26. 9. 85 Official Journal of the European Communities No C 245/1 
II 
(Preparatory Acts) 
COMMISSION 
Proposal for a Council Directive amending Directive 70/220/EEC on the approximation of the 
laws of the Member States relating to measures to be taken against air pollution by gases from 
the engines of motor vehicles 
COM(85) 288 final 
(submitted by the Commission to the Council pursuant to the second paragraph of Article 149 of 
the EEC Treaty on 21 June 1985) 
(85/C 245/01) 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European 
Economic Community, and in particular Article 100 
thereof, 
Having regard to the proposal from the Commission, 
Having regard to the opinion of the European Parlia­
ment, 
Having regard to the opinion of the Economic and 
Social Committee, 
Whereas the first programme of action of the European 
Communities on the environment, which was adopted 
by the Council on 22 November 1973, calls for account 
to be taken of the latest scientific progress in combat­
ing air pollution caused by exhaust gases from motor 
vehicles and for Directives adopted previously to be 
amended accordingly, and whereas the third pro­
gramme of action provides for further efforts to reduce 
considerably the present level of emissions of pollu­
tants from motor vehicles; 
Whereas, Directive 70/220/EEC (') lays down limit 
values for emissions of carbon monoxide and unburnt 
hydrocarbons from such engines; whereas these limit 
values were lowered for the first time by Directive 74/ 
290/EEC (2) and supplemented, pursuant to Directive 
77/102/EEC (3) with limit values for permissible emis­
sions of oxides of nitrogen; whereas the limit values for 
these three pollutants were successively reduced by Directives 78/665/EEC (4) and 83/351 /EEC (5); 
Whereas the work undertaken by the Commission in 
connection with its policy of pursuing a comprehensive 
approach to the development of rules for the motor 
industry has shown that the Community industry 
already has, or is currently perfecting, engine technol­
ogy which will allow a further reduction in limit values; 
whereas this reduction does not compromise, for the 
period in question, the objectives of Community policy 
in other fields, particularly that of the rational use of 
energy; 
Whereas the Community has an obligation to imple­
ment Directives on the protection of the environment 
which, as far as vehicle emissions are concerned, make 
it possible to obtain values adapted to European condi­
tions so that their effect on the enviroment is equiva­
lent to that of US standards for vehicle emissions; 
whereas this is also essential for reasons of innovation 
and industrial competitiveness; whereas, to achieve this 
objective, it is advisable to provide for a differentiated 
solution for the various categories of vehicle engine 
capacity so as to allow, as far as possible, compliance 
with Community requirements at reasonable cost and 
using different technical means; whereas the limit val­
ues laid down for vehicles with an engine capacity of 
less than 1,4 litres reflect the current technical and 
economic conditions of European manufacturers in 
this section of the market and whereas the limit values 
(') OJNoL76,6.4. 1970, p. 1. 
(2) OJ No L 159, 15.6. 1974, p. 61. 
(3) OJ No L 32, 3. 2. 1977, p. 32. (4) OJ No L 223, 14. 8. 1978, p. 48. 
(5) OJ No L 197, 20. 7. 1983, p. 1. 
No C 245/2 Official Journal of the European Communities 26. 9. 85 
applicable in 1993/1994 should be fixed in 1987; 
Whereas the limit values in this Directive are based on 
the test method laid down in Directive 70/220/EEC 
but this procedure must be adapted subsequently so 
that it reflects not only traffic conditions in congested 
urban centres but those outside such centres; whereas a 
decision concerning such adaptation should be taken 
by 1987 at the latest; 
Whereas the Directive 70/220/EEC refers in its 
Article 5 to the possibility of adapting the provision of 
the Annexes to take account of technical progress; 
Whereas petrol engines in all vehicles caught by this 
Directive should be designed to run exclusively on 
unleaded petrol so as to make it possible to abandon 
the use of lead-based additives in petrol and thus make 
a decisive contribution to the reduction of environmen­
tal pollution by this element; 
Whereas it is necessary to ensure that the provisions 
relating to the compression-ignition engines of vehicles 
covered by this Directive remain compatible, with due 
regard to the specific nature of all the pollutants emit­
ted by such engines, with the subsequent evolution of 
provisions relating to the other pollutants emitted by 
such engines and covered by Directive 72/306/EEC; 
Whereas, during the interim period between the adop­
tion of European standards and the implementation of 
the modified European test cycle, it is desirable that 
vehicles which obtain type approval in accordance with 
equivalent standards on Community export markets 
also qualify for EEC type-approval; 
Whereas, with due regard for the Treaty's rules, Mem­
ber States which so wish may apply in advance the new 
values laid down in this Directive, on the understand­
ing that if they do so they may not prohibit the market­
ing or use of vehicles, whether manufactured at home 
or imported, which comply with Community require­
ments, 
HAD ADOPTED THIS DIRECTIVE: 
Article 1 
Annexes I, II, III, VI and VII to Directive 70/220/EEC 
shall be amended in accordance with the Annex to this 
Directive. A new Annex III A shall be introduced. Article 2 
1. From 1 January 1986, Member States, for reasons 
connected with pollution of the air by exhaust gases or 
with engine fuel requirements, may: 
— neither refuse, in respect of a motor-vehicle type, to 
grant EEC type-approval, 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, 
— nor prohibit the initial entry of the vehicles into 
free circulation, 
if emissions of polluting gases from that type of motor 
vehicle, or from those vehicles, and the engine fuel 
requirements satisfy the provisions of Directive 70/ 
220/EEC, as amended by this Directive. 
