Proposal for a European Parliament and Council Directive 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 internal combustion engines to be installed in non-road mobile machinery (95/C 328/01) (Text with EEA relevance) COM(95) 350 final - 95/0209 (COD)

(Submitted by the Commission on 7 September 1995)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty establishing the European Community, and in particular Article 100a thereof,

Having regard to the proposal from the Commission,

Having regard to the opinion of the Economic and Social Committee,

Acting in accordance with the procedure laid down in Article 189b of the Treaty,

Whereas measures should be adopted within the framework of the internal market; whereas the internal market comprises an area without internal frontiers in which the free movement of goods, persons, services and capital is ensured;

Whereas the fifth environmental action programme (1) recognizes as a fundamental principle that all persons should be effectively protected against recognized health risks from air pollution and that this requires in particular the control of emissions of nitrogen dioxide (NO2), particulates (PT) - black smoke, and other pollutants such as carbon monoxide (CO); whereas with regard to the prevention of tropospheric ozone (O3) formation and its associated health and environmental impact, the emissions of the precursors nitrogenoxides (NOx) and hydrocarbons (HC) must be reduced; whereas the environmental damage caused by acidification will also require reductions inter alia on the emission of NOx and HC;

Whereas the European Community signed the UN-ECE protocol on VOC reduction in April 1992 and adhered to the protocol on NOx reduction in December 1993 (accession), both of which are related to the 1979 Convention on Long-range Transboundary Air Pollution which was approved in July 1982; whereas the Commission committed itself in March 1991 at the 1 477th Environmental Council meeting, to continue examining the question of pollution from diesel engines in agriculture, forestry and industry; whereas the Commission in June 1993 was asked by a memorandum of four Member States to proceed with the preparation of this Directive;

Whereas the objective of reducing the level of pollutant emissions from non-road mobile machinery engines and the establishment and operation of the internal market for engines and machinery cannot be sufficiently achieved by individual Member States, and can therefore be better achieved by the approximation of the laws of the Member States relating to measures to be taken against air pollution by engines to be installed in non-road mobile machinery;

Whereas Article 100a (3) of the Treaty inter alia requires a high level of protection for health and the environment;

Whereas legislation concerning the control of emissions from these engines is currently lacking both at the level of the Community and in most of the Member States;

Whereas recent investigations (2) undertaken by the Commission show that the emissions from non-road mobile machinery engines constitute a significant proportion of the total man-made emissions of certain noxious atmospheric pollutants; whereas the category of compression ignition engines which will be regulated by the current proposal is responsible for a considerable share of air pollution by NOx and PT, in particular when it is compared with that coming from the road transport sector;

Whereas a significant body of legislation exists at the level of the European Community governing emission requirements for road vehicles and for diesel engines of heavy road vehicles (e.g. Council Directive 88/77/EEC (3) as last amended by Directive 91/542/EEC (4) and Council Directive 70/220/EEC (5) as last amended by European Parliament and Council Directive 94/12/EC (6));

Whereas emissions from non-road mobile machinery operating on the ground equipped with compression ignition engines, and in particular the emissions of NOx and PT, constitute a primary cause of concern; whereas these sources should be regulated in the first instance, it is appropriate to retain the option to subsequently extend the scope of the Directive to include the control of emissions from other non-road mobile machinery engines and which are used in other appliances, e.g. equipped with gasoline engines;

Whereas every effort should be made to reduce input of these pollutants into the environment in the most costeffective way;

Whereas, in addition, the control of these emissions and the establishment of emission standards for this source of atmospheric pollution, represents a cost-effective option when compared to the tightening of control for other sources of these pollutants;

Whereas the financial impact of the Directive is limited and the timetable for the implementation of the more stringent requirements of Stage II is generous;

Whereas in respect of certification procedures the type approval approach has been taken which as a European method has stood the test of time for approvals of road vehicles and their components; whereas as a new element the approval of the parent engine on behalf of a group of engines (engine family) built using similar components according to similar construction principles, has been introduced;

Whereas the engines produced in compliance with the requirements will have to be accordingly marked and notified to the approval authorities; whereas in order to keep administrative burdens low no direct control by the authority of the engine production dates relevant for strengthened requirements has been foreseen; whereas this freedom for the manufacturers requires them to facilitate the preparation of spot checks by the authority and to make available relevant production planning information at regular intervals; whereas absolute compliance with notification made in accordance with this procedure is not obligatory but a high degree of compliance would facilitate the approval authorities' planning of assessments and contribute to a relationship of increased trust between manufacturers and type approval authorities;

Whereas approvals granted in accordance with Directive 88/77/EEC as last amended and with UN/ECE Regulation 49 Series 02, as listed in Annex IV, Appendix II of Council Directive 92/53/EEC (7) are recognized as equivalent to those required by this Directive;

Whereas engines which are in compliance with the requirements and covered by the scope must be permitted to be sold and used in the Member States; whereas these engines must not be subject to any other national emission requirement; whereas the Member State granting approvals will take the necessary control measures;

Whereas, in laying down the new test procedures and limit values, it is necessary to take into account the specific usage patterns of these types of engines;

Whereas the work undertaken by the Commission in that sphere has shown that the Community engine industry has had available for some time, or is currently perfecting, technologies which allow a considerable improvement in terms of emission performance;

Whereas it is appropriate to introduce these new standards according to the proven principle of a two stage approach; whereas the enforcement of the second stage for full efficiency in real use requires the meeting of certain framework conditions in relation to the availability of low-sulphur gas oil for engines of this category of non-road mobile machinery in all Member States;

Whereas for engines with higher power output the achievement of substantial emission reduction seems to be easier, as existing technology that has been developed for engines of road vehicles can be used; whereas taking this into account a staggered implementation of the requirements has been foreseen, beginning with the highest of three powerbands for Stage I; whereas this principle has been retained for Stage II with the exception of a new fourth powerband not covered by Stage I;

Whereas for this now regulated sector of non-road mobile machinery applications which is the most important one besides agricultural tractors if compared with emissions coming from road transport, a considerable reduction of emissions can be expected by the implementation of this Directive; whereas, given the compliance of all engines concerned, for Stage I the calculated emission reductions would be in the range of 23 % for NOx, 11 % for HC and 27 % for PT, and in Stage II in the range of 67 % for PT, 29 % for HC and 42 % for NOx; whereas due to the in general very good performance of diesel engines in respect to CO and HC emissions the margins for improvements in respect of the total amount emitted is very small; whereas a considerable reduction of the CO and HC emissions may be achievable with the envisaged amendment of this Directive with regard to the enlargement of the scope to gasoline powered engines;

Whereas, in order to encourage the early introduction of advanced emission technology a provision has been made for the use of economic instruments;

Whereas, in order to make provision for the case of extraordinary technical or economic circumstances procedures have been integrated which could exempt manufacturers from the obligations related to the Directive;

Whereas, in order to ensure 'conformity of production' (COP) once an approval shall be granted for an engine, the manufacturers will be required to provide corresponding arrangements; whereas provisions have been made for the case of discovered non-conformity which lay down information procedures, corrective actions and a cooperation procedure which shall allow the settling of possible differences of opinion between Member States in respect of conformity of certified engines;

Whereas the technical provisions must be supplemented and as necessary adapted to technical progress; whereas to this end, provision should be made for the establishment of a 'Committee for Adaptation to Technical Progress' in order to adapt the Annexes of the Directive;

Whereas provisions have been made in order to ensure testing of the engines in compliance with the rules of good laboratory practice,

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Scope

This Directive shall apply to engines to be installed in non-road mobile machinery with the exception of:

- vehicles intended for the use of passenger or goods-transport on the road as defined by Council Directive 70/156/EEC (8), as last amended by Directive 93/81/EEC (9), and by Directive 92/61/EEC (10),

- agricultural tractors as defined by Directive 74/150/EEC (11), as last amended by Directive 88/297/EEC (12),

- those machinery not covered due to the definition in section 1 of Annex I of this Directive.

Article 2

Definitions

For the purposes of this Directive:

- 'non-road mobile machinery' means any mobile machine or vehicle with or without body work, powered by an internal combustion engine,

- 'type-approval' means the procedure whereby a Member State certifies that an internal combustion engine type, may be representative of an engine family with regard to the level of emission of gaseous and particulate pollutants by the engine(s), satisfies the relevant technical requirements of this Directive,

- 'engine type' means a category of engines which do not differ in such essential engine characteristics as defined in paragraphs 1 to 4 of Annex II, Appendix 1 to this Directive,

- 'engine family' means a manufacturer's grouping of engines which, through their design, are expected to have similar exhaust emission characteristics and each engine of this group complies with the requirements of this Directive and may be subject to the measures described in Article 12 with regard to the results of the approval of its parent engine,

- 'parent engine' means an engine selected from an engine family in such a way that it complies with the requirements set out in Section 6 and 7 of Annex I of this Directive,

- 'manufacturer' means the person or body who is responsible to the approval authority for all aspects of the type-approval process and for ensuring conformity of production. It is not essential that the person or body is directly involved in all stages of the construction of the engine,

- 'approval authority' means the competent authority of a Member State which is responsible for all aspects of type-approval of an engine or of an engine family, to issue and to withdraw approval certificates, to serve as the contact point with the approval authorities of the other Member States and which is responsible for verifying the manufacturer's conformity of production arrangements,

- 'technical service' means the organization or body that has been appointed as a testing laboratory to carry out tests or inspections on behalf of the approval authority of a Member State. This function may also be carried out by the approval authority itself,

- 'information document' means the document set out in Annex II to this Directive that prescribes the information to be supplied by an applicant,

- 'information folder' means the total folder or file of data, drawings, photographs, etc. supplied by the applicant to the technical service or the approval authority as prescribed in the information document,

- 'information package' means the information folder plus any test reports or other documents that the technical service or the approval authority has added to the information folder in the course of carrying out their functions,

- 'index to the information package' means the document in which is listed the contents of the information package suitably numbered or otherwise marked to clearly identify all pages.

