Prepared by the Ministry of Industry and Technology:  
 
NOTIFICATION ON MONITORING GASEOUS POLLUTANTS ARISING 
FROM INTERNAL COMBUSTION ENGINES INSTALLED IN OFF -ROAD 
MOBILE MACHINERY AND IN USE  
(2017/655 /AB)  
DRAFT (SGM: 2021/...)  
Objective  
Article 1 – (1) The objective of this Notification 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 th e 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 combus tion 
engines installed in non -road mobile machinery using portable emission measurement systems.  
Scope  
Article 2 – (1) These Notification 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 ar e 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 Regarding 
Type Approval for Internal Combustion Engines Installed on Moving Mach ines Used Outside 
the Highway (2016/1628 / EU),  
(2) This Notification covers and applies  to monitoring of the gaseous pollutant 
emissions from the following categories of in -service engines of emission Stage V installed in 
non-road mobile machinery:  
 (a) NRE-v-5; 
 (b) NRE -v-6. 
(3) This Notification applies to engine manufacturer.  
This Notification does not apply to original equipment manufacturer.  
(4) This Notification  does not apply where the manufacturer demonstrates to the 
approval authority that it is n ot 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 Notification 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 1 1/09/2020 
and numbered 31241 . 
 
Definitions  
Article 4  – (1) )   In addition to the definitions included in the aforementioned Regulation 
(2016/1628 / AB) for in terms of the application of this Notification, 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 11/09/202 0 
and numbered 31241 (2016 / 1628 / AB) . 
b)2017/654/AB: Draft Notification 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: Notification 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 emissi ons of in -service engines  
Article 5– (1) Gaseous  pollutant emissions from in -service engines referred to in 
Article 20(1) of Regulation 2016 /1628/AB shall be monitored in accordance with the Annex 
to this Notification.  
 
Compliance with European Union legislation  
Article 6 - (1) This Notification, considering Commission Delegated Regulation (Eu) 
2017/655 of 19 December 2016supplementing Regulation (EU) 2016/1628 of the European 
Parliament and of the Council with regard to monitoring of gaseous pollutant  emissions from 
in-service internal combustion engines installed in non -road mobile machinery has been 
prepared within the framework of harmonization with the EU legislation.  
 
Entry into force  
Article 7 – (1) Provisions of this Notification shall apply from date of publication.  
 
Enforcement  
Article 8 – (1) The provisions of this Notification shall be enforced by the Minister of 
Industry and Technology.  
 
 
  
 
 
 
 
 
 
 
 
