COMMON POSITION (EC) No 35/1999

adopted by the Council on 22 April 1999

with a view to adopting Directive 1999/.../EC of the European Parliament and of the Council of ... on the approximation of the laws of the Member States relating to measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Council Directive 88/77/EEC

(1999/C 296/01)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty establishing the European Community, and in particular Article 95 thereof,

Having regard to the proposals from the Commission(1),

Having regard to the opinion of the Economic and Social Committee(2),

Acting in accordance with the procedure laid down in Article 251 of the Treaty(3),

(1) Whereas measures should be adopted within the framework of the internal market;

(2) Whereas the first programme of action of the European Community on protection of the environment(4), 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 fifth programme of action, which in its general approach was approved by the Council in its resolution of 1 February 1993(5), provides for additional efforts to be made for a considerable reduction in the present level of emissions of pollutants from motor vehicles;

(3) Whereas it is recognised that the development of transport in the Community has entailed significant constraints for the environment; whereas a number of official estimates of the increase in traffic density have proved to be lower than the actual figures; whereas for that reason stringent emission standards should be laid down for all motor vehicles;

(4) Whereas Directive 88/77/EEC(6) laid down the limit values for the emissions of carbon monoxide, unburnt hydrocarbons and nitrogen oxides from diesel engines for use in motor vehicles on the basis of a test procedure for European driving conditions for the vehicles concerned; whereas this Directive was first amended by Directive 91/542/EEC(7) in two stages, the first stage (1992/93) coinciding with the implementation dates of the new European emission standards for passenger cars; whereas the second stage (1995/96) established a longer-term orientation for the European motor industry by fixing limit values based on the expected performance of technologies still under development, whilst granting to industry a lead time to perfect such technologies; whereas Directive 96/1/EC(8) required that for small diesel engines with a cylinder swept volume lower than 0,7 dm3 and a rated power speed higher than 3000 min-1, the limit value for particulate emissions set in Directive 91/542/EEC be introduced instead from 1999; whereas, however, it is reasonable on a technical basis to maintain a differential on particulate emissions for small high speed diesel engines that have a cylinder swept volume lower than 0,75 dm3 and a rated power speed higher than 3000 min-1, but to end this differential in 2005;

(5) Whereas, under Article 5(3) of Directive 91/542/EEC, the Commission was to report to the Council before the end of 1996 on progress made regarding the revision of the limit values for polluting emissions combined, if necessary, with a revision of the test procedure; whereas such revised limits are not to apply before 1 October 1999 as regards new type approvals;

(6) Whereas the Commission has implemented a European programme on air quality, road traffic emissions, fuels and engine technologies (the auto-oil programme), with a view to fulfilling the requirements of Article 4 of Directive 94/12/EC(9); whereas a cost/effectiveness study within the auto-oil programme has shown that a further improvement of diesel engine technology for heavy duty vehicles was necessary with a view to achieving air quality in the year 2010 as described in the communication by the Commission on the auto-oil programme;

(7) Whereas improvement of requirements for new diesel engines in Directive 88/77/EEC constitute a part of a global Community strategy which will also include a revision of standards for light commercial vehicles and passenger cars from the year 2000, an improvement in motor fuels and more accurate assessment of in-service vehicle emission performances;

(8) Whereas Directive 88/77/EEC is one of the separate directives under the type-approval procedure laid down by Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to type approval of motor vehicles and their trailers(10); whereas the objective of reducing the level of pollutant emissions from motor vehicles cannot be sufficiently achieved by individual Member States and can therefore be better achieved by the approximation of the laws of the Member States relating to measures to be taken against air pollution by motor vehicles;

(9) Whereas reductions in emission limits applicable from the year 2000 corresponding to abatements 30 % in emissions of carbon monoxide, total hydrocarbons, NOx and particulate matter have been identified by the auto-oil programme as key measures to achieving satisfactory, medium-term air quality; whereas a reduction, of 30 % in exhaust smoke opacity over that measured on current engine types and complementing Council Directive 72/306/EEC(11) will contribute to the reduction of particulate matter; whereas additional reductions in emission limits applicable from 2005 of 30 % carbon monoxide, total hydrocarbons and NOx and 80 % in particulates will greatly contribute to medium-term air quality benefits; whereas these reductions will take into account the effect on emissions of new test cycles that better represent the driving patterns experienced by in-service vehicles; whereas the additional NOx limit applicable from 2008 will result in a further 43 % reduction in the emission limit for this pollutant; whereas, no later than the end of 2002, the Commission is to consider the available technology with a view to confirming the mandatory NOx standard for 2008 in a report to the European Parliament and the Council, accompanied, if necessary, by appropriate proposals;

(10) Whereas permissive emission limit values are introduced which are applicable to vehicles defined as "enhanced environmentally friendly vehicles" (EEVs);

(11) Whereas on-board diagnostics (OBD) are not fully developed for heavy duty vehicles but are to be introduced from 2005 with a view to permitting rapid detection of failure of emission critical components and systems on vehicles and thus allowing a significant upgrading of the maintenance of initial emission performances on in-service vehicles through improved inspections and maintenance; whereas specific requirements for the durability of new heavy duty engines and for the conformity testing of in-service heavy duty vehicles should be introduced from 2005;

(12) Whereas new type-approval test cycles for gaseous and particulate emissions and smoke opacity are introduced that will allow a more representative evaluation of the emissions performance of diesel engines over test conditions that more closely resemble those encountered by vehicles in-service; whereas a new combined (two-cycle) test procedure is introduced for conventional diesel engines and those diesel engines fitted with oxydation catalysts; whereas a new combined (two-cycle) test procedure is introduced for gas-fuelled engines and, additionally, for diesel engines fitted with advanced emission control systems; whereas from 2005, all diesel engines are to be tested on both applicable test cycles; whereas the Commission will monitor progress in negotiations towards a worldwide harmonised test procedure;

(13) Whereas Member States should be allowed, by means of tax incentives, to expedite the placing on the market of vehicles which satisfy the requirements adopted at Community level, such incentives having to comply with the provisions of the Treaty and satisfy certain conditions intended to avoid distortions of the internal market; whereas this Directive does not affect the Member States' right to include emissions of pollutants and other substances in the basis for calculating road traffic taxes on motor vehicles;

(14) Whereas, in the development of Community legislation concerning emissions from motor vehicles, results of ongoing research into the characteristics of particulates should be taken into account;

(15) Whereas the Commission will report before 31 December 2000 on the evolution of emission control equipment for heavy duty diesel vehicles and the relationship with fuel quality, the need to improve the accuracy and reproducibility of particulate measurement and sampling procedures and the development of a worldwide harmonised test cycle;

(16) Whereas Directive 88/77/EEC should be amended accordingly,

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Directive 88/77/EEC is hereby amended as follows:

1. the title shall be replaced by the following: "Council Directive 88/77/EEC of 3 December 1987 on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles";

2. Article 1 shall be replaced by the following: "Article 1

For the purposes of this Directive:

- 'vehicle' means any vehicle, as defined in Annex II, Section A, to Directive 70/156/EEC, propelled by a compression ignition or gas engine, with the exception of vehicles of category M1 with a technically permissible maximum laden mass less than or equal to 3,5 tonnes,

- 'compression ignition or gas engine' means the motive propulsion source of a vehicle for which type-approval, as a separate technical unit as defined in Article 2 of Directive 70/156/EEC, can be granted,

- 'EEV' means enhanced environmentally friendly vehicle which is a vehicle propelled by an engine which complies with the permissive emission limit values given in row C of the tables given in Section 6.2.1 of Annex I."

3. Annexes I to VIII shall be replaced by Annexes I to VII appearing in the Annex to this Directive.

Article 2

1. With effect from 1 October 1999, no Member State may, on grounds relating to the gaseous and particulate pollutants and opacity of smoke emissions from an engine:

- refuse to grand EC 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 vehicle propelled by a compression ignition or gas engine, or

- prohibit the registration, sale, entry into service or use of such new vehicles, or

- refuse to grant EC type-approval for a type of compression ignition or gas engine, or

- prohibit the sale or use of new compression ignition or gas engines,

if the appropriate requirements of the Annexes to Directive 88/77/EEC, as amended by this Directive, are satisfied in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine comply with the limit values set out in either row A or row B1 or B2 or the limit values set out in row C of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive.

2. With effect from 1 October 2000, Member States

- may no longer grant EC type-approval or issue the document provided for in the last indent of Article 10(1) of Directive 70/156/EEC, and

- shall refuse national type-approval,

for types of compression ignition or gas engines and types of vehicle propelled by compression ignition or gas engine where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row A of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive.

3. With effect from 1 October 2001 and except for vehicles and engines intended for export to third countries and except for replacement engines for in-service vehicles, Member States shall:

- consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purpose of Article 7(1) of that Directive, and

- prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression ignition or gas engine and the sale and use of new compression ignition or gas engines,

where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row A of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive.

4. With effect from 1 October 2005, Member States:

- may no longer grant EC type-approval or issue the document provided for in the last indent of Article 10(1) of Directive 70/156/EEC, and

- shall refuse national type-approval,

for types of compression ignition or gas engines and types of vehicle propelled by a compression ignition or gas engine where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row B1 of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive.