Article 3

Application for type-approval

(1) Application for engine or engine family type-approval shall be submitted by the manufacturer to the approval authority of a Member State. An application shall be accompanied by an information folder, the contents of which are given in the information document in Annex II of this Directive.

(2) If the approval authority determines that, with regard to the selected parent engine, the submitted application does not fully represent the engine family described in Annex II, Appendix 2, an alternative and, if necessary, an additional parent engine which is determined by the approval authority shall be provided for approval according to paragraph 1.

(3) No application in respect of one type of engine or engine family may be submitted to more than one Member State. A separate application shall be submitted for each type (family) to be approved.

Article 4

The type-approval process

(1) Each Member State shall grant type-approval to all engine types or engine families which conform to the particulars in the information folder and which meet the requirements of this Directive.

(2) Each Member State shall complete all applicable sections of the type-approval certificate (the model is described in Annex VI to this Directive) for each type of engine or engine family which it approves and shall compile or verify the contents of the index to the information package. Approval certificates shall be numbered in accordance with the method described in Annex VII. The completed approval certificate and its attachments shall be delivered to the applicant.

(3) Where the engine to be approved fulfils its function or offers a specific feature only in conjunction with other parts of the non-road mobile machinery and for this reason compliance with one or more requirements can be verified only when the engine to be approved operates in conjunction with other machinery parts, whether real or simulated, the scope of the type-approval of the engine(s) must be restricted accordingly. The type-approval certificate for an engine type or engine family shall then include any restrictions on its use and shall indicate any conditions for fitting it.

(4) The approval authority of each Member State shall send monthly to the approval authorities of the other Member States a list (containing the particulars shown in Annex VIII) of the engine (family) type approvals it has granted, refused to grant or withdrawn during that month; in addition, on receiving an application from the approval authority of another Member State, it shall send forthwith a copy of the engine (family) type-approval certificate with/without information package for each type of engine (family) which it has approved or refused to approve or withdrawn and/or the list of engines produced according to type approvals granted, as described in Article 6 (3), containing the particulars shown in Annex IX and/or a copy of the declaration described in Article 6 (4).

(5) The approval authority of each Member State shall yearly, or in addition on receiving a corresponding application, send the Commission a copy of the data sheet as shown in Annex X related to the engines approved since the last notification was made.

Article 5

Amendments to approvals

(1) The Member State which has granted type-approval must take the necessary measures to ensure that it is informed of any change in the particulars appearing in the information package.

(2) The application for the amendment or extension of a type-approval shall be submitted exclusively to the Member State which granted the original type-approval.

(3) If particulars appearing in the information package have changed, the approval authority of the Member State in question shall:

- issue revised page(s) of the information package as necessary, marking each revised page to show clearly the nature of the change and the date of re-issue. On any occasion when revised pages are issued the index to the information package (which is attached to the approval certificate) shall also be amended to show the latest dates of revised pages, and

- issue a revised approval certificate (denoted by an extension number) if any information on it (excluding its attachments) has changed or if the standards of the Directive have changed since the date currently on the approval. The revised certificate shall show clearly the reason for revision and the date of re-issue.

If the approval authority of the Member State in question finds that an amendment to an information package warrants fresh tests or checks it shall inform the manufacturer thereof and issue the documents mentioned above only after the conduct of successful fresh tests or checks.

Article 6

Declaration of conformity

(1) The manufacturer shall affix to each unit manufactured in conformity with the approved type the markings as defined in Annex I, Section 3 of this Directive, including the type-approval number.

(2) Where the type-approval certificate, in accordance with the provisions of Article 4 (3) includes restrictions on its use, the manufacturer shall deliver with each unit manufactured detailed information on these restrictions and shall indicate any conditions for fitting it. Where a series of engine types is delivered to one single manufacturer of machinery, it is sufficient that he will be provided with only one such information document - at the latest on the delivery date of the first engine - which additionally lists the relevant engine identification numbers.

(3) The manufacturer shall send on demand to the responsible approval authority within 45 days after the end of each calendar year, and without delay after each application date when the requirements of this Directive change, and immediately following each additional date the authority may stipulate, a list which contains the range of identification numbers for each engine type produced in accordance with the requirements of this Directive since the last reporting was made, or since the requirements of this Directive were first applicable. Where not clarified by the engine coding system this list must specify correlations of the identification numbers to the corresponding engine types or engine families and to the type-approval numbers. Additionally this list must contain particular information if the manufacturer completely ceases to produce an engine type or family approved. Where this list is not required to be regularly sent to the responsible approval authority, the manufacturer must maintain these records for a minimum period of 30 years.

(4) The manufacturer shall send to the responsible approval authority within 45 days after the end of each calendar year and at each application date, a declaration defining the engine types and engine families together with the relevant engine identification codes for those engines he intends to produce from this date on.

Article 7

Acceptance of equivalent approvals

(1) The Parliament and the Council acting by a qualified majority on a proposal from the Commission may acknowledge the equivalence between the conditions and provisions for type-approval of engines by the present Directive and the procedures established by international regulations or regulations of third countries, in the framework of multilateral or bilateral agreements between the Community and third countries.

(2) The equivalence of the international Regulation listed in Part 1 of Annex I, footnote 1 with Directive 88/77/EEC shall be recognized. The approval authorities of the Member States shall accept approvals according to such regulations and, where applicable the pertaining approval marks, in lieu of the corresponding approvals and/or approval marks according to the Directive.

Article 8

Registration and sale

(1) Each Member State shall only permit the sale or entry into service of engines covered by the scope of this Directive if they were produced in accordance with the requirements of this Directive.

(2) A Member State granting a type-approval shall take the necessary measures in relation to that approval to register and control, if need be in cooperation with the approval authorities of the other Member States, the identification numbers of those engines produced in conformity with the Community requirements.

(3) The control of the identification numbers may be additional subject in conjunction with the measures with regard to the control of conformity of production as described in Article 12.

(4) With regard to measures of control of the identification numbers the manufacturer shall without delay give on demand to the responsible approval authority all the information needed related to the direct purchasers together with the identification numbers of the engines reported as produced in accordance with the provisions of paragraph 3 of Article 6. Also he shall commit his middlemen to that. Where engines are sold to a manufacturer of machinery further information is not required.

(5) If on stipulation of the approval authority the manufacturer is not able to verify the requirements as specified in Article 6 particularly in conjunction with paragraph 4 of this Article, the approval granted in respect of the corresponding engine type or family pursuant to this Directive may be withdrawn. Then the information procedure shall be carried out as described in Article 13 (4).

Article 9

Application dates

(1) Acceptance of type-approvals

From 31 December 1996 no Member State may, on grounds relating to the gaseous and particulate pollutants emitted from an engine:

- refuse to grant national type-approval for a type of non-road mobile machinery propelled by an engine, or

- prohibit the registration, sale, entry into service or use of such new machinery propelled by an engine, or

- refuse to grant EC type-approval for an engine type and to issue the document as described in Annex VI of this Directive, or to grant national type approval for an engine type, or

- prohibit the sale or use according to the definitions of this Directive of new engines,

for which the requirements of this Directive and its Annexes are satisfied.

(2) Type-approval stage I (engine categories A, B and C)

Member States shall refuse national type-approval with regard to emissions, for engine types and for non-road mobile machinery propelled by an engine:

- A: from 31 March 1997 for engines of a power output: 130 KW ≤ P ≤ 560 KW,

- B: from 30 June 1997 for engines of a power output: 75 KW ≤ P < 130 KW,

- C: from 31 December 1997 for engines of a power output: 37 KW ≤ P < 75 KW,

if they fail to meet the requirements specified in this Directive and its Annexes and where the emissions of gaseous and particulate pollutants from the engine do not comply with the limit values as set out in the table in Section 4.2.1. of Annex I to this Directive. Additional requirements with regard to emissions shall not be imposed.

(3) Type-approvals stage II (engine categories: D, E (was A at stage I), F (was B at stage I) and G (was C at stage I))

Member States shall refuse to grant EC type-approval with regard to emissions, for an engine type and to issue the document as described in Annex VI of this Directive, and shall refuse type-approval with regard to emissions, for non-road mobile machinery propelled by an engine:

- D: from 31 December 1999 for engines of a power output: 18 KW ≤ P < 37 KW,

- E (= A I): from 31 December 2000 for engines of a power output: 130 KW ≤ P ≤ 560 KW,

- F (= B I): from 31 December 2001 for engines of a power output: 75 KW ≤ P < 130 KW,

- G (= C I): from 31 December 2002 for engines of a power output: 37 KW ≤ P < 75 KW,

if they fail to meet the requirements specified in this Directive and its Annexes and where the emissions of gaseous and particulate pollutants from the engine do not comply with the limit values as set out in the table in Section 4.2.3 of Annex I to this Directive. Additional requirements with regard to emissions shall not be imposed.

(4) Required compliance of the engines

With the exception of machinery and engines intended for export to third countries, Member States shall only permit the registration, sale, entry into service and use of new non-road mobile machinery propelled by an engine and the sale or use of new engines if the engine is approved in compliance with one of the categories as defined in paragraphs 2 and 3. The following timetable shall apply. In the case of engines produced before the stated application date the requirement for the relevant approval shall be delayed up to the date in brackets. The permission granted for stage I-engines shall be terminated with effect from the mandatory application of Stage II:

Application of Stage I

- category A from 30 June 1997 [31 December 1998],

- category B from 31 December 1997 [31 December 1999],

- category C from 31 December 1998 [31 December 2000],

Application of Stage II

- category 'D' from 31 December 2000 [31 December 2002],

- category 'E' from 31 December 2001 [31 December 2003],

- category 'F' from 31 December 2002 [31 December 2004],

- category 'G' from 31 December 2003 [31 December 2005].

