Engine Approval Strategy

Coal Diesel Partnership Engine Subcommittee Consensus Document (Draft)

1. Engine manufacturers applying for MSHA approval under 30 CFR Part 7, subpart E shall follow normal procedures for application and the standard testing procedures specified in §7.86 – §7.89.
2. Based upon the results of this testing, an approval number, ventilation rate (§7.88) and particulate index (§7.89) will be assigned to this engine, hereinafter referred to as the "base" engine.
3. The engine manufacturer may request approval of the base engine or versions of the base engine for operation at altitudes exceeding 305 meters (1000 feet). In such cases a maximum altitude of operation must be assigned to the base engine or the higher altitude versions of the base engine.
4. The gaseous and particulate matter emissions for the base engine and the high altitude versions of that engine operated at or below the designated maximum altitude shall not cause an increase in ventilation rate or particulate index determined for the base engine, (item 2 above).
5. MSHA will not require additional testing for any engine covered by the base engine approval number when all of the following applicable conditions are met:
1. For naturally aspirated engines or turbo-charged engines with fuel /air ratio (f/a) greater than 0.047 established during certification tests for Mode 5 of ISO 8178 C1 8-mode test, intermediate speed full load:

The engine fueling rate is reduced (a fuel deration) from that used in approving the base by a factor that meets or exceeds the rate of 1%/100 meters starting at 305 meters (1000 ft) for the designated altitude of operation;

2. For turbo-charged engines with Mode 5 f/a less than or equal to 0.047:

The engine fueling rate is reduced (a fuel deration) from that used in approving the base engine by a factor that meets or exceeds 1% /100 meters (approximately 3%/1000 feet) starting at 1000 meters (3281 feet) for the designated altitude of operation;

3. For electronically/computer controlled engines:
1. The altitude compensated engine management schemes (primarily engine timing and fueling rate in response to altitude) are revealed and explained to MSHA engineers;
2. The manufacturer stipulates that no adverse effects on emissions, primarily NOx (NO and NO₂) are created by altitude compensation up to the maximum operating altitude designated for that engine;
6. Altitude-simulated testing data shall be required by MSHA when the any of the items in 5 above are not met.
7. MSHA may require field auditing of emissions of any engine when used at high altitudes; especially when there may be emission concerns with altitude compensation schemes used in electronically controlled engines, item 5.c above.
8. An engine manufacturer may choose to implement the required altitude-based fuel deration by the following means:
1. A sensor-based engine management system (electronic controls);
2. A reduction of the rated horsepower of the base engine; or
3. A combination of a reduction in rated horsepower and a sensor-based engine management system.
9. When the manufacturer’s high altitude version of the base engine involves alterations to the base engine (hardware and/or engine management system), MSHA may require sea-level test data for that version of the engine. MSHA will accept the non-road (ISO 8178 C1) test results from the EPA to verify that the ventilation rate and particulate index for this engine is at or below that of the approved base engine.
10. An engine manufacturer or third party may employ emissions reduction components to the base engine for the purpose of satisfying the ventilation rate limits and particulate index limits for that engine for operation at high altitudes. When such emission reduction components are employed, MSHA will require suitable data, which may include altitude-simulation tests, on the effects of the emission reduction components constituting such configurations so that emission performance at altitude is assured. MSHA may require administrative caveats on the engine’s use.