2. From 1 October 1988 as regards vehicle types with 
an engine capacity of over 2 000 cm3, 
from 1 October 1990 as regards vehicle types with an 
engine capacity of 1 400 cm3 or less, and 
from 1 October 1991 as regards vehicle types with an 
engine capacity of and between 1 401 cm3 and 
2 000 cm3, 
Member States may: 
— cease to issue the document provided for in the last 
indent of Article 10 (1) of Directive 70/156/EEC 
for a motor-vehicle type, and 
— refuse national approval for a motor-vehicle type, 
whose emissions of polluting gases and whose engine 
fuel requirements do not satisfy the provisions in the 
Annexes to Directive 70/220/EEC, as amended by this 
Directive. 
3. From 1 October 1989 as regards vehicle types with 
an engine capacity of over 2 000 cm3, 
from 1 October 1991 as regards vehicle types with an 
engine capacity of 1 400 cm3 or less, and 
from 1 October 1993 as regards vehicle types with an 
engine capacity of and between 1401 cm3 and 
2 000 cm3, 
Member States may prohibit the initial entry of vehicles 
into free circulation whose emissions of polluting gases 
and whose engine fuel requirements do not satisfy the 
provisions in the Annexes of Directive 70/220/EEC, as 
amended by this Directive. 
26. 9. 85 Official Journal of the European Communities No C 245/3 
Article 3 
By 31 December 1987 at the latest, 
— the limit values to be applied from 1993/94 to ve­
hicles with an engine capacity of 1 400 cm3 or less, 
or equivalent, shall have been adopted in accord­
ance with Article 100 of the Treaty; 
— the Council, acting by qualified majority, on pro­
posals from the Commission, shall have amended 
the test contained in Annex III to Directive 70/ 220/EEC in order to adapt it to traffic conditions 
both in and outside congested urban centres. 
Article 4 
The Member States shall bring into force, before 1 Jan­
uary 1986, the provisions necessary to comply with this 
Directive and shall forthwith inform the Commission 
thereof. 
Article 5 
This Directive is addressed to the Member States. 
No C 245/4 Official Journal of the European Communities 26. 9. 85 
ANNEX 
Amendments to the Annexes to Directive 70/220/EEC 
ANNEX I 
The following new point shall be added: 
'3.2.4. a description of the measures taken to ensure that the vehicle can be supplied only with 
unleaded petrol in accordance with the provisions of Directive 85/210/EECO). By way of 
example, this condition is deemed to be met if it can be demonstrated that the inlet orifice of 
the fuel tank is so designed that it enables the tank to be filled only from a petrol pump 
delivery nozzle which has an external diameter not exceeding 2,1 cm and a straight section 
with a minimum length of 6,3 cm.' 
In item 5.1, the existing text shall be numbered 5.1.1. 
The following new point shall be added: 
'5.1.2. the vehicle must be designed to run on unleaded petrol .as specified by Directive 85/210/ 
EEC 
Point 5.2.1.1.4 shall read as follows: 
'5.2.1.1.4. Subject to the requirements of 5.2.1.1.4.2 and 5.2.1.1.5 the test is to be carried out three times. 
The mass of the carbon monoxide, the combined mass of the hydrocarbons and the nitrogen 
oxides and the mass of the nitrogen oxides obtained in the test must be less than the 
amounts shown in the table below, for the corresponding vehicle categories: 
Cubic capacity 
C 
(cm3) 
C> 2 000 
1 401 < C < 2 000 
C < 1 400 Mass of carbon 
monoxide 
Li 
(g/test) 
25 
30 
45 Combined mass of 
hydrocarbons and 
oxides of nitrogen 
(g/test) 
6,5 
8 
15 Mass of oxides 
of nitrogen 
u 
(g/test) 
3,5 
4 
6 
Vehicles equipped with compression-ignition engines whose cubic capacity exceeds 
1 401 cm3 must comply with the limit values corresponding or equivalent to the category of 
cubic capacities ranging between 1 401 cm3 and 2 000 cm3.' 
In points 5.2.1.1.4.1, 5.2.1.1.4.2, 5.2.1.1.5.1 and 5.2.1.1.5.2, the words 'and the mass of nitrogen oxides' or 
'and the emissions of oxides of nitrogen' shall be added after any reference to combined figures for 
hydrocarbons and oxides of nitrogen. 
The table in point 7.1.1.1 shall be replaced by the following: 
Cubic capacity 
C 
(cm3) 
C > 2 000 
1 401 < C < 2 000 
C < 1 400 Mass of carbon 
monoxide 
L, 
(g/test) 
30 
36 
54 Combined mass of 
hydrocarbons and 
oxides of nitrogen 
L2 
(g/test) 
8,1 
10 
19 Mass of oxides 
of nitrogen 
L3 
(g/test) 
4,4 
5 
7,5 
(') OJNoL96, 3.4. 1985. 
26. 9. 85 Official Journal of the European Communities No C 245/5 
Vehicles equipped with compression-ignition engines whose cubic capacity exceeds -
1 401 cm3 must comply with the limit values corresponding or equivalent to the category of 
cubic capacities ranging between 1 401 cm3 and 2 000 cm3.' 
The second paragraph of point 7.1.1.2 shall read as follows: 
'L is the limit value laid down in 7.1.1.1 for the emissions of carbon monoxide, the combined 
emissions of hydrocarbons and oxides of nitrogen and the emissions of oxides of nitrogen;'. 
Point 8.1 shall read as follows: 
'8.1. The limit values specified in the tables set out in 5.2.1.1.4 and 7.1.1.1 in Annex I to Directive 
70/220/EEC, as amended by Directive 83/351/EEC, shall apply for the type approval and 
verification of production conformity of the following vehicles: 
— vehicles other than those of category M,; 
— passenger vehicles of category M, designed to carry more than six occupants including 
the driver or whose maximum mass exceeds 2 500 kg; and 
— vehicles designed for use off the public highway.' 
