No C 187/6 Official Journal of the European Communities 27. 7. 90 
Council recommendation . . ./ . . ./EEC, and the 
telecommunications systems, both public and private, which 
directly utilize such terminal apparatus, and where users 
provided with a service in one Member State can also gain 
access to the service in any other Member State. 
Article 2 
Member States shall designate the frequency band 1 880 to 
1 900 MHz for DECT by 1 January 1992. DECT shall have 
priority and shall be protected in the designated band. 
Article 3 
1. Member States shall bring into force the laws, 
regulations and administrative provisions necessary to 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European 
Economic Community, and in particular Article 100a 
thereof, 
Having regard to the proposal from the Commission, 
In cooperation with the European Parliament, 
Having regard to the opinion of the Economic and Social 
Committee, 
Whereas it is important to adopt measures with the aim of 
progressively establishing the internal market over a period 
expiring on 31 December 1992; whereas the internal market 
shall comprise an area without internal frontiers in which the 
free movement of goods, persons, services and capital is 
ensured; 
Whereas the first programme of action of the European 
Communities on the protection of the environment, 
approved by the Council on 22 November 1973, called for 
account to be taken of the latest scientific advances in comply with this Directive by 31 December 1991. They shall 
forthwith inform the Commission thereof. 
Any measures adopted pursuant to the first subparagraph 
shall make express reference to this Directive. 
2. Member States shall communicate to the Commission 
the text of any national law which they adopt in the field 
governed by this Directive. 
Article 4 
The Commission shall report to the Council on the 
implementation of this Directive not later than the end of 
1995. 
Article 5 
This Directive is addressed to the Member States. 
combating atmospheric pollution caused by gases emitted 
from motor vehicles and for directives adopted previously to 
be amended accordingly; whereas the third programme of 
action provides for additional efforts to reduce considerably 
the present level of emissions of pollutants from motor 
vehicles; 
Whereas Council Directive 88/77/EEC (*) lays 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 
representative for European driving conditions for the 
vehicles concerned; whereas in accordance with Article 6 of 
that Directive these limit values should be further reduced 
and a limit value for particulate emissions established; 
Whereas the work undertaken by the Commission in that 
sphere has shown that the Community motor industry has 
available, or is currently perfecting, technologies which 
allow a further reduction of the limit values in question and 
compliance with a stringent particulate standard; 
H OJ No L 36, 9. 2. 1988, p. 33. Proposal for a Council Directive amending Directive 88 / 77/EEC on the approximation of the laws of 
the Member States relating to the measures to be taken against the emission of gaseous pollutants from 
diesel engines for use in vehicles 
COM(90) 174 final — SYN 272 
(Submitted by the Commission on 21 May 1990) 
(90/C 187/03) 
27. 7. 90 Official Journal of the European Communities NoC 187/7 
"Whereas it is appropriate to introduce these more severe 
standards in two steps, the first step coinciding with the 
implementation dates of the new stringent European 
emission standards for passenger cars; whereas the second 
step aims at the establishment of a longer-term orientation 
for the European motor industry in fixing limit values which 
are based on the expected performance of technologies which 
are still under development, granting to industry a sufficient 
lead time for perfecting such technologies; wheres the 
enforcement of the second stage requires as a prerequisite the 
meeting of certain framework conditions in relation to the 
availability of low-sulphur diesel fuel and of a corresponding 
reference fuel for emissions testing, to the progress achieved 
on emission control technologies, and to the availability of an 
improved method for the control of production conformity 
which the Commission adopts in application of the 
procedure for adaptation to technical progress set out in 
Article 4 of Directive 88/77/EEC; whereas the Commission 
will present, before the end of 1993, a comprehensive report 
on these matters to the Council enabling the latter to decide, 
before 30 September 1994, which of the proposed limit 
values for the particulate emission will be retained for the 
second stage; 
Whereas in order to allow the European environment to 
benefit the maximum from these provisions and at the same 
time ensure the unity of the market, it appears necessary to 
implement the more stringent European standards based on 
total harmonization, 
HAS ADOPTED THIS DIRECTIVE: 
Article 1 
Directive 88/77/EEC is hereby amended as follows: 
1. The title is replaced by the following: 
'Council Directive 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 diesel engines 
for use in vehicles'; 
2. Annexes I, II, HI, V and VIII are amended in accordance 
with the Annex to this Directive. 
Article 2 
1. From 1 July 1991, no Member State may, on grounds 
relating to the gaseous and particulate pollutants emitted 
from an engine: 
— refuse to grant EEC type-approval, or to issue the 
document provided for in the last indent of Article 10(1) 
of Council Directive 70/156/EEC (J), or to grant 
national type-approval for a type of vehicle propelled by a 
diesel engine, or 
(») OJ No L 42, 23. 2. 1970, p. 1. — prohibit the registration, sale, entry into service or use of 
such new vehicles, or 
— refuse to grant EEC type-approval, or to grant national 
type-approval for a type of diesel engine, or 
— prohibit the sale or use of new diesel engines, 
if the requirements of the Annexes to Directive 88/77/EEC 
are satisfied. 
2. Member States may no longer grant EEC 
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, of types of diesel engines and 
types of vehicle propelled by a diesel engine: 
— from 1 July 1992 where the emissions of gaseous and 
particulate pollutants from the engine do not comply 
with the limit values set out in line A, 
— from 1 October 1996 where the emission of gaseous and 
particulate pollutants from the engine do not comply 
with the limit values set out in line B 
of the table of item 6.2.1 of Annex I to Directive 
88/77/EEC. 
