Software analysis as a test procedure in type approval testing

1989 ◽  
Vol 22 (19) ◽  
pp. 81-84
Author(s):  
S.L. Hansen
Author(s):  
Peter Lahm ◽  
Jack Halsey

This treatise examines the activities required to Type Approve the MT5S gas turbine engine and RR4500 generator set to the American Bureau of Shipping Naval Vessel Rules (ABS NVR). Detailed accounts of the various phases of the approval process and challenges encountered therein are presented. The methods utilized to achieve ABS design assessment and the process of Type Approval testing is presented. Design assessment and Type Approval test results are summarized. A discourse containing lessons learned and corrective measures for future Type Approval efforts is included.


2013 ◽  
Vol 9 (2) ◽  
pp. 192-195 ◽  
Author(s):  
Guillaume Drillet ◽  
Claire Schmoker ◽  
Aurore Trottet ◽  
Mohamed-Sofiane Mahjoub ◽  
Matthieu Duchemin ◽  
...  

2021 ◽  
Vol 153 (A3) ◽  
Author(s):  
K Pazouki ◽  
K J Carney ◽  
J Delany ◽  
E Mesbahi

Two land-based setups were tested at different locations using the same combined treatment technologies, to assess the effect of different control and treated tanks condition as well as overall effectiveness of a ballast water treatment system. The test procedure included a five day storage period of organisms in the control and treated tanks as specifically advised in the type approval procedure for shipboard and land-based tests described in the IMO Guideline ‘G8’. The configurations and materials of control and treated tanks used in each test location were different resulting in invalid test results at one testing location.


Author(s):  
John. J. Cullen ◽  
Hugh. L. MacIntyre

Recently, the U.S. Coast Guard (USCG) rejected the Serial Dilution Culture-Most Probable Number (SDC-MPN) method for enumerating viable phytoplankton cells in ballast water discharge as an alternate to their prescribed method — the Environmental Technology Verification (ETV) Protocol. This method distinguishes living from dead organisms using vital stains and motility. Succinctly, the USCG position has been that the ETV Protocol is a reliable and repeatable efficacy test and the SDC-MPN method is not. New evidence and an expanded consideration of published research supports a fundamentally different assessment. A peer-reviewed quantitative evaluation of ETV vital stains for 24 species of phytoplankton has conclusively established that the ETV Protocol, even with observations of motility, is not reliable for all species. In contrast, published results suggest that errors in the method were small for the limited number of locations studied to date. It is possible that the communities tested in these were dominated by species that can be classified accurately using vital stains. Even so, it must be acknowledged that the reliability and accuracy of vital stains is untested for thousands of species of phytoplankton. Introduced in 1951, the SDC-MPN method for phytoplankton is an established approach for use with multi-species communities. As applied to ballast water testing, SDC-MPN is much less vulnerable to methodological uncertainties than has been assumed. Notably, all species of phytoplankton need not be cultured in the conventional sense. Rather, a single viable cell in a dilution tube need grow only enough to be detected — a requirement known to have been met by otherwise uncultured species. Further, delayed restoration of viability after treatment with ultraviolet radiation (UV) is not a problem: organisms repair UV damage quickly or not at all, consistent with the assumptions of the test. Two critical methodological failures could compromise protection of the environment in ballast water testing: living organisms that do not stain or move, and viable organisms that do not grow to detection in the MPN cultures. These can be assessed with complementary measurements, but importantly, the relative protection of each method can be evaluated by comparing counts of living cells from the ETV Protocol with counts of viable cell from SDC-MPN in untreated samples. Available evidence provides no basis for concluding that either method is consistently less protective. However, as applied in ballast water testing, the statistical estimate of MPN is less precise. On this basis, SDC-MPN is worse for a single test. But, counter-intuitively, it is more protective of the environment when five consecutive tests must be passed for type approval, because the likelihood of one false rejection out of five tests is higher and five false passes would be exceedingly rare. Addressing only the science, we conclude that both the ETV Protocol and the SDC-MPN method, though imperfect, are currently appropriate for assessing the efficacy of ballast water management systems in a type-approval testing regime. In closing, we show proof of concept for a rapid assay of viability, benchmarked against SDC-MPN, that could be well suited for routine assessment of treatment system performance.


Author(s):  
Jelica Pavlovic ◽  
Konstantinos Anagnostopoulos ◽  
Michael Clairotte ◽  
Vincenzo Arcidiacono ◽  
Georgios Fontaras ◽  
...  

There is increasing evidence suggesting that real-world fuel consumption and CO2 improvements in the last decade have been much less than those measured during type-approval tests. Scientific studies have found that the offset between officially reported values and real-world vehicle CO2 emissions in Europe has constantly increased over the last years. The difference between officially reported and actual CO2 emissions of vehicles has three main implications: (i) it undermines the effectiveness of CO2 regulations in reducing greenhouse gas emissions in Europe; (ii) it distorts competition between vehicle manufacturers; (iii) it undermines innovation. As a fundamental step to deal with this issue, the European Commission has already replaced the old and outdated test procedure used so far in the emission type-approval of vehicles with the worldwide harmonized light vehicles test procedure (WLTP). Being a lab-based test procedure, the WLTP, by its nature, can only cover part of the CO2 gap. There is therefore increasing pressure to integrate the current type-approval system with additional measures based on real-world measurements. One of the options under discussion is to use the CO2 emissions measured during the real driving emission test. The objective of the present paper is to assess the validity of this proposal and to propose other possible ways to deal with the CO2/fuel consumption gap. In particular, the paper presents experimental evidence on the variability of the CO2/fuel consumption of a vehicle, questioning the idea that a single central estimate of these quantities may be sufficient.


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