Summary of ICCR Source Work Group Meeting
July 24, 1997
Internal Combustion Engines Work Group Meeting
I. Purpose
The main objectives of the meeting were to agree on a
Generic Test Protocol, develop preliminary lists of types of
engines and control devices to be tested, develop a preliminary
prioritization scheme for testing, identify a strategy to
approach blank control device codes, determine whether the EPA
ICCR database contains adequate information for
subcategorization, assess the progress of each of the subgroups
and identify new tasks which need to be addressed by the work
group.
II. Location and Date
The meeting was organized by the Environmental Protection
Agency (EPA) and was held at the Renaissance Hotel in Long Beach,
California. The meeting took place on July 24, 1997.
III. Attendees
Meeting attendees included representatives of the OAQPS
Emission Standards Division, trade associations, universities,
and state agencies. A complete list of attendees, with their
affiliations, is included as Attachment I.
IV. Summary of Meeting
The meeting consisted of discussions between WG members on
selected issues which are listed below. The order of the meeting
followed the agenda provided in Attachment II. A bullet point
summary of the meeting is presented as Attachment III.
The topics of discussion included the following:
Highlights of the Recent Coordinating Committee Meeting
Emissions Subgroup Report and Remaining Test Plan Issues
Population Database Enhancement Activities
Population and Structure Subgroup Report
MACT Floor Issues
Next Meeting
1
-------
Highlights of the Recent Coordinating Committee Meeting
Vick Newsom relayed highlights from the Coordinating
Committee Meeting. These items were provided in the CC Meeting
Flash Minutes as a handout, and can be downloaded from the TTN.
One pertinent topic of discussion addressed the RICE WG
specifically; the RICE proposed list of pollutants was not
approved, and the RICE WG was directed to consider dioxin,
mercury, and criteria pollutants. These issues will be revisited
at a future CC meeting.
Emissions Subgroup Report: Status of the RICE Test Plan and
Remaining Test Plan Issues
S. Clowney presented a report on the RICE Test Plan from the
Emissions Subgroup. He also made a presentation giving the RICE
WG a guide for discussion, entitled "RICE Test Plan: WG
Discussion and Decision-making on Remaining Issues." A copy of
each of these presentations are included as Attachment IV.
The topics of discussion which followed included the HAPs
list, the generic test protocol, test methods, categories of
RICE, fuels and control devices to be tested, and prioritization.
HAPS List
The most recent CARB documentation was released in the last
few months. In the process of developing their list of HAPs, CARB
created a criteria which the RICE WG may be able to use as a
guide for further developing their own list of pollutants. Don
Price volunteered to obtain this documentation for the use of the
RICE WG.
In response to the CC's concern about dioxin and mercury,
the WG decided to perform a literature search to resolve these
issues, and to enlist outside expertise to create a "white paper"
on the topic. Reese Howie stated that a literature search can be
performed through the EPA library. A Dioxin Subgroup was formed,
headed by Amanda Agnew. Its members will include Bill Passie,
Mike Brand, Mike Milliet, Bryan Willson and Sam Clowney.
Some work group members stated that fuel analysis for
chlorine was not adequate for determination of the possibility of
dioxin emissions, since dioxins may be formed by the breakdown of
lubricating oils for the engines.
2
-------
Others raised the issue that if the WG is looking at total
HAPs, dioxin is just a small part.
Ed Torres stated that tests performed for AB2588 for
digester gas fired engines gave readings of "no detect" for
dioxin.
Bill Passie presented a handout of pollutants from the CARB
list from digester gas fired engines. These included: 1,3-
butadiene, acrolein, benzene, formaldehyde, methylene chloride,
tetrachloroethylene (perchloroethylene), toluene,
trichloroethylene, and xylene.
The Testing and Monitoring Work Group has been requested to
provide an explanation for the selection of digester gas
pollutants, including sources for their emissions information.
The Emissions Subgroup will follow up on the Coordinating
Committee's request for input into the list of pollutants for
RICE.
Generic Test Protocol
The WG came to a consensus on the acceptance of the Generic
Test Protocol. It is included as Attachment V.
Test Methods
Sam Clowney emphasized the need to have on-site
measurements. He stated that although these measurements may be
more expensive, they would be more accurate, and would prevent
retesting later. Getting emissions results in real time may be
less costly in the long run, since the tests could be rerun
immediately on-site instead of returning later, after wet lab
analyses were performed.
The Emissions Subgroup plans to prepare a revised list of
test methods, with costs to address the need for real-time data.
They plan to begin this review by August 15th.
The Testing and Monitoring Work Group has been requested to
provide information on test methods that can provide real-time
data for IC engines, since all test methods included in the
recent memo require laboratory analysis prior to knowing the
results.
Categories of RICE, Fuels and Control Devices to be tested
3
-------
Don Dowdall presented two trees illustrating potential ICCR
engine subcategories and existing/potential control technologies
for reducing emissions. There was a separate tree for gaseous
fuels and diesel fuel. Don noted that he included all add-on
controls and did not try to assess whether or not the controls
affect HAPs. These tree diagrams were handed out at the meeting,
and may be obtained by contacting Don Dowdall at (309) 346-0683.
Jay Martin suggested looking at advanced fuel injection as a
control for diesel engines.
The Emissions Subgroup will prepare lists of RICE and
controls for emissions testing under ICCR using Don Dowdall's
handouts for liquid and gaseous fuels. They plan to begin this
review by August 15th.
Prioritization
The WG discussed possible inputs into a prioritization
methodology. Amanda Agnew of EPA indicated that EPA will give
the highest priority to tests that identify control devices or
control techniques that may reduce HAP emissions, and that the
RICE WG must justify each emission test it recommends to the
Coordinating Committee. The following other inputs for
prioritization were discussed during the meeting:
* The subcategory of engine represents a significant portion
of the existing population.
* The emissions from the category are significant when
compared to emissions from the entire population of engines
or when compared to other individual engines.
* The type of control device has broad applicability -- may be
used for more than one subcategory of engine or may be used
to extrapolate or interpolate for a subcategory that
represents a significant portion of the existing population.
* The engine or fuel type represents a data gap that cannot be
addressed through emission factors, engineering
calculations, etc., with the existing emissions database.
Other Discussion
Ed Torres stated his opinion that a backup plan is needed
in the case that funding is not available for such extensive
testing as indicated in the test plan. Reese Howie indicated
that even if the MACT floor is determined to be "no control",
emission limits may need to be set. Bryan Willson asked whether
4
-------
pollutants included on the list for testing, such as the
chlorinated compounds for natural gas, would be included as
emission limits in the MACT. Amanda Agnew noted that the MACT
may not necessarily include an emission limit for all the
pollutants included in testing. Sam Clowney also noted that the
current pollutant list is for the purposes of emissions testing
only.
Vick Newsom stated that the WG should determine the minimum
amount of data necessary for the test data to be useable.
The Emissions Subgroup plans to prepare a preliminary
prioritization methodology incorporating the comments received at
this meeting. They plan to begin this effort by August 29th.
Population Database Enhancement Activities
Jennifer Snyder of Alpha-Gamma Technologies presented a
report on the Population Database enhancement activities. This is
included as Attachment VI.
MACT Floor Issues
Four main issues were raised regarding the data in the
Population Database: 1)blanks in the control device codes
counting as "no control", 2)statistical adequacy of the data, 3)
gathering of engine make and model information, and 4)
feasibility of engine subcategorization.
Blanks in the Control Device Code Field
The issue was raised as to whether blanks in the control
device field should be counted as "no controls." A breakdown of
control devices in the population database for each subcategory
was given, using two criteria: with and without blanks. This was
presented as material for a draft form for a preliminary MACT
floor.
