COMMISSION OF THE EUROPEAN COMMUNITIES 
Brussels, 18.06.1996 
COM(96) 248 final 
96/0163 (COD) 
96/0164 (COD) 
COMMUNICATION FROM THE COMMISSION 
TO THE EUROPEAN PARLIAMENT AND THE COUNCIL 
on a future strategy for the control of atmospheric emissions 
from road transport taking into account the results 
from the Auto/Oil Programme 
Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE 
relating to the quality of petrol and diesel fuels and amending 
Council Directive 93/12/EEC 
Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE 
relating to measures to be taken against air pollution by emissions 
from motor vehicles and amending 
Council Directives 70/156/EEC and 70/220/EEC 
(presented by the Commission) 

COMMUNICATION FROM THE COMMISSION 
TO THE EUROPEAN PARLIAMENT AND THE COUNCIL 
on a future strategy for the control of atmospheric emissions 
from road transport taking into account the results 
from the Auto/Oil Programme 
1. BACKGROUND 
EU Legislation on vehicle emission standards 
Directive 70/220/EEC(]) was the first directive to lay down emission limits for passenger cars. 
Over the past two decades subsequent amendments to Directive 70/220/EEC and the adoption 
of legislation on emission standards for light commercial^ and heavy duty vehicles(3) have 
strengthened and extended Community policy in this area.When the emission standards.for 
passenger cars laid down in Directive 94/12/EC(4) (the latest amendment of the 1970 base 
directive) comes into effect in 1996/97, emissions of regulated pollutants from new passenger 
cars will be reduced by over 90% as compared to the standards which prevailed in the early 
1970s. These improvements in standards are illustrated below in Figure 1. 
•5 O S 3 
03 OJ 
t 
0-Figure 1 
Evolution of Community Passenger Car Emission Standards 
100 
m % co 
m % HC & NOx 
(1) 
(2) 
(3) 
(4) Directive 70/220/EEC; OJ No L 76, 6.4.1970, p. 1. 
Directive 93/59/EEC; OJ No L 186, 28.7.1993, p. 21. 
Directive 91/542/EEC; OJ No L 295, 25.10.1991, p. 1 
Directive 94/12/EC; OJ No L 100, 19.4.1994, p. 42. 
However, despite these considerable achievements with regard to the emission reduction of 
individual vehicles, increased traffic activity (increased numbers of vehicles, increased 
kilometres travelled) are likely to counteract these improvements and to militate against 
overall emissions being reduced to a level consistent with the attainment of future air quality 
objectives. 
Given the reductions already achieved, further action to reduce vehicle emissions necessitated 
a reassessment of the existing policy approach since the emission reduction potential offered 
by further improvements in vehicle technology, was limited and possibly very costly in 
comparison to other potential solutions. The Commission, in October 1992 therefore organized 
a conference with all relevant interest groups to discuss the» issue of vehicle emission 
standards for the year 2000 and beyond. The major conclusion from this conference was that 
future emission standards should be based on an integrated approach and should have as their 
objective the achievement of air quality targets. In this context it was recognized that further 
steps would be needed not least because of increased traffic activity (increased numbers of 
vehicles and increased kilometres travelled). 
This new approach was outlined in the legislative proposals the Commission submitted to 
Council and Parliament in 1992. It is reflected in Article 4 of Directive 94/12/EC "which was 
adopted by Council and Parliament in 1994 under the co-decision procedure. The main 
elements of Article 4 are outlined below: 
"In these proposals [future proposals for emission standards to apply from 2000] the 
Commission shall take the following approach: 
the measures shall be designed to produce effects to meet the requirements of the 
Community's air quality criteria and related objectives, 
an assessment of the cost effectiveness of taking each measure shall be undertaken; 
in this global assessment full account shall be taken, inter alia, of the 
contributions that: 
traffic management, for example by spreading the environmental 
costs appropriately, 
enhanced urban public transport, 
new propulsion technologies (e.g. electric propulsion), 
• the use of alternative fuels (e.g. biofuels), could make to improving air quality, 
the measures shall be proportional and reasonable in the light of the 
intended objectives. 
The proposals, taking account of the methodology outlined above and aimed at a substantial 
reduction of pollutant emissions as regards the vehicles covered by this Directive, shall 
comprise in particular the following elements: 
1. Further improvements in the requirements of this Directive: 
based on the assessment of 
the potential of the Traditional engine and post-combustion technology, 
possible improvements in the test procedure, e.g. cold-start, starting in low 
or wintry temperatures, durability (e.g. in the conformity tests), 
evaporative emissions, 
measures at the level of type-approval supporting strengthened inspection and 
maintenance requirements, including, for example, on-board diagnostic systems, 
the possibility of checking the conformity of vehicles in circulation, 
the proportional need for: 
(i) specific limits for HC and NOx in addition to a cumulative limit value, 
and 
(ii) measures to cover pollutants not yet regulated. 
2. Complementary technical measures in the framework of specific Directives, including: 
improvements in fuel quality as far as vehicle emissions of dangerous substances 
(in particular benzene) are concerned, 
strengthening of the requirements of the inspection and maintenance programme. 
The reduced limit values which will be the subject of the new Directive shall not apply before 
1 January 2000 for new type-approvals. The Council shall decide on the conditions for 
granting tax incentives on the basis of these limit values." 
While Directive 94/12/EC was only adopted in 1994, Article 4 of that Directive is the formal 
expression of the framework within which the Commission carried out its preparatory work 
for the development of future legislative proposals directed at the reduction of emissions from 
road transport to be effective from the year 2000. 
2. THE AUTO/OIL PROGRAMME 
In recognition of the fact that the future Community policy on the control of vehicle 
emissions should be based on an integrated and comprehensive approach and taking into 
account the potential of a wide variety of different measures for bringing about cost-effective 
solutions, the Commission, in 1992, invited the European oil and automobile industries to 
participate in a collaborative programme with the intention of developing a solid technical 
foundation upon which the Commission could build its future strategy: this programme 
subsequently became known as the Auto/Oil Programme. (A short summary of the technical 
analysis carried out in the Auto/Oil Programme is included as Annex 1 to this 
Communication. A more detailed explanation of the programme can be found in a 
consolidated technical report). 
The Auto/Oil Programme was a ground-breaking initiative in which the resources and 
expertise of two major industries were combined in collaboration with the services of the 
Commission and focused on the challenge of developing a rationale basis for future legislative 
action. The programme is an example of the principle of partnership identified in the fifth 
Environmental Action Programme. The Commission would like to record its thanks and 
appreciation to both industries in demonstrating their commitment to the goal of-sustainable 
development in such a tangible manner. In particular the extensive research programme 
known as the European Programme on Engines Fuels and Emissions (EPEFE) has provided 
a unique insight into the relationship between engine technology/fuel quality and vehicle 
emissions. 
The rationale of the Auto/Oil Programme was to quantify both the cost and the emission 
reduction potential of a variety of different measures which could contribute to reducing 
vehicle emissions and the attainment of air quality targets. The measures which were included 
in the analysis included not only advances in vehicle technology and fuel quality but also the 
benefits of improvements to the regular inspection and maintenance procedures as well the 
potential contribution of non-technical measures such as road pricing, improved public 
transport and scrappage schemes. The objective of the auto/oil analysis was to identify cost 
effective packages of measures sufficient to reduce vehicle emissions to the level compatible 
with the achievement of rigorous air quality standards throughout the Community. 
3. CLEAN AIR: THE MOTIVATION FOR REDUCING VEHICLE EMISSIONS 
Article 4 of Directive 94/12/EC requires that measures to reduce emissions from road traffic 
shall be designed to meet the requirements of the Community's air quality criteria and related 
objectives. The existing Community legislation on air quality objectives and dealing inter alia 
with nitrogen di-oxide, sulphur dioxide and particulate matter, lead and troposheric ozonze 
are currently being revised. In order to take account of the latest information emerging 
from that review process as well as the ongoing work to revise the existing 
World Health Organization air quality guidelines, the Commission and the two industry 
partners in the Auto/Oil Programme agreed to explore a number of air quality objectives: 
these objectives and the way they were used in the Auto/Oil Programme are described in 
summary form in the Annex to the present Communication and in greater detail in the 
consolidated air quality report from the Auto/Oil Programme.The critical air quality objectives 
which were eventually used as the basis for designing the package of measures to reduce road 
transport emissions are presented in Table 1. 
Table 1 
Air Quality Targets 
Pollutant: 
Air 
Quality 
Targets: Urban N02 
200 ug/m3 
As maximum 
hourly value Urban 
Carbon 
Monoxide 
10 mg/m3 
As maximum 
hourly value. Urban 
Benzene 
10 ug/m3 
As an 
annual mean Urban 
Particulates 
50 ug/m3 
As a24 hour 
rolling 
average Tropospheric 
Ozone 
180 ug/m3 
As a one hour 
99 percentile 
value. 
4. REDUCING EMISSIONS FROM ROAD TRANSPORT 
STRATEGIES: SHARED RESPONSIBILITY INTEGRATED 
The Auto/Oil Programme focused exclusively on the control of emissions from the road 
transport sector. While for the majority of atmospheric pollutants road transport constitutes 
the single most important source of emissions other sources such as power stations, Industry 
and individual households also make a significant contribution. The implementation of the 
measures arising out of the Auto/Oil Programme will ensure that emissions from road 
transport are reduced to a level compatible with the attainment of rigorous air quality 
standards. However, in order that the air quality standards are achieved it will require equally 
significant and parallel reductions in emissions from other man made sources. In particular 
the results from the Auto/Oil Programme have demonstrated that reductions of man made 
emissions of both Volatile Organic Compounds (VOCs) and oxides of nitrogen (NOx) of the 
order of 70+% as compared to today's levels will be required if air quality iargets for 
tropospheric (low-level) ozone are to be achieved. ~ 
The attainment of satisfactory air quality throughout the Community should be based on an 
integrated, balanced and cost-effective approach to the reduction of emissions. Clearly, there 
are significant differences in the air quality to be found in the different cities and regions 
throughout the Community. The most cost-effective solution with regard to transport related 
emissions, will not be based on the assumption that Community wide technical measures 
should be expected, on their own, to resolve the pollution problems in the worst affected 
cities/regions. 
Air quality standards are laid down in Community legislation and Member States are required 
as a minimum to ensure that these standards are respected. This basic legal obligation placed 
upon the Member States constitutes the ultimate legal safeguard that the emission reduction 
measures taken at Community, national and local level will result in the achievement of the 
necessary air quality standards. 
In the Auto/Oil Programme and in the package of measures to be put forward by the 
Commission the underlying rationale was that technical measures, such as emission standards, 
fuel quality and improved inspection and maintenance regimes, will be applied at a certain 
intensity across the Community and will result in a widespread and significant reduction in 
emissions and consequent improvements in air quality. However, these Community-wide 
measures will have to be complemented and supplemented, as appropriate, by local and 
national measures such as road pricing, the expansion of the public transport system, emission 
related vehicle taxes and scrappage schemes applied to old vehicles. As a minimum, these 
national and local measures would need to be applied in localities/regions where, in the 
absence of such targeted actions, the Community-wide technical measures would not, on their 
own, ensure that the air quality standards required under Community legislation are achieved 
and respected. In addition, those Member States and localities that wish to achieve air quality 
standards higher than the minimum standards required under Community legislation, are of 
course free to introduce whatever national and local measures they see fit in order to reduce 
emissions from vehicles on condition that such measures are compatible with the Treaty such 
as the provisions on the free movement of goods and in particular the provisions of the 
Directives accompanying the present Communication. 
While decisions with regard to the appropriate choice of geographically restricted-measures 
aimed at reducing atmospheric pollution should be taken at the national, regional and local 
level, in the context of shared responsibility, there is a role for the Community to inform, 
promote and enable in order to ensure that Community policies have a positive influence. To 
this end the Commission has issued a Green Paper concerning public passenger transport and 
entitle "The Citizens Network" which suggests ways in which public transport can be made 
more attractive and usable. The Commission is also involved in a number of other initiatives 
and collaborative projects including inter alia the Car Free Cities Network which now has 
over 50 participating cities ,the networks addressing transport, energy efficiency and air 
quality involved in JOULE-THERMDE projects (the POLIS network on transport telematics 
applications, the EUROCITEES, TELECITIES and POLIS networks on the European Digital 
Cities project, city networks in environment telematics projects and the CITELEC). 
The interdependence of the various elements in the Commission's strategy applies not only 
to the relationship between actions taken at the Community/national/regional and local levels 
but also to the various technical measures. The increased severity of the vehicle emission 
standards applies at the time when a vehicle is type approved for marketing in the. 
Community; manufacturers are then required to ensure that all examples of that model which 
are produced conform to these standards and to ensure that the emission performance will not 
deteriorate significantly during the life of the vehicle; once the vehicle is on the road its 
emission performance will be influenced by the quality of the fuel and the behaviour of the 
driver; electronic sensors which monitor the emissions of the vehicle will also inform the 
driver of any defects and signal the need for repair; finally regular inspection and maintenance 
tests combined with road side checks and re-call schemes will also ensure that vehicles 
maintain a high level of emission performance throughout their life. 
The message which has to be underlined in relation to the control of vehicle emissions is the 
interdependence of all the elements 'in the systems. The technical components need to be 
compatible and the administrative systems need to inter-lock and be mutually supportive. In 
addition vehicle manufacturers and oil companies need to comply with their obligations. 
Finally and very importantly , individual vehicle owners have a major role to play in reducing 
vehicle emissions: responsible driving behaviour has a significant effect on fuel consumption 
and emissions; poorly maintained vehicles contribute a disproportionate amount to the total 
pollution load from the vehicle fleet. 
The Auto/Oil Programme and the Commission's future strategy on the control of vehicle 
emissions is based on the concept of shared responsibility and burden sharing between the 
Community, national and local governments, Industry and the individual citizen: such an 
approach is entirely consistent with the principle of sustainable development which requires 
that all stake-holders have a role to play in the protection of the environment. 
5. FROM AUTO/OIL PROGRAMME TO LEGISLATIVE PROPOSALS 
The Auto/Oil Programme provides the technical foundation upon which the Commission will, 
build its strategy with regard to the control of vehicle emissions. In developing its proposals 
for the legislative actions which form a central part of that strategy the Commission took 
account of a number of considerations over and above the exclusively technical input 
provided by the programme: 
Uncertainty 
In recognition of the uncertainty inherent in any scientific investigation , particularly one a 
complex as the Auto/Oil Programme, the Commission's proposals are based on a 
precautionary approach. This means that the severity of the legislative proposals is such that 
even making conservative assumptions regarding the efficiency of non-technical measures it 
is confidently to be expected that the necessary air quality objectives will be respected 
throughout the Community. 
An integrated package 
As explained in section 3 the Commission's strategy is based on an integrated approach 
relying on action at a number of levels and the shared responsibility of all stakeholders. The 
Commission's legislative proposals must therefore be seen as a package - all the elements in 
the package are required to be adopted for the strategy to be effective. In addition and in 
accordance with the underlying premises of the Auto/Oil Programme, the different elements 
must be implemented concurrently to ensure maximum effectiveness. 
Feasibility 
The Commission's proposals also take account of the technological feasibility of introducing 
the measures according to the specified deadlines. For example in the case of the emission 
standards for diesel vehicles the proposals are based on the assumption that the de-NOx 
catalyst will not be in commercial production by the year 2000. The Commission's proposal 
does, however, take account of the need to provide an incentive for the continued 
development of this important technology as well as a commitment to guarantee that when 
vehicles equipped with these technologies arrive on the market, fuels of the a quality sufficent 
to ensure the effective performance of the new technologies are also available. . 
The integrity of the internal market 
The economic benefits deriving from the creation of an internal market of over 350 million 
inhabitants were extremely important considerations for the Commission in developing its 
legislative proposals. The Commission has endeavoured to achieve an effective balance 
between one the one hand the need for flexibility in order to respond to the different air 
quality situations in the Community and on the other hand, the desire to ensure thejntegrity 
of the internal market. 
Coherence in legislative policy 
The Commission's proposals also took into account the history and the balance in the existing 
legislative regime. For example, in relation to the emission standards applied to different 
classes of vehicles the Auto/Oil Programme indicated that severe emission limits should be 
applied to light commercial vehicles and only light to moderate limits on passenger cars. In 
recognition of the fact that the same engines are often used in both categories of vehicle the 
Commission will propose that similar and co-ordinated emission limits are applied to each. 
Expectations of the Member States and the Parliament 
On the basis of frequent meetings with technical experts and written statements, the 
Commission has been kept informed of the position of the Member States with regard both 
to the Auto/Oil Programme and the legislative proposals arising from it. In addition the 
Parliament has on several occasions expressed itself in favour of environmentally ambitious 
measures to reduce emissions from road transport. The views of the Member States and the 
Parliament have been taken into account by the Commission in preparing its legislative 
proposals. 
6. THE LEGISLATIVE PACKAGE ARISING FROM THE AUTO/OIL 
PROGRAMME 
In order to facilitate a clearer understanding as to how the Commission's proposals correspond 
to the framework established under Article 4 of Directive 94/12/EC, a short description of 
these proposals is given below: 
6.1 Vehicle-related measures 
6.1(a) Passenger Cars 
The emission standards for passenger cars will be tightened by means of a proposed 
modification to Directive 70/220/EEC (this proposal is attached to the present 
Communication). A summary of the new emission standards to come into force in 2000 and 
an indication of the percentage improvement as compared to current standards is given in 
Table 2 (designated as proposal A in the Table) Also shown in Table 2 are the indicative 
values which the Commission proposes should come into force in 2005 (designated as 
proposal B in the Table). These very stringent standards are referred to as the "second step" 
standards and will be subject to review and confirmation by the Council and Parliament in 
1998. The rationale behind the establishment of a second step is provided in section 7 
(Table 2 also shows for comparison the LEV and ULEV standards from the U.S.A.) 
The Commission's proposal also contain provisions to ensure that the emission control 
systems in the car work effectively throughout the life of the vehicle. In particular there is 
now a requirement for passenger cars to be equipped with technology to monitor the emission 
performance and to indicate malfunctions to the driver: this technology is known as on board 
diagnostics (OBD). In addition, the Directive on passenger cars will also introduce 
arrangements for the in-use testing and eventual re-call of vehicle models after they have 
been placed on the market. Together with the strengthening of the periodic technical 
inspections (see below), OBD and re-call provisions should ensure that the emission 
performance should not deteriorate significantly during the life of the vehicle. 
As a means to reduce the amount of volatile organic compounds (essentially petrol fumes) 
which are lost to the atmosphere due to evaporation, a more rigorous test procedure for 
evaporative losses will be incorporated into the requirements for the type approval of 
gasoline passenger cars. 
One of the conclusions from the Auto-oil study was that already existing measures will result 
in significant reductions in vehicle related emissions of carbon-monoxide (CO) such that CO 
air quality standards will be respected. It was therefore concluded that the introduction of a 
cold start test procedure as part of the type approval requirements was not in fact necessary. 
Finally, in relation to passenger cars, the Commission's proposals (see Table 2) also include 
separate emission limits for NOx and hydrocarbons as was requested in Article 4 of 
Directive 94/12/EC. 
Table 2 
Comparison of Passenger Car Limit Values 
Proposal A 
(2000) 
Proposal B* 
(2005) 
Current U.S. 
Federal Standards 
C.A.R.B. TLEV** 
C.A.R.B. LEV*** 
C.A.R.B. ULEV **" Limit Values 
Mass of Carbon 
Monoxide 
(CO) 
L, 
(g/km) 
Petrol 
2.3 
1.00 
2.1 
2.1 
2.1 
1.7 Diesel 
0.64 
0.50 
2.1 
2.1 
2.1 
1.7 Mass of 
Hydrocarbons 
(HC) 
L2 
(g/km) 
Petrol 
0.20 
0.10 
0.25 
0.08 
0.05 
0.02 Diesel 
-
-
0.25 
0.08 
0.05 
0.02 Mass of Oxides of 
Nitrogen 
(NOx) 
L3 
(g/km) 
Petrol 
0.15 
0.08 
0.25 
0.25 
0.12 
0.12 Diesel 
0.50 
0.25 
0.25 
0.25 
0.12 
0.12 Combined mass of 
hydrocarbons and 
oxides of nitrogen 
(HC+NOx) 
L2 + L 3 
(g/km) 
Petrol 
-
-
-
_ 
_ 
-Diesel 
0.56 
0.30 '-
-
. 
_ 
-Mass of 
particulates 
(PM) 
L4 
(g/km) 
Diesel 
0.05 
0.025 
0.05 
_ 
_ 
-
Indicative limit values 
C.A.R.B. ( Califomian Air Resources Board)standards will be progressively introduced in a number of 
U.S. States in addition to California over the next ten years. C.A.R.B. Standards are: 
Transient Low Emission Vehicle Standard 
Low Emission Vehicle Standard 
Ultra Low Emission Vehicle Standard 
These standards specify emissions for Non Metane Organic Gases (NMOG) rather than 
Hydrocarbons (NMOG being a major fraction of HC). 
The test cycle used in the USA differs to that used in the EU, and so limit values are not directly 
comparable. 
10 
6.1(b) Light commercial vehicles 
By the end of 1996, the Commission will come forward with a proposal for a further 
modification to Directive 70/220/EEC this time in relation to light commercial 
vehicles.Indicative emission reductions for pollutant emissions to be incorporated into the type 
approval procedures for this category of vehicle as from the year 2000 are shown in Table 3: 
at present the exact values of the emission standards are still to be finalized and the values 
in Table 3 are therefore expressed as percentage reductions as compared to current standards. 
In addition to the revised emission standards, the Commissions proposal for an amendment 
to Directive 70/220/EEC with regard to light commercial vehicles will also include many of 
the additional provisions which are foreseen for passenger cars e.g. OBD, re-call, an improved 
test procedure for evaporative emissions of volatile hydrocarbons and separate emission limits 
for NOx and hydrocarbons. 
Table 3 
Indicative Emission Reductions to Light Commercial Vehicle Emission Standards 
Gasoline LCVs 
Diesel LCVs Percentage Reduction from Current Standard 
CO 
30% 
40% HC 
4.0% 
65% NOx 
40% 
20% PM 
_ 
35% 
6.1(c) Heavy duty vehicles 
By the beginning of 1997, the Commission will come forward with a proposal to amend 
Directive 88/77/EEC which concerns diesel engines used principally in heavy duty vehicles. 
The Commission's proposal will include stricter emission limits for regulated pollutants 
(see Table 4). As was the case with the light commercial vehicles, the precise values of the 
emission limits are not yet finalized and therefore the figures given in Table 4 are expressed 
as approximate percentage improvements as compared to current standards. In addition to the 
improved emission standards the Commission's proposal may also include the introduction of 
a new test cycle for measuring emissions as part of the type approval procedure (the effects 
of the new driving cycle will also need to be reflected in establishing the new emission 
limits). This new test cycle is intended to represent the real world driving pattern for these 
type of engines more effectively than the current procedure. 
Table 4 ^ 
Indicative Emission Reductions to Heavy Duty Engine Emission Standards 
Percentage Reduction from Current Standard 
NOx PM 
1 Diesel HDVs & Buses | - 30% | - 30% | 
11 
6.1(d) Alternative propulsion systems 
Although Article 4 of Directive 94/12/EC did require that the potential of alternative, 
propulsion systems should be evaluated by the Commission this issue was not addressed as 
part of the Auto/Oil Programme. However, the Commission is convinced that such systems, 
may achieve a significant role in the 21st century, recognizing that even more stringent 
emissions targets may have to be introduced as the effects of automotive emissions on health 
and global warming become better understood, and to meet the growing threat of global 
competition in the field of clean propulsion technologies. To this end the Commission has 
established a Task Force The Car of Tomorrow' (see section 8 below) which has as its 
objective the coordination of research on future technologies with a particular focus on 
advanced propulsion systems and more rigorous, broad-based comparative assessment of their 
performance relative to conventional propoulsion. 
6.2 Improved fuel quality 
The Auto/Oil Programme confirmed that improved fuel quality can have a significant impact 
upon pollutant emissions from vehicles. The Auto/Oil Programme also identified improved 
fuel quality standards as being a component part of a cost effective package of Community 
wide technical measures which would also contribute to the achievement of stringent air 
quality objectives. 
At the present time there exist relatively few Community provisions dealing with the quality 
of fuel used in road transport (lead and benzene in petrol (Directive 85/210/EEC); oxygenate 
levels in petrol (Directive 85/536/EEC) and sulphur levels in diesel (Directive 93/12/EEC)). 
These provisions will now be replaced by a comprehensive set of specifications to come into 
force in 2000 for both petrol and diesel and set out in the new fuel quality Directive. The 
impact upon the fuel quality on the European market in the year 2000 which will result from 
the Commission's proposal for a fuel quality Directive are shown in Tables 5 and 6. 
Table 5 
Predicted Market Average Fuel Quality in 2000 and Effect of Proposal - Petrol 
Parameter 
RVP Summer 
E.100 
E.150 
Olefins 
Aromatics 
Benzene 
Oxygen 
Sulphur 
Lead Unit 
kPa 
% v/v 
% v/v 
% v/v 
% v/v 
% v/v 
% m/m 
ppm 
^ Market Average 
Without proposal 
68 
53 
84 
11 
40 
2.3 
0.6 
300 
0.005 Market Average with 
Proposal 
58 
53 
84 
11 __ 
37 
1.6 
1 
150 
0.005 
12 
Table 6 
Predicted Market Average Fuel Quality in 2000 and Effect of Proposal - Diesel 
Parameter 
Cetane Number 
Density 
Poly-aromatics 
T95 
Sulphur Unit 
-
kPa 
% Vol 
°C 
ppm Market Average 
without proposal 
51 
843 
9 
355 
450 Market Average with 
Proposal 
53 
835 
6 
350 
300 
Article 4 of Directive 94/12/EC made specific reference to the need to address the problem 
of the benzene content of petrol. In the proposal for a framework Directive on fuel quality, 
the Commission's position is that the maximum content of benzene should be reduced from 
5% as is currently the case under Directive 85/210/EEC, to 2%. 
Article 4 of Directive 94/12/EC also required that the Commission should take into account 
the potential of alternative fuels in developing its future legislative proposals. Alternative fuels 
such as compressed natural gas (CNG) and liquid petroleum gas (LPG) were considered in 
the Auto/Oil Programme as potential alternatives to diesel fuel to be used for buses and other 
'captive fleets' - waste disposal lorries, taxis etc - in cities (see below under local measures). 
The Commission's proposed fuel quality framework directive also includes a commitment to 
explore further the potential of CNG, LPG, biofuels and other alternative fuels and if 
appropriate to put forward amendments to the Directive. 
6.3 Inspection and maintenance 
Periodic - annual or bi-annual - inspection and maintenance checks are effective in ensuring 
that the emission performance of a vehicle does not deteriorate significantly during its life. 
The Auto/Oil Programme identified all measures targeted at the improved durability of 
emission control systems - OBD, recall (see section 6.1a above) and improved inspection and 
maintenance - as being highly cost effective in reducing pollutant emissions indeed such 
measures were estimated as having the potential to contribute over a third of the emission 
reduction targets for some pollutants. The Community already has basic requirements for 
inspection and maintenance as laid down in Directive 92/55/EEC. In the light of the 
conclusions from the Auto/Oil Programme and the results of an extensive study due to be 
finalized in 1996, the Commission will, during the course of 1997, come forward with 
proposals to strengthen the requirements laid down in Directive 92/55/EEC. These-proposals 
to be implemented in 2000, will include improvements to the tests for roadworthiness in order 
to make these tests more representative of real world conditions and to ensure that the gross 
polluters in the vehicle fleet( it has been estimated that over 50% of vehicle emissions are 
produced by 10% of the fleet) are consistently identified. The Commission will also take steps 
to encorage Member States to implement road-side inspections as a further step towards 
ensuring that motor vehicles maintain their emission performance throughout their life. 
Finally, and as explained in section 3, the individual vehicle owner has an important role to 
play in reducing polluting emissions from road vehicles and the responsibility to keep a 
vehicle well maintained is a fundamental obligation for all road users. 
13 
7. THE TWO-STEP APPROACH 
At the time of adoption of Directive 94/12/EC it was recognized that when the Commission 
came forward with its proposals for measures to apply after the year 2000, it might also be 
necessary to put forward target values involving a further substantial reduction in emissions 
(14th "whereas" clause). 
In the Commission's proposals relating to the emission standards for passenger cars there are 
two sets of emission limits. The first set of emission limits will be obligatory and apply as 
from the year 2000: it is based on the results of the Auto/Oil Programme. The second set of 
emission limits which is considerably more ambitious than the first, will come into force in 
2005. However, these limits will be reviewed by the end of 1998 with regard to their 
industrial feasibility, taking account of air quality requirements and the availability of 
improved fuels. The second set of emission limits (the second step) is an essential part of the 
Commission's policy on reducing vehicle emissions. 
The Member States will be able to offer fiscal incentives in order to encourage the marketing 
of vehicles respecting both the first and second set of emission standards (see below for a 
more detailed discussion on fiscal incentives). This means that manufacturers will have an 
incentive to continue to invest in the development of pollution abatement technologies. The 
second step is therefore designed to encourage the early introduction into the market of 
cleaner vehicle technologies developed by vehicle manufacturers. 