5. With effect from 1 October 2006 and except for vehicles and engines intended for export to third countries and except for replacement engines for in-service vehicles, Member States shall:

- consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purpose of Article 7(1) of that Directive, and

- prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression ignition or gas engine and the sale and use of new compression ignition or gas engines:

where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row B1 of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive.

6. With effect from 1 October 2008, Member States:

- may no longer grant EC type-approval or issue the document provided for in the last indent of Article 10(1) of Directive 70/156/EEC, and

- shall refuse national type approval,

for types of compression ignition or gas engines and type of vehicle propelled by a compression ignition or gas engine where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row B2 of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by the Directive.

7. With effect from 1 October 2009 and except for vehicles and engines intended for export to third countries and except for replacement engines for in-service vehicles, Member States shall:

- consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purpose of Article 7(1) of that Directive, and

- prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression ignition or gas engine and the sale and use of new compression ignition or gas engines:

where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row B2 of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive.

8. In accordance with paragraph 1, an engine that satisfies the appropriate requirements of the annexes to Directive 88/77/EEC, as amended by this Directive, and meets the limit values set out in row C of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive, shall be considered as complying with the requirements of paragraphs 2 to 7.

Article 3

1. Member States may make provision for tax incentives only in respect of motor vehicles which comply with Directive 88/77/EEC, as amended by this Directive. Such incentives shall comply with the provisions of the Treaty as well as the conditions as set out in (a) or (b) below:

(a) they shall apply to all new vehicles offered for sale on the market of a Member State which comply in advance with the limit values set out in row A of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive, and thereafter as from 1 October 2000 with the limit values set out in row B1 or B2 of the said tables.

They shall be terminated with effect from the mandatory application of the emission limit values referred to in Article 2(3) for new vehicles, or by the dates of mandatory application of the emission limit values set out in row B1 or B2 of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC as amended by this Directive;

(b) they shall apply to all new vehicles offered for sale on the market of a Member State which comply with the permissive limit values set out in row C of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive.

2. For each type of vehicle, the incentives shall not exceed the additional cost of the technical solutions introduced to ensure compliance with the limit values set out in either row A or row B1 or B2 or the limit values set out in row C of the tables in Section 6.2.1 of Annex I to Directive 88/77/EEC, as amended by this Directive, and of their installation on the vehicle.

3. The Commission shall be informed in sufficient time of plans to institute or change the tax incentives referred to in this Article, so that it can submit its observations.

Article 4

From 1 October 2005, new types of vehicles, and from 1 October 2006, all types of vehicles, shall be equipped with an on-board diagnostic system (OBD) or an on-board measurement system (OBM) to monitor in-service exhaust emissions.

The Commission shall propose provisions to this effect to the European Parliament and the Council. They shall include:

- unrestricted and standardised access to the OBD system for inspection, diagnosis, servicing and repairs,

- the standardisation of fault codes,

- the compatibility of spare parts to facilitate repair, replacement, and servicing of OBD-equipped vehicles.

Article 5

From 1 October 2005, for new types, and from 1 October 2006, for all types, type-approvals granted to vehicles and engines shall also confirm the correct operation of the emission control devices during the normal life of the vehicle or engine.

The Commission shall examine differences in normal life of various categories of heavy duty vehicles and consider proposing appropriate durability requirements specific to each category.

Article 6

From 1 October 2005, for new types, and from 1 October 2006, for all types, type-approvals granted to vehicles shall also require confirmation of the correct operation of the emission control devices during the normal life of the vehicle under normal conditions of use (conformity of in-service vehicles properly maintained and used).

This provision must be confirmed and complemented by the Commission in accordance with Article 7.

Article 7

The Commission shall submit a proposal to the European Parliament and the Council confirming or complementing this Directive no later than 12 months after the date of entry into force of this Directive or 31 December 2000, whichever is the earlier.

The proposal shall take account of:

- the review process set out in Article 3 of Directive 98/69/EC(12) and Article 9 of Directive 98/70/EC(13),

- the development of compression ignition engine and gas engine emission control technology including the after treatment technology, taking into account the interdependence of such technology with fuel quality,

- the need to improve the accuracy and repeatability of the current measurement and sampling procedures for very low levels of particulates from engines,

- the development of a worldwide harmonised test cycle for type approval testing,

and the proposal shall include:

- rules laying down the introduction of an OBD system for heavy duty vehicles from 1 October 2005 pursuant to Article 4 of this Directive, and mutatis mutandis, to Directive 98/69/EC on the reduction of exhaust emissions from passenger cars and light commercial vehicles,

- provisions on the durability of emission control devices with effect from 1 October 2005 pursuant to Article 5 of this Directive;

- provisions to ensure the conformity of in-service vehicles in the type-approval procedure for vehicles with effect from 1 October 2005 pursuant to Article 6 of this Directive taking into account the specificity of the tests carried out on the engines of these vehicles and the specific information obtained from the OBD systems in a cost-effectiveness approach,

- appropriate limits for pollutants currently non-regulated as a consequence of the widespread introduction of new alternative fuels.

By 31 December 2001 the Commission shall report on progress in negotiations for a worldwide harmonised test cycle.

By 30 June 2002 the Commission shall submit a report to the European Parliament and the Council on requirements for the operation of an OBM system. On the basis of the report the Commission will submit a proposal for measures to enter into force no later than 1 January 2005 to include the technical specifications and corresponding annexes in order to proved for the type-approval of OBM system which ensure at least equivalent levels of monitoring to OBD systems and which shall be compatible therewith.

The Commission shall, not later than 31 December 2002, consider the available technology with a view to conforming the mandatory NOx standard for 2008 in a report to the European Parliament and to the Council, accompanied, if necessary, by appropriate proposals.

Article 8

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive before (...). They shall forthwith inform the Commission thereof.

When Member States adopt these measures, they shall contain a reference to this directive or shall be accompanied by such reference on the occasion of their official publication. The methods of making such a reference shall be laid down by Member States.

2. Member States shall communicate to the Commission the texts of the main provisions of national law which they adopt in the field covered by this Directive.

Article 9

This Directive shall enter into force on the date of its publication in the Official Journal of the European Communities.

Article 10

This Directive is addressed to the Member States.

Done at ...

For the European Parliament

The President

...

For the Council

The President

...

(1) OJ C 173, 8.6.1998, p. 1, and OJ C 43, 17.2.1999, p. 25.

(2) OJ C 407, 28.12.1998, p. 27.

(3) Opinion of the European Parliament of 21 October 1998 (OJ C 341, 9.11.1998, p. 74), Council common position of 22 April 1999 and Decision of the European Parliament of ... (not yet published in the Official Journal).

(4) OJ C 112, 20.12.1973, p. 1.

(5) OJ C 138, 17.5.1993, p. 1.

(6) OJ L 36, 9.2.1988, p. 33.

(7) OJ L 295, 25.10.1991, p. 1.

(8) OJ L 40, 17.2.1996, p. 1.

(9) OJ L 100, 19.4.1994, p. 42.

(10) OJ L 42, 23.2.1970, p. 1. Directive as last amended by Directive 98/91/EC of the European Parliament and of the Council (OJ L 11, 16.1.1999, p. 25).

(11) OJ L 190, 20.8.1972, p. 1. Directive as last amended by Directive 97/20/EC (OJ L 125, 16.5.1997, p. 21).

(12) OJ L 350, 28.12.1998, p. 1.

(13) OJ L 350, 28.12.1998, p. 58.

ANNEXES

CONTENTS

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INDEX OF FIGURES

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INDEX OF TABLES

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ANNEX I

SCOPE, DEFINITIONS AND ABBREVIATIONS, APPLICATION FOR EC-TYPE-APPROVAL, SPECIFICATIONS AND TESTS AND CONFORMITY OF PRODUCTION

1. SCOPE

This Directive applies to the gaseous and particulate pollutants from all motor vehicles equipped with compression-ignition engines and to the gaseous pollutants from all motor vehicles equipped with positive ignition engines fuelled with natural gas or LPG, and to compression-ignition and positive ignition engines as specified in Article 1 with the exception of those vehicles of category N1, N2 and M2 for which type-approval has been granted under Directive 70/220/EEC(1), as last amended by Commission Directive 98/77/EC(2).