Additional requirements with regard to emissions shall not be imposed.

Article 10

Economic instruments

Member States may make provision for tax incentives only in respect of engines which comply with the requirements of this Directive. Such incentives shall comply with the provisions of the Treaty and satisfy the following conditions:

- they shall apply to all new engines offered for sale on the market of a Member State which comply in advance with the requirements of this Directive,

- they shall be terminated with effect from the mandatory application of the emission values laid down in Article 9 (4) for newly produced engines,

- for each type of engine, they shall be for an amount lower than the additional cost of the technical solutions introduced to ensure compliance values set and of their installation on the engine.

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

Article 11

Exemptions and alternative procedures

(1) The requirements of Article 8 (1) do not apply to:

- engines produced directly or indirectly on behalf of and for use only by the armed services,

- engines approved in accordance with paragraph 2.

(2) Each Member State may, at the request of the manufacturer, exempt end-of-series engines which are still in stock, or stocks of non-road mobile machinery in respect of their engines, from the sales or use time limit of Article 9 (4) of this Directive in accordance with the following conditions:

- the manufacturer must submit a request to the competent authorities of that Member State which approved the corresponding type(s)/family(ies) of engines, before the entry into force of the time limit(s),

- the application of the manufacturer must include a list as defined in Article 6 (3) of those new engines which remain unsold or used within the time limit(s),

- the request must specify the technical and/or economic reasons on which it is based,

- the engines must conform to a type or family for which the type approval is no longer valid, but which have been produced according to the time limit(s). In general this procedure also applies to engines covered by this Directive for the first time, except with regard to the expired type approval,

- the engines must have been physically stored within the territory of the European Community within the time limit(s),

- the maximum number of new engines of one or more types sold or used in each Member State by the application of this exemption must not exceed 10 % of the new engines of all types concerned sold or used in that Member State during the previous year,

- if the request is accepted by the Member State, the latter must, within one month, send the competent authorities of the other Member States particulars of, and reasons for, the exemptions granted to the manufacturer,

- the Member State granting exemptions according to this Article shall be responsible for ensuring that the manufacturer complies with all corresponding obligations,

- the competent authority shall release for each engine in question a certificate of conformity on which a special entry has been made. If applicable a consolidated document that contains all engine identification numbers in question may be used,

- the Member States shall each year send the Commission a list of exemptions granted specifying the reasons.

This option shall be limited to a period of 12 months as from the date on which the engines for the first time were subject to the sales or use time limit.

Article 12

Conformity of production arrangements

(1) The Member State granting a type-approval shall take the necessary measures to verify, with regard to the specifications laid down in Section 5 of Annex I, if need be in cooperation with the approval authorities of the other Member States, that adequate arrangements have been made to ensure effective control of the conformity of production before it grants type-approval.

(2) The Member State which has granted a type-approval shall take the necessary measures to verify, with regard to the specifications laid down in Section 5 of Annex I, if need be in cooperation with the approval authorities of the other Member States, that the arrangements referred to in paragraph 1 continue to be adequate and that each production engine bearing an EC type-approval number pursuant to this Directive continues to conform to the description as given in the approval certificate and its Annexes for the approved engine type or family.

Article 13

Non-conformity with the approved type or family

(1) There shall be failure to conform to the approved type where deviations from the particulars in the type-approval certificate and/or the information package are found to exist and where these deviations have not been authorized under Article 5 (3), by the Member State which granted the type-approval.

(2) If a Member State which has granted type-approval finds that engines accompanied by a certificate of conformity or bearing an approval mark do not conform to the type or family it has approved, it shall take the necessary measures to ensure that the engines, in production again conform to the approved type. The approval authorities of that Member State shall advise those of the other Member States of the measures taken which may, where necessary, extend to withdrawal of type-approval.

(3) If a Member State demonstrates that engines bearing an EC type-approval number do not conform to the approved type or family it may request the Member State which granted the type-approval to verify that engines in production conform to the approved type or family. Such action shall be taken within six months of the date of the request.

(4) The approval authorities of the Member States shall inform each other within one month of any withdrawal of type-approval and of the reasons for such measure.

(5) If the Member State which granted type-approval disputes the failure to conform notified to it, the Member States concerned shall endeavour to settle the dispute. The Commission shall be kept informed and shall, where necessary, hold appropriate consultations for the purpose of reaching a settlement.

Article 14

Notification of decisions and remedies available

All decisions taken pursuant to the provisions adopted in implementation of this Directive and refusing or withdrawing type-approval, or refusing registration or prohibiting sale, shall state in detail the reasons on which they are based. Any decision shall be notified to the party concerned who shall, at the same time, be informed of the remedies available to him under the laws in force in the Member States and of the time limits allowed for the exercise of such remedies.

Article 15

Adaptation to technical progress

(1) Any amendments which are necessary in order to adapt the Annexes to this Directive with exemption of the requirements specified in Annex I, Section 4.2.1 and 4.2.3, to take account of technical progress shall be adopted by the Commission assisted by the Committee established in accordance with Article . . . of Council Directive . . ./. . ./EC (13) and in accordance with the procedure laid down in Article 16 of the present Directive.

Article 16

Committee procedures

(1) The representative of the Commission shall submit to the Committee a draft of the measures to be taken. The Committee shall deliver its opinion on the draft within a time limit which the Chairman may lay down according to the urgency of the matter, if necessary by taking a vote.

(2) The opinion shall be recorded in the minutes; in addition, each Member State shall have the right to ask to have its position recorded in the minutes.

(3) The Commission shall take the utmost account of the opinion delivered by the Committee. It shall inform the Committee of the manner in which its opinion has been taken into account.

Article 17

Approval authorities and technical services

The Member States shall notify to the Commission and to the other Member States the names and addresses of the approval authorities and technical services that are responsible for the purposes of this Directive. The notified services must satisfy the requirements as laid down in Article 14 of Directive 70/156/EEC.

Article 18

Coming into force

(1) Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive not later than 1 July 1996.

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

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

Article 19

This Directive shall enter into force on the 20th day following that of its publication in the Official Journal of the European Communities.

Article 20

Address

This Directive is addressed to the Member States.

(1) Council resolution of 1 February 1993, OJ No C 138, 17. 5. 1993, p. 1.

(2) Final Report September 1994, not published in the OJ.

(3) OJ No L 36, 9. 2. 1988, p. 33.

(4) OJ No L 295, 25. 10. 1991, p. 1.

(5) OJ No L 76, 6. 4. 1970, p. 1.

(6) OJ No L 100, 19. 4. 1994, p. 42.

(7) OJ No L 225, 10. 8. 1992, p. 1.

(8) OJ No L 42, 23. 2. 1970, p. 1.

(9) OJ No L 264, 23. 10. 1993, p. 49.

(10) OJ No L 225, 10. 8. 1992, p. 72.

(11) OJ No L 84, 28. 3. 1974, p. 10.

(12) OJ No L 126, 20. 5. 1988, p. 52 (to be replaced by the pending amending proposal once adopted by the Council and the Parliament).

(13) Proposal submitted by the Commission on ambient air quality assessment and management - COM(94) 109 final, 94/0106(SYN), (OJ No C 216, 6. 8. 1994, p. 4).

ANNEX I

SPECIFICATION OF SCOPE, DEFINITIONS AND ABBREVIATIONS, ENGINE MARKINGS, REQUIREMENTS AND TESTS, SPECIFICATION OF CONFORMITY OF PRODUCTION ASSESSMENTS AND PARAMETERS FOR THE DEFINITION OF THE ENGINE FAMILY

1. SCOPE

This Directive applies to the emission of gaseous and particulate pollutants from engines, used to propel nonroad mobile machinery as defined in Article 2, and portable industrial equipment, additionally:

A: intended and suited, to move, or to be moved on the ground, with or without road, and with a C.I. engine having an installed net power in accordance with 2. (2.4) that is higher than 18 KW but not more than 560 KW (1) and that is operated under intermittent speed rather than a single constant speed

Criteria for engines to be covered under this definition include but are not limited to:

- industrial drilling rigs, compressors etc.,

- construction equipment including wheel loaders, bulldozers, crawler tractors, crawler loaders, truck-type loaders, off-highway trucks, hydraulic excavators etc.,

- agricultural equipment, rotary tillers,

- forestry equipment,

- self propelled agricultural vehicles (except tractors as defined in Article 1),

- material handling equipment,

- fork-lift trucks,

- road maintenance equipment (motor graders, road rollers, asphalt finishers),

- snow plough equipment,

- airport supporting equipment,

- aerial lifts,

- mobile cranes.