To illustrate the benefit of the second step it is informative to look at the example of the 
diesel passenger car. Diesel engines are relatively high emitters of particulate matter and 
oxides of nitrogen (NOx). At present, considerable resources are being invested in the 
development of new technologies (particulate traps and de-NOx catalysts) which have the 
potential to significantly reduce the emissions of these pollutants without negative effects on 
other emissions. However, it is generally accepted that these technologies will not be in large 
scale commercial production by 2000 and the Commission's proposal for the emission limits 
for diesel cars for the year 2000 reflects these expectations. In the absence of a second step, 
manufacturers would have no incentive to push ahead with the development and introduction 
into the market place of the new pollution abatement technologies. 
The Commission also believes that the existence of the second step will provide the Industry 
with a degree of security concerning the regulatory environment within which it will have to 
operate over the next 10-15 years. Finally, by establishing challenging standards in the 
Community with a market of over 350 million people the Commission believes that this will 
provide the platform for a strong export potential for Community products. In particular the 
export markets in Asia and North America, will offer opportunities for low emission, fuel 
efficient vehicles. It is therefore in the Community's economic interest to be at the forefront 
of technical development: the promulgation of ambitious, technology-challenging standards 
is an effective instrument to ensure that European Industry remains competitive in the 
international market place. TZT 
With regard to fuels, the Commission intends to come forward with proposals to revise the 
specifications for petrol and diesel fuels and that these improved specifications should come 
into effect in 2005 at the same time as the "second step" emission standards for vehicles 
referred to above. , 
The Commission's proposal will take into account that improvements to fuel quality have a 
direct and significant impact on emissions of particulate matter, volatile organic compounds 
and oxides of nitrogen. All of these pollutants either directly, or as a result of their 
contribution to ozone formation, result in important impacts on human health and 
the environment. 
14 
In addition, to the direct benefits that improved fuel quality has on vehicle emissions, there 
is a clear interaction between fuel quality and vehicle technology. With regard to the 
development of new pollution abatement technologies, such as the de-NOx catalyst, there is 
evidence that fuels of a certain quality, particularly low sulphur fuels, may well be required 
if such technologies are to achieve optimal and long-lasting levels of performance. 
Accordingly, the Commission foresees that its future proposal to revise the specifications of 
petrol and diesel fuels should comprise a significant reduction in the content of sulphur for 
both fuels. Current research and development indicates that a sulphur limit in the order of 
50 ppm could be needed for the optimal functioning of the new, vehicle-based pollution 
abatement technologies as well as contributing to improving emissions from the existing 
car pare. 
While for the reasons outlined above, the Commission is persuaded of the need to revise the 
fuel specifications for petrol and diesel fuels, it nevertheless considers that it would be 
premature, given the current state of knowledge, to lay down today the fuel specifications 
which should apply in the Community in the year 2005. The Commission, therefore, intends 
to bring forward by the end of 1998, a proposal for a revision of the present fuel quality 
Directive which will include inter alia a revision of specifications for petrol and diesel which 
are laid down in the Directive. These revised specifications will come into effect in 2005. The 
Commission's proposals will be based on a comprehensive cost-effectiveness assessment and 
review (see below). The determination of the precise value of a revised sulphur specification 
for petrol and diesel fuels will of course be subject to the outcome of this assessment. 
To take account of the possibility that vehicles equipped with new pollution abatement 
technologies such as the de-NOx catalyst are developed and introduced into the market before 
2005, the Commission has also included in its proposal a commitment to bring forward, if 
appropriate, proposals to ensure that when vehicles equipped with such technologies are 
placed on the market, fuels of a quality sufficient to guarantee the necessary level of 
performance of the technology will be widely available. In bringing forward such proposals 
the Commission will give due regard to considerations of air quality, cost-effectiveness and 
proportionality. The Commission will also take into account: 
(i) the latest information on the interaction between fuel quality and the performance of 
the new pollution abatement technologies; 
(ii) the situation with regard to the development and production of these technologies and 
the forecasts concerning the marketing of vehicles equipped with such technologies; 
(iii) the need to ensure that the measures proposed will neither disrupt the free movement 
of persons and goods nor unduly distort competition. 
The review process 
The strategy for the control of vehicle emissions which is described in the present 
Communication, is based on the methodology of the Auto/Oil Programme. The strategy is 
designed to produce effects to meet the requirements of Community air quality standards and 
related objectives at least cost. However, in a domain where knowledge is evolving so rapidly, 
the strategy cannot be static: it must evolve in response to developing knowledge. For this 
reason, the Commission has also announced its intention to carry out a comprehensive 
assessment and review of the strategy taking into account the following considerations: 
trends in air quality; 
noxious pollutant emissions in Europe from transport and non-transport sources and 
the contribution that existing, pending and potential measures to control emissions 
from all sources, could make to improve air quality; 
15 
technical developments with regard to: 
* vehicle technologies as well as new propulsion technologies (e.g. electric 
propulsion, fuel cells); 
* refinery technology; 
the potential of alternative fuels such as compressed natural gas (CNG), 
Liquid Petroleum Gas (LPG), and Dimethyl Ether (DME) and biofuels to reduce 
vehicle emissions; 
possible improvements in the test procedures for the type approval of vehicles, in 
particular the addition of a new test procedure at at low temperatures; 
the potential of technical, non-technical and local measures to reduce emissions: in this 
context, the contribution of transport and other policy measures such as 
traffic management, enhanced urban transport and vehicle scrappage schemes should 
be evaluated; 
the contribution that selective and differentiated fiscal measures could make to 
reducing emissions , whilst not negatively impacting on the functioning of the internal 
market; 
the effects of any measures on C02 emissions; 
the strategies followed by third countries to improve air quality and the emission 
values applied therein; 
the situation with regard to the supply and quality of crude oil available to 
the Community. 
On the basis of the comprehensive assessment described above the Commission will, not later 
than 12 months following the adoption of the two proposals accompanying this 
Communication and in any event not later than 31 December 1998, bring forward: 
a proposal for a further tightening of the emission standards for passenger cars. This 
proposal shall establish , inter alia whether the " second step" emission standards for 
vehicles (see above) and which in the present proposal for the amendment to 
Directive 70/220/EEC are given as indicative values, should be confirmed as the 
regulatory limit values to be applied from 1 January 2005; 
a proposal for a revision of the Directive on the quality of petrol and diesel fuels. This 
proposal should include further improvements to the specifications for petrol and 
diesel fuels (in particular, a significant reduction in the sulphur content of both petrol 
and diesel fuels) and will also come into effect on 1 January 2005. ~ 
Auto/Oil H Programme 
In order to carry out the comprehensive assessment upon which it will base its future 
proposals to be made at the latest by the end of 1998, the Commission considers that it will 
be necessary to build upon, improve, and extend the concept of the Auto/Oil Programme. 
With this in mind the Commission will take contact with Industries, Member States and 
NGOs with a view to setting up the Auto/Oil II Programme. 
8. RESEARCH AND DEVELOPMENT, THE CAR OF TOMORROW 
In 1995 the Commission created a task force dedicated to the theme of the Car of Tomorrow, 
drawn up after extensive consultation with various stakeholders, including representation from 
the automotive and oil industries, public authorities, transport operators, and utilities. The 
16 
aims of this task force include a better focusing of R&D initiatives aimed at the next 
generation of road vehicles and in particular vehicles which are clean, safe, energy efficient 
and intelligent. These R&D initiatives will also aim at giving further insights into the 
development of air quality standards and improving the assessment of risks to health and the 
environment from vehicle emissions. Arising out of the work of the Task Force the 
Commission services have developed an Action Plan for the Car of Tomorrow. 
The Commission considers that the work of the task force and the recent action plan are 
directed at initiatives which will take the emission performance of road vehicles up to and far 
beyond the second step identified in the vehicle emission proposals and will lead ultimately 
to the development of near zero and zero emission vehicles. The task force will aim to 
achieve these goals through stimulation of RTD and demonstration of promosing clean 
propulsion technologies, utilising cleaner fuels. These efforts will be integrated with telematics 
systems and new technologies for reducing vehicle weight and drag. The RTD will be 
underpinned by a broad based comparative assessment process based on a life cycle approach, 
to identify more cost effective routes to reducing harmful vehicle emissions and 
energy consumption. 
9. ECONOMIC INSTRUMENTS 
9.1 Fiscal instruments 
All taxes influence behaviour. This is independent of whether that is their intended purpose, 
or whether they are simply a means for raising revenues. A purchase tax, for instance, makes 
new cars more expensive, and will therefore lead consumers to buy fewer or different cars 
than.otherwise, or may induce them to hold on to their old vehicle for longer. A fuel tax 
affects a different aspect of transportation. As it increases the fuel costs for each mile driven, 
people may drive less or use more fuel efficient cars. 
One can therefore take advantage of this behavioural effect to design the tax system so that 
is has the effect of reducing vehicle emissions. To various degrees, Member States already 
apply a variety of taxes and fees as a means of changing transport behaviour in a desired 
direction. For instance, gasoline taxes are used to decrease fuel consumption. By analogy, 
fiscal instruments can encourage emission reductions by steering transport behaviour into a 
desired direction. 
Transport emissions will decrease when people buy cars with clean technology, keep them 
well-maintained, scrap old and dirty cars, burn cleaner fuels, drive less, participate in car 
pools, etc. Regulations concerning vehicle emissions and fuel specifications which are 
designed to harmonize Member States' legislation at a high level of environmental protection 
can address only a limited number of these behavioural factors. A policy limited to these 
technological aspects has little impact on behaviour. Therefore, important leverage points to 
achieve emission reduction would be left out. Economic instruments, by contrast, can have 
an influence on these behavioural aspects by making undesired behaviour more expensive than 
desired behaviour. This could be done either by increasing taxes on polluting activities, or by 
using tax incentives, i.e. by providing tax rebates to activities that decrease emissions. 
There are a variety of economic instruments that can be used to do this. 'For example, vehicle 
purchase or registration taxes can be differentiated in such a way that dirtier cars are taxed 
higher than cleaner ones. Similarly, one could differentiate annual circulation taxes according 
to emission characteristics. The impact of this instrument would not only be limited to new 
vehicles but it would also affect vehicles already in circulation, which contribute to a 
significant share of the transport emissions. Potentially, therefore, a structured circulation tax 
could be a cost-effective measure to complement emission standards, as it could reduce 
emissions from this part of the vehicle fleet. Scrappage subsidies could also help getting old 
and dirty vehicles off the road. 
17 
Tax differentiation for leaded and un-leaded gasoline, and for high and low sulphur fuels in 
some countries has shown the effectiveness of fiscal instruments in the fuel market. Driving 
behaviour can be influenced by increasing kilometre-dependent charges, for instance, through 
road taxes. For most of these measures the administrative structure is already in place. 
What is necessary is only to alter the rate structure to obtain the desired behavioural effect. 
A number of initiatives in the indirect taxes area are under way or scheduled for the 
near future where environmental concerns, such as emission levels, may be relevant. 
These initiatives cover both fuel taxes and vehicle taxes. 
All motor fuels are subject to excise duty. Within the excise system, a number of 
Member States have sought and been granted derogations from the normal rules, under a 
procedure which requires the approval of the Commission and all Member States 
(Aticle 8(4) of Directive 92/81/EEC). In some instances, the derogations are related to fuel 
quality. For example, Denmark, Finland, Greece & Sweden have been granted derogations 
allowing them to apply reduced rates on environmentally friendly diesel. Finland can apply 
reduced excise duty rates on reformulated unleaded and leaded petrol. Denmark can apply 
differential rates of duty between petrol distributed from petrol stations equipped with a return 
system for petrol fumes and petrol distributed from other petrol stations. A number of 
applications from other Member States are being processed at present. 
Some of the derogations granted under Article 8(4) of Directive 92/81/EEC expire at the end 
of this year, and all fall to be reviewed in the course of 1996. This review is necessary to 
ensure continuity and to deal with the evolving situation whereby various Member States wish 
to introduce rate differentiation, often on environmental grounds. The review will thus provide 
an opportunity for this aspect to be considered more fully in the short term. 
Minimum rates of excise duty are laid down at Community level, with a requirement that they 
be reviewed every two years in the light of the functioning of the internal market, the real 
value of the duty rates and the wider aspects of the Treaty. The first review did not make 
any proposals for change, pending a wide ranging consultation process which was to take 
account, inter alia, of the wider Treaty aspects. That process is now nearing completion, and 
the second review is due to be carried out later this year. 
The Commission's proposal for a framework Directive on fuel will result in a significant 
improvement in the average quality of fuels sold in the Community. However, it is probable 
that some Member States, particularly those which have used fiscal measures in the past 
(see above), may wish to encourage the use of even cleaner fuels as part of their overall 
strategy to improve air quality. The Commission notes that Directive 92/81/EEC provides a 
framework within which Member States may apply fiscal incentives. 
Discussions on a Commission proposal for a carbon/energy tax failed to reach agreement in 
the Council. In the absence of agreement, the ECOFIN Council of U March 1996 invited 
the Commission to bring forward new proposals for the taxation of energy products^A large 
number of Member States have expressed the wish that any such proposals should build on 
the existing excise structure.Given the obvious link between the requirement to review 
minimum rates of excise duty and the intention to bring forward new proposals for taxing 
energy products, it is likely that these two activities will be combined, and it is expected that 
new proposals will be brought forward by the end of 1996. It is clear that environmental 
aspects should be an important influence on these proposals. 
On the question of vehicle taxation, it is important to note that the tax treatment of vehicles 
varies enormously from one Member State to another, not just in terms of tax burden but also 
in terms of mix of tax type. 
Furthermore, the factors which influence fiscal policy for vehicles also vary significantly 
between Member States, often drawing on traditional, social and cultural elements in addition 
to the more obvious economic and industrial concerns. 
18 
The Commission has recently commenced a detailed study of vehicle taxation in the 
Member States. This study will analyse the various approaches followed in the 
Member States. It will also examine vehicle taxation from a Community perspective, with a 
view to ascertaining what Community measures are necessary, or appropriate, in the interests 
of improving the functioning of the internal market and advancing other policy objectives, 
including environmental concerns. 
9.2 Fiscal incentives used in relation to vehicle emission limits 
Article 4 of Directive 94/12/EC does not include any specific reference to fiscal/tax incentives 
(e.g. tax reductions) among the measures which should be taken into account by the 
Commission in the preparation of future legislative proposals. It is however stated in 
Article 4.2 that the Council will decide upon the conditions for granting tax incentives with 
regard to the future emission standards on the basis of the emission limits proposed by 
the Commission. 
Since the adoption of Directive 89/548/EEC, Community decisions relating to the 
environmental aspects of motor vehicle emissions have contained a framework for the 
granting of fiscal incentives to encourage the early application of the new limit values. In 
these directives a balance has been struck between , on the one hand, the need to encourage 
the introduction of new technologies as quickly as possible, and, on the other hand, the need 
to avoid fragmenting the Single Market with diverse fiscal incentive programmes incentivizing 
different limit values with the consequence that, de facto , there would be simultaneously a 
multitude of regulatory limit values existing on the market. 
The principle adopted in the framework set out in Article 3 of Directive 94/12/EC have been 
to permit fiscal incentives only for vehicles complying with the Directive and provided that 
they comply with trie provisions of the Treaty and that they are: 
non-discriminatory; 
limited in time and that they terminate when the limit values become mandatory; 
of an amount lower than the additional cost of the technical solutions introduced to 
ensure compliance with the new limit values and the cost of their installation on 
the vehicle. 
In developing its proposals for vehicle emission standards arising out of the 
Auto/Oil Programme the Commission has declared its intention to explore a more flexible 
approach to the use of fiscal incentives. Accordingly, the Commission's proposals relating to 
vehicle emission standards and arising from the Auto/Oil Programme will include two sets 
of emission standards (see section 6.1). Member States will be able to use fiscal incentives 
to encourage the introduction of vehicles conforming to both sets of emission limits. As 
compared to the present situation, the use of fiscal incentives in the context of artwo-step 
approach has considerable advantages as the emission limits in the second step will be 
sufficiently ambitious as to ensure that fiscal incentives applied in relation to this step will 
constitute a genuine encouragement to innovation. 
It is possible, despite the two-step approach and the greater freedom allowed in relation to 
the use of fiscal incentives, that some Member States may object to the principle of 
Community legislation based on Article 100a, imposing restrictions on their freedom with 
regard to the use of fiscal/tax incentives. However, the Commission continues to believe that 
a Community framework for the application of emission related fiscal incentivesis necessary 
to ensure the integrity of the internal market which could be jeopardized by the proliferation 
of incentive schemes in the different Member States. Thus, while the Commission is in favour 
of introducing greater freedom into Community policy on vehicle emissions it would be 
totally opposed to initiatives which could seriously undermine the principle of the single 
market and the advantages associated with it. 
19 
10. The emission reduction benefits and the costs associated with the Commission's 
package of measures on vehicle emissions 
The package of legislative actions due to come into force in 2000 and described in section 6 
will result in considerable reductions in the emissions from road transport over and above 
those which would be expected from already agreed measures (see Table 7 below). 
Table 7 
Effect on Road Transport Emissions of Auto Oil Package of Measures 
Pollutant, 
Urban 
NOx 
Urban 
Particulates 
Urban CO 
Urban 
Benzene 
Total 
VOCs 
Total 
NOx Emissions in 1990 
1000 
Tonnes/yr 
1 936.68 
124.663 
25 189.17 
15.91 
4 105.72 
5 864.84 Percent 
of 1990 
Level 
100 
100 
100 
100 
100 
100 Emissions in 1995 
1000 
Tonnes/ 
yr 
1 940.58 
137.029 
20 224.04 
13.88 
3 688.83 
5 581.33 Percent 
of 1990 
Level 
100 
110 
80 
87 
90 
95 Emissions in 2010 
without Auto Oil 
1000 
Tonnes/ 
yr 
1 207.77 
69.383 
1 1961.25 
7.78 
1 811.33 
3 053.25 Percent 
of 1990 
Level 
62 
56 
47 
49 
44 
52 Emission in 2010 
with' Auto Oil 
Package 
1000 
Tonnes/ 
yr 
748.817 
42.324 
5 980.625 
4.0456 
996.232 
1 984.613 Percent 
of 1990 
Level 
38.7 
34 
23.7 
25.4 
24 
33.8 
While these Community measures may in some localities need to be complemented by 
targetted local initiatives (see section 3) the Commission is confident that by 2010 and 
assuming parallel actions to reduce emissions from other sources, that the air quality targets 
referred to in Table 1 will be respected thfoughout the Community. While the benefits in 
terms of human health (mortality, morbidity and quality of life) and the environment 
(crop production and ecosystem damage) are difficult to quantify, it is clear from the available 
evidence that these benefits will be considerable. 
In addition to the significant emission reduction benfits associated with the measures due 
to come into force in 2000 further reductions will clearly be associated ^with the 
implementation of the second step for vehicle emissions and the future proposal on fuel 
quality (see section 7). 
20 
The Costs(S) of the Commission's package of legislative measures 
Tnsts to industry 
Measures to become effective from 2000 
Passenger car producers ECU 3 094 million per annum 
Van /light commercial vehicle producers ECU 373 million per annum 
Heavy duty vehicle producers ECU 675 million per annum 
Refining Industry ECU 765 million per annum 
National governments associated with 
improved inspection and maintenance ECU 555 million per annum 
TOTAL ECU 5 461 million per annum. 
Measures proposed for vehicles for 2005 
'the Second Step* 
Passenger car/light commercial vehicle producers ECU 2 500 million per annum 
Heavy duty vehicle producers ECU 500 million per annum 
Cost to the consumer 
Measures which become effective from 2000 
Fuel 
Additional cost per litre/1 000 litres 
Petrol: ECU 0.002 per litre: ECU 2 per 1 000 litres 
Diesel: ECU 0.0018 per litre: ECU 1.8 per 1 000 litres 
Additional cost on the fuel bill of the average motorist 
Petrol Car: ECU 2.3 (assuming 12 600 km per year and 8.61 1/100 km) 
Diesel Car: ECU 1.7 (assuming 12 600 km per year and 7.61 1/100 km) 
Increased new vehicle costs 
Petrol passenger car Diesel passenger car 
Small ECU 200 per new car 
Medium ECU 225 per new car Medium ECU 380 per new car 
Large ECU 290 per new car Large ECU 520 per new^ear 
Light commercial vehicles: ECU 145-290 per vehicle 
Heavy duty vehicles: ECU 530-1 620 per vehicle 
Increased maintenance costs 
ECU 7.5 - 10 per annum for passenger cars. 
Measures proposed for vehicles for 2005 'the Second Step' 
Between ECU 150 and 200 per new car as an average 
(5) All costs are in 1995 ECU 
21 
ANNEX 
REPORT ON THE AUTO/OIL PROGRAMME 
1. THE EUROPEAN AUTO/OEL PROGRAMME 
1. 1 Phase I - Establishing the framework 
In keeping with its commitment to develop a more comprehensive approach to reducing 
emissions from road transport, the Commission decided at the end of 1992 to initiate a work 
programme to provide a solid technical foundation upon which to base its future legislative 
proposals. In accordance with the principle of 'shared responsibility' expressed in the 
5th Environmental Action Programme, the Commissioners for Environment, Industry and 
Energy, invited the European associations of the car (ACEA) and oil (EUROPIA) industries 
to make available their considerable know-how and expertise and to collaborate in the 
realization of this work programme. The two industries responded positively to this invitation 
and together with the Commission designed, planned and executed the programme which 
subsequently became known as the Auto/Oil Programme. 
The objective of the Auto/Oil Programme were defined as: 
to provide policy-makers with an objective assessment of the most cost-effective package of 
measures including vehicle technology, fuel quality, improved durability and non-technical 
measures, necessary to reduce emissions from the road transport sector to a level consistent 
with the attainment of the new air quality standards being developed for adoption across the 
European Union. 
1. 2 Work programme 
The work programme was divided into a number of inter-related components as follows: 
(i) the prediction of future air quality in the Community and in the case where future air 
quality was predicted to fall below an acceptable standard, the identification of 
appropriate emission reduction targets for road transport; 
(ii) the collation and, where necessary, the generation of data concerning the potential 
of the various measures inter alia engine technology, fuel quality, increased 
durability requirements and complementary measures, to reduce emissions from road 
transport; 
(iii) the collation and, where necessary, the generation of data concerning the cost of 
introducing the measures identified under ii (above); ^ 
(iv) on the basis of the data generated in steps ii and iii above to identify the most cost 
effective package of measures necessary to achieve the emission reduction targets 
identified under step i). 
1. 3 Organizational framework 
(a) Cooperation Commission/industry 
A management group and a number of technical working groups were established comprised 
of representatives of the Commission and ACEA and EUROPIA. The management group met 
on a regular basis and was responsible for the oversight and planning of the work programme 
with regard to content and time. The technical working groups were established for issues 
requiring further investigation. 
22 
At the level of the Commission services a number of Directorates General (principally DGs II, 
IE, XI and XVII with support from DGs VII and XII) were involved in the implementation 
of the Auto/Oil Programme. 
In addition to the involvement in the programme of staff from the Commission and the 
two industries, external consultants/consultancy companies were commissioned to carry out 
certain parts of the programme. Their work was specifically related to fuel quality, 
emissions/air quality and cost-effectiveness issues. 
(b) Information Provision to interested parties not directly involved in the 
Auto/Oil Programme 
(i) European Parliament 
In 1995 a number of technical briefings with members of various committees of 
the Parliament were held in order to keep Members of the European Parliament 
and their staff informed as to the progress of the Auto/Oil Programme. 
(ii) Member States 
A national expert group on "environmental fuel specifications" (EFEG) was 
established early in 1993 to follow and to discuss on a regular basis the progress 
being made with the Auto/Oil Programme. The Commission invited 
Member States to provide technical advice and support in areas of specific 
interest to them. 
In addition the Motor Vehicle Emissions Group (MVEG) was consulted and 
informed on various aspects related to vehicle technology and ^ improved 
durability requirements. 
In the course of 1995 the Commission held four combined EFEG/MVEG 
meetings in order to give full account of the progress and results of the 
programme. 
EFEG/MVEG meetings also provided a forum for a number of industries and 
non-government environmental organizations. In this way access to information 
on the programme was also guaranteed to a range of interest groups likely to be 
effected by future legislation . 
2. ABR QUALITY MODELLING 
2.1 Introduction 
The following atmospheric pollutants were investigated as part of the Auto/Oil Programme: 
Carbon Monoxide (CO) - in cities 
Particulate matter (PM) - in cities 
Benzene - in cities 
Nitrogen dioxide (N02) - in cities 
Tropospheric Ozone (03) - principally at the regional level 
A short description of each of these pollutants, their effects on human health and the 
environment as well as the contribution of road transport to total emissions is to be found in 
Box 1. 
23 
Carbon Monoxide (CO) 
Colourless, odourless, and tasteless gas. It replaces Oxygen in the blood and thus 
causes asphyxiation in high concentrations. It is transformed to Carbon Dioxide -
a "green house" gas - in the Atmosphere. 
Soared of all CO Emissions In EU in 1990 
Apfcvlton Nat«n 
1H Road Transport Carbon Monoxide 
Emission Sourcts BOX1 
Pollutants Investigated in the Auto Oil Programme their Effects and Sources 
Particulate Matter (PM) / Black Smoke (BS) 
Any fine particle, the effect of which is dependent on the type of particulate, 
although there is some evidence that the smaller fractions are, in general, 
carcinogenic. However, black smoke may not contain the smallest size fractions 
now associated with carcinogenic effects. Furthermore, many components, e.g. 
heavy metals, are toxic. 
Ozone (03) 
A secondary pollutant formed by the reactions of mainly NOx and VOCs in the 
presence of sunlight. A strong oxidising agent it induces eye, nose, and throat 
irritation, chest discomfort, coughs and headaches. It also damages materials and 
inhibits plant growth. 
Hydrocarbons (HC) 
The complete range of organic compounds - usually gasses - this term includes 
both VOCs and Benzene. 
Volatile Organic Compounds (VOCs) 
Any organic compound sufficiently volatile to cause significant emissions into the 
air via evaporatioa The complex interaction of many of the VOCs cause the 
formation of "secondary" pollutants such as Ozone (see below). VOCs also 
contribute to the problem of acidity and ethylene is a serious plant growth 
inhibitor. Contains some Carcinogenic compounds -See Benzene Below. Nitrogen Monoxide / Nitric Oxide (NO) 
(Transforms mainly to N02) 
Nitrogen Dioxide (N02-N02& NO together are known as NOx) 
A reddish-brown gas, it causes a variety of respiratory conditions, especially in 
vulnerable groups (e.g. children & asthmatics). Contributor to the problem of 
Acid deposition, and decreases plant growth 
Sourcts of all NOx (as N02) Emissions in 
EU in 1990 
Wirf 
treatment . __ 
13H l**"*t»7 Othar Mai 
Sivrcea 
12* Road Transport NOx Emission Sources 
B«n« Twa 
Wheal» 
•Antwx tn Cammunimfirm • The Auto Oil Programme 24/05/1996 page 4 Sources of all VOC Emissions in EU In 1990 
BnrMUonA 
•xilfUh * Otter MrtCa — Road Transport VOC Emission Sources 
V«kklei B«M ****" 
L%k« 7H J*. —**-
CMUMKUL 
VAfclM, 
1IH 'TV 
Colourless liquid or gas - smells of almonds 
Benzene is known to be both toxic and a carcinogen. Benzene (CéH«) 
2.2 Air quality in cities 
Population density, industrial activity and traffic intensity in urban environments can 
frequently give rise to acute problems of air pollution. In order to investigate the problem of 
atmospheric pollution in cities, seven European cities - Athens, the Hague, Cologne, London, 
Lyon, Madrid and Milan - were chosen for detailed study. These cities were considered as 
being representative in terms inter alia of their air quality, geographic location and the 
characteristics of their vehicle fleets(1). On the basis of information on the emissions of 
pollutants from various sources and the relationships between emissions and air quality, 
computer models were used to predict the air quality in the seven cities in the year 2010( \ 
Unfortunately, in the case of particulate matter, the quality of the data was not good enough 
to permit the prediction of air quality in 2010 in each of the cities. For this reason pollution 
by particulate matter was dealt with separately (see section 3.3 below) 
In order to decide whether the predicted air quality in respect of the three pollutants carbon 
monoxide, benzene and oxides of nitrogen were satisfactory, air quality standards were 
defined for each pollutant. In the case of N02 and CO air quality standards already exist, laid 
down either, in Community legislation (N02: Directive 85/23/EEC) or in WHO guidelines. 
However, in recognition of the fact that the WHO guidelines for both N02 and GO were in 
the process of being reviewed and that initial recommendations for revised values from 
scientific expert groups were already available, it was decided to use two air quality standards 
for the purposes of the Auto/Oil Programme: 
a less severe standard based on current air quality standards; 
a more severe standard based on the initial recommendations of the expert groups 
currently reviewing the WHO guidelines. 
In the case of benzene there are no existing Community standards and the WHO does not set 
limit values for substances such as benzene which are regarded as carcinogenic. In the light 
of existing scientific evidence and recommended limit values which exist in the 
Member States, the Auto Oil partners agreed upon a less severe and a more severe standard 
as they had done for CO and N02. However, in recognition of the fact that certain Member 
States have also expressed aspirations to achieve extremely low 'target values ' in terms of 
benzene concentrations the Commission also insisted upon the inclusion of a third very 
severe standard in relation to this pollutant. 
A summary of the air quality standards used for CO, N02 and benzene is given in Table 1. 
A summary of the emission reduction requirements determined to be necessary in each of the 
seven cities in order to achieve these air quality standards is given in Table 2. 