3. Member States shall prohibit the registration, sale, 
entry into service and use of new vehicles, propelled by a 
diesel engine and prohibit the sale and use of new diesel 
engines: 
— from 1 January 1993, where the emissions of gaseous and 
particulate pollutants from the engine do not comply 
with the limit values set out in line A, 
— from 1 October 1997, where the emissions of gaseous 
and particulate pollutants from the engine do not comply 
with the limit values set out in line B 
of the table of item 8.3.1.1 of Annex I to Directive 
88/77/EEC. 
Article 3 
1. Member States shall bring into force the laws, 
regulations and administrative provisions necessary in order 
to comply with this Directive not later than 30 June 1991. 
They shall forthwith inform the Commission thereof. 
2. The provisions adopted pursuant to paragraph 1 shall 
make express reference to this Directive. 
Article 4 
Not later than 30 September 1994, the Council shall decide, 
on the basis of a report and a proposal to be submitted by the 
Commission before the end of 1993, on the limit values for 
emission of particulate matter to be retained in line B, fourth 
No C 187/8 Official Journal of the European Communities 27. 7. 90 
column, of the tables of items 6.2.1 and 8.3.1.1 of Annex I to and of a corresponding reference fuel for emissions 
Directive 88/77/EEC. testing, 
— a new statistical method for the control of production 
In its report the Commission will give account of the progress conformity to be adopted in accordance with Article 4 of 
achieved on 
— the techniques to control air-polluting emissions from 
diesel engines, Directive 88/77/EEC. 
Article S 
— the definition and the availability of improved diesel fuel 
(e.g. sulphur content, aromatics content, cetane value) This Directive is addressed to the Member States. 
ANNEX 
Amendments to the Annexes to Directive 88/77/EEC 
ANNEX I 
SCOPE, DEFINITIONS AND ABBREVIATIONS, APPLICATION FOR EEC TYPE-APPROVAL, SPECIFICATIONS AND 
TESTS AND CONFORMITY OF PRODUCTION 
1 now reads as follows: 
'1. This Directive applies to the gaseous and particulate pollutants from all motor vehicles equipped with 
compression-ignition engines and to compression-ignition engines as specified in Article 1 with the exception of 
those vehicles of category N,, N2 and M2 for which type-approval has been granted pursuant to Directive 
70/220/EEC (M, as last amended by Directive 89/491/EEC (2).' 
2.1 now reads as follows: 
'2.1. "Approval of an engine" means the approval of an engine type with regard to the level of emission of gaseous and 
particulate pollutants.' 
2.4 is expanded as follows: 
'2.4. "Particulate pollutants" means any material collected on a specified filter medium after diluting diesel exhaust to 
less than or equal to 325 K with clean filtered air.' 
2.9 now reads as follows: 
'2.9. Abbreviations and units 
All volumes and volumetric flow rates shall be calculated at 273 K and 101,3 kPa. 
p 
CO 
HC 
NOx 
PT 
cone 
mass kW 
g/kWh 
g/kWh 
g/kWh 
g/kWh 
ppm 
g/h net power output non-corrected 
carbon monoxide emission 
hydrocarbon emission 
emission of oxides of nitrogen 
particulate emission 
concentration (ppm by volume) 
pollutant mass flow 
(') OJNoL 76, 6. 4. 1970, p. 1. 
(2) O] No L 238, 15. 8. 1989, p. 34. 
27. 7. 90 Official Journal of the European Communities No C 187/9 
WF 
WFr 
V'E 
V" 
V'\ 
V"r 
M SAM 
V" 
Pf EDF 
V". TOT 
AT 
HFID 
NDUVR 
NDIR 
CLA 
HCLA weighting factor 
effective weighting factor 
kg/h exhaust gas mass flow rate on wet basis 
m3/h exhaust gas volume flow rate on dry basis 
m3/h exhaust gas volume flow rate on wet basis 
kg/h intake air mass flow rate 
m3/h intake air volume flow rate on wet basis 
kg/h fuel mass flow rate 
kg/h dilution air mass flow rate 
m3/h dilution air volume flow rate in wet basis 
kg mass of sample through particulate sampling filters 
m3 volume of sample through particulate sampling filters on wet basis 
kg/h equivalent diluted mass flow rate 
m3/h equivalent diluted volume flow rate on wet basis 
subscript denoting an individual mode 
mg particulate sample mass 
kg/h diluted exhaust gas mass flow rate 
m3/h diluted exhaust gas volume flow rate on wet basis 
dilution ratio 
ratio of cross sectional areas of sampling probe and exhaust pipe 
m2 cross sectional area of the isokinetic sampling probe 
m2 cross sectional area of the exhaust pipe 
heated flame ionization detector 
non-dispersive ultraviolet resonance absorption 
non-dispersive infra-red 
chemiluminescent analyser 
heated chemiluminescent analyser' 
3.1.1 now reads as follows: 
'3.1.1. The application for approval of an engine type with regard to the level of the emission of gaseous and particulate 
pollutants shall be submitted by the engine manufacturer or by a duly accredited representative.' 
3.2.1 now reads as follows: 
'3.2.1. The application for approval of a vehicle type with regard to emission of gaseous and particulate pollutants by its 
engine shall be submitted by the vehicle manufacturer or a duly accredited representative.' 
6.1 now reads as follows: 
'6.1. General 
The components liable to affect the emission of gaseous and particulate pollutants shall be so designed, constructed 
and assembled as to enable the engine, in normal use, despite the vibration to which it may be subjected, to comply 
with the provisions of this Directive.' 
6.2 now reads as follows: 
'6.2. Specifications concerning the emission of gaseous and particulate pollutants 
The emission of gaseous and particulate pollutants by the engine submitted for testing shall be measured by the 
method described in Annex III. Annex V describes the recommended analytical systems for the gaseous pollutants 
and the recommended particulate sampling systems. Other systems or analysers may be approved by the technical 
service if it is found that they yield equivalent results. For a single laboratory, equivalency is defined as the test 
results to fall within + 5 % of the test results of one of the reference systems described herein. For particulate 
emissions only the full-flow-dilution system is recognized as the reference system. For introduction of a new system 
into the Directive, the determination of equivalency shall be based upon the calculation of repeatability and 
reproductibility by an inter-laboratory test, as described in ISO 5725.' 
