1  
Prepared by the Ministry of Industry and  Technology : 
 
COMMUNIQUE ON MON ITOR ING OF GASEOUS POLLUTANT EM ISSIONS 
FROM IN -SERV ICE INTERNAL COMBUST ION ENG INES INSTALLED IN NON -
ROAD MOBİLE MACH INERY  
 
Objective  
Article 1 – (1) The objective of this Communique is in order to add the framework 
determined by the Regulation on Gas and Particulate Pollutant Emission Limits for Internal 
Combustion Engines and Requirements Regarding Type Approval (2016/1628 / EU) published 
in the Official Gazette dated 11/09/2020 and numbered 31241,establishes detailed 
arrangements with regard to the selection of engines, test procedures and reporting of results 
relating to monitoring of gaseous pollutant emissions from in -service internal combustion 
engines installed in non -road mobil e machinery using portable emission measurement systems.  
 
Scope  
Article 2 – (1) These Communique covers the emission limits for all engines in the 
categories specified in the first paragraph of Article 5 of the afore mentioned Regulation and 
for gas and particulate pollutants arising from the engines of these machines, which are installed 
or intended to be fitted to mobile machines used outside the highway determined by The 
Regulation on Gas and Particulate Pollutant Emission Limits and Requirements Regar ding 
Type Approval for Internal Combustion Engines Installed on Moving Machines Used Outside 
the Highway (2016/1628 / EU)  
(2) This Communique  applies to monitoring of the gaseous pollutant emissions from the 
following categories of in -service engines of em ission Stage V installed in non -road mobile 
machinery regardless of when the EU type -approval for those engines was granted:  
(a) NRE and NRG (all sub -categories);  
(b) NRS -vi-1b, NRS -vr-1b, NRS -v-2a, NRS -v-2b and NRS -v-3; 
(c) IWP and IWA (all sub -categories ); 
(d) RLL and RLR (all sub -categories);  
(e) ATS;  
(f) SMB;  
(g) NRSh (all sub -categories);  
(h) NRS -vi-1a and NRS -vr-1a. 
(3) This Communique applies to engine manufacturer. This Notification does not apply to 
original equipment manufacturer  
(4) This Communiq ue does not apply where the manufacturer demonstrates to the approval 
authority that it is not able to obtain access to any engine installed in a non -road mobile 
machinery for the purposes of in -service monitoring.  
 
Legal Basis  
Article 3 – (1) This Communique was prepared pursuant to; Article 4 of Law No. 7223 on 
Product Safety and Technical Regulations Law  dated 12/03/2021 and 31066 and Articles 385 
and 388 of the Presidential Decree No. 1 on the Presidential Organization published in the  
Official Gazette dated 10/7/2018 and numbered 30474 and the Regulation on Gas and 
Particulate Pollutant Emission Limits for Internal Combustion Engines and Requirements 
Regarding Type Approval (2016/1628/EU) published in the Official Gazette dated 11/09/2 020 
and numbered 31241  
 2 Definitions and abbreviations  
Article 4 – (1) In addition to the definitions included in the aforementioned Regulation 
(2016/1628/AB) for in terms of the application of this Communique, the following definitions 
shall apply:  
a) 2016 /1628 /AB Regulation: Regulation on Gas and Particulate Pollutant Emission 
Limits and Requirements for Type Approval for Internal Combustion Engines Installed in 
Moving Machines Used Out of the Highway, published in the Official Gazette dated 11/09/2020 
and numbered 31241 (2016/1628/AB) . 
b)2017/654/AB: Draft Communique on Technical and General Requirements On Emission 
Limits and Type Approval For Internal Combustion Engines Installed on Off -Road Mobile 
Machines (2017/654/AB) . 
c) 2017/656/AB: Communique on The Determination of Emission Limits and 
Administrative Requirements on Type Approval for Internal Combustion Engines Installed on 
Off-Road Mobile Machines (2017/656/AB) . 
 
Procedures and requirements for monitoring of emission s of in -service engines  
Article 5 – (1) Gaseous pollutant emissions from in -service engines referred to in Article 
20 (1) of Regulation (EU) 2016/1628 shall be monitored as follows:  
a) For those engines referred to in Article 2(2), points (a) to (e), monito ring shall be 
conducted in accordance with the Annex I to this Communique.  
b) For those engines referred to in Article 2(2), points (f) and (g):  
1) the Annex -I to this Communique shall not apply.  
2) the aging procedure used to establish the deterioration f actor (DF) for the engine type, 
or, where applicable the engine family, as required by section 4.3 of Annex III to Commission 
Delegated Regulation (EU) 2017/654, including any automated element, shall be designed to 
allow the manufacturer to appropriately predict the in -use emission deterioration expected over 
the emission durability period (EDP) of those engines under typical use.  
 
Compliance with European Union legislation  
Article 6 - (1) This Communique, considering Commission Delegated Regulation (EU) 
2017/655 of 19 December 2016 supplementing Regulation (EU) 2016/1628 of the European 
Parliament and of the Council with regard to monitoring of gaseous pollutant emissions from 
in-servi ce internal combustion engines installed in non -road mobile machinery has been 
prepared within the framework of harmonization with the EU legislation.  
 
Implementation  
Transitional Article 1 – (1) Before 28/12/2022, it is not required to revise or extend the 
EU type approvals of an engine type or engine family that were approved according to this 
Communique, based on the results of tests conducted in accordance with Annex -I. 
 
Entry into force  
Article 7 – (1) Provisions of this Communique shall apply from the date of publication.  
 
Enforcement  
Article 8 – (1) The provisions of this Communique shall be enforced by the Minister of 
Industry and Technology.  
  3 ANNEX I  
 
1. General requirements for in -service monitoring  
 
1.1. For the purposes of this Annex ‘category  of non -road mobile machinery’ means a grouping 
of non -road mobile machinery that fulfil the same generic function(s),  
 
1.2. The manufacturer shall obtain access to engines installed in non -road mobile machinery in 
order to conduct in -service monitoring te sts. 
 
When conducting the in -service monitoring test  the manufacturer shall perform the emissions 
data sampling, measurement of exhaust parameters and data logging of an in -service engine 
installed in a non -road mobile machinery operated over its normal operating duty cycles until 
reaching the minimum test duration as set out in point 2 of Appendix 2.  
 
1.2.a. In -Service Monitoring Engine Group (ISM Group)  
For the carrying out of in -service testing, all engine types and engine families produced by the 
manufacturer shall be grouped in accordance with its sub -category as set out in Table 1 and 
illustrated in Figure 1. One manufacturer may have one ISM Group for each possible type of 
ISM Group.  
 
Table 1  
ISM Groups  
 
ISM Group  Engine (sub -)categories  
A NRE -v-5, NRE -v-6 
B NRE -c-5, NRE -c-6 
C NRE -v-3, NRE -v-4 
D NRE -c-3, NRE -c-4 
E NRE -v-1, NRE -c-1, NRE -v-2, NRE -c-2 
F NRE -v-7, NRE -c-7 
G NRG -v-1, NRG -c-1 
H NRS -v-2b, NRS -v-3 
I NRS -vr-1b, NRS -vi-1b, NRS -v-2a 
J IWP-v-1, IWP -c-1, IWA -v-1, IWA -c-1, IWP -v-2, IWP -c-2, IWA -v-2, IWA -c-2 
K IWP-v-3, IWP -c-3, IWA -v-3, IWA -c-3 
L IWP-v-4, IWP -c-4, IWA -v-4, IWA -c-4 
M RLL -v-1, RLL -c-1 
N RLR -v-1, RLR -c-1 
O SMB -v-1 
P ATS -v-1 
 
 
  4 Figure 1  
Illustration of ISM Groups  
 
 
 
 
1.2.b. The approval authority ensuring the compliance with this Regulation shall be either:  
 
(a) the approval authority that granted the type -approval of the engine type or engine family, in 
case that the ISM Group contains a single type -approval;  
 
(b) the approval authority that granted the type -approval of several engine types and/or engine 
families within the same ISM Group;  
 
(c) in the case that the ISM Group contains engine types, and/or engine families, approved by 
different approval authorities, the approval authority designated by all approval authorities 
involved.  
 
1.3. Engines subject to in -service monitoring test shall:  
 
(a) be installed in one of the most representative categories of non -road mobile machinery for 
the selected engine type or, where applicable, engine family;  
 
(b) Deleted.  
 
(c) have a maintenance record to show that the engine has been properly maintained and 
serviced in accordance with the manufacturer's recommendations;  
 
(d) exhibit no indications of misuse (e.g. overloading or misfuelling), or other factors (such as 
tampering) that could affect the gaseous pollutant emissions  performance;  
 
5 (e) be in conformity with the EU type -approval documents with regard to the components of 
the emission control system(s) installed in the engine and in the non -road mobile machinery.  
 
1.4.Engines with an Electronic Control Unit (ECU) and a communication interface intended to 
provide the necessary data as specified in Appendix 7, but with a missing interface or missing 
data, or where it is not possible to achieve clear identification and validation of the necessary 
signals, shall not be eligi ble for in -service monitoring test, and an alternative engine shall be 
selected.  
 
The approval authority shall not accept the absence of an ECU or interface, or absent or invalid 
signals, or lack of conformity of the ECU torque signal, as a reason to reduc e the number of 
engines to be tested under this Regulation.  
 
1.5.Engines where the collection of ECU data influences the non -road mobile machinery 
gaseous pollutant emissions or performance shall be considered as non -eligible for in -service 
monitoring test . Notwithstanding the requirements of article 39 of Regulation (EU) 2016/1628, 
an alternative engine shall only be selected if the manufacturer can substantially prove to the 
approval authority the absence of any defeat strategy.  
 
2.    Plan for monitoring  in-service engines  
 
2.1.The manufacturer shall submit the initial plan for monitoring each ISM Group to the 
approval authority within:  
 
(a) for ISM Group A, one month of the start of production of any engine type or engine family 
within the ISM Group;  
 
(b) for any other ISM Group, the later date of the following:  
 
(i) 31 December 2023;  
 
(ii) 1 month after the start of production of any engine type or engine family within the ISM 
Group.  
 
2.2.The initial plan shall include the list of engine types and engi ne families in the ISM Group, 
together with the criteria used for and the justification of the selection of:  
 
(a) the engine families or engine types and category(ies) of non -road mobile machinery 
included in the plan;  
 
(b) the list of particular engine(s)  and non -road mobile machinery selected for in -service 
monitoring test, if already identified;  
 
(c) the chosen testing scheme.  
 
2.3.Manufacturers shall submit to the approval authority an updated plan for monitoring in -
service engines whenever the list of engine families in the ISM Group changes or the list of 
particular engine(s) and non -road mobile machinery selected is completed or revised. The 
updated plan shall include a justification of the criteria used for the selection and the reasons 
for revising the previous list, if applicable. Where the number of engine families in the ISM 6 Group or the annual production volume for the Union market changes, the plan with the number 
of tests to be executed in accordance with point 2.6, shall also be adjusted accor dingly.  
 
2.4.The approval authority shall approve the initial and subsequently updated plan(s) or request 
the appropriate amendments within 2 months of their submission, and shall ensure that the final 
plan includes the widest variety of engine types and c ategories of non -road mobile machinery.  
 
2.5.Each initial or subsequently updated monitoring plan shall be approved by the approval 
authority before the testing of engines and non -road mobile machinery identified therein is 
started.  
 
2.6.Criteria for selec tion of engines to be tested  
The number of engines to be tested refers to the ISM group, and not to the engine sub -categories, 
engine families or engine types belonging to ISM group.  
 
The manufacturer shall select engines that represent, in a balanced mann er, the sub -categories, 
engine families and engine types belonging to the ISM group. This should not necessarily imply 
testing engines belonging to each engine sub -category, engine family or engine type.  
 
For ISM groups containing both category IWP and IWA  the engine selection shall include, to 
the extent possible, engines of both categories.  
 
2.6.1. Testing scheme for ISM group A  
 
The manufacturer shall choose one of the following testing schemes described in points 2.6.1.1 
and in 2.6.1.2 for in -service monitoring.  
 
2.6.1.1.   Testing scheme based on the Emission Durability Period (EDP)  
 
2.6.1.1.1. Testing 9 engines from the ISM group with an accumulated service of less than a % 
of the EDP, in accordance with Table 2. Test results shall be submitted to th e approval authority 
by 28 December 2024.  
 
2.6.1.1.2. Testing 9 engines from the ISM group with an accumulated service higher than b % 
of the EDP, in accordance with Table 2. Test reports shall be submitted to the approval authority 
by 28 December 2026.  
 