(i) 
(2) To enable the Auto/Oil Programme to base air quality predictions on the most reliable 
data on the future development of the EU vehicle fleet, the Commission made 
available the FOREMOVE model. The commission funded this model which contains 
details of vehicle fleets in each Member State (vehicle categories, age, and distance 
travelled) and generates information concerning the total and percentage emission of 
major pollutants by each category of vehicle. FOREMOVE also contains assumptions 
concerning the development of the vehicle fleet in each country over the next 25 years 
and the predicted effect of current and agreed new legislation on vehicle emissions. 
The year 2010 was chosen as reference year because the programme was designed to 
identify measures which would take effect from 2000. Measures introduced in 2000, 
such as emission standards for new vehicles, will only have a gradual effect on air 
quality as the existing vehicle fleet is replaced. By 2010, it will be possible to judge 
their impact. 
25 
2.3 Particulate material 
As indicated in Section 2.2 it was not possible to model pollution by particulate material in 
the same way as the other urban pollutants. There is a lack of basic information concerning 
the relationship between emissions and air quality and a lack of consistency in the way that 
particulate matter is measured. However, results are just beginning to emerge which allow 
some provisional conclusions concerning the likely effects of particulate pollution on human 
health, tentative air quality standards and the need for emission reductions. 
There is increasing evidence that particulate material may contribute significantly to patterns 
of morbidity and mortality on western Europe. There is also an emerging consensus that the 
particulate material which causes health effects is to be found in the smaller size fractions: 
these smaller size fractions are now measured using a parameter called PM10 which means 
those particles with a size of 10 microns or less. With regard to the establishment of an air 
quality standard sufficient to protect human health, there is as yet no international consensus. 
However, the UK Government's Expert Panel on Air Quality Standards has recently 
recommended a value of 50ug/m3 measured as a 24 hour running average and in the absence 
of alternative standards this figure will be used for the purposes of the present report. 
26 
Table 1 
Air Quality Target Values Used in Air Quality Modelling 
Pollutant 
N02 
CO 
Benzene Standard* 
Less severe standard = 200ug/m3 as 98 percentile** of hourly 
values 
More severe standard*** = 93 u g/m3 as a 98 percentile of hourly 
values . 
Less severe standard = 10mg/m3 as a 98 percentile of 8 hourly 
values. 
More severe standard **** = 5 mg/m3 as a 98 percentile of 8 
hourly values 
Less severe standard = 16 ug/m3 as an annual mean 
More severe standard = 10 ug/m3 as an annual mean 
Very severe standard ***** = 2.5 ug/m3 as an annual mean 
To Equate values for the different averaging periods used to determine these standards it 
was necessary to undertake a statistical analysis of European air quality data using the 
Commission's Air Pollution Information Service (APIS) database enhanced with additional 
data from Member States obtained by CONCAWE. 
a 98th percentile value means that only 2% of all values recorded during the year would 
be above this value. Therefore in the case where measurements are taken on an hourly basis, 
in any one year there will be a total of 365 x 24 (=8760) separate values. The 98th 
percentile figure would correspond to the value below which lie 8585 of the hourly readings. 
Expressed in another manner the 98th percentile value is the value which may be exceeded 
on 175 hours each year, i.e. a total of 7 days. 
***98th percentile value corresponding to a maximum value of 200 ug/m3 (recommended 
new standard emerging from WHO working groups). The relationship between maximum 
values and 98 percentiles was obtained from european air quality records. 
"""98th percentile value corresponding to a maximum value of 10 mg/m3 (recommended new 
standard emerging from WHO working groups). The relationship between maximum values 
and 98 percentiles was obtained from european air quality records 
"""Benzene is of particular concern in a number of Member States who have reflected-this 
by setting very low, long term target values. Recognizing the aspirational nature of these 
target values, it was agreed that the necessary reductions to achieve a value of 2.5ug/m3 
would be investigated. 
27 
Table 2 
Air Quality Modelling - Summary of the Emission Reductions 
CITY 
Athens 
Cologne 
The Hague 
London 
Lyon 
Madrid 
Milan N02*/ NOx 
Percentage Emissions Reduction 
necessary to achieve air quality 
targets: 
Less severe 
standard 
0 
0 
0 
0 
0 
0 
0 More severe 
standard 
50 
20.5 
0 
31.5 
22.5 
39 
45 CO 
Percentage Emissions 
Reduction necessary 'to achieve 
air quality targets: 
Less severe 
standard 
0 
0 
0 
0 
0 
0 
0 More severe 
standard 
0 
0 
0 
0 
0 
0 
0 Benzene 
Percentage Emissions Reduction necessary to 
achieve air quality targets: 
Less severe 
standard 
0 
0 
0 
0 
0 
0 
0 More severe 
standard 
0 
0 
0 
0 
0 
0 
0 Very severe 
standard 
50 
0 
0 
0 
20 
35 
15 
(N/A - Not Available) 
* Nitrogen di-oxide is a pollutant with demonstrated direct and indirect effects upon human health and the environment. Air quality standards are 
therefore expressed in terms of concentrations of N02. However, emissions from vehicles and other sources consist of a mixture of nitrogen di­
oxide and nitrous oxide (NO). For the purposes of establishing emission limits these two gases are combined under one heading - NOx. Therefore, 
while the air quality concentrations given in Table 2 are expressed in terms of N02 the emission reduction targets are expressed in terms of NOx. 
28 
Reliable measurements of ambient air concentrations of particulate matter using the PM10 
parameter have only recently started to come available. Some data are available from the UK 
and additional information has been generated from a major research project undertaken in 
the context of the European Community's Research Programme: results from the UK and the 
EU programme are presented in Table 3 below. It would appear from the data summarized 
in Table 3, that maximum daily mean values for PM10 concentrations in many european cities 
are within the range 100-150 ug/m3. This would imply thai reductions in the range of 50-65% 
are required in order to meet the air quality standard of 50ug/m3. In trying to convert these 
estimates into tentative conclusions as to the likely magnitude of emission reductions great 
care must be exercised as the contribution of different sources to the total particulate load is 
only poorly understood and shows significant variation between regions. Nevertheless it was 
decided in the Auto/Oil Programme to use the range of 50-65% of 1995 levels as an emission 
reduction target for 2010(3). 
2.4. Regional Tropospheric Ozone 
Tropospheric ozone is referred to as a secondary pollutant, this means that it is formed as a 
result of the interaction between primary pollutants, principally nitrogen oxides and Volatile 
Organic Compounds (VOCs). The chemical reactions leading to the formation of-ozone are 
accelerated in warm conditions and in the presence of sunlight: ozone is therefore often 
referred to as 'summer smog'. 
Tropospheric ozone is a regional, transboundary problem: high concentrations of ozone 
frequently being found considerable distances (100s of kilometres) away from the major urban 
centres which are the principal source of the precursor pollutants, NOx and VOCs . In order 
to explore the regional aspects of ozone formation, the Auto Oil partners relied heavily on 
the EMEP model which has been developed to support the various protocols which have been 
established in the context of the 1979 Geneva Convention on transboundary air pollution. 
On the basis of data relating to emissions of primary pollutants, the detailed chemistry of 
ozone formation and factors such as temperature, wind speed, intensity of solar radiation etc, 
the EMEP model can be used to predict ozone concentrations throughout Europe. Having 
taken into account the expected trends in emissions of primary pollutants the predicted air 
quality values were then compared with the air quality objectives for tropospheric ozone as 
laid down in Directive 92/72/EC (see Table 4). 
If one considers the benefits of improvements which could be expected as a result of across 
the board decreases in emissions from all sources, some of the results generated from the 
EMEP model are given in Table 5. These results are expressed as the percentage of the 
Community's land area in compliance with the various air quality objectives. 
(3) Already agreed measures will reduce particulate emissions across the EU to nearly a 
half of those in 1995. Therefore the additional emission reductions required in 2010 
to achieve the target reduction of 50-65% compared to 1995 levels is equivalent to 
approximately one-third off the predicted 2010 emissions. 
29 
Table 3 
Summary of Data from UK and EU Studies on Urban PM Concentrations. 
,1 
APHEA Project data: 
». 
City 
Athens 
Barcelona 
Helsinki 
Cologne 
London 
Lyon 
Milan 
Paris 
Rotterdam Measurement 
Black Smoke 
TSP or PMx 
TSP or PMx 
TSP or PMx 
Black Smoke 
PM13 
TSP or PMx 
TSP or PMx 
Black Smoke Winter (December, 
January, February) 
Min.* 
64.0 
137.5 
33.4 
70.3 
24.1 
48.6 
187.9 
36.4 
15.6 Max.** 
141.4 
232.2 
121.8 
83.8 
94.5 
87.8 
199.7 
67.3 
29 Summer (June, 
July, August) 
Min.* 
41.8 
117.2 
41.9 
72.1 
7.2 
29.8 
81.7 
37.6 
9.4 Max.** 
102.4 
177.7 
91.7 
83.4 
15.9 
55.7 
85.1 
47.8 
20.4 PEACE Project: 
Country 
Finland 
Germany 
Germany 
Greece 
Italy 
Italy 
NL 
Sweden City 
Kupio 
Berlin 
Zerbst 
Athens 
Pisa 
Torre del 
Lago 
Amsterdam 
Mal mo 1 
Max. PM10 
Winter 
(ug/m3) 
60 
117 
95 
201 
131 
149 
123 
59 UK data: 
City 
Belfast 
BirminghamA 
BirminghamB 
Bristol 
Cardif 
Edinburgh 
Hull 
Leeds 
Liverpool Dailv mean 
PM10 
(Mg/m3) 
191 
113 
106 
83 
96 
65 
84 
114 
84 
* Mean from the station giving the minimum annual measurements levels for each city. 
**Mean from the station giving the maximum annual measurements levels for each city. 
(Mean figure from above data is: 112.6) 
30 
Table 5 also indicates the predicted impact of 50%, 60%, 70%, and 80% emission reductions 
in both NOx and VOCs from all anthropogenic sources as compared to 1990 
The nature of ozone formation is such that dramatic reductions from all sources for all 
precursors are required before complete compliance with air quality standards can be 
expected. Indeed it is only when an 80% emission reduction (compared to 1990) of precursors 
from all sources is achieved that over 90% of the EU land area is predicted to have a 1 hour 
maximum ozone concentration below 180ug/m3. With regard to the 99 percentile 1 hour mean 
180 ug/m3 standard, across the board reductions in ozone precursor emissions of 60% and 
70% correspond to a percentage land area compliance of 95 and 99% respectively. It was 
decided that for the Auto/Oil Programme an overall emission reduction target for ozone 
precursors in 2010 would be 70% of 1990 levels(4). 
Table 4 
Comparative Values: reactive pollutant modelling 
Guidelines Air Quality Relevance 
Standard 
Directive 110 ug/m3 Health protection threshold 
92/72/EEC 8-hour average 
Directive 180 ug/m3 Threshold level over which 
92/72/EEC 1-hour average information / warnings have 
to be issued by the authorities 
to the general public. 
WHO Air 120 ug/m3 Protection of health threshold 
Quality 8 hour average 
Guidelines 1995 
(4) Already agreed measures will reduce ozone precursor emissions across the EU to 
nearly a half of those in 1990. Therefore the additional emission reductions required 
in 2010 to achieve the target of 70% reductions compared to 1990 is equivalent to 
approximately one-third off the predicted 2010 emissions. 
31 
EU Table 5 
Compliance with Ozone Air Quality Standards 
Scenario 
1990 basecase 
2010 Basecase 
1990 basecase 
-50% 
1990 basecase 
- 60% 
1990 basecase 
- 70% 
1990 basecase 
- 80% Percentage of EU Land Area (measured in EMEP grid 
squares) in Compliance with Standards 
1 h mean 
100 
percentile 
% > 180 
ug/m3 
37 
53 
62 
73 
81 
92 1 h mean 
99 
percentile 
% > 180 
ug/m3 
73 
87 
89 
95 
99 
100 8 h mean 
100 
percentile 
% > 120 
ug/m3 
not known 
5 
8 
11 
18 
26 8 h mean 
99 
percentile 
% > 120 
ug/m3 
10 
19 
25-_ 
28 
37 
46 
32 
The following are the conclussions from the Auto Oil Study with respect to each of 
the pollutants which were investigated: 
(1) Carbon Monoxide; the impact of already agreed measures (in particular the 
increasing penetration of the three way catalyst) will already, by 2005 reduce 
urban background concentrations in all the cities studied to below the level of the 
most stringent air quality standard. On the basis of these results regulating for 
further reductions in vehicular emissions of this gas would not be a priority. 
(2) Benzene; the results indicate that as with carbon monoxide, the impact of the 
three way catalyst will result in a marked improvement of urban background 
concentrations over the coming years. Only in the case where an air quality 
standard of 2.5 ug/m3 is used as a basis for comparison are emission reductions 
foreseen to be necessary in a number of the most polluted cities. 
(3) Oxides of Nitrogen; the air quality modelling results clearly demonstrate lhat if 
one uses the more stringent air quality standard for nitrogen dioxide as a basis for 
comparison it will still be necessary in 2010 to make further reductions in 
emissions of between 0 and 50% dependent upon the city. 
(4) Particulates; emission reductions of particulate matter from road transport in 
urban environments in the range 50-65% as compared to todays levels were 
considered necessary in order to achieve suitable air Quality targets. 
(5) Regional Ozone Pollution; the most important messages to be taken from this 
analysis are: 
- that the emission reductions resulting from already agreed measures will by 
2010 bring about a considerable improvement with regard to regional ozone 
pollution; 
- that to reduce ozone pollution beyond that achieved by already agreed measures 
will require significant emission reductions of NOx and VOCs emissions of the 
order of 70-80% as compared to 1990; 
- that further emission reduction measures applied to traffic will, in the absence 
of parallel measures applied to other sources particularly sources of VOCs , 
have at most a marginal impact. 
- that for the purpose of the Auto/Oil Programme an emissions reduction target of 
at least 70% compared to 1990 levels of both total NOx and totai VOCs across 
the EU would be used. 
33 
3. THE COSTS AND POTENTIAL BENEFITS OF MEASURES TO REDUCE 
POLLUTANT EMISSIONS FROM VEHICLES. 
3. 1. The European Programme on Environmental Fuels and Engines (EPEFE) 
One of the first steps taken in the Auto/Oil Programme was to review all available data 
concerning the relationships between vehicle emissions fuel properties, and engine 
technologies: this review included the results of the US Auto/Oil Programme. The 
conclusions from this review were published in 1994 in the report entitled "Effect of Fuel 
Qualities and Related Vehicle Technologies on European Vehicle Emissions"(5). 
In reviewing existing information on the relationship between fuel quality, engine technology 
and exhaust gas emissions it became apparent that gaps existed concerning certain fuel and 
vehicle interactions. As such knowledge was vital for the completion of the Auto/Oil 
Programme, the European Oil and Vehicle industries collaborated in the realization of an 
extensive research initiative designed to generate the missing data. This research programme 
was known as the "European Programme on Emissions, Fuels and Engine Technologies" 
(EPEFE) 
The EPEFE programme was extremely successful and has allowed important insights into the 
relationships between fuel quality and emissions. These relationships are complex, indeed it 
was observed that in some cases changing certain fuel parameters would decrease emissions 
of one pollutant while increasing emissions of another. Such insights are of vital importance 
when selecting fuels with the object of attacking priority pollutants. 
The EPEFE programme is one of the most ambitious studies of this type ever carried out. It 
has assisted in the quantification of the relationship between certain important fuel parameters 
(e.g sulphur content, aromatics content, distillation characteristics for gasoline; cetane number, 
density, polyaromatics content, and distillation characteristics in the case of diesel) and 
pollutant emissions. The EPEFE programme represented a significant investment on the part 
of the industrial partners in the Auto/Oil Programme and it is unlikely that such an ambitious 
undertaking would have taken place without the impetus of the Auto/Oil Programme. 
The results of the EPEFE programme have been published by the Industry(6). The individual 
test results from the tens of thousands of measurements taken during the EPEFE programme 
are also available upon request. 
3. 2 Fuel quality changes - Costs and potential benefits 
Combined with already existing data, the EPEFE programme constituted a solid foundation 
upon which to make reliable estimates of the effects of changing fuel quality upon vehicle 
emissions. This allowed the Auto Oil partners to design fuels and to be confident in predicting 
the impact each fuel would have on the emission profiles of different classes of vehicles. 
In order to cany out a cost analysis it was necessary to combine the information concerning 
the effects of different fuel qualities on engine emissions (the benefits) with information 
concerning the additional costs of producing fuels corresponding to new, environmentally 
driven, specifications. 
(5) 
(6) This report - the report of "sub-Group 1" - is available on request from the 
European Commission. 
European Programme on Emissions, Fuels and Engine Technologies, Final Report. 
ACEA/EUROPIA, 9.10.1995. 
34 
On the basis of information provided by the Industry and the evaluation carried out by 
the independent contractor engaged by the Commission, the cost to the Industry of making 
changes to the composition of the gasoline and diesel fuels produced by EU refineries 
was assessed. 
A summary of some of the data concerning the benefits (emission reductions) and costs of 
cleaner gasoline and diesel fuels is presented in Tables 6 and 7 below. Complete details of 
the costs and benefits of fuel reformulations are to be found in the consultants report and the 
summary report of the Auto/Oil Programme. 
Table 6 
Costs and Emissions Benefits of Cleaner Fuels - Gasoline: 
Emissions 
Reduction Potential 
for vehicles 
equiped with a 
3-way catalyst. 
Cost to Industry 
per annum** 
Cost per litre 
Cost to the * 
motorist*** 7.12% 
NOx* tl 
-6.36% 18.62% 
VOCs tl 
4.31% 17.16% 
CO tl" 
5.36% 
ECU 327 - 1 450 million/year 
ECU 0.003478/litre - ECU 0.010964/litre 
ECU 3.77 per year - ECU 11.89 per year 
Negative emissions reduction for NOx in cases where fuel reformulation would cause an 
increase in emissions (from catalyst equipped vehicles) compared to current average fuel 
quality. 
Costs in Net present value in millions of 1995 ECU, discounted over period 1996 -
2015 at 7% per annum. 
Average costs assuming fuel use of 8.611 / 100km and annual travel of 12, 000km. 
35 
Table 7 
Costs and Emissions Benefits of Cleaner Fuels -
Diesel in Passenger Cars and LCVs: 
Emissions 
Reduction 
Potential per 
vehicle 
Cost to industry 
per annum* 
Cost per litre 
Cost to the 
motorist** 1.8% 
NOx ti 
0.5% 34.3% 
VOCs tl 
10.7% 36.1% 
CO ti 
10.6% 30% 
PM tl 
10% 
ECU 260 - 1742 million/year 
ECU 0.001761/litre - ECU 0.01301/litre 
ECU 1.69 per year -• ECU 12.47 per year 
All costs expressed as Net present value in milhons of 1995 ECU, discounted over die period 
1996-2015 at 7% per annum. 
Average costs assuming fuel use of 7.611 / 100km and annual travel of 12, 000km. 
36 
3. 3 Changes to vehicle technology - Costs and potential benefits 
European vehicle manufactures were asked to provide estimates of the additional costs 
involved in equipping their vehicles with the technology necessary to achieve progressively 
more severe emission reductions. 
The manufacturers were invited to provide this information for a total of 16 different 
sub-categories e.g Gasoline cars - small, medium and large; heavy duty diesel vehicles -
small, medium and large etc. The information provided by the manufacturers was evaluated 
by the independent contractors engaged by the Commission and was also cross-checked 
against information obtained from component manufacturers. 
A summary of some of the data concerning the emissions reduction benefit and associated 
costs is presented in Tables 8 and 9 below. Complete details of the costs and benefits of 
improved vehicle technology are to be found in the consultants report and the summary report 
of the Auto/Oil Programme. 
With regard to the potential of diesel engines to achieve further emission reductions, the 
figure used in the analysis are based on the assumption that the de-NOx catalyst will 
probably not be available for production models by the year 2000. Clearly if such technology 
were available in a reliable form, the potential for NOx emission reductions would be 
increased significantly. 
37 
Table 8 
Costs and Emissions Benefits of Improved Vehicle Technology -
Gasoline Passenger Cars 
Emission Reduction Benefits as compared to existing standards: 
Costs: 65% 
NOx tl 
20% 
Small 
Medium 
Large 65% 
HC* tl 
20% 
Additional Cost 
per vehicle 
ECU 43 - 237 
ECU 42 - 256 
ECU 72-341 45% 
CO tl 
20% 
Percentage of 
Purchase Price 
0.5 - 2% Annual Cost 
to Industry 
ECU 574 -
3 262 
million -
HC = Hydro-Carbons - a high proportion of which will be VOCs 
Table 9 
Costs & Emissions Benefits of Improved Vehicle Technology -
Diesel Passenger Cars 
Emission Reduction Benefits as compared to existing standards: 
50% 
PM tl 
20% 
Costs: 20% 
NOx tl 
20% 
Medium 
Large 65% 
HC* tl 
10% 
Additional Cost 
per vehicle 
ECU 203 - 367 
ECU 227 - 402 50% 
CO tl 
25% 
Percentage of 
Purchase Price 
0.5 -2.! 5% Annual 
Cost to 
Industry 
ECU345 
«*605 
million 
HC = Hydro-Carbons - a proportion of which will be VOCs 
38 
3. 4 Improved durability of Emission Control Systems - Costs and potential benefits 
As a vehicle gets older its performance including that of the emission control system 
deteriorate. Significant reductions in vehicle emissions can potentially be achieved by 
reducing the rate of detioration in the emission control systems. There are several mechanisms 
by which such improvements can be achieved. 
increased severity and frequency of compulsory inspection and maintenance checks; 
manufacturers liability for the performance of the emission control systems extended 
from 80 000 km to 160 000 km; 
electronic sensors installed on the vehicle to monitor the performance of the emission 
control systems -referred to commonly as on-board diagnostics; 
re-call procedures whereby models can be re-called and re-fitted if their emission 
performance deteriorate beyond an acceptable level; 
improved mechanisms for the remote-roadside detection of vehicles emitting above 
acceptable levels. 
As part of the Auto/Oil Programme data were collected with regard to the cost and the 
emission's benefit of the various mechanisms designed to reduce the rate of detioration of the 
emission control systems. 
A summary of some of the data concerning the emissions reduction benefit and associated 
costs of improved durability of emission control systems is presented in Table 10 below. 
Table 10 
Costs and Emissions Benefits of Improved 
Emission Control System Durability 
Emission Reduction Potential: 
Costs*": Total 
NOx 15.9% 
tl 
0% Total 30% 
VOCs tl 
0% Urban 
PM* 10% 
tl 
0% 
ECU 290 million/year -» ECU 1 112 million/year 
Emission reductions from diesel vehicles assumed to apply only to particulate 
emissions. 
Costs expressed as Net Present Value in 1995 ECU, discounted at 7% between 
1996 and 2015. 
39 
4. COMPLEMENTARY LOCAL TECHNICAL AND NON-TECHNICAL 
MEASURES - COSTS AND POTENTIAL BENEFITS 
Article 4 of Directive 94/12/EC required that the Commission when developing future 
proposals should also take into account the potential of complementary non-technical 
measures such as traffic management and enhanced public transport as well as the use of 
alternative fuels. Non-technical instruments are geared towards changing the behaviour of 
transport users. As the analysis carried out by the Commission showed (see below), 
such behavioural changes are needed especially in cities with severe air quality problems 
where more stringent vehicle emission control, better fuel quality and improved durability of 
emission control systems alone are not sufficient to meet air quality targets. Many of these 
complementary measures would, of course, be applied at the Member State, regional or local 
level and decided by the corresponding authorities. The Commission has acknowledged the 
importance of these measures by promoting research, development and demonstration projects 
relating especially to urban transport through a number of channels (e.g. the THERMIE and 
SAVE II Programmes) and by fostering the exchange of experience between European cities 
in order to promote "best practice" in local transport planning (e.g. through the Commission's 
Urban Environment Expert Group and the Sustainable Cities Campaign). Most recently, the 
Commission presented two Green Papers on the Citizen's Network and the use-of pricing 
mechanisms in the transport area to stimulate the discussion on these issues at the 
European level. 
The instruments looked at included both local measures (traffic bans, speed regulation, 
cheaper public transport, alternative fuels), certain non-fiscal economic instruments (road 
pricing, scrappage subsidies) and the use of fuel taxes, vehicle purchase taxes and annual 
vehicle circulation taxes to influence transport users. In the final analysis, road pricing, traffic 
bans, the subsidy of public transport, scrappage subsidies and the conversion of urban buses 
to alternative fuels (LPG, CNG) were included. Information on the costs and the effectiveness 
of these instruments were collected, drawing on the experience in their application in different 
countries. The EUCARS passenger transport model developed by the Commission 
(Directorate-General II) was used to estimate the behavioural responses associated with the 
different instruments(7). Besides the investment and operating costs associated with some of 
the measures, non-monetary costs to society ("welfare costs") were taken into account which 
arise from the behavioural changes imposed on European citizens (e.g. their loss of freedom 
to drive by car into the city centre) and changes in tax revenues. Citizens adapt their 
behaviour in different ways in response to the non-technical measures studied, for example 
through reduced car usage, the purchase of less polluting vehicles or the better maintenance 
of vehicles. 
As compared to the evaluation of technical improvements, the assessment of non-technical 
measures is compounded by a number of difficulties. The responses of transport users cannot 
be predicted exactly and are often determined by local factors; the definition of measures is 
not as precise which makes it more difficult to assess their costs and effectiveness; many of 
the measures are interdependent and their costs and benefits are affected by-external 
influences (e.g. economic development). Therefore, the quantification of the costs and benefits 
of local transport measures and economic instruments entails considerable uncertainties. 
The analysis done showed that the non-technical measures considered had very different 
investment, operating and welfare costs. The analysis pointed to the fact that a reform of 
vehicle-related taxation in line with environmental criteria could make a cost-effective 
contribution to the reduction of transport-related air pollution. Under certain conditions, road 
pricing could even yield additional benefits beyond that of emission reduction by increasing 
(7) European Commission (Directorate-General II), "A Welfare Cost Assessment of 
Various Measures to Reduce Pollutant Emissions from Passenger Road Vehicles for 
the Year 2010" (Final Report, 12.10.1995) See also the consultants report from the 
cost effectiveness analysis. 
40 
the overall efficiency of the transport system. With due consideration to the uncertainty 
inherent in the assessment of these measures, it was concluded that local technical (LPG/CNG 
buses) plus non-technical measures (road pricing, cheaper public transport, traffic bans and 
scrappage subsidies, but excluding taxation instruments) can reduce urban NOx emissions by 
10 to 25% beyond the reductions achieved through fuel quality changes, changes to vehicle 
technology and improved durability of emission control systems. The potential contribution 
of local technical and non-technical measures to emission reduction of other pollutants was 
not assessed in the same detail as for urban NOx but is likely to be of a similar magnitude. 
5. COST-EFFECTIVE SOLUTIONS TO ACHIEVE AIR QUALITY TARGETS 
The most important step in the Auto/Oil Programme involved the exploitation of the data 
compiled on the costs and benefits of the various emission reduction measures (sections 4 
and 5) in order to identify the most cost effective solutions to achieve the emission reduction 
targets identified in section 2 (see Figure 2). 
In the original concept of the Auto/Oil Programme it was foreseen that emission reduction 
targets would be generated in a consistent manner for all pollutants and that least cost 
solutions would be generated simultaneously in order to satisfy these multiple- emission 
reduction objectives. However, as described in sections 2.3, it was not possible to determine 
precise emission reduction targets for particulate matter in each of the seven cities although 
a tentative objective of a reduction in the range of 50-65% as compared to present levels was 
identified. Similarly reduction targets for total NOx and total VOCs as precursors of regional 
ozone were difficult to establish: again tentative reduction targets in the range 70-80% for 
both pollutants compared to 1990 were identified. 
In the absence of compatible emission reduction targets for all pollutants, the analysis was 
conducted in a step wise manner looking first at the three pollutants- NOx, CO and 
Benzene - for which it had been possible to identify precise emission reduction targets in the 
7 cities. Subsequently, strategies for reducing urban particulate emissions were explored. 
Finally, approaches for reducing emissions of total NOx and total VOCs as contributors to 
regional ozone were examined. 
With regard to the attainment of the emission reduction targets for urban pollutants, one 
important consideration was the achievement of an effective balance between on the one hand 
EU wide, largely technical, measures such as emission standards, fuel quality and inspection 
and maintenance and on the other hand local, largely non-technical measures such as road 
pricing, increased public transport, scrappage schemes and the replacement of diesel buses and 
trucks with LPG/CNG fuelled vehicles. 
The objective was to identify the most cost-effective series of interlocking measures such that 
a certain proportion of the background levels of pollution would be removed by EU wide 
technical measures and that as and where appropriate these technical measures would be 
supplemented by national and/or local measures in localities with elevated levels of-pollution 
- the objective being to achieve the desired emission reductions at the least cost for the 
Community as a whole. 
The details of the technical procedures used to identify the least cost combination of measures 
are described in the^ consultants report on the cost-effectiveness study and the consolidated 
report of the Auto/Oil Programme. 
41 
Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE 96/0163 (COD) 
relating to the quality of petrol and diesel fuels and amending 
Council Directive 93/12/EEC 
42 
EXPLANATORY MEMORANDUM 
1. BACKGROUND 
The European Union has a long standing history in reducing vehicle emissions. 
