28. 9. 87 Official Journal of the European Communities No C 257/1 
II 
(Preparatory Acts) 
COMMISSION 
Proposal for a Council Directive amending Directive 70/220/EEC on the approximation of 
the laws of the Member States relating to measures to be taken against air pollution by gases 
from the engines of motor vehicles 
COM(87) 303 final 
(Submitted by the Commission to the Council on 7 July 1987) 
(87/C 257/01) 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European 
Economic Community, and in particular Article 100A 
thereof, 
Having regard to the proposal from the Commission, 
Having regard to the opinion of the European Parlia­
ment (*), 
Having regard to the opinion of the Economic and 
Social Committee (2), 
Whereas it is important to adopt measures with the 
aim of progressively establishing the internal market 
over a period expiring on 31 December 1992; whereas 
the internal market shall comprise an area without 
internal frontiers in which the free movement of goods, 
persons, services and capital in ensured; 
Whereas the first programme of action of the European 
Communities on the protection of the environment, 
approved by the Council on 22 November 1973, called 
for account to be taken of the latest scientific advances 
in combating atmospheric pollution caused by gases 
emitted from motor vehicles and for Directives adopted 
previously to be amended accordingly; whereas the 
third programme of action provides for additional 
efforts to be made to reduce considerably the present 
level of emissions of pollutants from motor vehicles; Whereas Directive 70/220/EEC (3) lays down the limit 
values for carbon monoxide and unburnt hydrocarbon 
emissions from such engines; whereas these limit values 
were first reduced by Directive 74/290/EEC (5) and sup­
plemented, in accordance with Directive 77/102/ 
EEC(5), by limit values for permissible emissions of 
nitrogen oxides; whereas the limit values for these three 
pollutants were successively reduced by Directives 
78/665/EEC (6) and 83/351/EEC(7); 
Whereas the work undertaken by the Commission in 
connection with its policy of pursuing a comprehensive 
approach to the development of rules for the motor 
vehicle industry has shown that the European industry 
already has available, or is currently perfecting, engine 
technology which will allow a further reduction in limit 
values; whereas, during the period under consideration, 
such a reduction will not jeopardize the aims of Com­
munity policy in other fields, and in particular in that 
of the rational use of energy; 
Whereas the Community has a duty to implement 
Directives on the protection of the environment which, 
as far as vehicle emissions are concerned, make it poss­
ible to obtain values adapted to European conditions 
so that their effect on the environment is equivalent to 
that of the standards for vehicle emissions in force in 
the United States; whereas this is also necessary for 
reasons of innovation and industrial competitiveness; 
whereas, to achieve this objective, it is advisable to 
provide for a solution which varies according to the 
(') OJ No C 12, 14. 1. 1985, p. 65. 
(2) OJ No C 25, 28. 1. 1985, p. 46. (3) OJNoL76, i 
(4) OJ No L 159, 
(5) OJNoL32, • 
(6) OJ No L 223, 
(7) OJ No L 197, >. 4. 
15. 
1.2. 
14. 
20. 1970, p. 
6. 1974, 
1977, p. 
8. 1978, 
7. 1983, 1. 
p. 61. 
32. 
p. 48. 
p. 1. 
No C 257/2 Official Journal of the European Communities 28. 9. 87 
category of vehicle engine capacity so as to allow, as 
far as possible, compliance with Community require­
ments at a reasonable cost and using different technical 
means; whereas the limit values laid down for vehicles 
with an engine capacity of less than 1,4 litres reflect the 
current technical and economic conditions of European 
manufacturers in this section of the market; whereas 
the limit values applicable in 1992/93 should be fixed 
in 1987; 
Whereas the limit values in this Directive are based on 
the test method laid down in Directive 70/220/EEC but 
this procedure must be adapted subsequently so that 
it is representative not only of traffic conditions in 
congested urban centres but also of those outside such 
centres; whereas a decision concerning such adaptation 
should be taken by 1987 at the latest; 
Whereas Article 5 of Directive 70/220/EEC refers to the 
possibility of adapting the provisions of the Annexes 
to take account of technical progress; 
Whereas petrol engines in all vehicles covered by this 
Directive should be designed to run exclusively on 
unleaded petrol so as to make it possible to stop the 
use of lead-based additives in fuels and thus make a 
decisive contribution to the reduction of environmental 
pollution by that element; 
Whereas it is necessary to ensure that the provisions 
relating to the compression-ignition engines of vehicles 
covered by this Directive remain compatible, in view 
of the specific nature of all the pollutants emitted by 
such engines, with subsequent changes in the provisions 
relating to the other pollutants emitted by such engines, 
which are covered by Directive 72/306/EEC; 
Whereas, during the period between the adoption of 
European standards and the implementation of the 
modified European test cycle, it is desirable that vehicles 
which obtain type-approval in accordance with equiva­
lent standards on Community export markets should 
also qualify for EEC type-approval; 
Whereas, with due regard for the rules of the Treaty, 
Member States which so wish may apply in advance 
the new values laid down in this Directive, on the 
understanding that if they do so they may not prohibit 
the marketing or use of vehicles, whether manufactured 
at home or imported, which comply with Community 
requirements, 
HAS ADOPTED THIS DIRECTIVE: 
Article 1 
Annexes I, II, III, VI and VII to Directive 70/220/EEC 
shall be amended in accordance with the Annex to this 
Directive. A new Annex III-A shall be introduced. Article 2 
1. From 1 January 1988, no Member State may, on 
grounds relating to air pollution by gases from an 
engine or to engine fuel requirements: 
— refuse to grant EEC type-approval, or to issue the 
document provided for in the last indent of Article 
10 (1) of Directive 70/156/EEC, or to grant national 
type-approval for a type of motor vehicle, or 
— prohibit the entry into service of such vehicles, 
where the level of gaseous pollutants emitted from this 
type of motor vehicle or from such vehicles and the 
engine fuel requirements meet the requirements of 
Directive 70/220/EEC, as amended by this Directive. 
2. From 1 October 1988 in the case of the types of 
vehicle (^ which have an engine capacity above 2 000 
cm3, from 1 October 1990 in the case of the types of 
vehicle which have an engine capacity below 1 400 cm3, 
and from 1 October 1991 in the case of the types of 
vehicle which have an engine capacity of 1 400 to 2 000 
cm3 inclusive, and from 1 October 1994 in the case 
of types of vehicle of the same capacity fitted with 
compression-ignition engines of the direct injection 
type, Member States: 
— may no longer issue the document provided for in 
the last indent of Article 10 (1) of Directive 70/156/ 
EEC in respect of a type of motor vehicle, and 
— may refuse national type-approval for a type of 
motor vehicle, 
which emits gaseous pollutants at levels which do not 
meet the requirements of the Annexes to Directive 
70/220/EEC, as amended by this Directive. 