Statistical Adequacy of the Data
Some WG members regarded the data in the Population Database
as not representative of the real world. The WG decided that a
better way to look at control device codes was by size and
geographical distribution, for comparison purposes. This work
will be performed by Alpha-Gamma before the next meeting. Vick
5
-------
Newsom spoke for API, saying that their database will not be
ready by September as originally scheduled. Once this database
is ready it can be merged with the existing population database
for a more complete look at the inventory. The general consensus
was that there is currently not enough information to give a
preliminary MACT floor. The RICE WG will wait until the November
meeting to present engine subcategories with MACT floor
determinations to the CC.
Gathering of Make and Model Information
Alpha-Gamma requested that WG members review the list of
makes and models for which engine parameters are not known and
provide information where possible.
Feasibility of Engine Subcategorization
Many work group members felt it was premature to determine
engine subcategories, based on the general consensus of lack of
data in the current Engines Population database.
Next Meeting
The next Internal Combustion Work Group Meeting will be in
Durham, NC on Thursday, September 18, 1997, starting at 8:00 a.m.
EST. The determination of the next co-chair and alternate will
be on the agenda. The current co-chair and alternate have
indicated that they are willing to serve another term, if the WG
exhibits this desire. All WG members are encouraged to submit
nominations for a new co-chair or alternate to Amanda Agnew,
preferably by e-mail, by August 31. The population subgroup will
also make a presentation at the next meeting, giving updates to
data in the population database.
These minutes represent an accurate description of matters
discussed and conclusions reached and include a copy of all reports
received, issued, or approved at the July 24, 1997 meeting of the
Reciprocating Internal Combustion Engines Work Group.
Amanda Agnew
6
-------
ATTACHMENT I
LIST OF ATTENDEES
-------
Stationary Internal Combustion Engines Work Group Meeting
July 24, 1997
List of Attendees
Amanda Agnew
Alec Atanas
Michael Brand
Sam Clowney
Donald Dowdall
Rand Drake
Charles Elder
Wayne Hamilton
William Heater
Jay Martin
EPA OAQPS Emissions Standards Division
Englehard Corporation
Cummins Engine Co., Inc.
Tenneco Energy
Engine Manufacturers Association
US Naval Facilities Engineering Service Center
General Motors Corporation
Shell E&P Technology Company
Cooper Energy Services
University of Wisconsin-Madison
Michael Milliet Texaco E&P Inc.
Vick Newsom
William Passie
Donald Price
Ed Torres
Bryan Willson
Jan Connery
Reese Howie
Amoco Production Section
Caterpillar, Inc.
Ventura County Air Pollution Control District
Orange County Sanitation District
Colorado State University
Eastern Research Group
Alpha Gamma Technologies
Jennifer Snyder Alpha Gamma Technologies
Lisa Beal
Atly Brasher
Linda Coerr
Richard Crume
INGAA
Louisiana DEQ
Coerr Environmental
Environmental Protection Agency
Richard Lee Fuller McDonnell Douglas - MTA Environmental
Terry Harrison
Tim Hunt
EPA
American Petroleum Institute
I - 1
-------
Dennis Knisley Eastman Chem Co. (TMPWG)
Karl Loos Shell (TMPWG)
1-2
-------
ATTACHMENT II
JULY 24, 1997 MEETING AGENDA
-------
Agenda
Reciprocating Internal Combustion Engine Work Group
July 24 WG Meeting - Long Beach, CA
8:30 - 8:45 Welcome, Meeting Goals (A. Agnew)
Agenda Review (J. Connery)
I- Emissions Subgroup:
- Agree on generic Test Protocol
- Decide how to test (not-test) Naphthalene and POM(PAHs)
- Develop preliminary list of types of engines and control
devices to be tested
- Develop preliminary prioritization scheme for testing
funds
II- Population Subgroup
- Identify strategy to approach blank control device codes
- Determine whether ICCR database has adequate information
to subcategorize engines into 2-stroke and 4-stroke/rich
or lean burn
8:45 - 9:15 Outcome of the CC Meeting (V. Newsom and A. Agnew)
9:15 - 9:45 Emissions Subgroup Report (S. Clowney)
- Status of the RICE Test Plan
9:45 - 10:30 WG Discussion and Decision Making Regarding Remaining Test
Plan Issues
- Types of engines and control devices to be tested
10:30 -10:45 BREAK
10:45 - 11:45 WG Discussion and Decision Making Regarding Remaining Test
Plan Issues (cont'd.)
- Testing for Naphthalene and POM (PAHs)
- Testing for Dioxin and Chlorinated Hydrocarbons
- Final determination of test methods for HAP measurements
- Next steps
11:45- 1:00 LUNCH
1:00 - 2:00 Population Database Enhancement Activities (J. Snyder)
- Clean up procedures
- Extracted information
- Short list of fields
- Revised population flow chart
2:00 - 3:00 Population and Structure Subgroup (W. Hamilton)
- Status and goals
- Strawman for validating information
3:00 - 3:15 BREAK
3:15 - 4:00 WG Discussion and Decision Making Regarding MACT Floor Issues
- Handling of Blank and Zero control device codes
- Status of gathering Engine Make and Model information
- Feasibility of engine subcategorization (2&4 Stroke/Rich
& Lean Burn)
- Next steps
4:00 - 4:15 Next Meeting (A. Agnew and J. Connery)
- Schedule
- Tentative agenda items
4:15 - 4:30 Review of Flash Minutes (J. Connery and J. Snyder)
-------
ADJOURN
-------
ATTACHMENT III
BULLET POINT SUMMARY
-------
Summary of ICCR Source Work Group Meeting, July 24,1997
Internal Combustion Engines Work Group Meeting
Renaissance Hotel, Long Beach, CA
Decisions
Consensus on performing a literature search to resolve the dioxin and mercury issues, and to
enlist outside expertise to create a "white paper" on the topic.
Consensus on acceptance of the "Generic Test Protocol."
Consensus to wait until the November meeting to present engine subcategories with MACT
floor determinations to the CC.
A Dioxin Subgroup was formed, headed by A. Agnew. Its members will include Bill Passie,
Mike Brand, Mike Milliet, Bryan Willson and Sam Clowney.
Next Meeting
The next Internal Combustion Work Group Meeting will be held in Durham, NC on Thursday,
September 18, 1997 starting at 8:00 a.m. EST.
Determination of next co-chair and alternate will be performed at the next meeting.
Action Items
D. Price: Obtain the most recent CARB documentation for background information on HAPS
list determination.
Alpha-Gamma: Determine engine distribution in the population database based on
geographical location and engine capacity.
Population Subgroup: Give a presentation on updates to data at the next WG meeting.
All WG members: E-mail A. Agnew with nominations for a new co-chair or alternate by
August 31.
Emissions Subgroup: Follow-up on Coordinating Committee's request for input into list of
pollutants for RICE.
Emissions Subgroup: Prepare lists of RICE and controls for emissions testing under ICCR
using Don Dowdall's handouts for liquid and gaseous fuels. Subgroup to begin review by
August 15th.
Emissions Subgroup: Prepare revised list of test methods, with costs, to address need for
real-time data. Subgroup to begin review by August 15th.
Emissions Subgroup: Prepare preliminary prioritization methodology incorporating comments
received at Work Group meeting. Subgroup to begin review by August 29th.
Testing and Monitoring Work Group: Provide explanation for selection of digester gas
pollutants, including source for emissions information.
Testing and Monitoring Work Group: Provide information on test methods that can provide
real-time data for IC engines, since all test methods included in recent memo require laboratory
analysis prior to knowing the results.