Directive 94/12/EC(1) is the latest amendment of base Directive 70/220/EEC(2), laying down 
new emission standards for passenger cars. When the provisions of Directive 94/12/EC come 
into effect in 1996/97, emissions of regulated pollutants from new passenger cars will be 
reduced by over 90% as compared to the standards which prevailed in the early 1970s. 
However, despite these considerable achievements with regard to the emission reduction of 
individual vehicles, increased traffic activity (increased numbers of vehicles, increased 
kilometers travelled) are likely to counteract these improvements thereby preventing the 
emission reductions necessary to achieve future air quality objectives. 
The likelihood of further action to reduce vehicle emissions necessitated a reassessment of 
the existing policy approach; it being apparent that the emission reduction potential offered 
by further improvements in vehicle technology was limited and possibly very costly in 
comparison to other potential solutions. 
In the light of the above considerations a new, comprehensive and integrated approach was 
developed. Directive 94/12/EC, Article 4 outlines the main elements of this new approach: 
"In these proposals [future proposals designed to reduce emissions from traffic which the 
Commission is requested to submit] the Commission shall take the following approach: 
* the measures shall be designed to produce effects to meet the requirements of the 
Community's air quality criteria and related objectives; 
* an assessment of the cost-effectiveness of taking each measure shall be undertaken; in 
this global assessment full account shall be taken, inter alia, of the contributions that: 
traffic management, for example by spreading the environmental costs 
appropriately, 
enhanced urban public transport, 
new propulsion technologies (e.g. electric transmission), 
the use of alternative fuels (e.g. biofuels), could make to improving air quality, 
* the measures shall be proportional and reasonable in the light^ of the 
intended objectives." 
Article 4 of Directive 94/12/EC stipulates that measures to be assessed with regard to their 
benefits and costs shall include improved vehicle technology, more appropriate mechanisms 
to reduce the in-use deterioration of emission control systems and "improvements in 
fuel quality as far as vehicle emissions of dangerous substances (in particular benzene) 
are concerned". . 
(1) OJ No L 100, 19.4.1994, p. 42. 
(2) OJNoL 76^ 6.4.1970, p.l. 
43 
The importance of fuels with regard to the release of atmospheric pollutants such as lead, 
benzene and sulphur dioxide from vehicles has been recognized for some time. EU-wide 
legislation aimed at limiting the detrimental health and environmental effects of these 
pollutants already exist. The limit values currently in place are laid down in 
Directive 85/210/EEC(3) concerning the lead and benzene content of petrol and the sulphur 
content of diesel fuels is regulated under Directive 93/12/EC(4). 
The use of fuels for transportation purposes is however also linked to the release of other air 
pollutants such as volatile organic compounds (VOCs), nitrogen oxides (NOx), 
carbonmonoxide (CO) and particulate matter (PM) which directly or as precursors of ozone 
can have detrimental health and environmental effects. 
Therefore, assessment of the cost-effectiveness of fuel quality changes as a measure to 
reduce vehicle emissions must include a wider range of fuel components than those already 
legislated for. 
2. THE EUROPEAN AUTO/OIL PROGRAMME 
In keeping with its commitment towards the development of a more comprehensive approach 
to reducing emissions from road transport and in conformity with the principles set out in 
Article 4 of Directive 94/12/EEC the Commission, at the end of 1992, decided to initiate a 
technical work programme for the purpose of providing a solid technical foundation upon 
which to base its future legislative proposals. In accordance with the principle of 'shared 
responsibility' expressed in the 5th Environmental Action Programme, the Commissioners for 
Environment, Industry and Energy, invited the European associations of the car (ACEA) and 
oil (Europia) industries to make available their considerable know-how and expertise and to 
collaborate in the realization of this technical programme. The two industries responded 
positively to this invitation and together with the Commission designed, planned and executed 
the programme which subsequently became known as the Auto/Oil Programme. 
The content and the structure of the Auto/Oil Programme is described in the Communication 
which accompanies this proposal. A short description of the programme and the conclusions 
derived from it is presented below. 
The objective of the Auto/Oil Programme was defined as: 
to provide policy-makers with an objective assessment of the most cost-effective package of 
measures to reduce emissions from the road transport sector to a level consistent with the 
attainment of the new air quality standards being developed for adoption across the 
European Union. 
The Auto/Oil Programme explored cost-effective combinations of measures sufficient 
to achieve, by 2010, stringent air quality standards with respect to the following 
pollutants: ~ZT 
* oxides of nitrogen (NOx) in cities 
* benzene in cities 
* carbonmonoxide (CO) in cities 
* particulate matter (PM) in cities 
* tropospheric ozone and thereby emissions of total NOx and Volatile Organic 
Compounds (VOCs). 
(3) 
(4) OJNoL96, 03.4.1985, p. 25. 
OJNoL74, 27.3.1993, p. 81. 
44 
The Auto/Oil Programme demonstrated that in the absence of futher measures to 
significantly reduce emissions from road transport, concentrations of nitrogen oxides, 
particulate matter and tropospheric ozone would constitute a continuing threat to 
human health and the environment into the next millenium. In contrast, the impact of 
already agreed measures was predicted to reduce concentrations of carbonmonoxide 
and benzene to acceptable levels. 
The Auto/Oil Programme explored the cost and the emission reduction potential of a 
variety of different measures inter alia improved vehicle technology, inspection and 
maintenance schemes, changes in the quality of fuels and a number of non-technical 
measures such as scrappage schemes and road pricing. 
Drawing on the results of the Auto/Oil Programme the Commission has decided upon a 
package of legislative proposals to be submitted to the European Parliament and the Council. 
a proposal on a moderate reformulation of petrol and diesel fuels (this proposal); 
a proposal to strengthen the existing emission limits for passenger cars 
(Directive 70/220/EEC, as last amended by Directive 94/12/EC (accompanying this 
proposal); 
a proposal to strengthen the emission limits for light duty vehicles 
(Directive 70/220/EEC as last amended by Common Position No 3/96, [in 1997])(5); 
a proposal to strengthen the emission limits for heavy duty vehicles 
. (Directive 88/77/EEC(6) as last amended by Directive 91/542/EEC7)); 
a proposal with regard to the strengthening of the current legislation on inspection and 
maintenance (Directive 92/55/EC^ [in 1997]). 
The proposals enumerated above foresee the simultaneous entry into force of a series of 
measures as from 1 January 2000. 
The Commission estimates that the measures coming into effect in 2000 will, in 2010, reduce 
emissions from the road transport sector by: 
urban NOx = 39% urban particulates = 39% 
urban CO = 51% total NOx = 35% 
urban benzene = 48% total VOCs = 46% 
as compared to what the emissions would have been in the absence of the measures. 
3. EMISSION REDUCTION FROM OTHER THAN MOBILE SOURCES 
The package of measures is part of an integrated Commission strategy to reduce atmospheric 
emissions from all sources and which was developed on the basis of the 5th Environmental 
Action Programme. While emission reductions from mobile sources are an important 
contribution to the achievement of future air quality targets they will not be sufficient to solve 
the problem of ozone pollution and acidification. 
(5) 
(6) 
(7) 
(8) OJNoC 37, 9.2.1996, p. 23. 
OJNoL 36, 9.2.1988, p. 1. 
OJNoL 295, 25.10.1991, p. 1. 
OJNoL 225, 10.8.1992, p. 68. 
45 
The Commission is therefore pursuing complementary measures aimed at emission reduction 
from stationary sources such as power plants, industrial installations, households, etc.. The 
revision of the large combustion plant directive*9' and the proposed directive on Integrated 
Pollution Prevention and Control0* are steps in this direction. Further action, especially with 
regard to the reduction of volatile organic compounds as a precursor for ozone formation, are 
needed to complement the beneficial effects gained from traffic related measures. 
4. THE EUROPEAN MARKET FOR PETROL AND DIESEL FUELS 
The Community's total energy demand is covered by several sources of which almost half is 
supplied by liquid fuels. The annual turnover is approximately ECU 40 billion/year. 
In 1990, energy demand for transport activities amounted to about 30% of total final energy 
consumption. More than 83% of the energy needed for transport is consumed by road 
transport in the form of fuels. The principal fuels are petrol and diesel with other fuels such 
as Liquified Petroleum Gas (LPG) and Compressed Natural Gas (CNG) only taking up a 
small share of the market. 
According to the latest oil industry figures gasoline and diesel consumption in 1995 amount 
to around 170 000 respect. 120 000 million litres. The consultancy company AD. Little has 
estimated that over the period 2000-2015, EU consumption of petrol and diesel fuels will 
amount to 2 540 respectively 2 572 thousand million litres. These forecasts are likely to be 
overestimated in view of the Commission's aim of bringing forward policy measures to reduce 
C07 emissions from cars. 
Figure 1 • Unloaded 
Market Share of Leaded and Unleaded Gasoj 0Leaded 
FfetiHtd 
Qftmany 
[jjKtmbourg 
aeijiuni 
ftwtoo 
0% 10% 20% 30% 40% 50% 60%i 70% 80% 80% 100% 
Percentage Market Share 
(9) 
(10) Revision of Directive 88/609/EEC: OJ No L 336, 7.12.1988, p. 1 
COM 96/C87/02 
46 
Leaded v unleaded petrol 
The market for petrol is divided into leaded and unleaded petrol, of which the latter has 
gained an increasing market share over the last years. In 1995 the average market share of 
unleaded petrol in the EU reached about 68%». However, this figure does not reflect the wide 
difference of the use of unleaded petrol in the Member States. While in countries like 
Austria, Finland and Sweden 100% of the petrol pool consists of unleaded petrol, in Spain, 
Greece and Portugal the latter only represents 30-40%. An overview of the share of leaded 
and unleaded petrol in the market in 1995 is provided in Figure 1. 
With the introduction of the catalytic converter the market share of unleaded petrol will 
increase further with an estimated growth rate of approx. 8% of the 1995 market share per 
year. 
Unleaded petrol is provided in the market as 'unleaded regular1 (91/92 RON [Research Octane 
Number]), 'unleaded premium/super' (RON 95) and 'unleaded super plus' (RON 98) Table 1 
is the oil industry's estimate of the market share of each type calculated as percentage of total 
unleaded petrol and as percentage of total petrol. 
Table 1 (Estimate Europia 1995) 
TYPE unlead. % of total unleaded petrol % of total petrol pool 
RON 91/92 13^ 9 
RON 95 68.5 47 
RON 98 18.0 . 12 
Fuel quality 
The quality of unleaded petrol and diesel fuels in Europe is subject to European standards as 
laid down by the European Committe for Standardisation (CEN) [see chapter 12, p.22]. 
Requirements specified by the CEN standards are set with a view to improved performance 
of the engine/vehicle. While the establishment of European standards has led to a certain 
degree of harmonization current data on fuel quality in the market show that there are 
considerable variations with regard to locations (north, south, central) and seasons 
(winter/summer). 
The predicted average fuel quality of petrol and diesel fuels by the year 2000 and in the 
absence of any legislative action is shown in Tables 2 and 3 below. 
47 
Table 2: Predicted Average Values for Fuel Parameters of Market Fuel (unleaded petrol) 
Parameter Unit Predicted Market Average in the 
year 2000 without new measures 
RVP Summer kPa 68 
E.10Q % v/v 53 
E.150 % v/v 84 
Olefins % v/v U 
Aromatics % v/v 40 
Benzene % v/v 23 
Oxygen % m/m (^6 
Sulphur gpm 300 
Lead g/1 0.005 
Table 3: Predicted Average Values for Fuel Parameters of Market Fuels (diesel) 
Parameter Units Predicted Market Average in the 
• year 2000 without new measures 
Cetane Number : 51 
Density kg/m3 843 
Poly aromatics vol% 9 
T95 ^Ç 355 
Sulphur ppm 450 
48 
5. THE EMISSIONS BENEFITS AND COSTS OF CHANGES IN FUEL QUALITY 
The Auto/Oil Programme demonstrated clearly that changes of fuel components such as 
sulphur, aromatics and benzene content and vapour pressure for gasoline and sulphur, cetane 
number, density and polyaromatic content of diesel can have a significant benefit in terms 
of reducing emissions of priority pollutants from vehicles. In the context of the 
Auto/Oil Programme the relationship between the benefits in terms of reduced emissions and 
the costs were explored for unleaded petrol and diesel fuels modified to increasing degrees 
of severity. 
The Commission's proposal 
As described in Chapter 2. the Auto/Oil Programme identified moderate changes in the quality 
of petrol and diesel fuels as part of a cost-effective integrated package of measures. 
The fuel specifications proposed by the Commission for petrol and diesel fuel and foreseen 
to come into force in 2000 are shown in Tables 4 and 5. The specifications are expressed as 
maximum and minimum for various parameters of environmental relevance. The tolerances 
of the refinery production process mean that in order to ensure that the product complies with 
the prescribed specifications the average quality of the fuel placed on the market will be 
better than the specifications. Tables 4 and 5 also indicate the Commission's estimates of the 
market average fuel quality which will result from the application of the proposed 
specifications. A comparison with the predicted average market values for petrol and diesel 
fuels by the year 2000 in the absence of legislation (see Tables 2 and 3 on pages 6 and 7) 
shows improvements with regard to Reid Vapour Pressure (RVP), aromatics, benzene and 
sulphur in petrol and with regard to cetane number, density, poly aromatics, T95 (distillation) 
and sulphur in diesel fuel. 
Table 4: Proposed Fuel Specifications for Petrol to Come into Effect in 2000 and the 
Corresponding Predicted Market Average Values 
Parameter 
RVP Summer 
E.100 
E.150 
Olefins 
Aromatics 
Benzene 
Oxygen 
Sulphur 
Lead Unit 
kPa 
% v/v 
% v/v 
% v/v 
% v/v 
% v/v 
% m/m 
ppm 
g/1 Average Market 
Values of Proposed 
Fuel Package 
58 
53 
84 
11 
37 
1.6 
1 
150 
0.005 Limit Values of Proposed 
Fuel Package 
Minimum 
_ 
46 
75 
-
-
-
_ 
_ 
-Maximum 
60 
_ 
_ 
Ts* 
45 
2 
2.3 
200 
0.005 
[* Except for unleaded petrol regular for which the maximum olefin content shall be 21% v/v.] 
49 
Table 5: Proposed Fuel Specifications for Diesel to Come into Effect in 2000 and the 
Corresponding Predicted Market Average Values 
Parameter 
Cetane Number 
Density 
Poly-aromatics 
T95 
Sulphur Unit 
-
kPa 
% Vol. 
°C 
ppm Average Market 
Values of Proposed 
Fuel Package 
53 
835 
6 
350 
300 Limit Values of Proposed 
Fuel Package 
Minimum 
51 
• 
_ 
_ 
-Maximum 
_ 
845 
11 
360 
350 
Emission reductions 
The emission reductions which are achieved by the proposed petrol and diesel specifications 
foreseen in 2000 are shown in Table 6. 
Table 6: Emission Reductions Achieved From Different Vehicle Classes by Expected Petrol 
and Diesel Fuel Quality Changes 
Pollutant 
NOx 
VOCs 
CO 
PM 
Benzene % emission reduction 
achieved by the 
proposed change in 
petrol 
- 7.12 
- 8.44 
- 8.89 
-20.7 % emission reduction 
achieved by the 
proposed change in 
die:elfuel (LDVs)* 
- 0.53 
- 10.68 
- 10.60 
- 9.95 
— % emission reduction 
achieved by the 
proposed change in 
diesel fuel (HDVs)* 
-2.15 
-2.20 
-0.39 
-3.22 
* The difference in emission reduction between light duty (LDVs) and heavy duty vehicles (HDVs)inrdue to the 
difference in the test cycle which reflects the different engine technologies of the two vehicle categories and the 
different loads under which they operate. 
In addition to the proposed Community-wide measures, supplementary emission reduction 
measures might be taken by Member States at national, regional or local level in order to 
achieve established EU or national air quality standards everywhere in the Community 
(see also 'Fiscal Measures' below). 
50 
Leaded petrol 
The Auto/Oil Programme only investigated the cost and emission effects of unleaded petrol, 
grades. With the increasing number of cars equipped with catalytic converters the share of 
leaded petrol in the total pool will diminish significantly. While today the share of leaded 
petrol is around 30% of the total pool the estimated growth rate of the market share of 
unleaded petrol (see chapter 4, p. 5) suggests that by the year 2000 only a very small amount 
of leaded petrol (2%) will be in the market. In addition, it is estimated that by the year 2000 
the entire car fleet will be able to run on unleaded petrol except the socalled 'Oldtimers'. 
These cars can be run on unleaded petrol containing a lead substitute which can be added to 
the petrol tank. These lead substitutes are already available at the petrol station where they 
can be purchased and added by the consumer. 
In the light of the above and in recognition of the significant human health risk associated 
with lead pollution, the Commission has proposed a general ban on the marketing of leaded 
petrol as from 1. January 2000. However, in recognition of the fact that for certain 
Member States such a rapid phase- out may result in severe socio-economic problems, the 
Commission's proposal also provides for a limited, two year derogation. 
Benzene 
The current limit value of the benzene content in petrol is 5% as regulated under EC 
Directive 85/210. With a number of Member States producing petrol containing benzene 
levels well below this limit, the European average market value today is about 2.3% 
(see Chapter 4, p.6). 
Air quality modelling results obtained as part of the Auto/Oil Programme have shown that 
by the year 2010 atmospheric benzene levels will be sufficiently low even without the 
application of additional measures if this average value is being maintained. 
However, the Commission is aware that atmospheric benzene pollution is likely to persist 
in the short to medium term, in areas with high traffic density (inner cities, cross-roads, etc.). 
For this reason countries like Austria, Finland, Germany, Italy and Sweden have in an 
Environment Council meeting in December 1994 demanded that a reduction of the benzene 
level in petrol to 1% be introduced at European level as the most effective measure to 
mitigate existing benzene pollution in those problem areas. Directive 94/12/EEC, Article 4 
requires the Commission to particularly investigate the emission effects with regard to a 
change in benzene content. 
Austria, in the accession negotiations, was allowed to maintain its national benzene limit 
value of 3% for a transitional period. Sweden and Finland were permitted to continue a 
tax incentive scheme with which the benzene content of petrol has been redueed to 3% 
and 1%> respectively. 
The Commission in its response to Member States' concern on atmospheric benzene levels 
is taking a positive stance when proposing a considerable reduction of the current benzene 
limit value from 5%;to 2%. However, in view of the air quality from the Auto/Oil Programme 
and summarised in chapter 2., the Commission does not see the need to mandate for a 
EU-wide benzene limit value of 1%. 
Review Process 
Within 12 months of the adoption of the Directive and in any event not later than 
31 December 1998 the Commission will bring forward proposals to revise the provisions of 
the Directive. This proposal will be based on the comprehensive assessment to be carried out 
in conformity with the requirements of Article 4 of the proposed amendment to 
Directive 70/220/EEC. The purpose of that assessment is to develop a strategy designed to 
51 
produce effects to meet the requirements of Community air quality standards and related 
objectives, at least cost. In developing such a strategy, the Commission will take full 
account of: 
trends in air quality; 
noxious pollutant emissions in Europe from transport and non-transport sources and 
the contribution that existing, pending and potential measures to control emissions 
from non-transport sources , could make to improve air quality; 
technical developments with regard to: 
* vehicle technologies as well as new propulsion technologies (e.g. electric 
propulsion, fuel cells), 
* refinery technologies; 
the potential of alternative fuels such as compressed natural gas (CNG), 
Liquid Petroleum Gas (LPG), and Dimethyl Ether (DME) and biofuels to reduce 
vehicle emissions, 
possible improvements in the test procedures for the type approval of new vehicles, 
in particular the addition of a new test procedure at low temperatures; 
the potential of technical, non-technical and local measures to reduce emissions: in this 
context, the contribution of transport and other policy measures such as traffic 
management, enhanced urban public transport and vehicle scrappage schemes should 
be evaluated; 
the contribution that selective and differentiated fiscal measures could make to 
reducing emissions, whilst not negatively impacting the functioning of the 
internal market; 
the effects of any measures on C02 emissions; 
the strategies followed by third countries to improve air quality and the emission 
values applied therein; 
the situation with regard to the supply and the quality of crude oil available to 
the Community. 
The proposal to revise the provisions of the Directive based on a comprehensive assessment 
and as an integral part of the strategy described above, will include, inter alia, a revision of 
the specifications for petrol and diesel fuels as laid down in Annexes I and frof this 
Directive.These revised specifications would come into effect on January 1, 2005. 
The Commission's proposal will take into account that improvements to fuel quality have a 
direct and significant impact on emissions of particulate matter, volatile organic compounds 
and oxides of nitrogen. All of these pollutants either directly, or as a result of their 
contribution to ozone formation, result in important impacts on human health and 
the environment. 
In addition to the direct benefits that improved fuel quality has on vehicle emissions there is 
a clear interaction between fuel quality and vehicle technology. With regard to the 
development of new pollution abatement technologies such as the de-NOx catalyst there is 
evidence that fuels of a certain quality, particularly low sulphur fuels, may well be required 
if such technologies are to achieve optimal and long-lasting levels of performance. 
52 
Accordingly, the Commission foresees that its future proposal to revise the specifications of 
petrol and diesel fuels should comprise a significant reduction in the content of sulphur for 
both fuels. Current research and development indicates that a sulphur limit of the order of 
50 ppm could be needed for the optimal functioning of the new vehicle-based pollution 
abatement technologies as well as contributing to improving emissions from the existing car 
pare. While this proposal does not specify a limit value for the sulphur content in petrol and 
diesel fuels for 2005 the establishment of these values will of course be based on the outcome 
of the cost-effectiveness assessment to be carried out prior to the development of the 
Commission's future proposal. 
To take account of the possibility that vehicles equipped with new pollution abatement 
technologies such as the de-NOx catalyst are developed and introduced into the market before 
2005, the Commission has also included in its proposal a commitment to bring forward, if 
appropriate, proposals to ensure that when vehicles equipped with such technologies are 
placed on the market, fuels of a quality sufficient to guarantee the necessary level of 
performance of the technology will be widely available. In bringing forward such proposals 
the Commission will give due regard to considerations of air quality, cost-effectiveness and 
proportionality. The Commission will also take into account: 
(i) the latest information on the interaction between fuel quality and the performance of 
the new pollution abatement technologies; 
(ii) the situation with regard to the development and production of these technologies and 
the forecasts concerning the marketing of vehicles equipped with such technologies. 
(iii) the need to ensure that the measures proposed will neither disrupt the free movement 
of persons and goods nor unduly distort competition. 
Fiscal Measures 
While the Commission's proposal will result in a significant improvement in the average 
quality of fuels sold throughout the Community, it is likely that some Member States, 
particularly those in which.fiscal incentives have been applied in the past, may wish to 
encourage the use of even cleaner fuels as part of their overall strategy to improve air quality. 
The Commission would not wish to impede national or local initiatives aimed at improving 
air quality on condition that such initiatives were compatible with the provisions of 
Directive 92/81/EEC dealing with mineral oil structures. According to Directive 92/81/EEC(11), 
mineral oils used as a motor fuel shall be taxed at a single rate per product category. The 
excise duty rate for each product is to be decided by the individual Member States provided 
they respect the Community minimum rates as outlined in the Mineral Oils Rates 
Directive 92/82/EEC(12). 
Should Member States wish to use fiscal incentives and apply differential rates, other than 
those provided for in article 8(2) of Council Directive 92/81/EEC, they have the-possibility 
to request a derogation from the general regime according to Article 8(4) of the same 
Directive. Such requests must be authorized by the Council. 
For motor fuels, Denmark, Finland, Greece and Sweden have been granted derogations 
allowing them to apply reduced rates on environmentally friendly diesel. Finland can apply 
reduced excise duty rates on reformulated unleaded and leaded petrol. Denmark can apply 
differential rates of duty between petrol.distributed from petrol stations equipped with a return 
system for petrol fumes and petrol distributed from other petrol stations. A number of 
applications from other Member States are presently being evaluated. 
(11) OJ No L 316, 31.10.1992, p. 12. 
(12) OJ No L 316, 31.10.1992, p. 19. 
Derogations - Special Fuels 
Notwithstanding the possibilities open to Member States to encourage the marketing of 
cleaner fuels through fiscal measures, there may be specific locations such as large urban 
areas where atmospheric pollution constitutes or may reasonably be expected to constitute a 
serious and recurrent problem for human health and/or the environment. In such locations 
Member States may consider it appropriate to require the marketing of special fuels as part 
of a strategy to combat air pollution. The Commissions proposal therefore foresees the 
possibility for Member States to be granted a derogation in order to require the use of such 
special fuels. 
The Commission's proposal also foresees that Member States wishing to make use of this 
derogation will be required to motivate their proposed measures on the basis of air quality 
measurements and the improvement in air quality that the measures are expected to bring. The 
Member State should also provide evidence that the proposed measures respect the principle 
of proportionality with particular attention being given to their impact upon the internal 
market and competition. 
6. THE EUROPEAN REFINING INDUSTRY 
The European Union (15) has 106 refineries with a total distillation capacity of 
13 212 833 barrels per day. In the past, refineries have been categorized in three types: 
simple, catalytic cracking and full upgrading. 
However, these categories no longer represent the range of refineries operational in Europe. 
Over the last three to five years, some refiners have upgraded their installations in response 
to tighter product specifications such as the reduction of lead in petrol and the lowering of 
the sulphur content in gas oil and diesel fuel. 
The currently existing refinery types are best categorised as follows: 
* Simple - including thermal operations & some vaccum distillation 
* Fluid Catalytic Cracking (FCC) 
with or without feed pretreatment 
with or without C6-Isomerisation 
* Hydrocracking 
* Fluid Catalytic Cracking (FCC) and hydrocracking 
* Others (e.g. lube oil production, etc.) ~ 
The latter category is without importance for petrol and diesel production and will therefore 
be excluded from the further analysis. 
The refinery type most common in Europe is the fluid catalytic cracking (FCC) type (with or 
without pretreatment and with or without C6-Isomerisation but not including the combination 
FCC plus Hydrocracker) accounting for around 61% of total atmospheric distillation capacity 
in the European Union. 
Table 7 provides an overview of European refinery types and their percentage share of total 
European distillation capacity. Figure 3 shows the types of refinery existing in each country 
and their total distillation capacity. 
54 
Table 7: European Refinery Types and Their Share of European Distillation 
Capacity (1994) 
Refinery Type 
Simple without thermal or C6 Isomenzation 
Simple without thermal but with C6 Isomenzation 
Simple with thermal but without C6 Isomenzation 
Simple with thermal and C6 Isomenzation 
Hydrocracker without C6 Isomerisation 
Hydrocracker with C6 Isomenzation 
FCC without Pretreatment or C6 Isomenzation 
FCC without Pretreatment but with C6 
Isomerisation 
FCC with Pretreatment but without C6 
Isomerisation 
FCC with Pretreatment and C6 Isomerization 
FCC and Hydrocracker without pretreatment or C6 
Isomerization 
FCC and Hydrocracker without Pretreatment but 
with C6 Isomerization 
Other 
Total in Europe Number of 
Refineries 
18 
3 
10 
9 
7 
3 
19 
17 
8 
3 
4 
2 
3 
106 Total 
Atmospheric 
Distilliation 
Capacity (b/cd) 
969 030 
244 000 
737 118 
696 700 
881 160 
494 000 
3 218 500 
2 793 000 
1 454 025 
598 300 
737 000 
390 000 
0 
13 212 833 %of 
European 
Capacity in 
Each 
7.3% 
1.8% 
5.6% 
5.3% 
6.7% 
3.7% 
24.4% 
21.1% 
11.0% 
4.5% 
5.6% 
3.0% 
0% 
55 
Figure 2 
European Refinery Types per Country (1994) H Hydro 
D FCC and Hydro without 
Pretreatment 
m FCC with Pretreatment 
• FCC Without Pretreatment 
• Simple 
It can be seen from Figure 2 that in Austria, Belgium, France, Italy, the Netherlands, the UK 
and Spain the various types of FCC refineries predominate. Greece's distillation capacity is 
divided between simple and FCC refineries however, one of the FCC refineries also has some 
hydrocracking capacity which increases its flexibility with regard to the fuel quality changes 
required. German refineries have the biggest hydrocracking capacity of all EU 
Member States. Finland has a simple and a FCC/hydrocracking refinery. Denmark and Ireland 
only operate simple refineries. Sweden's distillation capacity is nearly equally divided 
between the simple and the FCC refinery type. One of the latter however has some 
hydrocracking capacity. — 
The refinery configuration has a major influence on the oil industry's ability to meet product 
specifications and is the key indicator as to the technical capacity of an individual refinery 
to cope with tighter specifications as a consequence of European environmental legislation. 
In general tighter limit values for diesel specifications and for petrol specifications such as 
sulphur and olefin content can more easily be met by simple and hydrocracking than by other 
refinery types. FCC and combined FCC/hydrocracker refineries are better suited to the 
tightening of certain petrol components such as benzene and aromatics. 
56 
Projected costs of legislative fuel specifications to the refining industry 
The financial implications incured by the proposed specifications are presented in Table 8 for 
the European refining industry (EU 12). They provide an overview of the estimated total 
costs over 15 years expressed as the net present value, indicate the overall capital investment 
costs and the yearly incured fixed operating and energy costs. 
Table 8: Cost Implications* for Proposed Petrol and Diesel Fuel Specifications in 2000 
ŒU12) CECXJ) million 
Net present Value 
(over 15 years) 
11 380 Total Capital 
Investment Costs 
7 223 Fixed operating 
Costs/Year 
291 Energy 
Costs/Year 
146 
The costs are based on the value of the ECU in 1995 and a project life of 15 years 
from 2000 onwards. 