2.6.1.1.3. When the manufacturer cannot fulfil the requirement under point 2.6.1.1 due to 
unavailability of engines with the required service accumulation of point 2.6.1.1.2, the approval 
authority may permit testing of engines under this point with an accu mulated service between 
2 times a % and b % of the EDP, subject to the manufacturer providing robust evidence that 
they have selected engines with the highest available service accumulation. As an alternative, 
the approval authority shall accept a change t o the testing scheme based on a 4 -year period set 
out in point 2.6.1.2. In that case, the total number of engines to be tested under point 2.6.1.2 
shall be reduced by the number of engines already tested and reported in accordance with point 
2.6.1.1.  
 
 
  7 Table 2  
% of EDP values for ISM group defined in  2.6.1  
 
Reference power of selected engine (kW)  a b 
56 ≤ P <  130 20 55 
130 ≤ P ≤  560 30 70 
 
2.6.1.2. Testing scheme based on a 4 -year period  
 
Every manufacturer shall test an average of nine engines per year from the ISM group during 4 
consecutive years.  The test reports shall be submitted to the approval authority every year for 
the tests that have been performed. The schedule for testing and submitting results shall be 
included in the initial plan, and in any subsequently updated plan, for monitoring in -service 
engines submitted by the manufacturer and approved by the approval authority.  
 
2.6.1.2.1. The test results of the first nine engines shall be submitted not later than 24 months 
after the first engine was installed in non -road mobile machinery and not later than 30 months 
after starting the production of an approved engine type or engine family within the ISM group.  
 
2.6.1.2.2. Where the manufacturer demonstrates to the approval authority that no  engine has 
been installed in non -road mobile machinery 30 months after starting the production, the test 
results shall be submitted after the installation of the first engine, on a date agreed with the 
approval authority.  
 
2.6.1.2.3. Small -volume manufact urers  
 
The number of engines tested shall be adapted in case of small -volume manufacturers as 
follows:  
 
(a) manufacturers producing only two engine families within an ISM group shall submit an 
average of six engine test results per year;  
 
(b) manufacturers  producing for the Union market more than 250 engines per year of an ISM 
group containing only one single engine family shall submit an average of three engine test 
results per year;  
 
(c) manufacturers producing for the Union market between 125 and 250 eng ines per year of an 
ISM group containing only one single engine family shall submit an average of two engine’s 
test results per year;  
 
(d) manufacturers producing for the Union market fewer than 125 engines per year of an ISM 
group containing only one sing le engine family shall submit an average of one engine’s test 
results per year.  
 
The approval authority shall verify the declared production quantities are not exceeded during 
the 4 -year period that the manufacturer conducts testing. If these quantities ar e exceeded at any 
point, the manufacturer shall test an average of nine engines per year for the remaining years 
of the 4 -year period for which results have not been reported.  
 8 2.6.2. Testing scheme for ISM groups B, F, G, J, K, L, M and N  
 
The manufacture r shall choose, for each group, one of the following testing schemes described 
in points 2.6.2.1 and in 2.6.2.2 for in -service monitoring.  
 
2.6.2.1.   Testing scheme based on the Emission Durability Period (EDP)  
 
2.6.2.1.1. Testing x engines from the ISM g roup with an accumulated service of less than c % 
of the EDP, in accordance with Table 3. Test results shall be submitted to the approval authority 
by 28 December 2024.  
 
2.6.2.1.2. Testing x engines from the ISM group with an accumulated service higher tha n d % 
of the EDP, in accordance with Table 3. Test results shall be submitted to the approval authority 
by 28 December 2026.  
 
2.6.2.1.3. When the manufacturer cannot fulfil the requirements set out in points 2.6.2.1.1 and 
2.6.2.1.2 due to unavailability of  engines with the required service accumulation, the approval 
authority may permit testing of engines under this point with an accumulated service between 
2 times c % and d % of the EDP, subject to the manufacturer providing robust evidence that 
they have selected engines with the highest available service accumulation. As an alternative, 
the approval authority shall accept a change to the testing scheme based on a 4 -year period set 
out in point 2.6.2.2. In that case, the total number of engines to be teste d under point 2.6.2.2 
shall be reduced by the number of engines already tested and reported in accordance with points 
2.6.2.1.1 and 2.6.2.1.2.  
 
2.6.2.1.4. When the test report of a Stage IIIB engine family equivalent to category RLL is used 
to obtain a cor responding Stage V type -approval for that engine family in accordance with 
Article 7(2) of Implementing Regulation (EU) 2017/656 and the engine manufacturer cannot 
fulfil the requirements under points 2.6.2.1.1 and 2.6.2.1.2 due to unavailability of Stage V 
engines with the required service accumulation, the approval authority shall accept the selection 
of a Stage IIIB engine to comply with the requirements of points 2.6.2.1.1 and 2.6.2.1.2.  
 
Table 3  
% of EDP values for ISM groups defined in  2.6.2.1  
 
Reference power of selected engine (kW)  c d 
P < 56 10 40 
56 ≤ P <  130 20 55 
P ≥ 130 30 70 
 
 
  9 Table 4  
Number of engines to be tested for ISM groups defined in  2.6.2, 2.6.3.1 and  2.6.4.1  
 
N CA x 
1 - 1 
2 ≤ N ≤  4 - 2 
> 4 ≤ 50 2 
5 ≤ N ≤  6 > 50 3 
≥ 7 > 50 4 
 
Where:  
N = Total number of EU engine families produced by the manufacturer within the ISM group  
CA = Combined annual production for EU market for the remaining engine families produced 
by the manufacturer within an ISM group after discarding the  four families with the highest 
annual production for EU market.  
x = Number of engines to be tested  
 
2.6.2.2. Testing scheme based on a 4 -year period  
 
Testing an average of x engines from the ISM group per year during 4 consecutive years, in 
accordance with Table 4. Test reports shall be submitted to the approval authority every year 
for the tests that have been performed. The schedule for testing and submitting results shall be 
included in the initial plan, and in any subsequently updated plan, for moni toring in -service 
engines submitted by the manufacturer and approved by the approval authority.  
 
2.6.2.2.1. The test results of the first x engines shall be submitted before the later date of the 
following:  
 
(a) 28 December 2024;  
 
(b) 12 months after the f irst engine was installed in non -road mobile machinery;  
 
(c) 18 months after starting the production of an approved engine type or engine family within 
the ISM group.  
 
2.6.2.2.2. When the manufacturer demonstrates to the approval authority that no engine h as 
been installed in non -road mobile machinery 18 months after starting the production, the test 
results shall be submitted after the installation of the first engine, on a date agreed with the 
approval authority.  
 
2.6.2.2.3. Small -volume manufacturers  
 
The number of engines tested shall be adapted in case that the combined annual production 
across all engine families in an ISM group does not exceed 50 engines (small volume 
manufacturers), as follows:  
 
(a) manufacturers producing a total between 25 and 50 engines per year for the Union market 
across all families in a given ISM group shall submit either:  
 10 (i) one engine test results with an accumulated service between c % and d % of EDP as defined 
in Table 3 by 28 December 2025, or;  
 
(ii) an average of one e ngine test results per year over 2 years, starting 12 months after the first 
engine was installed in non -road mobile machinery,  
 
(b) manufacturers producing a total of fewer than 25 engines per year for the EU market across 
all families in a given ISM grou p need not submit any engine test unless the production exceeds 
35 engines in a two -year rolling period, in which case the manufacturer shall follow the same 
scheme as set out in sub -point (a).  
 
The approval authority shall verify that the declared product ion quantities are not exceeded 
during the periods set out in the first paragraph, sub -point (a). If those quantities are exceeded 
at any point, the manufacturer shall change to one of the testing schemes set out in points 
2.6.2.1. and 2.6.2.2. In that cas e, the total number of engines to be tested under those points 
shall be reduced by the number of engines already tested and reported in accordance with this 
point.  
 
2.6.3.  ISM groups C, D, E, H and I  
 
The manufacturer shall choose, for each group, one of t he testing schemes described in point 
2.6.2 or the testing scheme based on age of equipment described in section 2.6.3.1 for in -service 
monitoring.  
 
2.6.3.1.  Testing scheme based on the age of non -road mobile machinery (see Figure 2 for 
reference)  
 
2.6.3.1 .1. Testing x engines from the ISM group with non -road mobile machinery production 
year not more than 2 years prior to the date of that test, (see Figure 2), in accordance with Table 
4. Test results shall be submitted to the approval authority by 28  Decemb er 2024.  
 
2.6.3.1.2.  Testing x engines from the ISM group with non -road mobile machinery production 
year not less than 4 years prior to the date of that test, (see Figure 2), in accordance with Table 
4. Test results shall be submitted to the approval autho rity by 28  December 2026.  
 
2.6.3.1.2.1.  Robust evidence shall be provided to the approval authority that each engine 
selected for testing under point 2.6.3.1.2 has been used each year in a manner and to an extent 
similar to that of the population of corres ponding engines placed on the Union market. Suitable 
evidence may include characteristics demonstrating normal wear, records of use, records of 
maintenance and records of fuel consumed.  
 
2.6.3.1.3.  When the manufacturer cannot fulfil the requirements set o ut in points 2.6.3.1.1 
and 2.6.3.1.2 due to unavailability of engines with the required non -road mobile machinery 
production year or insufficient evidence of use, the approval authority shall accept a change to 
the testing scheme based on a  4-year period s et out in point 2.6.2.2. In that case, the total number 
of engines to be tested under point 2.6.2.2 shall be reduced by the number of engines already 
tested and reported in accordance with points 2.6.3.1.1 and  2.6.3.1.2.  
 
 
Figure 2  11 Illustration of eligible  engines for ISM test based on age of non -road mobile machinery  
 
 
 
2.6.4.  ISM groups O and P  
 
The manufacturer shall choose, for each ISM group, one of the testing schemes described in 
point 2.6.2. In the case the testing scheme set out in point 2.6.2.1 is chosen, manufacturers shall 
have the possibility to apply, within the same ISM group, the testing scheme based on the 
odometer reading described in point 2.6.4.1.  
In the case the manufacturer choses the procedure set out in point 2.6.2.1, the required 
accumulated service shall be the one stated in Table 5 instead of the one stated in Table 3.  
 
 
Table 5  
% of EDP values for ISM groups O and P  
 
Group  c d 
O 20 55 
P 10 40 
 
2.6.4.1.  Testing scheme based on the odometer reading of non -road mobile machinery  
 
2.6.4.1.1.  Testing x engines from the ISM group with non -road mobile machinery odometer 
reading an accumulated service of less than c (km) in accordance with Table 4 and Table 6. 
Test results shall be submitted to the approval authority by 28  December 2024 . 
 
2.6.4.1.2.  Testing x engines from the ISM group with non -road mobile machinery odometer 
reading an accumulated service of more than d (km) in accordance with Table 4 and Table 6. 
Test results shall be submitted to the approval authority by 28  December 2 026. 
 
Table 6  
Accumulated service for ISM groups O and P  
 
12 Group  Engine swept volume (cm3) c (km)  d (km)  
O Any 1 600 4 400 
P < 100 1 350 5 400 
≥ 100 2 700 10 800 
 
2.6.5.  The manufacturer may conduct and report more tests than those established by the testing 
schemes set out in points 2.6.1, 2.6.2, 2.6.3 and  2.6.4.  
 
2.6.6.  Multiple testing of the same engine to provide data for the consecutive service 
accumulation stages in accordance with points 2.6.1, 2.6.2, 2.6.3 and  2.6.4 is recommended but 
not mand atory.  
 
3. Test conditions  
 
The in -service monitoring test shall reflect the engine's performance when installed in a non -
road mobile machinery, in actual operation and operated by its usual professional operator.  
 
3.1. Operator  
 
3.1.1. The non -road mobile  machinery's operator performing the in -service monitoring test may 
be other than the usual professional one if the manufacturer demonstrates to the approval 
authority that the designated operator has attained enough skills and training to operate the non -
road mobile machine.  
 
 
3.1.2. The manufacturer shall provide detailed explanations to the approval authority on the 
usual operator's skills and training, and demonstrate that the selected operator is adequate for 
the in -service monitoring test.  
 
3.2.   Non-road mobile machinery's operation  
 
3.2.1. The test shall be performed during the complete (or partial) non -road mobile machinery's 
actual operation.  
 
3.2.2. When the manufacturer demonstrates to the approval authority that it is not possible to 
comply with point 3.2.1, the test duty cycle shall represent, as far as possible, the non -road 
mobile machinery's actual operation.  
 
3.2.2.1. The representative test duty cycle shall be determined by the manufacturer in agreement 
with the approval authority.  
 