ANNEX  
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 tests.  
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 ins talled 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.  
1.3. Engines subject to in -service monitoring test shall:  
 (a) be installed in one of the mos t representative categories of non -road 
mobile machinery for the selected engine type or, where applicable, engine family;  
 (b) be placed on the Union market;  
 (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;  
 (e) be in conformity with t he 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. The following engines shall be considered as non -eligible for in -service 
monitoring test, and a n alternative engine shall be selected:  
 (a) engines without a communication interface which permits the collection 
of the necessary Electronic Control Unit (ECU) data as specified in Appendix 7;  
 (b) engines with an ECU with missing data or a data protocol that does not 
enable clear identification and validation of the necessary signals.  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 -
eligibl e 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 stra tegy.  
2. Plan for monitoring in -service engines  
2.1. The manufacturer shall submit to the approval authority that has granted 
approval of an engine type or, where applicable, engine family, within 1 month of 
the start of production of the approved engine t ype or engine family, the initial plan 
for monitoring in -service engines.  
2.2. The initial plan shall include 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 up dated plan for 
monitoring in -service engines whenever the list of particular engine(s) and non -
road mobile machinery selected is completed or revised. The updated plan shall be 
include a justification of the criteria used for the selection and the reasons for 
revising the previous list, if applicable.  
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 t he widest variety of engine types and 
categories 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 ther ein is started.  
2.6. Testing scheme  
The manufacturer shall choose one of the following testing schemes for in -service 
monitoring:  
2.6.1.  Testing scheme based on the Emission Durability Period (EDP)  
2.6.1.1.  Testing 9 engines with an accumulated service of less than a % of the 
EDP, in accordance with Table 1. Test results shall be submitted to the approval 
authority by 31 December 2022.  
2.6.1.2.  Testing 9 engines with an accumulated service higher than b % of the 
EDP, in accordance with Table 1. Test reports  shall be submitted to the approval 
authority by 31 December 2024.  
2.6.1.3.  When the manufacturer cannot fulfil the requirement under point 2.6.1 
due to an unavailability of engines with the required service accumulation, the approval authority shall not r eject a change to the testing scheme based on a 4 years' 
period set out in point 2.6.2. Engines already tested in accordance with point 2.6.1 
shall remain valid under point 2.6.2.  
2.6.2.  Testing scheme based on a 4 years' period  
Testing nine engines per ye ar during 4 consecutive years. Test reports shall be 
submitted to the approval authority every year.  
2.6.2.1.  The test results of the first nine engines shall be submitted not later than 
12 months after the first engine was installed in a non -road mobile machinery and 
not later than 18 months after starting the production of the approved engine type 
or engine family.  
2.6.2.2.  When the manufacturer demonstrates to the approval authority that no 
engine has been installed in a non -road mobile machinery 18 mon ths 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.  
2.6.2.3.  Small volume manufacturers  
The number of engines tested shall be adapted in case of sm all volume 
manufacturers:  
 (a) manufacturers producing only two engine families shall submit six 
engines' test results per year;  
 (b) manufacturers producing more than 250 engines per year of one single 
engine family shall submit three engine's test result s per year;  
 (c) manufactures producing between 125 and 250 engines per year of one 
single engine family shall submit two engine's test results per year;  
 (d) manufactures producing less than 125 engines per year of one single 
engine family shall submit one engine's test results per year.  
The approval authority shall verify the declared production quantities.  
2.6.3.  The manufacturer may conduct more tests than those established by the 
testing schemes set out in points 2.6.1 and 2.6.2.  
2.6.4.  Multiple test ing of the same engine to provide data for the consecutive 
service accumulation stages in accordance with points 2.6.1 and 2.6.2 is allowed 
but not mandatory.  
3. Test conditions  
The in -service monitoring test shall reflect the engine's performance when ins talled 
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 o n 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 oper ation.  
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;  
 (c) compr ise of sufficient load activity to achieve the minimum test duration 
set out in point 2 of Appendix 2.  
3.3. Ambient conditions  
The test shall be conducted under ambient conditions meeting the following 
requirements:  
 3.3.1.  Atmospheric pressure shall be eq ual or greater than 82,5 kPa;  
 3.3.2.  Temperature shall be equal or greater than 266 K ( – 7 °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, the manufacturer shall take 
samples and retain them for a period of 12 months, or less if agreed by the approval 
authority.  
3.4.3.  Reagent samples shall not be frozen.  
3.5. Operating sequence  Operating sequence is the elapsed time of uninterrupted non -road mobile machinery 
operation an d 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.  
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 point 2 of Appendix  2. 
4.1.1.  A maximum of 3 minutes of data may be excluded due to one or several 
episodes of temporary signal loss.  
4.2. Combined data sampling  
As alternative to point 4.1, the data sampling may be obtained from combining the 
results of several operating se quences.  
4.2.1.  Combined data sampling shall be used only when the test conditions do 
not 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 differe nt operating sequences shall be obtained using the same non -
road mobile machinery and engine;  
 (b) the combined data sampling shall contain a maximum of three operating 
sequences;  
 (c) each operating sequence in the combined data sampling shall contain a 
minimum of one Non -Road Transient Cycle (NRTC) work;  
 (d) the operating sequences in the combined data sampling shall be obtained 
and put together in a chronological order;  
 (e) the data analysis shall be applied to the complete combined data 
sampling;  
 (f) the maximum period elapsed between the first and last operating 
sequence shall be 72 hours;  
 (g) combined data sampling shall not be used if an engine malfunction 
occurs, as set out in point 8 of Appendix 2.  
5. Ecu data stream  
5.1. The ECU shall provide d ata stream information to the measurement 
instruments or data logger of the Portable Emissions Measurement System (PEMS) 
in accordance with the requirements set out in Appendix 7.  
5.2. Conformity of information  5.2.1.  The conformity of all the signals provided by the ECU in accordance 
with Table 1 of Appendix 7 shall be verified by the approval authority and shall 
meet the requirements set out in point 5 of Annex VI to Commission Delegated 
Regulation (EU) 2017/654 .  
5.2.2  Manufacturers shall check in ac cordance with the method set out in 
Appendix 6 the conformity of the ECU torque signal during the in -service 
monitoring of engines installed on non -road mobile machinery using a PEMS.  
6. Test procedures and data pre -processing and validation  
6.1. In-servic e 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. Manufacturers shall follow the procedures set out in Appendix 4 for the 
determination of valid events during an in -service monitoring test of engines 
installed on non -road mobile machinery using a PEMS.  
7. Test data availability  
No data shall be modified or removed from a test. The enti re data sampling 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 the procedures set out in Appendix 5 for the gaseous 
pollu tant emissions calculations for the in -service monitoring of engines installed 
on non -road mobile machinery using a PEMS.  
9. Confirmatory test  
9.1. Approval authorities may conduct a confirmatory in -service monitoring 
test in order to have an independent i n-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 teste d according to the 
requirements set out in this Regulation.  
10. Reporting 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 measur ed data and instantaneous calculated data shall not 
be included 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.  
10.2.2.  Instan taneous 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.  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
  