Not included in this cost analysis are the financial implications for the refinery industries in 
Austria, Finland and Sweden since they were not members of the European Union at the time 
when the Auto/Oil Programme began. However, all three new Member States have already 
undertaken action with regard to a change of certain parameters of pefol and diesel fuels. 
This is particular so for Sweden and Finland where a number of fuel specifications are much 
stricter than those proposed in this Directive. It can be expected that costs for the Swedish 
and Finnish refinery sector will not increase as a result of the forthcoming European 
legislation. For Austria however, some costs will occur. 
While the aggregated total costs for EU-12 do not reflect individual refinery and regional 
variations, these aspects have nevertheless been studied. It can be expected that the results 
for individual refineries and for regions show a wide difference. 
However, the variation is not uniform because the impact of the quality parameter changes 
depends on both feedstock and refinery configuration. 
Therefore, it is likely that the Mediterranean region with its higher sulphur feedstock will face 
higher costs than the aggregate for removal of sulphur. North West Europe and the atlantic 
region on the other hand will have to pay more than the aggregate costs for removal of 
benzene and aromatics because their feedstock contains a high amount of these compounds. 
It is expected that the aggregated costs can vary between ± 25% depending on refinery type 
and region. 
7. TRADE IMPLICATIONS 
In order to produce a range of fuels and satisfy local demand it is often necessary for a 
refiner to trade in feedstock and/or a certain amount of their refinery products. This enables 
refiners to balance refinery configuration and design against fuel demand and the nature of, 
the crude oil supply. 
This trade occurs among Member States and between Member States and 
non-European countries. 
57 
Petrol 
Over the last ten years the EU trade balance of petrol has been positive with total exports to 
third countries increasing from 6.7 to 15.0 million tonnes. The U.S.A. and Canada are one 
of the major export markets of the EU for petrol. While in 1992 and 1993 exports were low 
because additional MTBE production in those countries replaced some of the previously 
imported petrol, in 1994 exports started to recover and rose to about 6.8 million tonnes. 
Figure 3 shows the contribution of individual Member States towards these exports. 
It is difficult to predict the future development of these exports since they are influenced not 
only by the forthcoming changes of fuel quality in the EU but also by the evolution of the 
'reformulated gasoline' programme in the USA. 
FigttrrS 
1994 Petrol Exports to USA and Canada 
Source: 
ETSU/ 
High and Watt Associates, 1995. 
Gasoil/diesel fuel 
The EU- trade balance of gas/diesel oil between 1985 and 1994 has turned from negative to 
positive with net exports to third countries totalling about 1 million tonnes in 1994. Of the 
total imports the biggest share of 30% is coming from Russia. Another important supplier 
of gas/diesel oil is Egypt with 20%. 
No statistics on the breakdown of imports between diesel and other gas oil are available. 
However, the diesel share of total gas oil production increases. The rise has been from 49% 
in 1993 to 50% in 1994. For 1995 the share of diesel is projected to be 53%. 
Changes in diesel fuel quality as proposed in this Directive will make it more difficult to meet 
sulphur and density specifications in diesel and are likely to lead to an increasing demand on 
low sulphur (sweet), crudes. In the mid and long term North West Europe and the 
Atlantic region will become short on their reserves of low sulphur crude oil. It is therefore 
reasonable to expect the price differential to widen between low sulphur (sweet) and high 
sulphur (sour) crudes and imports of low sulphur crudes into the Community to rise. These 
developments will favour the North African crude oil suppliers while the Russian and most 
West African crudes are generally higher in sulphur. 
58 
8. IMPLICATIONS FOR THE CONSUMER 
The incurred European-wide costs for a change in the quality of fuel as illustrated in 
Chapter 5. will ultimately be borne by the consumer. For her/him the additional costs per litre 
at the pump will be around ECU 0.002 for a petrol or diesel car for measures to be introduced 
in 2000. For a motorist who drives around 12 600 km/year this amounts to additional costs 
of around ECU 2/year for a petrol or diesel car. 
This increase in price is well below price changes which occur on a regular basis for other 
market reasons (e.g. changes in crude oil and feedstock products). 
9. IMPACT ON EU-WIDE CO, EMISSIONS 
Changes in fuel quality require the use of additional energy which in turn increases C02 
emissions. It is estimated that C02 emissions per year will rise by 6 million tonnes across 
the EU (12) when the proposed fuel quality changes will become mandatory for 2000. 
These 6 million tonnes represent around 0.2% of total C02 emissions and 0.8% of C02 
emissions from transport sources in 1993. 
10. SUBSIDIARITY 
10.1 What are the Objectives of the Proposed Measure in Relation to the Obligations 
Placed Upon the Commission? 
The objectives of the measure are to achieve a basic level of harmonization of the 
considerable market of transport fuels (about 290.000 million litres in 1995). 
Despite the existance of norms laid down by the European Committee for 
Standardization (CEN) for certain fuel components, the majority of the petrol and 
diesel fuel marketed is characterized by numerous permissible levels for a number of 
fuel components (e.g. sulphur, aromatics, benzene). The proposal asserts an increased 
level of harmonization to replace the existing range, thus ensuring the proper 
functioning of the internal market. 
Harmonization will be even more important in the future as environmental concerns 
may lead many Member States to introduce new restrictions on some of the above 
mentioned fuel components. Unilateral measures could produce differences in product 
specifications in the various Member States thereby hindering the free flow of goods. 
The role of transport fuels with regard to their potential of reducing vehicle emissions 
has been discussed in Chapter 5. For the purpose of considerable emission reductions 
necessary to achieve future urban and regional air quality objectives, changes in fuel 
quality have proven to be a cost-effective means. Only legislative -action on 
Community level can ensure that the emission reduction potential of fuelsTs used to 
the extent needed. 
10.2 Does the Proposed Action relate to a Matter of Exclusive Community Competence or 
Competence Shared with the Member States? 
The matter concerns harmonization of the internal market and therefore is an issue of 
exclusive Community competence. 
10.3 What Forms of Action are Available to the Community? 
The only realistic form of action is legislation based either on a Directive or 
a Regulation. 
59 
10.4 Is a Uniform Regulation Necessary or will a Directive Imposing General Objectives 
with the Execution being Left to Member States Suffice? 
A directive imposing general objectives and with the detailed implementation being 
left to the Member States will achieve the necessary objectives while at the same time 
allowing the Member States considerable freedom with regard to practical details 
of implementation. 
11. RESULTS OF CONSULTATION WITH AFFECTED PARTIES 
Consultation with Member States 
During the course of the Auto/Oil Programme which was to serve as the technical and 
scientific basis for legislation on car emissions and fuel quality, DG XI and DG HI have 
conducted a series of meetings with national experts. 
The purpose of the meetings was to fully inform Member States about all aspects of the 
programme and to ensure that their comments were taken into consideration. 
In a meeting on 7 December experts from Member States were consulted on the proposed fuel 
quality specifications laid down in this directive. The experts in general welcomed the 
Commission's initiative to put forward legislative proposals on the quality.of petrol and 
diesel fuels. 
Experts from Austria, Denmark, Finland, Germany, Sweden and the Netherlands expressed 
their strong view of most of the petrol and diesel fuel specifications not being strong enough. 
Especially Finland and Sweden voiced the concern that the high quality fuel specifications 
currently in place in their countries could be endangered by the Commission's proposal for 
only moderate changes of fuel quality. 
Experts from Ireland, France, Spain and Portugal were of the opinion that some fuel 
parameters in particular the sulphur content of both petrol and diesel fuel would be difficult 
for their refineries to achieve. 
Consultation with the European oil and car industries (Europia and ACEA) 
Both, the European associations of the oil (Europia) and the car (ACEA) industries were 
partners in the Auto/Oil Programme. The work carried out in the framework of the 
programme was based on the consensus of all partners involved. At a final technical meeting 
of the Auto/Oil Programme on 20 March 1996, the database and the methodology used for 
carrying out the cost-effectiveness ananlysis were approved. 
The oil industry was also consulted on a number of technical questions which arose in the 
discussion on transposing the fuel parameter values used in the cost-efectiveness analysis into 
limit values. 
With regard to the proposed specifications the oil industy has expressed its strong opposition 
concerning the intention to already indicate the need to make significant cuts in the sulphur 
content of petrol and diesel fuels in 2005. Europia considers this as a violation of the 
cost-effectiveness principle. With regard to the benzene content of petrol. Europia maintains 
its position that in view of the results of the air quality modelling carried out within the 
context of the Auto/Oil Programme a reduction of the current EU average market value of 
about 2.3% is not justified. 
60 
The car industry however considers the proposed fuel specifications for the year 2000 as too 
moderate and would like to see more severe limit values in particular with regard to the 
sulphur content of diesel fuels. ACEA claims that with the current proposal on fuel quality, 
which amounts to yearly costs of around ECU 880 million for the oil industry puts the bulk 
of the total financial burden of ECU 5 326 million/year for the overall package of emission 
reduction measures on the car industry. 
12. DESCRIPTION OF LEGISLATIVE SITUATION IN MEMBER STATES 
Current European legislation on fuel quality 
European legislation on fuel quality is currently limited to Directive 85/210/EEC on the 
lead and benzene content of petrol and EC Directive 93/12/EEC on the sulphur content of 
diesel fuel. 
Directive 85/536/EEC sets out the framework for the addition of oxygenates into petrol. 
Member States have to permit a certain amount of oxygenates in the petrol and can allow 
those in excess of it. 
According to the legislation referred to above Member States have to adhere to the 
following values: 
Petrol 
lead content (g/1) in leaded petrol: > 0.15 - < 0.40 
lead content (g/T in unleaded petrol: < 0.013 
benzene content%V/V: < 5.0 
Diesel 
sulphur content% m/m 0.2 
0.05 (1/10/1996) 
Temporary derogations for new EU Member States at the time of their accession 
The following countries were given temporary derogations with regard to some fuel 
components for which national legislation already existed: 
Austria benzene in petrol 3% 
sulphur in diesel 500 ppm 
ban of leaded petrol 
Sweden/Finland ban of leaded petrol/continuation of currently existing tax incentive scheme 
for environmentally higher quality fuels. —7 
61 
Additional national legislation 
Some Member States have extended the existing European legislation to other fuel parameters 
and have given legal status to the technical norms set by the European Committee for 
Standardisation (CEN) for a range of fuel parameters. Tables 9 and 10 give an overview of 
the countries which enforced CEN-norms as legally binding, the fuel types and the 
environmentally important fuel components to which they apply. 
Table 9 
Diesel Fuel 
Specifications Limit values 
Density (kg/m3) £ 820 s 860 
Cetane number £ 49 (temperate climate) 
I Distillation, T 95% | <L 370 C° (temperate climate) | 
Countries: Finland, France, Germany, United Kingdom, Italy 
Table 10 
Unleaded Petrol (regular/premium) 
Specifications Limit values 
Sulphur content (%m/m) 
Reid vapour pressure (kPa) 
Distillation (El00) (%v) <. 0.05 
^ 35 £ 100 (depending on seasonal and 
geographical conditions) 
z 40 ^ 70 (dep. on seasonal and 
geographical conditions) 
Countries: Austria, France, Germany, and the United Kingdom. The CEN-norms for unleaded 
regular and premium petrol have also been applied for the super grade. 
Denmark, Finland, Greece and Sweden have under Directive 92/81/EEC been granted 
derogations with regard to the introduction of reduced excise rates on environmentally 
friendly fuels. Applications from other Member States such as Ireland and the 
United Kingdom on the same issue are currently being evaluated by the Commission 
(see Chapter 5 'Fiscal Measures'). Tables 11 and 12 provide a comparison between the 
different diesel and petrol fuel qualities of some of these countries with the specifications 
proposed in this Directive. 
62 
Table 11: Comparison of Gasoline Fuel Parameters 
Parameter (Units) 
Sulphur(max) ppm 
E. lOO(min) % 
RVPsummer Kpa 
(max) 
Benzene(max) Vol % 
Aromatics Vol % 
(max) 
Olefins(max) Vol % 
Oxygen(max) % m/m 
Lead(maxX g/1 Sweden 
100 
47 
70 
2 
46 
_ 
2.0 
0.005 Finland 
100 
43 
70 
1 
-
_ 
2.7 
-Austria 
100 
. 
58 
3 
-
_ 
_ 
-EU 
specifications 
proposed for 
2000 
200 
46 
60 
2.0 
45 
T8* 
2.3 
0.005 
[* Except for unleaded petrol regular for which the maximum olefin content shall be 21/v/v.] 
Table 12: Comparison of Diesel FUel Parameters 
Parameter (Units) 
Cetane Number(min) No. 
Density(max) kg/m3 
Distillation 95% point 
(max) °C 
Polycyclic-aromatic 
hydrocarbons % m/m 
Aromatics Vol % 
Sulphur (max) ppm Sweden 
{Category 1) 
50 
820 
285 
0.017 
5 
10 Finland 
{City 
Diesel) 
49 
850 
20 
50 Denmark 
Ultra 
light {Bus 
Fuel) 
50 
855 
320 
. 
500 EU Specifica­
tions proposed 
for 2000 
51 
845 
360 
11 
— _ 
350 
63 
13. EXPLANATION OF PROVISIONS OF THE PROPOSAL 
The scope of the Directive (Article 1) 
The scope of the proposal is to use harmonization of the various national legislation and/or 
fuel quality norms to ensure, on the one hand, a high level of protection against urban and 
regional air quality problems caused by vehicles through the use of petrol and diesel fuels 
and, on the other hand, the functioning of the internal market. The proposed measures will 
not eliminate the negative environmental impacts, but reduce them to some degree. 
Definitions (Article 2) 
The definitions of the various fuels are made as close as possible to the current 
EU definitions. 
Petrol (Article 3) 
3.1 Lead is a harmful air pollutant and a poison for the catalytic converter required to 
fulfil the latest passenger car emission standards. By 1995 the market share-of leaded 
petrol throughout the European Union has gone down to about 30% of the total petrol 
pool and is expected to be down at about 2% by the year 2000. By that time it is also 
estimated that the entire European car fleet will be able to run on unleaded petrol. The 
Commission therefore foresees the phasing out of leaded petrol by the year 2000. 
3.2 The European Auto/Oil Programme has identified the potential of certain petrol fuel 
quality changes for emission reduction and therefore the improvement of air quality. 
The limit values proposed are in accordance with the fuel quality measures identified 
by the cost-effectiveness analysis. 
3.3-
3.6 These paragraphs allow for a temporary, two-year derogation from the 1 January 2000 
ban on leaded petrol in those Member States where this may result in severe 
socio-economic difficulties. 
Diesel Fuels (Article 4) 
As for petrol the European Auto/Oil Programme has identified the potential of certain diesel 
fuel quality changes for emission reduction and therefore the improvement of air quality. The 
limit values proposed are in accordance with the fuel quality measures identified by the 
cost-effectiveness analysis. 
Free circulation (Article 5) 
This Article is to ensure that Member States do not prohibit, prevent or restrict the marketing 
of fuels complying with the specifications set out under the Directive. This applies also in the 
case of Member States making use of the derogations under Article 6 where stricter 
specifications may be encouraged through the application of tax incentives. 
Derogations-Special Fuels (Article 6) 
This Article provides for the situation where, in specific locations which are subject to special 
air quality conditions, Member States may be granted derogations in order that they may 
require the use of cleaner "special" fuels 
64 
Change in supply of crude oils (Article 7) 
The reformulation capacity required by refineries in each Member State will relate closely to. 
their supplies of a certain crude oil quality. In order to avoid problems posed by a sudden 
change in the supply of crude oil petroleum products, the Commission can authorize higher 
limit values for one or more fuel components for a period not exceeding six months. 
Monitoring compliance system and reporting (Article 8) 
Member States are required to establish national compliance monitoring systems to ensure that 
the fuel quality limit values are respected in the market. For this purpose a uniform system 
should be developed for which the assistance of the European Committee for Standardisation 
(CEN) might be requested. 
From the year 2002 onwards Member States are required to submit a yearly report on the 
market quality of petrol and diesel fuels. 
Review of progress achieved (Article 9) 
Within 12 months of the adoption of the proposed Directive and at the latest by 31 December 
1998 the Commission will come forward with proposals for a revision of the Directive. 
This revison will be based on a comprehensive assessment carried out in accordance with 
Article 4 of the proposed amendment to Directive 70/220/EEC. The proposal will include a 
revised set of specifications for petrol and diesel fuels for the year 2005, including a 
significant reduction in the maximum sulphur content of both fuels. The proposal will also 
take account of possible action on alternative fuels. 
Procedure for adaptation to technical progress and Committee procedures 
(Article 10 and 11) 
Adaptation to technical progress with regard to the measuring méthodes laid down in annexes 
I and IT of this directive will be carried out by a Commission Committee established in 
accordance with Article 12 of Council Directive 96/.../EC(13). 
Repeal of the existing directives related to the fuel quality of petrol and diesel fuels 
(Article 12) 
All relevant regulations in the current directive related to certain petrol and diesel fuel 
components (85/210/EEC, 93/12, Article 1(b), Article 2(1) and (2) and 85/536/EEC) are 
transferred to the new proposal. 
The existing Directive 93/12/EEC will remain valid with respect only to gas oils. 
Transposition into National Legislation and Entry into Force (Articles 13 and-14) 
These Aticles contain standard conditions. 
Article 15 
This Article contains standard wording. 
(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. 
65 
Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE 96/0163 (COD) 
relating to the quality of petrol and diesel fuels, and amending 
Council Directive 93/12/EEC 
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(1), 
Having regard to the opinion of the Economic and Social Committee(2), 
Acting in accordance with the procedure referred to in Article 189b of the Treaty, 
(1) Wliereas disparity between the laws or administrative measures adopted by the 
Member States on specifications of conventional and alternative fuels used in 
spark-ignited and diesel vehicles creates barriers to trade in the Community and may 
thereby have a direct impact on the establishment and functioning of the internal 
market; whereas in accordance with the provisions of Article 3b of the Treaty, it 
therefore appears necessary to approximate the laws in this field; 
(2) Wliereas, Article 100a(3) of the Treaty envisages that Commission proposals aimed 
at the establishment and functioning of the internal market and concerning 
environmental protection will take as a base a high level of protection; 
(3) Whereas primary air pollutants such as nitrogen oxides, unburnt hydrocarbons and 
particulate matter are emitted in significant amounts through the exhaust and 
evaporative fumes of motor vehicles thereby posing directly and indirectly through the 
development of the secondary pollutant ozone, a considerable risk to human health and 
the environment; 
(4) Wliereas despite the increasing stringency of vehicle emission limit values laid down 
by Council Directive 70/220/EEC(3), as last amended by Directive 96/ /EC of the 
European Parliament and of the Council(4), and by Council Directive 88/77/EEC(5), 
as last amended by Directive 96/1/EC of the European Parliament and of the 
Council(6), further measures to reduce atmospheric pollution caused by vehicles and 
other sources are necessary in order to achieve satisfactory air quality; 
(5) Whereas Article 4 of Directive 94/12/EC of the European Parliament and of the 
Council(7) introduced a new approach with regard to emission reduction policies for 
and beyond the year 2000 and required the Commission to examine inter alia the 
contribution that improvements in the quality of petrol and diesel and other fuels could 
make to reducing air pollution; 
0) 
(2) 
(3) 
(4) 
(5) 
(6) 
(7) OJNoL 76, 64.1970, p. 1. 
See p. of this Official Journal. 
OJNoL 36, 9.2.1988, p. 33. 
OJNoL 40, 17.2.1996, p. 1. 
OJ No L 100, 19.4.1994, p. 42. 
66 
(6) Whereas the European Auto/Oil Programme, the details of which are outlined in the 
Commission's Communication^ on a future strategy for the control of atmospheric 
emissions from road transport, provides the scientific, technical and economic basis 
for the introduction at Community level of new environmental fuel specifications for 
petrol and diesel fuels; 
(7) Whereas the introduction of environmental fuel specifications for petrol and diesel 
fuels is an important element of the cost-effective package of European-wide and 
national/regional/local measures identified by the European Auto/Oil Programme; 
(8) Wliereas the implementation of a combination of European-wide and 
national/regional/local measures to reduce vehicle emissions is part of the 
Commission's overall strategy to reduce air emissions from mobile and stationary 
sources in a cost-effective and balanced way; 
(9) Whereas this Directive should apply without prejudice to the provisions of 
Council Directive 92/81/EEC(9), as last amended by Directive 94/74/EC(10), and in 
particular Article 8(4) thereof; 
(10) Whereas fuel specifications aiming at the reduction of both exhaust and evaporative 
emissions are generally lacking; 
(11) Wliereas, it is to be expected that by 2000 all petrol-driven road vehicles should be 
able to run on unleaded petrol and whereas, therefore, leaded petrol should, as from 
that date, no longer be marketed; 
(12) Whereas the need for vehicle emission reduction and the availability of the necessary 
refinery technology justify the setting of environmental fuel specifications for the 
marketing of unleaded petrol and diesel fuels; 
(13) Wliereas, in order to protect human health and/or the environment in specific locations 
with special problems of air quality, Member States should be permitted to require the 
marketing of special fuels; 
(14) Whereas, in order to ensure compliance with the fuel quality standards required under 
this Directive, Member States should introduce monitoring systems. Such monitoring 
systems should be based on common procedures for sampling and testing; 
(15) Whereas, on the basis of a comprehensive assessment, the Commission should, 
within 12 months of the adoption of this Directive, but in any case no later than 
31 December 1998, come forward with a proposal to amend the provisions of 
this Directive; 
(16) Whereas further developments with regard to reference methods for measuring the 
specifications set out in this Directive may be desirable in the light of scientific and 
technical progress; whereas to this end, provision should be made in order to adapt the 
Annexes to this Directive to technical progress; 
(8) 
(9) 
(10) OJNoC 
OJNoL 316, 31.10.1992, p. 12. 
OJ No L 365, 31.12.1994, p. 46. 
67 
(17) Whereas Council Directive 85/210/EEC of 20 March 1985 on the approximation of 
the laws of the Member States concerning the lead content of petrol(H), as last 
amended by the Act of Accession of Austria, Finland and Sweden, 
Council Directive 85/536/EEC of 5 December 1985 relating to crude-oil savings 
through the use of substitute fuel components in petrol(12), as amended by 
Commission Directive 87/441/EEC(13), and Article l(l)(b) and Article 2(1) of 
Council Directive 93/12/EEC of 23 March 1993 relating to the sulphur content of 
certain liquid fuels(14), should be repealed accordingly, 
HAVE ADOPTED THIS DIRECTIVE: 
Article 1 
Scope 
This Directive sets technical specifications on health and environmental grounds for all fuels 
- conventional and alternative - to be used in spark-ignition and diesel vehicles. 
Article 2 
Definitions 
For the purpose of this Directive: 
1. "petrol" means any volatile mineral oil intended for the operation of internal 
combustion spark-ignited engines used for the propulsion of vehicles and falling within 
CN Codes 2710 00 27, 2710 00 29, 2710 00 32, 2710 00 34 and 2710 00 36. 
2. "diesel fuels" means gas oils falling within CN Code 2710 00 69 and used for 
self-propelling vehicles as referred to in Directive 70/220/EEC, Directive 88/77/EEC 
and Council Directive 74/150/EEC(l5) and those used for engines in non-road mobile 
machinery(I6), which means any machine or vehicle with or without body work, 
powered by a compression ignition engine, with the exception of those vehicles 
intended for the use of passenger - or goods - transport on the road and agricultural 
tractors as defined in Article 1 of Directive 74/150/EEC, having a power output of not 
more than 560 kW2. 
Article 3 
Petrol 
1. As from 1 January 2000 Member States shall prohibit the marketing of all leaded 
petrol within their territory. ~z 
2. Member States shall ensure that within their territory petrol can be marketed only if, 
with regard to certain parameters of environmental relevance, they comply with the 
specifications set out in Annex I. 
(ii) 
(12) 
(13) 
(14) 
(15) 
(16) OJNoL 96, 3.4.1985, p' 25. 
OJNoL 334, 12.12.1985, p. 20. 
OJNoL 238, 21.8.1987, p. 40. 
OJNoL 74, 27.3.1993, p. 81. 
OJNoL 84, 28.3.1974, p. 10. 
OJNoC 328, 7.12.1995, p. 1. 
68 
3. By way of derogation from the provisions of paragraph 1, Member States may 
continue to permit the marketing of leaded petrol in their territory until three years 
after the adoption of this Directive, but in any case not later than 1 January 2002, if 
it can be demonstrated that the introduction of a total ban on the marketing of leaded 
petrol as from 1 January 2000 would result in severe socio-economic difficulties. 
Member States wishing to make use of the derogation, must inform the Commission 
before 1 January 1999. The Member State shall also provide the Commission with a 
justification of the need for such a derogation. 
The Commission may authorize the derogation for the marketing of leaded petrol. 
The Commission shall notify the Member States and inform the Council of 
its decision. 
Article 4 
Diesel fuels 
Member States shall ensure that within their territory diesel fuel can be marketed only if, 
with regard to certain parameters of environmental relevance, they comply with the 
specifications set out in Annex II. 
Article 5 
Free circulation 
No Member States may prohibit, restrict or prevent the placing on the market of fuels which 
comply with the requirements of this Directive as from the date of application laid down in 
Article 13(1). 
Article 6 
Special fuels 
1. By derogation from the provisions of Articles 3, 4 and 5, Member States may in 
specific areas in which atmospheric pollution constitutes or may reasonably be 
expected to constitute a serious and recurrent problem for human health and/or the 
environment, require the marketing of fuels of a higher quality than those foreseen in 
this Directive. 
2. Member States wishing to make use of the derogation provided for in paragraph 1 
must inform the Commission in advance, of the measures it intends to take. The 
Member State shall also provide the Commission with data on ambient air-quality for 
the area in question as well as the predicted effects on air quality of thelneasures 
proposed. In addition, the Member State shall also provide the Commission with 
evidence that the proposed measures respect the principle of proportionality and that 
they will neither disrupt the free movement of persons and goods nor unduly distort 
competition.^ 
The Commission, after informing the other Member States of the information received, 
may authorize the specific measures for the marketing of cleaner fuels as proposed by 
the Member State in question. 
The Commission shall notify the Member States and the Council of its decision. 
Any Member State may refer the Commission's decision to the Council within 
one month of its notification. 
69 
The Council, acting by a qualified majority, may take a different decision within 
one month of the matter being referred to it. 
Article 7 
Change in supply of crude oils 
If a sudden change in the supply of crude oils or petroleum products renders it difficult for 
the refineries in a Member State to respect the fuel specification requirements of Articles 3 
and 4, that Member State shall inform the Commission thereof. The Commission after 
informing the Member States, may authorize higher limit values in that Member State for one 
or more fuel components for a period not exceeding six months. 
The Commission shall notify the Member States and the Council of its decision. 
Any Member State may refer the Commission's decision to the Council within one month of 
its notification. 
The Council, acting by a qualified majority, may take a different decision within one month 
of the matter being referred to it. 
Article 8 
Monitoring compliance system and reporting 
1. Member States will establish programmes to monitor compliance with the 
requirements of Article 3(2) and Article 4. 
2. The analytical methods used to determine the concentration/level of a 
substance/parameter in the fuel will be the standard methods specified in Annexes I 
and II. 
3. The Commission will promote the development of a uniform' system for compliance 
monitoring programmes. The Commission may for the purposes of developing such 
a system request the assistance of CEN. 
4. Within 12 months after the date of entry into force of this Directive, Member States 
will submit to the Commission a detailed description of their national 
compliance programme. 
5. As from the year 2002, Member States will submit to the Commission by 30 June 
each year a summary of the results from the national compliance monitoring 
programme from the previous calendar year. The Commission will establish a 
common format for the submission of such summary results. — 
Article 9 
Review process 
1. The Commission will, periodically and for the first time not later than 12 months from 
the date of adoption of this Directive but in any event not later than 31 December 
1998, and in the light of the assessment carried out in conformity with the 
requirements of Article 5 of Directive 96/ /EC, submit to the European Parliament 
and the Council a proposal for a revision of this Directive. This proposal will include 
further, cost effective, improvements to the specifications for petrol and diesel fuels 
with regard to the parameters laid down in Annexes I and II to this Directive and 
should comprise, in particular, a significant reduction in the sulphur content of both 
petrol and diesel fuels, to come into effect on 1 January 2005. This action will form 
70 
an integral part of a strategy designed to produce effects to meet the requirements of 
the Community air quality standards and other related objectives at least cost. 
2. In addition to the provisions of paragraph 1, the Commission may bring forward 
proposals to ensure the necessary availability and sufficient distribution throughout 
the Community before 2005, of fuels of a quality compatible with the effective 
functioning of the new pollution abatement technologies. In preparing such proposals 
the Commission shall have regard in particular, to considerations of air quality, 
cost-effectiveness and proportionality, and shall also take into account: 
the latest information with regard to the interaction between fuel quality and the 
performance of new pollution abatement technologies such as the 
de-NOx catalyst; 
the situation with regard to the development and production of the new pollution 
abatement technologies and the forecasts with regard to the marketing of 
vehicles equipped with such technologies; 
the need to ensure that the measures proposed will neither disrupt the free 
movement of persons and goods nor unduly distort competition. 
