafts and different
turbochargers for the different number of cylinders shall
be stated.
For engine famil ies/groups, a conformity of production
document, outlining how the engine manufacturer
ensures lhat the components, settings etc., for each
engine in the family/group complies with the technical
file of the parent engine.
One set of drawings of all NOx inl1uencing parts (lhis
drawing is to be kept in DNV' s files for reforence in
-The final technical fi le, which in addition lo the above shall
contain lhe following:
Final value~ of the allowable range of engine settings
and operating parameters, allowable spare parts, clc. as
applicable.
2) A test report from the emission test. This test report shall
contain both the engine parameters and the emission
measurements.
3) Fuel oil analysis report from samp le taken during the
tcsl.
Note
The requiremcnl for submission of' 11 preliminary Technical J-iile
lo approval centre can be waived in cases where DNV are
alread¥ fam~Jiar witll Lhe fo~·'!' of the engine manufacturer's
Technical File and on cond111on that the form for rhe Tcchni<.:al
File has not heen changed.
I)
B.) "Member" engines
J-lor engines that are members of an engine family or group
where DNV have issued a statement of compliance for the
parenl engine, the rollowing shall he submitted to the DNV
approval centre:
A final technical file, identical except for due and
necessary changes, to that or the parent engine.
A verification from a DNV surveyor that the engine
components and settings arc identical or within the
tolerance limiL~ stated in the technical file.
C.) ''Member" engines of a non-UNV family/group
For enginc.o.; lhat have been emission tested by another
cla.~sificalion society or hy a body recognised by the
responsible tlag state, the following shall he submitted to the
DNV approval centre for approval on a case-by-case basis
(no family or group approvals allowed):
All final documentation a.o.; lisLed under A.).
A verification from a DNV surveyor that the engine
compone nts and settings are identical or within the
tolerance limits stated in the technical file.
D.) Mass produced member engines of a DNV
group/family
For engines that are members of an engine family or gruup
where DNV have issued a statement of compliance for the
parent engine, and where it for obvious reasons is not
possible to perform the pre-certification survey at the
manufacturers shop, DNY may issue a Conditional EAPP
Statement of Compliance.
DET N ORSKE VERITAS
6
Standard for Certification- No. 2.15
.February 2001
For these engines, the EAPP Statement of Compliance will
be val id first after the engines have been subj ect to preccrtiftcatlon survey in connection wilh e.g. the sea ui al. Jn
this occasions the fo llowing shall be submitted to the D NV
approval centre:
A final technical file, identical ex.cepl for due and
necessary changes, to that of the parent engine.
Note
It is of ulmost importance that in theses cases, Lht: huycr is awrue
thnt !he engine or engines have only a ConditionaJ EAPP
Statement of Compliance, and d1at the engine buyer will have LO
arrange for Lhe prc-cc1tification survey.
Hence, in order to ac hieve all the negative (NOx-wise)
adjustments in one engine, the engine manufacturer may
have to adversely adj ust the selected parent engine in order
to have a "worst case engine".
Alternatively, tl1e engine manufacturer can carry out a
parameter sensitivity survey where the different engine
parameters influence on Lhe engine ' s NOx emission leve l i:>
determined. T he records from !hi:; test c an then be used for
determining the boundary limits for the engine famil y/group
with respect to operating parameters and/or engine seltings.
4. Emission test
3. Engine families or engine groups
4.1 General
3.1 General
T o avoid emission testing of each engine for compliance
with the NOx emission limit, the Code allows thal engines
are divided into fam ilies or groups and that only a "parent"
engine of ea<.:h family or group is tested.
T he engine famil y concept may be applied to engines that arc
series produced and that, after installation onboard, require
no modification or adj ustment'> that may adversely affect the
NOx em ission level.
T he engine group concept may he applied Lo engines that are
produced for similar applications hut typically require minor
modifications or adjustments <luring installation or in service
onboard. These engines are typica lly larger engines for
p ropulsion installations.
Before issuing any statement of eompl iance for an engine,
the engine itselJ or an engine of similar design must have
heen tested according to the procedures outlined in the Code.
Any deviation from these procedures must be accepted by
DNV and the F lag State, p1ior to the emission test.
4.2 Test conditions
4.2.1 Ambient condition factor, fn
In case of emission testing of a p arent engine of an engine
family, the ambient pressure, p1 , and ambient temperature,
Ta, must he within a certain limit in order for the test lo he
valid. This ambient condition facto r is determined according
to the followi ng;
I) T urbo-charged engines with or withouLc harge air
cooling:
T o belong to an engine family or group, Lhc engine shall
have Lhe same basic type designation, i.e. the engine shall be
of Lhe same basic desig n with the same design of the NOx
intluencing compo nents .