NoC 187/10 Official Journal of the European Communities 27. 7. 90 
6.2.1 now reads as follows: 
'6.2.1. The mass of the carbon monoxide, the mass of the hydrocarbons, the mass of the oxides of nitrogen, and the mass 
of the particulates shall not exceed the amounts shown in the table below: 
A 
(1. 7. 1992) 
B 
(1. 10. 1996) Mass of 
carbon monoxide 
(CO) g/kWh 
4,5 
4,0 Mass of 
hydrocarbons 
(HC) g/kWh 
1,1 
1,1 Mass of 
nitrogen oxides 
(NOx) g/kWh 
8,0 
7,0 Mass of 
particulates 
(PT) g/kWh 
^ 85 kW > 85 kW 
0,63 0,36 
0,3/0,15 (*) 
(*) to be decided according to Article 4.' 
8.3.1.1 now reads as follows: 
'8.3.1.1. An engine is taken from the series and subjected to the test described in Annex III. The mass of the carbon 
monoxide, the mass oi the hydrocarbons, the mass of the oxides of nitrogen and the mass of particulates shall not 
exceed the amounts shown in the table below: 
A 
(1. 7. 1992) 
B 
(1. 10. 1996) Mass of 
carbon monoxide 
(CO) g/kWh 
4,9 
4,0 Mass of 
hydrocarbons 
(HC) g/kWh 
1,23 
1,1 Mass of 
nitrogen oxides 
(NOx) g/kWh 
9,0 
7,0 Mass of 
particulates 
(PT) g/kWh 
< 85 kW > 85 kw-
0,7 0,4 
0,3/0,15 (*) 
(*) to be decided according to Article 4. 
In 8.3.1.2. the fourth sentence now reads as follows: 
'The arithmetical mean (x) of the results obtained with the sample shall then be determined for each 
pollutant.'; 
the last sentence now reads as follows: 
'L is the limit value laid down in 8.3.1.1 for each pollutant considered, and k is a statistical factor depending on n 
and given in the following table:'. 
Annex II: the title of this Annex now reads as follows: 
'ANNEX II 
INFORMATION DOCUMENT No . . . 
in accordance with Annex I to Council Directive 70/156/EEC relating to EEC type-approval and referring to measures to be 
taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles 
(Directive 88/77/EEC as last amended by Directive .../.. ./EEC)' 
Appendix 1, item 2, now reads as follows: 
'2. Additional anti-pollution devices (if any, and if not covered by another heading) 
Description and/or diagram . . .'. 
27. 7. 90 Official Journal of the European Communities NoC 187/11 
ANNEX III 
TEST PROCEDURE 
1.1 now reads as follows: 
'1.1. This Annex describes the method of determining emissions of gaseous and particulate pollutants from the engine 
tested.' 
2 now reads as follows: 
'2. MEASUREMENT PRINCIPLE 
The emissions from the exhaust of the engine include hydrocarbons, carbon monoxide, oxides of nitrogen and 
particulates. During a prescribed test cycle the amounts of the above pollutants shall be examined continuously. 
The test cycle consists of a number of speed and power modes which span 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. For particulates one sample over the complete test cycle shall be 
taken. All values shall be used to calculate the grams of each pollutant emitted per kilowatt hour, as described in 
this Annex.' 
3.1.4 now reads as follows: 
'3.1.4. A non insulated and uncooled exhaust system extending at least 0,5 metres past the point where the raw exhaust 
sample probes are located, and presenting an exhaust backpressure within ± 650 Pa ( ± 5 mm Hg) of the upper 
limit at the maximum rated power, as established by the engine manufacturer's sale and service literature for 
vehicle application.' 
3.2 now reads as follows: 
'3.2. Analytical and sampling equipment 
The system shall comprise one HFID analyser for the measurement of the unburned hydrocarbons (HC), and 
NDIR analysers for the measurement of carbon monoxide (CO) and carbon dioxide (C02, for calculating the 
dilution ratio, if applicable), a CLA, HCLA or equivalent analyser for the measurement of the oxides of nitrogen 
(NOx), and a dilution and filtering system for the measurement of the particulates (PT). Due to the heavy 
hydrocarbons present in the diesel exhaust, the HFID system shall be heated and maintained at a temperature of 
453 to 473 K (180 to 200 °C). 
The accuracy of the analysers shall be ±2,5 % of full-scale deflection or better. The scale of measurement of the 
analysers shall be selected appropriately in relation to the values measured.' 
3.3.1 now reads as follows: 
'3.3.1. The system must be free of gas leaks. The design and materials used must be such that the system does not influence 
the pollutant concentration in the exhaust gas. The following gases may be used: 
Analyser 
CO 
HC 
NOx 
co2 Span gas 
CO in N2 
C3Hg in air 
NOinN2(1) 
CQ2 in N2 Zero gas 
Nitrogen or dry purified air 
Dry purified air 
Nitrogen or dry purified air 
Nitrogen or dry purified air 
(') The amount of N02 contained in this gas must not exceed 5 % of the NO content.' 
In 4.2 the last sentence now reads as follows: 
'Calculation of the HC and PT emissions shall include GEXH and V" EXH according to the measuring method 
used.' 
NoC 187/12 Official Journal of the European Communities 27. 7. 90 
4.3.1.4 now reads as follows: 
'4.3.1.4. Using purified dry air (or nitrogen), the CO, C02 (if used) and NOx analysers shall be set at zero; dry air shall be 
purified for the HC analyser. Using appropriate calibration gases, the analysers shall be reset.' 