This Directive is not applicable for the following applications:

B: ship

C. locomotive

D. aircraft

2. DEFINITIONS AND ABBREVIATIONS

For the purpose of this Directive,

2.1. 'compression ignition (C.I.) engine' means an engine which works on the compression-ignition principle (e.g. diesel engine);

2.2. 'gaseous pollutants' means carbon monoxide, hydrocarbons (assuming a ratio of C1H1,85) and oxides of nitrogen, the last named being expressed in nitrogen dioxide (NO2) equivalent;

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

2.4. 'net power' means the power in 'EEC kW' obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EEC method of measuring the power of internal combustion engines for road vehicles as set out in Council Directive 80/1269/EEC (2), as last amended by Commission Directive 89/491/EEC (3), except that the power of the engine cooling fan is excluded and the test conditions and reference fuel specified in this Directive are adhered to;

2.5. 'rated speed' means the maximum full load speed allowed by the governor as specified by the manufacturer;

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

2.7. 'maximum torque speed' means the engine speed at which the maximum torque is obtained from the engine, as specified by the manufacturer;

2.8. 'intermediate speed' means that engine speed which meets one of the following requirements:

- for engines which are designed to operate over a speed range on a full load torque curve, the intermediate speed shall be the declared maximum torque speed if it occurs between 60 % and 75 % of rated speed,

- if the declared maximum torque speed is less than 60 % of rated speed, then the intermediate speed shall be 60 % of the rated speed,

- if the declared maximum torque speed is greater than 75 % of the rated speed then the intermediate speed shall be 75 % of rated speed.

2.9. Symbols and abbreviations

2.9.1. >TABLE>

2.9.2. >TABLE>

2.9.3. >TABLE>

3. ENGINE MARKINGS

3.1. The engine approved as a technical unit must bear:

3.1.1. the trademark or trade name of the manufacturer of the engine;

3.1.2. the engine type, engine family (if applicable), and a unique engine identification number;

3.1.3. the EC type-approval number as described in Annex VII.

3.2. These marks must be durable for the useful life of the engine and must be clearly legible and indelible. If labels or plates are used, they must be attached in such a manner that in addition the fixing is durable for the useful life of the engine, and the labels/plates cannot be removed without destroying or defacing them.

3.3. The marking must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life.

It must be located so as to be readily visible to the average person after the engine is installed in the equipment. Where covers eventually have to be dismantled this requirement is considered to be satisfied if this is easily possible without the use of tools.

Where the fulfillment of this requirement is uncertain, it is considered to be met by the use of a supplementary marking containing at least the unique engine identification number together with the trademark, trade name or logo of the manufacturer. This supplementary marking must be located either on, or adjacent to, a major component not normally requiring replacement during the life of the engine, which is easily accessible for routine servicing without the use of tools, or it must be affixed at a considerable distance from the original marking onto the engine's crankcase. Both the original and the (if applicable) supplementary marking must be readily visible to the average person after the engine has been completed with all auxiliaries necessary for engine operation. The previous dismantling of eventual covers as defined above is permissible. The supplementary marking must be done directly on the engine's surface by the use of a durable method like imprinting or affixed with a label/plate that meets the requirements of point 3.2 above.

3.4. The coding of the engines in context with the identification numbers must be such that it allows for the indubitable determination of the sequence of production.

3.5. Before leaving the production line the engines must bear all markings.

3.6. The exact location of the engine markings shall be declared in Annex VI, Section 1.

4. SPECIFICATIONS AND TESTS

4.1. 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 vibrations to which it may be subjected, to comply with the provisions of this Directive.

The technical measures taken by the manufacturer must be such as to ensure that the mentioned emissions are effectively limited, pursuant to this Directive, throughout the normal life of the engine and under normal conditions of use. These provisions are deemed to be met if the provisions of points 4.2.1, 4.2.3 and 5.3.2.1 are respectively complied with.

If a catalytic converter and/or a particulates trap is used the manufacturer must prove by durability tests, which he himself may carry out in accordance with good engineering practice, and by corresponding records, that these after-treatment devices can be expected to function properly for the lifetime of the engine. The records must be produced in compliance with the requirements of point 5.2 and in particular with 5.2.3. A corresponding warranty must be guaranteed to the customer. Systematic replacement of the device, after a certain running time of the engine, is permissible. Any adjustment, repair, disassembly, cleaning, or replacement of engine components or systems which is performed on a periodic basis to prevent malfunction of the engine in context with the after-treatment device, shall only be done to the extent that is technologically necessary to assure proper functioning of the emission control system. Accordingly scheduled maintenance requirements must be included in the customer's manual, and be covered by the warranty provisions mentioned above, and be approved before an approval is granted. The corresponding extract from the manual with respect to maintenance/replacements of the treatment device(s), and to the warranty conditions, must be included in the information document as set out in Annex II to this Directive.

4.2. Specifications concerning the emissions of pollutants

The gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods described in Annex V.

Other systems or analyzers may be accepted if they yield equivalent results to the following reference systems:

- for gaseous emissions measured in the raw exhaust, the system shown in Figure 2 of Annex V,

- for gaseous emissions measured in the dilute exhaust of a full flow dilution system, the system shown in Figure 3 of Annex V,

- for particulate emissions, the full flow dilution system, operating either with a separate filter for each mode or with the single filter method, shown in Figure 13 of Annex V.

The determination of system equivalency shall be based upon a seven test cycle (or larger) correlation study between the system under consideration and one or more of the above reference systems.

The equivalency criterion is defined as a ± 5 % agreement of the averages of the weighted cycle emissions values. The cycle to be used shall be that given in Annex III, point 3.6.1.

For introduction of a new system into the Directive the determination of equivalency shall be based upon the calculation of repeatability and reproducibility, as described in ISO 5725.

4.2.1. The emissions of the carbon monoxide, the emissions of hydrocarbons, the emissions of the oxides of nitrogen and the emissions of particulates obtained shall for stage I not exceed the amount shown in the table below:

>TABLE>

4.2.2. The emission limits given in point 4.2.1 are engine-out limits and shall be achieved before any exhaust after-treatment device.

4.2.3. The emissions of the carbon monoxide, the emissions of hydrocarbons, the emissions of the oxides of nitrogen and the emissions of particulates obtained shall for stage II not exceed amounts shown in the table below:

>TABLE>

4.2.4. Where, as defined according to Section 6 in conjunction with Annex II, Appendix 2, one engine family covers more than one power band, the emission values of the parent engine (type approval) and of all engine types within the same family (COP) must meet the more stringent requirements of the higher power band. The applicant has the free choice to restrict the definition of engine families to single power bands, and to correspondingly apply for certification.

4.3. Installation on the mobile machinery

The engine installation on the mobile machinery shall comply with the restrictions set out in the scope of the type-approval. Additionally the following characteristics in respect to the approval of the engine always must be met:

4.3.1. intake depression shall not exceed that specified for the approved engine in Annex II, Appendix 1 or 3 respectively;

4.3.2. exhaust back pressure shall not exceed that specified for the approved engine in Annex II, Appendix 1 or 3 respectively.

5. SPECIFICATION OF CONFORMITY OF PRODUCTION ASSESSMENTS

5.1. With regard to the verification of the existence of satisfactory arrangements and procedures for ensuring effective control of production conformity before granting type-approval, the approval authority must also accept the manufacturer's registration to harmonized standard EN 29002 (whose scope covers the engines concerned) or an equivalent accreditation standard as satisfying the requirements. The manufacturer must provide details of the registration and undertake to inform the approval authority of any revisions to its validity or scope. In order to verify that the requirements of point 4.2 are continuously met, suitable controls of the production shall be carried out.

5.2. The holder of the approval shall in particular:

5.2.1. ensure existence of procedures for the effective control of the quality of the product;

5.2.2. have access to the control equipment necessary for checking the conformity to each approved type;

5.2.3. ensure that data of test results are recorded and that annexed documents shall remain available for a period to be determined in accordance with the approval authority;

5.2.4. analyse the results of each type of test, in order to verify and ensure the stability of the engine characteristics, making allowance for variations in the industrial production process;

5.2.5. ensure that any sampling of engines or components giving evidence of non-conformity with the type of test considered shall give rise to another sampling and another test. All the necessary steps shall be taken to re-establish the conformity of the corresponding production.

5.3. The competent authority which has granted approval may at any time verify the conformity control methods applicable to each production unit.

5.3.1. In every inspection, the test books and production survey record shall be presented to the visiting inspector.

5.3.2. When the quality level appears unsatisfactory or when it seems necessary to verify the validity of the data presented in application of paragraph 4.2, the following procedure is adopted:

5.3.2.1. an engine is taken from the series and subjected to the test described in Annex III. The emissions of the carbon monoxide, the emissions of the hydrocarbons, the emissions of the oxides of nitrogen and the emissions of particulates obtained shall not exceed the amounts shown in the table in point 4.2.1, subject to the requirements of point 4.2.2, or those shown in the table in point 4.2.3 respectively;

5.3.2.2. if the engine taken from the series does not satisfy the requirements of point 5.3.2.1 the manufacturer may ask for measurements to be performed on a sample of engines of the same specification taken from the series and including the engine originally taken. The manufacturer shall determine the size n of the sample in agreement with the technical service. Engines other than the engine originally taken shall be subjected to a test. The arithmetical mean (x ) of the results obtained with the sample shall then be determined for each pollutant. The production of the series shall then be deemed to confirm if the following condition is met:

>REFERENCE TO A GRAPHIC> + k . St ≤ L (4)

where:

L is the limit value laid down in point 4.2.1/4.2.3 for each pollutant considered,

k is a statistical factor depending on n and given in the following table:

>TABLE>

if n ≥ 20, k = >NUM>0,860 >DEN>√n

5.3.3. The approval authority or the technical service responsible for verifying the conformity of production shall carry out tests on engines which have been run-in partially or completely, according to the manufacturer's specifications.

5.3.4. The normal frequency of inspections authorized by the competent authority shall be one per year. If the requirements of point 5.3.2 are not met, the competent authority shall ensure that all necessary steps are taken to re-establish the conformity of production as rapidly as possible.