Ill - 1
-------
ATTACHMENT IV
REPORT ON THE RICE TEST PLAN FROM THE EMISSIONS SUBGROUP
AND RICE TEST PLAN: WG DISCUSSION AND DECISION MAKING ON REMAINING
ISSUES
PRESENTED BY SAM CLOWNEY
-------
Report on the RICE Test
Plan
from the Emissions
Subgroup
presented to:
Reciprocating IC Engine Work Group
Long Beach, California
presented by:
Sam Clowney, Tennessee Gas Pipeline, on behalf
of
the Emissions Subgroup
July 24, 1997
iv - l
-------
RICE Test Plan
¦ Goal for the Test Plan:
To identify emissions tests and funding
necessary to fill data gaps in the RICE
emissions database
¦ Components of the Test Plan:
1 Pollutants to be measured
2 Protocol to document RICE engineering
and operating parameters during emissions
testing
3 Test methods that will be used to quantify
HAPs and criteria pollutants (working with
T&M Work Group)
4 Categories of RICE, fuels, and control
devices to be tested
5 Methodology to prioritize emissions testing
if limited testing funds are available
IV - 2
-------
List of Pollutants (1)
Goal for List of Pollutants:
Identify all pollutants that will be measured
in emissions tests for RICE under ICCR,
using the best information available to the
ICCR process
Status:
Final lists include all pollutants reported as
"detects" in the ICCR emissions database
for RICE
Work Group consensus, at May meeting,
on lists of pollutants, pending resolution of
the dioxin issue
Work Group presentation to Coordinating
Committee,
July 23, 1997
IV - 3
-------
List of Pollutants (2)
¦ Outstanding Issues:
Comparison lists for digester gas,
landfill gas, and propane from the
Testing & Monitoring Work Group
Resolution of dioxin issue
» Literature search under way -most
information on dioxin from municipal
waste combustors and incinerators
» Goal for literature search: to identify
factors in dioxin formation in order to
determine if dioxin can be reasonably
anticipated from RICE
IV - 4
-------
Proposed Pollutants for
Emissions Tests Under ICCR
Pollutant
Diesel
Fuel
Digester
Gas
Landfill
Gas
Natural
Gas
Propane
1,1,2,2-Tetrachloroethane
X
1,1,2-T richloroethane
1,3-Butadiene
X
X
1,3-Dichloropropene
1,4-Dich torobenzene(p)
X
1,4-Dioxane
Acetaldehyde
X
X
X
X
X
Acrolein
X
X
X
X
X
Benzene
X
X
X
X
X
Berylium
X
Cadmium
X
Carbon Tetrachloride
X
Chlorobenzene
X
Chloroform
X
Chromium
X
Ethyl benzene
X
X
X
X
X
Ethyl Chloride
(Chloroethane)
X
Ethylene Dibromide
Ethylene Dichloride
(1,2-Dichloroethane)
Ethylidene Dichloride
(1,1 -Dichloroethane)
Formaldehyde
X
X
X
X
X
Hexane
X
Lead
X
Manganese
X
Mercury
X
Methyl Chloroform
(1,1,1 -T richloroethane)
X
Methylene Chloride
X
X
Naphthalene
X
X
X
Nickel
X
POMs (PAHs)
X
X
Propylene Dichloride
(1,2-Dich loropropane)
Selenium
X
Styrene
X
Tetrachloroethylene
(Perchloroethylene)
X
Toluene
X
X
X
X
X
Trichloroethylene
X
Vinyl Chloride
X
X
-------
Test Protocol (1)
¦ Goal for Test Protocol:
Develop protocol to ensure operating
conditions of RICE are addressed and
recorded during emissions testing effects
of operating conditions on emissions is a
key data gap in existing data
Status:
Revised protocol e-mailed to all members
prior to meeting
Issues raised by Bob Stachowicz at last
meeting addressed
Other changes made to make the protocol
more general
» target pollutants removed from protocol
- these will be determined by the RICE
Work Group
» test methods removed from protocol ~
these will be determined by the RICE
Work Group
-------
Test Protocol (2)
Test Procedures:
Engine expert on site during all testing
Initial Baseline Testing:
» all scheduled maintenance up to date
» engine is in a reasonable, repeatable state
of health and tune consistent with good
operating practices
particular attention to
ignition/injection system
all engine adjustments per
manufacturer's specifications
» operation at rated speed and torque
-------
Test Protocol (3)
Test Procedures (continued):
Generic Test Matrix:
» four corners of torque/speed envelope
(runs 1-4)
» air/fuel ratio sensitivity (run 1, 5-6)
» potential for highest formaldehyde
concentration (run 7)
» potential for lowest formaldehyde
concentration (run 8)
» air manifold temperature sensitivity (run 1,
11-12)
» injection and spark timing sensitivity (run
13-14)
» engine balance sensitivity (run 1, 15-16)
~ exhaust emissions from engines with after-
treatment emissions control devices should by
measured both before and after control devices
-------
-------
Changes to include ignition timing variation in test matrix:
Section 7.2.1 added ignition timing sensitivity to bullets (with referenced
tests) and changed tests for engine balance sensitivity to 15 and 16.
Section 7.2.2.1 added note that ignition timing cannot be easily adjusted
for diesels. Therefore, runs 13 and 14 do not apply.
Section 7.2.2.2 added note (similar to above) for dual fuel engines.
Test Matrix Table, added settings for ignition timing. Added runs 13 and
14 to vary ignition timing.
-------
Run#
Speed
Torque
Air/Fuel
Timing
AMT
JWT
1
H
H
N
S
S
S
2
H
L
N
S
S
S
3
L
L
N
S
S
S
4
L
H
N
S
S
s
5
H
H
L
S
S
s
6
H
H
H
s
S
s
7
H
L
H
s
S
s
8
L
H
L
s
S
s
9
H
H
N
s
L
s
10
H
H
N
s
H
s
11
H
H
N
s
S
L
12
H
H
N
s
S
H
13
H
H
N
L
S
S
14
H
H
N
H
S
S
'Notes:
H, L
to be
determined
based on
operating
range and
control
flexibility.
H, L
to be
determined
based on
operating
range and
control
flexibility.