3.2.3. Regardless of whether the test is conducted during the actual operation of the non -road 
mobile machinery or under a representative test duty cycle, it shall:  
 
(a) assess the actual operation of the majority of in -service population of the selected 
category(ies) of non -road mobile machinery;  
 
(b) not include a disproportionate amount of activity at idle speed;  
 13 (c) comprise of sufficient load activity to achieve the minimum test duration set out in point 2 
of Appendix 2.  
 
3.3. Ambient conditions  
 
The tes t shall be conducted under ambient conditions meeting the following requirements:  
 
3.3.1. Atmospheric pressure shall be equal or greater than 82,5 kPa;  
 
3.3.2. Temperature shall be equal or greater than 266 K ( – 7 °C), except for ISM group O which 
shall be  equal or greater than 253K ( – 20 °C), and equal or less than the temperature determined 
by the following equation at the specified atmospheric pressure:  
 
T = – 0,4514 * (101,3 – pb) + 311  
 
where:  
 
—  
T is the ambient air temperature, K;  
—  
pb is the atmospheric pressure, kPa.  
 
3.4.   Lubricating oil, fuel and reagent  
 
The lubricating oil, fuel and reagent (for exhaust after -treatment systems that use a reagent to 
reduce gaseous pollutant emissions) shall comply with the specifications issued by the 
manufacturer.  
 
3.4.1. The fuel shall be market fuel or reference fuel as specified in Annex V to Delegated 
Regulation (EU) 2017/654.  
 
3.4.2. To demonstrate compliance with point 3.4, samples shall be taken and retained until at 
least, whichever is t he shortest period of time form the following:  
 
(a) 12 months following the completion of the test; or  
 
(b) 1 month after the manufacturer submits the respective test report to the approval authority.  
 
 
3.4.3. Reagent samples shall not be frozen.  
 
3.5. Ope rating sequence  
 
Operating sequence is the elapsed time of uninterrupted non -road mobile machinery operation 
and continuous data sampling during an in -service monitoring test.  
 
The in -service monitoring test shall be conducted in one single operating sequence, except 
under the combined data sampling method set out in point 4.2, where several operating 
sequences are combined in a single in -service monitoring test.  
 14 3.6. Where testing is undertaken outside the Union, the manufacturer must provide evidenc e to 
the approval authority that the following conditions are representative of the test conditions to 
which the non -road mobile machinery would be subject if tested in the Union:  
 
(a) non -road mobile machinery’s operation;  
 
(b) ambient conditions;  
 
(c) lu bricating oil, fuel and reagent; and  
 
(d) operating conditions.  
 
4. Data sampling methods  
 
4.1. Continuous data sampling  
 
Continuous data sampling shall be used when one single operating sequence is equal or more 
than the minimum test duration set out in p oint 2 of Appendix 2.  
 
4.2.   Combined data sampling  
 
As alternative to point 4.1, the data sampling may be obtained from combining the results of 
several operating sequences.  
 
4.2.1. Combined data sampling shall be used only when the test conditions do no t enable 
reaching the minimum test duration set out in point 2 of Appendix 2 with one single operating 
sequence despite attempting to achieve this, or when the category(ies) of non -road mobile 
machinery selected for testing is employed in multiple working activities with different relevant 
duty cycle(s).  
 
4.2.2. The following additional requirements shall be fulfilled when applying combined data 
sampling:  
 
(a) the different operating sequences shall be obtained using the same non -road mobile 
machinery and e ngine;  
 
(b) the combined data sampling of tests performed at ambient temperature above 273,15 K shall 
contain a maximum of three operating sequences;  
 
(c) the combined data sampling of tests performed at ambient temperature equal or below 
273,15 K shall contain a maximum of six operating sequences;  
 
(d) the maximum period elapsed between the first and last operating sequence shall be 72 hours;  
 
(e) combined data sampling shall not be used if an engine malfunction occurs, as set out in point 
8 of Appendix 2; 
 
(f) to be eligible for combined data sampling each operating sequence of an in -service 
monitoring test shall contain the following minimum amount of work (kWh) or CO 2 mass 
(g/cycle):  15  
(i) for engines in ISM Groups A and C, a minimum of one hot -start NRTC reference work or 
CO 2 reference mass;  
 
(ii) for engines in ISM Group H, a minimum of one LSI -NRTC reference work or CO 2 reference 
mass;  
 
(iii) for engines in all other ISM Groups, a minimum of one steady -state cycle reference work 
or CO 2 reference mas s determined using the method set out in Appendix 9;  
 
(iv) For engines where in -service monitoring testing is performed at 0 °C degrees or below, a 
minimum of three quarters reference work or CO 2 reference mass during the first operating 
sequence and a min imum of half a steady -state cycle reference work or CO2 reference mass for 
the following operating sequences, determined using the method set out in Appendix 9;  
 
In case of an in -service test of an engine type within an engine family, the reference value s hall 
be that for the parent engine type;  
 
(g) prior to joining the operating sequences, all necessary pre -processing shall be completed 
individually for each sequence in accordance with the requirements set out in point 6.3;  
 
(h) the operating sequences in  the combined data sampling shall be joined in a chronological 
order including all data not excluded by sub -point (f);  
 
(i) the combined data sampling shall be considered one ISM test;  
 
(j) the determination of working events set out in point 6.4 and calcu lations set out in point 8 
shall be applied to the complete combined data sampling.  
 
4.3. Temporary signal loss  
 
Parameter recording shall reach a data completeness of not less than 98 %, meaning that a 
maximum of 2 % of data with no consecutive period of more than 30 seconds duration may be 
excluded from each operating sequence due to one or several episodes of unintended temporary 
signal loss in the original data recording. No signal loss shall be created during pre -processing, 
combination or post -process ing of any operating sequence.  
 
5. ECU data stream  
 
5.1. Engines fitted with an ECU and a communication interface shall provide data stream 
information to the measurement instruments or data logger of the PEMS in accordance with the 
requirements set out in  Appendix 7.  
 
5.2. Prior to the in -service test, the availability of the measurement data requested by Appendix 
7 shall be validated.  
 
5.3. The conformity of the ECU torque signal shall be validated during the in -service 
monitoring in accordance with the m ethod set out in Appendix 6.  
 16 5.4. Where an engine fitted with an ECU and a communication interface does not permit 
fulfilling the requirements set out in points 5.1., 5.2 and  5.3., point 1.4. shall apply.  
 
6. Test procedures and data pre -processing and va lidation  
 
6.1. In -service monitoring tests shall be conducted using PEMS in accordance with Appendix 
1. 
 
6.2. Manufacturers shall comply with the test procedure set out in Appendix 2 with regard to 
the in -service monitoring of engines installed on non -road mobile machinery using a PEMS.  
 
6.3. Manufacturers shall follow the procedures set out in Appendix 3 for the pre -processing of 
the data resulting of the in -service monitoring of engines installed on non -road mobile 
machinery using a PEMS.  
 
6.4. Manufactur ers shall follow the procedures set out in Appendix 4 for the determination of 
working and non -working events for gaseous pollutant emissions calculation following an in -
service monitoring test of engines installed on non -road mobile machinery using a PEMS . 
 
6.5. In accordance with point 4.2.2, where combined data sampling is used, the requirements of 
points 6.1 to 6.3 shall apply individually to each operating sequence prior to combining 
operating sequences. The determination of working and non -working eve nts set out in point 6.4 
and calculations set out in point 8. shall be applied to the complete combined data sampling.  
 
6.6. Figure 3 outlines the complete sequence for conducting in -service monitoring including 
planning, PEMS preparation and installation,  test procedures, data pre -processing, data 
calculations and validation.  
 
 
  17 Figure 3  
Illustration of the complete sequence for conducting in -service monitoring  
 
 
 
 
  
18 7. Test data availability  
 
No data shall be modified or removed from the raw test data file(s) used for the completion of 
point 6. Those raw test data file(s) shall be retained at least for 10 years by the manufacturer 
and made available upon request to the approval authority and the Commission.  
 
8. Calculations  
 
Manufacturers shall follow t he procedures set out in Appendix 5 for the gaseous pollutant 
emissions calculations for the in -service monitoring of engines installed on non -road mobile 
machinery using a PEMS.  
 
8.1. In the case of engines with an ECU that were produced with a communicat ion interface 
intended to permit the collection of the engine torque and speed data as specified in Table 1 of 
Appendix 7, the calculations shall be conducted and results reported for both the work -based 
method and the CO2 mass -based method. In all other c ases, the calculations shall be conducted 
and results reported for the CO2 mass based method only.  
 
8.2. In all cases, the calculations shall be conducted twice following the pre -processing of data 
in accordance with point 6.3 of this Annex:  
 
(a) firstly, using only working events determined in accordance with point 6.4 of this Annex 
and valid windows; and  
 
(b) secondly, using all data not excluded by point 6.3 of this Annex, without applying point 6.4 
of this Annex, and without exclusion of invalid windows  as set out in points 2.2.2 and 2.3.1 of 
Appendix 5.  
 
9. Confirmatory test  
 
9.1. Approval authorities may conduct a confirmatory in -service monitoring test in order to 
have an independent in -service monitoring measurement.  
 
9.2. The confirmatory test shall  be performed on the engine family/type and category(ies) of 
non-road mobile machinery specified in point 2; a particular engine fitted in a relevant non -
road mobile machinery shall be tested according to the requirements set out in this Regulation.  
 
10. R eporting procedures  
 
10.1. Manufacturers shall draft a test report of the in -service monitoring of engines installed on 
non-road mobile machinery using a PEMS for each engine tested.  The test report shall show 
the activities and results of the in -service monitoring and include at least the information 
required by data entries 1 to 11 of Appendix 8.  
 
10.2. Instantaneous measured data and instantaneous calculated data  
 
10.2.1. Instantaneous measured data and instantaneous calculated data shall not be include d in 
the test report but shall be kept by the manufacturer and made available upon request to the 
European Commission and the approval authority for the period set out in point 7.  
 19 10.2.2. Instantaneous measured data and instantaneous calculated data shall  include at least the 
information required by data entries I -1 to I -2.20 of Appendix 8.  
 
10.3.Publicly available information  
 
For the purposes of Article 44(3)(b) of Regulation (EU) 2016/1628, the manufacturer shall 
provide a separate report containing the  information required by the following data entries of 
Appendix 8: 1.1, 2.2, 2.4, 3.2, 6.3, 6.4.1, 6.10 Section 9 and Section 10.  
 
Information for data entry 6.3 shall be provided at regional level, providing approximate 
geographic location only.  
  20 Appendix 1  
 
Portable Emissions Measurement System  
 
1. The PEMS shall include the following measurement instruments:  
 
(a) gas analysers to measure the concentrations of the gaseous pollutant emissions set out in the 
first paragraph of point 1 of Appendix 2;  
 
(b) an Exhaust Flow Meter (EFM) based on the averaging Pitot or equivalent principle, except 
where indirect exhaust flow measurement may be applied as permitted by note (3) to the table 
in point 1 of Appendix 2;  
 
(c) sensors to measure the ambient temper ature and pressure;  
 
(d) other measurement instruments required for the in -service monitoring test;  
 
PEMS shall also include:  
 
(a) a transfer line to transport the extracted samples from the sampling probe to the gas 
analysers, including a sampling probe;  
 
(b) a data logger to store the data collected from the ECU;  
 
(c) PEMS may include a Global Positioning System (GPS).  
 
2.Measurement instruments requirements  
 
2.1. Measurement Instruments shall meet the requirements on calibration and performance 
checks se t out in Section 8.1 of Annex VI to Commission Delegated Regulation (EU) 2017/654 
except as set out in points 2.1.1 and 2.1.2. Special attention shall be given to perform the 
following actions:  
 
(a) the vacuum -side leak verification of the PEMS as set out in Section 8.1.8.7 of Annex VI to 
Delegated Regulation (EU) 2017/654;  
 
(b) the response and updating -recording verification of the gas analyser as set out in Section 
8.1.5 of Annex VI to Delegated Regulation (EU) 2017/654.  
 
2.1.1. The minimum frequency for  gas analyser linearity verification and NO2 -to-NO converter 
conversion verification set out in Tables 6.4 and 6.5 of Annex VI to Delegated Regulation (EU) 
2017/654 may be increased to 3 months.  
 
2.1.2. The minimum frequency of EFM performance and calibration checks, and the details of 
those checks, shall be those specified by the instrument manufacturer.  
 
2.2. Measurement instruments shall meet the specifications set out in Section 9.4 of Annex VI 
to Delegated Regulation (EU) 2017/654.  
 21 2.3. The an alytical gases used for calibrating the measurement instruments shall meet the 
requirements set out in Section 9.5.1 of Annex VI to Delegated Regulation (EU) 2017/654.  
 