T he allowable differences in an engine group or family are
then differences in number of cylinders, differences in rating
and speed (i.e. di.tfercnl operating parameters), differences in
engine settings (such as fuel injection timing) and of course
also difference in co mponent design on the condition that the
different designs are tested or similarly proved not lo
increase the NOx emissions.
3.3 Selection of Parent Engine
The basic requirement when an engine manufacturer sel.ects
a parent engine is that the parent engine shall have the
highest NOx emission level of the engines within the group.
The following guideline.<; a~ provided in the Code for
selection of a parent engine.
higher fuel deli very rate (if available from manufacturer)
higher mean eftectivc prcs~ure
higher maximum cylinder pressure
higher charge air temperature and pressure
earlier fuel injection Liming.
f ,-[99)
- - · -T
-]i..s
n Ps
298
01
3.2 Basic division of engine families/groups
·
2)
[
11
Naturally aspirated and mechanically supercharged
engines:
07
99) .[2T
.f., == [I\
;8]
For the engine family emission test to be valid Lhe ambient
condi tion factor f11 shall be;
0.98 ~ !. ~ ·1 .02
If, for evident technical reasons, it is not possible Lo comply
with this requirement, the 1~ factor shall he between 0. 93 and
1.07.
Note
The ambienl pressure and temperature shall be recorded just
before and after the emission test and the r. factor sh<ill be within
the limits on both occasions. The ambient condition requirement
i. s not applicable to parent engines of engine groups or casc-bycase tested engines.
DET NORSKE VF.RITAS
7
Standard for Ce1·tification- No. 2.15
February 2001
4.2.2 Engines with charge air cooling
4.3.3 Exhaust gas flow
The temperature of the cooling medium and charge air shall
be recorded. All engines must be capable of opemting below
the NOx e mission limit when the ambient seawater
temperature is 25°C. This capability must be shown by the
engine manufacturer, preferably by running the test at
maximum cooling medium temperature (alarm limit) and
corresponding maximum charge air temperature. ft can also
be shown hy running a parameter sensitivity test, i.e. by
running a series of tests showing lhe NOx emission level's
correlation to the charge ai r temperature.
Since the NOx emission level is measured as parts per
million (volume), ppmv, and the IMO limit is set as g/kWh, it
is of utmost importance for the emission calculations that the
exhaust gas flow is established accurately.
4.2.3 Engine power
The basis for the emission measurement and calculation is
uncorrected hrake power. Non-essential auxiliaries should
not be mounted for the test, except as outlined in resolution
2, 5.2.3.2 and 5.2.3.3 of the NOx Technical Code.
4.2.4 Lubricating oil and cooling system
The engine fuel oil, lubricating oil and cooling water systems
shall be operated within the "normal" operating values as
specified by the engine manufacturer. The specification of
the used lubricating oil shall be recorded.
4.2.S Test fuel
Unless otherwise agreed, a DM-grade marine fuel, !SO
82 17, 1996, with properties suitable for the engine type shall
be used. The fuel temperature (viscosity), before the engine
shall be according to U1e engine manufacturers
recommendations and shall be recorded.
4.3 Measurement equipment
Three fund amentally different methods are allowed in the
Code;
Direct measurement method. This method involves direct
measurement of the exhaust gas flow by means of a
venturi Oow nozzle or similar dev ice. The measurement
shall be in accordance with a recognised international
standard (none is explicitly mentioned in the Code).
Note
Direct exhaust flow measurement is difficult and the risk to
commit measurement error.; that will seriously impact the
emission value calculations is large.
Air and fuel measurement tlow. This method comprises
direct measurement of the air !lo w and measurement of
the fuel consumption. The measurement~ shall be carried
out in accordance with a recognised international
standard.
Carbon-Balance rnetho<l. This method involves exhaust
gas mass flow calculation based on measurements of fuel
consumption and exhaust gas concentrations using the
methods and formulas as specified in appendix vr of the
Code (this method is the preferred method among all
engine manufacturers that DNV have been in cont.act
with at the ti me or writing).
4.4 Test run
4.3.1 Exhaust gw; composition
The emission of gaseous components subject to testing shall
be measured by analysers as specified in Appendix I of this
Standard for Certification.
4.3.2 Engine parameters
An engine dynamomcter or alternator with adequate
characteristics to perform testing after the specified test
cycles shall he used.
The instrumentation shall have an accuracy at least as good
as the values of maximum tolerances given in Appendix ll of
this Standard for Certification.
If an alternator is used, the altcmator efficiency shall have
hccn established.