N = Nominal
reqd. to satisfy
emissions
H = High value
lowering
emissions
«25%
L = Low value
raising
emissions
«25%
S = Set point
H = High of set point changing emissions «±25%
L = Low of set point changing emissions «±25%
{Note: Should we consider incorporating parts of the information collection request we developed
in January as part of any actual test program or to help us qualify which engines would be tested if
we get approval from the CC /EPA? Specifically. I would think that Part I: General Facility
Information. Part II: Stationary Reciprocating Internal Combustion Engine Information (largely the
earlier Engineering Information part), and Part III: Typical Operating Information could be useful.}
-------
Test Protocol (4)
Engine Parameter Data to be Recorded:
minimum data:
» engine speed
» engine torque or load
» spark or injection
timing
» intake manifold
pressure
» intake manifold
temperature
» fuel flow rate
» air flow rate
other data:
» intercooler water
temperature, if so
equipped
» inlet air temperature
(ambient)
» inlet air pressure
(ambient)
» ambient humidity
» exhaust manifold
pressure
» turbocharger speed
where available and/or applicable:
» average peak combustion pressure
» location of peak combustion pressure
» standard deviation of the peak combustion pressure
» individual cylinder exhaust temperatures
-------
Test Protocol (5)
Data Reduction:
» fuel flow
» exhaust flow (02 balance)
» exhaust flow (C balance)
» airflow
» air/fuel ratio
» fuel/air equivalence ratio
» brake specific fuel consumption (BSFC)
» emissions mass rates (NOx, CO, THC, &
HAPs)
» brake specific emissions rates (NOx, CO,
THC, & HAPs)
-------
Proposal for
Consensus
Emissions Subgroup proposes that the
test protocol, as drafted, will be a
component of the plan for RICE
emissions testing under ICCR
Once specific engine categories for
testing are determined, RICE Work
Group will use the test protocol to
identify:
appropriate tests in the matrix for each
engine category
appropriate engine parameter data to be
collected for each engine category
-------
Schedule for RICE
Test Plan
Complete protocol July 24 W3 mtg
Identify test methods July 24 VJG mtg
Begin work on categories of RICE and controls
to be tested July 24 W3 mtg
Begin work on methodology to prioritize testing
July 24 W3 mtg
Complete list of RICE and oontrols
August 1997
Complete prioritization methodology
August 1997
Complete test plan September 1997
-------
RICE Test Plan:
Work Group Discussion &
Decision-Making on
Remaining Issues
Long Beach, California
July 24,1997
-------
Topics
¦ Remaining test plan issues
Categories of RICE, fuels, control
devices to be tested
Test methods that will be used to
quantify HAPs and criteria pollutants
(working with T&M Work Group)
Methodology to prioritize emissions
testing if limited testing funds are
available
¦ Status of remaining Issues
¦ Resources available and possible
approaches
¦ Next steps to complete
-------
Categories of RICE,
Fuels, and Controls (1)
¦ Goal for Categories of RICE, Fuels,
and Controls:
Identify all categories of RICE, fuels, and
controls that will be tested for emissions
under ICCR
¦ Status:
Preliminary list of engine, fuel, and control
categories included in original generic test
plan removed Work Group to determine
engines, fuels, and controls to be tested
¦ Resources:
Work Group expertise and literature
information
Preliminary list of engine, fuel, and control
categories
Engines, fuels, and controls reported in
emissions database
Engines, fuels, and controls reported in
population database
-------
Categories of RICE,
Fuels, and Controls (2)
¦ Possible features to determine
categories:
Fuels used in stationary source
applications
Engineering characteristics that may
affect emissions
Engineering characteristics that may
affect controls
Controls that may reasonably reduce
HAPs
Categories of engines in existing
emissions database
Categories of engines in existing
population database
-------
Next Steps: Categories
Compare preliminary categories to:
engines, fuels, and controls in
emissions database
engines, fuels, and controls in
population database
» databases may also provide inputs for
prioritization
Develop revised list of categories for
Subgroup review by August 15, 1997
Circulate final list of categories to Work
Group for review by August 29, 1997
-------
Test Methods (1)
Goal for Test Methods:
Identify appropriate test methods to
measure all listed pollutants - try to
maximize coverage while minimizing costs
to extent possible
Status:
Preliminary list of test methods developed
by subgroup -
2 methods, FTIR and TO-14, cover nearly
all pollutants
Resources:
Work Group expertise and literature
information
Test methods reported in emissions
database
List of methods, with preliminary costs,
from Testing and Monitoring Work Group
-------
Test Methods (2)
¦ Remaining Issues:
Costs associated with FTIR
» possible use of modified CARB 430,
Celanese, or Ashland methods instead
of FTIR
Need for additional method to measure
Naphthalene and POMs (PAHs) -
diesel, natural gas, & propane
» SVOST (SW-846 0010, CARB 429, or
equivalent)
Need for additional method to measure
metals - diesel
» Method 29 (11 metals)
-------
Next Steps: Test
Methods
Determine costs to add SVOST if
already on site to perform EPA 18/TO-
14 and aldehyde testing
ask Testing & Monitoring Work Group
for assistance
Develop list of test methods, with
costs, for Subgroup review by August
15, 1997
Circulate final list of test methods to
Work Group for review by August 29,
1997
-------
Prioritization (1)
¦ Goal for Prioritization:
Identify method to prioritize testing in case
limited funds are available
¦ Status:
EPA has indicated that engines with
controls will be top priority for the Agency
¦ Resources:
Work Group expertise and literature
information
Engines, fuels, and controls reported in
emissions database
Engines, fuels, and controls reported in
population database
-------
Prioritization (2)
¦ Possible Inputs:
Controls present are in a category of
controls reasonably anticipated to
reduce HAPs
Category of engine represents a
significant portion of the existing
population
Emissions from the category of engine
are significant
» compared to emissions from entire
population of engines
» compared to other individual engines
-------
Next Steps:
Prioritization
Compare results of preliminary
methodology to prioritize testing with
data included in emissions and
population databases
Develop prioritization for Subgroup
review by
August 29, 1997
Circulate prioritization to Work Group
for review by September 3, 1997
-------
ATTACHMENT V
GENERIC TEST PROTOCOL
-------
Generic Test Protocol
1.0 Introduction
In support of ICCR, the Emissions Subgroup has been asked to develop an emissions
test plan for future emissions testing (both air toxics and criteria pollutants) of
stationary Reciprocating Internal Combustion (RiC) engines. The following generic test
protocol will be one component of the emissions test plan. The goal of this generic test
protocol is to ensure that adeguate data regarding the operating status of the IC
engines is gathered during the emissions testing.
2.0 Engine Classification
Stationary reciprocating internal combustion engines come in a wide variety of makes
and models utilizing both liguid and gaseous fuels in diverse applications. To assist in
classifying and characterizing engines in support of air toxics testing, the various types
can be categorized according to:
scavenging cycle
ignition system
fuel type
emissions control technigues
driven eguipment
A brief description of each of these categories is contained in section 2.1 followed by a
listing of the most common combinations of categories and sub-categories.
2.1 Categorizing Engines
A brief description of each engine category and associated eguipment configurations
follows.
2.1.1 Scavenging Cycles
Reciprocating internal combustion engines utilize either two stroke cycle (2SC) or four
stroke cycle (4SC) scavenging. The efficacy of the scavenging cycle will impact the
trapped air/fuel charge in turn impacting air toxics formation. A summary of the various
scavenging cycles and eguipment configurations follows.
v - l
-------
2.1.1.1 Four Stroke Cycle
4SC is the most familiar engine type due to its use in vehicular applications. A 4SC
engine undergoes four distinct events or "strokes". Each cycle consists of; intake,
compression, power and exhaust. Due to the pumping action of the intake and exhaust
strokes, 4SC engines are self aspirating or "scavenging"1. 4SC engines operating at
fresh air charge densities induced only by this inherent pumping action are often
referred to as Naturally Aspirated (NA). Inasmuch as maximum power delivery is limited
by the air supply, 4SC NA engines tend to operate near or slightly rich of stoichiometry,
hence the appellation "rich burn".
In general, financial and performance considerations require that large (.>500 BHP)
stationary 4 SC engines operate at specific outputs 2-4 times that obtainable with NA
alone. Therefore these engines utilize an auxiliary air compressor to increase the
charge density at the engine intake. The most common method is to utilize an exhaust-
gas-driven turbine to drive the compressor, usually called a "turbocharger". In addition,
to maximize the fresh air charge density, most 4SC turbocharged (4 SC TC) engines
utilize an aftercooler or intercooler to remove the heat of compression from the fresh air
charge. Typically, mechanical and/or thermal loading limits the output of 4SC TC
engines. 4 SC TC engines can operate from rich of stoichiometry to more than twice as
lean as stoichiometry (over 100% excess combustion air). A common method used to
differentiate between "rich burn" and "lean burn" engines is with percentage oxvaen in
the exhaust stream. Several regulatory agencies have adopted a value of 4% oxvaen
in the exhaust as the defining limit for "rich burn" engines. An engine with more than
4% exhaust oxvaen is classified as "lean burn". In point of fact, most "lean burn"
engines manufactured today contain at least 7% exhaust oxvaen.