3. Transfer line and sampling probe requirements  
 
3.1. The transfer line shall meet the  requirements set out in Section 9.3.1.2 of Annex VI to 
Delegated Regulation (EU) 2017/654.  
 
3.2. The sampling probe shall meet the requirements set out in Section 9.3.1.1 of Annex VI to 
Delegated Regulation (EU) 2017/654.  
  22 Appendix 2  
 
Test procedure for in-service monitoring with a PEMS  
 
1. Test Parameters  
 
1.1. The gaseous pollutant emissions to be measured and recorded during the in -service 
monitoring test are carbon monoxide (CO), total hydrocarbons (HC) and nitrogen oxides (NO x). 
Additionally, carbon dioxide (CO 2) shall be measured to enable the calculation procedures 
described in Appendix 5.  
 
1.2. Where the manufacturer demonstrates to the approval authority that it is not practical to 
combine the flow from multiple exhaust stacks, and there is simila rity in the technical 
configuration and operation of the part of the engine exhausting into each stack, it shall be 
sufficient to measure the emissions and exhaust mass flow from one exhaust stack. In that case, 
when performing the calculations set out in Appendix 5 the instantaneous mass flow rate of 
emissions from the measured stack shall be multiplied by the total number of stacks to obtain 
the total instantaneous mass flow rate of emissions for the engine.  
 
1.3. The parameters set out in the Table shall  be measured and recorded at a data sampling 
period of 1 second or less during the in -service monitoring test:  
 
 
Table  
Test parameters  
 
Parameter  Unit  (1) Source  
HC concentration  (2) ppm Gas analyser  
CO concentration  (2) ppm Gas analyser  
NOx concentration  (2) ppm Gas analyser  
CO 2 concentration  (2) ppm Gas analyser  
Exhaust mass flow  (3) kg/h EFM  
Exhaust temperature  (4) K EFM or ECU or Sensor  
Ambient temperature  (5) K Sensor  
Ambient pressure  kPa Sensor  
Relative humidity  % Sensor  
Engine torque  (6) (7) Nm ECU or Sensor  
Engine speed  (7) rpm ECU or Sensor  
Engine fuel flow  (7) g/s ECU or Sensor  
Engine coolant temperature  (8) K ECU or Sen sor 
Engine intake air temperature  K ECU or Sensor  
Non-road mobile machinery latitude  degree  GPS (optional)  
Non-road mobile machinery longitude  degree  GPS (optional)  
 
 23 (1)   Where the available data stream uses different units to those required by the table, that data 
stream shall be transformed into the required units during the data pre -processing set out in 
Appendix 3.  
(2)   Measured or corrected to a wet basis.  
(3)   Direct measurement of exhaust mass flow shall be used unless one of the following i s 
applicable:  
 
(a) the exhaust system installed in the non -road mobile machinery results in dilution of the 
exhaust by air upstream of the location where an EFM could be installed. In that case the 
exhaust sample shall be taken upstream of the point of dil ution;  
(b) the exhaust system installed in the non -road mobile machinery diverts a portion of the 
exhaust to another part of the non -road mobile machinery (e.g. for heating) upstream of the 
location where an EFM could be installed;  
(c) the engine to be tes ted is of a reference power greater than 560  kW or is installed in an 
inland waterway vessel or a railway vehicle and the manufacturer demonstrates to the approval 
authority that installation of an EFM is impractical due to either the size or location of t he 
exhaust on the NRMM;  
(d) engines of category SMB and the manufacturer demonstrates to the approval authority that 
installation of an EFM is impractical due to location of the exhaust on the NRMM.  
 
In those cases, where the manufacturer is able to provid e robust evidence to the approval 
authority of the correlation between the fuel mass flow estimated by the ECU and the fuel mass 
flow measured on the engine dynamometer test bench, the EFM may be omitted and indirect 
exhaust flow measurements (from fuel an d intake air flows or fuel flow and carbon balance) 
may be applied.  
 
(4) In order to determine the duration of the take -off phase after a long non -working event for 
an engine equipped with an after -treatment device used for NOx reduction, as set out in poi nt 
2.2.2 of Appendix 4, the exhaust gas temperature shall be measured during the operating 
sequence within 30  cm of the outlet of the after -treatment device used for NOx reduction. 
Where installing a sensor within 30  cm would result in damage to the after -treatment the sensor 
shall be installed as close to this location as can be practically achieved.  
(5) Use the ambient temperature sensor or an intake air temperature sensor. Use of an intake air 
temperature sensor shall comply with the requirements set out  in the second paragraph of point 
5.1. 
(6) The recorded value shall be either (a) the net torque; or (b) the net torque calculated from 
the actual engine percent torque, the friction torque and the reference torque, in accordance 
with standards set out in point 2.1.1 of Appendix 7. The basis for the net torque shall be 
uncorrected net torque delivered by the engine inclusive of the equipment and auxiliaries to be 
included for an emissions test in accordance with Appendix 2 of Annex VI to Delegated 
Regulatio n (EU) 2017/654. 
(7) Not required for engines tested under this Regulation that are not designed to have a 
communication interface capable to provide these data streams. 
(8) In the case of air -cooled engines, the temperature at the reference point location  identified 
in point 3.7.2.2.1 of PART C of Appendix 3 of Annex I to Implementing Regulation (EU) 
2017/656 shall be recorded in place of the coolant temperature. 
 
2. Test duration  
 24 2.1. The test duration, comprising all operating sequences, shall be long enough to obtain the 
following amount of working events:  
 
(a) for engines in ISM groups A and C, between five and seven times the reference work in 
kWh performed on the hot -start NRTC run during the type -approval test or to produce between 
five and seven times the CO2 reference mass in g/cycle from the hot -start NRTC run of the 
type-approval test as specified in points 11.3.1. and 11.3.2. of the addendum to the EU type 
approval certificate of the engine type or the engine family set out in Annex IV to Impl ementing 
Regulation (EU) 2017/656;  
 
(b) for engines in ISM group H, between five and seven times the reference work in kWh 
performed on the LSI -NRTC during the type -approval test or to produce between five and seven 
times the CO2 reference mass in g/cycle of the LSI -NRTC during the type -approval test as 
specified in points 11.3.1 and 11.3.2 of the addendum to the EU type approval certificate of the 
engine type or the engine family set out in Annex IV to Implementing Regulation (EU) 
2017/656;  
 
(c) for engine s in ISM groups E, I, O and P between three and five times the applicable reference 
work in kWh or CO2 reference mass in g/cycle determined from the type -approval test result 
using the method set out in Appendix 9;  
 
(d) for engines in ISM groups not listed  in sub -points (a), (b) or (c), between five and seven 
times the applicable reference work in kWh or CO2 reference mass in g/cycle determined from 
the type -approval test result using the method set out in Appendix 9.  
 
2.2. All data collected during all ope rating sequences shall be assembled chronologically even 
if the maximum amount of work or CO2 mass specified in point 2.1, sub -points (a) to (d) is 
exceeded. In that case, during the calculation set -out in Appendix 5 of this Regulation:  
 
(a) when the amoun t of work or CO2 reference mass in the working events exceeds that 
maximum, the calculation shall be truncated at the end of the time increment in which that 
occurs; and  
 
(b) the results reported for the ISM test in accordance with point 10 of this Annex to this 
Regulation shall be those of that truncated calculation.  
 
3. Preparation of the non -road mobile machinery  
 
The preparation of the non -road mobile machinery whose engine has been selected for testing 
in accordance with point 1.3 of this Annex shall comprise of at least the following:  
 
(a) the check of the engine: any identified problems, once solved, shall be recorded and 
presented to the approval authority;  
 
(b) the replacement of the oil, fuel and reagent, if any, where no documented evidence is 
available that the fluid in question complies with the specification listed in the type -approval 
information package applicable to the engine type, and it is practically and economically 
feasible to do so;  
(c) engines fitted with an ECU and a communication i nterface shall comply with point 5 of this 
Annex.  25  
4. Installation of the PEMS  
 
4.1. Installation constraints  
 
4.1.1. The installation of the PEMS shall not influence the non -road mobile machinery gaseous 
pollutant emissions or performance.  
 
4.1.2. The ins tallation shall comply with the locally applicable safety regulations and insurance 
requirements and shall follow the instructions issued by the PEMS, measurement instruments, 
transfer line and sampling probe manufacturer.  
 
4.1.3. Where for engines of ISM groups M and N it is not possible to install the PEMS systems 
without exceeding the loading gauge applicable to the rail network, the use of point 3.2.2 of 
this Annex shall include testing of the railway vehicle whilst stationary using a representative 
test duty cycle determined by the manufacturer and agreed with the approval authority.  
 
4.1.4. For engines of ISM groups E, I, O and P the engine may be removed from the non -road 
mobile machinery and the in -service monitoring test conducted on a dynamometer t est bench. 
In that case, the following shall apply:  
 
(a) the engine inclusive of the entire emission control system shall be removed from the non -
road mobile machinery and installed on the dynamometer test bench without adjustment to the 
emission control s ystem;  
 
(b) it shall not be necessary to demonstrate to the Approval Authority that it is not possible to 
comply with point 3.2.1 of this Annex;  
 
(c) notwithstanding sub -points (a) and (b), the in -service monitoring test shall be conducted in 
accordance with this Regulation;  
 
(d) the procedure for removing engine from non -road mobile machinery and installing in test 
cell to replicate operation in the non -road mobile machinery shall be agreed with the approval 
authority prior to conducting the ISM test;  
 
(e) a representative test duty cycle shall be used as determined by the manufacturer and agreed 
with the approval authority in accordance with point 3.2.2 of this Annex;  
 
(f) the test duty cycle of sub -point (e) shall span a range of speed and load that rep resents the 
operation of the selected machine when used in the field. Methods to establish that range shall 
include, but are not limited to, logging operational data for one or more comparable machines 
operated in the field;  
 
(g) to establish data on the e xtent to which results obtained from use of a PEMS system differ 
from those obtained from the use of a test bench system, in -service monitoring measurements 
performed on the dynamometer test bench using the PEMS system may be supplemented by 
concurrent mea surements using test bench instrumentation and an emission measurement 
system complying with the requirements of Section 9 of Annex VI to Delegated Regulation 
(EU) 2017/654, operated in accordance with the requirements of section 8 of that Annex;  
 26 (h) the requirements of points 6, 7, 8 and 10 of this Annex shall additionally apply to any 
concurrent measurements in accordance with sub -point (g) and the test data and test report shall 
include these measurements.  
 
4.2. Electrical power supply  
 
The electrical p ower supply of the PEMS shall, be provided by an external power supply unit.  
 
4.2.1. When the manufacturer demonstrates to the approval authority that it is not possible to 
comply with point 4.2, a source drawing its energy (directly or indirectly) from th e engine 
during the test may be used.  
 
4.2.2. In this case, the peak power consumption of the PEMS shall not exceed 1 % of the engine 
maximum power, and additional measures shall be taken to prevent the excessive discharge of 
the battery when the engine is  not running or idling.  
 
4.3. Measurement instruments other than the EFM  
 
As far as possible, the measurement instruments other than the EFM shall be installed in a 
location subject to minimal:  
 
(a) ambient temperature changes;  
 
(b) ambient pressure change s; 
 
(c) electromagnetic radiation;  
 
(d) mechanical shock and vibration;  
 
(e) ambient hydrocarbons — if using a FID analyser that uses ambient air as FID burner air.  
 
4.4. EFM  
 
The installation of the EFM shall not increase the backpressure beyond the value  recommended 
by the manufacturer.  
 
4.4.1. The EFM shall be attached to the non -road mobile machinery's tailpipe. The EFM's 
sensors should be placed between two pieces of straight tube whose length should be at least 2 
times the EFM diameter (upstream and d ownstream).  
 
4.4.2. The EFM shall be placed after the non -road mobile machinery silencer, to limit the effect 
of exhaust gas pulsations upon the measurement signals.  
 
4.5. Transfer line and sampling probe  
 
The transfer line shall be properly insulated at the connection points (sampling probe and back 
of the measurement instruments).  
4.5.1. If the length of the transfer line is changed, the transport times shall be verified and if 
necessary corrected.  
 27 4.5.2. The transfer line and the sampling probe shall b e installed in accordance with the 
requirements set out in Section 9.3 of Annex VI to Delegated Regulation (EU) 2017/654.  
 
4.6. Data logger  
 
Where ECU data is to be used, a data logger shall be connected with the engine ECU to record 
the available engine p arameters listed in Table 1 of Appendix 7, and, where applicable, the 
engine parameters listed in Table 2 of Appendix 7.  
 