2. DEFINITIONS AND ABBREVIATIONS

For the purposes of this Directive:2.1. "test cycle" means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test);

2.2. "approval of an engine (engine family)" means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants;

2.3. "diesel engine" means an engine which works on the compression-ignition principle;

"gas engine" means an engine which is fuelled with natural gas (NG) or LPG;

2.4. "engine type" means a category of engines which do not differ in such essential respects as engine characteristics as defined in Annex II to this Directive;

2.5. "engine family" means a manufacturer's grouping of engines which, through their design as defined in Annex II, Appendix 2 to this Directive, are expected to have similar exhaust emission characteristics; all members of the family must comply with the applicable emission limit values;

2.6. "parent engine" means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family;

2.7. "gaseous pollutants" means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and CH2,93 for NG (NMHC)), methane (assuming a ratio of CH4 for NG) and oxides of nitrogen, the last named being expressed in nitrogen dioxide (NO2) equivalent;

"particulate pollutants" means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52 °C);

2.8. "smoke" means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light;

2.9. "net power" means the power in EC kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EC method of measuring power as set out in Commission Directive 80/1269/EC(3), as last amended by Directive 97/21/EC(4);

2.10. "declared maximum power (Pmax)" means the maximum power in EC kW (net power) as declared by the manufacturer in his application for type-approval;

2.11. "per cent load" means the fraction of the maximum available torque at an engine speed;

2.12. "ESC test" means a test cycle consisting of 13 steady state modes to be applied in accordance with Section 6.2 of this Annex;

2.13. "ELR test" means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with Section 6.2 of this Annex;

2.14. "ETC test" means a test cycle consisting of 1800 second-by-second transient modes to be applied in accordance with Section 6.2 of this Annex;

2.15. "engine operating speed range" means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in Annex III to this Directive;

2.16. "low speed (nlo)" means the lowest engine speed where 50 % of the declared maximum power occurs;

2.17. "high speed (nhi)" means the highest engine speed where 70 % of the declared maximum power occurs;

2.18. "engine speeds A, B and C" means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in Annex III, Appendix 1 to this Directive;

2.19. "control area" means the area between the engine speeds A and C and between 25 to 100 % load;

2.20. "reference speed (nref)" means the 100 % speed value to be used for denormalising the relative speed values of the ETC test, as set out in Annex III, Appendix 2 to this Directive;

2.21. "opacimeter" means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle;

2.22. "NG gas range" means one of the H or L range as defined in European Standard EN 437, dated November 1993;

2.23. "self adaptability" means any engine device allowing the air/fuel ratio to be kept constant;

2.24. "recalibration" means a fine tuning of an NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;

2.25. "Wobbe Index (lower Wl; or upper Wu)" means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:

>REFERENCE TO A GRAPHIC>

2.26. "λ-shift factor (Sλ)" means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ration λ if the engine is fuelled with a gas composition different from pure methane (see Annex VII for the calculation of Sλ).

2.27. "EEV" means enhanced environmentally friendly vehicle which is a type of vehicle propelled by an engine complying with the permissive limit values given in row C of the tables in Section 6.2.1 of this Annex;

2.28. "defeat device" means any element of engine or vehicle design which measures or senses vehicle speed, engine speed, gear used, temperature, intake pressure or any other parameter, with a view to activating, modulating delaying or deactivating the operation of any component of the emission control system so that the effectiveness of the emission control system is reduced under conditions encountered in normal vehicle use.Such a device will not be regarded as a defeat device if:

- the need for the device is justified temporarily to protect the engine against intermittent operating conditions that could lead to damage or failure and no other measures are applicable for the same purpose which do not reduce the effectiveness of the emission control system,

- the device operates only when needed during engine starting and/or warming-up and no other measures are applicable for the same purpose which do not reduce the effectiveness of the emission control system.

Figure 1

Specific definitions of the test cycles

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2.29. Symbols and abbreviations

2.29.1. Symbols for test parameters

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2.29.2. Symbols for the chemical components

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2.29.3. Abbreviations

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3. APPLICATION FOR EC TYPE-APPROVAL

3.1. Application for EC type-approval for a type of engine family as a separate technical unit

3.1.1. The application for approval of an engine type or engine family with regard to the level of the emission of gaseous and particulate pollutants for diesel engines and with regard to the level of the emission of gaseous pollutants for gas engines shall be submitted by the engine manufacturer or by a duly accredited representative.

3.1.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars:3.1.2.1. a description of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II to this Directive which conform to the requirements of Articles 3 and 4 of Directive 70/156/EEC.

3.1.3. An engine conforming to the "engine type" or "parent engine" characteristics described in Annex II shall be submitted to the technical service responsible for conducting the approval tests defined in Section 6.

3.2. Application for EC type-approval for a vehicle type in respect of its engine

3.2.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its gas engine or engine family shall be submitted by the vehicle manufacturer or a duly accredited representative.

3.2.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars:3.2.2.1. a description of the vehicle type, of the engine-related vehicle parts and of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II, along with the documentation required in application of Article 3 of Directive 70/156/EEC.

3.3. Application for EC type-approval for a vehicle type with an approved engine

3.3.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its approved diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its approved gas engine or engine family shall be submitted by the vehicle manufacturer or a duly accredited representative.

3.3.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars:3.3.2.1. a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in Annex II, as applicable, and a copy of the EC type-approval certificate (Annex VI) for the engine or engine family, if applicable, as a separate technical unit which is installed in the vehicle type, along with the documentation required in application of Article 3 of Directive 70/156/EEC.

4. EC TYPE-APPROVAL

4.1. Granting of a universal fuel EC type-approval

A universal fuel EC type-approval is granted subject to the following requirements:4.1.1. In the case of diesel fuel the parent engine meets the requirements of this Directive on the reference fuel specified in Annex IV.

4.1.2. In the case of natural gas the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of natural gas there are generally two type of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe index and in their λ-shift factor (Sλ). The formulae for the calculation of the Wobbe index and Sλ are given in Sections 2.25 and 2.26. The composition of the reference fuels reflects the variations of those parameters.

The parent engine shall meet the requirements of this Directive on the reference fuels G20 and G25, as specified in Annex IV, without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III.

4.1.3. In the case of an engine fuelled with natural gas which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the two relevant reference fuels as specified in Annex IV for each range, at each position of the switch. The fuels are G24 (fuel 1) and G23 (fuel 2) for the H-range of gases. G23 (fuel 1) and G25 (fuel 2) for the L-range of gases. The parent engine shall meet the requirements of this Directive at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III.

4.1.3.1. On the manufacturer's request, the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ)lies between those of the fuels G20 and G25, for example, when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.1.3.2. The ratio of emission results "r" shall be determined for each pollutant as follows:

>REFERENCE TO A GRAPHIC>

or,

>REFERENCE TO A GRAPHIC>

and,

>REFERENCE TO A GRAPHIC>

4.1.4. In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine should meet the emission requirements on the reference fuels A and B as specified in Annex IV without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.

4.1.4.1. The ratio of emission results "r" shall be determined for each pollutant as follows:

>REFERENCE TO A GRAPHIC>

4.2. Granting of a fuel range restricted EC type-approval

At the present state of technology it is not yet possible to make leanburn natural gas engines self-adaptive. Yet these engines offer an advantage in efficiency and CO2 emission. If a user has the guarantee of a supply of fuel of uniform composition, he may opt for a leanburn engine. Such an engine could be given a fuel restricted approval. In the interest of international harmonisation it is regarded desirable that a specimen of such an engine is granted international approval. Fuel restricted variants would then need to be identical except for the contents of the database of the electronic control unit (ECU) of the fuelling system, and such parts of the fuelling system (such as injector nozzles) that need to be adapted to the different fuel flow.

Fuel range restricted EC type-approval is granted subject to the following requirements:4.2.1. Exhaust emissions approval of an engine running on natural gas and laid out for operation on either the range of H-gases or on the range of L-gases

The parent engine shall be tested on the two relevant reference fuels as specified in Annex IV for the relevant range. The fuels are G20 (fuel 1) and G23 (fuel 2) for the H-range of gases. G23 (fuel 1) and G25 (fuel 2) for the L-range of gases. The parent engine shall meet the emission requirements without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.

4.2.1.1. On the manufacturer's request it may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between those of the fuels G20 and G23, or G23 and G25 respectively, e. g. when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.2.1.2. The ratio of emission results "r" shall be determined for each pollutant as follows:

>REFERENCE TO A GRAPHIC>

or,

>REFERENCE TO A GRAPHIC>

and,

>REFERENCE TO A GRAPHIC>

4.2.1.3. Upon delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which range of gases the engine is approved.

4.2.2. Exhaust emissions approval of an engine running on natural gas or LPG and laid out for operation on one specific fuel composition

4.2.2.1. The parent engine shall meet the emission requirements on the reference fuels G20 and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in Annex IV. Between the tests fine-tuning of the fuelling system is allowed. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow (such as injector nozzles) is allowed.

4.2.2.2. If the manufacturer so desires the engine may be tested on the reference fuels G20 and G23, or G23 and G25, in which case the type-approval is only valid for the H-range or the L-range of gases respectively.

4.2.2.3. Upon delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which fuel composition the engine has been calibrated.

4.3. Exhaust emissions approval of a member of a family

4.3.1. With the exception of the case mentioned in paragraph 4.3.2 the approval of a parent engine shall be extended to all family members without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in paragraph 4.2.2) or the same range of fuels (in the case of engines described in either paragraphs 4.1 or 4.2) for which the parent engine has been approved.

4.3.2. Secondary test engine

In case of an application for type-approval of an engine, or a vehicle in respect of its engine, that engine belonging to an engine family, if the approval authority determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Annex I, Appendix 1, an alternative and if necessary an additional reference test engine may be selected by the approval authority and tested.

4.4. Type-approval certificate

A certificate conforming to the model specified in Annex VI shall be issued for approval referred to under Sections 3.1, 3.2 and 3.3.