2.1.1.2 Two Stroke Cycle
To maximize power output/density, 2SC engines eliminate the intake and exhaust
"pumping" strokes of 4SC engines, retaining only the compression and power strokes.
Consequently, an auxiliary device is required to "scavenge" the engine. In their
simplest form this may consist of pumping off the underside of the piston or the addition
of one or more scavenging pump cylinders to the same crankshaft connecting the
power cylinders. In more sophisticated applications gear or motor driven blowers may
supply scavenging air. Typically, due to inherent limitations in 2SC scavenging, these
pump scavenged (2SC PS) or blower scavenged (2SC BS) 2SC engines operate
somewhat lean of stoichiometric and are also classified as "lean burn".
Like their 4SC brethren, financial and performance considerations (in particular the
1 The word "scavenge" in this use refers to the removal of spent exhaust gases and their
replenishment with a fresh air charge.
V - 2
-------
parasitic load of crank driven pumps/blowers), require that larger more modern
stationary 2 SC engines utilize turbochargers and intercoolers to increase charge air
density and hence specific output. These 2SC TC engines typically operate well lean
of stoichiometric, similarly receiving the "lean burn" appellation.
2.1.2 Ignition System
Internal combustion engines require an initial energy source to "light off" or ignite the
air/fuel mixture. Both 2SC and 4SC internal combustion engines utilize one of two
methods, Spark Ignition (SI) or Compression Ignition (CI). The timing and energy input
of the ignition system impact the initiation and rate of combustion, which in turn impact
air toxics formation via flame propagation and penetration. A summary of ignition sub-
categories follows.
2.1.2.1 Spark Ignition fSF)
SI engines utilize a "spark" generated by a spark plug and associated electronics to
initiate combustion. Traditionally, one or more of these spark plugs were mounted
directly in the combustion chamber. While simple, when applied to larger bore engines,
such "Open Combustion Chamber" (SI-OCC) systems result in significant combustion
instability and can operate only at moderately lean air/fuel ratios. To extend the lean
limit (and thereby reduce NOx emissions while improving efficiency) Original Engine
Manufacturers (OEMs) introduced two stage combustion including a rich initial phase
which has sufficient energy to light off the very lean secondary phase. Usually the rich
phase is ignited by the spark in a "Pre-Combustion Chamber" (SI-PCC).
Recently, several aftermarket manufacturers have offered alternative electrical based
ignition systems such as plasma jets. Typically these High Energy (HE) ignition
systems operate in an OCC, and will be referred to as HE-OCC in this document.
2.1.2.2 Compression Ignition TCP
Compression Ignition engines operate at significantly higher compression ratios than SI
engines, with the resultant heat of compression raising the temperature of the trapped
air or air/fuel charge to «800°F or more. Fuel (usually liquid) injected into this hot
compressed gas then spontaneously vaporizes, disassociates and ignites. Often CI
engines are referred to as "diesel" engines after the originator and patent holder of the
method2. While some vehicular diesel engines utilize a pre combustion chamber to
assist in ignition, particularly at part load, all large stationary CI "diesels" have OCCs to
2
Rudolph Diesel originally wanted to utilize coal dust as the fuel but soon changed to liquid fuels
when the former burned uncontrollably and proved excessively abrasive.
V - 3
-------
maximize efficiency and performance.
The other major type of CI engine scavenges or injects gaseous fuels into the
combustion chamber with the fresh air charge and then utilizes a small "pilot injection"
of liquid fuel (usually No. 2D) to ignite the mixture. Typically called "dual fuel" or "gas-
diesel" engines, the less expensive gaseous fuel usually provides 90-99% of the input
energy while the more expensive liquid fuel provides the balance. Originally, dual fuel
engines were simple conversions of OCC diesel engines which maintained the ability to
operate on "full diesel" (i.e. 100% liquid fuel). While offering favorable NOx emissions
in this configuration (.4-5 g/BHP-HR) subsequent regulatory pressure to further reduce
emissions resulted in several OEMs offering such engines fitted with PCCs to reduce
the pilot fraction to «1% or less.
By their nature (i.e. ignition via heat of compression), all stationary CI engines are
inherently "lean burn", usually utilizing turbochargers and intercoolers to achieve the
desired fresh air density.
2.1.3 Fuel Type
Fuel type and associated mixing impact initiation, rate and completeness of combustion
which in turn impacts air toxics formation. Stationary internal combustion engines utilize
either liquid or gaseous fuels as follows.
2.1.3.1 Liquid Fuels
With the exception of extremely small co-generation applications («<100 kW) liquid
fueled SI engines are seldom utilized in stationary applications. Rather, all stationary
liquid fueled engines operate on the CI cycle. However, due to the simplicity and
robustness of this ignition method, CI engines can operate on a wide variety of liquid
fuels ranging from light distillates such as No. 2 fuel oil to residuals from the refining
process which are virtually solid at room temperature, sometimes called residual or
"heavy" fuel.
2.1.3.2 Gaseous Fuels
Virtually (if not) all stationary SI engines operate on gaseous fuels while many
stationary CI engines utilize gaseous fuels as the primary energy input. In both cases,
the vast majority of units utilize either field or pipeline quality Natural Gas (NG).
A number of SI and CI engines, usually in "co-generation" applications, operate on
other gaseous fuels typically the by-product of some unrelated process. These include
"Digester Gas" (DG) from the treatment of wastewater, "Process Gas" (PG) from
chemical refining processes and "Landfill Gas" (LFG) from solid waste in landfills.
V - 4
-------
2.1.4 Emissions Control Strategies
In general, emissions control strategies for stationary internal combustion engines
focus on NOx reduction, either by altering the combustion process or exhaust after-
treatment. While none of these strategies currently focus on the formation/reduction of
air toxics, they may have an impact. Therefore Emissions Control Strategies are
included as an engine category as summarized below.
2.1.4.1 Altered Combustion Process
Most larger "lean burn" stationary reciprocating engines subject to emissions limitations
utilize some form of altered combustion process to reduce NOx emissions, which could
also impact (most likely increasing) the formation of air toxics. This usually includes
parametric adjustments to lean out the air/fuel mixture, often in conjunction with PCCs
on SI engines to obtain minimum NOx. Other NOx reducing parametric adjustments
include retarded injection or ignition timing and reduced charge temperatures.
A few engines may utilize more exotic forms of combustion modification including
Exhaust Gas Recirculation (EGR) or Water Injection (Wl), the latter on diesels only.
2.1.4.2 Exhaust After-treatment
In some applications, stationary reciprocating engines may utilize exhaust gas after-
treatment (i.e. catalytic conversion) to reduce emissions, again primarily NOx. This
generally consists of Non-Selective Catalytic Reduction (NSCR)3 on "rich burn"
gaseous fueled engines, or Selective Catalytic Reduction (SCR) in conjunction with a
reducing agent on "lean burn" engines. In a few applications natural gas lean burn
engines may utilize oxidation catalysts to eliminate CO while some NO. 2D fueled CI
engines utilize oxidation catalysts to reduce odor.
The impact of catalytic after-treatment on air toxics is uncertain. In some situations
beneficial oxidation of air toxics may occur, however, "before" and "after" catalyst
testing would be necessary to verify this likelihood.
2.1.5 Driven Equipment
While the driven equipment generally does not impact air toxics formation per se, the
driven equipment does affect the operating speed and torque profile. In particular,
2
Sometimes referred to as "three way" (i.e. CO, THC and NOx) conversion.