3. From 1 October 1989 in the case of types of vehicle 
which have an engine capacity above 2 000 cm3, from 
1 October 1991 in the case of types of vehicle which 
have an engine capacity below 1 400 cm3, and from 
1 October 1993 in the case of types of vehicle which 
have an engine capacity of 1 400 to 2 000 cm3 inclusive, 
and from 1 October 1996 in the case of types of vehicle 
of the same capacity fitted with compression-ignition 
engines of the direct injection type, Member States may 
prohibit the entry into service of vehicles where the 
gaseous pollutants emitted from such vehicles and their 
engine fuel requirements do not meet the requirements 
of the Annexes to Directive 70/220/EEC, as amended 
by this Directive. 
Article 3 
1. Member States may refuse national type-approval, 
EEC type-approval or the document provided for in the 
second indent of Article 10 (1) of Directive 70/156/EEC 
(') The types of vehicle referred to in Article 2 do not include 
those described in 8.1 of Annex I. 
28. 9. 87 Official Journal of the European Communities No C 257/3 
for a type of motor vehicle with a positive ignition 
engine whose engine fuel requirements do not satisfy 
the requirements of the Annexes to Directive 70/220/ 
EEC, as amended by this Directive: 
— from 1 October 1988, for types of vehicle having an 
engine capacity greater than 2 000 cm3, except those 
defined in 8.1, 
— from 1 October 1989, for the other types. 
2. From 1 October 1990, Member States may pro­
hibit the entry into service of vehicles fitted with a 
positive ignition engine whose fuel requirements do not 
meet the requirements of the Annexes to Directive 
70/220/EEC, as amended by this Directive, except 
where the manufacturer provides a certificate accepted 
by the technical service which issued the initial emis­
sions type-approval stating that adapting such vehicles 
to the new fuel requirement entails major engineering 
changes, namely a change in material specification of 
the inlet or exhaust valve seats or a reduction in the 
compression ratio, or an increase in the engine capacity 
to compensate for power loss; in which case, such a 
ban is possible only for the dates laid down in Article 
2(3). Article 4 
By 31 December 1987 at the latest, the Council, on a 
proposal from the Commission, shall: 
— decide on a further reduction in the limit values 
to be applied to vehicles with an effective engine 
capacity of less than 1 400 cm3 by 1992 for the issue 
of new national type-approvals and 1993 for the 
entry of vehicles into service, 
— amend the test contained in Annex III to Directive 
70/220/EEC in order to adapt to present conditions, 
in particular by the addition of non-urban driving 
sequences, 
— decide on the procedures for the entry into force of 
the amended test contained in Annex III and on the 
conditions for repealing the provisions laid down 
in the present Annex III and Annex III-A, including 
the transitional period. 
Article 5 
Member States shall bring into force the provisions 
necessary to comply with this Directive by ... and shall 
forthwith inform the Commission thereof. 
Article 6 
This Directive is addressed to the Member States. 
ANNEX I 
AMENDMENTS TO THE ANNEXES TO DIRECTIVE 70/220/EEC 
IN THE VERSION CONTAINED IN DIRECTIVE 83/351/EEC 
2.2. 
2.9. 
2.9.1. 
2.9.1.1. Add the following: 
'with the exception of those vehicles of category Nj for which type-approval has been 
granted under Directive...' 
Add the following: 
'For the purposes of Annex III-A "reference mass" means the mass of the vehicle in running 
order less the uniform mass of the driver of 75 kg and increased by a uniform mass of 136 
kg-' 
'Effective engine capacity' means: 
For reciprocating piston positive ignition engines, the nominal engine swept volume, 
For rotary piston (Wankel) positive ignition engines, double the nominal engine-swept 
volume. 
The following 3.2.4 is added: 
'3.2.4. A description of the measures taken to ensure that a vehicle equipped with a positive ignition 
engine is so constructed that it can only be supplied with unleaded petrol in accordance 
with the provisions of Directive 85/210/EEC. 
No C 257/4 Official Journal of the European Communities 28. 9. 87 
This condition is deemed to be met if it can be demonstrated that the inlet orifice of the 
fuel tank is so designed that it prevents the tank form being filled from a petrol pump 
delivery nozzle which has an external diameter of 23,6 mm or greater.' 
In 5.1, the existing text is given the number 5.1.1, and is supplemented as follows: 
'The technical measures taken by the manufacturer must be such as to ensure that the 
emission of air-polluting gases is effectively limited throughout the normal life of the vehicle 
and under normal conditions of use.' 
The following 5.1.2 is added: 
'5.1.2. A vehicle equipped with a positive ignition engine must be designed to be capable of running 
on unleaded petrol as specified by Directive 85/210/EEC 
5.2.1.1.4 reads as follows: 
'5.2.1.1.4. Subject to the requirements of 5.2.1.1.4.2 and 5.2.1.1.5, the test is repeated three times. The 
mass of the carbon monoxide, the combined mass of the hydrocarbons and the nitrogen 
oxides and the mass of the nitrogen oxides obtained must be less than the amounts given 
below for the corresponding vehicle categories: 
Engine capacity 
C 
(cm3) 
C > 2000 
1 400 ^ C ^ 2 000 
C < 1 400 Mass of carbon 
monoxide 
LI 
(g/test) 
25 
30 
45 Combined mass 
of hydrocarbons 
and nitrogen oxides 
L2 
(g/test) 
6,5 
8 
15 Mass of nitrogen 
oxides 
U 
(g/test) 
3,5 
6 
Vehicles equipped with compression-ignition engines with a capacity exceeding 2 000 cm3 
must comply with the limit values corresponding to the 1 400 to 2 000 cm3 inclusive engine 
capacity category.' 
In 5.2.1.1.4.1, 5.2.1.1.4.2, 5.2.1.1.5.1 and 5.2.1.1.5.2, 'and the mass of nitrogen oxides' or 'and the emissions 
of nitrogen oxides' is to be added after any reference to combined figures for hydrocarbons and nitrogen 
oxides. 
The following 6.5 is added: 
'6.5. Positive-ignition engined vehicle types with different engine fuel requirements 
6.5.1. Approval shall be extended to vehicle types modified for engine fuel requirement purposes, 
provided the conditions set out in 8.6 of this Annex are met.' 