T he equipment for meaiwring the relevant engine parameters,
e.g. temperature and pres.c;urc of exhaust gas, fuel oil,
lubricating oil and cooling waler, shall fulfil the requirements
with respect to accuracy and calibration as detailed in
Appendix II of this Standard for Certification.
The measurement of exhaust gas emissions shall he based on
the analysers specified in Appendix I of this Standard for
Certification.
The sampling of the raw exhausl gas may be taken by one or
two sampling probes with multiple intakes to ensure that u
representative sample is collected, located in close proximity
and internally split to the different analysers. Care must be
taken that no non-intentional condensation (water or e.g.
sulphuric acids) occurs at any place in the sampling line or in
the exhaust gas analysers. I.e. the sampling line shall be
insulated and heated to minimum - I 50°C to ensure that no
condensation occurs.
The sampling p robe shall be fitted at least 0.5 m or 3 times
the diameter of the exhaust pipe d iameter, whichever is
greater, and preferably on a straight piece of the exhaust
pipe. The sampling point shall be upstream of the exit of the
exhaust gas system, and as far as praclicable, but suflicient
close to the engine as Lo ensure an exhaust gas temperature of
at least 70°C at the probe. For engines with two or mmc
turbochargers with separate exhaust pipes, iL is permissible to
acquire one sample from after each turbocharger individually
and calculate an average emission value.
DETNORSKE VERITAS
Standard for Certification- No. 2.15
.February 2001
The sampling line, bet.ween exhaust pipe and exhaust gas
analysers, shall be as sh011 as practically possible and with as
l'e w fl ange/screw connections as possible .
The sampling line m.ay either be fitted with a vacuum pump,
located at the analysers, or alternatively, a p ump is located al
the exhaust pipe side of' the sampling line lo ensure that the
.sampling li11t: i~ pressurisc::d above ambient air pressure.
Pdor Lo the test run, a leakage test of the assembled anal ytic
system shall he carried out. T he most common m ethod for
shorter sampling lines is where Lhc sampling probe is
disconnected from the exhaust pipe and the end plugged. The
analyser vacuum pump shall be switched on and after an
initial stabilising period, all flow meters shall read zero.
For sampling lines longer than - 30-40 m, with more
connections, it is preferable to disconnect the sampling line
and connccl it to a calibration gas. The vacuum pump then
draws gas with a known, certified composition. There shall
be no difference in composition if the gas is drawn directly
f'rom the gas bottle or via the sampling line.
The analysers shall be set at zero and spanned before the test,
i.e. the anal ysers 8hall be checked and calibrated against 7.ero
gas and a s pan gas prior to the lest.
Nole
The zero gas and span gas are gas mixtures that contains no
rc::speeti vcly a known amount of the gas component that is to be
measured, see Appendix IV of the Code.
The composition of lhe gas mixru re .shall he certified (certificates
lo he included in the emissi on rcpQrt) and the shelf life a5
recommended hy the manufacturer of the gas mixture shall not be
exceeded. The expiry date of the calibration ga~cs shall be
recorded.
During the test run, a complete set of meas urements, exhaust
analysers and engine parameters, shall be recorded at each
mode of the test cycle. After an initial stabilising period at
each load point the s pecified speed shall be held within I%
of rated speed or 3 r.p.m., whichever is greater. The specified
torque shall be held so that the average variation, over the
period dming which the measurements are taken, is within 2
% of the maximum torque at rated speed.
During Lhc time the measurements are taken, and also during
the zero and s1nm check, the output of the exhaust analysers
shall be recorded for minimum - 10 minutes on a computer
screen, stripchart recorder or similar (these records shall be
submitted upon request).
or
For the emission calculations, the chart reading
the last 60
s or each inode sh all be averaged. The concentration of NOx,
CO, C02 , H C and~ shall be determined from these average
chart readings.
After the test cycli; is completed, the calibration of the
exhaust analysers shall he re-checked using the same zero
and span gas as used prior lO the measurements. The
difference between the two calibrations shall not be more
than 2% (of the full scale) .
4.5 Component and engine setting verification
Where the engine manufacturer have specified that the
onboard verification shall be carried out as an engine
parameter check, it shall be verified that the tested engine is
equipped wi th the NOx influencing componems thal arc
specified in the technical file.
Similarly the engine settings, e.g. lhe fuel injection liming,
shall be verified using the onboard verification procedure
detailed in the technical file. This is done both to verify the
engine setting and lo verify that the method for onboard
verification i.s feasible. The NOx intluencing components ace
us ually (hut not limited to) Lhc components listed below:
fuel injection nozzle
fuel injection pump, batrel, plunger and possible shims
camshaft
cylinder head
piston
turbocharger
charge air cooler
cylinder liner (two-sLrokc engines)
shims under e.g. piston rod.