4.7. GPS (where applicable)  
 
The antenna should be mounted at the highest possible location, without risking interference 
with any obs tructions encountered during in -use operation.  
 
5. Pre -in-service monitoring test procedures  
 
5.1. Ambient temperature measurement  
 
The ambient temperature shall at a minimum be measured at the beginning of the operating 
sequence and at the end of the operating sequence. The measurement shall be made within a 
reasonable distance from the non -road mobile machinery. A sensor or ECU signal for engine 
intake air temperature may be used.  
 
If intake air temperature is used to estimate the ambient temperature,  the recorded ambient 
temperature shall be the intake air temperature adjusted by the applicable nominal offset 
between ambient and intake air temperature as specified by the manufacturer.  
 
5.2. Starting and stabilising the measurement instruments  
 
The mea surement instruments shall be warmed up and stabilised until pressures, temperatures 
and flows have reached their operating set points, according to the instructions issued by the 
measurement instrument/PEMS manufacturer.  
 
5.3. Cleaning and heating the tra nsfer line  
 
To prevent system contamination, the transfer line shall be purged until sampling begins, 
according to the instructions issued by the transfer line/PEMS manufacturer.  
The transfer line shall be heated to 190 °C (+/ – 10 °C) before starting the t est to avoid the 
presence of cold spots that could lead to a contamination of the sample by condensed 
hydrocarbons.  
 
5.4. Checking and calibrating the gas analysers  
 
The zero and span calibration and the linearity checks of the gas analysers shall be perfo rmed 
using the analytical gases set out in point 2.1.3 of Appendix 1.  
 
 
5.5. Cleaning the EFM  
 28 The EFM shall be purged at the pressure transducer connections in accordance with the 
instructions issued by the PEMS or EFM manufacturer. This procedure shall r emove 
condensation and diesel particulate matter from the pressure lines and the associated flow tube 
pressure measurement ports.  
 
6. In-service monitoring test data logging  
 
6.1. Before the operating sequence  
 
Gaseous pollutant emissions data sampling, measurement of the exhaust parameters and 
recording of the engine and ambient data shall start prior to starting the engine.  
 
6.2. During the operating sequence  
 
Gaseous pollutant emissions data sampling, measurement of the exhaust parameters and 
recording  of the engine and ambient data shall continue throughout the normal in -use operation 
of the engine.  
 
The engine may be stopped and started, but the gaseous pollutant emissions data sampling, 
measurement of the exhaust parameters, recording of the engine a nd ambient data shall continue 
throughout the entire in -service monitoring operating sequence.  
 
6.3. After the operating sequence  
 
At the end of the in -service monitoring operating sequence, sufficient time shall be given to the 
measurement instruments and  data logger to allow their response times to elapse. The engine 
may be shut down before or after data logging is stopped.  
 
7. Checking of gas analysers  
 
7.1. Periodic zero verification during the operating sequence  
 
Where practical and safe to perform, ze ro verification of the gas analysers may be conducted 
every 2 hours during an operating sequence.  
 
7.2. Periodic zero correction during the operating sequence  
 
The results obtained with the checks performed in accordance with point 7.1 may be used to 
perform a zero drift correction during that operating sequence.  
 
7.3. Drift verification after the operating sequence  
 
The drift verification shall be performed only if no zero drift correction was made during the 
operating sequence in accordance with poin t 7.2.  
 
7.3.1. No later than 30 minutes after the operating sequence is completed, the gas analysers 
shall be zeroed and spanned in order to verify their drift compared to the pre -test results.  
 
7.3.2. The zero, span and linearity checks of the gas analysers shall be performed as set out in 
point 5.4.  29  
8. Engine or machine malfunction  
8.1. In the case that a malfunction occurs during an operating sequence that affects engine 
operation and either:  
 
(a) the non -road mobile machinery operator is clearly  notified of that malfunction by the on -
board diagnostics system via a malfunction visual warning, text message or other indicator; or  
 
(b) the non -road mobile machinery is not fitted with a malfunction diagnostic or warning 
system, but the malfunction is clearly detected by aural or visual means;  
 
the operating sequence shall be considered void.  
 
8.2. Any malfunction shall be corrected before any further operating sequence is conducted on 
the engine.  
  30 Appendix 3  
 
Data pre -processing for gaseous pollutant emissions calculations  
 
1. Definitions  
 
1.2. For the purposes of this Appendix the following definitions shall apply:  
 
1.2.1. ‘zero response’ means the mean response, including noise, to a zero gas during a time 
interval of at least 30 seconds;  
 
1.2.2. ‘span response’ means the mean response, including noise, to a span gas during a time 
interval of at least 30 seconds.  
 
2. Exclusion of data  
 
2.1. Temporary signal loss  
 
2.1.1. Any episodes of temporary signal loss shall be identified.  
 
2.1.2. A maximum of  2 % of data with no consecutive period more than 30 seconds duration 
may be excluded from each operating sequence due to one or several episodes of unintended 
temporary signal loss in the original data recording, in accordance with point 4.3 of the Annex.  
 
2.1.3. In the case that the test sequence contains episodes of signal loss either greater than 2 % 
of data or for a consecutive period greater than 30 seconds, that entire sequence shall be 
considered void and a further test shall be run.  
 
2.2. Periodic checks of measurement instruments  
 
2.2.1. Any data points corresponding with checking of gas analysers in accordance with point 
7 of Appendix 2 shall be identified and excluded from further processing of an operating 
sequence except as required to perform the drift correction in point 3 of this Appendix.  
 
2.3. Ambient conditions  
 
2.3.1. Any data points in an operating sequence corresponding with ambient conditions that do 
not comply with the requirements set out in point 3.3 of this Annex shall be identifie d. 
 
2.3.2. If the proportion of data points identified at Point 2.3.1 of this Appendix exceeds 1 % 
that entire sequence shall be considered void and a further test shall be run.  
 
2.3.3. In the case that ambient conditions are only measured at the start and  the end of the test 
the entire test sequence shall be considered void if either measurement does not comply with 
the requirements set out in point 3.3 of the Annex.  
 
2.4. Cold start data  
Cold start gaseous pollutant emissions measured data shall be exclud ed prior to the gaseous 
pollutant emissions calculations.  
 31 2.4.1. Liquid -cooled engines  
 
Valid measured data for gaseous pollutant emissions calculations shall start after the engine 
coolant temperature has reached 343 K (70 °C) for the first time or after  the engine coolant 
temperature is stabilised within +/ – 2 K over a period of 5 minutes, or after the engine coolant 
temperature is stabilised within +/ – 5 K over a period of 5 minutes for tests performed at 
ambient temperature equal or below 273,15 K, whi chever comes first; in any case, it shall start 
no later than 20 minutes after starting the engine.  
 
2.4.2. Air -cooled engines  
 
Valid measured data for gaseous pollutant emissions calculations shall start after the 
temperature measured at the reference poi nt identified in point 3.7.2.2.1 of PART C of 
Appendix 3 of Annex I to Implementing Regulation (EU) 2017/656 is stabilised within +/ – 5 
% over a period of 5 minutes; in any case, it shall start no later than 20 minutes after starting 
the engine.  
 
3. Drift correction  
 
3.1. Maximum drift allowed  
 
Drifts of the zero response and the span response shall be less than 2 % of full scale on the 
lowest range used:  
 
(a) if the difference between the pre -test and post -test results is less than 2 %, the measured 
concen trations may be used uncorrected or may be corrected for drift in accordance with point 
3.2; 
 
(b) if the difference between the pre -test and post -test results is equal to or greater than 2 %, the 
measured concentrations shall be drift corrected in accordan ce with point 3.2. If no correction 
is made, the test shall be considered void.  
 
3.2. Drift correction  
 
3.2.1. The drift corrected concentration value shall be calculated in accordance with the 
requirements set out in Sections 2.1 or 3.5 of Annex VII to De legated Regulation (EU) 
2017/654.  
 
3.2.2. The difference between the uncorrected and the corrected brake -specific gaseous 
pollutant emission values shall be within ± 6 % of the uncorrected brake -specific gaseous 
pollutant emission values. If the drift is g reater than 6 %, the test shall be considered void.  
 
3.2.2.1. Each brake -specific gaseous pollutant emission value shall be calculated from the 
integrated mass of gaseous pollutant emission of the test sequence divided by the total work 
performed during th e test sequence. That calculation shall be performed prior to determination 
of working events in accordance with Appendix 4 or calculation of gaseous pollutant emissions 
in accordance with Appendix 5.  
 
3.2.3. If drift correction is applied, only the drift -corrected gaseous pollutant emission results 
shall be used when reporting gaseous pollutant emissions.  32  
4. Time alignment  
 
To minimise the biasing effect of the time lag between the different signals on the calculations 
of the mass of the gaseous pollutant  emissions, the data relevant for gaseous pollutant emissions 
calculations shall be time aligned, in accordance with the requirements set out in points 4.1 to 
4.4. 
 
4.1. Gas analysers data  
The data from the gas analysers shall be properly aligned in accord ance with the requirements 
set out in Section 8.1.5.3 of Annex VI to Delegated Regulation (EU) 2017/654.  
 
4.2. Gas analysers and EFM data  
 
The data from the gas analysers shall be properly aligned with the data of the EFM using the 
procedure set out in poi nt 4.4.  
 
4.3. PEMS and engine data  
 
The data from the PEMS (gas analysers and EFM) shall be properly aligned with the data from 
the engine ECU using the procedure in point 4.4.  
 
4.4. Procedure for improved time alignment of the PEMS data  
 
The test paramete rs listed in the Table of Appendix 2 are split into three different categories:  
 
Category 1: Gas analysers (HC, CO, CO2, NOx concentrations);  
Category 2: EFM (Exhaust mass flow and exhaust temperature);  
Category 3: Engine (Torque, speed, temperatures, fuel  rate from ECU).  
The time alignment of each category with the other two categories shall be verified by finding 
the highest correlation coefficient between two series of test parameters. All the test parameters 
in a category shall be shifted to maximise th e correlation factor. The following test parameters 
shall be used to calculate the correlation coefficients:  
 
(a) Categories 1 and 2 (Gas analysers and EFM data) with Category 3 (Engine data): the exhaust 
mass flow from the EFM with torque from the ECU;  
 
(b) Category 1 with Category 2: the CO2 concentration and the exhaust mass flow;  
 
(c) Category 1 with Category 3: the CO2 concentration and the engine fuel flow.  
 
4.4.1. In the case of engines not designed to have a communication interface to permit the 
collection of the ECU data as specified in Appendix 7 the correlation at point 4.4, sub -points 
(a) and (c) shall be omitted.  
 
4.4.2. In the case of engines for which direct measurement of exhaust mass flow was omitted 
in accordance with note (3) to the Tab le of Appendix 2 the correlation at point 4.4, sub -point 
(a) shall be omitted.  
 
 33 5. Data consistency check  
 
5.1. Gas analysers and EFM data  
 
For engines designed to have a communication interface capable to provide fuel flow in 
accordance with Table 2 of A ppendix 7 the consistency of the data (exhaust mass flow measured 
by the EFM and gas concentrations) shall be verified using a correlation between the measured 
engine fuel flow from the ECU and the engine fuel flow calculated in accordance with the 
procedu re set out in Section 2.1.6.4 of Annex VII to Delegated Regulation (EU) 2017/654.  
 
A linear regression shall be performed for the measured and calculated fuel rate values. The 
method of least squares shall be used, with the best fit equation having the for m: 
 
y = mx + b  
 
Where:  
 
(a) y 
 
is the calculated fuel flow [g/s];  
 
(b) m  
 
is the slope of the regression line;  
 
(c) x 
 
is the measured fuel flow [g/s];  
 
(d) b  
 
is the y intercept of the regression line.  
 
The slope (m) and the coefficient of determination (r2) shall be calculated for each regression 
line. It is recommended to perform this analysis in the range from 15 % of the maximum value 
to the maximum value and at a frequency greater or equal to 1 Hz. For a test to be considered 
valid, the following two  criteria shall be evaluated:  
 
Table 1  
Tolerances  
 
Slope of the regression line, m  0,9 to 1,1 – Recommended  
Coefficient of determination, r2 Min.  0,90 – Mandatory  
 
5.2. ECU torque data  
 
Where ECU torque data is to be used in the calculations the consistency of the ECU torque data 
shall be verified by comparing the maximum ECU torque values at different (if appropriate) 
engine speeds with the corresponding values on the official engine full load torque curve and 
in accordance with Appendix 6.  34  
5.3. Brake -Specific Fuel Consumption (BSFC)  
 
Where ECU data is available the BSFC shall be checked using:  
 
(a) the fuel consumption calculated from the gaseous pollutant emissions data (gas analysers 
concentrations and exhaust mass flow data), in accordance wi th the procedure set out in Section 
2.1.6.4 of Annex VII to Delegated Regulation (EU) 2017/654;  
 
(b) the work calculated using the data from the ECU (Engine torque and engine speed).  
 