The following 6.6 is added: 
'6.6. Vehicles types with automatic or continuously variable transmissions 
6.6.1. Approval granted to a vehicle type with a manual transmission may under the following 
conditions be extended to vehicle types with automatic or continuously variable trans­
missions: 
6.6.1.1. The same basic forms of components and systems (other than the transmission) liable to 
affect the emissions of gaseous pollutants must be fitted and operational, but detail differences 
to allow for the different operating characteristics of automatic or continuously variable 
transmissions are acceptable. 
6.6.1.2. The vehicle type must have a reference mass within ± 5% of the reference mass of the 
vehicle type with the manual transmission. 
6.6.1.3. The vehicle type must be tested and satisfy the requirements of section 5 modified as follows: 
'The limits for the nitrogen oxides are those resulting from the multiplication of the values 
L3 given in the table in 5.2.1.1.4 by a factor of 1,3, and the limits for the combined mass of 
the hydrocarbons and the nitrogen oxides are those resulting from the multiplication of the 
values L2 given in the table in 5.2.1.1.4 by a factor of 1,2.' 
28. 9. 87 Official Journal of the European Communities No C 257/5 
The table in 7.1.1.1 is replaced by the following: 
'Engine capacity 
C 
(cm3) 
C > 2 000 
1 400 *S C s= 2 000 
C < 1 400 Mass of carbon 
monoxide 
LI 
(g/test) 
30 
36 
54 Combined mass 
of hydrocarbons 
and nitrogen oxides 
L2 
(g/test) 
8,1 
10 
19 Mass of nitrogen 
oxides 
L3 
(g/test) 
4,4 
7,5 
Vehicles equipped with compression-ignition engines with a capacity exceeding 2 000 cm3 must comply 
with limit values corresponding to the 1 400 to 2 000 cm3 inclusive engine capacity category.' 
The second paragraph of 7.1.1.2 reads as follows: 
'L is the limit value laid down in 7.1.1.1 for the emissions of carbon monoxide, the combined emissions 
of hydrocarbons and nitrogen oxides and the emissions of nitrogen oxides.' 
The following 7.2 is added: 
'7.2 Where type-approval is extended under the provisions of 6.6 (automatic and continuously 
variable transmissions) the limits for the nitrogen oxides are those resulting from the 
multiplication of the values L3 given in the table in 7.1.1.1 by a factor of 1,3, and the limits 
for the combined mass of the hydrocarbons and the nitrogen oxides are those resulting from 
the multiplication of the values L2 given in the table in 7.1.1.1 by a factor of 1,2.' 
8.1 reads as follows: 
'8.1. For the type-approval and verification of conformity of 
— vehicles other than those of category Mj, 
— passenger vehicles of category Mj designed to carry more than six occupants including 
the driver or whose maximum mass exceeds 2 500 kg, 
— vehicles designed for use off the public highway, 
— off-road vehicles as defined in Annex I of Directive 70/156/EEC, as last amended by 
Directive..., 
the limit values shown in the tables in 5.2.1.1.4 (type-approval) and 7.1.1.1 (conformity 
check) of Directive 70/220/EEC, as amended by Directive 83/351/EEC, are applicable as 
from 1 October 1989 in the case of vehicle types and from 1 October 1990 in the case of 
vehicles entering into service for the first time.' 
The following 8.3 is added: 
'8.3. Test equivalent to the type I test for verifying emissions after a cold start 
8.3.1. For the type-approval and verification of production of vehicles of category Mj equipped 
with an engine whose capacity is ^ 1 400 cm3, the technical service may, at the request of a 
manufacturer, carry out the equivalent test described in Annex III-A (EPA cycle) instead of 
that described in 5.2.1.1. 
In that event, the following provisions apply: 
8.3.1.1. For vehicle type-approval, the limit values specified in the table in 5.2.1.1.4 are replaced by 
the following: 
— mass of carbon monoxide (LI): 2,11 g/km, 
— mass of hydrocarbons: 0,25 g/km, 
— mass of nitrogen oxides (L3): 0,62 g/km. 
These limit values are deemed to be met if they are not exceeded by the results of tests on a 
vehicle type when the masses of each pollutant are multiplied by the appropriate deterioration 
factor from the following table: 
No C 257/6 Official Journal of the European Communities 28. 9. 87 
Emission control system 
1. Positive-ignition engine with oxidizing catalytic con­
verter 
2. Positive-ignition engine without catalytic converter 
3. Positive-ignition engine with three-way catalytic con­
verter 
4. Compression-ignition Deterioration factor 
CO 
1,2 
1,2 
1,2 
1,1 HC 
1,3 
1,3 
1,3 
1,0 NOx 
1,0 
1,0 
1,1 
1,0 
Where a manufacturer has obtained evidence of deterioration factors specific to the vehicle 
type using the certification procedures of Community export markets, those factors may be 
used as an alternative when establishing compliance with the limit values set out in this 
section. 
8.3.1.2. For the verification of production conformity, vehicles may be taken from the series and 
subjected to the test described in Annex III-A. 
8.3.1.2.1. A failed vehicle is one whose test results, when adjusted by the deterioration factors 
established for the type approved in accordance with the provisions of 8.3.1.1, lead to one 
or more of the limit values in 8.3.1.1 being exceeded. 
8.3.1.2.2. The production of the series is deemed to conform or not to conform by testing vehicles 
comprising a test sample until a pass decision is reached for all limit values or a fail decision 
is reached for one limit value. A pass decision is reached when the cumulative number of 
failed vehicles, as defined in 8.3.1.2.1, for each limit value is less than or equal to the pass 
decision number appropriate to the cumulative number of vehicles tested. A fail decision is 
reached when the cumulative number of failed vehicles for one limit value is greater than or 
equal to the fail decision number appropriate to the cumulative number of vehicles tested. 
Once a pass decision has been made for a particular limit value the number of vehicles 
whose final deteriorated test results exceed that limit value must not be considered any 
further for the purposes of checking conformity of production. 
The pass and fail decision numbers associated with the cumulative number of vehicles tested 
are given in the following table: 
Cumulative number of 
vehicles tested 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 Pass decision 
(number of failures) 
<*) 
(*) 
f1) 
(!) 