6. PARAMETERS DEFINING THE ENGINE FAMILY

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

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

6.1. Combustion cycle:

- 2 cycle

- 4 cycle

6.2. Cooling medium:

- air

- water

- oil

6.3. Individual cylinder displacement:

- engines to be within a total spread of 15 %

- number of cylinders for engines with after-treatment device

6.4. Method of air aspiration:

- naturally aspirated

- pressure charged

6.5. Combustion chamber type/design:

- pre-chamber

- swirl chamber

- open chamber

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

- cylinder head

- cylinder wall

- crankcase

6.7. Fuel system:

- pump-line-injector

- in-line pump

- distributor pump

- single element

- unit injector

6.8. Miscellaneous features:

- exhaust gas recirculation

- water injection/emulsion

- air injection

- charge cooling system

6.9. Exhaust after-treatment

- oxidation catalyst

- reduction catalyst

- thermal reactor

- particulates trap

7. CHOICE OF THE PARENT ENGINE

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

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

(1) Engines for which has been granted type-approval under the conditions of Directive 88/77/EEC as last amended shall be exempted from the requirements of this Directive. In this context a certificate of compliance that is valid up to 30 September 1996 with regard to the requirements of Directive 88/77/EEC shall be sufficient for Stage I of this Directive. The certificate's validity for new engines shall be terminated with effect of the mandatory application of Stage II. An approval granted in accordance with Regulation 49 of the Economic Commission for Europe, series of amendments 02, corrigenda 1/2 shall be deemed to be equivalent to an approval granted in accordance with Directive 88/77/EEC as last amended.

(2) OJ No L 375, 31. 12. 1980, p. 46.

(3) OJ No L 238, 15. 8. 1989, p. 43.

(4) S²t = Ó >NUM>(x - >REFERENCE TO A GRAPHIC>)² >DEN>n - 1

where x is any one of the individual results obtained with the sample n.

ANNEX II

INFORMATION DOCUMENT No. . . . relating to EEC type-approval and referring to measures to be taken against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery

>START OF GRAPHIC>

(Directive 95/. . ./EC as last amended by Directive . ./. . ./EC)

Parent-engine type (1):.

0 General

0.1. Make (name of undertaking):.

0.2. Type and commercial description of the parent and (if applicable) of the family engine(s) (1):

.

0.3. Manufacturer's type coding as marked on the engine(s) (1):.

.

0.4. Specification of machinery to be propelled by the engine (2):.

.

0.5. Name and address of manufacturer:.

Name and address of manufacturer's authorized representative (if any):.

.

0.6. Location, coding and method of affixing of the engine identification number:.

.

0.7. Location and method of affixing of the EEC approval mark:.

.

0.8. Address(es) of assembly plant(s):.

Attachments

1.1. Essential characteristics of the parent engine(s) (see Appendix 1)

1.2. Essential characteristics of the engine family (see Appendix 2)

1.3. Essential characteristics of engine types within the family (see Appendix 3)

2. Characteristics of engine-related parts of the mobile machinery (if applicable)

3. Photographs of the parent engine

4. List further attachments if any

Date, file

(1) Delete as appropriate.(2) As defined in Annex I, point 1 (e. g. 'A').

>END OF GRAPHIC>

Appendix 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE (1)

>START OF GRAPHIC>

1. DESCRIPTION OF ENGINE

1.1. Manufacturer:.

1.2. Manufacturer's engine code:.

1.3. Cycle: four stroke/two stroke (2)

1.4. Bore:. mm

1.5. Stroke:. mm

1.6. Number and layout of cylinders:.

1.7. Engine capacity:. cm³

1.8. Rated speed:.

1.9. Maximum torque speed:. rpm

1.10. Volumetric compression ratio (3):.

1.11. Combustion system description:.

1.12. Drawing(s) of combustion chamber and piston crown.

1.13. Minimum cross sectional area of inlet and outlet ports:.

1.14. Cooling system

1.14.1. Liquid

1.14.1.1. Nature of liquid:.

1.14.1.2. Circulating pump(s): yes/no (2)

1.14.1.3. Characteristics or make(s) and type(s) (if applicable):.

1.14.1.4. Drive ratio(s) (if applicable):.

1.14.2. Air

1.14.2.1. Blower: yes/no (2)

1.14.2.2. Characteristics or make(s) and type(s) (if applicable):.

1.14.2.3. Drive ratio(s) (if applicable):.

1.15. Temperature permitted by the manufacturer

1.15.1. Liquid cooling: maximum temperature at outlet:. K

1.15.2. Air cooling: reference point:.

Maximum temperature at reference point:. K

1.15.3. Maximum charge air outlet temperature of the inlet intercooler (if applicable):. K

1.15.4. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s):. K

1.15.5. Lubricant temperature: minimum:. K

maximum:. K

(1) For the case of several parent engines to be submitted for each of them.(2) Strike out what does not apply.(3) Specify the tolerance.

1.16. Pressure charger: yes/no (1)

1.16.1. Make:.

1.16.2. Type:.

1.16.3. Description of the system (e.g. max charge pressure, waste-gate, if applicable):.

1.16.4. Intercooler: yes/no (1)

1.17. Intake system: Maximum allowable intake depression at rated engine speed and at 100 % load:. kPa

1.18. Exhaust system: Maximum allowable exhaust backpressure at rated engine speed and at 100 % load:. kPa

2. ADDITIONAL ANTI-POLLUTION DEVICES (if any, and if not covered by another heading)

- Description and/or diagram(s):.

3. FUEL FEED

3.1. Feed pump

Pressure (2) or characteristic diagram:. kPa

3.2. Injection system

3.2.1. Pump

3.2.1.1. Make(s):.

3.2.1.2. Type(s):.

3.2.1.3. Delivery: . . . and . . . mm³ (2) per stroke or cycle at full injection at pump speed of: . . . rpm (rated) and . . . rpm (maximum torque) respectively, or characteristic diagram.

Mention the method used: On engine/on pump bench (1)

3.2.1.4. Injection advance

3.2.1.4.1. Injection advance curve (2):.

3.2.1.4.2. Timing (2):.

3.2.2. Injection piping

3.2.2.1. Length:. mm

3.2.2.2. Internal diameter:. mm

3.2.3. Injector(s)

3.2.3.1. Make(s):.

3.2.3.2. Type(s):.

3.2.3.3. Opening pressure (2) or characteristic diagram:. kPa

3.2.4. Governor

3.2.4.1. Make(s):.

3.2.4.2. Type(s):.

3.2.4.3. Speed at which cut-off starts under full load (2):. rpm

3.2.4.4. Maximum no-load speed (2):. rpm

3.2.4.5. Idling speed (2):. rpm

3.3. Cold Start System

3.3.1. Make(s):.

3.3.2. Type(s):.

3.3.3. Description:.

(1) Strike out what does not apply.(2) Specify the tolerance.

4. VALVE TIMING

4.1. Maximum lift and angles of opening and closing in relation to dead centres or equivalent data:

.

4.2. Reference and/or setting ranges (1)

>END OF GRAPHIC>

Appendix 2

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

>START OF GRAPHIC>

1. COMMON PARAMETERS (2):

1.1. Combustion cycle:.

1.2. Cooling medium:.

1.3. Method of air aspiration:.

1.4. Combustion chamber type/design:.

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

1.6. Fuel system:.

1.7. Engine management systems:

Proof of identity pursuant to drawing number(s):

- charge cooling system:.

- exhaust gas recirculation (3):.

- water injection/emulsion (3):.

- air injection (3):.

1.8. Exhaust after-treatment system (3):.

Proof of identical (or lowest for the parent engine) ratio: system capacity / fuel delivery per stroke, pursuant to diagram number(s):.

(1) Strike out what does not apply.(2) To be completed in conjunction with the specifications given in points 6 and 7 of Annex I.(3) If not applicable mark n.a.

2. ENGINE FAMILY LISTING

2.1. Name of engine family:.

2.2. Specification of engines within this family:

>TABLE>

>END OF GRAPHIC>

Appendix 3

ESSENTIAL CHARACTERISTICS OF ENGINE TYPE WITHIN THE FAMILY (1)

>START OF GRAPHIC>

1. DESCRIPTION OF ENGINE

1.1. Manufacturer:.

1.2. Manufacturer's engine code:.

1.3. Cycle: four stroke / two stroke (2)

1.4. Bore:. mm

1.5. Stroke:. mm

1.6. Number and layout of cylinders:.

1.7. Engine capacity:. cm³

1.8. Rated speed:.

(1) To be submitted for each engine of the family.(2) Strike out what does not apply.

1.9. Maximum torque speed:.

1.10. Volumetric compression ratio (1):.

1.11. Combustion system description:.

1.12. Drawing(s) of combustion chamber and piston crown:.

1.13. Minimum cross sectional area of inlet and outlet ports:.

1.14. Cooling system

1.14.1. Liquid

1.14.1.1. Nature of liquid:.

1.14.1.2. Circulating pump(s): yes/no (2).

1.14.1.3. Characteristics or make(s) and type(s) (if applicable):.

1.14.1.4. Drive ratio(s) (if applicable):.

1.14.2. Air

1.14.2.1. Blower: yes/no (2)

1.14.2.2. Characteristics or make(s) and type(s) (if applicable):.

1.14.2.3. Drive ratio(s) (if applicable):.

1.15. Temperature permitted by the manufacturer

1.15.1. Liquid cooling: maximum temperature at outlet:. K

1.15.2. Air cooling: reference point:.

Maximum temperature at reference point:. K

1.15.3. Maximum charge air outlet temperature of the inlet intercooler (if applicable):. K

1.15.4. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s):. K

1.15.5. Lubricant temperature: minimum. K

maximum. K

1.16. Pressure charger: yes/no (2)

1.16.1. Make:.

1.16.2. Type:.

1.16.3. Description of the system (e.g. max charge pressure, waste-gate, if applicable):.

1.16.4. Intercooler: yes/no (2)

1.17. Intake system: Maximum allowable intake depression at rated engine speed and at 100 % load:. kPa

1.18. Exhaust system: Maximum allowable exhaust backpressure at rated engine speed and at 100 % load:. kPa

2. ADDITIONAL ANTI-POLLUTION DEVICES (if any, and if not covered by another heading)

- Description and/or diagram(s):.