5. Reporting and issue of statement of
compliance
5.1 Test report
f'<ir every parent engine or case-by-case tested engine, the
engine manufacturer shall prepare a tes t report which shall
contain all recorded exhaust analyser data and recorded
engine parameter data, see Append ix V of the Code.
One copy of U1is test rep o1t shall be auachcd as a permanent
part of the engine's t.cchnical file. For member engines, a
copy of the test report for the parent engine shal 1 be attached.
The emission calculations shall be carried out according to
the procedures and formulas or Chapter 5.12 and Appendix
VI oJ the Code.
DETNORSKE VERlTAS
9
Standard for Certification· No. 2.15
February 2001
6. Appendix I - specification of exhaust gas analysers
6.1 General
The analysers shall have a measuring range appropriate for the accuracy required and the expected range of the measured
concentration. The measured concentralion shall fall between 15 and 100% of full scale. All analysers shall be capable of
continuous measurement from the gas stream and provide a continuous output response that is to be recorded.
The total memmrcmcnl error of an analyser shall not exceed ± 5% of the reading or± 3.5% of the full scale, whichever is
smaller. For concentration less lhan 100 ppm, the measurement error shall not exceed 4 ppm.
The zero and span drifl duiing a one hour period of all analysers shall not exceed 2 % of the full scale on the lowest range
used.
The analyser peak-to-peak response (noise) to zero, calibration and span gases over any I Os period shall not exceed 2% of full
scale on all ranges used. No chemical dryers shall be used when gas drying is required.
The repeatability of an analyser shall be no greater than± 1 % of the full scale for each range above 155 pp or± 2 % of the full
scale for concentrations below 155 ppm.
The analysers shall be calibrated, linearity, within three months before the emission test, according to the procedures outlined
in Appendix IV of the Code.
6.2 Analysers
The exhaust gas components to be measured shall he analysed hy instrumenls utilising the following measmement principle.-;:
I)
2)
3)
Nitrogen oxides (NOx). The analyser shall be of the ChcmiLuminescenl Delector (CLD) or Heated Chemil ,uminescent
Detector (HCLD) type with a N02/NO converter, if measured on a dry basis. If measured on a wet basis. an HCLD with
converter mainlained above 333 K (60°C) shall be used, provided that lhe water quench check, see Appendix VT of the
Code, is satisfied.
Carbon Monoxide (CO) and Carbon Dioxide (C0 2). The analyser shall be of the Non Dispersive lnfraHed (NDJR)
absorption type.
Oxygen (02 ). The analyser shall be of the ParaMagnctic Detector (PMD), ZiRconium DiOxide (ZRDO) or
ElectroChemical sensor (ECS) type (ECS type analysers must be compensated for C0 2 and NOx intelference)
Hydrocarbons (HC). The analyser shall be of the Heated Flame Ionisation Detector type.
Note
When the exhaust gas flow is determined by mean:; of direct measuremelll of the exhaust gas flow or by direct measLtrcment of air and fuel
flow, it is only required lo measure the emissions of NOx.
DET N ORS KE VERITAS
IO
Standard for Certification- No. 2.15
l<'ebruary 2001
7. Appendix II - calibration of analytical instruments (engine parameters)
7.1 General
Each analyser used for the measurement of the engine paramelers shall have accuracy and be calibrated, according lo
recognised national or intemalfonal stamlards, in accordance with the req uirnments of this appe.ndix.
AU results of measurements shall be recorded in a test report that is to be submitted together with the emission calculations.
Item
Pe.nnissible deviation
Calibration to be carried out within _
months b~f'ore the emission test
Engine speed
Engine torque
Fuel consumption
Air flow ll
2%*
2%*
3
3
2%*
6
2%*
6
Exhaust ga.s now I}
4% *
5
2K**
3
Coolant temperatures
2
J
Lubricant temper.uure 21
Exhaust gas pres.~ure 3l
Exhaust gas temperature 3l
Charge air pressure
Charge air temperature
Ambient air pressure
Ambient t1ir temperature
Ambient air humidity (relative)
*
**
I)
2)
3)
2K**
3
5%~'
3
15K"*
3
5%*
3
2K*"
3
3
0.5% of reading
2K**
3% of reading
± values based on engine's values at MCR
±absolute values
May be omitted when exhaust gas flow is calculated Crom the exhaust gas components
lnlct and outlet tempernlure~
Before turhine.
DET NORSKE VERITAS
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DET NORSKE VERITAS
II
Det Notske Veritas is an
autonomous, independent Foundatiom with
the objective of safeguarding life, property
and the envirenment.
The DNV organisation comprises
300 offices in 100 countries, with a total of
4,400 employees.
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