5. ENGINE MARKINGS

5.1. The engine approved as a technical unit must bear:5.1.1. the trademark or trade name of the manufacturer of the engine;

5.1.2. the manufacturer's commercial description;

5.1.3. the EC type-approval number preceded by the distinctive letter(s) or number(s) of the country granting EC type-approval(5);

5.1.4. in case of an NG engine one of the following markings to be placed after the EC type-approval number:

- H in case of the engine being approved and calibrated for the H-range of gases;

- L in case of the engine being approved and calibrated for the L-range of gases;

- HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;

- Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling;

- Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling;

- HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling;

5.1.5. labels

In the case of NG and LPG fuelled engines with a fuel range restricted type-approval, the following labels are applicable:5.1.5.1. content

the following information must be given:

In the case of paragraph 4.2.1.3, the label shall state "ONLY FOR USE WITH NATURAL GAS RANGE H". If applicable, "H" is replaced by "L".

In the case of paragraph 4.2.2.3, the label shall state "ONLY FOR USE WITH NATURAL GAS SPECIFICATION ..." or "ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION ...", as applicable. All the information in the appropriate table(s) in Annex VI shall be given with the individual constituents and limits specified by the engine manufacturer.

The letters and figures must be at least 4 mm in height.

Note:

If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information must be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes will be determined by agreement between the manufacturer and the approval authority;

5.1.5.2. properties

Labels must be durable for the useful life of the engine. Labels must be clearly legible and their letters and figures must be indelible. Additionally, labels must be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them;

5.1.5.3. placing

Labels must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels must be located so as to be readily visible to the average person after the engine has been completed with all the auxiliaries necessary for engine operation.

5.2. In case an application for EC type-approval for a vehicle type in respect of its engine, the marking specified in Section 5.1.5 shall also be placed close to the fuel filling aperture.

5.3. In case of an application for EC type-approval for a vehicle type with an approved engine, the marking specified in Section 5.1.5 shall also be placed close to the fuel filling aperture.

6. SPECIFICATIONS AND TESTS

6.1. General

The components liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed and assembled as to enable the engine, in normal use, to comply with the provisions of this Directive.

6.1.1. The use of the defeat device and/or irrational emissions control strategy is forbidden. If the type-approval authority suspects that a vehicle type utilises defeat device(s) and/or any irrational emission control strategy under certain operating conditions, upon request the manufacturer has to provide information on the operation and effect on emissions of the use of such devices and/or control strategy. Such information shall include a description of all emission control components, fuel control system logic including timing strategies and switch points during all modes of operation. These information should remain strictly confidential and not be attached to the documentation required in Annex I, Section 3.

6.2. Specifications concerning the emission of gaseous and particulate pollutants and smoke

For type approval to row A of the tables in section 6.2.1, the emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR) and/or oxidation catalysts. Diesel engines fitted with advanced exhaust after-treatment systems including de NOx catalysts and/or particulate traps, shall additionally be tested on the ETC test.

For type approval testing to either row B1 or B2 or row C of the tables in section 6.2.1 the emissions shall be determined on the ESC, ELR and ETC tests.

For gas engines, the gaseous emissions shall be determined on the ETC test.

The ESC and ELR test procedures are described in Annex III, Appendix 1, the ETC test procedure in Annex III, Appendices 2 and 3.

The emissions of gaseous pollutants and particulate pollutants, if applicable, and smoke, if applicable, by the engine submitted for testing shall be measured by the methods described in Annex III, Appendix 4. Annex V describes the recommended analytical systems for the gaseous pollutants, the recommended particulate sampling systems, and the recommended smoke measurement system.

Other systems or analysers may be approved by the Technical Service if it is found that they yield equivalent results on the respective test cycle. The determination of system equivalency shall be based upon a seven sample pair (or larger) correlation study between the system under consideration and one of the reference systems of this Directive. For particulate emissions only the full flow dilution system is recognised as the reference system. "Results" refer to the specific cycle emissions value. The correlation testing shall be performed at the same laboratory, test cell, and on the same engine, and is preferred to be run concurrently. The equivalency criterion is defined as a ± 5 % agreement of the sample pair averages. For introduction of a new system into the Directive the determination of equivalency shall be based upon the calculation of repeatability and reproducibility, as described in ISO 5725.

6.2.1. Limit values

The specific masses of the carbon monoxide, of the total hydrocarbons, of the oxides of nitrogen and of the particulates, as determined on the ESC test, and of the smoke opacity, as determined on the ELR test, shall not exceed the amounts shown in Table 1.

Table 1

Limit values - ESC and ELR tests

>TABLE>

For diesel engines that are additionally tested on the ETC test, and specifically for gas engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons, of the methane (where applicable), of the oxides of nitrogen and of the particulates (where applicable) shall not exceed the amounts shown in Table 2.

Table 2

Limit values - ETC tests

>TABLE>

6.2.2. Hydrocarbon measurement for diesel and gas-fuelled engines

6.2.2.1. A manufacturer may choose to measure the mass of hydrocarbons (THC) on the ETC test instead of measuring the mass of non-methane hydrocarbons. In this case, the limit for the mass of total hydrocarbons is the same as shown in Table 2 for the mass of non-methane hydrocarbons.

6.2.3. Specific requirements for diesel engines

6.2.3.1. The specific mass of the oxides of nitrogen measured at the random check points within the control area of the ESC test must not exceed by more than 10 % the values interpolated from the adjacent test modes (reference Annex III, Appendix 1, Sections 4.6.2 and 4.6.3).

6.2.3.2. The smoke value on the random test speed of the ELR must not exceed the highest smoke value of the two adjacent test speeds by more than 20 %, or by more than 5 % of the limit value, whichever is greater.

7. INSTALLATION ON THE VEHICLE

7.1. The engine installation on the vehicle shall comply with the following characteristics in respect to the type-approval of the engine:7.1.1. intake depression shall not exceed that specified for the type-approved engine in Annex VI;

7.1.2. exhaust back pressure shall not exceed that specified for the type-approved engine in Annex VI;

7.1.3. exhaust system volume shall not differ by more than 40 % of that specified for the type-approved engine in Annex VI;

7.1.4. power absorbed by the auxiliaries needed for operating the engine shall not exceed that specified for the type-approved engine in Annex VI.

8. ENGINE FAMILY

8.1. Parameters defining the engine family

The engine family, as determined by the engine manufacturer, may be defined by basic characteristics which must be common to engines within the family. In some cases there may be interaction of parameters. These effects must also be taken into consideration to ensure that only engines with similar exhaust emission characteristics are included within an engine family.

In order that engines may be considered to belong to the same engine family, the following list of basic parameters must be common:8.1.1. Combustion cycle:

- 2 cycle

- 4 cycle

8.1.2. Cooling medium:

- air

- water

- oil

8.1.3. For gas engines and engines with after-treatment:

- Number of cylinders

(other diesel engines with fewer cylinders than the parent engine may be considered to belong to the same engine family provided the fuelling system meters fuel for each individual cylinder).

8.1.4. Individual cylinder displacement:

- engines to be within a total spread of 15 %

8.1.5. Method of air aspiration:

- naturally aspirated

- pressure charged

- pressure charged with charge air cooler

8.1.6. Combustion chamber type/design:

- pre-chamber

- swirl chamber

- open chamber

8.1.7. Valve and porting - configuration, size and number:

- cylinder head

- cylinder wall

- crankcase

8.1.8. Fuel injection system (diesel engines):

- pump-line-injector

- in-line pump

- distributor pump

- single element

- unit injector

8.1.9. Fuelling system (gas engines):

- mixing unit

- gas induction/injection (single point, multi-point)

- liquid injection (single point, multi-point).

8.1.10. Ignition system (gas engines)

8.1.11. Miscellaneous features:

- exhaust gas recirculation

- water injection/emulsion

- secondary air injection

- charge cooling system

8.1.12. Exhaust after-treatment:

- 3-way-catalyst

- oxidation catalyst

- reduction catalyst

- thermal reactor

- particulate trap

8.2. Choice of the parent engine

8.2.1. Diesel engines

The parent engine of the family shall be selected using the primary criteria of the highest fuel delivery per stroke at the declared maximum torque speed. In the event that two or more engines share this primary criteria the parent engine shall be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features which indicate that it may have the highest emission level of the engines within that family.

If engines within the family incorporate other variable features which could be considered to affect exhaust emissions, these features shall also be identified and taken into account in the selection of the parent engine.

8.2.2. Gas engines

The parent engine of the family shall be selected using the primary criteria of the largest displacement. In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria in the following order:

- the highest fuel delivery per stroke at the speed of declared rated power;

- the most advanced spark timing;

- the lowest EGR rate;

- no air pump or lowest actual air flow pump.

Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features which indicate that it may have the highest emission level of the engines within that family.

9. PRODUCTION CONFORMITY

9.1. Measures to ensure production conformity must be taken in accordance with the provisions of Article 10 of Directive 70/156/EEC. Production conformity is checked on the basis of the description in the type-approval certificates set out in Annex VI to this Directive.

Sections 2.4.2 and 2.4.3 of Annex X to Directive 70/156/EEC are applicable where the competent authorities are not satisfied with the auditing procedure of the manufacturer.