V - 5
-------
operation at high speeds and low torque may encourage air toxics formation while
reduced speed and high torque operation can reduce air toxics formation. Relevant
comments follow.
2.1.5.1 Reciprocating compressors
Probably the most common application of stationary engines, engine driven
reciprocating compressors are utilized in the "Oil & Gas" industry to gather and process
natural gas and in the "Natural Gas Pipeline" to transport natural gas to end users.
Typically these engines operate over a range of varying speed («80-100% of rated)
and torque («90-120%). Depending on various parametric settings (i.e. air/fuel, ignition
timing, etc.) over the operable range of speed and torque, air toxics formation could
vary considerably. Therefore air toxics testing of engines driving reciprocating
compressors should minimally include the four speed/torque corners (i.e. max
speed/max torque, min speed/min torque, etc.).
2.1.5.2 Generators
The next most common application, synchronous AC generators driven by stationary
engines, is utilized to:
provide prime power in remote locations (i.e. Hawaii, Alaska, etc.)
provide peak/municipal power to the local grid in populated areas
"co-generate" power in conjunction with waste heat recovery with the possibility
to provide excess power to the local grid in populated areas
provide emergency power4 for hospitals, airports, data centers, nuclear power
plants, etc.
By their nature AC generator drives must operate at fixed (synchronous) speed.
Therefore, only the torque varies, typically over the range of 75-100% of rated. Other
than air/fuel ratio and spark timing on gaseous fueled engines, parametric variation
over this range tends to be limited. At most, air toxics emissions should be tested at
minimum and maximum torque at possible timing extremes.
2.1.5.3 Miscellaneous
After reciprocating compressors and generators, most remaining stationary engines
drive rotating compressors, blowers, pumps etc. In general, these machines follow a
quadratic relationship between speed and torque (i.e. the torque absorbed is
proportional to the square of the speed). Worst case air toxics formation should
4 Typically the annual operating hours of these units are low enough to fall below other regulatory
mass emissions rates.
V - 6
-------
generally occur at either the minimum or maximum normal operating speed.
2.2 Typical Category Combinations
While there are approximately 3,000 combinations of the above categories and sub-
categories listed in section 2.1, the majority of the combinations are not viable. Rather,
approximately 40 combinations probably cover 99% of the stationary engine
population, of which -20 combinations are "typical". Moreover, probably 90% of the
engine population falls into less than 10 combinations.
The IC Engine Work Group of ICCR will determine the IC engine types and control
devices that will be tested.
v -
7
-------
3.0 Test Overview
The purpose of the testing as defined in this outline test plan is to sufficiently
characterize HAPs emissions for RIC engines representing the majority of the engine
population. By categorizing engines into specific families or groups, as defined in
Section 2.0, and conducting testing to fully characterize HAPs emissions for engines in
those categories, this objective can be accomplished.
Specifically, the testing will accomplish the following:
Characterize HAPs emissions at normal operating conditions (i.e. load, speed,
etc.).
Characterize the sensitivity of HAPs emissions to specific known "driving"
parameters such as air/fuel ratio, ignition or injection timing, charge air
temperature, jacket water temperature (because of its impact on cylinder wall
temperature and further heat transfer to cylinder contents) and fuel type/mix.
Define probable highest and lowest level of HAPs emissions from the engine
based on the engine's operating envelope.
While HAPs emissions, specifically formaldehyde, are the primary interest of this test
plan, criteria pollutant emissions (NOx, CO, THC) and dilutant gas (02, C02)
measurements will also be made. Additionally, engine operating and performance data
must be recorded in order to fully analyze and validate the emissions data.
Emissions test methods to quantify the concentrations of HAP and criteria pollutant
emissions will be determined bv the IC Engine Work Group.
V - 8
-------
4.0 Exhaust Sampling System Descriptions
Specific protocols for sample collection and the data acquisition systems will be
submitted to the IC Engine Work Group for review and approval prior to testing. In
general, the samples will be collected as described below.
4.1 Criteria Pollutant Reference Method System
Reference Method (RM) trailers will draw an exhaust sample via a probe installed
downstream of the turbochargers if so equipped. The conditioned sample will then pass
through a common manifold to criteria pollutant analyzers. Each analyzer will output a
signal to a Data Acquisition System (RMDAQ) which will correct the data for drift and
calculate mass and brake-specific emissions rates. The RMDAQ also will continuously
hand the emissions analyzer data off to the database data acquisition system (DBDAQ).
4.2 HAPs FTIR System
HAPs FTIR trailers will draw exhaust from a train probe mounted adjacent to the RM probe.
The sample is passed through the FTIR. The FTIR DAQ will perform the necessary
Fourier analyses and then determines and displays/archives/prints the resultant emissions.
The FTIR DAQ also will continuously hand the emissions data off to the DBDAQ.
v -
9
-------
5.0 Engine Parameter & Emissions Data Base Collection
Specific protocols for collecting engine parameter data and specifications for the data
acquisition systems will be submitted to the IC Engine Work Group for review and
approval prior to testing. Fuel analysis will be conducted for all emissions tests. In
general, engine parameter data must meet the minimum requirements specified below
5.1 Hardware Description
Must be able to pull all engine operating parameters as well as emissions (criteria and
HAPs) into a common database (DBDAQ). May or may not be separate data
acquisition system.
5.1.1 RMData
Data sent by the RMDAQ mav include:
NOx (ppm)
CO (ppm)
THC (ppm)
C02 (%)
02 (%)
5.1.2 HAPs Data
The HAPs system will supply HAPs information. The HAPs DAQ will download its
information DBDAQ. The HAPs Target Compound list will be determined bv the IC Engine
Work Group.
5.1.3 Engine Operating and Performance Parameters
The minimum data that will be transmitted to the DBDAQ includes:
Engine Speed
Engine Torque or Load
Spark or Injection Timing
Intake Manifold Pressure (IMP)
Intake Manifold Temperature (IMT)
Fuel Flow Rate
Air Flow Rate
V - 10
-------
Exhaust Manifold Temperature (upstream of TC if so equipped)
Jacket Water Temperature (JWT)
Other data may include:
Intercooler Water Temperature (IWT) if so equipped
Inlet Air Temperature (ambient)
Inlet Air Pressure (ambient barometer)
Ambient Humidity
Exhaust Manifold Pressure
Turbocharger Speed
In addition, the following data should be recorded where available and/or applicable:
Average peak combustion pressure
Location of peak combustion pressure
Standard deviation of the peak combustion pressure
Individual cylinder exhaust temperatures
5.2 Data Reduction & Collection
During actual testing, the DBDAQ will scan all inputs at a rate of 1 Hz and perform all
relevant calculations continuously, including:
Fuel Flow
Exhaust Flow (02 Balance)
Exhaust Flow (C Balance)
Air Flow
Air/Fuel Ratio
F/A Equivalence Ratio
Brake Specific Fuel Consumption (BSFC)
Emissions Mass Rates (NOx, CO, THC & HAPs)
Brake Specific Emissions Rate (NOx, CO, THC, & HAPs)
Upon successful completion of each 10 minute test run (see below), the test director will
archive the data on the DBDAQ hard drive, import the data into a preliminary Test
Condition Summary Data Sheet and print a preliminary copy of the data for review and
comparison with other test runs.
v - 11
-------
6.0 Test Coordination
6.1 Roles / Responsibilities
Relevant roles during the test include the following:
Test Director
The Test Director will be an engine expert which is approved by the ]C Engine
Work Group. The test director will coordinate all aspects of the test including
engine operation, analyzer operation and calibration and assessment of the stability
and suitability of engine performance. The test director will review and define
required engine maintenance, tuning or adjustment and convey those requests to
the Plant Liaison. The test director will elect when to start and stop the test runs and
then assess the suitability of each individual run. The test director will generate,
review and distribute all final Test Condition Summary Data Sheets and associated
archives.