After item 4.3.1.5 the following new items 4.3.1.6, 4.3.1.7 and 4.3.1.8 are added: 
'4.3.1.6. Gas meters or flow instrumentation used to determine flow through the particulate filters and to calculate the 
dilution ratio shall be calibrated with a standard air flow measurement device upstream of the instrument. This 
device must conform to the regulations of the National Bureau of Standards of the respective country. The points 
on the calibration device measurements must be within ± 1,0 % of the maximum operating range or ± 2,0 % of 
the point, whichever is smaller. 
4.3.1.7. When using a partial-flow-dilution system with isokinetic probe, the dilution ratio shall be checked with the engine 
running using either the C02 or NOx concentrations in the raw and diluted exhaust. 
4.3.1.8. When using a full-flow-dilution system, the total flow shall be verified by a means of a propane check. The 
gravimetric mass of propane injected into the system is subtracted from the mass measured with the 
full-flow-dilution system and then divided by the gravimetric mass. Any discrepancy greater than ± 3 % must be 
corrected.' 
After item 4.3.4.4 the following new item 4.3.4.5 is added: 
'4.3.4.5. The range of the exhaust gas velocity and the pressure ocillations shall be checked and adjusted according to the 
requirements of Annex V, if applicable.' 
4.6, 4.6.1 and 4.6.2 now read as follows: 
'4.6. Test run 
At least two hours before the test, each filter shall be placed in a closed but unsealed petri dish and placed in a 
weighing chamber for stabilization. At the end of the stabilization period each filter shall be weighed, and the tare 
weight shall be recorded. The filter shall then be stored in the petri dish which shall remain in the weighing chamber 
until needed for testing, or a sealed filter holder. If the filter is not used within one hour of its removal from the 
weighing chamber, it must be reweighed before use. 
During each mode of the test cycle 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. The fuel temperature at the injection pump 
inlet shall be 306 to 316 K (33 to 43 °C). The governor and fuel system shall be adjusted as established by the 
manufacturer's sales and service literature. The following steps shall be taken for each test: 
4.6.1. 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, and the settings of inlet restriction and exhaust 
backpressure shall be readjusted, accordingly. The total flow shall be set so as to keep the temperature of the 
diluted exhaust at or below 325 K immediately before the particulate filters at the mode with the maximum heat 
flow as determined from exhaust flow and /or temperature; 
4.6.2. the cooling system and the full-flow-dilution system, or partial-flow-dilution system, respectively, shall be 
started.' 
4.6.5 now reads as follows: 
'4.6.5. the emission analysers shall be set at zero and spanned; the particulate sampling system shall be started. When 
using a partial-flow-dilution system, the dilution ratio shall be set so as to keep the temperature of the diluted 
exhaust at or below 325 K immediately before the particulate filters at the mode with the maximum heat flow as 
determined from exhaust flow and/or temperature;'. 
4.6.6 now reads as follows: 
'4.6.6. the test sequence shall be started (see section 4.1). The engine shall be operated for six minutes in each mode, 
completing engine speed and load changes in the first minute. The responses of the analysers shall be recorded on a 
strip chart recorder for the full six minutes with exhaust gas flowing through the analysers 
27. 7. 90 Official Journal of the European Communities No C 187/13 
at least during the last three minutes. For particulate sampling, one pair of filters (primary and back-up filters, see 
Annex V) is used for the complete test procedure. With a partial-flow-dilution system, the product of dilution ratio 
and exhaust gas flow for each mode must be within + 7 % of the average of all modes. With the full-flow-dilution 
system, the total mass flow rate must be kept within + 7 % of the average of all modes. The sample mass drawn 
through the particulate filters (MSAM) must be adjusted at each mode to take account of the modal weighting factor 
and the exhaust or fuel mass flow rate. A sampling time of at least 20 seconds shall be used. Sampling must be 
conducted as late as possible within each mode. The engine speed and load, intake air temperature and exhaust 
flow shall be recorded during the last five minutes of each mode, with the speed and load requirements being met 
during the time of particulate sampling, but in any case during the last minute of each mode;'. 
4.7 now reads as follows: 
'4.7. Evaluation of results 
4.7.1. At the completion of testing the total sample mass through the filters (MSAM) shall be recorded. The filters shall be 
returned to the weighing chamber and conditioned for at least two hours, but not more than 80 hours, and then 
weighed. The gross weight of the filters shall be recorded. The particulate mass (Pf) is the sum of the particulate 
masses collected on the primary and back-up filters. 
4.7.2. For the evaluation of the gaseous emissions chart recording, the last 60 seconds of each mode shall be located, and 
the average chart reading for HC, CO and NOx over this period shall be determined. The concentration of HC, CO 
and NOx during each mode shall be determined from the average chart readings and the corresponding calibration 
data. However a different type of registration can be used if it ensures an equivalent data acquisition.' 
4.8.1 now reads as follows: 
'4.8.1. The final reported test results of the gaseous emissions shall be derived through the following steps:'. 
In 4.8.2 the first line now reads as follows: 
'The gaseous emissions shall be calculated in the following way:'. 