0 
0 
1 
2 
2 
3 
3 
4 
4 
5 
5 
6 
6 
7 
7 
8 
8 
9 
9 
10 
11 
11 Fail decision 
(number of failures) 
(2) 
(2) 
(2) 
(2) 
(2) 
6 
7 
8 
8 
9 
9 
10 
10 
11 
11 
12 
12 
13 
13 
14 
14 
15 
15 
16 
16 
17 
28. 9. 87 Official Journal of the European Communities No C 257/7 
Cumulative number of 
vehicles tested 
27 
28 
29 
30 
31 
32 
33 
34 
35 
36 
37 
38 
39 
40 
41 
42 
43 
44 
45 
46 
47 
48 
49 
50 
51 
52 
53 
54 
55 
56 
57 
58 
59 
60 Pass decision 
(number of failures) 
12 
12 
13 
13 
14 
14 
15 
15 
16 
16 
17 
17 
18 
18 
19 
19 
20 
21 
21 
22 
22 
23 
23 
24 
24 
25 
25 
26 
26 
27 
27 
28 
28 
32 Fail decision 
(number of failures) 
17 
18 
19 
19 
20 
20 
21 
21 
22 
22 
23 
23 
24 
24 
25 
26 
26 
27 
27 
28 
28 
29 
29 
30 
30 
31 
31 
32 
32 
33 
33 
33 
33 
33 
(') Series not able to pass at this stage. 
(2) Series not able to fail at this stage. 
8.3.1.3. Manufacturers of vehicles in possession of certificates issued by government authorities in 
Community export markets incorporating results of tests equivalent to those set out in 
Annex III-A to this Directive may present such results. 
8.4. For the extension of EEC type-approval to vehicles approved in accordance with the 
provisions of Directive 70/220/EEC, as amended by Directive 83/351/EEC, but modified to 
satisfy the engine fuel requirements of this Directive, the manufacturers are to certify that: 
8.4.1. the vehicle type conforms with the requirement of 5.1.2 of this Annex regarding engine fuel 
requirements, and 
8.4.2. the vehicle continues to meet the production conformity limits in accordance with the 
provisions of Directive 70/220/EEC, as amended by Directive 83/351/EEC 
ANNEX 11 
A footnote reference '(4)' is inserted after 1.4 and 1.5. 
A footnote reference '(5)' is inserted after 1.7. 
The following footnotes are added: 
'(4) This figure must be rounded off to the nearest tenth of a millimetre. 
(5) This value must be calculated with n = 3,1416 and rounded off to the nearest cm3.' 
No C 257/8 Official Journal of the European Communities 28. 9. 87 
SAMPLING PLAN FOR USE WITH ANNEX III-A TEST 
TEST ANOTHER 
VEHICLE 
LIMIT VALUE (% 
(ARE) PASSED 
28. 9. 87 Official Journal of the European Communities No C 257/9 
H 
No C 257/10 Official Journal of the European Communities 28. 9. 87 
Add the following sub-section to section 7: 
'Information to be supplied for the tests provided for in Annex III-A 
Gear change-over point (for first to second, etc.). 
Method of cold starting. 
ANNEX /// 
3.17. is deleted. 
ANNEX VI 
(Specifications of reference fuels) 
The table in section 1 is replaced by the following table: 
'1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES 
EQUIPPED WITH POSITIVE-IGNITION ENGINES 
CEC reference fuel RF-08-A-85 
Type: Premium petrol, unleaded 
Research octane number 
Motor octane number 
Density at 15 °C 
Reid vapour pressure 
Distillation: 
— initial boiling point 
— 10% vol point 
— 50% vol point 
— 90% vol point 
— final boiling point 
Residue 
Hydrocarbon analysis: 
— olefins 
— aromatics 
— saturates 
Carbon/hydrogen ratio 
Oxidation stability 
Existent gum 
Sulphur content 
Copper corrosion at 50 °C 
Lead content 
Phosphorus content Limits and units 
Min. 
95,0 
85,0 
0,748 
0,56 bar 
24 °C 
42 °C 
90 °C 
155 °C 
190 °C 
(Including 
max. 5% vol 
benzene (*)) 
ra 
480 min. Max. 
0,762 
0,64 bar 
40 °C 
58 °C 
110 °C 
180 °C 
215 °C 
2% 
20% vol 
45% vol 
balance 
cio 
4 mg/100 ml 
0,04% mass 
1 
0,005 g/1 
0,0013 g/1 ASTM method 
D 2699 
D 2700 
D 1298 
D 323 
D 86 
D 86 
D 86 
D 86 
D 86 
D 86 
D 1319 
D 1319 
(!)D 3606/D 2267 
D 1319 
D 525 
D 381 
D 1266/D 2622/ 
D 2785 
D 130 
D 3237 
D 3231 
(') Addition of oxygenates prohibited.' 
28. 9. 87 Official Journal of the European Communities No C 257/11 
ANNEX VII 
A new section 6 is added and the numbering of the subsequent sections changed: 
'6. Effective engine capacity ... cm3.' 
The following words are inserted at the end of the first line of section 14: 
'carried out in accordance with Annex Ill/Annex IH-A.' 
The following words are added to the first line of 14.1: 
'carried out in accordance with Annex HI.' 
The following new 14.2 is added after 14.1: 
'14.2 Type I test carried out in accordance with Annex III-A 
CO: ... g/km HC: ... g/km NOx: ... g/km.' 
Section 14.2 becomes 14.3. 
Section 14.3 becomes 14.4 
ANNEX III-A 
TEST EQUIVALENT TO THE TYPE I TEST FOR VERIFYING EMISSIONS AFTER A COLD START 
1. INTRODUCTION 
... defined in 8.3 of Annex I. 
2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER 
2.1. Description of the cycle 
The operating cycle ... in the table depicted in the graph in Appendix 1. The shutdown ... 
Appendix. 
2.2. See 2.2 of Annex III. 
2.3. Transmissions 
2.3.1. All test conditions, except as noted, will be run according to the manufacturer's recommen­
dations. 
2.3.2. Vehicles equipped with free wheeling or overdrive, except as noted, will be tested with these 
features operated according to the manufacturer's recommendations. 
2.3.3. Idle modes are to be run with automatic transmission in 'drive' and the wheels braked: manual 
transmissions to be in gear with the clutch disengaged, except in the first idle mode. 
The vehicle must be driven with minimum accelerator pedal movement to maintain the desired 
speed. 
2.3.4. Acceleration must be smooth, following representative gear speeds and procedures. For manual 
transmissions, the operator must release the accelerator pedal during each gear change and 
complete the change in the minimum amount of time. If the vehicle cannot accelerate at the 
specified rate, it is to be operated at maximum available power until its speed reaches the 
value prescribed for that time in the driving schedule. 
2.3.5. The deceleration modes must be run in gear using brakes or accelerator pedal as necessary to 
maintain the desired speed. Manual transmission vehicles must have the clutch engaged and 
must not change gears from the previous mode. For those modes which decelerate to zero, 
manual transmission clutches must be depressed when the speed drops below 24,1 km/h, 
when engine roughness is evident, or when engine stalling is imminent. 
No C 257/12 Official Journal of the European Communities 28. 9. 87 
2.3.6. Manual transmission 
2.3.6.1. In the case of test vehicles equipped with manual transmission, the transmission must be shifted 
according to the procedures recommended by the manufacturer, subject to the agreement of 
the technical service responsible for the tests. 