The following new point shall be added: 
'8.3. Test equivalent to the type I test /or verifying emissions after a cold start. 
8.3.1. Until a modified version of the test specified in 5.2.1.1 (European cycle) enters into force 
and for the type approval and verification of production conformity of passenger vehicles of 
category M, equipped with an engine whose cubic capacity exceeds 1 401 cm3, designed to 
carry not more than six occupants including the driver and/or having a maximum mass not 
exceeding 2 500 kg, the technical service may, at the request of a maufacturer, carry out the 
equivalent test described in Annex III A (EPA cycle) instead of that described in 5.2.1.1. If 
so, the following provisions shall apply: 
8.3.1.1. For vehicle type-approval, the limit values specified in the table set out in 5.2.1.1.4 shall be 
replaced by the following: 
— Mass of carbon monoxide (L|): 2,1 g/km 
— Combined mass of hydrocarbons and oxides of nitrogen (L2): 0,9 g/km 
— Mass of oxides of nitrogen (L3): 0,6 g/km. 
These limit values are deemed to be met if they are not exceeded by the results of tests on a 
vehicle type multiplied by a factor of 1,3. 
8.3.1.2. For the verification of production conformity, the limit values specified in the table set out 
in 7.1.1.1 shall be replaced by those of 8.3.1.1. They are deemed to be met if the conditions 
set out in 7 are satisfied.' 
ANNEX II 
A footnote reference '(4)' shall be inserted after 1.4 and 1.5. 
A footnote reference '(5)' shall be inserted after 1.7. 
The following footnotes shall be added: 
'(4) This figure must be rounded off to the nearest tenth of a millimetre. 
(5) This value must be calculated with n = 3,1416 and rounded off to the nearest cm3.' 
ANNEX III 
Point 3.1.7 shall be deleted. 
No C 245/6 Official Journal of the European Communities 26. 9. 85 
ANNEX VI 
(Specifications of reference fuels) 
The table set out in point 1 shall be replaced by the following: 
1. TECHNICAL DATA OF THE REFERENCEE FUEL TO BE USED FOR TESTING 
VEHICLES EQUIPPED WITH A GASOLINE-FUELLED ENGINE 
CEC reference fuel RF-08-T-85 
Type: Premium gasoline, unleaded 
Research octane number 
Motor octane number 
Sensivity 
Delta Rat 100 °C 
Density at 15 °C 
Reid vapour pressure 
Distillation 
— initial boiling point 
— 10% vol point 
— 50 % vol point 
— 90 % vol point 
— final boiling point 
Residue 
Hydrocarbon analysis 
— olefins 
— aromatics 
— saturates 
Carbon/hydrogen ratio 
Oxidation stability 
Existent gum 
Potential gum 
Sulphur content 
Copper corrosion at 50 ° C 
Lead content 
Scavenger 
Organic lead compound 
Phosphorous content 
Other additives Limits and units 
Minimum 
95,0 
85,0 
0,745 
0,56 bar 
24 °C 
42 °C 
90 °C 
155 °C 
190 °C 
(Including 
maximum 5 % vol 
benzene*) 
ratio 
480 min. Maximum 
0,765 
0,64 bar 
40 °C 
58 °C 
110°C 
180 °C 
215°C 
2% 
20 % Vol. 
45 % vol 
balance 
4 mg/100 ml 
— 
0,04 % mass 
1 
0,005 g/1 
0,0013 g/1 ASTM method 
D2699 
D2700 
D 2699/D 2700 
IP325/D2699 
D1298 
D 323 
D 86 
D 86 
D 86 
D 86 
D 86 
D 86 
D1319 
D1319 
•D3606/D2267 
D1319 
D 525 
D 381 
D 873 
D1266/D2622/ 
D2785 
D 130 
D3237 
D3231 
ANNEX VII 
The following words shall be inserted at the end of the first line of point 14: 
'carried out in accordance with Annex Ill/Annex III A 1'. 
The following words shall be inserted at the end of the first line of point 14.1: 
'carried out in accordance with Annex III 1'. 
The following new item shall be inserted after point 14.1: 
'14.2. Type I test carried out in accordance with Annex III A 1: 
CO:...g/km HC:...g/km NOx:... g/km\ 
Point 14.2 shall become 14.3. 
Point 14.3 shall become 14.4. 
26. 9. 85 Official Journal of the European Communities No C 245/7 
ANNEX III A 
TEST EQUIVALENT TO THE TYPE I TEST FOR VERIFYING EMISSIONS AFTER A COLD 
START 
1. INTRODUCTION 
... defined in 8.3, Annex I. 
2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER 
2.1. Description of the cycle 
The operating in the table depicted in the graph in Appendix 1. 
The breakdown Appendix. 
2.2. (id. 2.2, Annex III). 
2.3. Transmissions 
2.3.1. All test conditions, except as noted, shall be run according to the manufacturer's recommenda­
tions to the ultimate purchaser, provided that such recommendations are representative of what 
may reasonably be expected to,be followed by the ultimate purchaser under in-use conditions. 
2.3.2. Vehicles equipped with free wheeling or overdrive, except as noted, shall be tested with these 
features operated according to the manufacturer's recommendations to the ultimate purchaser. 
2.3.3. Idle modes shall be run with automatic transmission in 'drive' and the wheels braked: manual 
transmissions shall be in gear with the clutch disengaged, except first idle. 
The vehicle shall be driven with minimum accelerator pedal movement to maintain the desired 
speed. 