9.1.1. If emissions of pollutants are to be measured and an engine type-approval has had one or several extensions, the tests will be carried out on the engine(s) described in the information package relating to the relevant extension.

9.1.1.1. Conformity of the engine subjected to a pollutant test:

After submission of the engine to the authorities, the manufacturer shall not carry out any adjustment to the engines selected.

9.1.1.1.1. Three engines are randomly taken in the series. Engines that are subject to testing only on the ESC and ELR tests or only on the ETC test for type approval to row A of the tables in section 6.2.1 are subject to those applicable tests for the checking of production conformity. With the agreement of the authority, all other engines type approved to row A, B1 or B2, or C of the tables in Section 6.2.1 are subjected to testing either on the ESC and ELR cycles or on the ETC cycle for the checking of the production conformity. The limit values are given in Section 6.2.1 of this Annex.

9.1.1.1.2. The tests are carried out according to Appendix 1 to this Annex, where the competent authority is satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers.

The tests are carried out according to Appendix 2 to this Annex, where the competent authority is not satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers.

At the manufacturer's request, the tests may be carried out in accordance with Appendix 3 to this Annex.

9.1.1.1.3. On the basis of a test of the engine by sampling, the production of a series is regarded as conforming where a pass decision is reached for all the pollutants and non-conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate Appendix.

When a pass decision has been reached for one pollutant, this decision may not be changed by any additional tests made in order to reach a decision for the other pollutants.

If no pass decision is reached for all the pollutants and if no fail decision is reached for one pollutant, a test is carried out on another engine (see Figure 2).

If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.

9.1.1.2. The tests will be carried out on newly manufactured engines. Gas-fuelled engines shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.

9.1.1.2.1. However, at the request of the manufacturer, the tests may be carried out on diesel or gas engines which have been run-in more than the period referred to in Section 9.1.1.2. up to a maximum of 100 hours. In this case, the running-in procedure will be conducted by the manufacturer who shall undertake not to make any adjustments to those engines.

9.1.1.2.2. When the manufacturer asks to conduct a running-in procedure in accordance with Section 9.1.1.2.1, it may be carried out on:

- all the engines that are tested,

or,

- the first engine tested, with the determination of an evolution coefficient as follows:

- the pollutant emissions will be measures at zero and at "x" hours on the first engine tested,

- the evolution coefficient of the emissions between zero and "x" hours will be calculated for each pollutant:

>REFERENCE TO A GRAPHIC>

It may be less than one.

The subsequent test engines will not be subjected to the running-in procedure, but their zero hour emissions will be modified by the evolution coefficient.

In this case, the values to be taken will be:

- the values at "x" hours for the first engine,

- the values at zero hour multiplied by the evolution coefficient for the other engines.

9.1.1.2.3. For diesel and LPG fuelled gas engines all these tests may be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This implies tests, as described in Section 4 of this Annex, with at least two of the reference fuels for each gas engine.

9.1.1.2.4. For NG fuelled gas engines, all these tests may be conducted with commercial fuel in the following way:

- for H marked engines with a commercial fuel within the H range;

- For L marked engines with a commercial fuel within the L range;

- for HL marked engines with a commercial fuel within the H or the L range.

However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This implies tests, as described in Section 4 of this Annex, with at least two of the reference fuels for each gas engine.

9.1.1.2.5. In the case of dispute caused by the non-compliance of gas-fuelled engines when using a commercial fuel, the tests shall be performed with a reference fuel on which the parent engine has been tested, or with the possible additional fuel 3 as referred to in paragraphs 4.1.3.1 and 4.2.1.1 on which the parent engine may have been tested. Then, the result has to be converted by a calculation applying the relevant factor(s) "r", "ra" or "rb" as described in paragraphs 4.1.3.2, 4.1.4.1 and 4.2.1.2. If r, ra or rb are less than one no correction shall take place. The measured results and the calculated results must demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3).

9.1.1.2.6. Tests for conformity of production of a gas-fuelled engine laid out for operation on one specific fuel composition shall be performed on the fuel for which the engine has been calibrated.

Figure 2

Schematic of production conformity testing

>PIC FILE= "C_1999296EN.002701.EPS">

(1) OJ L 76, 6.4.1970, p. 1.

(2) OJ L 286, 23.10.1998, p. 34.

(3) OJ L 375, 31.12.1980, p. 46.

(4) OJ L 125, 16.5.1997, p. 31.

(5) 1 = Germany, 2 = France, 3 = Italy, 4 = Netherlands, 5 = Sweden, 6 = Belgium, 9 = Spain, 11 = United Kingdom, 12 = Austria, 3 = Luxembourg, 16 = Norway, 17 = Finland, 18 = Denmark, 21 = Portugal, 23 = Greece, FL = Liechtenstein, IS = Iceland, IRL = Ireland.

Appendix 1

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS SATISFACTORY

1. This Appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is satisfactory.

2. With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 40 % of the engines defective is 0,95 (producer's risk = 5 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The following procedure is used for each of the pollutants given in Section 6.2.1 of Annex I (see Figure 2):

Let:

L= the natural logarithm of the limit value for the pollutant,

χi= the natural logarithm of the measurement for the i-th engine of the sample,

s= an estimate of the production standard deviation (after taking the natural logarithm of the measurements),

n= the current sample number.

4. For each sample the sum of the standardised deviations to the limit is calculated using the following formula:

>REFERENCE TO A GRAPHIC>

5. Then:

- if the test statistic result is greater than the pass decision number for the sample size given in Table 3, a pass decision is reached for the pollutant,

- if the test statistic result is less than the fail decision number for the sample size given in Table 3, a fail decision is reached for the pollutant,

- otherwise, an additional engine is tested according to Section 9.1.1.1 of Annex I and the calculation procedure is applied to the sample increased by one more unit.

Table 3

Pass and fail decision numbers of Appendix 1 sampling plan

>TABLE>

Appendix 2

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS UNSATISFACTORY OR UNAVAILABLE

1. This Appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is either unsatisfactory or unavailable.

2. With a minimum sample size of three engines the sampling procedure is set so that the probality of a lot passing a test with 40 % of the engines defective is 0,95 (producer's risk = 5 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The values of the pollutants given in Section 6.2.1 of Annex I are considered to be log normally distributed and should be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample size repectively (m0 = 3 and m = 32) and let n denote the current sample number.

4. If the natural logarithms of the values measured in the series are χ1, χ2,... χi and L is the natural logarithm of the limit value for the pollutant, then, define

>REFERENCE TO A GRAPHIC>

and,

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

5. Table 4 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic result is the ratio

>REFERENCE TO A GRAPHIC>

and shall be used to determine whether the series has passed or failed as follows:

For m0 <= n <= m:

- pass the series if

>REFERENCE TO A GRAPHIC>

- fail the series if

>REFERENCE TO A GRAPHIC>

- take another measurement if

>REFERENCE TO A GRAPHIC>

6. Remarks

The following recursive formulae are useful for calculating successive values of the test statistic:

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

Table 4

Pass and fail decision numbers of Appendix 2 sampling plan

>TABLE>

Appendix 3

PROCEDURE FOR PRODUCTION CONFORMITY TESTING AT MANUFACTURER'S REQUEST

1. This Appendix describes the procedure to be used to verify, at the manufacturer's request, production conformity for the emissions of pollutants.

2. With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 30 % of the engines defective is 0,90 (producer's risk = 10 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The following procedure is used for each of the pollutants given in Section 6.2.1 of Annex I (see Figure 2):

Let:

L= be the limit value for the pollutant,

xi= the value of the measurement for the i-th engine of the sample,

n= is the current sample number.

4. Calculate for the sample the test statistic quantifying the number of non-conforming engines, i.e. xi >= L.

5. Then:

- if the test statistic is less than or equal to the pass decision number for the sample size given in Table 5, a pass decision is reached for the pollutant,

- if the test statistic is greater than or equal to the fail decision number for the sample size given in Table 5, a fail decision is reached for the pollutant,

- otherwise, an additional engine is tested according to Section 9.1.1.1 of Annex I and the calculation procedure is applied to the sample increased by one more unit.

In Table 5 the pass and fail decision numbers are calculated by means of the International Standard ISO 8422/1991.

Table 5

Pass and fail decision numbers of Appendix 3 sampling plan

>TABLE>

ANNEX II

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Appendix 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND INFORMATION CONCERNING THE CONDUCT OF TEST(1)

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>PIC FILE= "C_1999296EN.003503.EPS">

>PIC FILE= "C_1999296EN.003504.EPS">

>PIC FILE= "C_1999296EN.003505.EPS">

>PIC FILE= "C_1999296EN.003506.EPS">

>PIC FILE= "C_1999296EN.003507.EPS">

>PIC FILE= "C_1999296EN.003508.EPS">

>PIC FILE= "C_1999296EN.003509.EPS">

>PIC FILE= "C_1999296EN.003510.EPS">

(1) In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be supplied by the manufacturer.