2.4. 
2.4.1. 
2.4.2. Tolerances 
The dynamometer driving schedule is listed in Appendix I. The driving schedule is defined by 
a smooth trace drawn through the specified speed vs, time relationships. It consists of a non-
repetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences 
and rates. 
The speed tolerances are: 
— The upper limit is 3,2 km/h higher than the highest point on the trace within one second 
of the given time. 
— The lower limit is 3,2 km/h lower than the lowest point on the trace within one second 
of the given time. 
— Speed variations greater than the tolerances (such as may occur during gear changes) are 
acceptable provided they do not occur for more than two seconds on any occasion. 
— Speeds lower than those prescribed are acceptable provided the vehicle is operated at 
maximum available power during such occurrences. 
— The speed tolerance must be as specified above, except the upper and lower limits which 
are 6,4 km/h. 
— The following figures show the range of acceptable speed tolerances for typical points. 
Figure A is typical of portions of the speed curve which are increasing or decreasing 
thoughout the two-second time interval. Figure B is typical of portions of the speed curve 
which include a maximum or minimum. 
i ! 
i » 
t / 
Is 
Is • 
Allowable 
range 
\ I 
Time 
Figure B 
28. 9. 87 Official Journal of the European Communities No C 257/13 
VEHICLE AND FUEL 
3.1. Test vehicles 
3.1.1. 
3.1.2. 
3.1.3. 
3.1.4. 
3.1.5. 
3.1.6. See 3.1.1 to 3.1.6 of Annex III. 
3.2. Fuel 
The appropriate reference fuel as defined in Annex IV must be used for testing, or the 
equivalent reference fuels used by the competent authorities in Community export markets. 
TEST EQUIPMENT 
4.1. Chassis dynamometer 
4.1.1. Add: 
'Dynamometers with adjustable load curve may be considered as having a fixed load curve if 
they meet the requirements of a fixed load curve and are used as a fixed load dynamometer.' 
4.1.2. 
4.1.3. } See 4.1.1, 4.1.2 and 4.1.3 of Annex III. 
4.1.4. Accuracy 
4.1.4.1. See 4.1.4.1 of Annex III. 
4.1.4.2. In the case of a dynamometer with a fixed load curve, the accuracy of matching dynamometer 
load to road must be 5% at 80,5 km/h. 
In the case of a dynamometer with adjustable load curve, the accuracy of matching dyna­
mometer load to road must be 5% at 80,5 km/h, 60 and 40 km/h and 10% at 20 km/h. 
Below this, dynamometer absorption must be positive. 
4 14 3 ^ ' ' * ' \ See 4.1.4.3 and 4.1.4.4 of Annex III. 4.1.4.4. ' 
4.1.5. Load and inertia setting 
4.1.5.1. Dynamometer with fixed load curve: the load simulator must be adjusted to absorb the power 
exerted on the driving wheels at a steady speed of 80,5 km/h. The alternative means by which 
this load is determined and set are described in Appendix 2 (section 3) and Appendix 3. 
4.1.5.2. Dynamometer with adjustable load curve: the load simulator must be adjusted in order to 
absorb the power exerted on the driving wheels speeds of 20, 40, 60 and 80,5 km/h. The 
means by which these loads are determined and set are described in Appendix 3. 
4.1.5.3. See 4.1.5.3 of Annex III. 
4.2 to 4.7. See 4.2 to 4.7 of Annex III. 
No C 257/14 Official Journal of the European Communities 28. 9. 87 
5. PREPARING THE TEST 
5.1. Adjustment of inertia simulators to the vehicle's translatory inertias 
Reference mass of the vehicle 
(kg) 
Pr 480 
480 < Pr ^ 540 
540 < Pr sS 600 
600 < Pr s£ 650 
650 < Pr ^ 710 
710 < Pr s= 770 
770 < Pr =£ 820 
820 < Pr s= 880 
880 < Pr ^ 940 
940 < Prs£ 990 
990 < Pr ^ 1 050 
1050 < Pr^l 110 
1 110 < Pr==£l 160 
1 160 < Pr ^ 1 220 
1 220 < Pr ^ 1 280 
1 280 < Pr ^ 1 330 
1 330 < Pr s£ 1 390 
1 390 < Pr *£ 1 450 
1 450 < Pr ^ 1 500 
1 500 < Pr ==£ 1 560 
1 560 < Pr ^ 1 620 
1 620 < Pr s£ 1 670 
1 670 < Pr s£ 1 730 
1 730 < Pr S2 1 790 
1 790 < Pr sS 1 870 
1 870 < Pr «£ 1 980 
1 980 < Pr «S 2 100 
2 100 < Pr ^ 2 210 
2 210 < Pr ^ 2 320 
2 320 < Pr ^ 2 440 
2 440 < Pr s£ 2 610 
2 610 < Pr s£ 2 830 Equivalent inertia mass 
(kg) 
450 
510 
570 
620 
680 
740 
800 
850 
910 
960 
1020 
1080 
1 130 
1 190 
1250 
1300 
1360 
1420 
1470 
1530 
1590 
1640 
1700 
1760 
1810 
1930 
2 040 
2 150 
2 270 
2 380 
2 490 
2 720 
Flywheels, electrical or other means of simulating test mass as shown in the table may be 
used. If the equivalent test mass specified is not available on the dynamometer being used, 
the next higher equivalent test mass (not exceeding 115 kg) available is to be used. 
Note: the reference mass of the vehicle is the mass of the vehicle in running order less the 
uniform mass of the driver and increased by a uniform mass of 136 kg. 
5.2. Setting of the dynamometer (See 5.2 of Annex III) 
5.3. Conditioning of vehicle 
5.3.1. Before the test, the vehicle must be kept in a room in which the temperature remains relatively 
constant between 20 and 30 °C. 
This conditioning must continue for at least six hours if the engine oil temperature is measured 
or for at least 12 hours if it is not. 
If the manufacturer so requests, the test must be carried out not later than 36 hours after the 
vehicle has been run at its normal temperature. 
5.3.2. See 5.3.2 of Annex III. 
6. PROCEDURE FOR BENCH TESTS 
6.1 to 6.1.4. See 6.1 to 6.1.4 of Annex III. 