After 4.8.2 the following new items 4.8.3, 4.8.4 and 4.8.5 are added: 
'4.8.3. The particulate emission shall be calculated in the following way. The general equations of this paragraph apply to 
both full-flow-dilution and partial-flow-dilution systems: 
„„ A 1 mass 
PT = IPi • WF, 
4.8.3.1. The particulate mass flow shall be calculated as follows: 
Pf • GEDF 
PTn 
MSAM • 1 000 
PT Pf • V"EDF 
VSAM • 1 000 
4.8.3.2. GEDf> V"EDF, MSAM and VSAM over the test cycle shall be determined by summation of the average values of the 
individual modes during the sampling period: 
GEDF ~ *-GEDF,i ' WFi 
vEDF = rv"EDF?1-wFi 
MSAM = EMSAM,i 
VSAM = SVSAM,i 
NoC 187/14 Official Journal of the European Communities 27. 7. 90 
4.8.3.3. The effective weighting factor WFE for each mode shall be calculated in the following way: 
w,„ MSAM,i ' GEDF 
WFF ; M SAM * uEDF,i 
WF E,i ^SAM.i ' V"EDF 
V", 
The value of the effective weighting factors shall be within ± 0,003 of the weighting factors listed in Annex HI, item 
4.8.2. 
4.8.4. The final reported test results of the particulate emission shall be derived through steps, when using the 
full-flow-dilution system (Annex V, System 4): 
4.8.4.1. The diluted exhaust gas volume flow rate V"TOT over all modes shall be determined. V"TOTj corresponds to 
V"EDFJ in the general equations of item 4.8.3.2. 
4.8.4.2. When using a single-dilution system, MSAM is the mass through the sampling filters (GF 1 in Annex V, 
System 4). 
4.8.4.3. When using a double-dilution system, MSAMis the mass through the sampling filters (GF 1 in Annex V, System 4) 
minus the mass of the secondary dilution air (GF 2 in Annex V, System 4). 
4.8.5. The final reported test results of the particulate emission shall be derived through the following steps, when using 
the partial-flow-dilution system (Annex V, System 5). Since various types of dilution rate control may be used, 
different calculation methods for GEDp or V"EDF apply. All calculations shall be based upon the average values of 
the individual modes during the sampling period. 
4.8.5.1. Fractional sampling type with isokinetic probe. 
VEDF,I = GEXH)i ' Qi 
V"EDF,i - V"EXH,i ' 1' 
GoiL,i + (GEXH,i " r) 
(GEXH,i ' r) 
V"DIL,, + (V"EXH,. • r) 
q' " (V'EXH,, • r) 
where r corresponds to the ratio of the cross sectional areas of the isokinetic probe and exhaust pipe: 
4.8.5.2. Fractional sampling type with CO2 or NOx measurement 
GEDF,I = GEXH;i ' Qi 
V"EDF,i - V"EXH)i " <li 
ConcE ; - ConcA j 
ConcD j - ConcA, 
where ConcE concentration of the raw exhaust gas 
ConcD concentration of the diluted exhaust gas 
ConcA concentration of the diluted air 
Concentrations measured on a dry basis shall be converted to a wet basis according to Annex VI. 
27. 7. 90 Official Journal of the European Communities NoC 187/15 
4.8.5.3. Total sampling type with C02-measurement and carbon balance method 
206 • GFuei;1 
rEDF,i C02D,i - C02A,i 
where C02D = C02 concentration of the diluted exhaust gas 
C02A = C02 concentration of the diluted 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 
C02) and derived through the following steps: 
GEDF,I = GEXH,i " 1i 
206 • GFuel; 
q; = 
GEXH.I ' (C02D>i - C02Ai) 
4.8.5.4. Total sampling type with mass flow control 
G£DF,i = GEXH,i ' Q> 
GTOTJ 
(GTOT,i "" GDIL,i)' 
The heading now reads as follows: ANNEX V 
'ANALYTICAL AND SAMPLING SYSTEMS' 
1 now reads as follows: 
'1. Determination of the gaseous emissions 
Three analytical systems for the determination of the gaseous emissions are described based on the use of: 
— HFID analyser for the measurement of hydrocarbons, 
— NDIR analyser for the measurement of carbon monoxide, 
— CLA, HCLA or equivalent analyser with or without heated sampling line for measurement of nitrogen 
oxides.' 
After Figure 3 the following new item 2 is added: 
'2. Determination of the particulate emission 
The determination of the particulate emission requires a dilution system capable of maintaining the temperature of 
the diluted exhaust gas at or below 325 K, a particulate sampling system, specified particulate sampling filters, and 
a microgram balance which shall be placed in an air conditioned weighing chamber. Two principally different 
dilution and sampling systems (full-flow-dilution system and partial-flow-dilution system) are described. The 
specification of filters, the balance and the weighing chamber apply to both systems. 
2.1. Particulate sampling filters 
2.1.1. Fluorocarbon-coated glass fibre filters or fluorocarbon-based (membrane) filters are required. 
2.1.2. Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter). Larger diameter filters are 
acceptable. 
2.1.3. The diluted exhaust shall be sampled by a pair of filters placed in series (one primary and one back-up filter) during 
the test sequence. The back-up filter shall be located no more than 100 mm downstream of, and shall not be in 
contact with, the primary filter. 
2.1.4. The recommended minimum loading on a primary 47 mm filter (37 mm stain diameter) is 0,5 milligrams, on a 
primary 70 mm filter (60 mm stain diameter) 1,3 milligrams. 
Equivalent minimum loadings of 0,5 mg/1075mm2 (i.e. mass/stain area) are recommended for other 
filters. 
NoC 187/16 Official Journal of the European Communities 27. 7. 90 
2.2. Weighing chamber and microgram balance specifications 
2.2.1. The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be 
maintained to within ± 6 K of a set point between 293 and 303 K during all filter conditioning and weighing. The 
relative humidity shall be maintained to within ± 10% relative humidity of a set point between 35 and 
55%. 
2.2.2. The chamber (or room) environment shall be free of any ambient contaminates (such as dust) that could settle on 
the particulate filters during their stabilization. At least two unused reference filters shall be weighed within four 
hours of, but preferably at the same time as, the sample filter weighings. If the average weight of the reference filter 
changes between sample filter weighings by more than ± 6 % of the recommended minimum filter loading, then all 
sample filters shall be discarded and the emissions tests repeated. 