2.3.4. Accelerations shall be driven smoothly following representative shift speeds and procedures. 
For manual transmissions, the operator shall release the accelerator pedal during each shift and 
accomplish the shift with minimum time. If the vehicle cannot accelerate at the specified rate, 
the vehicle shall be operated at maximum available power until the vehicle speed reaches the 
value prescribed for that time in the driving schedule. 
2.3.5. The deceleration modes shall be run in gear using brakes or accelerator pedal as necessary to 
maintain the desired speed. Manual transmission vehicles shall have the clutch engaged and 
shall not change gears from the previous mode. For those modes which decelerate to zero, 
manual transmission clutches shall be depressed when the speed drops below 24,1 km/h, when 
engine roughness is evident, or when engine stalling is imminent. 
2.3.6. Manual transmission 
2.3.6.1. In the case of test vehicles equipped with manual transmissions, the transmission shall be 
shifted in accordance with procedures which are representative of shift patterns that may 
reasonably be expected to be followed by vehicles in use in terms of such variables as vehicle 
speed or percent rated engine speed. At the administrator's discretion, a test vehicle may also 
be shifted according to the shift procedures recommended by the manufacturer to the ultimate 
purchaser, if such procedures differ from those which are reasonably expected to be followed 
by vehicles in use. 
2.3.6.2. A manufacturer may recommend to the ultimate purchaser shift procedures other than those 
used in testing by the technical service, provided that all shift procedures (including multiple 
shift speeds) which the manufacturer proposes to supply to the ultimate purchaser are provided 
to the administrator as part of the manufacturer's application for certification. 
2.3.7. Downshifting is allowed at the beginning of or during a power mode in accordance with the 
shift procedure determined in paragraph 2.3.6.1 of this section. 
2.4. Tolerances 
2.4.1. The dynamometer driving schedule is listed in Appendix 1. The driving schedule is defined by 
a smooth trace drawn through the specified speed vs. time relationships. It consists of a non-
repetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences 
and rates. 
2.4.2. The dynamometer driving schedule is prescribed in Appendix 1. The speed tolerances at any 
given time for this schedule, or for a driver's aid chart approved by the administrator, when 
conducted to meet the provisions of 6.2 are: 
— The upper limit is 3,2 km/h higher than the highest point on the trace within 1 second of 
the given time. 
— The lower limit is 3,2 km/h lower than the lowest point on the trace within 1 second of the 
given time. 
No C 245/8 Official Journal of the European Communities 26. 9. 85 
Speed variations greater than the tolerances (such as may occur during gear changes) are 
acceptable provided they occur for less than 2 seconds on any occasion. 
Speeds lower than those prescribed are acceptable provided the vehicle is operated at 
maximum available power during such occurrences. 
The speed tolerance shall be as specified above, except that the upper lower limits shall be 
6,4 km/h. 
The following figures show the range of acceptable speed tolerances for typical points. 
Figure A is typical of portions of the speed curve which are increasing or decreasing 
throughout the 2-second time interval. Figure B is typical of portions of the speed curve 
which include a maximum or minimum. 
a-
C/3 Allowable 
Range 
a 
C/3 
Figure A Figure B 
3. 
3.1. 
3.1.1. 
3.1.2. 
3.1.3. 
3.1.4. 
3.1.5. 
3.1.6. 
3.2. VEHICLE AND FUEL 
Test vehicle 
id. 3.1.1 to 3.1.6, Annex III. 
Fuel 
id. 3.2, Annex III 
(+ unleaded fuel). 
4. 
4.1. 
4.1.1. 
4.1.2. 
4.1.3. 
4.1.4.2. TEST EQUIPMENT 
Chassis 
} id. 4.1.1, 4.1.2 and 4.1.3, Annex III. 
4.1.4. Accuracy 
4.1.4.1. id. 4.1.4.1, Annex III. 
In the case of a dynamometer with a fixed load curve the accuracy of the load setting at 
60,5 km/h must be 5 %. In the case of a dynamometer with an adjustable load curve, the accu­
racy of matching a dynamometer load to road must be 5 % at 80,5,60 and 40 km/h and 10 % at 
20 km/h. Below this, dynamometer absorption must be positive. 
26. 9. 85 Official Journal of the European Communities No C 245/9 
4'J 44' id. 4.1.4.3 and4.1.4.4, Annex III. 
4.1.5. Load and inertia setting 
4.1.5.1. Dynamometer with a fixed load curve: the load simulator must be adjusted to absorb the 
power exerted on the driving wheels at a steady speed of 80,5 km/h. The means by which a 
load is determined and set are described in Appendix 3. 
4.1.5.2. Dynamometer with an adjustable load curve: the load simulator must be adjusted in order to 
absorb the power exerted on the driving wheels at steady speeds of 20, 40, 80 and 80,5 km/h. 
The means by which these loads are determined and set are described in Appendix 3. 
4.1.5.3. id. 4.1.5.3, Annex III. 
4.2. 
4.3. 
44 
4 5 } id. 4.2. to 4.7, Annex III. 
4.6. 
4.7. 