28. 9. 87 Official Journal of the European Communities No C 257/15 
6.2. Test and sampling 
6.2.1. The vehicle must be stored prior to the emission test in such a manner that precipitation (e.g. 
rain or dew) does not occur on the vehicle. The complete dynamometer test consists of a 
cold-start drive of 12,1 km and simulates a hot-start drive of 12,1 km. The vehicle is allowed 
to stand on the dynamometer during the 10-minute time period between the cold- and hot-
start tests. The cold-start test is divided into two periods. The first period, representing the 
cold-start 'transient' phase, terminates at the end of the deceleration which is scheduled to 
occur at 505 seconds of the driving schedule. The second period, representing the 'stabilized' 
phase, consists of the remainder of the driving schedule including engine shutdown. The hot-
start test similarly consists of two periods. The first period, representing the hot-start 'transient' 
phase, terminates at the same point in the driving schedule as the first period of the cold-start 
test. The second period of the hot-start test, 'stabilized' phase, is assumed to be identical to 
the second period of the cold-start test. Therefore the hot-start test terminates after the first 
period (505 seconds) is run. 
6.2.2. The following steps shall be taken for each test: 
6.2.2.1. Place drive wheels of vehicle on dynamometer without starting engine. Reset and enable the 
roll revolution counter. 
6.2.2.2. Open the vehicle engine compartment cover and position the cooling fan. 
6.2.2.3. With the sample selector valves in the 'standby' position, connect evacuated sample collection 
bags to the dilute exhaust and dilution air sample collection systems. 
6.2.2.4. Start the CVS (if not already on), the sample pumps, the temperature recorder, the vehicle 
cooling fan and the heated hydrocarbon analysis recorder (diesel only). (The heat exchanger 
of the constant volume sampler if used, should be preheated to its operating temperature.) 
The diesel hydrocarbon analyser continuous sample line and filter (if applicable) should be 
preheated to 190 ± 10 °C. 
6.2.2.5. Adjust the sample flowrates to the desired flowrate (minimum of 0,28 m3/hr) and set the gas 
flow measuring devices to zero. 
Note: CFV-CVS sample flowrate is fixed by the venturi design. 
6.2.2.6. Attach the flexible exhaust tube to the vehicle tailpipe(s). 
6.2.2.7. Start the gas flow measuring device, position the sample selector valves to direct the sample 
flow into the 'transient' exhaust sample bag and the 'transient' dilution air sample bag (turn 
on the diesel hydrocarbon analyser system integrator and mark the recorder chart, if appli­
cable), turn the ignition key on and start the engine. 
6.2.2.8. 15 seconds after the engine starts, place the transmission in gear. 
6.2.2.9. 20 seconds after the engine starts, begin the initial vehicle acceleration of the driving schedule. 
6.2.2.10. Operate the vehicle according to the dynamometer driving schedule. 
6.2.2.11. At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously 
switch the sample flows from the 'transient' bags to the 'stabilized' bags, switch off gas flow 
measuring device No 1 (and the diesel hydrocarbon integrator No 1, mark the diesel hydro­
carbon recorder chart) and start gas flow measuring device No 2 (and diesel hydrocarbon 
integrator No 2). Before the acceleration which is scheduled to occur at 510 seconds, record 
the measured roller or shaft revolutions and reset the counter or switch to a second counter. 
As soon as possible transfer the 'transient' exhaust and dilution air samples to the analytical 
system and process the samples so as to obtain a stabilized reading of the exhaust sample on 
all analyzers within 20 minutes of the end of the sample collection part of the test. 
6.2.2.12. Turn the engine off two seconds after the end of the last deceleration (at 1,369 seconds). 
6.2.2.13. Five seconds after the engine stops running, simultaneously turn off gas flow measuring device 
No 2 (the diesel hydrocarbon integrator No 2 and mark the hydrocarbon recorder chart, if 
applicable) and position the sample selector valves to the 'standby' position. Record the 
measured roller or shaft revolutions and reset the counter. As soon as possible transfer the 
'stabilized' exhaust and dilution air samples to the analytical system and process the samples 
in order to obtain a stabilized reading of the exhaust sample on all analyzers within 20 minutes 
of the end of the sample collection part of the test. 
No C 257/16 Official Journal of the European Communities 28. 9. 87 
6.2.2.14. Immediately after the end of the sample period turn off the cooling fan and close the engine 
compartment cover. 
6.2.2.15. Turn off the CVS or disconnect the exhaust tube from the tailpipe of the vehicle. 
6.2.2.16. Repeat the steps in 6.2.2.2 to 6.2.2.10 for the hot-start test, except that only one evacuated 
sample bag is required for sampling exhaust gas and one for dilution air. The key-on operation 
step described in 6.2.2.7 begins between nine and 11 minutes after the end of the sample 
period for the cold-start test. 
6.2.2.17. At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously 
turn off gas flow measuring device No 1 (and diesel hydrocarbon integrator No 1, mark the 
diesel hydrocarbon recorder chart, if applicable) and position the sample selector valve to the 
'standby' position (engine shutdown is not part of the hot-start test sample period). Record 
the measured roller or shaft revolutions. 
6.2.2.18. As soon as possible transfer the hot-start 'transient' exhaust and dilution air samples to the 
analytical system and process the samples in order to obtain a stabilized reading of the exhaust 
sample on all analyzers within 20 minutes of the end of the sample collection part of the test. 
6.3. Engine starting and restarting 
6.3.1. Petrol-engined vehicles 
This paragraph applies to petrol-engined vehicles. 
6.3.1.1. The engine must be started according to the manufacturer's instructions as set out in the 
handbook for series-produced vehicles. The initial 20-second idle period begins when the 
engine starts. 
6.3.1.2. Choke operation: 
Vehicles equipped with automatic chokes must be operated according to the manufacturer's 
instructions as set out in the handbook for series-produced vehicles. 
Vehicles equipped with manual chokes must be operated according to the manufacturer's 
instructions as set out in the handbook for series-produced vehicles. 
6.3.1.3. The transmission must be placed in gear 15 seconds after the engine is started. If necessary, 
braking may be employed to keep the drive wheels from turning. 
6.3.1.4. The operator may use the choke, accelerator pedal, etc., where necessary to keep the engine 
running. 
6.3.1.5. If the manufacturer's instructions as set out in the handbook for series-produced vehicles do 
not specify a warm engine starting procedure, the engine (automatic-and-manual-choke 
engines) must be started by depressing the accelerator pedal about half way and letting the 
engine turn over until it starts. 
6.3.2. Diesel vehicles 
The engine must be started according to the manufacturer's instructions as set out in the 
handbook for series-produced vehicles. The initial 20-second idle period begins when the 
engine starts. The transmission must be placed in gear 15 seconds after the engine is started. 
If necessary, braking may be employed to keep the drive wheels from turning. 