Appendix 2

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

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>PIC FILE= "C_1999296EN.004403.EPS">

Appendix 3

ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE WITHIN THE FAMILY(1)

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>PIC FILE= "C_1999296EN.004603.EPS">

>PIC FILE= "C_1999296EN.004604.EPS">

>PIC FILE= "C_1999296EN.004605.EPS">

>PIC FILE= "C_1999296EN.004606.EPS">

>PIC FILE= "C_1999296EN.004607.EPS">

(1) To be submitted for each engine of the family.

Appendix 4

CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS

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ANNEX III

TEST PROCEDURE

1. INTRODUCTION

1.1. This Annex describes the methods of determining emissions of gaseous components, particulates and smoke from the engines to be tested. Three test cycles are described that shall be applied according to the provisions of Annex I, Section 6.2:

- the ESC which consists of a steady state 13-mode cycle,

- the ELR which consists of transient load steps at different speeds, which are integral parts of one test procedure, and are run concurrently,

- the ETC which consists of a second-by-second sequence of transient modes.

1.2. The test shall be carried out with the engine mounted on a test bench and connected to a dynamometer.

1.3. Measurement principle

The emissions to be measured from the exhaust of the engine include the gaseous components (carbon monoxide, total hydrocarbons for diesel engines on the ESC test only; non-methane hydrocarbons for diesel and gas engines on the ETC test only; methane for gas engines on the ETC test only and oxides of nitrogen), the particulates (diesel engines only) and smoke (diesel engines on the ELR test only). Additionally, carbon dioxide is often used as a tracer gas for determining the dilution ratio of partial and full flow dilution systems. Good engineering practice recommends the general measurement of carbon dioxide as an excellent tool for the detection of measurement problems during the test run.

1.3.1. ESC test

During a prescribed sequence of warmed-up engine operating conditions the amounts of the above exhaust emissions shall be examined continuously by taking a sample from the raw exhaust gas. The test cycle consists of a number of speed and power modes which cover the typical operating range of diesel engines. During each mode the concentration of each gaseous pollutant, exhaust flow and power output shall be determined, and the measured values weighted. The particulate sample shall be diluted with conditioned ambient air. One sample over the complete test procedure shall be taken, and collected on suitable filters. The grams of each pollutant emitted per kWh shall be calculated as described in Appendix 1 to this Annex. Additionally, NOx shall be measured at three test points within the control area selected by the Technical Service(1) and the measured values compared to the values calculated from those modes of the test cycle enveloping the selected test points. The NOx control check ensures the effectiveness of the emission control of the engine within the typical engine operating range.

1.3.2. ELR test

During a prescribed load response test, the smoke of a warmed-up engine shall be determined by means of an opacimeter. The test consists of loading the engine at constant speed from 10 % to 100 % load at three different engine speeds. Additionally, a fourth load step selected by the Technical Service(2) shall be run, and the value compared to the values of the previous load steps. The smoke peak shall be determined using an averaging algorithm, as described in Appendix 1 to this Annex.

1.3.3. ETC test

During a prescribed transient cycle of warmed-up engine operating conditions, which is based closely on road-type-specific driving patterns of heavy-duty engines installed in trucks and buses, the above pollutants shall be examined after diluting the total exhaust gas with conditioned ambient air. Using the engine torque and speed feedback signals of the engine dynamometer, the power shall be integrated with respect to time of the cycle resulting in the work produced by the engine over the cycle. The concentration of NOx and HC shall be determined over the cycle by integration of the analyser signal. The concentration of CO, CO2 and NMHC may be determined by integration of the analyser signal or by bag sampling. For particulates, a proportional sample shall be collected on suitable filters. The diluted exhaust gas flow rate shall be determined over the cycle to calculate the mass emission values of the pollutants. The mass emission values shall be related to the engine work to get the grams of each pollutant emitted per kilowatt hour, as described in Appendix 2 to this Annex.

2. TEST CONDITIONS

2.1. Engine test conditions

2.1.1. The absolute temperature (Ta) of the engine air at the inlet to the engine expressed in Kelvin, and the dry atmospheric pressure (ps) expressed in kPa shall be measured and the parameter F shall be determined according to the following provisions:

(a) for diesel engines:

Naturally aspirated and mechanically supercharged engines:

>REFERENCE TO A GRAPHIC>

Turbocharged engines with or without cooling of the intake air:

>REFERENCE TO A GRAPHIC>

(b) for gas engines:

>REFERENCE TO A GRAPHIC>

2.1.2. Test validity

For a test to be recognised as valid, the parameter F shall be such that:

>REFERENCE TO A GRAPHIC>

2.2. Engines with charge air cooling

The charge air temperature shall be recorded and shall be, at the speed of the declared maximum power and full load, within ± 5 K of the maximum charge air temperature specified in Annex II, Appendix 1, Section 1.16.3. The temperature of the cooling medium shall be at least 293 K (20 °C).

If a test shop system or external blower is used, the charge air temperature shall be within ± 5 K of the maximum charge air temperature specified in Annex II, Appendix 1, Section 1.16.3 at the speed of the declared maximum power and full load. The setting of the charge air cooler for meeting the above conditions shall be used for the whole test cycle.

2.3. Engine air intake system

An engine air intake system shall be used presenting an air intake restriction within ± 100 Pa of the upper limit of the engine operating at the speed at the declared maximum power and full load.

2.4. Engine exhaust system

An exhaust system shall be used presenting an exhaust back pressure within ± 1000 Pa of the upper limit of the engine operating at the speed of declared maximum power and full load and a volume within ± 40 % of that specified by the manufacturer. A test shop system may be used, provided it represents actual engine operating conditions. The exhaust system shall conform to the requirements for exhaust gas sampling, as set out in Annex III, Appendix 4, Section 3.4, and in Annex V, Section 2.2.1, EP and Section 2.3.1, EP.

If the engine is equipped with an exhaust after-treatment device, the exhaust pipe must have the same diameter as found in-use for at least four pipe diameters upstream to the inlet of the beginning of the expansion section containing the after-treatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust after-treatment device shall be the same as in the vehicle configuration or within the distance specifications of the manufacturer. The exhaust backpressure or restriction shall follow the same criteria as above, and may be set with a valve. The after-treatment container may be removed during dummy tests and during engine mapping, and replaced with an equivalent container having an inactive catalyst support.

2.5. Cooling system

An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures prescribed by the manufacturer shall be used.

2.6. Lubricating oil

Specifications of the lubricating oil used for the test shall be recorded and presented with the results of the test, as specified in Annex II, Appendix 1, Section 7.1.

2.7. Fuel

The fuel shall be the reference fuel specified in Annex IV.

The fuel temperature and measuring point shall be specified by the manufacturer within the limits given in Annex II, Appendix 1, Section 1.16.5. The fuel temperature shall not be lower than 306 K (33 °C). If not specified, it shall be 311 K ± 5 K (38 °C ± 5 °C) at the inlet to the fuel supply.

For NG and LPG fuelled engines, the fuel temperature and measuring point shall be within the limits given in Annex II, Appendix I, Section 1.16.5 or in Annex II, Appendix 3, Section 1.16.5 in cases where the engine is not a parent engine.

2.8. Testing of exhaust after-treatment systems

If the engine is equipped with an exhaust after-treatment system, the emissions measured on the test cycle(s) shall be representative of the emissions in the field. If this cannot be achieved with one single test cycle (for example, for particulate filters with periodic regeneration), several test cycles shall be conducted and the test results averaged and/or weighted. The exact procedure shall be agreed by the engine manufacturer and the Technical Service based upon good engineering judgement.

(1) The test points shall be selected using approved statistical methods of randomisation.

(2) The test points shall be selected using approved statistical methods of randomisation.

Appendix 1

ESC AND ELR TEST CYCLES

1. ENGINE AND DYNAMOMETER SETTINGS

1.1 Determination of engine speeds A, B and C

The engine speeds A, B and C shall be declared by the manufacturer in accordance with the following provisions:

The high speed nhi shall be determined by calculating 70 % of the declared maximum net power P(n), as determined in Annex II, Appendix 1, Section 8.2. The highest engine speed where this power value occurs on the power curve is defined as nhi.

The low speed nlo shall be determined by calculating 50 % of the declared maximum net power P(n), as determined in Annex II, Appendix 1, Section 8.2. The lowest engine speed where this power value occurs on the power curve is defined as nlo.

The engine speeds A, B and C shall be calculated as follows:

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

The engine speeds A, B and C may be verified by either of the following methods:

a) additional test points shall be measured during engine power approval according to Directive 80/1269/EEC for an accurate determination of nhi and nlo. The maximum power, nhi and nlo shall be determined from the power curve, and engine speeds A, B and C shall be calculated according to the above provisions;

b) the engine shall be mapped along the full load curve, from maximum no load speed to idle speed, using at least 5 measurement points per 1000 rpm intervals and measurement points within = 50 rpm of the speed at declared maximum power. The maximum power, nhi and nlo shall be determined from this mapping curve, and engine speeds A, B and C shall be calculated according to the above provisions.

If the measured engine speeds A, B and C are within ± 3 % of the engine speeds as declared by the manufacturer, the declared engine speeds shall be used for the emissions test. If the tolerance is exceeded for any of the engine speeds, the measured engine speeds shall be used for the emissions test.