3. FUEL FEED

3.1. Feed pump

Pressure (1) or characteristic diagram:. kPa

(1) Specify the tolerance.(2) Strike out what does not apply.

3.2. Injection system

3.2.1. Pump

3.2.1.1. Make(s):.

3.2.1.2. Type(s):.

3.2.1.3. Delivery: . . . and . . . mm³ (1) per stroke or cycle at full injection at pump speed of: . . . rpm (rated) and . . . rpm (maximum torque) respectively, or characteristic diagram.

Mention the method used: On engine/on pump bench (2)

3.2.1.4. Injection advance

3.2.1.4.1. Injection advance curve (1):.

3.2.1.4.2. Timing (1):.

3.2.2. Injection piping

3.2.2.1. Length:. mm

3.2.2.2. Internal diameter:. mm

3.2.3. Injector(s)

3.2.3.1. Make(s):.

3.2.3.2. Type(s):.

3.2.3.3. Opening pressure (1) or characteristic diagram:. kPa

3.2.4. Governor

3.2.4.1. Make(s):.

3.2.4.2. Type(s):.

3.2.4.3. Speed at which cut-off starts under full load (1):. rpm

3.2.4.4. Maximum no-load speed (1):. rpm

3.2.4.5. Idling speed (1):. rpm

3.3. Cold Start System

3.3.1. Make(s):.

3.3.2. Type(s):.

3.3.3. Description:.

4. VALVE TIMING

4.1. Maximum lift and angles of opening and closing in relation to dead centres or equivalent data:.

4.2. Reference and/or setting ranges (2):

(1) Specify the tolerance.(2) Strike out what does not apply.

>END OF GRAPHIC>

ANNEX III

TEST PROCEDURE

1. INTRODUCTION

1.1. This Annex describes the method of determining emissions of gaseous and particulate pollutants from the engines to be tested.

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

2. TEST CONDITIONS

2.1. General Requirements

All volumes and volumetric flow rates shall be related to 273 K (0 °C) and 101,3 kPa.

2.2. Engine test conditions

2.2.1. The absolute temperature Ta of the engine intake air expressed in Kelvin, and the dry atmospheric pressure ps, expressed in kPa, shall be measured, and the parameter fa shall be determined according to the following provisions:

Naturally aspirated and mechanically supercharged engines:

fa = (>NUM>99>DEN>ps)(>NUM>T>DEN>298)0,7

Turbocharged engine with or without cooling of the intake air:

fa = (>NUM>99>DEN>ps)0,7 × (>NUM>T>DEN>298)1,5

2.2.2. Test validity

For a test to be recognized as valid, the parameter fa shall be such that:

0,98 ≤ fa ≤ 1,02

2.2.3. Engines with charge air cooling

The temperature of the cooling medium and the temperature of the charge air have to be recorded.

2.3. Engine air inlet system

The test engine shall be equipped with an air inlet system presenting an air inlet restriction at the upper limit specified by the manufacturer for a clean air cleaner at the engine operating conditions as specified by the manufacturer which result in maximum air flow.

A test shop system may be used, provided it duplicates actual engine operating conditions.

2.4. Engine exhaust system

The test engine shall be equipped with an exhaust system presenting an exhaust back pressure at the upper limit specified by the manufacturer for the engine operating conditions which result in maximum declared power.

2.5. Cooling system

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

2.6. Lubricating oil

Specifications of the lubricating oil used for the test shall be recorded and presented with the results of the test.

2.7. Test fuel

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

The cetane number and the sulphur content of the reference fuel used for test shall be recorded at point 5.1 of Annex II, Appendix 1.

The fuel temperature at the injection pump inlet shall be 306-316 K (33-43 °C).

2.8. Determination of dynamometer settings

The settings of inlet restriction and exhaust pipe backpressure shall be adjusted to the manufacturer's upper limits, in accordance with points 2.3 and 2.4.

The maximum torque values at the specified test speeds shall be determined by experimentation in order to calculate the torque values for the specified test modes. For engines which are not designed to operate over a speed range on a full load torque curve, the maximum torque at the test speeds shall be declared by the manufacturer.

The engine setting for each test mode shall be calculated using the formula:

S = ((PM + PAE) × >NUM>L>DEN>100) - PAE

If the ratio, >NUM>PAE>DEN>PM ≥ 0,03

the value of PAE may be verified by the technical authority granting type approval.

3. TEST RUN

3.1. Preparation of the sampling filters

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

3.2. Installation of the measuring equipment

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

3.3. Starting the dilution system and engine

The dilution system and the engine shall be started and warmed up until all temperatures and pressures have stabilized at full load and rated speed (point 3.6.2).

3.4. Adjustment of the dilution ratio

The particulate sampling system shall be started and running on bypass for the single filter method (optional for the multiple filter method). The particulate background level of the dilution air may be determined by passing dilution air through the particulate filters. If filtered dilution air is used, one measurement may be done at any time prior to, during, or after the test. If the dilution air is not filtered, measurements at a minimum of three points, after the starting, before the stopping, and at a point near the middle of the cycle, are required, and the values averaged.

The dilution air shall be set to obtain a maximum filter face temperature of 325 K (52 °C) or less at each mode. The total dilution ratio shall not be less than four.

For the single filter method, the sample mass flow rate through the filter shall be maintained at a constant proportion of the dilute exhaust mass flow rate for full flow systems for all modes. This mass ratio shall be within ± 5 %, except for the first 10 seconds of each mode for systems without bypass capability. For partial flow dilution systems with single filter method, the mass flow rate through the filter shall be constant within ± 5 % during each mode, except for the first 10 seconds of each mode for systems without bypass capability.

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

When using a dilute exhaust gas analysis system, the relevant background concentrations shall be determined by sampling dilution air into a sampling bag over the complete test sequence.

Continuous (non bag) background concentration may be taken at the minimum of three points, at the beginning, at the end, and a point near the middle of the cycle and averaged. At the manufacturer's request background measurements may be omitted.

3.5. Checking the analysers

The emission analysers shall be set at zero and spanned.

3.6. Test cycle

3.6.1. Specification A of machinery according to Annex I, point 1:

3.6.1.1. The following 8-mode cycle (1) shall be followed in dynamometer operation on the test engine:

>TABLE>

3.6.2. Conditioning of the Engine

Warming up of the engine and the system shall be at maximum speed and torque in order to stabilize the engine parameters according to the recommendations of the manufacturer.

Note: The conditioning period should also prevent the influence of deposits from a former test in the exhaust system. There is also a required period of stabilization between test points which has been included to minimise point to point influences.

3.6.3. Test sequence

The test sequence shall be started. The test shall be performed in the order of the mode numbers as set out above for the test cycle.

During each mode of the test cycle after the initial transition period, the specified speed shall be held to within ± 1 % of rated speed or ± 3 min-¹ whichever is greater except for low idle which shall be within the tolerances declared by the manufacturer. The specified torque shall be held so that the average over the period during which the measurements are being taken is within ± 2 % of the maximum torque at the test speed.

For each measuring point a minimum time of 10 minutes is necessary. If for the testing of an engine longer sampling times are required for reasons of obtaining sufficient particulate mass on the measuring filter the test mode period can be extended as necessary.

The mode length shall be recorded and reported.

The gaseous exhaust emission concentration values shall be measured and recorded during the last three minutes of the mode.

The particulate sampling and the gaseous emission measurement should not commence before engine stabilization, as defined by the manufacturer has been achieved and their completion must be coincident.

The fuel temperature shall be measured at the inlet to the fuel injection pump or as specified by the manufacturer, and the location of measurement recorded.

3.6.4. Analyser response

The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers at least during the last three minutes of each mode. If bag sampling is applied for the diluted CO and CO2 measurement (see Annex III, Appendix 1, point 1.4.4), a sample shall be bagged during the last three minutes of each mode, and the bag sample analysed and recorded.

3.6.5. Particulate sampling

The particulate sampling can be done either with the single filter method or with the multiple filter method (Annex III, Appendix 1, point 1.5). Since the results of the methods may differ slightly, the method used must be declared with the results.

For the single filter method the modal weighting factors specified in the test cycle procedure shall be taken into account during sampling by adjusting sample flow rate and/or sampling time, accordingly.

Sampling must be conducted as late as possible within each mode. The sampling time per mode must be at least 20 seconds for the single filter method and at least 60 seconds for the multi-filter method. For systems without bypass capability, the sampling time per mode must be a least 60 seconds for single and multiple filter methods.

3.6.6. Engine conditions

The engine speed and load, intake air temperatur, fuel flow and air or exhaust gas flow shall be measured for each mode once the engine has been stabilized.

If the measurement of the exhaust gas flow or the measurement of combustion air and fuel consumption is not possible, it can be calculated using the carbon and oxygen balance method (see Annex III, Appendix 1, point 1.2.3).

Any additional data required for calculation shall be recorded (see Annex III, Appendix 3, point 1.1 and 1.2).

3.7. Re-checking the analysers

After the emission test a zero gas and the same span gas will be used for re-checking. The test will be considered acceptable if the difference between the two measuring results is less than 2 %.

(1) Identical with C1 cycle of the draft ISO 8178-4 standard.

Appendix 1

1. MEASUREMENT AND SAMPLING PROCEDURES

Gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods described in Annex V. The methods of Annex V describe the recommended analytical systems for the gaseous emissions (point 1.1) and the recommended particulate dilution and sampling systems (point 1.2).