In case of a weight change between — 3 and — 6 % the manufacturer has the option of either repeating the test or 
adding the average amount of weight loss to the net weight of the sample. In case of a weight change between + 3 
and + 6 % the manufacturer has the option of either repeating the test or accepting the measured sample filter 
weight values. If the average weight changes by not more than ± 3 %, the measured sample filter weights shall be 
used. The reference filters shall be the same size and material as the sample filters, and shall be changed at least once 
a month. 
2.2.3. The microgram balance used to determine the weights of all filters shall have a precision (standard deviation) of 
2 % and a readability of 1 % of the recommended minimum filter loading. 
2.3. Additional specifications 
All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder, which are in 
contact with raw and diluted exhaust gas must be designed to minimize deposition or alteration of the particulates. 
All parts must be made of electrically conductive material, that does not react with exhaust gas components, and 
must be electrically grounded, to prevent electrostatic effects. 
System 4 (full-flow-dilution system) 
A particulate sampling system is described based upon the dilution of the total exhaust using the CVS (Constant 
Volume Sampling) concept. Figure 4 is a schematic drawing of this system. The total volume of the mixture of 
exhaust and dilution air must be measured, and a sample must be collected for analysis. 
The mass of particulate emissions is subsequently determined from the mass sample collected on a pair of filters, 
the sample flow and the total flow of dilution air and exhaust gas over the test period. Either a PDP or a CFV and a 
single-dilution or a double-dilution system may be used. Gaseous emissions must not be determined with a CVS 
system. The components shall meet the following requirements: 
EP Exhavst pipe 
The exhaust pipe length from the exit of the engine exhaust manifold or turbocharger outlet to the dilution 
tunnel is required to be not more than 10 m. If the system exceeds 4 m in length, then all tubing in excess of 
4 m shall be insulated. The radial thickness of the insulation must be at least 25 mm. The thermal 
conductivity of the insulating material must have a value no greater than 0,1 W/mk measured at 
673 K. 
PDP Positive displacement pump 
PDP meters total diluted exhaust flow from the number of the pump revolutions and the pump 
displacement. The exhaust system backpressure must not be artificially lowered by the PDP or dilution air 
inlet system. Static pressure measured with the operating CVS system shall remain within ±1,5 kPa of the 
static pressure measured without connection to the CVS at identical engine speed and load. The gas 
mixture temperature immediately ahead of the PDP shall be within ± 6 K of the average operating 
temperature observed during the test, when no flow computation is used. 
CFV Critical flow venturi 
CFV measures total diluted flow by maintaining the flow at choked conditions (critical flow). The static 
pressure variations in the raw exhaust shall conform to the specifications detailed for the PDP. The gas 
mixture temperature immediately ahead of the CFV shall be within ± 11 K of the average operating 
temperature observed during the test, when no flow computation is used. 
HE Heat exchanger (optional, if EFC is used) 
The heat exchanger shall be of sufficient capacity to maintain the temperature within the limits required 
above. 
27. 7. 90 Official Journal of the European Communities NoC 187/17 
EFC Electronic flow computation (optional, if HE is used) 
If the temperature at the inlet to either PDP or CFV is not kept constant, a flow computation system is 
required for continuous measurement of the flow rate. 
PDT Primary dilution tunnel 
The primary dilution tunnel shall be: 
— small enough in diameter to cause turbulent flow (Reynolds number greater than 4 000) and of 
sufficient length to cause complete mixing of the exhaust and dilution air, 
— at least 460 mm in diameter with a single-dilution system or at least 200 mm in diameter with a 
double-dilution system. 
The engine exhaust shall be directed downstream at the point where it is introduced into the primary 
dilution tunnel, and thoroughly mixed. 
SDS Single-dilution system 
The single-dilution method collects a sample from the primary tunnel, and then passes this sample through 
the sampling filters. The flow capacity of the PDP or CFV must be sufficient to maintain the diluted exhaust 
at a temperature of less than or equal to 325 K immediately before the primary particulate filter. 
DDS Double-dilution system 
The double-dilution method collects a sample from the primary tunnel, and then transfers this sample to a 
secondary dilution tunnel where the sample is further diluted. The doubly-diluted sample is then passed 
through the sampling filters. The flow capacity of the PDP or CFV must be sufficient to maintain the diluted 
exhaust stream in the PDT at a temperature of less than or equal to 464 K at the sampling zone. The 
secondary dilution system must provide sufficient secondary dilution air to maintain the doubly-diluted 
exhaust stream at a temperature of less than or equal to 325 K immediately before the primary particulate 
filter. 
PSP Particulate sample probe (for SDS only) 
The particulate sample probe shall be: 
— installed facing upstream at a point where the dilution air and exhaust gas are well mixed (i.e. on the 
dilution tunnel centre line, approximately 10 tunnel diameters downstream of the point where the 
exhaust enters the dilution tunnel), 
— 12 mm minimum inside diameter. 
The distance from the probe tip to the filter holder must not exceed 1 020 mm. The sample probe must not 
be heated. 
PTT Particulate transfer tube (for DDS only) 
The particulate transfer tube shall be: 
— installed facing upstream at a point where the dilution air and exhaust gas are well mixed (i.e. on the 
dilution tunnel centre line, approximately 10 tunnel diameters downstream of the point where the 
exhaust enters the dilution tunnel), 
— 12 mm minimum inside diameter, 
— not more than 910 mm from inlet plane to exit plane. 
The particulate sample shall exit on the centre line of the secondary dilution tunnel and point downstream. 
The transfer tube must not be heated. 