5. PREPARING THE TEST 
5.1. Adjustment of inertia simulators 
Reference mass of the vehicle 
480 
540 
600 
650 
700 
780 
820 
880 
940 
990 
1 050 
1 110 
1 160 
1 220 
1 280 
1 330 
1 390 
1450 
1 500 
1 560 
1 620 
1 670 
1 730 
1 790 
1 870 
1980 
2 100 
2210 
2 320 
2 440 
2 610 
2 830 < 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr 
Pr < 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 
< 480 
540 
600 
650 
700 
780 
820 
880 
940 
990 
1 050 
1 110 
1 160 
1220 
1280 
1330 
1 390 
1450 
1 500 
1 560 
1 620 
1 670 
1 730 
1 790 
1 870 
1980 
2 100 
2210 
2 320 
2 440 
2610 
2 830 Equivalent inertial mass 
450 
510 
570 
625 
680 
740 
800 
850 
910 
960 
1 020 
1 080 
1 130 
1 190 
1 250 
1 300 
1360 
1420 
1470 
1 530 
1 590 
1640 
1700 
1760 
1 810 
1930 
2 040 
2 150 
2 270 
2 380 
2 490 
2 720 
2 940 
Flywheels electrical or other means of simulating test weight as shown in the following table 
shall be used. If the equivalent test weight specified is not available on the dynamometer being 
used, the next higher equivalent test weight (not to exceed 125 kg) available shall be used. 
No C 245/10 Official Journal of the European Communities 26. 9. 85 
NB: the reference mass of the vehicle is the mass of the vehicle in running order less the uni­
form mass of the driver and increased by a uniform mass of 136 kg. 
5.2. Setting of the dynamometer: id. 5.2, Annex III. 
5.3. Conditioning of vehicle 
5.3.1. Before the test, the vehicle must be kept in a room in which the temperature remains relatively 
constant between 20 and 30° C. This conditioning must be carried out for at least 12 hours and 
continue until the engine oil temperature and coolant, if any, are within ± 2° C of the tempera­
ture of the room. 
If the manufacturer so requests, the test must be carried out not later than 36 hours after the 
vehicle has been run at its normal temperature. 
5.3.2. id. 5.3.2, Annex III. 
6. PROCEDURE FOR BENCH TESTS 
6.1. id. 5.1 to 6.1.4, Annex III. 
to 
6.1.4. 
6.2. Test and sampling 
6.2.1. The vehicle shall be stored prior to the emission test in such a manner that precipitation (e.g., 
rain or dew) does not occur on the vehicle. The complete dynamometer test consists of a cold-
start drive of 12,1 km and simulates a hot-start drive of 12,1 km. The vehicle is allowed to stand 
on the dynamometer during the 10-minute time period between the cold and hot start tests. The 
cold start test is divided into two periods. The first period, representing the cold start 'transient' 
phase, terminates at the end of the deceleration which is scheduled to occur at 505 seconds of 
the driving schedule. The second period, representing the 'stabilized' phase, consists of the 
remainder of the driving schedule including engine shutdown. The hot-start test similarly con­
sists of two periods. The first period, representing the hot-start 'transient' phase, terminates at 
the same point in the driving schedule as the first period of the cold-start test. The second 
period of the hot-start test, 'stabilized' phase, is assumed to be identical to the second period of 
the cold start test. Therefore the hot-start test terminates after the first period (505 seconds) is 
run. 
6.2.2. The following steps shall be taken for each test: 
6.2.2.1. Place drive wheels of vehicle on dynamometer without starting engine. Reset and enable the 
roll revolution counter. 
6.2.2.2. Open the vehicle engine compartment cover and position the cooling fan. 
6.2.2.3. With the sample selector valves in the 'standby' position, connect evacuated sample collection 
bags to the dilute exhaust and dilution air sample collection systems. 
6.2.2.4. Start the CVS (if not already on), the sample pumps, the temperature recorder, the vehicle cool­
ing fan and the heated hydrocarbon analysis recorder (diesel only). (The heat exchanger of the 
constant volume sampler, if used, diesel hydrocarbon analyzer continuous sample line and fil­
ter (if applicable) should be preheated to their respective operating temperatures before the test 
begins.) 
6.2.2.5. Adjust the sample flow rates to the desired flow rate (minimum of 0,28 mVh) and set the gas 
flow measuring devices to zero. 
NB: CFV-CVS sample flow rate is fixed by the venturi design. 
6.2.2.6. Attach the flexible exhaust tube to the vehicle tailpipe(s). 
6.2.2.7. Start the gas flow measuring device, position the sample selector valves to direct the sample 
flow into the 'transient' exhaust sample bag and the 'transient' dilution air sample bag (turn on 
the diesel hydrocarbon analyzer system integrator and mark the recorder chart, if applicable), 
turn the key on and start cranking the engine. 
Fifteen seconds after the engine starts, place the transmission in gear. 
Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving 
schedule. 
Operate the vehicle according to the dynamometer driving schedule. 
At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously 
switch the sample flows from the 'transient' bags to the 'stabilized' bags, switch off gas flow 
measuring device No 1 (and the diesel hydrocarbon integrator No 1 — mark the diesel hydro­
carbon recorder chart) and start gas flow measuring device No 2 (and diesel hydrocarbon inte-6.2.2.8. 
6.2.2.9. 
6.2.2.10. 
6.2.2.11. 
26.9.85 Official Journal of the European Communities No C 245/11 
grator No 2). Before the acceleration which is scheduled to occur at 510 seconds, record the 
measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon 
as possible transfer the 'transient' exhaust and dilution air samples to the analytical system and 
process the samples according to obtain a stabilized reading of the exhaust sample on all ana­
lyzers within 20 minutes of the end of the sample collection phase of the test. 
6.2.2.12. Turn the engine off 2 seconds after the end of the last deceleration (at 1 369 seconds). 
6.2.2.13. Five seconds after the engine stops running, simultaneously turn off gas flow measuring device 
No 2 (and the diesel hydrocarbon integrator No 2, mark the hydrocarbon recorder chart, if 
applicable) and position the sample selector valves to the 'standby' position. Record the 
measured roll or shaft revolutions and reset the counter. As soon as possible transfer the 'stabi­
lized' exhaust and dilution air samples to the analytical system and process the samples in order 
to obtain a stabilized reading of the exhaust sample on all analyzers within 20 minutes of the 
end of the sample collection phase of the test. 