1.1. Dynamometer specification

An engine dynamometer with adequate characteristics to perform the test cycle described in Annex III, point 3.6.1 shall be used. The instrumentation for torque and speed measurement shall allow the measurement of the shaft power within the given limits. Additional calculations may be necessary.

The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given in point 1.3 are not exceeded.

1.2. Exhaust gas flow

The exhaust gas flow shall be determined by one of the methods mentioned in points 1.2.1 to 1.2.4.

1.2.1. Direct measurement method

Direct measurement of the exhaust flow by flow nozzle or equivalent metering system (for detail see ISO 5167).

Note: Direct gaseous flow measurement is a difficult task. Precautions must be taken to avoid measurement errors which will impact emission value errors.

1.2.2. Air and fuel measurement method

Measurement of the air flow and the fuel flow.

Air flow-meters and fuel flow-meters with an accuracy defined in paragraph 1.3 shall be used. The calculation of the exhaust gas flow is as follows:

GEXHW = GAIRW + GFUEL (for wet exhaust mass)

or

VEXHD = VAIRD - 0,766 × GFUEL (for dry exhaust volume)

or

VEXHW = VAIRW + 0,746 × GFUEL (for wet exhaust volume)

1.2.3. Carbon balance method

Exhaust mass calculation from fuel consumption and exhaust gas concentrations using the carbon balance method (see Annex III, Appendix 3).

1.2.4. Total dilute exhaust gas flow

When using a full flow dilution system, the total flow of the dilute exhaust (GTOTW, VTOTW) shall be measured with a PDP or CFV - Annex V, point 1.2.1.2. The accuracy shall confom to the provisions of Annex III, Appendix 2, point 2.2.

1.3. Accuracy

The calibration of all measurement instruments shall be traceable to national (international) standards and comply with the following requirements:

>TABLE>

1.4. Determination of the gaseous components

1.4.1. General analyser specifications

The analysers shall have a measuring range appropriate for the accuracy required to measure the concentrations of the exhaust gas components (point 1.4.1.1). It is recommended that the analysers be operated such that the measured concentration falls between 15 % and 100 % of full scale.

If the full scale value is 155 ppm (or ppm C) or less or if read-out systems (computers, data loggers) that provide sufficient accuracy and resolution below 15 % of full scale are used concentrations below 15 % of full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of the calibration curves - Annex III, Appendix 2, point 1.5.5.2.

The electromagnetic compatibility (EMC) of the equipment shall be on a level as to minimise additional errors.

1.4.1.1. Measurement error

The total measurement error, including the cross sensitivity to other gases - see Annex III, Appendix 2, point 1.9 shall not exceed ± 5 % of the reading or 3,5 % of full scale, whichever is smaller. For concentrations of less than 100 ppm the measurement error shall not exceed ± 4 ppm.

1.4.1.2. Repeatability

The repeatability, defined as 2,5 times the standard deviation of 10 repetitive responses to a given calibration or span gas, must be no greater than ± 1 % of full scale concentration for each range used above 155 ppm (or ppm C) or ?? 2 % of each range used below 155 ppm (or ppm C).

1.4.1.3. Noise

The analyser peak-to-peak response to zero and calibration or span gases over any ten seconds period shall not exceed 2 % of full scale on all ranges used.

1.4.1.4. Zero drift

The zero drift during a one hour period shall be less than 2 % of full scale on the lowest range used. The zero response is defined as the mean response, including noise, to a zero gas during a 30 seconds time interval.

1.4.1.5. Span drift

The span drift during a one hour period shall be less than 2 % of full scale on the lowest range used. Span is defined as the difference between the span response and the zero response. The span response is defined as the mean response, including noise, to a span gas during a 30 seconds time interval.

1.4.2. Gas drying

The optional gas drying device must have a minimal effect on the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water from the sample.

1.4.3. Analysers

Points 1.4.3.1 to 1.4.3.5 of this Appendix describe the measurement principles to be used. A detailed description of the measurement systems is given in Annex V.

The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the use of linearizing circuits is permitted.

1.4.3.1. Carbon monoxide (CO) analysis

The carbon monoxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.

1.4.3.2. Carbon dioxide (CO2) analysis

The carbon dioxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.

1.4.3.3. Hydrocarbon (HC) analysis

The hydrocarbon analyser shall be of the heated flame ionization detector (HFID) type with detector, valves, pipework, etc, heated so as to maintain a gas temperature of 463 K (190 °C) ± 10 K.

1.4.3.4. Oxides of nitrogen (NOx) analysis

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent detector (HCLD) type with a NO2/NO converter, if measured on a dry basis. If measured on a wet basis, a HCLD with converter maintained above 333 K (60 °C) shall be used, provided the water quench check (Annex III, Appendix 2, point 1.9.2.2) is satisfied.

1.4.4. Sampling for gaseous emissions

The gaseous emissions sampling probes must be fitted at least 0,5 m or three times the diameter of the exhaust pipe - whichever is the larger - upstream of the exit of the exhaust gas system as far as applicable and sufficiently close to the engine as to ensure an exhaust gas temperature of at least 343 K (70 °C) at the probe.

In the case of a multi-cylinder engine with a branched exhaust manifold, the inlet of the probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions from all cylinders. In multi-cylinder engines having distinct groups of manifolds, such as in a 'V'-engine configuration, it is permissible to acquire a sample from each group individually and calculate an average exhaust emission. Other methods which have been shown to correlate with the above methods may be used. For exhaust emissions calculation the total exhaust mass flow of the engine must be used.

If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample must be taken downstream of this device. When a full flow dilution system is used for the determination of the particulates, the gaseous emissions may also be determined in the diluted exhaust gas. The sampling probes shall be close to the particulate sampling probe in the dilution tunnel (Annex V, point 1.2.1.2, DT and point 1.2.2, PSP). CO and CO2 may optionally be determined by sampling into a bag and subsequent measurement of the concentration in the sampling bag.

1.5. Determination of the particulates

The determination of the particulates requires a dilution system. Dilution may be accomplished by a partial flow dilution system or a full flow dilution system. The flow capacity of the dilution system shall be large enough to completely eliminate water condensation in the dilution and sampling systems, and maintain the temperature of the diluted exhaust gas at or below 325 K (52 °C) immediately upstream of the filter holders. De-humidifying the dilution air before entering the dilution system is permitted, if the air humidity is high. Dilution air pre-heating above the temperature limit of 303 K (30 °C) is recommended, if the ambient temperature is below 293 K (20 °C). However, the diluted air temperature must not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel.

For a partial flow dilution system, the particulate sampling probe must be fitted close to and upstream of the gaseous probe as defined in paragraph 4.4 and in accordance with Annex V, point 1.2.1.1, figures 4-12 EP and SP.

The partial flow dilution system has to be designed to split the exhaust stream into two fractions, the smaller one being diluted with air and subsequently used for particulate measurement. From that it is essential that the dilution ratio be determined very accurately. Different splitting methods can be applied, whereby the type of splitting used dictates to a significant degree the sampling hardware and procedures to be used (Annex V, point 1.2.1.1).

To determine the mass of the particulates, a particulate sampling system, particulate sampling filters, a microgram balance and a temperature and humidity controlled weighing chamber are required.

For particulate sampling, two methods may be applied:

- the single filter method uses one pair of filters (see point 1.5.1.3 of this Appendix) for all modes of the test cycle. Considerable attention must be paid to sampling times and flows during the sampling phase of the test. However, only one pair of filters will be required for the test cycle,

- the multiple filter method dictates that one pair of filters (see point 1.5.1.3 of this Appendix) is used for each of the individual modes of the test cycle. This method allows more lenient sample procedures but uses more filters.

1.5.1. Particulate sampling filters

1.5.1.1. Filter specification

Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required for certification tests. For special applications different filter materials may be used. All filter types shall have a 0,3 µm DOP (di-octylphthalate) collection efficiency of at least 95 % at a gas face velocity between 35 and 80 cm/s. When performing correlation tests between laboratories or between a manufacturer and an approval authority, filters of identical quality must be used.

1.5.1.2. Filter size

Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter). Larger diameter filters are acceptable (point 1.5.1.5).

1.5.1.3. Primary and back-up filters

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. The filters may be weighed separately or as a pair with the filters placed stain side to stain side.

1.5.1.4. Filter face velocity

A gas face velocity through the filter of 35 to 80 cm/s shall be achieved.

1.5.1.5. Filter loading

The recommended minimum filter loading shall be 0,5 mg/1 075 mm² stain area for the single filter method. For the most common filter size the values are as follows:

>TABLE>

For the multiple filter method, the recommended minimum filter loading for the sum of all filters shall be the product of the appropriate value above and the square root of the total number of modes.

1.5.2. Weighing chamber and analytical balance specifications

1.5.2.1. Weighing chamber conditions

The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be maintained to within 295 K (22 °C) ± 3 K during all filter conditioning and weighing. The humidity shall be maintained to a dewpoint of 282,5 (9,5 °C) ± 3 K and a relative humidity of 45 ± 8 %.

1.5.2.2. Reference filter weighing

The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilisation. Disturbances to weighing room specifications as outlined in paragraph 1.5.2.1 will be allowed if the duration of the disturbances does not exceed 30 minutes. The weighing room should meet the required specifications prior to personnel entrance into the weighing room. At least two unused referenced filters or reference filter pairs shall be weighed within four hours of, but preferably at the same time as the sample filter (pair) weighing. They shall be the same size and material as the sample filters.

If the average weight of the reference filters (reference filter pairs) changes between sample filter weighing by more than ± 5 % (± 7,5 % for the filter pair) of the recommended minimum filter loading (point 1.5.1.5), then all sample filters shall be discarded and the emissions test repeated.