6.3.3. If the vehicle does not start after 10 seconds' use of the starter, the attempt is to cease and 
the reason for failure to start determined. The gas flow measuring device on the constant 
volume sampler (usually a revolution counter) or CFV (and the hydrocarbon integrator when 
testing diesel vehicles) must be turned off and the sampler selector valves placed in the 
'standby' position during this diagnostic period. In addition, either the CVS should be turned 
off, or the exhaust tube disconnected from the tailpipe during the diagnostic period. If failure 
to start is due to an operational error, the vehicle must be rescheduled for testing from a cold 
start. 
6.3.3.1. If a failure to start occurs during the cold portion of the test and is caused by a vehicle 
malfunction, corrective action of less than 30 minutes duration may be taken and the test 
continued. All sampling system(s) must be reactivated at the same time as the engine begins 
to turn. When the engine starts, the driving schedule timing sequence begins. If failure to start 
is caused by vehicle malfunction and the vehicle cannot be started, the test is void. 
28. 9. 87 Official Journal of the European Communities No C 257/17 
6.3.3.2. If a failure to start occurs during the hot start portion of the test and is caused by vehicle 
malfunction, the vehicle must be started within one minute of key on. All sampling system(s) 
must be reactivated at the same time as the engine begins to turn. When the engine starts, the 
driving schedule timing sequence begins. If the vehicle cannot be started within one minute 
of key on, the test is void. 
6.3.4. If the engine 'false starts' the operator must repeat the recommended starting procedure (such 
as resetting the choke, etc.). 
6.3.5. Stalling(l) 
If the engine stalls during an idle period, the engine must be restarted immediately and the 
test continued. If the engine cannot be started soon enough to allow the vehicle to follow the 
next acceleration as prescribed, the driving schedule indicator must be stopped. When the 
vehicle restarts, the driving schedule indicator must be reactivated. 
7. PROCEDURE FOR ANALYSES 
7.1. See 7.2.2. 
7.2. See 7.2.3 of Annex HI 
7.3. See 7.2.4 of Annex III 
7.4. See 7.2.5 of Annex III 
7.5. See 7.2.6 of Annex III 
7.6. See 7.2.7 of Annex III 
7.7. See 7.2.8 of Annex III 
8.1. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS 
} See 8.1 and 8.2 of Annex III. 
(') — If the engine stalls during some operating mode other than idle, the driving schedule must be stopped; 
the vehicle is then restarted and accelerated to the speed required at that point in the driving schedule 
and the test continued. 
— If the vehicle will not restart within one minute, the test is void. 
No C 257/18 Official Journal of the European Communities 28. 9. 87 
t- 8 
X 
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No C 257/24 Official Journal of the European Communities 28. 9. 87 
Appendix 2 
CHASSIS DYNAMOMETER 
1. DEFINITION 
1.1. See section 1 of Appendix 2 to Annex III, but replace '50 km/h' by '80,5 km/h'. 
2. METHOD OF CALIBRATING THE DYNAMOMETER 
2.1. See 2.1 of Appendix 2 to Annex III. 
2.2. Calibrating the power indicator to 80,5 km/h. 
2.2.1. The dynamometer must be calibrated at least once each month or performance verified at least 
once each week with a view to calibration if required. Calibration must be carried out at 
80,5 km/h in accordance with the procedure described below. The measured absorbed power 
comprises the power absorbed by frictional effects and the power absorbed by the power 
absorption device. The dynamometer is driven above the test speed range. The device used for 
starting up the dynamometer is then disengaged from the dynamometer and the roller(s) is(are) 
allowed to coa.st down. The kinetic energy of the roller is dissipated by the power absorption 
device and frictional effects. This method disregards variations in the internal friction of the 
rollers when carrying a load or running free. The frictional effects of the rear roll shall be 
disregarded when this is free. 
2.2.1.1. Measure the rotational speed of the drive roller if this has not already been done. A fifth wheel, 
a revolution counter or other suitable means may be used. 
2.2.1.2. Place a vehicle on the dynamometer or use another method of starting up the dynamometer. 
2.2.1.3. Engage the flywheel or other system of inertia simulation for the most common vehicle mass 
category for which the dynamometer is used. In addition other vehicle mass categories may be 
calibrated, if desired. 
2.2.1.4. Drive the dynamometer up to 80,5 km/h. 
2.2.1.5. Record indicated road power. 
2.2.1.6. Drive the dynamometer up to 96,9 km/h. 
2.2.1.7. Disengage the device used to drive the dynamometer. 
2.2.1.8. Record the time for the dynamometer drive roller to coast down from 88,5 km/h to 72,4 km/h. 
2.2.1.9. Adjust the power absorption device to a different level. 
2.2.1.10. Repeat steps 2.2.1.1 to 2.2.1.9 above a sufficient number of times to cover the range of absorbed 
power used. 
2.2.1.11. Calculate the power absorbed. See 2.2.3. 
2.2.1.12. Plot power indicated at 80,5 km/h versus absorbed power (as shown in figure A). 
2.2.2. The performance check consists of conducting a dynamometer coastdown at one or more 
inertia-horsepower settings and comparing the coastdown time to that recorded during the last 
calibration. If the coastdown times differ by more than ls a new calibration is required. 
2.2.3. Calculations 
The power actually absorbed by the dynamometer is calculated from the following equation: 
Pa = W — -
2 000t 
28. 9. 87 Official Journal of the European Communities No C 257/25 
wher 
Pa = power (kilowatt). 
W = equivalent inertia (kg). 
Vj = initial velocity (m/s). 
V2 = final velocity (m/s). 
t = elapsed time for rollers to coast from 88,5 to 72,4 km/h. 
o 30.0 
20.0 
10.0 -
10.0 20.0 30.0 40.0 
Power indicated at 80,5 km/h 
Power absorbed = f/power indicated 
Figure A 
2.3. See 2.3 of Appendix 2 to Annex III. 
2.4. Deleted. 
3. 
3.1. 
3.2. SETTING OF THE DYNAMOMETER 
Vacuum method 
See 3.1 of Appendix 2 to Annex III, but replace 'at the speed of 50 km/h' by 'at the speed of 80,5 
km/h'. 
Other setting method 
See 3.2 of Appendix 2 to Annex III, but replace 'at the speed of 50 km/h' by 'at the speed of 80,5 
km/h. 
3.3. Alternative method 
3.3.1. The power absorption device is adjusted to reproduce power absorbed at 80,5 km/h true speed. 
The dynamometer power absorption must take into account the dynamometer friction. 
The following method has been established for small twin-roll dynamometers having a nominal 
roll diameter of 220 mm and a nominal roll spacing of 432 mm and large single-roll dynamometers 
having a nominal roll-diameter of 1 219 mm. Dynamometers with other roll specifications may 
be used if approved by the technical service. 