6.2.2.14. Immediately after the end of the sample period turn off the cooling fan and close the engine 
compartment cover. 
6.2.2.15. Turn off the CVS or disconnect the exhaust tube from the tailpipe of the vehicle. 
6.2.2.16. Repeat the steps in paragraph 6.2.2.2 through 6.2.2.10 of this section for the hot-start test, 
except only one evacuated sample bag is required for sampling exhaust gas and one for dilu­
tion air. The key-on operation step described in paragraph 6.2.2.7 of this section shall begin 
between 9 and 11 minutes after the end of the sample period for the cold-start test. 
6.2.2.17. At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously turn 
off gas flow measuring device No 1 (and diesel hydrocarbon integrator No 1, mark the diesel 
hydrocarbon recorder chart, if applicable) and position the sample selector valve to the 
'standby' position (engine shutdown is not part of the hot-start test sample period). Record the 
measured roll or shaft revolutions. 
6.2.2.18. As soon as possible transfer the hot start 'transient' exhaust and dilution air samples to the 
analytical system and process the samples in order to obtain a stabilized reading of the exhaust 
sample on all analyzers within 20 minutes of the end of the sample collection phase of the test. 
6.3. Engine starting and restarting 
6.3.1. Gasoline-fuelled vehicles: This paragraph applies to gasoline-fuelled vehicles. 
6.3.1.1. The engine shall be started according to the manufacturer's recommended starting procedures 
in the owner's manual. The initial 20-second idle period shall begin when the engine starts. 
6.3.1.2. Choke operation: (*) Vehicles equipped with automatic chokes shall be operated according to 
the manufacturer's operating instructions in the owner's manual, including choke setting and 
'kick-down' from cold fast idle. 
(*) Vehicles equiped with manual chokes shall be operated according to the manufacturer's 
operating instructions in the owner's manual. 
6.3.1.3. The transmission shall be placed in gear 15 seconds after the engine is started. If necessary, 
braking may be employed to keep the drive wheels from turning. 
6.3.1.4. The operator may use the choke, accelerator pedal, etc., where necessary to keep the engine 
running. 
6.3.1.5. If the manufacturer's operating instructions in the owner's manual do not specify a warm 
engine starting procedure, the engine (automatic- and manual-choke engines) shall be started 
by depressing the accelerator pedal about half-way and cranking the engine until it starts. 
Diesel vehicles: The engine shall be started according to the manufacturer's recommended start­
ing procedures in the owner's manual. The initial 20-second idle period shall begin when the 
engine starts. The transmission shall be placed in gear 15 seconds after the engine is started. If 
necessary, braking may be employed to keep the drive wheels from turning. 
If the vehicle does not start after 10 seconds of cranking, cranking shall cease and the reason 
for failure to start shall be determined. The gas flow measuring device on the constant volume 
sampler (usually a revolution counter) or CFV (and the hydrocarbon integrator when testing 
diesel vehicles) shall be turned off and the sampler selector valves placed in the 'standby' 
position during this diagnostic period. In addition, either the CVS should be turned off, or the 6.3.2. 
6.3.3. 
No C 245/12 Official Journal of the European Communities 26. 9. 85 
exhaust tube disconnected from the tailpipe during the diagnostic period. If failure to start is 
an operational error, the vehicle shall be rescheduled for testing from a cold start. 
6.3.3.1. If a failure to start occurs during the cold portion of the test and is caused by a vehicle mal­
function, corrective action of less than 30 minutes duration may be taken and the test contin­
ued. All sampling system(s) shall be reactivated at the same time cranking begins. When the 
engine starts, the driving schedule timing sequence shall begin. If failure to start is caused by 
vehicle malfunction and the vehicle cannot be started, the test shall be voided. 
6.3.3.2. If a failure to start occurs during the hot-start portion of the test and is caused by vehicle mal­
function, the vehicle must be started within one minute of key on. All sampling systems(s) shall 
be reactivated at the same time cranking begins. When the engine starts, the driving schedule 
timing sequence shall begin. If the vehicle cannot be started within 1 minute of key on, the test 
shall be voided. 
6.3.4. If the engine 'false starts' the operator shall repeat the recommended starting procedure (such 
as resetting the choke, etc.) 
6.3.5. Stalling: (*) If the engine stalls during an idle period, the engine shall be restarted immediately 
and the test continued. If the engine cannot be started soon enough to allow the vehicle to 
follow the next acceleration as prescribed, the driving schedule indicator shall be stopped. 
When the vehicle restarts, the driving schedule indicator shall be reactived. 
(*) If the engine stalls during some operating mode other than idle, the driving schedule indi­
cator shall be stopped, the vehicle shall than be restarted and accelerated to the speed required 
at the point in the driving schedule and the test continued. 
(*) If the vehicle will not restart within 1 minute, the test shall be voided. 
7. 
7.1. 
7.2. 
7.3. 
7.4. 
7.5. 
7.6. 
7.7. PROCEDURE FOR 
id. 7.2.2, Annex III. 
id. 7.2.3, Annex III. 
id. 7.2.4, Annex III. 
id. 7.2.5, Annex III. 
id. 7.2.6, Annex III. 
id. 7.2.7, Annex III. 
id. 7.2.8^ Annex III. 
8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS 
8V id. 8.1. and 8.2, Annex III. 
26. 9. 85 Official Journal of the European Communities No C 245/13 
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26.9.85 Official Journal of the European Communities No C 245/19 
APPENDIX 2 
CHASSIS DYNAMOMETER 
1. DEFINITION 
1.1. id. 1.1, Appendix 2, Annex III, but replace '10 to 50 km/h' by '10 to 80,5 km/h'. 