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;  
 (c) sensors to measure the ambient temperature 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 collec ted 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 set out in Section 8.1 of Annex VI to Delegate d Regulation 
(EU) 2017/654. 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 updatin g-recording verification of the gas analyser as 
set out in Section 8.1.6 of Annex VI to Delegated Regulation (EU) 2017/654.  
2.1.2.  Measurement instruments shall meet the specifications set out in Section 
9.4 of Annex VI to Delegated Regulation (EU) 2017/65 4. 
2.1.3.  The analytical 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.  
2.2. Transfer line and sampling probe requirements  2.2.1.  The transfer l ine shall meet the requirements set out in point 9.3.1.2 of 
Annex VI to Delegated Regulation (EU) 2017/654.  
2.2.2.  The sampling probe shall meet the requirements set out in point 9.3.1.1 
of Annex VI to Delegated Regulation (EU) 2017/654.  
  
 
 
 
 
 
Appendix 2  
TEST PROCEDURE FOR IN -SERVICE MONITORING WITH A PEMS  
1. Test parameters  
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 (NOx). Addition ally, carbon dioxide (CO2) shall be measured to enable the 
calculation procedures described in Appendix 5.  
The parameters set out in the Table shall be measured and recorded during the in -
service monitoring test:  
Table  
Test parameters  
Parameter  Unit Source  
HC concentration1 ppm Gas analyser  
CO concentration2 ppm Gas analyser  
NO x concentration3 ppm Gas analyser  
CO 2 concentration4 ppm Gas analyser  
Exhaust mass flow5 kg/h EFM  
                                                           