3.3.2. The dynamometer road load setting is determined from the equivalent test mass, the reference 
frontal area, the body shape, the vehicle protuberances and the tyre type according to the 
following equations. 
No C 257/26 Official Journal of the European Communities 28. 9. 87 
3.3.2.1. For light-duty vehicles to be tested on a twin-roller dynamometer: 
PA = aA + P + tw 
where: 
PA = setting at 80,5 km/h (kW). 
A = the vehicle reference frontal area (m2). The vehicle reference frontal area is defined as the 
area of the orthogonal projection of the vehicle including tyres and suspension components, 
but excluding vehicle protuberances, on to a plane perpendicular to both the longitudinal 
plane of the vehicle and the surface upon which the vehicle is positioned. Measurements 
of this area are computed to the nearest hundredth of a square metre using a method 
approved in advance by the technical service responsible for the tests. 
P = the protuberance power correction factor from table 1 of this section. 
w = vehicle equivalent test mass (kg). 
a = 3,45 for fastback-shaped vehicles; = 4,01 for all other light-duty vehicles. 
t = 0,0 for vehicles equipped with radial-ply tyres; = 4,93 x 10~4 for all other vehicles. 
A vehicle is considered to have a fastback shape if the rearward projection of that portion of the 
rear surface (A2) which slopes at an angle of less than 20° from the horizontal is at least 25 % as 
large as the vehicle reference frontal area. In addition, this surface must be smooth, continuous, 
and free from any local transitions greater than 4°. An exemple of a fastback shape is presented 
in figure 1. 
T3 CJ 
Rear view 
Figure 1 
TABLE 1 
Protuberance power (P) versus total protuberance frontal area (A2) 
Ap (m2) 
Ap < 0,03 
0,03 ^ Ap < 0,06 
0,06 *£ Ap < 0,08 
0,08 ^Ap < 0,11 
0,11 s£ Ap < 0,14 
0,14 s= Ap < 0,17 
0,17s= Ap < 0,19 
0,19 s= Ap < 0,22 
0,22 ^ Ap < 0,25 
0,25 *£ Ap < 0,28 
0,28 «S Ap P 
0,0 
0,30 
0,52 
0,75 
0,97 
1,19 
1,42 
1,64 
1,87 
2,09 
2,31 Side view 
28. 9. 87 Official Journal of the European Communities No C 257/27 
The protuberance frontal area, A , is defined in a manner analogous to the definition of the 
vehicle reference frontal area, i.e. the total area of the orthogonal projections of the vehicle 
mirrors, handles, roof racks, and other protuberances on to a plane perpendicular to both the 
longitudinal plane of the vehicle and the surface upon which the vehicle is positioned. A 
protuberance is defined as any fixture attached to the vehicle protruding more than 2,54 cm from 
the vehicle surface and having a projected area greater than 0,00093 m2 with the area calculated 
by a method approved in advance by the technical service responsible for the tests. Included in 
the total protuberance frontal area are all fixtures which occur as standard equipment. The area 
of any optional equipment is also included if it is expected that more than 33% of the vehicle 
range sold will be equipped with this option. 
3.3.2.2. The dynamometer power absorber setting for light-duty vehicles is rounded off to the nearest 
0,1 kW. 
3.3.2.3. The equation to be used for testing light-duty vehicles on a single, large roller dynamometer is 
as follows: 
PA = aA + P + (8,22 x 10~4 + 0,33 t)w 
All symbols in the above equation are defined in 3.3.2.1. 
Appendix 3 
RESISTANCE TO PROGRESS OF A VEHICLE 
MEASUREMENT METHOD ON THE ROAD AND ON A CHASSIS DYNAMOMETER 
(See Appendix 3 to Annex III) 
Appendix 4 
VERIFICATION OF INERTIAS OTHER THAN MECHANICAL 
(See Appendix 4 to Annex III) 
Appendix 5 
DEFINITION OF GAS SAMPLING SYSTEMS 
(See Appendix 5 to Annex III, but six bags (instead of two) are necessary on the CVS) 
Appendix 6 
METHOD OF CALIBRATING THE EQUIPMENT 
(See Appendix 6 to Annex III) 
Appendix 7 
TOTAL SYSTEM VERIFICATION 
(See Appendix 7 to Annex III) 
No C 257/28 Official Journal of the European Communities 28. 9. 87 
Appendix 8 
CALCULATION OF THE MASS EMISSIONS OF POLLUTANTS 
The mass emissions of pollutants are calculated by the following equation: 
M,CTM,S 
Mi = 0,43 + 0,57 • 
where: 
Mi = mass emission of the pollutant i (g/m). 
M icT mass emission of the pollutant i (g) during the first phase (transient cold). 
MjHT = mass emission of the pollutant i (g) during the last phase (transient hot). 
Mjs = mass emission of the pollutant i (g) during the second phase (stabilized). 
ScT = distance (km) which has been run during the first phase. 
SHT = distance (km) which has been run during the last phase. 
S = distance (km) which has been run during the second phase. 
The mass emissions of pollutants are calculated by means of the following: 
Mi = Vmix x Q. x kH x Ci x 10-* 
where: 
Mi 
V„ = mass emission of the pollutant i (g) per phase. 
= volume of the diluted exhaust gas expressed (1) per phase and corrected to standard conditions 
(273,2 K and 101,33 kPa). 
Q = density of the pollutant i (g/1) at normal temperature and pressure (273,2 K and 101,33 kPa). 
kH = humidity correction factor used for the calculation of the mass emissions of oxides of nitrogen. 
There is no humidity correction for HC and CO. 
C = Concentration of the pollutant i in the diluted exhaust gas expressed in ppm and corrected by the 
amount of the pollutant i contained in the dilution air. 
Proposal for a Council Decision establishing an action programme at Community level to 
promote the vocational rehabilitation and economic integration of people with disabilities 
COM(87) 342 final 
(Submitted by the Commission to the Council on 24 July 1987) 
(87/C 257/02) 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard tot the Treaty establishing the European 
Economic Community, and in particular Article 128 
thereof, 
Having regard to Council Decision 63/266/EEC of 2 
April 1963 laying down general principles for 
implementing a common vocational training policy (1), 
and in particular the tenth principle thereof, 
OJ No 63, 20. 4. 1963, p. 1338/63. Having regard to the proposal from the Commission, 
Having regard to the opinion of the European Parlia­
ment, 
Having regard to the opinion of the Economic and 
Social Committee, 
Whereas the tenth principle set out in Decision 63/266/ 
EEC states that special measures may be taken in respect 
of special problems concerning specific sectors of 
activity or specific categories of persons;