2. METHOD OF CALIBRATING THE DYNAMOMETER 
2.1. id. 2.1, Appendix 2, Annex III. 
2.2. Calibrating the power indicator to 80,5 km/h. 
2.2.1. The dynamometer shall be calibrated at least once each month or performance verified at least 
once each week and then calibrate as required. The calibration shall consist of the manufac­
turer's recommended calibration procedure plus a determination of the dynamometer factional 
power absorption at 80,5 km/h. One method for determining dynamometer frictional power 
absorption at 80,5 km/h is described below, other methods may be used if shown to yield equi­
valent results. The measured absorbed road power includes the dynamometer friction as well 
as the power absorbed by the power absorption unit. The dynamometer is driven above the test 
speed range. The device used to drive the dynamometer is then disengaged from the dynamo­
meter and the roll(s) is (are) allowed to coast down. The kinetic energy of the system is dissi­
pated by the dynamometer. This method neglects the variations in roll bearing friction due to 
the drive axle weight of the vehicle. The inertia of the free (rear) roll may be neglected in the 
case of dynamometers with paired rolls. 
2.2.1.1. Devise a method to determine the speed of the drive" roll if it has not already been measured. A 
fifth wheel, revolution pickup, or other suitable means may be used. 
2.2.1.2. Place a vehicle on the dynamometer or devise another method of driving the dynamometer. 
2.2.1.3. Engage the inertial flywheel or other inertial simulation system for the most common vehicle 
mass category for which the dynamometer is used. In addition other vehicle mass categories 
may be calibrated, if desired. 
2.2.1.4. Drive the dynamometer up to 80,5 km/h. 
2.2.1.5. Record indicated road power. 
2.2.1.6. Drive the dynamometer up to 96,9 km/h. 
2.2.1.7. Disengage the device used to drive the dynamometer. 
2.2.1.8. Record the time for the dynamometer drive roll to coast down from 88,5 km/h to 72,4 km/h. 
2.2.1.9. Adjust the power absorption unit to a different level. 
2.2.1.10. Repeat steps 2.2.1 to 2.2.1.9 above sufficient times to cover the range of road power used. 
2.2.1.11. Calculate absorbed road power. See paragraph 2.2.3 of this section. 
2.2.1.12. Plot indicated road load power at 80,5 km/h vs. road load power as shown in Figure A. 
2.2.2. The performance check consists of conducting a dynamometer coastdown at one or more iner­
tia-horsepower settings and comparing the coastdown time to that recorded during the last cali­
bration. If the coastdown times differ by more than 1 s a new calibration is required. 
2.2.3. Calculations. The road load power actually absorbed by the dynamometer is calculated from 
the following equation: 
2 000t 
Pa = Power, kilowatt 
W = Equivalent inertia, kg 
V, = Initial velocity (m/s) 
V2 = Final velocity (m/s) 
t = elapsed time for rolls to coast from 88,5 to 72,4 km/h 
No C 245/20 Official Journal of the European Communities 26. 9. 85 
•o «j 
•° > 
o J2 
C 30,0 
20,0 
10,0 
0 -1 
1 1 
, 1 
1 -
-
10,0 20,0 30,0 40,0 
Actual road load at 80,5 km/h 
Figure A: Road load — Actual vs. Indicated 
2.3. id. 2.3, Appendix 2, Annex III. 
2.4. Deleted. 
3. SETTING OF THE DYNAMOMETER 
3.1. Vacuum method: id 3.1, Appendix 2, Annex III, but replace 'at the speed of 50 km/h' by 'at the 
speed of 80,5 km/h'. 
3.2. Other setting method: id. 3.2, Appendix 2, Annex III, but replace 'at the speed of 50 km/h' by 
'at the speed of 80,5 km/h'. 
3.3. Alternative method 
3.3.1. The power absorption unit shall be adjusted to reproduce road load power at 80,5 km/h true 
speed. The dynamometer power absorption shall take into account the dynamometer friction. 
3.3.2. The dynamometer road load setting is determined from the equivalent test weight, the refer­
ence frontal area, the body shape, the vehicle protuberances and the fire type by the following 
equations. 
3.3.2.1. For light-duty vehicles to be tested on a twin roll dynamometer. 
tW PA (kW) - 0,746 aA + P -0,454 
where: PA = The dynamometer power absorber setting at 80,5 km/h (horsepower) 
A= The vehicle reference frontal area(m2). The vehicle reference frontal area is 
defined as the area of the orthogonal projection of the vehicle including tyres and 
suspension components, but excluding vehicle protuberances, on to a plane per­
pendicular to both the longitudinal plane of the vehicle and the surface upon 
which the vehicle is positioned. Measurements of this area shall be computed to 
the nearest hundredth of a square metre using a method approved in advance by 
the administrator. 
P= the protuberance power correction factor from Table 1 of this paragraph (horse­
power) 
W= vehicle equivalent test weight (kg) 
a= < 0,43 for fastback-shaped vehicles; =0,50 for all other light-duty vehicles 
26.9.85 Official Journal of the European Communities No C 245/21 
t= 0,0 for vehicles equipped with radical ply tyres = 3 x 10 for all other vehicles 
A vehicle is considered to have a fastback shape if the rearward projection of that 
portion of the rear surface (A2) which slopes at an angle of less than 20° from the 
horizontal is at least 25 % as large as the vehicle reference frontal area. In addition, 
this surface must be smooth, continuous, and free from any local transitions 
greater than 4°. An example of a fastback shape is presented in Figure 1. 