5.4. Ambient pressure  
 
The ambient pressure value shall be checked against the altitude indicated by the GPS data, if 
available.  
 
5.5. The approval authority may consider the test void if it is not satisfied with the results 
of the data consistency check.  
 
6. Dry-wet correction  
 
If the concentration is measured on a dry basis, it shall be converted to a wet basis in accordance 
with the procedure set out in Section 2 or 3 of Annex VII to Delegated Regulation (EU) 
2017/654.  
 
7. NOx correction for humidity and temperature  
The NOx concentrations measured by the gas analysers shall not be corrected for ambient air 
temperature and humidity.  
 
  35 Appendix 4  
 
Algorithm for the determination of valid events during in -service monitoring  
 
1. General provisions  
 
1.1. For the purposes of this Appendix ‘event’ means the data measured in an in -service 
monitoring test for the gaseous pollutant emissions calculations obtained in a time increment 
Δt equal to the data sampling period,  
 
1.2. The methodology set out in this Appendix is based on the concept of working and non -
working events.  
 
1.3. Any event considered as a non -working event in accordance with this Appendix shall not 
be considered as valid for the calculations of the work or CO2 mass and the gaseous pollutant 
emissions and conformity factors of the averaging windows set out in S ection 2 of Appendix 5. 
Only working events shall be used for the purpose of calculations.  
 
1.4. Non -working events shall be categorised as short non -working events (≤ D2) and long non -
working events (> D2) (see the Table for the value of D2).  
 
2. Procedur e to determine non -working events  
 
2.1. Non -working events are those where either:  
 
(a) for engines not designed to have a communication interface capable to provide torque and 
speed data in accordance with Table 1 of Appendix 7, the instantaneous proxy po wer 
determined in accordance with the procedure set -out in Appendix 10; or  
 
(b) in all other cases, the instantaneous engine power,  
 
is below 10 % of the engine reference power, as defined in Article 3, point (26) of Regulation 
(EU) 2016/1628 and listed in  Annex I to that Regulation for each engine (sub -)category, for the 
engine type subject to ISM test.  
 
2.1.1. For engines tested under this Regulation that are not designed to have a communication 
interface capable to provide torque and speed data in accord ance with Table 1 of Appendix 7 
the instantaneous proxy power shall be calculated using the procedure described in Appendix 
10 prior to applying the procedure in this Appendix.  
 
2.2. The following additional steps shall be conducted:  
2.2.1. Non -working eve nts shorter than D0 shall be considered as working events and merged 
with the surrounding working events (see Table 2 for the values of D0).  
 
2.2.2. Working events shorter than D0 surrounded by non -working events of duration longer 
than D1 shall be conside red non -working events and merged with the surrounding non -working 
events (see Table 2 for the values of D1)  
 
2.2.3. The take -off phase following long non -working events (> D2) for engines equipped with 
an after -treatment device used for NOx reduction and exhaust gas temperature measurement in 36 accordance with note (4) to the Table of Appendix 2 shall also be considered as a non -working 
event until the exhaust gas temperature reaches 523 K. If the exhaust gas temperature does not 
reach 523 K within D3 minute s, all events after D3 shall be considered as working events (see 
Table 2 for the values of D2 and D3).  
 
2.2.4. For all non -working events, the first D1 minutes of the event shall be considered as 
working event.  
 
3. ‘Machine work’ marking algorithm to implement the requirements of point 2  
 
Point 2 shall be implemented in the sequence set out in points 3.1 to 3.4  
 
3.1. Step 1: Detect and split into working events and non -working events.  
 
(a) identify the working events and non -working events in accordanc e with point 2.1;  
 
(b) calculate the duration of non -working events;  
 
(c) mark the non -working events shorter than D0 as working events;  
 
(d) calculate the duration of the working events.  
 
3.2. Step 2: Merge short working events (≤ D0) into non -working eve nts. 
 
Mark as non -working events those working events shorter than D0 that are both preceded and 
followed by remaining non -working events of duration longer than D1.  
 
3.3. Step 3: Exclude working events after long non -working events (take -off phase).  
 
Wher e point 2.2.3 is applicable, mark as non -working events those working events after long 
non-working events (> D2) until either;  
 
(a) the exhaust gas temperature reaches 523 K; or  
 
(b) D3 minutes have elapsed;  
 
whatever happens first.  
 
3.4. Step 4: Include non-working events after working events.  
 
Include D1 minutes of non -working event following any working event as part of that working 
event.  
 
Table 2  
Values for the parameters D0, D1, D2 and D3  
 
Parameters  Value  
D0 2 minutes  
D1 2 minutes  37 D2 10 minutes  
D3 4 minutes  
 
4. Examples  
 
4.1. Exclusions of non -working data at the end of Step 1  
 
 
 
4.2. Exclusions of non -working data at the end of Step 2  
 
 
 
 
 
4.3. Exclusions of non -working data at the end of Step 3  
 
38  
 
4.4. End of Step 4 — Final  
 
 
 
  
39 Appendix 5  
 
Gaseous pollutant emissions calculations  
 
1. Calculation of the instantaneous gaseous pollutant emissions  
 
The instantaneous mass of the gaseous pollutant emissions shall be calculated on the basis of 
the instantaneous concentration of the gaseous pollutant emissions measured during the in -
service monitoring test and in accordance with the procedure set out in Section 2 or Section 3 
of Annex VII to Delegated Regulation (EU) 2017/654.  
 
2. Determination of averaging windows' gaseous pollutant emission s and conformity 
factors  
 
2.1. Averaging window method  
 
2.1.1. General requirements  
 
Averaging window is the sub -set of the complete calculated data set during the in -service 
monitoring test whose work or CO2 mass is equal to the engine work or CO2 mass me asured 
over the reference laboratory test cycle.The mass of the gaseous pollutant emissions and the 
conformity factors shall be calculated using the moving averaging window method, based on 
the reference work (procedure set out point 2.2) and the reference  CO2 mass (procedure set out 
in point 2.3) measured over the reference laboratory test cycle.  
 
The engine power versus time and averaging window gaseous pollutant emissions, starting from 
the first averaging window.  
 
The calculations shall be conducted in accordance with the following sub -points:  
 
(a) any data excluded, under the terms of Appendix 4, shall not be considered for the 
calculations of the work or CO2 mass and the gaseous pollutant emissions and conformity 
factors of the averaging windows, excep t as required by point 4(f) of this Appendix;  
 
(b) the moving averaging window calculations shall be conducted with a time increment Δt 
equal to the data sampling period. The start of the moving average window shall be incremented 
by that amount at each it eration;  
 
(c) the mass of the gaseous pollutant emissions for each averaging window (mg/averaging 
window) shall be obtained by integrating the mass of the instantaneous gaseous pollutant 
emissions in the averaging window;  
 
(d) in the case of engines with a n ECU that were designed with a communication interface 
intended to permit the collection of the engine torque and speed data as specified in Table 1 of 
Appendix 7, the calculations shall be conducted and results reported for both the work based 
method and  the CO2 mass -based method. In all other cases the calculations shall be performed, 
and results reported, for only the CO2 mass -based method.  
 
  40 Figure 4  
Engine power versus time and averaging window gaseous pollutant emissions, starting 
from the first averaging window, versus time  
 
 
 
 
2.1.2. Reference values  
 
The reference work and reference CO2 mass of an engine type, or for all engine types within 
the same engine family, shall be determined as follows:  
 
(a) for engines in ISM groups A and C those val ues from the hot -start NRTC run of the type -
approval test of the parent engine as specified in points 11.3.1 and 11.3.2 of the addendum to 
the EU type approval certificate of the engine type or the engine family, as set out in Annex IV 
to Implementing Regu lation (EU) 2017/656;  
 
(b) for engines in ISM group H those values from the LSI -NRTC run of the type -approval test 
of the parent engine;  
 
(c) for engines in ISM groups not listed in sub -points (a) or (b) those values determined from 
the type -approval test result of the parent engine using the method set out in Appendix 9.  
 
2.2. Work based method  
 
 
 
 
 
 
 
41 Figure 5  
Work -based method  
 
 
 
The duration ( t 2, i – t 1, i) of the ith averaging window is determined by:  
W(t 2, i) – W(t 1, i) ≥ Wref 
Where:  
—  
W(t j,i) is the engine work measured between the start and time  t j,i, kWh,  
—  
Wref is the engine reference work determined according to point 2.1.2, kWh,  
—  
t 2, i shall be selected such that:  
W(t 2, i – Δt) – W(t 1, i) < W ref ≤ W(t 2, i) – W(t 1, i) 
Where Δt is  the data sampling period, equal to 1 second or less.  
2.2.1.   Calculations of the brake specific gaseous pollutant emissions  
 
The brake -specific gaseous pollutant emissions egas (g/kWh) shall be calculated for each 
averaging window and each gaseous pollut ant in the following way:  
 
 
 
Where:  
 
—  
42 mi is the mass emission of the gaseous pollutant during the ith averaging window, g/averaging 
window,  
—  
W(t 2, i) – W(t 1, i) is the engine work during the ith averaging window, kWh.  
 
2.2.2. Selection of valid aver aging windows  
 
The valid averaging windows are the averaging windows whose average power exceeds the 
power threshold of 20 % of the reference power, as defined in Article 3, point (26), of 
Regulation (EU) 2016/1628 and listed in Annex I to that Regulation for each engine (sub -
)category, for the engine type subject to ISM test, except for engines of category ATS where 
the reference power is the power at intermediate speed as defined in Section 5.2.5.4, point (f) 
of Annex VI to Delegated Regulation (EU) 2017/ 654. The percentage of valid averaging 
windows shall be equal or greater than 50 %.  
 
2.2.2.1. If the percentage of valid windows is less than 50 %, the data evaluation shall be 
repeated using lower power thresholds. The power threshold shall be reduced from 20 % in 
steps of 1 % until the percentage of valid windows is equal to or greater than 50 %.  
 
2.2.2.2. In any case, the lower power threshold shall not be lower than 10 %.  
2.2.2.3. The test shall be considered void if the percentage of valid averaging  windows is less 
than 50 % at a power threshold of 10 %.  
 
2.2.3.  Calculations of the conformity factors  
 
The conformity factors shall be calculated for each individual valid averaging window and each 
individual gaseous pollutant in the following way:  
 
Whe re: 
—  
egas is the brake -specific emission of the gaseous pollutant, g/kWh;  
—  
L is the applicable limit, g/kWh.  
 
2.3. CO 2 mass -based method  
 
Figure 6  
CO 2 mass -based method  
 
43  
 
The duration ( t 2, i – t 1, i) of the ith averaging window is determined by:  
Where:  
—  
is the CO 2 mass measured between the test start and time  t j,i, g; 
—  
is the reference CO 2 mass determined in Grams (g) in accordance with point 
2.1.2,  
—  
t 2, i shall be selected such as:  
Where Δt is the data sampling period, equal 
to 1 second or less.  
 
The CO 2 masses are calculated in the averaging windows by integrating the instantaneous 
gaseous pollutant emissions calculated in accordance with the requirements introduced in point 
1. 
 
2.3.1.  Selection of valid averaging Windows  
 
The valid averaging windows shall be those whose duration does not exceed the maximum 
duration calculated from:  
 
Where:  
—  
Dmax is the maximum averaging window duration, s,  
—  
44 Pmax is the reference power, as defined in Article  3, point (26), of Regulation (EU) 2016/1628, 
kW, and listed in Annex I to that Regulation for each engine (sub -)category, for the engine type 
subject to ISM test, except for engines of category ATS where the reference power is the power 
at intermediate speed as defined in Section 5.2. 5.4., point (f), of Annex VI to Delegated 
Regulation (EU) 2017/654.  
The percentage of valid averaging windows shall be equal or greater than 50  %. 
 
2.3.1.1.  If the percentage of valid windows is less than 50  %, the data evaluation shall be 
repeated using l onger window durations. This is achieved by decreasing the value of 0,2 in the 
formula given in point 2.3.1 by steps of 0,01 until the percentage of valid windows is equal to 
or greater than 50  %. 
 