1.2. Determination of dynamometer settings

The torque curve at full load shall be determined by experimentation to calculate the torque values for the specified test modes under net conditions, as specified in Annex II, Appendix 1, Section 8.2. The power absorbed by engine-driven equipment, if applicable, shall be taken into account. The dynamometer setting for each test mode shall be calculated using the formula:

>REFERENCE TO A GRAPHIC>

if tested under net conditions

>REFERENCE TO A GRAPHIC>

if not tested under net conditionswhere:

s= dynamometer setting, kW

P(n)= net engine power as indicated in Annex II, Appendix 1, Section 8.2, kW

L= per cent load as indicated in Section 2.7.1, %

P(a)= power absorbed by auxiliaries to be fitted as indicated in Annex II, Appendix 1, Section 6.1

P(b)= power absorbed by auxiliaries to be removed as indicated in Annex II, Appendix 1, Section 6.2

2. ESC TEST RUN

At the manufacturer's request, a dummy test may be run for conditioning of the engine and exhaust system before the measurement cycle.

2.1. Preparation of the sampling filters

At least one hour before the test, each filter (pair) shall be placed in a closed, but unsealed petri dish and placed in a weighing chamber for stabilisation. At the end of the stabilisation period, each filter (pair) shall be weighed and the tare weight shall be recorded. The filter (pair) shall then be stored in a closed petri dish or sealed filter holder until needed for testing. If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it must be conditioned and reweighed before use.

2.2. Installation of the measuring equipment

The instrumentation and sample probes shall be installed as required. When using a full flow dilution system for exhaust gas dilution, the tailpipe shall be connected to the system.

2.3. Starting the dilution system and the engine

The dilution system and the engine shall be started and warmed up until all temperatures and pressures have stabilised at maximum power according to the recommendation of the manufacturer and good engineering practice.

2.4. Starting the particulate sampling system

The particulate sampling system shall be started and running on by-pass. The particulate background level of the dilution air may be determined by passing dilution air through the particulate filters. It filtered dilution air is used, one measurement may be done prior to or after the test. If the dilution air is not filtered, measurements at the beginning and at the end of the cycle, may be done, and the values averaged.

2.5. Adjustment of the dilution ratio

The dilution air shall be set such that the temperature of the diluted exhaust gas measured immediately prior to the primary filter shall not exceed 325 K (52 °C) at any mode. The dilution ratio (q) shall not be less than 4.

For systems that use CO2 or NOx concentration measurement for dilution ratio control, the CO2 or NOx content of the dilution air must be measured at the beginning and at the end of each test. The pre- and post-test background CO2 or NOx concentration measurements of the dilution air must be within 100 ppm or 5 ppm of each other, respectively.

2.6. Checking the analysers

The emission analysers shall be set at zero and spanned.

2.7. Test cycle

2.7.1.

>TABLE>

2.7.2. Test sequence

The test sequence shall be started. The test shall be performed in the order of the mode numbers as set out in Section 2.7.1.

The engine must be operated for the prescribed time in each mode, completing engine speed and load changes in the first 20 seconds. The specified speed shall be held to within ± 50 rpm and the specified torque shall be held to within ± 2 % of the maximum torque at the test speed.

At the manufacturer's request, the test sequence may be repeated a sufficient number of times for sampling more particulate mass on the filter. The manufacturer shall supply a detailed description of the data evaluation and calculation procedures. The gaseous emissions shall only be determined on the first cycle.

2.7.3. Analyser response

The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers throughout the test cycle.

2.7.4. Particulate sampling

One pair of filters (primary and back-up filters, see Annex III, Appendix 4) shall be used for the complete test procedure. The modal weighting factors specified in the test cycle procedure shall be taken into account by taking a sample proportional to the exhaust mass flow during each individual mode of the cycle. This can be achieved by adjusting sample flow rate, sampling time, and/or dilution ratio, accordingly, so that the criterion for the effective weighting factors in Section 5.6 is met.

The sampling time per mode must be at least 4 seconds per 0,01 weighting factor. Sampling must be conducted as late as possible within each mode. Particulate sampling shall be completed no earlier than 5 seconds before the end of each mode.

2.7.5. Engine conditions

The engine speed and load, intake air temperature and depression, exhaust temperature and backpressure, fuel flow and air or exhaust flow, charge air temperature, fuel temperature and humidity shall be recorded during each mode, with the speed and load requirements (see Section 2.7.2) being met during the time of particulate sampling, but in any case during the last minute of each mode.

Any additional data required for calculation shall be recorded (see Sections 4 and 5).

2.7.6. NOx check within the control area

The NOx check within the control area shall be performed immediately upon completion of mode 13.

The engine shall be conditioned at mode 13 for a period of three minutes before the start of the measurements. Three measurements shall be made at different locations within the control area, selected by the Technical Service(1). The time for each measurement shall be 2 minutes.

The measurement procedure is identical to the NOx measurement on the 13-mode cycle, and shall be carried out in accordance with Sections 2.7.3, 2.7.5, and 4.1 of this Appendix, and Annex III, Appendix 4, Section 3.

The calculation shall be carried out in accordance with Section 4.

2.7.7. Rechecking the analysers

After the emission test a zero gas and the same span gas shall be used for rechecking. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 % of the span gas value.

3. ELR TEST RUN

3.1. Installation of the measuring equipment

The opacimeter and sample probes, if applicable, shall be installed after the muffler or any after-treatment device, if fitted, according to the general installation procedures specified by the instrument manufacturer. Additionally, the requirements of Section 10 of ISO IDS 11614 shall be observed, where appropriate.

Prior to any zero and full scale checks, the opacimeter shall be warmed up and stabilised according to the instrument manufacturer's recommendations. If the opacimeter is equipped with a purge air system to prevent sooting of the meter optics, this system shall also be activated and adjusted according to the manufacturer's recommendations.

3.2. Checking of the opacimeter

The zero and full scale checks shall be made in the opacity readout mode, since the opacity scale offers two truly definable calibration points, namely 0 % opacity and 100 % opacity. The light absorption coefficient is then correctly calculated based upon the measured opacity and the LA, as submitted by the opacimeter manufacturer, when the instrument is returned to the k readout mode for testing.

With no blockage of the opacimeter light beam, the readout shall be adjusted to 0,0 % ± 1,0 % opacity. With the light being prevented form reaching the receiver, the readout shall be adjusted to 100,0 % ± 1,0 % opacity.

3.3. Test cycle

3.3.1. Conditioning of the engine

Warming up of the engine and the system shall be at maximum power in order to stabilise the engine parameters according to the recommendation of the manufacturer. The preconditioning phase should also protect the actual measurement against the influence of deposits in the exhaust system from a former test.

When the engine is stabilised, the cycle shall be started within 20 ± 2 s after the preconditioning phase. At the manufacturer's request, a dummy test may be run for additional conditioning before the measurement cycle.

3.3.2. Test sequence

The test consists of a sequence of three load steps at each of the three engine speeds A (cycle 1), B (cycle 2) and C (cycle 3) determined in accordance with Annex III, Section 1.1, followed by cycle 4 at a speed within the control area and a load between 10 % and 100 %, selected by the Technical Service(2). The following sequence shall be followed in dynamometer operation on the test engine, as shown in Figure 3.

Figure 3

Sequence of ELR test

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(a) The engine shall be operated at engine speed A and 10 % load for 20 ± 2 s. The specified speed shall be held to within ± 20 rpm and the specified torque shall be held to within ± 2 % of the maximum torque at the test speed.

(b) At the end of the previous segment, the speed control lever shall be moved rapidly to, and held in, the wide open position for 10 ± 1 s. The necessary dynamometer load shall be applied to keep the engine speed within 150 rpm during the first 3 s, and within ± 20 rpm during the rest of the segment.

(c) The sequence described in (a) and (b) shall be repeated two times.

(d) Upon completion of the third load step, the engine shall be adjusted to engine speed B and 10 % load within 20 ± 2 s.

(e) The sequence (a) to (c) shall be run with the engine operating at engine speed B.

(f) Upon completion of the third load step, the engine shall be adjusted to engine speed C and 10 % load within 20 ± 2 s.

(g) The sequence (a) to (c) shall be run with the engine operating at engine speed C.

(h) Upon completion of the third load step, the engine shall be adjusted to the selected engine speed and any load above 10 % within 20 ± 2 s.

(i) The sequence (a) to (c) shall be run with the engine operating at the selected engine speed.

3.4. Cycle validation

The relative standard deviations of the means smoke values at each test speed (SVA, SVB, SVC, as calculated in accordance with Section 6.3.3 of this Appendix from the three successive load steps at each test speed) shall be lower than 15 % of the mean value, or 10 % of the limit value shown in Table 1 of Annex I, whichever is greater. If the difference is greater, the sequence shall be repeated until 3 successive load steps meet the validation criteria.

3.5. Rechecking of the opacimeter

The post-test opacimeter zero drift value shall not exceed ± 5,0 % of the limit value shown in Table 1 of Annex I.

4. CALCULATION OF THE GASEOUS EMISSIONS

4.1. Data evaluation

For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of each mode shall be averaged, and the average concentrations (conc) of HC, CO and NOx during each mode shall be determined from the average chart readings and the corresponding calibration data. A different type of recording can be used if it ensures an equivalent data acquisition.