If the weighing room stability criteria outlined in point 1.5.2.1 is not met, but the reference filter (pair) weighing meet the above criteria, the engine manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control systems and re-running the test.

1.5.2.3. Analytical balance

The analytical balance used to determine the weights of all filters shall have a precision (standard deviation) of 20 µg and a resolution of 10 µg (1 digit = 10 µg). For filters less than 70 mm diameter, the precision and resolution shall be 2 µg and 1 µg, respectively.

1.5.2.4. Elimination if static electricity effects

To eliminate the effects of static electricity, the filters shall be neutralized prior to weighing, for example, by a Polonium neutralizer or a device of similar effect.

1.5.3. Additional specifications for particulate measurement

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 materials that do not react with exhaust gas components, and must be electrically grounded to prevent electrostatic effects.

Appendix 2

1. CALIBRATION OF THE ANALYTICAL INSTRUMENTS

1.1. Introduction

Each analyzer shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard. The calibration method that shall be used is described in this paragraph for the analysers indicated in Appendix 1, point 1.4.3.

1.2. Calibration gases

The shelf life of all calibration gases must be respected.

The expiry date of the calibration gases stated by the manufacturer shall be recorded.

1.2.1. Pure gases

The required purity of the gases is defined by the contamination limits given below. The following gases must be available for operation:

- purified nitrogen

(contamination ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO)

- purified oxygen

(purity > 99,5 % vol O2)

- hydrogen-helium mixture

(40 ± 2 % hydrogen, balance helium)

(contamination ≤ 1 ppm C, ≤ 400 ppm CO)

- purified synthetic air

(contamination ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO)

(oxygen content between 18-21 % vol)

1.2.2. Calibration and span gases

Mixture of gases having the following chemical compositions shall be available:

- C3H8 and purified synthetic air (see point 1.2.1)

- CO and purified nitrogen

- NO and purified nitrogen (the amount of NO2 contained in this calibration gas must not exceed 5 % of the NO content)

- O2 and purified nitrogen

- CO2 and purified nitrogen

- CH4 and purified synthetic air

- C2H6 and purified synthetic air

Note: other gas combinations are allowed provided the gases do not react with one another.

The true concentration of a calibration and span gas must be within ± 2 % of the nominal value. All concentrations of calibration gas shall be given on a volume basis (volume percent or volume ppm).

The gases used for calibration and span may also be obtained by means of a gas divider, diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device must be such that the concentration of the diluted calibration gases may be determined to within ± 2 %.

1.3. Operating procedure for analysers and sampling system

The operating procedure for analysers shall follow the start-up and operating instructions of the instrument manufacturer. The minimum requirements given in points 1.4 to 1.9 shall be included.

1.4. Leakage test

A system leakage test shall be performed. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization period all flow meters should read zero. If not, the sampling lines shall be checked and the fault corrected. The maximum allowable leakage rate on the vacuum side shall be 0,5 % of the in-use flow rate for the portion of the system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rates.

Another method is the introduction of a concentration step change at the beginning of the sampling line by switching from zero to span gas.

If after an adequate period of time the reading shows a lower concentration compared to the introduced concentration, this points to calibration or leakage problems.

1.5. Calibration procedure

1.5.1. Instrument assembly

The instrument assembly shall be calibrated and calibration curves checked against standard gases. The same gas flow rates shall be used as when sampling exhaust.

1.5.2. Warming-up time

The warming-up time should be according to the recommendations of the manufacturer. If not specified, a minimum of two hours is recommended for warming-up the analysers.

1.5.3. NDIR and HFID analyser

The NDIR analyser shall be tuned, as necessary, and the combustion flame of the HFID analyser shall be optimized (point 1.8.1).

1.5.4. Calibration

Each normally used operating range shall be calibrated.

Using purified synthetic air (or nitrogen), the CO, CO2, Nox, HC and O2 analysers shall be set at zero.

The appropriate calibration gases shall be introduced to the analysers, the values recorded, and the calibration curve established according to point 1.5.6.

The zero setting shall be re-checked and the calibration procedure repeated, if necessary.

1.5.5. Establishment of the calibration curve

1.5.5.1. General guidelines

The analyser calibration curve is established by at least five calibration points (excluding zero) spaced as uniformly as possible. The highest nominal concentration must be equal to or higher than 90 % of full scale.

The calibration curve is calculated by the method of least squares. If the resulting polynomial degree is greater than three, the number of calibration points (zero included) must be at least equal to this polynomial degree plus two.

The calibration curve must not differ by more than ± 2 % from the nominal value of each calibration point and by more than ± 1 % of full scale at zero.

From the calibration curve and the calibration points, it is possible to verify that the calibration has been carried out correctly. The different characteristic parameters of the analyser must be indicated, particularly:

- the measuring range,

- the sensitivity,

- the date of carrying out the calibration.

1.5.5.2. Calibration below 15 % of full scale

The analyser calibration curve is established by at least ten calibration points (excluding zero) spaced so that 50 % of the calibration points is below 10 % of full scale.

The calibration curve is calculated by the method of least squares.

The calibration curve must not differ by more than ± 4 % from the nominal value of each calibration point and by more than ± 1 % of full scale at zero.

1.5.5.3. Alternative methods

If it can be shown that alternative technology (e.g. computer, electronically controlled range switch, etc) can give equivalent accuracy, then these alternatives may be used.

1.6. Verification of the calibration

Each normally used operating range shall be checked prior to each analysis in accordance with the following procedure.

The calibration is checked by using a zero gas and a span gas whose nominal value is more than 80 % of full scale of the measuring range.

If, for the two points considered, the value found does not differ by more than ± 4 % of full scale from the declared reference value, the adjustment parameters may be modified. Should this not be the case, a new calibration curve shall be established in accordance with point 1.5.4.

1.7. Efficiency test of the NOx converter

The efficiency of the converter used for the conversion of NO2 into NO is tested as given in paragraphs 1.7.1 to 1.7.8 (Figure 1).

1.7.1. Test set-up

Using the test set-up as shown in Figure 1 (see also Appendix 1, point 1.4.3.5) and the procedure below, the efficiency of converters can be tested by means of an ozonator.

Figure 1 Schematic of NO2 converter efficiency device

>REFERENCE TO A GRAPHIC>

1.7.2. Calibration

The CLD and the HCLD shall be calibrated in the most common operating range following the manufacturer's specifications using zero and span gas (the NO content of which must amount to about 80 % of the operating range and the NO2 concentration of the gas mixture to less than 5 % of the NO concentration). The NOx analyser must be in the NO mode so that the span gas does not pass through the converter. The indicated concentration has to be recorded.

1.7.3. Calculation

The efficiency of the NOx converter is calculated as follows:

Efficiency (%) = (1 + >NUM>a - b >DEN>c - d) × 100

(a) NOx concentration according to paragraph 1.7.6;

(b) NOx concentration according to paragraph 1.7.7;

(c) NO concentration according to paragraph 1.7.4;

(d) NO concentration according to paragraph 1.7.5.

1.7.4. Adding of oxygen

Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the concentration indicated is about 20 % less than the indicated calibration concentration given in paragraph 1.7.2. (The analyser is in the NO mode.)

The indicated concentration (c) shall be recorded. The ozonator is kept de-activated throughout the process.

1.7.5. Activation of the ozonator

The ozonator is now activated to generate enough ozone to bring the NO concentration down to about 20 % (minimum 10 %) of the calibration concentration given in paragraph 1.7.2. The indicated concentration (d) shall be recorded. (The analyser is in the NO mode.)

1.7.6. NOx mode

The NO analyser is then switched to the NOx mode so that the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the converter. The indicated concentration (a) shall be recorded. (The analyser is in the NOx mode.)

1.7.7. De-activation of the ozonator

The ozonator is now de-activated. The mixture of gases described in point 1.7.6 passes through the converter into the detector. The indicated concentration (b) shall be recorded. (The analyser is in the NOx mode.)

1.7.8. NO mode

Switched to NO mode with the ozonator de-activated, the flow of oxygen or synthetic air is also shut off. The NOx reading of the analyser shall not deviate by more than ± 5 % from the value measured according to point 1.7.2. (The analyser is in the NO mode.)

1.7.9. Test interval

The efficiency of the converter must be tested prior to each calibration of the NOx analyser.

1.7.10. Efficiency requirement

The efficiency of the converter shall not be less than 90 %, but a higher efficiency of 95 % is strongly recommended.

Note: If, with the analyser in the most common range, the ozonator cannot give a reduction from 80 % to 20 % according to point 1.7.5, then the highest range which will give the reduction shall be used.

1.8. Adjustment of the FID

1.8.1. Optimization of the detector response

The HFID must be adjusted as specified by the instrument manufacturer. A propane in air span gas should be used to optimize the response on the most common operating range.

With the fuel and air flow rates set at the manufacturer's recommendations, a 350 ± 75 ppm C span gas shall be introduced to the analyser. The response at a given fuel flow shall be determined from the difference between the span gas response and the zero gas response. The fuel flow shall be incrementally adjusted above and below the manufacturer's specification. The span and zero response at these fuel flows shall be recorded. The difference between the span and zero response shall be plotted and the fuel flow adjusted to the rich side of the curve.

1.8.2. Hydrocarbon response factors

The analyser shall be calibrated using propane in air and purified synthetic air, according to point 1.5.

Response factors shall be determined when introducing an analyser into service and after major service intervals. The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas concentration in the cylinder expressed by ppm C1.

The concentration of the test gas must be at a level to give a response of approximately 80 % of full scale. The concentration must be known to an accuracy of ± 2 % in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder must be pre-conditioned for 24 hours at a temperature of 298 K