2.3.1.2.  In any case, the lowest value in the above formul a shall not be lower than 0,10.  
 
2.3.1.3.  The test shall be void if the percentage of valid windows is less than 50  % at a maximum 
window duration calculated in accordance with points 2.3.1., 2.3.1.1. and  2.3.1.2.  
 
2.3.2.  Calculations of the conformity factors  
 
The conformity factors shall be calculated for each individual averaging window and each 
individual pollutant in the following way:  
With  
(in service ratio) and  
(certification ratio)  
Where:  
—  
mi is the mass emission of the gaseous pollutant during the ith averaging window, g/averaging 
window,  
—  
is the CO 2 mass during the ith averaging window, 
g/averaging window,  
—  
is the reference engine CO 2 mass determined in accordance with point 2.1.2, 
sub-point (g),  
—  
mL is the mass emission of gaseous pollutant corresponding to the applicable limit on the 
reference test cycle, g.  
mL is determined as follows:  
Where:  
—  
45 L is the applicable limit, g/kWh;  
—  
Wref is the engine reference work determined in accordance with point 2.1.2, kWh.  
 
3. Rounding of gaseous pollutant emissions calculations  
 
In accordance with Standard ASTM E 29 -06b (Standard Practice for Using Significant Digits 
in Test Data to Determine Conformance with Specifications), the final test results shall be 
rounded in one step to the number of places to the right of the decimal point indicated by the 
applicable exhaust emissions limit values set out in Article 18(2) of Regulation (EU) 2016/1628 
plus one additional significant figure.  
 
4. Gaseous pollutant emission results  
 
The f ollowing results shall be reported in accordance with point 10 of this Annex:  
 
(a) the instantaneous concentration of the gaseous pollutant emissions measured during the in -
service monitoring test;  
 
(b) the average of the concentration of the gaseous pollutant emissions for the whole in -service 
monitoring test;  
 
(c) the instantaneous mass of the gaseous pollutant emissions calculated in accordance to point 
1; 
 
(d) the integrated mass of the gaseous pollutant emissions for the whole in -service monitorin g 
test, calculated as the addition of the mass of the instantaneous gaseous pollutant emissions 
calculated in accordance to point 1;  
 
(e) the distribution of the conformity factors for the valid windows, calculated in accordance 
with points 2.2.3 and 2.3.2  (minimum, maximum and 90th cumulative percentile);  
 
(f) the distribution of the conformity factors for all windows, calculated in accordance with 
points 2.2.3 and 2.3.2 without the determination of the valid data in accordance with Appendix 
4 and without the determination of the valid windows set out in points 2.2.2 and 2.3.1 
(minimum, maximum and 90th cumulative percentile).  
  46 Appendix 6  
 
Conformity of the ECU torque signal  
 
1. Maximum torque method  
 
1.1. The maximum torque method consists on confirming that a point on the reference 
maximum torque curve as a function of the engine speed has been reached during the in -service 
monitoring test.  
 
1.2. If a point on the reference maximum torque curve as a function of the engine speed has not 
been reached durin g the in -service monitoring test, the manufacturer is entitled to modify the 
load activity of the non -road mobile machinery and/or the minimum test duration set out in 
point 2 of Appendix 2 as necessary in order to perform that demonstration after the in -service 
monitoring test.  
 
1.3. The requirements set out in point 1.2 shall not be applied in the case that, in the opinion of 
the manufacturer and prior agreement of the type approval authority, it is not possible to reach 
a point on the maximum torque curv e under normal operation without overloading the engine 
installed in the non -road mobile machinery, or to do so would not be safe.  
 
1.4. In this case, the manufacturer shall propose to the approval authority an alternative method 
for checking the signal. T he alternative method shall be employed only if the approval authority 
considers it feasible and applicable without overloading the engine or any safety risk.  
 
1.5. The manufacturer may propose to the approval authority, a more accurate and complete 
method  for checking the conformity of the ECU torque signal during the in -service monitoring 
test than the method set out in points 1.1 to 1.4. In that case, the method proposed by the 
manufacturer shall be used instead of the method set out in those points.  
 
2. Impossibility to check the conformity of the ECU torque signal  
 
When the manufacturer demonstrates to the approval authority that it is not possible to check 
the ECU torque signal during the in -service monitoring test, the verification performed in 
accord ance with the requirements of Appendix 3 of Annex VI to Delegated Regulation (EU) 
2017/654 during the tests required for EU type - approval and stated in the EU type -approval 
certificate shall be accepted by the approval authority.  
 
For engines in ISM group s other than A, C and H, the approval authority may accept a separate 
demonstration conducted in accordance with the requirements of Appendix 3 of Annex VI to 
Delegated Regulation (EU) 2017/654 but using the following mapping procedures of that 
Annex:  
 
(a) for engines in ISM group I, and variable speed engines in ISM groups E, F, G, J, K, L, M 
and N, Section 7.6.1;  
 
(b) for all other engines, Section 7.6.3.  
 47 Where mapping is performed at constant speed in accordance with sub -point (b), it shall be 
sufficien t to measure and compare the readings of the torque measured by the dynamometer 
and the torque broadcast by the ECU at the single point of rated net power.  
  48 Appendix 7  
 
ECU data stream information requirements  
 
1. Data to be provided  
 
1.1.Where an ECU is used  to provide engine torque, speed or coolant temperature that data at 
a minimum shall be provided in accordance with Table 1.  
 
Table 1  
Measurement data  
 
Parameter  Unit  (1) 
Engine torque  (2) Nm 
Engine speed  rpm 
Engine coolant temperature  K 
(1)   Where the available data stream uses different units to those required by the table, that data 
stream shall be transformed into the required units during the data pre -processing set out in 
Appendix 3.  
(2)   The provided value shall be either (a) the net brake engine torque or (b) the net brake engine 
torque calculated from other appropriate torque values as defined in the corresponding protocol 
standard set out in point 2.1.1. The bas is for the net torque shall be uncorrected net torque 
delivered by the engine inclusive of the equipment and auxiliaries to be included for an 
emissions test in accordance with Appendix 2 of Annex VI to Delegated Regulation (EU) 
2017/654.  
 
1.2. Where either ambient pressure or ambient temperature are not measured by external 
sensors, they shall be provided by the ECU in accordance with Table 2.  
 
Table 2  
Additional measurement data  
 
Parameter  Unit  (1) 
Ambient temperature (2) K 
Ambient pressure  kPa 
Engine fuel flow  g/s 
(1) Where the available data stream uses different units to those required by the table, that data 
stream shall be transformed into the required units during the data pre -processing set out in 
Appendix 3.  
(2) Use of an intake air temperature  sensor shall comply with the requirements set out in the 
second paragraph of point 5.1 of Appendix 2.  
 
1.3. Where exhaust mass flow is not measured directly, the engine fuel flow shall be provided 
in accordance with the Table of Appendix 2.  
 
 
 49 2. Communication requirements  
 
2.1. Access to data stream information  
 
2.1.1. Access to data stream information shall be provided in accordance with at least one of 
the following series of standards:  
 
(a) ISO 27145 with ISO 15765 -4 (CAN -based);  
 
(b) ISO 27145  with ISO 13400 (TCP/IP -based);  
 
(c) SAE J1939 -73; 
 
(d) ISO 14229.  
 
2.1.2. The ECU shall support the corresponding services of at least one of the standards listed 
above in order to provide the data set out in Table 1.  
 
Implementation of additional features of the standard(s) in the ECU is permitted but not 
mandatory.  
 
2.1.3. Access to data stream information shall be possible by means of a wired connection 
(external scan -tool).  
 
2.2. CAN -based wired communication  
 
2.2.1. The communication speed on t he wired data link shall be either 250 kbps or 500 kbps.  
 
2.2.2. The connection interface between the engine and the measurement instruments of the 
PEMS shall be standardised and shall meet all requirements of ISO 15031 -3 Type A (12 VDC 
power supply), Type  B (24 VDC power supply) or SAE J1939 -13 (12 or 24 VDC power 
supply).  
 
2.3 Documentation requirements  
 
The manufacturer shall indicate in the information document set out in Implementing 
Regulation (EU) 2017/656 ( 4 ) on administrative requirements the communication standard(s) 
used for providing access to data stream information in accordance with point 2.1.1.  
  50 Appendix 8  
 
Test report for in -service monitoring  
 
1.    Engine manufacturer information  
 
1.1. Make (trade name(s) of manufacturer)  
 
1.2. Company name and address of manufacturer  
 
1.3. Name and address of manufacturer's authorised representative (if any)  
 
1.4. Name(s) and address(es) of assembly/manufacture plant(s)  
 
2.    Engine information  
 
2.1. ISM Group  
 
2.2. Category and sub -category of the engine type/engine family  
 
2.3. Type approval number  
 
2.4. Commercial name(s) (if applicable)  
 
2.5. Engine family designation (if member of a family)  
 
2.6. Reference work [kWh]  
 
2.7. Reference CO 2 mass [g]  
 
2.8. Engine  type designation  
 
2.9. Engine identification number  
 
2.10. Engine production year and month  
 
2.11. Engine rebuilt (yes/no)  
2.12. Engine total swept volume [cm3] 
 
2.13. Number of cylinders  
 
2.14. Engine declared rated net power/rated speed [kW/rpm]  
 
2.15. Engine maximum net power/power speed [kW/rpm]  
 
2.16. Engine declared maximum torque/torque speed [Nm/rpm]  
 
2.17. Idle speed [rpm]  
 
2.18. Manufacturer supplied full -load torque curve available (yes/no)  51  
2.19. Manufacturer supplied full -load torque curve ref erence number  
 
2.20. Installed DeNOx system (e.g., EGR, SCR) (where applicable)  
 
2.21. Installed type of catalytic converter (where applicable)  
 
2.22. Installed type of particulate after -treatment (where applicable)  
 
2.23. After -treatment modified with res pect to type approval (yes/no)  
 
2.24. Installed ECU information (Software calibration number)  
 
3.    Non -road mobile machinery information  
 
3.1. Non -road mobile machinery owner  
 
3.2. Category(ies) of non -road mobile machinery  
 
3.3. Non -road mobile machinery manufacturer  
 
3.4. Non -road mobile machinery identification number  
 
3.5. Non -road mobile machinery registration number and country of registration (if available)  
 
3.6. Non -road mobile machinery commercial name(s) (if applicable)  
 
3.7. Non -road mo bile machinery production year and month  
 
4.    Engine/Non -road mobile machinery selection  
 
4.1. Non -road mobile machinery or engine location method  
 
4.2. Selection criteria for non -road mobile machinery, engines, in -service families  
 
4.3. Location where t he tested non -road mobile machinery normally operates  
 
4.4. Operating hours at test start:  
 
4.4.1. Non -road mobile machinery [h]  
 
4.4.2. Engine [h]  
 
5.    Portable emissions measurement system (PEMS)  
 
5.1. PEMS power supply: external/sourced from non -road mobile machinery  
 
5.2. Measurement instruments (PEMS) brand and type  
 
5.3. Measurement instruments (PEMS) calibration date  52  
5.4. Calculation software and version used (e.g. EMROAD 4.0)  
 
5.5. Location of ambient conditions sensors  
 
6.    Test conditions  
 
6.1. Date and time of test  
 
6.2. Test duration [s]  
 
6.3. Test Location  
 
6.4. General weather and ambient conditions (e.g. temperature, humidity, altitude)  
 
6.4.1. Average ambient conditions (as calculated from the instantaneous measured data)  
 
6.5. Hours ope rated per non -road mobile machinery/engine  
 
6.6. Detailed information on non -road mobile machinery's actual operation  
 
6.7. Test fuel specifications  
 
6.8. Lubrication oil specifications  
 
6.9. Reagent specifications (if applicable)  
 
6.10. Brief description of the work performed  
 
7.    Average concentration of gaseous pollutant emissions  
 
7.1. Average HC concentration [ppm] [Not mandatory]  
 
7.2. Average CO concentration [ppm] [Not mandatory]  
 
7.3. Average NOx concentration [ppm] [Not mandatory]  
 
7.4. Average CO2 concentration [ppm] [Not mandatory]  
 
7.5. Average Exhaust mass flow [kg/h] [Not mandatory]  
 
7.6. Average Exhaust temperature [°C] [Not mandatory]  
 
8.    Integrated mass of gaseous pollutant emissions  
 
8.1. THC emissions [g]  
 
8.2. CO emissions [g]  
 
8.3. NOx emissions [g]  53  
8.4. CO 2 emissions [g]  
 
9.    Averaging window (5) conformity factors (determined in accordance with Appendices 3 to 
5) 
 
(Minimum, maximum and 90th cumulative percentile)  
 