1 Measured or corrected to a wet basis.  
2 Measured or corrected to a wet basis.  
3 Measured or corrected to a wet basis.  
4 Measured or corrected to a wet basis.  
5 Direct measurement of exhaust mass flow shall be used unless one of the following is 
applicable:  
 (a) the exhaust system instal led 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 this 
case the exhaust sample shall be taken upstream of the point of dilution; or,  Exhaust temperature  °K EFM or ECU or Sensor  
Ambient temperature6 °K Sensor  
Ambient pressure  kPa Sensor  
Relative humidity  % Sensor  
Engine torque7 Nm ECU or Sensor  
Engine speed  rpm ECU or Sensor  
Engine fuel flow  g/s ECU or Sensor  
Engine coolant temperature  °K ECU or Sensor  
Engine intake air temperature8 °K ECU or Sensor  
Non-road mobile machinery latitude  degree  GPS (optional)  
Non-road mobile machinery longitude  degree  GPS (optional)  
 
2. Minimum test duration  
The test duration, comprising all operating sequences and only including valid data, 
shall be long enough to complete between five and seven times the work performed 
during the NRTC or to produce between five and seven times the CO2 reference 
mass in kg/cycle from the NRTC.  
3. Preparation of the non -road mobile machinery  
The preparation of the non -road mobile mac hinery shall comprise at least the 
following:  
                                                           
 (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.  
In these cases, where the manufacturer is able to provide robus t 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 and intak e air flows or fuel flow and carbon balance) may be applied.  
 
6 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.  
7 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, according to standards set out in point 
2.1.1 of Appendix 7.The basis for the ne t 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.  
8 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.   (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;  
 (c) demonstration of th e availability of the ECU data stream information, 
according to the requirements set out in point 2 of Appendix 7.  
4. Installation of the PEMS  
4.1. The installation of the PEMS shall not influence the non -road mobile 
machinery gaseous pollutant emissions o r performance.  
In any case, the installation 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 . 
4.2. Electrical power supply  
The electrical power 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 the 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 exc essive 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 t emperature changes;  
 (b) ambient pressure changes;  
 (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 l east 2 times the EFM diameter (upstream and downstream).  
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 tran sfer 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.  
4.5.2.  The tran sfer line and the sampling probe shall be 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  
The data logger shall be connected with the engine ECU to record the engine 
parameters 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 obstr uctions encountered during in -use operation.  
5. Pre-in-service monitoring test procedures  
5.1. Ambient temperature measurement  
The ambient temperature shall be measured at the beginning of the test and also at 
the end of the test within a reasonable distan ce from the non -road mobile 
machinery. It is allowed to use the CAN signal for intake air temperature 
(temperature experienced by the engine).  
If an intake air temperature sensor 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 measurement 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 transfer line  
To prevent system contamin ation, 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 test to 
avoid the presence of cold spot s 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 
performed using the analytical gases set out in point 2.1.3 of Appendix 1.  
5.5. Cleaning the EFM  
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 remove condensation and diesel particulate m atter from the pressure lines and the 
associated flow tube pressure measurement ports.  
6. In-service monitoring test data logging  
6.1. Before the in -service monitoring test  
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 in -service monitoring test  
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 and recording of the engine and 
ambient data shall continue  throughout the entire in -service monitoring test.  
6.3. After the in -service monitoring test  
At the end of the in -service monitoring test, 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.  
6.4. Valid measured data for gaseous pollutant emissions calculation  
The valid measured data for the gaseous pollutant emissions calculations shall be 
determined in accordance with Appe ndix 4. Point 6.4.2 shall apply to those 
calculations.  
6.4.1.  In order to determine the duration of the take -off phase after a long non -
working event, as set out in point 2.2.2 of Appendix 4, the exhaust gas temperature 
shall be measured during the operati ng sequence within 30 cm of the outlet of the 
after-treatment device used for NOx reduction.  
6.4.2.  Cold start data  
Cold start gaseous pollutant emissions measured data shall be removed for the 
gaseous pollutant emissions calculations.  
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, whichever comes firs t; in any case it shall start no later than 20 minutes 
after starting the engine.  
7. Checking of gas analysers  
7.1. Zero periodic verification during the operating sequence  
Zero verification of the gas analysers shall be conducted at least every 2 hours 
during an in -service monitoring test.  
7.2. Zero periodic correction during the in -service monitoring test  
The results obtained with the checks performed in accordance with point 7.1 may 
be used to perform a zero drift correction.  7.3. Drift verification after performing the test  
The drift verification shall be performed only if no zero drift correction was made 
during the in -service monitoring test in accordance with point 7.2.  
7.3.1.  No later than 30 minutes after the in -service monitoring test is comple ted, 
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.  
8. Engine malfunction  
8.1. In th e case that a malfunction occurs during an operating sequence and 
the non -road mobile machinery operator is clearly notified by the on -board 
diagnostics system via a malfunction visual warning, text message or other 
indicator, the in -service monitoring tes t shall be considered void.  
8.2. Any malfunction shall be corrected before any further in -service 
monitoring test is carried out on the engine.  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
  