Performance Analyst
The performance analyst will perform analysis of the power cylinder balance and
combustion stability and the compressor cylinder horsepower as requested by the
test director. The analyst will also assist plant staff in balancing of the power
cylinders and diagnosis of any combustion performance aberrations.
RM Operator
The RM operator will maintain and operate all criteria analyzers and related
equipment up to and including the stack probe. The RM operator will coordinate pre
and post test calibrations with the test director. The RM operator will also perform
all post test drift correction calculations and provide the test director with all final
drift corrected emissions values.
FTIR Operator
The FTIR operator will maintain and operate the FTIR and all related equipment
after the stack probe. The FTIR operator will coordinate pre and post test
calibrations with the test director. The FTIR operator will also perform all post test
drift correction calculations and provide the test director with all final drift corrected
emissions values.
Plant Liaison
Provided by the host company, the plant liaison will coordinate engine loading with
gas control, direct the plant operators to set the engine to the desired condition, and
arrange for the execution of any maintenance requested by the test director. The
plant liaison is responsible for ensuring the engine and auxiliaries operate in a safe
manner which will not compromise their life or operability or endanger the test team.
V - 12
-------
6.2 Execution of the Test Runs
6.2.1 Pre-test Preparation
At the beginning of each test day, the RM & FTIR operators will perform preliminary
calibration of their instruments. The plant liaison will arrange for the calibration of all
engine sensors as requested by the test director. The test director will walk down the
engine and all systems with the plant liaison to ensure the unit is properly prepared for
testing.
6.2.2 Engine Set-up
Prior to establishing a new test condition, the test director will review the desired test
condition with the plant liaison who in turn will coordinate setting of the engine and
auxiliaries to the desired condition.
The test director will then monitor engine operating and emissions parameters and assess
stability and suitability of engine performance. The test director will define any required
special engine adjustments and, when satisfied, direct the performance analyst to collect
a set of readings. Reviewing the results, the director will define any required corrective
action. Once satisfied, the test director will begin preparations for a test run.
6.2.3 Test Run
Once satisfied with the engine set-up, and confident the engine is operating at steady state
at the desired condition, the test director will notify the RM and FTIR operators to perform
calibrations (as required). Once complete, the test director will begin collecting 10 minute
data sets with the DBDAQ, monitoring engine performance and engine speed and load
stability throughout. The director will continue to collect data sets until at least three
satisfactory runs are obtained at the desired test condition. Upon completion of all runs
for a given condition (or as required) the test director will notify the RM and FTIR operators
to perform post-calibrations (as required) to reestablish drift correction factors.
Upon completion of each test condition, the test director will generate and distribute a
preliminary Test Condition Summary Data Sheet. At the end of each day, the RM and
FTIR operators will generate final drift corrected emissions values which the test director
will then incorporate in the final Test Condition Summary Data Sheet.
V - 13
-------
7.0 Test Procedures
7.1 Initial Baseline Testing
7.1.1 Engine Preparation, Instrumentation Setup, Calibration and Validation
Prior to initiation of the testing, confirm all scheduled maintenance for the engine and
auxiliaries is up to date. Confirm that the engine is in a reasonable, repeatable state of
health and tune consistent with good operating practices. Pay particular attention to the
condition of the ignition/injection system. Install new spark plugs, replace or rebuild pre-
combustion chamber check valves, clean and pop test fuel injector nozzles, etc., as
applicable. All engine adjustments, ignition/injection timing, fuel system, air system, etc..
should be set per the manufacturer's specifications.
Any additional sensors that are required for the testing must be installed. Calibrate all
sensors providing engine control, performance and emissions parameter sensors. Confirm
proper indication of each sensor value at the DBDAQ.
Start and operate the engine at rated speed and torque. Monitor all engine control,
performance and emissions parameter sensor values and confirm credibility/validity.
Perform hand calculations and cross checks of all calculated parameters such as fuel flow,
BHP, BSFC, exhaust flow, emissions mass rates, etc. Take corrective action as required.
7.1.2 Engine Control System Shakedown
Operate the engine at various extremes of operation including the four corners of the
torque / speed map as defined in Section 7.2 - Test Matrix.
At each condition, monitor the various control, performance and emissions parameters
including speed, IMT, IMP, IWT, JWT, fuel flow, exhaust 02, etc. Confirm that the
automation can control the engine over the operating range with sufficient stability
(commonly defined as an acceptable tolerance of speed and/or load variation around the
desired mean values) to obtain repeatable data. Investigate and resolve any instabilities,
inconsistencies, problems, etc.
7.1.3 Engine Performance Repeatability Test
Operate the engine in equilibrium at rated speed and torque (baseline condition). Collect
three or more test runs. Disturb the engine by altering one or more control parameters and
operate at that condition for at least one hour. Return the unit to rated speed and torque.
Once equilibrium is obtained, collect three or more test runs. Repeat the baseline test for
each day of testing and compare to the initially defined baseline runs. Determine overall
non-repeatability in baseline operation and determine typical variations in control,
V - 14
-------
performance and emissions parameter values.
7.2 Test Matrix
The mapping test matrix will generate a database incorporating the effects of varying
speed, torque, air/fuel ratio, air manifold temperature, jacket water temperature, timing, fuel
types and varying degrees of combustion imbalance as applicable to the specific engine's
operating envelope.
An engine mav be in stable operation and not conform to the OEM's balance specification.
Engine balance is commonly defined in terms of the difference in peak combustion
pressure or exhaust temperature between the highest value and lowest value cylinders of
the engine. An engine with acceptable balance has the maximum difference(s) within a
set OEM specification. To determine unbalance requires the proper instrumentation to
measure these pressures and/or temperatures on the individual cylinders. To unbalance
an engine (ref. 7.2.1. runs 13-14) requires an engine with the provision to adjust individual
cylinder compression or ignition timing.
7.2.1 Generic Test Matrix
The most widely ranging generic test matrix consists of:
Four corners of the torque / speed envelope (runs 1-4)
Air / fuel ratio sensitivity (run 1, 5-6)
Potential highest formaldehyde concentration (run 7)
Potential lowest formaldehyde concentration (run 8)
Air manifold temperature sensitivity (run 1, 9-10)
Jacket water temperature sensitivity (run 1, 11-12)
Injection or spark timing sensitivity (run 13-14)
Engine balance sensitivity5 (run 1, 15-16)
Runs 15-16 not shown in matrix. Same as run 1 but with poorer state of
engine balance in increments to increase NOx emissions by 5 and 10%
respectively.
In addition, for the case of multi-fueled engines (such as "dual-fuel" CI engines or liquid
fuel CI engines operating on No. 2D or Heavy Fuel) all testing shall be performed on the
primary fuel. Then, test conditions 1, 7 & 8 should be repeated on the secondary fuel. In
addition, if an engine regularly operates on an intermediate mix of the two fuels (e.g. 50%
5 Runs 1-12 conducted with engine balance within OEM specification of good balance.
V - 15
-------
NG-50% DG), then test conditions 1, 7 & 8 should be repeated at this fuel mixture(s) also.
Finally, exhaust emissions from engines fitted with after-treatment emissions control
devices should be measured both before and after that emissions control treatment device.
7.2.2 Engine Specific Test Matrix Considerations
The above matrix applies to the most widely varying engine operation, typical for example
of NG fueled engines in pipeline operation. However, many engine categories will not
require the full test matrix. Rather, due to a reduced ability to vary parameters, an
abbreviated matrix will apply. Specific examples follow.