3. The proposal referred to in paragraph 1 shall be submitted to the European Parliament 
and the Council at the same time as the proposal referred to in Article 5 of 
Directive 96/ /EC; the measures shall enter into effect at the same time as the 
measures provided for in the proposal to be submitted in accordance with Article 5 of 
Directive 96/ /EC. 
Article 10 
Procedure for adaptation to technical progress 
Any amendments which are necessary in order to adapt the measuring methods as laid down 
in Annexes I and II to this Directive, to take account of technical progress, shall be adopted 
by the Commission assisted by the Committee established in accordance with Article 12 of 
Directive 96/.../EC(17) and in accordance with the procedure laid down in Article 11 of 
this Directive. 
Article 11 
Committee procedure 
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-fey taking 
a vote. 
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. 
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. 
<17) 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. 
71 
Article 12 
Repeal and amendment of the existing directives related to 
the fuel quality of petrol and diesel fuels 
1. Directive 85/210/EEC and Directive 85/536/EEC are repealed as from the date of 
application laid down in Article 13(1). 
2. Directive 93/12/EEC is amended by deleting Article l(l)(b) and Article 2(1) as from 
the date of application laid down in Article 13(1). 
Article 13 
Transposition into national legislation 
1. Member States shall adopt and publish the laws, regulations and administrative 
provisions necessary to comply with this Directive not later than 1 July 1999. They 
shall immediately inform the Commission thereof. 
Member States shall apply these provisions from 1 January 2000. 
Wlien Member States adopt these provisions, these shall contain a reference to this 
Directive or shall be accompanied by such reference at the time of their official 
publication. The procedure for such reference shall be adopted by Member States. 
2. Member States shall communicate to the Commission the texts of the provisions of 
national legislation which they adopt in the field covered by this Directive. 
Article 14 
Entry into force of the Directive 
This Directive shall enter into force on the twentieth day following that of its publication in 
the Official Journal of the European Communities. 
Article 15 
Addressees 
This Directive is addressed to the Member States. 
Done at Brussels, 
For the European Parliament For the Council 
The President The President 
72 
ANNEX I 
ENVIRONMENTAL SPECIFICATIONS FOR MARKET FUELS TO BE USED 
FOR VEHICLES EQUIPPED WITH POSITIVE IGNITION ENGINES 
Type: Petrol 
Parameter 
Reid vapour pressure, 
. summer period(3) 
Distillation(4): 
evaporated at 100 *C 
evaporated at 150 *C 
Hydrocarbon analysis: 
. olefins 
. aromatics 
. benzene 
Oxygen content 
Sulphur content 
Lead content Unit 
kPa 
% v/v 
% v/v 
%m/m 
ppm 
g/l Limits(1) 
Minimum 
46.0 
75.0 Maximum 
60.0 
18.0* 
45.0 
2.0 
2.3 
200 
0.005 Test 
Method(2) 
EN 12 
ISO~3405 
ASTMD1319 
EN 238 
prEN 1601 
ISO 8754 
EN 237 
(1) 
(2) 
(3) 
(4) 
I* The values quoted in the specification are "true values". In establishment of their limit values the terms 
of ISO 4259 "Petroleum products - Determination and application of precision data in relation to methods 
of test" have been applied and in fixing a minimum value, a minimum difference of 2R above zero has 
been taken into account (R - reproducibility). 
Should it be necessary to clarify the question as to whether a fuel meets the requirements of the 
specification, the terms of ISO 4259 should be applied. 
Equivalent ISO methods will be adopted when issued for all properties listed above. 
The summer period extends from 1 April to 30 September of each year and relates to all volatility classes 
as specified under EN228. 
The figures quoted show the evaporated quantities (percentage recovered + percentage loss). 
Except for unleaded petrol regular (minimum motor octane number (MON) of 81 ancLa minimum 
research octane number (RON) of 91) for which the maximum olefin content shall be 21% v/v]. 
73 
ANNEX n 
ENVIRONMENTAL SPECIFICATIONS FOR MARKET FUELS TO BE USED 
FOR VEHICLES AND NON-ROAD MOBILE MACHINERY EQUIPPED WITH 
COMPRESSION IGNITION ENGINES 
Type: Diesel fuel 
Parameter 
Cetane number 
Density at 15 °C 
Distillation(3): 
95% point 
Polycyclic aromatic 
hydrocarbons 
Sulphur content Unit 
kg/m3 
°C 
%m/m 
ppm Limits(1) 
Minimum 
51.0 Maximum 
845 
360 
11 
350 Test 
Method(2) 
ISO 5165 
ISO 3675 
ISO 3405 
prIP391 
ISO 8754 
(2) 
(3) The values quoted in the specification are "true values". In establishment of their limit values the terms 
of ISO 4259 "Petroleum products - Determination and application of precision data in relation to methods 
of test" have been applied and in fixing a minimum value, a minimum difference of 2R above zero has 
been taken into account (R - reproducibility). 
Should it be necessary to clarify the question as to whether a fuel meets the requirements of the 
specification, the terms of ISO 4259 should be applied. 
Equivalent ISO methods will be adopted when issued for all properties listed avove. 
The figures quoted relate to the evaporated quantities (percentage recovered + percentage loss). 
74 
FINANCIAL STATEMENT 
SECTION I - FINANCIAL CONSEQUENCES (PART B OF THE BUDGET). 
1. TITLE OF OPERATION 
Proposal for a European Parliament and Council Directive relating to the quality of 
petrol and diesel fuels and amending Council Directive 93/12/EEC. 
2. BimCTT HEADING INVOLVED 
B4-304 Environmental Legislation and other general actions based on the 5th Action 
Programme relating to the environment [Projects (XI.D.3]. 
3. LEGAL BASIS 
EU Treaty Article 100a, Resolution of the Council and the Representatives of the 
Governments of the Member States meeting within the Council of 1 February 1993 
on a Community programme of policy and action in relation to the environment and 
sustainable development (OJ No C 138, 17.5.1993, p. 1). 
4. DESCRIPTION OF OPERATION 
4.1 General objectives 
The European Union has a longstanding history in reducing vehicle emissions. 
However, despite the considerable achievements with regard to the emission 
reduction of individual vehicles, increased traffic activity (increased number of 
vehicles, increased kilometers travelled) is likely to counteract these 
improvements thereby preventing the emission reductions necessary to achieve 
future air quality objectives. 
The likelihood of further action to reduce vehicle emissions necessitated a 
reassessment of the existing policy approach; it being apparent that the emission 
reduction potential offered by further improvements in vehicle technology was 
limited and possibly very costly in comparison with other potential solutions. 
Therefore a new, comprehensive and integrated approach was developed which 
is set out in Directive 94/12/EC, Article 4. Article 4 stipulates that measures to 
be assessed with regard to their benefits and costs shall include improved vehicle 
technology, more appropriate mechanisms to reduce the in-use deterioration of 
emission control systems and "improvements in fuel quality as far as vehicle 
emissions of dangerous substances (in particular benzene) are concerned". 
The changes in the quality of both, petrol and diesel fuels, legislated for in this 
proposal will" considerably reduce emissions of pollutants such as benzene, 
volatile organic compounds (VOCs), nitrogen oxides (NOx), carbon monoxide 
(CO) and particulate matter (PM). With these emission reductions a significant 
contribution will be made to the achievement of future air quality objectives. 
75 
4.2 Period covered and arrangements for renewal or extension 
The proposed Directive requires: 
* that Member States: 
will ensure that as from 1st January 2000 only fuels which 
correspond to the specifications laid down in the Directive can be 
marketed within their territory; 
will establish programmes to monitor compliance with the Directive; 
as from the year 2002 the Member States will submit to the 
Commission a summary of the results from the national compliance 
monitoring programme; 
* that the Commission: 
will promote the development of a uniform system for compliance 
monitoring programmes. For the purpose of developing such a 
system the assistance of the European Committee for Standardization 
might be requested; 
submits a report to Council and Parliament assessing the need for 
further action in the field of fuel quality, including possible action 
on alternative fuels; 
prepares a revised proposal on the sulphur content of diesel fuel 
which will be necessary at a time when new vehicle technologies 
such as the de-NOx catalyst are on the market; 
convenes the meeting of the Committtee for Adaptation to 
technical progress. 
5. CLASSIFICATION OF EXPENDITURE OR REVENUE 
DNO and CD 
6. TYPE OF EXPENDITURE 
Technical work directly linked to the development of a uniform system for 
compliance monitoring programmes; 
Technical work linked to the development of new proposals, in particular those 
dealing with alternative fuels and the relationship between new vehicle 
technologies and fuel quality; 
Technical work linked to the preparation of Commission Directives through the 
Committee procedure. 
76 
7. FINANCIAL IMPACT 
7.1 Method of calculating total cost of operation (definition of unit costs) 
Technical assistance with the development of a uniform fuel quality 
monitoring system through CEN. Total costs would amount to 
ECU 250 000. 
Technical assistance with regard to the development of new proposals, in 
particular those dealing with alternative fuels and the relationship between 
new vehicle technologies and fuel quality. The costs would amount to 
ECU100 000/year between 1998 and 2000. 
7.2 Itemized breakdown of cost (in ECU) 
Breakdown 
- Technical 
assistance 
uniform fuel 
quality 
monetary 
system -
CEM 
- Technical 
assistance 
development 
new 
proposals 
Total Year 
n n+1 
0.11 
0.11 n+2 
0.11 
0.1 
0.21 n+3 
0.03 
0.1 
0.13 n+4 
0.1 
0.1 ECU million 
(money of the day) 
n+5 and 
subseq. Total 
0.55 
7.3. Indicative schedule of appropriations 
Comitment 
appropriations 
Payment 
appropriations 
n 
n+1 
n+2 
n+3 
n+4 
n+5 and subseq. 
Total Year 
n n+1 
0.11 n+2 
0.21 n+3 
0.13 n+4 
0.1 n+5 and 
subseq. 
— Total 
0.55 
0.077 
0.033 
0.11 0.147 
0.063 
0.21 0.091 
0.039 
0.13 0.07 
0.03 
0.1 0.55 
77 
8. ANTI-FRAUD DISPOSITIONS 
It will be explicitly specified in contracts that all work performed is the property 
of the Commission. 
Final payment of contractors will only take place after reception and examination 
of the reports and services requested. 
SECTION H - ELEMENTS OF COST-EFFECTIVENESS ANALYSIS 
9.1 Specific and quantifiable objectives: target population 
The general objective of the operation is to increase the protection of: 
human health, ecosystems, vegetation and material against the impact of 
various air pollutants such as nitrogen oxides, hydrocarbons and ozone; 
human health additionally against the impact of particulate matter; 
ecosystems additionally against the impact of nitrogen oxides deposition 
("acid rain") on land and water. 
According to the results of the European Auto/Oil Programme which provided the 
technical basis for the present directive, changes in the quality of both petrol and 
diesel fuels can make a significant contribution to the reduction of exhaust and 
evaporative fumes of motor vehicles. This Directive foms part of a package of 
measures derived from the Auto/Oil Programme. The package of measures is 
designed to deliver reductions in the emissions from road transport compatabile 
with the attainment of rigorous air quality standards for carbonmonoxide (5 ug/m3 
as a 98 percentile of 8 hourly values), nitrogen dioxide (93 ug/m3 as a 
98 percentile of hourly values), benzene (10 ug/m3 as an annual mean), 
particulate matter (50ug/m3 as a 24-hour running average) and regional ozone 
(180ug/m3 as a 1-hour average). 
This proposal will contribute to emission reductions across Europe in the range 
of 70% for oxides of nitrogen and volatile organic compounds, 65% for 
urban particulates and 75% for urban carbon monoxide. 
9.2 Grounds for the operation 
While some fuel components such as lead and benzene in petrol and sulphur in 
diesel have been subject to Community legislation, fuel quality as a whole as 
covered by this Directive has not. According to the considerations-that are 
described above and in Chapter 4 of the Explanatory Memorandum changes in the 
quality of both petrol and diesel fuels contribute significantly to improved air 
quality with regard to nitrogen oxides, particulate matter, benzene and ozone. 
Thus it would be unreasonable to neglect this source of pollutants which can be 
reduced in a cost-effective way as the results of the Auto/Oil Programme have 
shown. 
78 
9.3 Monitoring and evaluation of the operation 
Monitoring compliance system 
In order to ensure compliance with this Directive, Member States are required to 
establish national compliance monitoring systems. 
The Commission will promote the development of a uniform system as a common 
basis for Member States to carry out these programmes and to be in a position to 
forward to the Commission this information on a comparable base. 
For this purpose the Commission is likely to seek the assistance of the European 
Committee for Standardization (CEN). 
The Member States are required to submit 12 months after the date of entry into 
force of the Directive a detailed description of their national compliance 
programme and as from the year 2002, by 30 June of each year, a summary of 
the results from these programmes for the previous calendar year. 
Air quality 
The Commission, in cooperation with the Member States, will monitor the 
development of air quality on an urban and regional level in order to verify the 
air quality predictions which have guided the currently proposed legislative 
measures. 
The results of this monitoring exercise will be one of the main elements of a 
report the Commission is required to bring forward at the latest by 30 June 2002 
and inter alia will be the basis for deciding whether proposals for amendments 
and/or extensions to this Ddirective will be necessary. 
SECTION HI - ADMINISTRATIVE EXPENSES (PART A OF THE BUDGET) 
10. ADMINISTRATIVE EXPENDITURE (Part A of section HI of the Budget) 
10.1 Increase in staff 
Type 
Civil 
servants or 
temporary' 
agents A 
B 
C 
Other 
Total Human Resources 
Permanent 
jobs 
0 Temporary 
jobs 
0 Human Resources 
Existing 
human 
resources in 
the DG or 
service 
0 Additional 
human 
resources 
0 Length 
— 
79 
10.2 Financial global impact of additional human resources 
^ Amounts Mode of computation 
Civil servants 0 
Temporary agents 0 
Other resources 0 
Total (ECU) 0 
10.3 Increase of other operative expenses 
Budget item Amounts Mode of computation 
A-2510 (Travel for the 20 850 15 x ECU 695imeeting x 
Committee foreseen under 2 meetings/year 
Article 11 of the proposal 
Total (ECU) 20 850 
80 
IMPACT ASSESSMENT FORM 
The Impact of the proposal on business with special reference to small and medium-
sized enterprises (SMEs) 
TTTLE OF THE PROPOSAL 
Proposal for a European Parliament and Council Directive on environmental fuel 
specifications with regard to gasoline and diesel. 
Reference Number (Repertoire): 
1. TAKING INTO ACCOUNT THE PRINCIPLE OF SUBSIDIARITY. WHY IS 
COMMUNITY LEGISLATION NECESSARY IN THIS AREA AND WHAT 
ARE ITS MAIN ALMS? 
The matter concerns harmonization of the internal market and therefore is an issue of 
exclusive Community competence. The market in transport fuels is considerable 
(about 290 00 million litres in 1995) and despite the existence of norms laid down by 
the European Committee for Standarization (CEN) for certain fuel components, the 
majority of the petrol and diesel fuel market is characterised by numerous permissible 
levels for a number of fuel components (e.g. sulphur, aromatics, benzene). The 
proposal asserts an increased level of harmonization to replace the existing range, thus 
ensuring the proper functioning of the market. 
The main aim of the Directive is to reduce vehicle emissions in order to achieve future 
EU-wide air quality objectives and is part of a legislative package which the 
Commission intends to put forward for this purpose. The directive is part of the 
outcome of the European Auto/Oil Programme which explored cost-effective 
combinations of measures sufficient to achieve, by 2010, stringent air quality standards 
with respect to the most important urban and regional pollutants such as nitrogen 
oxides, particulate matter and ozone. The programme investigated the cost and the 
potential of a variety of different measures inter alia improved vehicle technology, 
inspection and maintenance schemes, changes in the quality of fuels and a number of 
non-technical measures such as scrappage schemes and road pricing. 
Drawing on the results of the Auto/Oil Programme, the Commission has decided upon 
a package of legislative proposals to be submitted to Council and Parliament: 
a proposal on a mild reformulation of petrol and diesel fuels (this proposal); 
a proposal to strengthen the emission limits for passenger cars (a proposal 
accompanying this proposal); 
proposals to strengthen the emission limits for light and heavy duty vehicles 
(1996/ 1997); 
a proposal with regard to the strengthening of the current legislation on 
inspection and maintenance (in 1997). 
With this legislative package the Commission estimates that by 2010, the above 
pollutants will be reduced considerably as compared to what the emissions would have 
been in the absence of these measures. 
2. WHO WILL BE AFFECTED BY THE PROPOSAL? 
Which sectors of business? 
Changes in the quality of gasoline and diesel fuels affect refiners and therefore 
oil companies, the petrochemical industry and individual consumers driving a 
gasoline or diesel vehicle. 
There may also be effects for traders' organization who import petrol and/or 
diesel fuels from regions with less strict environmental fuel specifications. 
Which sizes of businesses? 
All oil and petrochemical companies can be considered to be large. Traders' 
organizations are small/medium enterprises. 
Are there particular geographical areas of the Community where these 
businesses are found? 
Refineries, petrochemical companies and traders' organizations are found in all 
regions of the Community. 
3. WHAT WELL BUSINESS HAVE TO DO TO COMPLY WITH THE 
PROPOSAL? 
Refineries will have to change their refinery processes, install new process units and/or 
have to undertake blending operations in order to achieve the changes in gasoline 
and/or diesel fuel quality as required by the directive. The mechanisms used to control 
each of the fuel parameters are all currently available and proven technologies. 
Some changes can also be met by changes in crude oil diet e.g. to low sulphur crude 
types, such as North Sea, which tend to be high in benzene and aromatics content, or 
to low benzene/aromatics crude types such as Middle East (which tend to be high 
in sulphur). 
There are no obligations posed on petrochemical companies and individual fuel users 
associated with the proposed Directive. 
4. WHICH ECONOMIC EFFECTS IS THE PROPOSAL LIKELY TO HAVE? 
On employment? 
The proposal will require significant investment for the refining industry 
(see below). Given the current over-capacity and narrow operating margins for 
the industry it is possible that the proposal may have a negative efffect on 
employment in the refining industry. 
However, in the area of feed-stock production (such as oxygenates) and of 
research and development a positive employment effect is likely to be seen. 
Production of oxygenates needs to be improved considerably in order to meet 
the required blending capacity. Some of this additional production capacity will 
be installed in Europe. In the area of research and development it can be 
expected that the search for more competitive, less costly refinery processes will 
stimulate the engineering/construction business which might have some positive 
effects on employment. 
82 
For the petrochemical industry estimations with regard to employment 
development are difficult to make. An oversupply in benzene through fuel 
reformulation is likely to have a negative effect on Europe's main benzene 
source for aromatic production of pygas. Ethylene producers might therefore 
loose some of their competitiveness. However, ethylene producers are in most 
cases also producers of aromatics and with the cheaper feedstock of benzene 
might be able to increase the aromatics production. The effect on employment 
is uncertain. 
There are unlikely to be any significant employment effects for the 
traders' organizations. 
On investment and creation of new business? 
According to cost estimations carried out under the Auto/Oil Programme, the 
achievement of the presently proposed fuel specifications requires refineries to 
invest a total of about ECU 8 442 million. The costs are based on the value of 
the ECU in 1995 and a project life of 15 years from 2000 onwards. Investments 
are envisaged to take place over 4 years between 1996 and 1999 with 15% being 
invested in 1996 and 1999 and 35% in each of the years 1997/98. In addition 
to the capital investment costs, fixed operating costs of ECU 342 million and 
energy costs of ECU 171 million will have to be borne by the European 
refining industry. . 
All costs are aggregated costs which do not reflect individual refinery and 
regional variations. The variations in costs due to these individual and regional 
differences are not estimated to be uniform because the impact of the quality 
parameter changes depends on both feedstock and refinery configuration. The 
size of the refinery with regard to cost variations is likely to play a relatively 
small role compared to the influence of feedstock availability and 
refinery configuration. 
New business can be expected with regard to the production of oxygenates as 
a feedstock product. As shown earlier, the need for this product in order to 
compensate for octane loss through reduction of benzene and aromatics will 
increase considerably. Refineries themselves might expand their production of 
oxygenates through better technologies (new catalysts) and/or new 
production units. 
For petrochemical companies it is difficult to predict whether a loss of feedstock 
production (pygas) can be compensated by higher aromatic production and what 
consequences these developments would have for the employment situation. 
On the competitiveness of businesses? ~z 
The impact of the proposal on individual refineries will vary considerably as a 
function of the current technical configuration. While in the case of some 
refineries only minimal investment will be required others will need extensive 
upgrading dependent upon their technical configuration. 
83 
On the petrochemical side, increased availability of benzene from gasoline 
reformulation could adversely affect the production of an important feedstock 
product - pygas. Pygas is the biggest source of benzene for the aromatics market 
in Europe and if the value of pygas were to fall in view of over supply of 
benzene from other sources, the European ethylene producers would be at a 
competititve disadvantage. 
The competitiveness of traders' organizations might be affected if their import 
of petrol and diesel fuels mainly comes from sources with less strict or no 
environmental fuel specifications. Traders can maintain or regain 
competitiveness if they ensure sufficient diversity of import sources. 
5. DOES THE PROPOSAL CONTAIN MEASURES TO TAKE INTO ACCOUNT 
THE SPECIFIC SITUATION OF SMALL AND MEDIUM-SIZE FIRMS 
(REDUCED OR DIFFERENT REQUIREMENTS, etci ? 
All refineries and petrochemical companies in Europe can be considered to be 
large enterprises. 
Traders' organizations have sufficient means to maintain their position in the market 
e.g. by diversification of import sources. 
The users of reformulated fuels will be insignificantly affected by negligibly increased 
prices for these fuels. 
Thus particular measures in favour of small and medium-sized companies appear to 
be unnecessary. 
6. CONSULTATION 
List of organizations which have been consulted with regard to the proposal and 
outline of their main views: 
- Europia (European Petroleum Industry Association); 
- ACEA (European Automobile Manufacturers Association); 
- APA, a sector group of CEFIC (Aromatics Producer Association). 
Europia'ACEA 
Both, the European associations of the oil (Europia) and car (ACEA) industries were 
partners of the Auto/Oil Programme. The work carried out in the framework of the 
programme was based on the consensus of all partners involved. At a final-technical 
meeting of the Auto/Oil Programme on 20 March 1996, the database- and the 
methodology used for carrying out the cost-effectiveness analysis were approved. 
The oil industry was also consulted on a number of technical questions which arose 
in the discussion on transposing the fuel parameter values used in the 
cost-effectiveness analysis into limit values. 
84 
With regard to the proposed specifications the oil industy has expressed its 
reservations concerning the limit values for the sulphur content of both fuels in 
particular those for petrol claiming that the emission benefits are not in proportion to 
the costs incured. Another area of concern for the oil industry is the benzene content 
of petrol. Europia maintains its position that in view of the results of the air quality 
modelling carried out within the context of the Auto/Oil Programme a reduction of the 
current EU average market value of about 2.3% is not justified. 
The car industry on the other hand considers the proposed fuel specifications as too 
moderate and would like to see more severe limit values in particular with regard to 
the sulphur content of diesel fuels. ACEA claims that with the current proposal on 
fuel quality which amounts to yearly costs of around 880 million ECU for the oil 
industry puts the bulk of the total financial burden of ECU 5 326 million/year for the 
overall package of emission eduction measures on the car industry. However, this 
argument of burden sharing between the two industries is not in line with the request 
for a cost-effective solution to future air quality problems which is required by 
Directive 94/12/EC, Article 4. 
APA 
APA's concern is that with increasing amounts of benzene from gasoline reformulation 
in Europe and the U.S. Pygas production, as a major benzene source for aromatics 
production in Europe, would be significantly reduced. In addition, while aromatics 
production could be increased in principle due to cheaper benzene feedstock prices, 
APA fears that developments of the aromatic markets in other parts of the world will 
prevent Europe from finding an adequate export market. 
85 
Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE 96/0164 (COD) 
relating to measures to be taken against air pollution by emissions 
from motor vehicles and amending 
Council Directives 70/156/EEC and 70/220/EEC 
86 
EXPLANATORY MEMORANDUM 
A. Objective of the proposal 
The objective of this proposal is to strengthen Community requirements aimed at limiting new 
passenger car polluting emissions. These are governed by Directive 70/220/EEC, as last 
amended by Directive 94/12/EC. The proposal forms part of a global Community strategy 
which will include strengthened requirements for passenger cars, light commercial vehicles 
and heavy duty vehicle?0 from year 2000, new minimum standards for motor fuels and 
enhanced in-use vehicle emission requirements. This set of measures, in combination with 
additional measures taken at local level, represents, in view of the Commission, an optimal 
package of legislative actions which will ensure that the Air Quality targets identified in the 
course of the implementation of the Auto/Oil Programme will be met by year 2010. In 
addition, this proposal includes a revision of the framework for emission-related fiscal 
incentives and emissions values corresponding to the foreseen Stage 2005 car emission 
standards. The Auto/Oil Programme itself is described in a separate auto/oil Communication. 
B. Legal basis 
The measures are proposed on the basis of Article 100a of the Treaty of the Union. They are 
consistent with the Council recommendation on the 5th Environmental Action Programme, 
which announced the need for a further improvement of car emission standards from the year 
2000. The measures form part of the European Type-Approval system for cars and 
compliance with them will be mandatory for new approvals to be issued by national 
authorities. The measures reflect the traditional legislative approach followed in this sector 
namely total harmonization of all relevant technological prescriptions. The measures set the 
performance standards, leaving to the producers themselves, the design and manufacture of 
equipment necessary to ensure that these are met. This legislative approach is fully supported 
by the operators in the market. 
The text is relevant for the EEA Treaty. 
C. Background 
Much progress has been achieved in improving air quality in Europe through the successive 
tightening of emission standards. Since the first emission directive of 1970, the overall 
reduction of emissions from new passenger cars has been in the order of 90%, depending on 
the pollutant concerned (carbon monoxide emissions (CO), unburned hydrocarbons and 
nitrogen oxides emissions (HC + NOx)). 
The Auto/Oil Programme was set up, because it was recognized that, since additional 
reductions of emissions from new vehicles from the year 2000 would be increasingly difficult 
to achieve technologically and would be costly, future standards would have to be established 
on a more scientific basis which would allow for full account to be taken of the potential 
advantages and disadvantages of all possible measures to reduce emissions. 
(1) Directive 88/77/EEC, as last amended by Directive 96/1/EC. 
87 
1. Article 4 of Directive 94/12/EC: the multi-faceted approach 
Directive 94/12/EC adopted by the European Parliament and the Council on 23 March 1994, 
which set new emission limit values for new types of passenger cars from 1996, stipulated 
in Article 4 that the Commission should propose new measures to be implemented in the 
year 2000, according to a new multi-faceted approach, based on a comprehensive assessment 
of costs and effectiveness of all measures aimed at reducing road transport pollution. The 
Article stated that the proposal should include, besides tightened car emission standards, 
complementary measures, such as improvements in fuel quality and a strengthening of 
inspection and maintenance programmes for the car fleet. 
Article 4 of Directive 94/12/EC requires that the Commission base its proposals on 
two pillars. 
the establishment of air quality criteria and associated emission reduction objectives; 
an evaluation of the cost/efficiency of each proposed measure, taking into account the 
potential contribution of other measures such as: 
traffic management; 
enhancement of urban public transport; 
new propulsion technologies; 
the use of alternative fuels. 
Thus, Article 4 requires that the cost/effectiveness assessment should be carried out not only 
for the measures which will be proposed by the Commission (improvement of new vehicle 
technology, of fuels, technical inspection), but also encompassing all measures permitting the 
reduction of pollution by road traffic, regardless whether they are of the responsibility of 
Member States or of local authorities. 
This multi-faceted cost/effectiveness approach differs from the usual approach based on the 
assessment of the Best Available Technology. However, Article 4 also stipulated to the 
Commission that the Stage 2000 proposal would need to achieve a "substantial" reduction in 
emissions. The next stage will also continue to be founded on Article 100a of the Treaty, 
i.e. the proposal should be based on a "high level" of environmental protection. There is thus, 
to some degree, a need to reconcile these two different concepts. However, application of the 
Best Available Technology principle independently for each separate measure would lead in 
all likelihood to a sub-optimal set of measures, economically as well as environmentally. The 
multi-faceted approach therefore aims at determining the best cost/effective package of 
measures with a view to achieving a high level of protection. 
2. The Auto/Oil Programme 
In accordance with the principle of shared responsibility expressed in the 5th Environmental 
Action Programme, the Commissioners for Energy, Environment and Industry, at the end of 
1992, decided to initiate a technical scientific work programme for the purpose of providing 
a solid technical foundation upon which to base its future legislative proposals. The 
Commission invited the European Automobile manufacturers and Oil industry trade 
associations (ACEA and EUROPIA) to make available their considerable know-how and 
expertise. The two industries responded positively to this invitation and together with the 
Commission services designed, planned and executed the programme which subsequently 
became known as the Auto/Oil Programme. 
88 
The objective of the Auto/Oil Programme was to provide policy-makers with an objective 
assessment of the most cost-effective package of measures including vehicle technology, fuel 
quality, inspection and maintenance measures and non-technical measures, necessary to reduce 
emissions from the road transport sector to a level consistent with the attainment of the new 
air quality standards being developed for adoption across the European Union. 
The work organization, assumptions and outcomes of the Auto/Oil Programme are described 
in the accompanying Commission Communication on the Auto/Oil Programme and 
Future Strategies to Reduce Emissions(2). 