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. Drift correction  
2.1. Maximum drift allowed  
Drifts of the zero response and the span response shall be less than two per cent of 
full scale on the lowest range used:  
 (a) if the difference between the pre -test and post -test results is less than two 
per cent, the measured concentrations may be used uncorrected or may be corrected 
for drift according to point 2.2;  
 (b) if the difference between the pre -test and post -test results is equal to or 
greater than two per cent, the measured concentrations shall be drift corrected 
according to point 2.2. If no correction is made, the test shall be considered void.  
2.2. Drift correction  
The drift corrected concentration value shall be calculated in accordance with the 
requirements set out in Section 2.1 or Section 3.5 of Annex VII to Delegated 
Regulation (EU) 2017/654.  
The difference between the uncorrected and the corrected brake -specific gaseous 
pollutant emission values shal l be within ± six per cent of the uncorrected brake -
specific gaseous pollutant emission values. If the drift is greater than six per cent, 
the test shall be considered void.  
If drift correction is applied, only the drift -corrected gaseous pollutant emissio n 
results shall be used when reporting gaseous pollutant emissions.  
3. 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 3.1 to 3.4.  
3.1. Gas analysers data  
The data from the gas analysers shall be properly aligned in accordance with the 
requirements set out in Section 8.1.5.3 of Annex VII to Delegated Regulation (EU) 
2017/654.  
3.2. 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 point 3.4.  
3.3. PEMS and engine data  
The d ata from the PEMS (gas analysers and EFM) shall be properly aligned with 
the data from the engine ECU using the procedure in point 3.4.  
3.4. Procedure for improved time alignment of the PEMS data  
The test parameters listed in the Table of Appendix 2 are sp lit 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 the correlation 
factor. The following test par ameters shall be used to calculate the correlation 
coefficients:  
 (a) Categories 1 and 2 (Gas analysers and EFM data) with Category 3 
(Engine data): from the ECU;  
 (b) Category 1 with Category 2: the CO2 concentration and the exhaust mass 
flow;  
 (c) Catego ry 2 with Category 3: the CO2 concentration and the engine fuel 
flow.  
4. Data consistency check  
4.1. Gas analysers and EFM data  
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 
procedure 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 form:  y = mx + b  
Where:  
– y is the calculated fuel flow [g/s],  
– m is the slope of the regression line,  
– x is the measured fuel flow [g/s],  
– 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 
per cent of the maximum value to the maximu m 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  
Tolerances  
Slope of the regression line, m  0,9 to 1,1 – 
Recommended  
Coefficient of determination, r2 min. 0,90 – Mandatory  
 
4.2. ECU torque data  
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.  
4.3. Brake -Specific Fuel Consumption (BSFC)  
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 accorda nce with 
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).  
4.4. Ambient pressure  
The ambient pressure value shall be checked a gainst the altitude indicated by the 
GPS data, if available.  
4.5. The approval authority may consider the test void if it is not satisfied with 
the results of the data consistency check.  
5. 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 Section 3 of Annex VII to 
Delegated Regulation (EU) 2017/654.  6. NOx correction for humidity and temperature  
The NOx concentrations measured by the gas ana lysers shall not be corrected for 
ambient air temperature and humidity.  
  