For the NOx check within the control area, the above requirements apply for NOx only.

The exhaust gas flow GEXHW or the diluted exhaust gas flow GTOTW, if used optionally, shall be determined in accordance with Annex III, Appendix 4, Section 2.3.

4.2. Dry/wet/correction

The measured concentration shall be converted to a wet basis according to the following formulae, if not already measured on a wet basis.

>REFERENCE TO A GRAPHIC>

For the raw exhaust gas:

>REFERENCE TO A GRAPHIC>

and,

>REFERENCE TO A GRAPHIC>

For the diluted exhaust gas:

>REFERENCE TO A GRAPHIC>

or,

>REFERENCE TO A GRAPHIC>

>TABLE>

where:

Ha, Hd= g water per kg dry air

Rd, Ra= relative humidity of the dilution/intake air, %

pd, pa= saturation vapour pressure of the dilution/intake air, kPa,

pB= total barometric pressure, kPa

4.3. NOx correction for humidity and temperature

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient air temperature and humidity with the factors given in the following formulae.

>REFERENCE TO A GRAPHIC>

with:

A= 0,309 GFUEL/GAIRD - 0,0266

B= - 0,209 GFUEL/GAIRD + 0,00954

Ta= temperature of the air, K

Ha= humidity of the intake air, g water per kg dry airHa=

>REFERENCE TO A GRAPHIC>

in which.

Ra= relative humidity of the intake air, %

pa= saturation vapour pressure of the intake air, kPa

pB= total barometric pressure, kPa

4.4. Calculation of the emission mass flow rates

The emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming the exhaust gas density to be 1,293 kg/m3 at 273 K (0 °C) and 101,3 kPa:

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

where NOx conc, COconc, HCconc(3) are the average concentrations (ppm) in the raw exhaust gas, as determined in Section 4.1.

If, optionally, the gaseous emissions are determined with a full flow dilution system, the following formulae shall be applied:

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

where NOx conc, COconc, HCconc(4) are the average background corrected concentrations (ppm) of each mode in the diluted exhaust gas, as determined in Annex III, Appendix 2, Section 4.3.1.1.

4.5. Calculation of the specific emissions

The emissions (g/kWh) shall be calculated for all individual components in the following way:

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

The weighting factors (WF) used in the above calculation are according to Section 2.7.1.

4.6. Calculation of the area control values

For the three control points selected according to Section 2.7.6 the NOx emission shall be measured and calculated according to Section 4.6.1 and also determined by interpolation from the modes of the test cycle closest to the respective control point according to Section 4.6.2. The measured values are then compared to the interpolated values according to Section 4.6.3.

4.6.1. Calculation of the specific emission

The NOx emission for each of the control points (Z) shall be calculated as follows:

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

4.6.2. Determination of the emission value from the test cycle

The NOx emission for each of the control points shall be interpolated from the four closest modes of the test cycle that envelop the selected control point Z as shown in Figure 4. For these modes (R, S, T, U), the following definitions apply:

Speed(R)= Speed(T) = nRT

Speed(S)= Speed(U) = nSU

Per cent load(R)= Per cent load(S)

Per cent load(T)= Per cent load(U).

The NOx emission of the selected control point Z shall be calculated as follows:

>REFERENCE TO A GRAPHIC>

and:

ETU=

>REFERENCE TO A GRAPHIC>

ERS=

>REFERENCE TO A GRAPHIC>

MTU=

>REFERENCE TO A GRAPHIC>

MRS=

>REFERENCE TO A GRAPHIC>

where.

ER, ES, ET, EU= specific NOx emission of the enveloping modes calculated in accordance with Section 4.6.1.

MR, MS, MT, MU= engine torque of the enveloping modes

Figure 4

Interpolation of NOx control point

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4.6.3. Comparison of NOx emission values

The measured specific NOx emission of the control point Z (NOx,Z) is compared to the interpolated value (EZ) as follows:

>REFERENCE TO A GRAPHIC>

5. CALCULATION OF THE PARTICULATE EMISSION

5.1. Data evaluation

For the evaluation of the particulates, the total sample masses (MSAM,i) through the filters shall be recorded for each mode.

The filters shall be returned to the weighing chamber and conditioned for at least one hour, but not more than 80 hours, and then weighed. The gross weight of the filters shall be recorded and the tare weight (see Section 2.1 of this Appendix) subtracted. The particulate mass Mf is the sum of the particulate masses collected on the primary and back-up filters.

If background correction is to be applied, the dilution air mass (MDIL) through the filters and the particulate mass (Md) shall be recorded. If more than one measurement was made, the quotient Md/MDIL must be calculated for each single measurement and the values averaged.

5.2. Partial flow dilution system

The final reported test results of the particulate emission shall be determined through the following steps. Since various types of dilution rate control may be used, different calculation methods for GEDFW apply. All calculations shall be based upon the average values of the individual modes during the sampling period.

5.2.1. Isokinetic systems

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

where r corresponds to the ratio of the cross sectional areas of the isokinetic probe and the exhaust pipe:

>REFERENCE TO A GRAPHIC>

5.2.2. Systems with measurement of CO2 or NOx concentration

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

where:

concE= wet concentration of the tracer gas in the raw exhaust

concD= wet concentration of the tracer gas in the diluted exhaust

concA= wet concentration of the tracer gas in the dilution air

Concentrations measured on a dry basis shall be converted to a wet basis according to Section 4.2 of this Appendix.

5.2.3. Systems with CO2 measurement and carbon balance method(5)

>REFERENCE TO A GRAPHIC>

where:

CO2D= CO2 concentration of the diluted exhaust

CO2A= CO2 concentration of the dilution air

(concentrations in vol % on wet basis)

This equation is based upon the carbon balance assumption (carbon atoms supplied to the engine are emitted as CO2) and determined through the following steps:

>REFERENCE TO A GRAPHIC>

and

>REFERENCE TO A GRAPHIC>

5.2.4. Systems with flow measurement

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

5.3. Full flow dilution system

The reported test results of the particulate emission shall be determined through the following steps. All calculation shall be based upon the average values of the individual modes during the sampling period.

>REFERENCE TO A GRAPHIC>

5.4. Calculation of the particulate mass flow rate

The particulate mass flow rate shall be calculated as follows:

>REFERENCE TO A GRAPHIC>

where

>REFERENCE TO A GRAPHIC>

=

>REFERENCE TO A GRAPHIC>

MSAM=

>REFERENCE TO A GRAPHIC>

i= 1, ... n

determined over the test cycle by summation of the average values of the individual modes during the sampling period.

The particulate mass flow rate may be background corrected as follows:

>REFERENCE TO A GRAPHIC>

If more than one measurement is made,

>REFERENCE TO A GRAPHIC>

shall be replaced with

>REFERENCE TO A GRAPHIC>.

DFi = 13,4/(concCO2 + (concCO + concHC)*10-4)) for the individual modes

or,

DFi = 13,4/concCO2 for the individual modes.

5.5. Calculation of the specific emission

The particulate emission shall be calculated in the following way:

>REFERENCE TO A GRAPHIC>

5.6. Effective weighting factor

The effective weighting factor WFE,i for each mode shall be calculated in the following way:

>REFERENCE TO A GRAPHIC>

The value of the effective weighting factors shall be within ± 0,003 (± 0,005 for the idle mode) of the weighting factors listed in Section 2.7.1.

6. CALCULATION OF THE SMOKE VALUES

6.1. Bessel algorithm

The Bessel algorithm shall be used to compute the l s average values from the instantaneous smoke readings, converted in accordance with Section 6.3.1. The algorithm emulates a low pass second order filter, and its use requires iterative calculations to determine the coefficients. These coefficients are a function of the response time of the opacimeter system and the sampling rate. Therefore, Section 6.1.1 must be repeated whenever the system response time and/or sampling rate changes.

6.1.1. Calculation of filter response time and Bessel constants

The required Bessel response time (tF) is a function of the physical and electrical response times of the opacimeter system, as specified in Annex III, Appendix 4, Section 5.2.4, and shall be calculated by the following equation:

>REFERENCE TO A GRAPHIC>

where:

tp= physical response time, s

te= electrical response time, s

The calculations for estimating the filter cut-off frequency (fc) are based on a step input 0 to 1 in <= 0,01 s (see Annex VII). The response time is defined as the time between when the Bessel output reaches 10 % (t10) and when it reaches 90 % (t90) of this step function. This must be obtained by iterating on fc until t90-t10[ap ]tF. The first iteration for fc is given by the following formula:

>REFERENCE TO A GRAPHIC>

The Bessel constants E and K shall be calculated by the following equations:

>REFERENCE TO A GRAPHIC>

>REFERENCE TO A GRAPHIC>

where:

D= 0,618034

Δt= 1/sampling rate

Ω = 1/[tan(π * Δt * fc)]

6.1.2. Caculation of the Bessel algorithm

Using the values of E and K, the 1 s Bessel averaged response to a step input Si shall be calculated as follows:

>REFERENCE TO A GRAPHIC>

where

Si-2= Si-1 = 0

Si= 1

Yi-2= Yi-1 = 0

The times t10 and t90 shall be interpolated. The difference in time between t90 and t10 d