3. Changes to vehicle technology 
Within the framework of the Auto/Oil Programme, European vehicle manufacturers were 
asked to provide estimates of the additional costs which would be required in order to equip 
their vehicles with the technology necessary to achieve a series of progressively more 
stringent emission scenarios. 
The main findings of the cost analysis of vehicle technologies are that: 
significant reductions in pollutant emissions are possible through improved 
vehicle technology; 
applying the most stringent reduction scenario to all vehicle categories would represent 
an annual cost of ECU 5.5 billion (in 1995 ECU) to the Union; 
when expressed as a cost per vehicle, the most stringent packages for which cost data 
were provided equate to an increase of 3-5% on current purchase price 
(excluding taxation). 
In addition, as part of the Auto/Oil Programme, data were collected with regard to cost and 
to the efficiency of the various mechanisms designed to reduce the rate of deterioration of the 
emission control systems. 
Two technical devices by which such improvements can be achieved have been studied: 
electronic sensors installed on the vehicle to monitor the performance of the emission 
control systems - referred to commonly as on-board diagnostics (OBD); 
"In-use compliance testing" procedures whereby vehicles can be recalled by authorities 
and if necessary repaired if their emission performance deteriorates beyond an 
acceptable level; 
Inspection and maintenance requirements have also been shown to be particularly 
cost-effective. — 
4. Cost effectiveness optimization 
On the basis of the data available on the costs and potential benefits of the various technical 
measures (engine technology, fuel quality and improved inspection and maintenance of 
emissions control systems), it has been possible to identify the most cost/effective packages 
of technical measures necessary to achieve a significant reduction of urban NOx, particulate 
matters in the most polluted areas and ozone precursors at European level. 
(2) COM(96) of June 1996. 
89 
D. Consultations of interested parties 
1. Position of industry 
The motor and oil industries were associated and were consulted throughout the 
Auto/Oil Programme. These industries accepted the methodology as well as the majority of 
the results. The car manufacturers would have liked a method of calculation from the 
emissions giving more weight to measures with an immediate effect, by the taking into 
account of an emission carry over method or "emission discounting". However, the 
Commission considers that a sustainable policy of improvement of the air quality shall be 
based on balanced mix of immediate and long-term measures which is the objective with the 
overall 2000 Stage strategy. The car manufacturers consider that the main cost burden falls 
on it and that a certain rebalancing of the measures should be carried out. The Commission 
considers nevertheless that the proposed measures have to fulfil cost/effectiveness criteria. 
In this respect, the optimisation made during the programme shows that, in general, the 
measures affecting the vehicles are the most effective ones. 
2. Position of the Member States 
Member States were informed and were consulted regularly throughout the programme. They 
considered that the orientations described by the Commission, in particular at an informal 
meeting on 7 December 1995, were in general acceptable. Half of the Member States could 
support of stricter measures than those envisaged at the time, in particular for the petrol cars. 
The principle of a later "Stage 2005" serving as a basis for granting tax incentives was not 
disputed. A majority of the Member States experts were in favour of an ambitious regulatory 
stage with a review clause. 
3. Position of the European Parliament 
Four specific meetings were organized to inform the Members of the European Parliament 
of the work carried out. While the members of the European Parliament expressed their 
sympathy with the principles underlying the programme, they expressed some regret that 
certain interested parties had been less consulted, notably equipment suppliers, the fuel 
additive producers and non governmental organizations. Members also regretted the delay in 
presenting of the proposals. They are awaiting the specific proposals before to take formally 
taking a position with the expectation that proposals will take into account of the 
precautionary principle of as well as the need to harmonize on the basis of the best 
available technology. 
E. Content of the proposal 
1. Passenger car emission standards - modification of Directive 70/220/EEC 
In accordance with the results of the Auto/Oil Programme, the Commission proposes that 
emissions standards for passenger cars are tightened and improved by the adding of new 
requirements. It is proposed that these measures (discussed below in detail) should apply from 
the year 2000 for new vehicle types and from 2001 for all new vehicles. A second regulatory 
stage should also be envisaged to be applied from 2005 for new vehicle types and from 2006 
for all new vehicles. This should however be confirmed (see below). 
90 
1.1 Test of the tailpipe emissions after a cold start ("type I test") 
The Type I test constitutes the main element of the Directive. It aims at the effective 
limitation of the air-polluting emissions of motor vehicles with a total mass up to 3 500 kg 
driven in typical urban and extra-urban traffic conditions. 
The driving cycle which simulates such traffic conditions for the purpose of carrying out this 
test in the laboratory will be modified in order to better represent a typical vehicle cold start. 
As suggested by the Commission's Motor Vehicle Emission Group, the 40 second warm up 
period before the sampling of the exhaust gases permitted in the current test will be deleted. 
This change will result for gasoline vehicles in a considerable increase of the emissions of 
carbon monoxide (up to 40%) and hydrocarbons measured during the test. Notwithstanding 
changes of the limit values, this measure by itself constitutes a significant severisation of the 
requirements of the Type I test. 
1.2 Limit values in the year 2000 
The proposed new limit values to be applied from the year 2000 represent reductions, against 
Stage 1996 emissions standards, of: 
40% nitrogen oxides, 40% hydrocarbons, 30% carbon monoxide for petrol engined 
passenger cars; 
20% nitrogen oxides, 20% for the combined value for hydrocarbons plus nitrogen 
oxides, 40% carbon monoxide, 35% particulate matter for diesel passenger cars 
equipped with indirect injection engine; 
40% nitrogen oxides, 40% for the combined value for hydrocarbons plus nitrogen 
oxides, 40% carbon monoxide, 50% particulate matter for diesel passenger cars 
equipped with direct injection engines which presently comply with less stringent 
limit values. 
These reductions correspond to scenarios evaluated in the Auto/Oil Programme, as described 
in the Auto/Oil Communication. The new limit values for diesel vehicles no longer make a 
distinction between indirect and direct injection engines, since direct injection technology will 
be mature by year 2000 and will therefore be able to comply with the general requirements 
for diesel vehicles. 
In applying these reductions to the present limit values of Directive 94/12/EC the combined 
limit value for hydrocarbons and nitrogen oxides has to be broken down. In the past it has 
been assumed that the ratio of these pollutants in the exhaust emissions was 55 to 45 for 
petrol cars and 20 to 80 for diesel cars. These ratios were established when the limit values 
for hydrocarbons and nitrogen oxides were combined for the first time in 
Directive 83/351 /EEC. Recent data shows, however, that for modern diesel engines, in 
particular when equipped with oxidation catalysts, a ratio of 10 to 90 is more representative. 
For petrol cars separate limit values are now proposed for hydrocarbon and nitrogen oxide 
emissions, in order to achieve specific emission reductions for both pollutants. However, a 
combined limit value for these pollutants is still maintained for diesel cars for which the 
Stage 2000 standards are particularly demanding, in order to assure the flexibility necessary 
for the engineering of future diesel engines and associated emissions reduction technologies. 
In addition diesel cars emit unburned hydrocarbons at a very low level. However, in 
accordance with the emphasis which the Commission attributes to the control of nitrogen 
oxide emissions, the combined value is completed by a separate limit value for nitrogen 
oxides emissions. 
91 
The incremental costs of the proposed Stage 2000 standards have been assessed in the 
Auto-oil cost/effectiveness study, as has the technology require to fulfil these standards. The 
mean calculated costs are from ECU 113 for a small gasoline car to ECU 402 for diesel cars. 
The standards will require technologies like close coupled catalyst, improved injection, dual 
oxygen sensor for gasoline vehicles, and fully electronic pump and electronically-controlled 
exhaust gas recirculation for diesel vehicles. The Auto/Oil Programme has shown that they 
will be available by the year 2000. 
The proposed Stage 2000 limit values are therefore. 
(limit values in g/km ) Stage: 
CO 
HC+NOx 
HC 
NOx Petrol cars 
Directive 94/12/EC 
2.2 
0.5 Directive 94/12/EC 
Corrected values(3) 
2.7 
0.341 
0.252 Stage 2000 
2.3 
0.20 
0.15 _ 
(limit values in g/km ) 
Stage: 
CO 
HC + NOx 
NOx 
PM Diesel cars 
Directive 94/12/EC 
1.0 
0.7/0.9w 
0.08/0.10(4) Directive 94/12/EC 
Corrected values 
1.06 
0.71/0.91 
0.63/0.81w 
0.08/0.10(4) Stage 2000 
0.64 
0.56 
0.50 
0.05 
1.3 Test of evaporative emissions ("type TV test") 
This test became part of the European emission standards in 1991 in order to control the 
losses of hydrocarbons by evaporation from the fuel system of a petrol car. For this purpose 
the test simulates the conditions of a car which is parked after use under hot 
weather conditions. 
Following the recommendation of the Commission's Motor Vehicle Emission Group, the test 
will be improved to better represent the real conditions which determine the evaporative 
emissions as well as the state of the art of the relevant laboratory techniques. Based on the 
review of available emission and meteorological data, it is proposed to up-grade the test with 
more severe specifications for pre-conditioning the test vehicles, and with a new 24-hour 
diurnal test after soaking for an extended period at hot temperatures. 
(3) 
(4) Corrected to take account of change in test cycle caused by elimination of the 
40 second idling period. 
For vehicles equipped with direct injection engine. 
92 
1.4. Measures for ensuring the durability of the emission control systems 
There are three important ways in which the durability of emission control systems can be 
assured, relevant to the proposed directive: 
1.4.1 Onboard Diagnostic Systems (OBD) 
OBD systems have been identified by the Auto/Oil Programme as a cost-effective means of 
assuring that the emissions of a car are effectively controlled during its useful life. 
OBD systems have a double purpose. They detect failures of the anti-pollution equipment 
of the car and indicate these to the driver so that he can have the vehicle fixed in a repair 
shop. In addition, they record the detected failures allowing stations carrying out the annual 
roadworthiness inspections to verify that the relevant repairs have been carried out. 
A new Annex XI in the directive incorporates the technical provisions necessary for the 
approval of OBD systems. The proposed OBD specifications do not require the direct 
measurement of emissions, but aim at ensuring a monitoring, through electronic computing 
and sensing, of the performance of related component or systems. While the technology has 
already been proven for gasoline powered vehicles, OBD technologies are at ^ far less 
developed stage for diesel vehicles. The Directive stipulates, therefore, that requirements for 
these vehicles are, in a first stage, optional. The proposal takes into account the most recent 
technological developments for both categories of vehicles. 
OBD requirements shall necessarily include anti-tampering provisions. A clause has been 
added to avoid that anti-tampering features preclude the use of aftermarket parts which give 
an equivalent level of emission control. 
1.4.2 Control of compliance of vehicles in service 
The Auto/Oil Programme has highlighted the favourable cost/effectiveness potential of 
systems for verifying the compliance of vehicles in service with the regulatory requirements 
in force when these vehicles are approved. Such systems exist in the United States, in Sweden 
and, on a voluntary basis, in the Netherlands. The EC type-approval procedure contains, at 
present, only provisions allowing the control of conformity of production. 
The Commission is therefore proposing to introduce in the EC type-approval procedure for 
motor vehicles, provisions which will verify the compliance of manufacturer's vehicles with 
the durability requirements of the present directive with the help of surveys carried out on 
vehicles in service which have accumulated up to 80 000 km and/or an age of five years. In 
order to assure the application of such provisions at EU level, they must be closely linked to 
existing provisions relating to the responsibilities of the national authorities with respect to 
the control of conformity of production. 
The introduction of the proposed new system necessitates not only amendments of the present 
directive but also amendments of the framework directive relating to EC type-approval 
(70/156/EEC). The amendments to the latter directive and the detailed provisions relating to 
the statistical aspects of the surveys of vehicles in service and the remedial measures that 
should apply in case of non-compliance (e.g."recall") will be subject of the new Annex X of 
this Directive. 
1.4.3 Test for verifying the durability of anti-pollution devices ("type V test") 
This test was introduced in Directive 91/441/EEC in order to verify the requirement that the 
emission control measures taken by the manufacturers remain effective throughout the normal 
life of the vehicles and under normal conditions of use. The test is intended to simulate the 
ageing of anti-pollution devices during an operation of 80 000 km in accordance with a 
specified driving pattern. 
93 
The experience made by industry and the national approval authorities with this test has, 
however, shown a considerable lack of representativity in the way that emission control 
devices deteriorate of the concerned devices under actual driving conditions. The 
Commission has decided therefore to refrain from proposing an extension of this test to 
160 000 km which would merely increase the costs of emission approvals of cars without 
noticeable environmental benefits. Hence, the present provisions of the Directive relating to 
the type V test remain unchanged. 
1.5 Reference fuels 
The characteristics of the reference fuels used for emission testing are also modified to reflect 
evolution of the specifications of the commercial fuels in year 2000. 
1.6 Low temperature testing 
The Commission does not propose that specific requirements relating to the emission 
performances of vehicles at low temperatures be introduced, because the typical conditions 
simulated by this test were not covered in the Auto/Oil Programme. Nevertheless, in the light 
of the interest shown by some Member States for such a new test, the Commission ^will study 
its potential costs and effectiveness at a later stage, and will, if necessary, bring 
forward proposals. 
2. Second stage 2005 
The proposal also sets out indicative limit values to be applied for a second Stage to reduce 
vehicle emissions in the year 2005. 
The purpose of the second stage is twofold. Firstly by setting indicative, but realistic limit 
values which could be applied from the year 2005, the Commission is giving advance notice 
to the automobile industry as to the measures it anticipates will need to be applied from that 
date. Secondly, the year 2005 values are proposed in order to provide uniform targets to 
Member States which would like to stimulate the improvement of environmental technologies 
through the granting of fiscal incentives. 
In view of the anticipatory nature of the second stage, the Commission proposes that the limit 
values proposed should be confirmed by decision of the European Parliament and the Council. 
To this end, the Commission will bring forward proposals to the Council and the Parliament 
within twelve months of the adoption of this Directive, but not later than 31 December 1999, 
as required in Article 4 of this proposal. 
Contemporaneously with the new proposals on vehicles, the Commission will also propose 
new fuels quality specification for application also in year 2005. The proposals on fuels and 
vehicles to reduce emissions for the year 2005, will be based on a further analysis of trends 
in air quality, technical developments in vehicle and refinery technologies, the-potential 
for alternative fuels to reduce vehicle emissions and the relative cost/effectiveness of the 
measures concerned. 
The indicative limit values are based on the most stringent packages of measures examined 
in the Auto/Oil Programme but not selected for the year 2000. The costs of the technologies 
necessary to meet these second stage standards are not precisely known at the present time. 
Stage 2005 proposed standards will require, especially for diesel vehicles, the development 
of technologies like deNOx catalytic converters which are not yet industrially proven. These 
will require the availability of improved fuels (for instance, low sulphur diesel fuel). This is 
another reason why the second stage on vehicles needs to be accompanied by a second stage 
on fuels. * 
94 
The proposed Stage 2005 limit values are therefore: 
Stage: 
CO 
HC 
NOx Petrol cars 
Directive 94/12/EC 
Corrected values 
2.7 
0.341 
0.252 Stage 2000 
Regulatory values 
2.3 
0.20 
0.15 Stage 2005 
Indicative values 
1.00 
0.10 
0.08 
(limit values in g/km ) 
Stage: 
CO 
HC+NOx 
NOx 
PM Diesel cars 
Directive 94/12/EC 
Corrected values 
1.06 
0.71/0.91(i) 
0.63/0.81(4) 
0.08/0.10w Stage 2000 
Regulatory values 
0.64 
0.56 
0.50 
0.05 Stage 2005 
Indicative values 
0.50 
0.30 
0.25 
0.025 
3. Emission based fiscal incentives 
Since the adoption of Directive 89/458/EEC, Community decisions relating to the 
environmental aspects of motor vehicle emissions have contained a framework for the 
granting of fiscal incentives to encourage the early application of the new limit values. In 
these directives a balance has been struck between, on the one hand, the need to encourage 
the introduction of new technologies as quickly as possible, and, on the other hand, the need 
to avoid fragmenting the Single Market with diverse fiscal incentive programmes incentivising 
different limit values with the consequence that, de facto, there would be simultaneously a 
multitude of emission standards existing in the market. 
The principles adopted in the framework set out in Article 3 of Directive 94/12/EC have been 
to permit fiscal incentives only for vehicles complying with the Directive and provided that 
they comply with the provisions of the Treaty and that they are: 
non-discriminatory; 
limited in time and that they terminate when the limit values become mandatory; 
of an amount lower than the additional cost of the technical solutions introduced to 
ensure compliance with the new limit values and the cost of their installation on 
the vehicle. — 
(5) For vehicle equipped with direct injection engine. 
95 
It should be noted that this fiscal framework has been established within the context of a 
directive based on Article 100a of the Treaty a point which has been contested by a number 
of Member States. Legally speaking however this is perfectly justified since the main subject 
matter of the directive concerns questions of the internal market (harmonization of 
legislation). The fiscal incentive framework does not aim at harmonizing taxes but rather at 
preventing obstacles to the functioning of the Internal Market in this sector. Without a 
Community framework there would be nothing to prevent Member States, within the limits 
of the Treaty, from incentivising a wide range of emission limit values. This would be 
damaging for the proper functioning of the internal market. It is for this reason that Member 
States have agreed to establishing a framework within which fiscal incentives could be given. 
The Commission believes that it is essential that this policy continues in the future. The 
Commission has however re-examined the modalities of the framework with a view to 
ascertaining if any additional flexibility could be introduced into it without prejudicing the 
objectives outlined above. 
The Commission notes in this context that in the course of the discussions on 
Directive 94/12/EC it stated that with regard to the inclusion of pollutant emissions in the 
basis for calculating the annual road tax, any adjustment should be progressive and be based 
upon the actual performance of each vehicle. Fiscal incentives should not be given to 
incentivjse limit values not agreed at Community level (e.g. US standards) but can be given 
in the context of annual road taxes to incentivise actual emission standards. 
In the last whereas clause of Directive 94/12/EC the Council and the Parliament requested the 
Commission, when putting forward measures to apply after the year 2000, to put forward, if 
necessary, target values involving a further substantial reduction of emissions. Such target 
values clearly would be used for purposes of fiscal incentivisation. 
In examining the relative merits of such an approach the Commission notes that for some 
time a number of Member States - notably Germany and Sweden - have advocated the 
establishment of target limit values for incentivisation purposes. Sweden indeed has applied 
such a system (by means of environmental Classes I/n/ffi) despite the fact that it is in 
contradiction with current Community legislation. The European Parliament has also been in 
favour of a second stage. Against this a number of Member States have made clear their 
preference for the maintenance of a single stage of incentivised limit values, which has been 
the approach followed up to now. 
This issue was discussed by the Commission in 1991 during which time the responsible 
Commissioners agreed that there was a case for providing a second stage target limit value 
for fiscal incentive purposes which would be based upon the most advanced technologies. 
The Auto/Oil Programme has provided data on the most advanced technologies and the 
information therefore exists on which to base a second stage for incentivisation purposes. In 
addition this information has been gathered on a European wide basis and hence is likely to 
provide a sounder basis for a second stage than figures put forward in the past by 
Member States individually which would reflect their own national industries' capabilities. 
On balance therefore the Commission considers that there are strong grounds for liberalising 
the current framework and providing for a second stage of incentivisation. It has to be 
acknowledged that allowing a second level of incentivisation contains certain risks in terms 
of internal market. Jiowever since, given the legislative timetable, this proposal is unlikely 
to be applied before 1998 by Member States on an optional basis for vehicle types approved 
to Stage 2000 standards. This is only a short time before vehicles will mandatorily have to 
conform to emission performances corresponding to Stage 2000 standards. As a practical 
matter therefore, there will be only a very short period when, theoretically, there are three 
simultaneous standards existing in the market (actual, Stage 2000, indicative Stage 2005). 
This has to be seen in the light of the far greater danger 'in terms of negative effects on the 
internal market which would result from a failure to agree to any framework at all. This later 
scenario would have the consequence that unbridled fiscal incentives measures would be 
permitted leading to the risk of a proliferation of standards in the market and a threat to the 
functioning of the internal market. 
96 
The two-stage approach towards incentivisation should be permitted on the clear 
understanding that these and only these limit values will be permitted to be incentivised and 
not others such as US standards or variants thereof. Article 4 of the draft Directive provides, 
that the regime governing fiscal incentives for the year 2005 will, if necessary, be revised, 
in the course of the proposals conforming or revising the limit values to be applied in 2005. 
With regard to fiscal incentive measures given in the context of annual road taxes the 
Commission proposes that the policy it outlined in the course of the adoption of 
Directive 94/12/EC should be maintained. 
F. New measures for other categories of vehicles 
A proposal will be submitted in 1996 to modify the light commercial vehicles (LCV) 
standards included in Directive 70/220/EEC. In order to ensure parallelism and coherence 
between light commercial vehicles and passenger cars, limit values for these vehicles will be 
an extrapolation of limit values in this proposal. The Commission will examine closely the 
issue of whether limit values for Class I and II LCV should be the same. 
A proposal aimed at achieving a 30% NOx and particulate reduction will also be-proposed 
in 1996, for heavy duty diesel engines approved according Directive 88/77/EEC. Limit values 
will take into account the on-going discussions on revising the heavy vehicle test procedure. 
The implementation dates will be the same as those for passenger cars. As for passenger cars 
and light commercial vehicles, it is also foreseen to propose target values for 2005 for heavy 
duty vehicles. Provisions for LPG/CNG technologies in buses and city vehicles will also 
be developed. 
G. Subsidiarity 
1. Objective of the proposed measures in relation to the obligations placed upon 
the Commission 
The objective of the measures is to adapt existing measures to the technical progress as well 
as to new knowledge in the field of environment. These existing measures have largely 
contributed to achieving the harmonization of the Community vehicle market since 1970. 
Their adaptation is explicitly requested by Directive 94/12/EC and is an element of a global 
consensus which had permitted the adoption of the last directive. 
2. Compared competence of the Community and of the Member States 
With the Council Directive 89/458/EEC, the Community has decided to harmonize all 
emission related requirements for new vehicle type-approval on the base of total 
harmonization. The matter is therefore an issue of exclusive Community competence. 
3. Forms of actions available for the Community — 
The only realistic form of action is legislation based either on a directive or a regulation. As 
a separate directive permitting the application of the EU type-approval put in place by 
Directive 70/156/EEC, the proposal adopts the legal forms of all requirements in this field. 
97 
4. Availability of an approach with general objectives leaving execution to 
Member States 
A uniform detailed regulation is necessary to be coherent with the requirements of the 
framework Directive 70/156/EEC. 
H. Conclusions 
With this present proposal for a European Parliament and Council Directive, the highest 
degree of environmental protection, consistent with a economically sound global approach, 
will be ensured. 
The proposals will contribute to the improved protection of public health within the 
Community by setting ambitious but realistic objectives, whilst giving a sufficient lead time 
to the automobile and components industries to develop the relevant technologies. 
The Commission has moreover taken care of the need to provide a stable framework for 
operators in the market, and the proposals have been made with this objective in mind. 
The ambitiousness of the changes will put the Community squarely at the head of the global 
effort to reduce emissions. Nevertheless, alongside measures taken out at the level of the 
European Union, cost effective measures implemented at local level will be necessary to 
achieve air quality objectives. 
98 
Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE 96/0164 (COD) 
relating to measures to be taken against air pollution by emissions from 
motor vehicles and amending Council Directives 70/156/EEC and 70/220/EEC 
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION, 
Having regard to the Treaty establishing the European Community, and in particular 
Article 100 thereof, 
Having regard to the proposal from the Commission(1), 
Having regard to the opinion of the Economic and Social Committee(2), 
Acting in accordance with the procedure referred to in Article 189b of the Treaty(3), 
Whereas measures should be adopted within the framework of the internal market; 
Whereas the first programme of action of the European Community on protection of the 
environment^, approved by the Council on 22 November 1973, called for account to be taken 
of the latest scientific advances in combating atmospheric pollution caused by gases emitted 
from motor vehicles and for directives adopted previously to be amended accordingly; 
whereas the fifth programme of action, which in its general approach was approved by the 
Council in its resolution of 1 February 1993 ((5)), provides for additional effort to be made for 
a considerable reduction in the present level of emissions of pollutants from motor vehicles; 
whereas this fifth programme also set targets in terms of emission reduction for various 
pollutants in the understanding that emissions from both mobile and stationary sources would 
have to be reduced; 
Whereas Council Directive 70/220/EEC(6) lays down the limit values for carbon monoxide and 
unburnt hydrocarbon emissions from the engines of such vehicles; whereas these limit values 
were first reduced by Council Directive 74/290/EEC(7) and supplemented, in accordance with 
Commission Directive 77/102/EEC(8), by limit values for permissible nitrogen oxides; 
whereas the limit values for these three types of pollution were successively reduced 
by Commission Directives 78/665/EEC(9), 83/351/EEC(10) and 88/76/EEC(U); whereas 
limit values for particulate pollutant emissions from diesel engines were introduced by 
Council Directive 88/436/EEC(12); whereas more stringent European standards for the 
emissions of gaseous pollutants of motor vehicles below 1 400 cm were introduced by 
Council Directive 89/458/EEC(l3); whereas these standards have been extended to all passenger 
(1) OJ No C — 
(2) OJ No C 
(3) Opinion of the European Parliament of , Common Position of the Council of 
, and Decision of the European Parliament of 
OJNoC 112, 20.12.1973, p. 1. 
OJNoC 138, 17.5.1993, p. 1. 
OJNoL 76, 6.4.1970, p. 1. 
OJNoL 159, 15.6.1974, p. 61. 
OJNoL 32, 3.2.1977, p. 32. 
OJ No L 223, 14.8.1978, p. 48. 
OJNoL 197, 20.7.1983, p. 1. 
(11) OJNoL 36, 9.2.1988, p. 1. 
(12) OJNoL 214, 6.8.1988, p. 1. 
OJNoL 226, 3.8.1989, p. 1. 
99 (4) 
(5) 
(6) 
(7) 
(8) 
(9) 
(10) 
(13) 
cars independently of their engine capacity on the basis of an improved European test 
procedure comprising an extra-urban driving cycle and, whereas requirements relating to 
evaporative emissions and to the durability of emissions-related vehicle components as well 
as more stringent particulate pollutant standards for motor vehicles equipped with diesel 
engines which were introduced by Council Directive 91/441/EEC(U); whereas 
Directive 94/12/EC of the European Parliament and of the Council(15) introduced more 
stringent limit values for all pollutants and a modification of the control of conformity of the 
production; whereas passenger cars designed to carry more than six passengers and having 
a maximum mass of more than 2 500 kg, light commercial vehicles, and off-road vehicles, 
covered by Directive 70/220/EEC, which benefited until then from less stringent standards, 
have been submitted by Council Directive 93/59/EEC(16) and Directive 96/.../EC of the 
European Parliament and of the Council(17), to standards as severe as the respective standards 
for passengers cars, taking into account the specific conditions of these vehicles; 
Whereas Article 4 of Directive 94/12/EC requires that the Commission proposes standards 
which will be enforced after the year 2000, according to a new multi-faceted approach, based 
on a comprehensive assessment of costs and efficiency of all measures aimed at reducing road 
transport pollution; whereas the proposal should include, besides car emission standard 
tightening, complementary measures, like an improvement in fuel quality and a strengthening 
of the car fleet inspection and maintenance programme; whereas the proposal should be based 
on the establishment of air quality criteria and associated emission reduction objectives and 
an evaluation of the cost/effectiveness of each package of measures, taking into account the 
potential contribution of other measures such as, inter alia, traffi z management, enhancement 
of urban public transport, new propulsion technologies, or the use of alternative fuels; 
Whereas the Commission has implemented a European programme on air quality, road traffic 
emissions, fuels and engines technologies (the Auto/Oil Programme08') with a view to 
fulfilling the requirements of Article 4 of Directive 94/12/EC; whereas the European car and 
oil industries have carried out the European Programme on Engines Fuels and Emissions 
(EPEFE) to determine the contribution which can be made both by future vehicles and the 
fuels which propels them; whereas the auto/oil and EPEFE programmes strove for ensuring 
that proposals for directives on polluting emissions seek the best solutions for both the citizen 
and for the economy; whereas a cost/effectiveness study within the Auto/Oil Programme has 
shown that a further improvement of car emission technology was necessary with a view to 
achieving air quality in year 2010 as described in the Communication by the Commission on 
the Auto/Oil Programme; 
Whereas improvement of requirements for new passenger cars in Directive 70/220/EEC 
constitute a part of a consistent global Community strategy which will also include a revision 
of standards for light commercial vehicles and heavy duty vehicles from year 2000, an 
improvement of motor fuels and more accurate assessment of in-use vehicle emission 
performances; whereas alongside these measures, additional cost/effective local measures will 
nevertheless be needed to achieve the air quality criteria in the most polluting areas; 
Whereas Directive 70/220/EEC is one of the separate directives under the type-approval 
procedure laid down by Council Directive 70/156/EEC of 6 February 1970 on 
the approximation of the laws of the Member States relating to the type-approval of 
motor vehicles and their trailers(l9), as last amended by Directive 96/27/EC of the 
European Parliament and of the Council(20); whereas the objective of reducing the level of 
(14) OJNoL 242, 30.8.1991, p. 1. 
(15) OJ No L 100, 19.4.1994, p. 42. 
(16) OJNoL 186, 28.7.1993, p. 21. 
(,7) OJ No L 
(18) Commission Communication ... 
(19) OJNoL 42, 23.2.1970, p. 1. 
(20) OJNoL 169, 8.7.1996, p. 1. 