SDT Secondary dilution tunnel (for DDS only), 
The secondary dilution tunnel shall have a minimum diameter of 75 mm, and shall be of sufficient length so 
as to provide a residence time of at least 0,25 seconds for the doubly-diluted sample. The primary filter 
holder shall be located within 300 mm of the exit of the secondary dilution tunnel. 
DAF Dilution air filter 
The dilution air filtered at the dilution air inlet shall have a temperature of 298 ± 5 K, and may be sampled 
to determine background particulate levels, which can then be subtracted from the values measured in the 
diluted exhaust. 
FH Filter holder(s) 
For primary and back-up filters one filter housing or separate filter housings may be used. The 
requirements of Annex V, item 2.1.3 have to be met. The filter holders must not be heated. 
NoC 187/18 Official Journal of the European Communities 27. 7. 90 
SP Sample pump 
The particulate sample pump shall be located sufficiently distant from the tunnel so that the inlet gas 
temperature is maintained constant ( ± 3 K), if flow computation is not used. The sample pump(s) shall be 
running throughout the complete test procedure. A bypass system shall be used for passing the sample 
through the sampling filters. 
DP Dilution air pump (for DDS only) 
The dilution air pump shall be located so that the secondary dilution air is supplied with a temperature of 
298 ± 5 K. 
GF 1 Gas flow meter (particulate sample flow) 
The gas meter or flow instrumentation shall be located sufficiently distant from the tunnel so that the inlet 
gas temperature remains constant (± 3 K), if flow computation is not used. 
GF 2 Gas flow meter (dilution air, for DDS only) 
The gas meter or flow instrumentation shall be located so that the inlet gas temperature remains at 298 ± 
5K. 
System 5 (partial-flow-dilution system) 
A particulate sampling system is described based upon the dilution of part of the exhaust gas. Figure 5 is a 
schematic drawing of this system. The mass of particulate emissions is determined from a mass sample 
collected on a pair of filters and from the dilution ratio, sample flow and exhaust gas flow or fuel flow over 
the test period. The calculation of the dilution ratio depends upon the type of system used. Only a fraction 
of the diluted exhaust (fractional sampling type) or all of the diluted exhaust (total sampling type) may be 
sampled. All types described herein are equivalent as long as they comply with the requirements of 
Annex III, item 4.6.6 and item 4.8.3.3. The components shall meet the following requirements. 
EP Exhaust pipe 
For types without isokinetic probe, it is necessary to have a straight pipe of six pipe diameters upstream and 
three pipe diameters downstream of the tip of the probe. 
For a type with isokinetic probe, the exhaust pipe must be free of elbows, bends and sudden diameter 
changes for at least 15 pipe diameters upstream and four pipe diameters downstream of the tip of the probe. 
The exhaust gas velocity at the sampling zone must be higher than 10 m/s and lower than 200 m/s. 
Pressure oscillations of the exhaust gas must not exceed ± 500 Pa on the average. Any steps to reduce 
pressure oscillations beyond using a chassis-type exhaust system (including muffler) must not alter engine 
performance nor cause the deposition of particulate. 
PR Sampling probe 
The probe shall be installed facing upstream on the exhaust pipe centre line at a point where the above flow 
conditions are met. The minimum diameter ratio between exhaust pipe diameter and probe diameter shall 
be 4. 
ISP Isokinetic sampling probe (optional, if EGA or mass flow control is used) 
The isokinetic sampling probe must be designed to provide a proportional sample of the raw exhaust gas. 
To that purpose, ISP replaces PR as described above and has to be connected to a differential pressure 
transducer and a speed controller, to obtain isokinetic flow at the probe tip. The minimum inside diameter 
shall be 12 mm. 
EGA Exhaust gas analyser (optional, if ISP or mass flow control is used) 
C02 or NOx analysers may be used (with carbon balance method C02 only). The analysers shall be 
calibrated like the analysers for the measurement of the gaseous pollutants. One or several analysers may be 
used for the determination of the concentration differences. 
TT Transfer tube 
The particulate sample transfer tube shall be: 
— heated or insulated so that the gas temperature in the transfer tube be not below 423 K. If the gas 
temperature is below 423 K it shall not be below the exhaust gas temperature, 
— equal to or greater in diameter than the probe diameter, but not more than 25 mm in diameter, 
— not more than 1 000 mm from inlet plane to exit plane. 
The particulate sample shall exit on the centre line of the dilution tunnel and point downstream. 
27. 7. 90 Official Journal of the European Communities No C 187/19 
SC Speed controller (for ISP only) 
A pressure control system is necessary for isokinetic exhaust splitting by maintaining a differential pressure 
of zero between EP and ISP. Under these conditions, exhaust gas velocities in EP and ISP are identical, and 
the mass flow through ISP is a constant fraction of the exhaust gas flow. The adjustment is done by 
controlling the speed of the suction blower (SB) and keeping the speed of the pressure blower (PB) constant 
during each mode. The remaining error in the pressure control loop must not exceed ± 0,5% of the 
measuring range of the pressure transducer (DPT). The pressure oscillations in the dilution tunnel must not 
exceed ± 250 Pa on the average. 
DPT Differential pressure transducer (for ISP only) 
The differential pressure transducer shall have a range of ± 500 Pa or less. 
FC 1 Flow controller (dilution air) 
A flow controller is necessary to control the dilution air mass flow. It may be connected to the exhaust flow 
or fuel flow and/or C02 differential signal. When using a pressurized air supply, FC 1 directly controls the 
air flow. 
GF 1 Glas flow meter (dilution air) 
The gas meter or flow instrumentation shall be located so that the inlet gas temperature remains at 298 ± 
5K. 
SB Suction blower (for fractional sampling type only) 
PB Pressure blower 
To control the dilution air mass flow rate, PB has to be connected to FC 1. Exhaust flow or fuel flow 
and/or C02 differential signals may be used as command signals. PB ist not required, when using a 
pressurized air supply. 