 
 
 
 
 
 
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 meas ured 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 Section 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. Procedure to determine non -working events  
2.1. The following events shall be considered as non -working events:  
 2.1.1.  Events where the engine power is below 10 % of the engine maximum 
net power.  
 2.1.2.  Events corresponding to engine system cold conditions (cold start) set 
out in point 6.4.2 of Appendix 2.  
 2.1.3.  Events logged under ambient conditions not fulfilling the requirements 
set out in point 3.3 of this Appendix.  
 2.1.4.  Events logged during the periodic checks of the measurement 
instruments.  
2.2. The following additional steps shall be conducted:   2.2.1.  Non-working events shorter than D0 shall be considered as working 
events and merged with the surrounding working events (see the Table for the 
values of D0).  
 2.2.2.  The take -off phase following lon g non -working events (> D2) 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 minutes, all 
events after D3 shall be considered as working events (s ee the Table for the values 
of D3).  
 2.2.3.  For all non -working events, the first D1 minutes of the event shall be 
considered as working event (see the Table for the values of D1).  
3. ‘Machine work’ marking algorithm  
3.1. Step 1  
Detect and split into worki ng events and non -working events.  
3.1.1.  Define the working events and non -working events in accordance with 
point 2.  
3.1.2.  Calculate the duration of non -working events.  
3.1.3.  Mark the non -working events shorter than D0 as working events (see the 
Table for the values of D0).  
3.1.4.  Calculate the duration of the remaining non -working events.  
3.2. Step 2  
Merge short working events (≤ D0) into non -working events.  
3.2.1.  Merge working events shorter than D0 with the surrounding non -working 
events of duration  longer than D1.  
3.3. Step 3  
Exclude working events after long non -working events (take off phase).  
3.3.1.  Consider as non -working events those events after long (> D2) non -
working events until the exhaust gas temperature reaches 523 K or until D3 minutes 
have elapsed (see the Table for the values of D3), whatever happens first.  
3.4. Step 4  
Include non -working events after working events.  
3.4.1.  Include D1 minutes of non -working event at the end of any working 
event (see the Table for the values of D1).  
Table  
Values for the parameters D0, D1, D2 and D3  
Parameters  Value  
D0 2 minutes  
D1 2 minutes  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   
  
4.4. End of Step 4 — Final  
 
  
  
 
 
 
 
 
 
 
 
  
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 window s' gaseous pollutant emissions and 
conformity factors  
2.1. Averaging window method  
Averaging window is the sub -set of the complete calculated data set during the in -
service monitoring test whose CO2 mass or work is equal to the engine CO2 mass 
or work meas ured over the reference laboratory NRTC.  
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 ma ss (procedure set out 
in point 2.3) measured over the reference laboratory NRTC.  
The calculations shall be conducted in accordance with the following general 
requirements:  
2.1.1.  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.  
2.1.2.  The moving averaging window calculations shall be conducted with a 
time increment Δt equal to the data sampling period.  
2.1.3. 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.  
2.1.4.  The calculations shall be conducted and presented for both procedures: 
the reference CO2 mass and the reference work.  
2.1.5.  The reference work and reference CO2 mass of an engine type, or for all 
engine types within the same engine family, shall be those 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 Commission Implementing 
Regulation (EU) 2017/656 .  
Figure 1  
Engine power versus time and averaging window gaseous pollutant emissi ons, 
starting from the first averaging window, versus time   
  
 
 
 
2.2. Work based method  
 
 
Figure 2  
Work based method  
 
  
The duration (t2,i – t1,i) of the ith  averaging window is determined by:  
W(t2,i) – W(t1,i) ≥ Wref  
Where:  – W(tj,i) is the engine work measured between the start and time tj,i, kWh,  
– Wref is the engine work for the NRTC, kWh,  
– t2,i shall be selected such that:  
 W(t2,i – Δt) – W(t1,i) < Wref ≤ W(t2,i) – W(t1,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 wi ndow and each gaseous pollutant in the following way:  
  