9.1. Work averaging window THC conformity factor [ -] (6) 
 
9.2. W ork averaging window CO conformity factor [ -] 
 
9.3. Work averaging window NOx conformity factor [ -] (7) (where applicable)  
 
9.4. Work averaging window THC + NOx conformity factor [ -] (8) (where applicable)  
 
9.5. CO 2 mass averaging window THC conformity factor [ -] (9) 
 
9.6. CO 2 mass averaging window CO conformity factor [ -] 
 
9.7. CO 2 mass averaging window NOx conformity factor [ -] (10) (where applicable)  
9.8. CO 2 mass averaging window THC+NOx conformity factor [ -] (11) (where applicable)  
 
9.9. Work averaging window: minimum and maximum averaging window power [%]  
 
9.10. CO 2 mass averaging window: minimum and maximum averaging window duration [s]  
 
9.11. Work averaging window: percentage of valid averaging windows  
 
9.12. CO 2 mass averaging window: percentage of valid averaging windows  
 
10.    Averaging window conformity factors (determined in accordance with Appendices 3 and 
5 without the determination of working and non -working events in accordance with Appendix 
4 and wit hout the exclusion of invalid windows as set out in points 2.2.2 and 2.3.1 of Appendix 
5) 
 
(Minimum, maximum and 90th cumulative percentile)  
 
10.1. Work averaging window THC conformity factor [ -] (12) 
 
10.2. Work averaging window CO conformity factor [ -] 
 
10.3. Work averaging window NOx conformity factor [ -] (13) (where applicable)  
 
10.4. Work averaging window THC+NOx conformity factor [ -] (14) (where applicable)  
 
10.5. CO 2 mass averaging window THC conformity factor [ -] (15) 
 
10.6. CO 2 mass averaging windo w CO conformity factor [ -] 
 54 10.7. CO 2 mass averaging window NOx conformity factor [ -] (16) (where applicable)  
 
10.8. CO 2 mass averaging window THC+NOx conformity factor [ -] (17) (where applicable)  
 
10.9. Work averaging window: minimum and maximum averaging  window power [%]  
 
10.10. CO 2 mass averaging window: minimum and maximum averaging window duration [s]  
 
11.    Test results verification  
 
11.1. THC analyser zero, span and audit results, pre and post test  
 
11.2. CO analyser zero, span and audit results, pre and post test  
 
11.3. NOx analyser zero -span and audit results, pre and post test  
 
11.4. CO 2 analyser zero, span and audit results, pre and post test  
 
11.5. Data consistency check results, according to Section 4 of Appendix 3  
 
I-1.    Instantaneous meas ured data  
 
I-1.1. THC concentration [ppm]  
 
I-1.2. CO concentration [ppm]  
 
I-1.3. NOx concentration [ppm]  
 
I-1.4. CO 2 concentration [ppm]  
 
I-1.5. Exhaust mass flow [kg/h]  
 
I-1.6. Exhaust temperature [°C]  
 
I-1.7. Ambient air temperature [°C]  
 
I-1.8. Ambient pressure [kPa]  
 
I-1.9. Ambient humidity [g/kg] [Not mandatory]  
 
I-1.10. Engine torque [Nm]  
 
I-1.11. Engine speed [rpm]  
 
I-1.12. Engine fuel flow [g/s]  
 
I-1.13. Engine coolant temperature [°C]  
 
I-1.14. Non -road mobile machinery latitude [degree]  
 55 I-1.15. Non-road mobile machinery longitude [degree]  
 
I-2.   Instantaneous calculated data  
 
I-2.1. THC mass [g/s]  
 
I-2.2. CO mass [g/s]  
 
I-2.3. NOx mass [g/s] (where applicable)  
 
I-2.4. CO 2 mass [g/s]  
 
I-2.5. THC cumulated mass [g]  
 
I-2.6. CO cumulated mass [g]  
 
I-2.7. NOx cumulated mass [g] (where applicable)  
 
I-2.8. CO 2 cumulated mass [g]  
 
I-2.9. Calculated fuel rate [g/s]  
 
I-2.10. Engine power [kW]  
 
I-2.11. Engine work [kWh]  
 
I-2.12. Work averaging window duration [s]  
 
I-2.13. Work averaging window average engi ne power [%]  
 
I-2.14. Work averaging window THC conformity factor [ -] (18) 
 
I-2.15. Work averaging window CO conformity factor [ -] 
 
I-2.16. Work averaging window NOx conformity factor [ -] (19) (where applicable)  
 
I-2.17. Work averaging window THC+NOx conformity factor [ -] (20) (where applicable)  
 
I-2.18. CO 2 mass averaging window duration [s]  
 
I-2.19. CO 2 mass averaging window THC conformity factor [ -] (21) 
 
I-2.20. CO 2 mass averaging window CO conformity factor [ -] 
 
I-2.21. CO 2 mass averaging window NOx conformity factor [ -] (22) (where applicable)  
 
I-2.22. CO 2 mass averaging window THC+NOx conformity factor [ -] (23) (where applicable)  
 
  56 Appendix 9  
 
Determination of reference work and reference CO 2 mass for engine types for which the 
applicable type -approval test cycle is solely a Non -Road Steady -State Cycle (NRSC)  
 
1. General  
 
The reference work and reference mass of CO 2 for ISM groups A and C are taken from hot-
start NRTC run of the type -approval test of the parent engine, and for ISM group H from the 
LSI-NRTC type -approval test of the parent engine, as set out in point 2.1.2 of Appendix 5. This 
Appendix defines how to determine the reference work and referen ce mass of CO 2 for engine 
types in all ISM groups except A, C and H.  
For the purpose of this Appendix the applicable laboratory test cycle shall be the discrete -mode 
NRSC or RMC NRSC for the corresponding engine (sub -)category set out in tables IV -1 and 
IV-2, and tables IV -5 to IV -10 of Annex IV to Regulation (EU) 2016/1628.  
2. Determination of  Wref and  from RMC NRSC  
 
2.1. The reference work  Wref ,kWh, is equal to the actual work  Wact ,kWh, as given by Section 
2.4.1.1 of Annex VII to Delegated Regulation (EU) 2017/654 on technical and general 
requirements.  
 
2.2. The reference mass of CO 2, , g, is equal to the mass of CO 2 for the laboratory 
test cycle  
 , g, calculated in accordance with one of Sections 2.1.2, 2.2.1, 3.5.1 or 3.6.1 of Annex 
VII to Delegated  Regulation (EU) 2017/654 on technical and general requirements according 
to whether raw or dilute gaseous sampling is used and whether mass -based or molar -based 
calculation is applied.  
3. Determination of  Wref and  from discrete -mode NRSC  
 
3.1. The reference work  Wref , kWh shall be calculated using equation 9 -1. 
(9-1) 
Where:  
 
Pi is the engine power formode  i, kW, with  Pi = P m,i + PAUX (see Sections 6.3 and  7.7.1.3 of Annex VI to Delegated 
Regulation (EU) 2017/654 on technical and general requirements);  
WF i is the weighting factor for the mode i [ -]; 
tref is the reference time, s, (see table);  
Wref is the reference cycle work emitted by the parent engine on the reference 
laboratory test cycle, kWh;  
i is the mode number;  
Nmode is the total number of modes in the test cycle.   
3.2. The reference mass of CO 2 
57  , kg, shall be determined from the mean CO 2 mass flow rate q  mCO2,i  , g/h, for 
each mode  i calculated in accordance with Sections 2 or 3 of Annex VII to Delegated 
Regulation (EU) 2017/654 on technical and general requirements using equation 9 -2. 
 
(9-2) 
Where:  
 is the mean CO 2 mass flow rate for mode  i, g/h; 
WF i is the weighting factor for the mode  i [-]; 
tref is the reference time, s, (see table);  
 is the reference mass of CO 2 emitted by the parent engine on the 
reference laboratory test cycle, g;  
i is the mode number;  
Nmode is the total number of modes in the test cycle   
3.3. Reference time  tref is the total duration of the equivalent Ramped Modal Cycle (RMC) set 
out in Appendix 2 to Annex XVII to Delegated Regulation (EU) 2017/654 on technical and 
general requirements. Those values are set out in table.  
 
Table  
Reference time  tref for each discrete -mode NRSC  
NRSC  tref [s] 
C1 1 800 
C2 1 800 
D2 1 200 
E2 1 200 
E3 1 200 
F 1 200 
G1 1 800 
G2 1 800 
H 1 200 
  
58 Appendix 10  
 
Determination of the instantaneous proxy power from CO 2 mass flow  
 
1. General  
 
‘Proxy power’ means a value obtained by simple linear interpolation for the sole purpose of the 
determination of valid events during in -service monitoring as described in Appendix 4. This 
methodology is for engines designed without a communication interface capable to provide 
torque and speed data in accordance with Table 1 of Appendix 7. The cal culation is based upon 
the assumption that, for all engine types within an engine family:  
 
(a) the ratio of work and CO 2 mass on the reference laboratory test cycle are similar;  
(b) there is a linear relationship between power and CO 2 mass flow rate; and  
(c) an operating engine that produces no net power emits no CO 2. 
 
2. Calculation of the instantaneous proxy power  
 
2.1. For the sole purpose of the calculations in Appendix 4, an instantaneous power for the 
engine under ISM test shall be computed from the m easured CO 2 mass flow at a time increment 
equal to the data sampling period. For this calculation a simplified engine -family -specific CO 2 
(‘Veline’) constant shall be used.  
 
2.2. The Veline constant shall be calculated from the applicable reference values set out in point 
2.1.2 of Appendix 5.  
 
The Veline constant,  Kveline, is computed from the reference mass of CO 2 emitted by the parent 
engine at type -approval divided by the work performed by the parent engine at type -approval 
using equation 10 -1. 
(10-1) 
Where:  
Kveline is the ‘Veline’ constant, g/kWh;  
 is the reference mass of CO 2 emitted by the 
parent engine in the reference laboratory test 
cycle, g;  
W ref is the reference work performed by the parent 
engine in the reference laboratory test cycle, 
kWh.   
2.3. The instantaneous proxy power of the engine under ISM test is calculated from the 
instantaneous CO 2 mass flow using equation 10 -2 
(10-2) 
Where:  
Pi,proxy is the instantaneous proxy power, kW;  
 is the instantaneous mass flow of CO 2 emitted 
by the engine under test, g/s.  
 
59 ( 1 ) Commission Delegated Regulation (EU) 2017/654 of 19 December 2016 supplementing 
Regulation (EU) 2016/1628 of the European Parliament and of the Council with regard to 
technical and general requirements relating to emission limits and type -approval for int ernal 
combustion engines for non -road mobile machinery (OJ L 102, 13.4.2017, p. 1).  
 
( 2 ) Commission Implementing Regulation (EU) 2017/656 of 19 December 2016 laying down 
the administrative requirements relating to emission limits and type -approval of internal 
combustion engines for non -road mobile machinery in accordance with Regulation (EU) 
2016/1628 of the European Parliament and of the Council (see page 364 of this Official 
Journal).  
 
( 3 ) Averaging window is the sub -set of the complete calculated data set during the in -service 
monitoring test whose CO 2 mass or work is equal to the engine reference CO 2 mass or work 
measured over the applicable parent engine reference laboratory NRTC or NRSC  
 
( 4 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 5 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 6 ) Only applicable for engine (sub -)categories which have a combined emission limit for HC 
+ NOx in ac cordance with to Annex II of Regulation (EU) 2016/1628.  
 
( 7 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 8 ) Only applicable for engine (sub -)categorie s which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 9 ) Only applicable for engine (sub -)categories which have a combined emission limit for HC 
+ NOx in accordance with Annex II of Regulation (EU) 2016/1 628. 
 
( 10 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 11 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 12 ) Only applicable for engine (sub -)categories which have a combined emission limit for HC 
+ NOx in accord ance with Annex II of Regulation (EU) 2016/1628.  
 
( 13 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 14 ) Only applicable for engine (sub -)categories whi ch have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 15 ) Only applicable for engine (sub -)categories which have a combined emission limit for HC 
+ NOx in accordance with Annex II of Regulation (EU) 2016/1628.  60  
( 16 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 17 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 18 ) Only applicable for engine (sub -)categories which have a combined emission limit for HC 
+ NOx in accord ance with Annex II of Regulation (EU) 2016/1628.  
 
( 19 ) Only applicable for engine (sub -)categories which have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 20 ) Only applicable for engine (sub -)categories whi ch have separate limits for HC and NOx in 
accordance with Annex II of Regulation (EU) 2016/1628.  
 
( 21 ) Only applicable for engine (sub -)categories which have a combined emission limit for HC 
+ NOx in accordance with Annex II of Regulation (EU) 2016/1628.