DAF Dilution air filter 
The dilution air may be filtered at the dilution air inlet, shall have a temperature of 298 + 5 K, and may be 
sampled to determine background particulate levels, which can then be subtracted from the values 
measures in the diluted exhaust. 
DT Dilution tunnel 
The dilution tunnel shall be: 
— small enough in diameter to cause turbulent flow (Reynolds number greater than 4 000) and of 
sufficient length to cause complete mixing of the exhaust and dilution air, 
— at least 25 mm in diameter for the total sampling type, 
— at least 75 mm in diameter for the fractional sampling type. 
The engine exhaust shall be directed downstream at the point where it is introduced into the dilution 
tunnel, and thoroughly mixed with the dilution air by means of a mixing orifice. For fractional systems, the 
mixing quality shall be checked after introduction into service by means of a C02-profile of the tunnel with 
the engine running (at least six equally spaced measuring points). 
PSS Particulate sampling system 
The particulate sampling system must be configured so as to collect a sample from the dilution tunnel and to 
pass this sample through the sampling filters (fractional sampling type), or to pass all of the diluted exhaust 
through the sampling filters (total sampling type). In order to avoid any impact on the control loo£>s, it is 
recommended that the sample pump be running throughout the complete test procedure. A bypass system 
with a ball valve between the sample probe and the filter holder shall be used for passing the sample through 
the sampling filters at the desired times. Interference of the switching procedure on the control loops must 
be corrected within less than three seconds. 
PSP Particulate sample probe (for fractional sampling type only) 
The particulate sample probe shall be: 
— installed facing upstream at a point where the dilution air and exhaust gas are well mixed (i.e. on the 
dilution tunnel centre line, approximately 10 tunnel diameters downstream of the point where the 
exhaust enters the dilution tunnel), 
— 12 mm minimum inside diameter. 
No C 187/20 Official Journal of the European Communities 27. 7. 90 
PTT Particulate transfer tube 
The particulate transfer tube must not be heated and shall not exceed 1 020 mm in length: 
— for the fractional sampling type from the probe tip to the filter holder, 
— for the total sampling type from the end of the dilution tunnel to the filter holder. 
FH Filter holder(s) 
For primary and back-up filters one filter housing or separate filter housings may be used. The 
requirements of Annex V, 2.1.3 have to be met. The filter holders must not be heated. 
SP Sample pump 
The particulate sample pump shall be located sufficiently distant from the tunnel so that the inlet gas 
temperature is maintained constant (± 3 K), if flow computation is not used. 
FC 2 Flow controller (particulate sample flow, optional) 
A flow controller may be used, in order to improve accuracy of the particulate sample flow rate. 
GF 2 Gas flow meter (particulate sample flow) 
The gas meter or flow instrumentation shall be located sufficiently distant from the tunnel so that the inlet 
gas temperature remains constant ( ± 3 K), if flow computation is not used. 
BV Ball valve 
The ball valve shall have a diameter no less than the sampling tube and a switching time of less than 0,5 
seconds.' 
Blower 
Figure 4 
Full-flow-dilution system. 
GFUEL 
Raw Exhaust 
Gas 
Some components are optional, refer to text 
Figure S 
Partial-flow-dilution system. 
27. 7. 90 Official Journal of the European Communities No C 187/23 
ANNEX VIII 
(MODEL) 
EEC TYPE-APPROVAL CERTIFICATE 
In the Appendix, item 1.4 now reads as follows: 
'1.4. Emission levels 
CO g/kWh 
HC g/kWh 
NO g/kWh 
PT g/kWh determined by a full/partial 
flow system.' 
Proposal for a Commission Regulation (EEC) concerning administrative cooperation in the field of 
indirect taxation 
COM(90) 183 final — SYN 275 
(Submitted by the Commission on 17 May 1990) 
(90/C 187/04) 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European 
Economic Community, and in particular Article 100a 
thereof, 
Having regard to the proposal from the Commission, 
In cooperation with the European Parliament, 
Having regard to the opinion of the Economic and Social 
Committee, 
Whereas the establishment of the internal market in 
accordance with Article 8 a of the Treaty requires the 
creation of an area without internal frontiers in which the 
free movement of goods, persons, services and capital is 
ensured; whereas the free movement of goods, persons and 
services requires, in particular, the elimination of 
customs-related controls within the Community; 
Whereas in order to give full effect to the abolition of frontier 
controls while avoiding fiscal revenue losses for Member 
States, the fiscal harmonization measures taken for 
completion of the internal market and for the transitional 
period require the establishment of a common system of 
administrative cooperation between the competent 
authorities of the Member States; 
Whereas the provisions of this Regulation which provide for 
this cooperation system are designed to permit the abolition of frontier controls in accordance with the aims set out in 
Article 8a of the Treaty, and not to harmonize fiscal 
provisions in the sense of Article 100a (2); whereas it is 
moreover necessary that the transitional taxation system 
should be effectively established without risks of fraud which 
might lead to distortions of competition; 
Whereas Member States nevertheless have a continuing need 
to exercise controls over intra-Community traffic in goods 
and services similar to those which they exercise over 
domestic transactions affected by indirect tax obligations; 
whereas lack of such controls can lead to tax evasion and tax 
avoidance extending across the frontiers of Member States 
with consequent budgetary losses, violation of the principles 
of fair taxation and distortion of conditions of competition 
between Member States; 
Whereas collaboration between indirect tax administrations 
within the Community, and between such administrations 
and the Commission, should therefore be strengthened in 
accordance with common principles and rules to ensure the 
establishment and the functioning of the internal market; 
Whereas in making the appropriate arrangements for 
carrying out administrative cooperation the Member States 
shall pay particular attention to the need for validation and 
verfication of intra-Community transactions in goods and