7.2.2.1 Liquid Fueled CI Engines (Diesels^)
Since liquid fueled CI engines utilize the maximum available charge air the air/fuel ratio
is not variable for a given speed and torque. Test conditions 5-8 are not applicable, in
addition, changing ignition (injection) timing is generally quite difficult and time consuming.
Therefore, test conditions 13 and 14 are not applicable.
7.2.2.2 Liquid and Gaseous Fueled CI Engines (Dual Fuel or Gas-Diesel)
Changing ignition (injection) timing in liquid & gaseous fueled CI engines is generally quite
difficult and time consuming, therefore test conditions 13 and 14 are not applicable.
7.2.2.3 Synchronous Generator Drives
Synchronous generators do not vary speed. Test conditions 3, 4, 7 & 8 are not applicable.
7.2.2.4 Pumps/Blower Drives
The torque absorbed by a pump or blower is generally determined by the speed. Test
conditions 2 & 4 are not applicable.
V - 16
-------
Run# Speed Torque Air/Fuel Timing AMT JWT
1 H H N S S S
2 H L N S S S
3 L L N S S S
4 L H N S S S
5 H H L S S S
6 H H H S S S
7 H L H S S S
8 L H L S S S
9 H H N S L S
10 H H N S H S
11 H H N S S L
12 H H N S S H
13 H H N L S S
14 H H N H S S
'Notes: H, L H, L N = Nominal S = Set point
to be to be reqd. to satisfy H = High of set point changing emissions-±25%
determined determined emissions L = Low of set point changing emissions-±25%
based on based on H = High value
operating operating lowering
range and range and emissions
control control -25%
flexibility. flexibility. L = Low value
raising
emissions
-25%
(Note: Should we consider incorporating parts of the information collection request we developed in
January as part of anv actual test program or to help us qualify which engines would be tested if we get
approval from the CC /EPA? Specifically. I would think that Part I: General Facility Information. Part II:
Stationary Reciprocating Internal Combustion Engine Information (largely the earlier Engineering
Information part), and Part III: Typical Operating Information could be usefulJ
V - 17
-------
ATTACHMENT VI
POPULATION DATABASE ENHANCEMENT ACTIVITIES
PRESENTED BY JENNIFER SNYDER
-------
Reciprocating Internal Combustion
Engines Work Group
Population Database - Refinement
July 24,1997
vi - 1
-------
RCE RDpJation Cubase
FfefinemertAdMlies
Goels:
OeernptepopMondetabs^
Surn^e aid review the hfom&imhtepciyJation
detebase
Roduds:
RjxfflxidetabasemjeapplkzbbtolEncjTes
SrrjjifiedpcpiMon debase
SchadJe:
JJytoSzfterrter, W
(AlFttmmatflcMbs should be for
doarrer^ion puposes)
VI - 2
-------
RCE FtpJation Debase
Grrpleted Rdramert Activities
. Identified Ncn&gnes trite
hoapotsteda /eferarre oods to identify the apptcprietb
ICCRSoLK&C&gayforeachiecad
(X-nm ICCR; B- Bder, A hcrenstn^ P-Heetsns; R-
RCE; arJ T- Tutre)
Favm^rmen^TestoappqyicfelOCRSoiJceWjk
Qctps
(AtotaltfS&reootdsv&teidenMiedasnonencjTes)
VI - 3
-------
RCE FtpJation Debase
Grrpleted Rdramert Activities (Grt)
. Extra±der^infarrdanfrcrn text fields
'QjrtiEbrDescripticri' -16,712 tecads
"FuelType"-3,662ieooids
B4racfed infcitmdion specificto encjies, 9orre not
pB/iousty leferenoed h Ihe database
Mete, Mrfef, Sze&irits, FuelType, RchLeenBun, 24
Srcte, and Nutter of Uits
^esjgT8dSOC^to9pTesv\#ihooiTFfefeSOOs
UsedthetextfielclstodenHytheLri-50iBOCtds
VI - 4
-------
RICE FtpJatbn C^beee
Grrpleted Rdramert Activities (Grt)
Idenieden^'sluellypelhDmfTeSOCOxfe
Ctteria:MType>(jornbusbrDescriptkri>SOC
(£i exbactetMjpdafed hforrr&icn are oorrpledh sepa&h
tablesvtfiichaterrBgaheviMiVetsion2)
Cbahederi^infomn^mfhcmV\GrrBrtHS
Infonretion SLfpliedh had copies, textiles, viad
prooesshg ties, and databases
Germed axJcoTpledhforrr^ion hb rmgatie fomrBt
VI - 5
-------
RICE FtapJalion DEtabase
Qrrpleted Relinemert Activities (Gent)
. Ce^bped 'Short List of Fields"
fill actiUtiesate i/ieff ctxmwfed forc&a integrity
filmed alacMes ate h electronic form
IVkndacMies ate refetemedh"Memo^'totB lies
hooipxateda soumooclefyeachpiece ofhformtfon
VI - 6
-------
FteaJts
Tdal Mntffaf&gnes 23162
VI - 7
-------
RCE FtpJation Cubase
Resiits (Oort.)
. OolrdDe^lrimdionSLirrnBry:
Qiterial: Qrfy 'WO'considered as 'N^fEqjxrai'
CriteriaII: 'WO'aWrsB'hbB^xmt'
Nates:
Naadtoftieckmaormdtter&fenoedoorbdclsMoes
(e.g, hag iters for N3 nit)
Ddndha^lh&to relied merrals of "NJI" as'1\b
Ccrtd"
Te^asarJ Uxisiamhcfc^d fiat "Nut'rwens'No
Cdtd'-Naedtodeckwthrerr&iTgddtesardgd
prcperctajralalion
VI - 8
-------
VI - 9
-------
RCEFbpJation Debase
RegJts (Cot)
. Notes (Gort):
Grtact sepaiciesitescr request W3membetstoassisth
wWcctianpoosss
Short List of FieldsRela/ant Fields:
Infomtiicn gaped in 4 sections:
- Facility Infom&icn - ID, Name, A±tes$ Contact
- Corrtusticn Urit Irfcm&ion - Mst
-------
RCE FtpJation Debase
NsdSteps:
CcrndelB the Mate axiMocy table for Encj-ies
Scrrereootds ate rrissing:
Sze'rfonvEtian
NLrrberofQdes
CcnixEticn Class
VI - 11
-------
RICE FtpJatbn C^beee
Next Steps (Cont):
Gnat encjie size to a standard irit
Ercjie size iris podded h en&gy rptt iris or pcwer
aJput units
Fromte 1998ACT, ItefobMig efficiencies aiepnMded;
Rch-Bun SI Ergnes: 34.4%(31-38)
LeenBun SI Eynes: 388%(29-38)
Desel Encjies: 384%(38-41)
DusI-FleI Encjies: 37.6%(37-41)
V\Grnenterirfcmtficn tefledlcMEr efficiencies:
23rcteSEngnes: 2EP/o(20-36)
43rcteSEngnes: 29P/o(21-35)
VI - 12
-------
RICE FtpJatbn C^beee
Next Steps (Cont):
Rssdvhg the issue of'TSUI" in the Gortd Ceuioe Code
GmTaearxl^xIstewthhvertoiyhfofT^
V\Grrerrbet5
TJ\ROO-BeajraiarlHousbnnorhdttanirBiaeas
VertxaOculy
UlxfetewihUxisianaancI NewYork Data
OcriTBearxli^xIctewthalitiorial irforrrdionfrari other
souoes, indxfrg DOD, DOE,&API
Develop 'Frtal PopJation Database" by maghg hformdicn
frcm listed souoes
VI - 13
------- |