Where:  
– mi is the mass emission of the gaseous pollutant during the ith averaging 
window, g/averaging window,  
– W(t2,i) – W(t1,i) is the engine work during the ith averaging window, kWh.  
2.2.2.  Selection of valid averaging windows  
The valid averaging windows are the averaging windows whose average power 
exceeds the power threshold of 20 % of the maximum engine power. The 
percentage of valid averaging windows shall be equal or greater than 50 %.  
2.2.2.1.  The test shall be considered void if the percentage of valid averaging 
windows is less than 50 %.  
2.2.3.  Calculations of the conformity factors  
The conformity factors shall be calculated for each individual valid averaging 
window and each individua l gaseous pollutant in the following way:  
  
Where:  
– egas is the brake -specific emission of the gaseous pollutant, g/kWh;  
– L is the applicable limit, g/kWh.  
2.3. CO2 mass based method  
 
 
 
 
 
Figure 3  
CO2 mass based method  
 
 
  
The duration (t2,i – t1,i) of the ith averaging window is determined by:  
 
  
Where:  
–  is the CO 2 mass measured between  the test start and time tj,i, g; 
–  is the CO 2 mass determined for the NRTC, g;  
– t2,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 according to 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,  
– Pmax is the maximum net power, as defined in Article 3(28) of Regulation (EU) 
2016/1628, kW.  
The percentage of valid averaging windows shall be equal or greater than 50 per cent.  
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 emissi on of the gaseous pollutant during the ith averaging window, 
g/averaging window,  
–  is the CO 2 mass during the ith averaging 
window, g,  
–  is the engine CO 2 mass determined for the NRTC, g,  
– mL is the mass emission of gaseous pollutant corresponding  to the applicable limit on 
the NRTC, g.  
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 significan t figure.  
4. Gaseous pollutant emission results  
The following 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 pollut ant emissions for the whole in -service 
monitoring 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, calc ulated 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).  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 during 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 a pproval authority, it is not possible to 
reach a point on the maximum torque curve 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. The 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 manuf acturer 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 si gnal during the in -service monitoring test, the verification performed during 
the tests required for EU type -approval and stated in the EU type -approval certificate shall be 
accepted by the approval authority.  Appendix 7  
ECU  DATA STREAM INFORMATION R EQUIREMENTS  
1. Data to be provided  
1.1. The ECU shall provide at a minimum the measurement data listed in the Table 1.  
Table 1  
Measurement data  
 
Parameter  Unit 
Engine torque9 Nm 
Engine speed  rpm 
Engine coolant temperature  K 
 
1.2. Where either ambient pressure or ambient temperature are not measured by external 
sensors, they shall be provided by the ECU according to Table 2.  
Table 2  
Additional measurement data  
 
Parameter  Unit 
Ambient temperature10 K 
Ambient pressure  kPa 
Engine fuel flow  g/s 
 
1.3. Where exhaust mass flow is not measured directly, the engine fuel flow shall be 
provided according to the Table of point 1 of Appendix 2.  
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:  
                                                           
9 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 basis for the net torque shall be uncorrected net torque delivered by the engine inclusive of 
the equipment and auxi liaries to be included for an emissions test in accordance with Appendix 2 of Annex VI 
to Delegated Regulation (EU) 2017/654.  
10 Use of an intake air temperature sensor shall comply with the requirements set out in the second 
paragraph of point 5.1 of Appen dix 2.   (a) ISO 27145 with ISO 15765 -4 (CAN -based);  
 (b) ISO 27145 with ISO 13400 (TCP/IP -based);  
 (c) SAE J1939 -73. 
2.1.2.  The ECU shall support the correspondin g 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 the 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) 2017/65611 on administrative requirements the communication standard(s) 
used for providing access to data stream information in accordance with point 2.1.1.  
                                                           