Side view a < 20° 
A2 > 0,25 A Rear view 
Figure 1 
3.3.2.2. TABLE 1 
Protuberance power, P, versus total protuberance frontal area, A2 
A 
A 0,30 
0,30 A 
0,60 A 
0,90 A 
1,20 A 
1,50 A 
1,80 A 
2,10A 
2,40 A 
2,70 A 
3,00 A 0,60 
0,90 
1,20 
1,50 
1,80 
2,10 
2,40 
2,70 
3,00 P 
(horsepower) 
0,0 
,40 
,70 
1,00 
1,30 
1,50 
1,90 
2,20 
2,50 
2,80 
3,10 
The protuberance frontal area, A2, is defined in a manner analogous to the definition of the 
vehicle reference frontal area, i. e. the total area of the orthogonal projections of the vehicle 
mirrors, hand ornaments, roof racks, and other protuberance onto a plane(s) perpendicular to 
both the longitudinal plane of the vehicle and the surface upon which the vehicle is positioned. 
A protuberance is defined as any fixture attached to the vehicle protruding more than 2,54 cm 
from the vehicle surface and having a projected area greater than 0,00093 m2 with the area cal­
culated by a method approved in advance by the administrator. Included in the total protuber­
ance frontal area shall be all fixtures which occur as standard equipment. The area of any 
optional equipment shall also be included if it is expected that more than 33 % of the car line 
sold will be equipped with this option. 
The dynamometer power absorber setting for light-duty vehicles shall be rounded to the nearest 
0,1 kilowatt. 
3.3.2.3. For light-duty vehicles to be tested on a single, large roll dynamometer. 
PA (kW) = aA + P + (5,0 x 10-4 + 0,33 t W 
0,454 0,746 
All symbols in the above equation are defined in paragraph 3.3.2.1 of this section. 
No C 245/22 Official Journal of the European Communities 26. 9. 85 
APPENDIX 3 
RESISTANCE TO PROGRESS OF A VEHICLE — MEASUREMENT METHOD ON THE 
ROAD SIMULATION ON A CHASSIS DYNAMOMETER 
id. Appendix 3, Annex III 
APPENDIX 4 
VERIFICATION OF INERTIAS OTHER THAN MECHANICAL 
id. Appendix 4, Annex III 
APPENDIX 5 
DEFINITION OF GAS SAMPLING SYSTEMS 
id. Appendix 5, Annex III, but six bags (instead of two) are necessary on the CVS 
APPENDIX 6 
METHOD OF CALIBRATING THE EQUIPMENT 
id. Appendix 6, Annex III 
APPENDIX 7 
TOTAL SYSTEM VERIFICATION 
id. Appendix 7, Annex III 
APPENDIX 8 
CALCULATION OF THE MASS EMISSIONS OF POLLUTANTS 
The mass emissions of pollutants are calculated by the following equation: 
M| = 0,43^^f + 0,57 MiHT + M" bCT + Ss SHT "I" Ss 
where: 
Mj = mass emission of the pollutant i in grams per test 
MicT = mass emission of the pollutant i in grams during the first phase (transient cold) 
MJHT = mass emission of the pollutant i in grams during the last phase (transient hot) 
Mis = mass emission of the pollutant i in grams during the second phase (stabilized) 
ScT = distance (in km) which has been run during the first phase 
26. 9. 85 Official Journal of the European Communities No C 245/23 
SHT = distance (in km) which has been run during the last phase 
Ss = distance (in km) which has been run during the second phase 
The mass emissions of pollutants are calculated by means of the following: 
Mi-V^xQiXkHxQxlO-6 
where: 
Mi = mass emission of the pollutant i in grams per phase 
Qi 
kH 
Q 
1. 
1.1. = volume of the diluted exhaust gas expressed in litres per phase and corrected to standard con­
ditions (273,2 K and 101,33 kPa) 
— density of the pollutant i in grams per litres at normal temperature and pressure (273,2 K and 
101,33 kPa) 
= humidity correction factor used for the calculation of the mass emissions of oxides of nitro­
gen. There is no humidity correction for HC and CO 
= concentration of the pollutant i in the diluted exhaust gas expressed in ppm and corrected by 
the amount of the pollutant i contained in the dilution air 
VOLUME DETERMINATION 
1.2. id 1.1 to 1.3 Appendix 8, Annex III (but replace 'test' by 'phase'). 
1.3. 
2. CALCULATION OF THE CORRECTED CONCENTRATION OF POLLUTANTS IN 
THE SAMPLING BAG 
id 2. Appendix 8, Annex III. 
3. DETERMINATION OF THE NO-HUMIDITY CORRECTION FACTOR 
id 3 Appendix 8, Annex III. 
4. HC MEASUREMENTS WITH DIESEL ENGINES 
4.1. id 4.3 Appendix 8, Annex III. 
Proposal for a Council Directive on the dumping of waste at sea 
COM(85) 373 final 
(Submitted by the Commission to the Council on 13 August 1985) 
(85/C 245/02) 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European 
Economic Community, and in particular Articles 100 
and 235 thereof, 
Having regard to the proposal from the Commission, 
Having regard to the opinion of the European Parlia­
ment, 
Having regard to the opinion of the Economic and 
Social Committee, 
Whereas the Declaration of the Council of the Euro­
pean Communities and of the Representatives of the Governments of the Member States meeting within the 
Council of 22 November 1973, calls for the implemen­
tation of a European Community action programme on 
the environment ('); 
Whereas this action programme was renewed and 
extended for 1977 to 1981 and 1982 to 1986 by the reso­
lutions of the Council and of the Representatives of the 
(') OJ No C 112,20. 12. 1973, p. 1.