11 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 Regulati on (EU) 2016/1628 of the European Parliament and of 
the Council (see page 364 of this Official Journal).  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. Engine type/family designation  
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 identification number  
2.6. Engine production year and month  
2.7. Engine rebuilt  
 
2.8. Engine total swept volume [cm3] 
2.9. Number of cylinders  
2.10.  Engine declared rated net power/rated speed [kW/rpm]  
2.11.  Engine maximum n et power/power speed [kW/rpm]  
2.12.  Engine declared maximum torque/torque speed [kW/rpm]  
2.13.  Idle speed [rpm]  
2.14.  Manufacturer supplied full -load torque curve available (yes/no)  
2.15.  Manufacturer supplied full -load torque curve reference number  
2.16.  DeNO x system (e.g. EGR, SCR)  
2.17.  Type of catalytic converter  
2.18.  Type of particulate trap  
2.19.  After -treatment modified with respect to type approval (yes/no)  
2.20.  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 mobile 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 the 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  
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 operated per non -road mobile machinery/engine  
6.6. Detailed information on non -road mobile machinery's actual operation  
6.7. Test fuel specificatio ns 
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 NO x concentration [ppm] [Not mandatory]  
7.4. Average CO 2 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. NO x emissions [g]  
8.4. CO 2 emissions [g]  
9. Averaging window12conformity factors (calculated in accordance with Appendices 
2 to 5)  
(Minimum, maximum and 90th cumulative percentile)  
9.1. Work averaging window THC conformity factor [ -] 
9.2. Work averaging window CO conformity factor [ -] 
9.3. Work averaging window NO x conformity factor [ -] 
9.4. CO 2 mass averaging window THC conformity factor [ -] 
9.5. CO 2 mass averaging window CO conformity factor [ -] 
9.6. CO 2 mass averaging window NO x conformity factor [ -] 
9.7. Work averaging window: minimum and maximum averaging window power [%]  
9.8. CO 2 mass averaging window: minimum and maximum averaging window duration [s]  
9.9. Work averaging window: percentage of valid averaging windows  
9.10.  CO 2 mass averaging window: percentage of valid averaging windows  
9.11.  CO 2 emissions  
10. Averaging window conformity factors (calculated in accordance with Appendices 2, 
3 and 5 withou t the determination of valid data in accordance with Appendix 4 and 
without the determination of valid 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 [ -] 
10.2.  Work averaging window CO conformity factor [ -] 
10.3.  Work averaging window NO x conformity factor [ -] 
10.4.  CO 2 mass averaging window THC conformity factor [ -] 
10.5.  CO 2 mass averaging window CO conformity factor [ -] 
10.6.  CO 2 mass averaging window NO x conformity factor [ -] 
10.7.  Work averaging window: minimum and maximum averaging window power [%]  
10.8.  CO 2 mass averaging window: minimum and maximum averaging window duration [s]  
                                                           
12 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 engi ne CO 2 mass or work measured over the reference laboratory 
Non -Road Transient Cycle (NRTC).  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.  NO x 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 measured data  
I-1.1. THC concentration [ppm]  
I-1.2. CO concentration [ppm]  
I-1.3. NO x 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 tem perature [°C]  
I-1.14.  Non-road mobile machinery latitude [degree]  
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. NO x mass [g/s]  
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. NO x cumulated mass [g]  
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 averagi ng window average engine power [%]  
I-2.14.  Work averaging window THC conformity factor [ -] 
I-2.15.  Work averaging window CO conformity factor [ -] 
I-2.16.  Work averaging window NO x conformity factor [ -] 
I-2.17.  CO 2 mass averaging window duration [s]  
I-2.18.  CO 2 mass averaging window THC conformity factor [ -] 
I-2.19.  CO 2 mass averaging window CO conformity factor [ -] 
I-2.20.  CO 2 mass averaging window