100 
pollutant emissions from motor vehicles cannot be sufficiently achieved by individual 
Member States and can therefore be better achieved by the approximation of the law of the 
Member States relating to measures to be taken against air pollution by motor vehicles; 
Whereas reductions of the Type I test limits applicable from year 2000 corresponding to 
abatements of 40% nitrogen oxides, 40% total hydrocarbons, 30% carbon monoxide for 
gasoline passenger cars, 20% nitrogen oxides, 20% for the combined value for hydrocarbons 
plus nitrogen oxides, 40% carbon monoxide, 35% particulate matters for indirect injection 
diesel passenger cars and 40% nitrogen oxides, 40% for the combined value for hydrocarbons 
plus nitrogen oxides, 40% carbon monoxides and 50% particulate matters have, for direct 
injection diesel passenger cars, been identified as key measures to achieve sufficient 
medium-term air quality; whereas these reductions have been applied to hydrocarbons and 
nitrogen oxides with the assumption that nitrogen oxides represent respectively 45% and 80% 
of the weight of the combined value measured for gasoline/diesel light duty vehicles 
complying with Directive 94/12/EC; whereas separate limit values are now normally fixed for 
gasoline vehicles in order to monitor the emissions of both pollutants; whereas a combined 
limit value is maintained for diesel vehicles for which the Stage 2000 standards are the most 
demanding, with a view to facilitating engineering of future engines; whereas these reductions 
will take into account the effect on real emissions of a modification also adopted for the test 
cycle with a view to better representing emissions after a cold start ("deletion of 40 s"); 
Whereas new provisions for on-board diagnostics (OBD) should be introduced with a view 
to permitting an immediate detection of failure of anti-pollution vehicle equipment and thus 
allowing a significant up-grading of the maintenance of initial emissions performances on 
in-use vehicles through periodical or kerbside control; whereas, however, OBD are at a less 
developed stage for diesel vehicles and can be fitted on such vehicles only as an option; 
Whereas the Type IV test which makes it possible to determinate the evaporative emissions 
of spark-ignition engines can be improved to better represent real evaporative emissions as 
well as the status of measuring techniques; 
Whereas the characteristics of the reference fuels used for emission testing should reflect the 
evolution of the market fuel specifications to be available in year 2000, following legislation 
on the quality of petrol and diesel fuels; 
Whereas a new method for conformity of production checking on in-use vehicles has been 
identified as a cost/effective accompanying measure; and is included in the emission directive 
with the objective of implementation in year 2001; whereas Directive 70/156/EEC should be 
amended accordingly; 
Whereas Member States should be allowed to encourage, by means of tax incentives, the 
introduction of vehicles which satisfy the improved requirements of this Directive; 
Whereas, it is necessary to establish indicative limit values to be applied from 2£05 which 
can also be used for the purposes of, inter alia, encouraging the early introduction of vehicles 
containing the most advanced anti-pollution equipment; 
Whereas these indicative limit values should be confirmed by a directive of the 
European Parliament and of the Council on the basis of a proposal to be made by the 
Commission not later than 31 December 1998; whereas the Commission will simultaneously 
propose measures to improve the quality of fuels for the year 2005; whereas both directives 
should enter into force together in 2005; 
Whereas Directive 70/220/EEC should be amended accordingly, 
101 
HAVE ADOPTED THIS DIRECTIVE: 
Article 1 
Directive 70/156/EEC is amended as follows: 
1. Article 10 is amended as follows: 
Article 10 
(a) the heading is replaced by the following: 
"Conformity of production and in-service compliance arrangements" 
(b) the following paragraph 3 is added: 
"3. A Member State granting type-approval in relation to separate directives 
which contain quantified provisions for in-service durability of the 
systems, components or technical units, covered by these directives, shall 
make the necessary arrangements for verification to ensure compliance 
with these provisions by survey on vehicles in service in accordance with 
the procedures laid down in the directives concerned." 
2. Article 11 is amended as follows: 
(a) the heading is replaced by the following: 
"Non-conformity and non-compliance" 
(b) the following paragraph 4a is inserted: 
"4a. There shall be failure to comply with quantified durability provisions of 
a separate directive where a survey on vehicles in service, carried out in 
accordance with the relevant specifications of the directive, establish that 
a vehicle type concerned does not meet these durability requirements. 
If a Member State which has granted type-approval finds that vehicles in 
service accompanied by a certificate of conformity do not comply with the 
quantified durability provisions of a separate directive pursuant to which 
they have been type-approved, it shall decide on measures to be taken in 
order to ensure that vehicles in service will again comply with these 
provisions. The approval authorities of the Member State shall advise 
those of the other Member States of the measures planned. The relevant 
authorities in each Member State are competent to decide on the 
advisability of implementation in their territory of the planned measures. 
If a Member State demonstrates that vehicles in service accompanied by 
a certificate of conformity do not comply with the quantified durability 
provisions of a separate directive pursuant to which they have been 
type-approved, it shall request the Member State which granted the 
type-approval to verify that by survey on vehicles in use, if necessary in 
cooperation with the competent authorities of the other Member States 
vehicles in service comply with these provisions. Such action shall be 
taken as soon as possible and in any case within the six months of the date 
of the request. 
When non-compliance for a vehicle in service is established in accordance 
with the third subparagraph, the vehicle approval authority takes the 
measures referred to in the second subparagraph." 
102 
(c) paragraphs 5 and 6 are replaced by the following: 
"5. 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 a measure. In case of in-service survey under Article 10(2), the 
approval authorities of the Member State shall inform each other of the 
decisions taken on the basis of the results of the survey. 
6. If the Member State which granted type-approval disputes the failure to 
conform or to comply demonstrated 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." 
3. In Article 12, the following subparagraph is added: 
"All decisions taken pursuant to the provisions adopted in implementation of this 
Directive and adopting planned measures to restore the conformity of vehicles in 
service, shall state in detail the reasons on which they are based. The competent 
authorities of each Member State which decide to initiate the planned measures shall 
notify 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 2 
The Annexes to Directive 70/220/EEC are amended in accordance with the Annex hereto. 
Article 3 
1. Subject to the provisions of Article 6, with effect from 1 January 1998, no 
Member State may, on grounds relating to air pollution by their emissions: 
refuse to grant EC type-approval pursuant to Article 4(1) of 
Directive 70/156/EEC, or 
refuse to grant national type-approval, or 
prohibit the registration, sale or entry into service of vehicles, 
if the vehicles comply with the requirements of Directive 70/220/EEC, as amended by 
this Directive. 
2. Subject to the provisions of Article 6, with effect from 1 January 2000, 
Member States: 
may no longer grant EC type-approval pursuant to Article 4(1) of 
Directive 70/156/EEC, and 
shall refuse national type-approval, 
for a new type of vehicle on grounds relating to air pollution by emissions if it fails 
to comply with the provisions of Directive 70/220/EEC, as amended by this Directive. 
For the Type I test the limit values set out in row A of the Table in Section 5.3.1.4 
of Annex I to Directive 70/220/EEC are to be used. 
103 
3. With effect from 1 January 2001, Member States shall: 
consider certificates of conformity which accompany new vehicles pursuant to 
Directive 70/156/EEC as no longer valid for the purpose of Article 7(1) of that 
Directive, and 
refuse the registration, sale or entry into service of new vehicles which are not 
accompanied by a certificate of conformity in accordance with 
Directive 70/156/EEC, 
on grounds relating to air pollution by emissions, if the vehicles fail to comply with 
the provisions of Directive 70/220/EEC, as amended by this Directive. 
For the Type I test the limit values set out in row A of the Table in Section 5.3.1.4 
of Annex I to Directive 70/220/EEC are to be used. 
Article 4 
Member States may make provision for tax incentives only in respect of motor vehicles which 
comply with Directive 70/220/EEC, as amended by this Directive. Such incentives shall 
comply with the provisions of the Treaty and satisfy the following conditions: 
they shall apply to all new vehicles offered for sale on the market of a Member State 
which comply in advance with either the mandatory limit values set out in row A 
of the Table in Section 5.3.1.4 of Annex I to Directive 70/220/EEC, as amended by 
this Directive, or, the indicative limit values set out in row B of the same Table; 
they shall be terminated with effect from the mandatory application of the emission 
limit values laid in Article 3(3) for new motor vehicles, or by 1 January 2005 in the 
case of the indicative limit values set out in row B of the Table in Section 5.3.1.4 of 
Annex I to Directive 70/220/EEC, as amended by this Directive; 
for each type of motor vehicle, they shall be for an amount lower than the additional 
cost of the technical solutions introduced to ensure compliance with the values set 
in Article 3(3), or the indicative limit values set out in row B of the Table in 
Section 5.3.1.4 of Annex I to Directive 70/220/EEC, as amended by this Directive, and 
of their installation on the vehicle. 
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 5 
The Commission will propose to the European Parliament and the Council a further-tightening 
of the emission standards of vehicles falling within the scope of this Directive no later than 
12 months from the date of adoption of this Directive but in any event not later than 
31 December 1998. It shall be based on a revised and enhanced version of the methodology 
used to prepare measures for this Directive. 
The strategy put forward in the proposal shall be designed to produce effects to meet the 
requirements of the Community air quality standards and related objectives at least cost and 
shall take account of: 
trends in air quality; 
noxious* pollutant emissions in Europe from transport and non-transport sources and 
the contribution that existing, pending and potential emission reduction measures from 
all sources could make to improve air quality; 
104 
p technical developments with regard to vehicle technologies as well as new propulsion 
technologies (e.g. electric propulsion, fuel cells); and refinery technologies; 
the potential of alternative fuels such as compressed natural gas (CNG), 
Liquid Petroleum Gas (LPG), Dimethyl Ether (DME) and biofuels to reduce 
vehicle emissions; 
possible improvements in the test procedures, in particular the addition of a new test 
procedure at low temperatures; 
the potential of technical, non-technical and local measures to reduce emissions; in this 
context the contribution of transport and other policy measures such as traffic 
management, enhanced urban public transport and vehicles scrappage schemes should 
be evaluated; 
the contribution that selective and differentiated fiscal measures could make to 
reducing emissions, whilst not negatively impacting the functioning of the 
internal market; 
the effects of any measures on C02 emissions; 
the strategies followed by non-member countries to improve air quality and the 
emission limit values applied therein; 
the supply situation and qualities of crude oil available to Europe. 
The proposal shall contain, inter alia, mandatory emission limit values to be applied from 
1 January 2005 confirming or modifying the indicative limit values stipulated in 
Section 5.3.1.4, row B of Annex 1 to Directive 70/220/EEC, as amended by this Directive. 
In addition, the proposal shall establish whether the framework under which Member States 
can make provision for tax incentives established in Directive 70/220/EEC, as amended by 
this Directive, should be revised. 
The proposal shall be submitted to the European Parliament and the Council at the same time 
as the proposALreferred to in Article 9 of Directive 96/ /EC of the European Parliament and 
of the Coun<pfc*/on the quality of petrol and diesel fuels]; the measures shall enter into effect 
at the same time as the measures foreseen in the proposal to be submitted in accordance with 
Article 9 of that Directive. 
Article 6 
The provisions of this Directive will enter into force simultaneously with and in accordance 
with the same timetable for the introduction of measures specified in the Directive for a 
European Parliament and Council Directive related to the quality of petrol and dresel fuels. 
Article 7 
1. Member States shall bring into force the laws, regulations and administrative 
provisions necessary to comply with this Directive before 31 December 1997. 
They shall immediately inform the Commission thereof. 
When Member States adopt these provisions, these shall contain a reference to this 
Directive or shall be accompanied by such reference at the time of their official 
publication. The procedure for such reference shall be adopted by Member States. 
f«l) See p. of this Official Journal. 
105 
2. Member States shall communicate to the Commission the texts of the main provisions 
of national law which they adopt in the field covered by this Directive. 
Article 8 
This Directive shall enter into force on the twentieth day following that of its publication in 
the Official Journal of the European Communities. 
Article 9 
This Directive is addressed to the Member States. 
Done at Brussels, 
For the European Parliament For the Council 
The President The President 
106 
ANNEX 
AMENDMENTS TO THE ANNEXES TO DIRECTIVE 70/220/EEC 
AS AMENDED BY DIRECTIVE ... 
List of Annexes 
1. The list of Annexes is amended as follows: 
The indication to Annex VI reads as follows: 
'Annex VI: Type IV test (Determination of evaporative emissions from vehicles 
with spark-ignition engines) 
Appendix 1 : Calibration frequency and methods 
Appendix 2: Diurnal ambient temperature profile for the diurnal 
emission test' 
Annex VIII: 
The title reads as follows: 'Specifications of reference fuels' 
The following items are added: 
'Annex X: Control of compliance of vehicles in service 
Annex XI: On-board diagnostics (OBD) for motor vehicles 
Appendix 1 : Functional aspects of OBD systems 
Appendix 2: Diagnostic services (Test Modes) 
Appendix 3: OBD tools 
Appendix 4: Numeric codes 
Appendix 5: Addendum to the Information Document 
Appendix 6: Essential characteristics of the vehicle family-
Appendix 7: Addendum to the EC type-approval certificate' 
107 
Annex I 
2. The heading reads as follows: 
'SCOPE, DEFINITIONS, APPLICATION FOR EC-TYPE APPROVAL, EC TYPE 
APPROVAL, REQUIREMENTS AND TESTS, EXTENSION OF EC TYPE-
APPROVAL, CONFORMITY OF PRODUCTION, COMPLIANCE IN SERVICE, ON­
BOARD DIAGNOSTIC (OBD) SYSTEMS' 
3. Section 1: 
The first sentence reads as follows. 
'This Directive applies to 
- the tailpipe emissions, evaporative emissions, emissions of crankcase gases, the 
durability of anti-pollution devices and on-board diagnostic (OBD) systems for all 
motor vehicles equipped with positive-ignition engines 
and 
the tailpipe emissions, the durability of anti-pollution devices and on-board 
diagnostic (OBD) systems from vehicles of category Mj and Nj(1), equipped with 
compression-ignition engines 
with the exception of those vehicles of categories Nj for which type-approval has been covered by Article 1 of Directive 70/220/EEC in the version of Directive 83/351/EEC(2), 
with the exception of those vehicles of categ 
granted pursuant to Directive 88/77/EEC( V 
4. A new Section 2.13 is added to read as follows 
'2.13. 'OBD' means an on-board diagnostics system for emission control which shall 
have the capability of identifying the likely area of malfunction by means of 
fault codes stored in computer memory.' 
Sections 3 to 3.2.1 read as follows: 
'3. APPLICATION FOR EC TYPE-APPRO VAL 
3.1. The application for EC type-approval pursuant to Article 3(4) of 
Directive 70/156/EEC of a vehicle type with regard to its tailpipe emissions, 
evaporative emissions, durability of antipollution devices as well as to its 
on-board diagnostic (OBD) system shall be submitted by the 
vehicle manufacturer. — 
As far as the application concerns an on-board diagnostic (OBD) system the 
procedure described in Annex XI, Section 3 has to be followed. 
3.2. A model for the information document relating to tailpipe emissions, evaporative 
emissions and durability is given in Annex II; concerning an on-board diagnostic 
(ODB) system a model is given in Annex XI, Appendix 5. 
3.2.1. Where appropriate, copies of other type-approvals with the relevant data 
to enable extension of approvals and establishment of deterioration factors shall 
be submitted.' 
108 
6. Sections 4 to 4.2 read as follows: 
•4. GRANTING OF EC TYPE-APPROVAL 
4.1. If the relevant requirements are satisfied, EC type-approval shall be granted to 
Article 4 (3) of Directive 70/156/EEC. 
4.2. A model for the EC type-approval certificate relating to tailpipe emissions, 
evaporative emissions and durability is given in Annex DC, concerning an on­
board diagnostic (OBD) system a model is given in Annex XI, Appendix 7.' 
7. Section 5: 
The note is deleted. 
8. Section 5.1.1: 
The second paragraph reads as follows: 
' The technical measures taken by the manufacturer must be such as to ensure that the 
tailpipe and evaporative emissions are effectively limited, pursuant to this Directive, 
throughout the normal life of the vehicle and under normal conditions of use. This will 
include the security of those hoses, their joints and connections, used within the 
emission control systems, which must be so constructed as to conform with the original 
design intent. 
For tailpipe emissions, these provisions are deemed to be met if the provisions of 
Section 5.3.1.4 (type-approval), Section 7 (conformity of production) and Section 8 
(compliance of vehicles in service) are respectively complied with. 
For evaporative emissions, these provisions are deemed to be met if the provisions of 
Section 5.3.4 (type-approval), Section 7 of Annex VI (conformity of production) and 
Section 8 (compliance of vehicles in service) are respectively complied with. ' 
9. A new Section 5.1.3 is added to read as follows: 
T 
'5.1.3. Provision must be made to prevent excess evaporative emissions caused by a 
missing fuel filler cap. This may be achieved by using: 
- an automatically opening and closing, non-removable fuel filler cap; 
- design features which avoid excess evaporative emissions in the case of a 
missing fuel filler cap; 
- a malfunction indicator different from the OBD malfunction indicator to 
signal a missing fuel filler cap; 
or any other provision which has the same effect.' 
109 
10. Figure 1.5.2 is replaced by the following new figure: 
Figure 1.5.2 
Different routes for type-approval and extensions 
Type approval test Positive-ignition engined Compression ignition 
vehicles of categories M engined vehicles of 
and N categories Mt and N, 
Type I Yes Yes 
(mass £ 3,5 t) (mass <> 3,5 t) 
Type II Yes 
(mass <> 3,5 t) 
Type III Yes - . 
Type IV Yes 
(mass £ 3,5 t) 
Type V Yes Yes 
(mass £ 3,5 t) (mass <. 3,5 t) 
In Service Compliance Yes Yes 
(Section 8) (mass <. 3,5 t) (mass <; 3,5 t) 
On Board Diagnostics Yes Optional 
(Section 9) (Capacity <, 6 occupants) 
(mass £ 2,5 t) 
Extension conditions Section 6 - Section 6 
- M2 and N2 
with reference mass not 
I more than 2 840 kg' 
110 
11. Section 5.3.1.4: 
- After the first paragraph a new Table is inserted to read as follows: 
Category of 
vehicle 
A(2000) 
B 
(2005)* Category 
M(2) 
MO Class 
-
-Reference 
mass 
RW 
0<g) 
all 
all Limit values . 
Mass of carbon 
monoxide 
(CO) 
(g/km) 
Petrol 
2,3 
1,00 Diesel 
0,64 
0,50 Mass of 
hydrocarbons 
(HC) 
(g/km) 
Petrol 
0,20 
0,10 Diesel 
-
-Mass of oxides 
of nitrogen 
(NO.) 
L3 
(g/km) 
Petrol 
0,15 
0,08 Diesel 
0,50 
0,25 Combined mass 
of hydrocarbons 
and oxides of 
nitrogen 
(HC + NO,) 
(g/km) 
Petrol 
-
-Diesel 
0,56 
0,30 Mass of 
particulates 
(PM) 
(g/km) 
Diesel 
0,05 
0,025 
(*) Indicative limit values to be applied to new types of vehicles from 1 January 2005 which are subject to 
confirmation by the Council and the European Parliament. These limit values can be the subject of tax 
incentives referred to in Article 3 of Directive [number of current amending directive]. 
- The first line of the present Table relating to vehicles of category M is deleted. 
12. A new Section 7.1.4 is added to read as follows: 
7.1.4. If a verification of the performance of the OBD system is to be carried out, it 
must be conducted in accordance with Section 7 of Annex XI.' 
13. Section 8 is deleted. 
14. A new Section 8 and 9 are added to read as follows: 
•8. CONTROL OF COMPLIANCE OF VEHICLES IN SERVICE 
8.1 In order to satisfy the provisions of Section 5.1.1, vehicles in service-properly 
used and maintained shall comply with the provisions of Sections 5.3.1.4 (tailpipe 
emissions) and 5.3.4 (evaporative emissions) for up to 5 years of age or 80 
000 km, which occurs first. Compliance with these provisions will be verified in 
accordance with the provisions of Article 11 of Directive 70/156/EEC by the 
authorities which have approved the vehicle type concerned with the help of 
surveys on vehicles in service belonging to this vehicle type. The procedure to be 
followed for such in service survey is laid down in Annex X. 
Any vehicle being accompanied by a valid certificate of conformity in accordance 
with Directive 70/156/EEC may be subject of an in-service survey. 
Ill 
Where non-compliance is established in accordance with the provisions of 
Annex X, the manufacturers of the vehicle type concerned shall carry out the 
measures notified to him by the authorities of the Member States in accordance 
with the provisions of Article 11(2) and 12(2) of Directive 70/156/EEC. 
9. ON-BOARD DIAGNOSTIC (OBD) SYSTEM FOR MOTOR VEHICLES 
9.1. Vehicles of category M°} equipped with positive-ignition engines, except 
- vehicles designed to carry more than six occupants including the driver, 
- vehicles whose maximum mass exceeds 2 500 kg, 
shail be fitted with an on-board diagnostic (OBD) system for the emission control 
in accordance with Annex XI. If other vehicles of category M are fitted with an 
on-board diagnostic (OBD) system, the OBD system must meet the requirements 
of Annex XI.' 
(1) As defined in Annex II Section A to Directive 70/156/EEC. 
112 
Annex III 
15. Section 2.3.1: 
- Paragraph 2 and 3 are deleted. 
- Paragraph 2 (former paragraph 4) reads as follows: 
'Vehicles which do not attain the acceleration ...' (rest unchanged). 
16. Section 6.1.3: 
The first sentence reads as follows: 
'A current of air of variable speed shall be blown over the vehicle.' 
17. Section 6.2.2 is deleted. 
Appendix 1 
18. Section 1.1: 
- Figure III. 1.1 is replaced by the following new figure: 
Speed (km/h) 
120 Figure III. 1.1 
Operating cycle for the Type I test 
100 + 
BS 
BS: Beginning of sampling, engine start 
ES: End of sampling 
113 
- In the English version in column 5 of Table III. 1.2 (entitled: 'Speed (km/h)'); 
operation 23 reads as follows: 
'35 - 10' 
19. Sections 4 to 4.3 including Table III. 1.4 and Figure III. 1A are deleted. 
Appendix 3 
20. Section 5.1.1.2.7: 
In the English version, the formula reads as follows: 
• p _ M V AV ' 
500T 
114 
Annex VI 
21. Sections 1 to 6 read as follows: 
'1. INTRODUCTION 
This Annex describes the procedure of the Type IV test according to 
Section 5.3.4 of Annex 1. 
This procedure describes a method for the determination of the loss of 
hydrocarbons by evaporation from the fuel systems of vehicles with spark 
ignition engines. 
2. DESCRIPTION OF TEST 
The evaporative emission test (Figure VI. 1) is designed to determine HC 
evaporative emissions as a consequence of diurnal temperatures fluctuation, hot 
soaks during parking, and urban driving. The test consists of these phases: 
- test preparation including an urban (Part One) and extra-urban (Part Two) 
driving cycle, 
- hot soak loss determination, 
- diurnal loss determination. 
Mass. emissions of hydrocarbons from the hot soak and the diurnal loss phases 
are summed up to provide an overall result for the test. 
3. VEHICLE AND FUEL 
3 1 Vehicle 
3.1.1. The vehicle must be in good mechanical condition and have been ran in and 
driven at least 3 000 km before the test. The evaporative emission control 
system must be connected and have been functioning correctly over this period 
and the carbon canister(s) shall have been subject to normal use, neither 
undergoing abnormal purging nor abnormal loading. 
32 Fuel 
3.2.1. The appropriate reference fuel must be used, as defined in Annex VIII to 
this Directive. 
4. TEST EQUIPMENT FOR EVAPORATIVE TEST 
4.1. Chassis dynamometer 
The chassis dynamometer must meet the requirements of Annex III. 
115 
4.2. Evaporative emission measurement enclosure 
The evaporative emission measurement enclosure must be a gas-tight 
rectangular measuring chamber able to contain the vehicle under test. The 
vehicle must be accessible from all sides and the enclosure when sealed must 
be gas tight in accordance with Appendix 1. The inner surface of the enclosure 
must be impermeable and non-reactive to hydrocarbons. The temperature 
conditioning system shall be capable of controlling the internal enclosure air 
temperature to follow the prescribed temperature versus time profile throughout 
the test, and an average tolerance of ± 1 K over the duration of the test. 
The control system shall be tuned to provide a smooth temperature pattern that 
has a minimum of overshoot, hunting, and instability about the desired long-
term ambient temperature profile. Interior surface temperatures shall not be 
less than 278 K (5 °C) nor more than 328 K (55 "Q at any time during the 
diurnal emission test. Wall design must be such as to promote good dissipation 
of heat. Interior surface temperatures shall not be below 293 K (20 °C), nor 
above 325 K (52 °C) for the duration of the hot soak test. 
To accommodate the volume changes due to enclosure temperature changes, 
either a variable-volume or fixed-volume enclosure may be used. 
4.2.1. Variable-volume enclosure 
The variable-volume enclosure expands and contracts in response to the 
temperature change of the air mass in the enclosure. Two potential means of 
accommodating the internal volume changes are movable panel(s), or a bellows 
design, in which impermeable bag(s) inside the enclosure expand and contract 
in response to internal pressure changes by exchanging air from outside the 
enclosure. Any design for volume accommodation must maintain the integrity 
of the enclosure as specified in Appendix 1 over the specified 
temperature range. 
Any method of volume accommodation shall limit the differential between the 
enclosure internal pressure and the barometric pressure to a maximum value 
of± 5 hPa. 
The enclosure shall be capable of latching to a fixed volume. A variable 
volume enclosure must be capable of accommodating a ± 7 percent change 
from its "nominal volume" (see Appendix 1 Section 2.1.1), accounting for 
temperature and barometric pressure variation during testing. 
4.2.2. Fixed-volume enclosure 
The fixed-volume enclosure shall be constructed with rigid panels that 
maintain a fixed enclosure volume, and meet the following requirements. 
116 
4.2.2.1. The enclosure shall be equipped with an outlet flow stream that withdraws air 
at a low, constant rate from the enclosure throughout the test. An inlet flow 
stream may provide make-up air to balance the outgoing flow with incoming 
ambient air. Inlet air must be filtered with activated carbon to provide a 
relatively constant hydrocarbon level. Any method of volume accommodation 
shall maintain the differential between the enclosure internal pressure and the 
barometric pressure between 0 and -5 hPa. 
4.2.2.2. The equipment shall be capable of measuring the mass of hydrocarbon in the 
inlet and outlet flow streams with a resolution of 0,01 gram. A bag sampling 
system may be used to collect a proportional sample of the air withdrawn from 
and admitted to the enclosure. Alternatively, the inlet and outlet flow streams 
may be continuously analyzed using an on-line FID analyzer and integrated 
with the flow measurements to provide a continuous record of the mass 
hydrocarbon removal. 
117 
Figure VIA 
Evaporative emission determination 
3000 km run-in period (no excessive purge/load) 
Ageing of canister(s) verified 
Steam clean of vehicle (if necessary) 
' Start ' 
r 
Fuel drain and refill 
max 1 h 
Canister load to 
breakthrough (gasoline) 
u 
Repeated 
diurnal heat builds to 
2-gram breakthrough 
Tflm= 293 K (20 °C) 
AT= 15 K Canister load to 
breakthrough 
(butane) 
max 1 h 
_L 
| max 5 min 
12 to 
36 h Fuel drain and refill 
max 
2 min 
max and max 2 min from 
7 min engine shut-off 
Hot soak test 
6 to 
36 h 
JL Fuel T: 283 to 287 K (10-14 'C). 
40% ± 2% of nominal tank capacity 
Ambient T: 293 to 303 K (20-30 C). 
Butane/nitrogen loading to 2-grams breakthrough 
FuelT: 291 ±8 K (18 8 °C) 
40% _ 2% of nominal tank capacity 
Ambient T: 293 to 303 K (20-30 °C) 
Type I: one Part 1 + two Parts 2. 
= 293 to 303 K (20-30 'C). 
Ambient T = 293 to 303 K (20-30 C). 
Type I: one Part 1 + one Part 2. 
T^ = 293 to 303 K (20-30 'C). 
Type I: Part 1. 
Tmin = 296 K (23 'C). 
T^ = 304 K (31 C). 
60 min ± 0,5 min 
T = 293 ± 2 K (20 ± 2 CC) last 6 hours. 
T,^ = 293 K (20 °C) 
T„„ =308K; AT = 15 K 
24 hours, No.l of diumals = 1 
Note: 1. Evaporative emission control families - details clariiled. • 
2. Tailpipe emissions may be measured during type I test drive, but these are not used for legislative purposes. Exhaust 
emission legislative test remains separate. 
118 
4.3. Analytical systems 
4.3.1. Hydrocarbon analyzer 
4.3.1.1. The atmosphere within the chamber is monitored using a hydrocarbon 
detector of the flame ionization detector (FID) type. Sample gas must be 
drawn from the mid-point of one side wall or roof of the chamber and any 
bypass flow must be returned to the enclosure, preferably to a point 
immediately downstream of the mixing fan. 
4.3.1.2. The hydrocarbon analyzer must have a response time to 90% of final reading 
of less than 1,5 seconds. Its stability shall be better than 2% of full scale at 
zero and at 80 ± 20% of full scale over a 15-minute period for all operational 
ranges. 
4.3.1.3. The repeatability of the analyzer expressed as one standard deviation shall be 
better than 1% of full scale deflection at zero and at 80 ± 20% of full scale 
on all ranges used. 
4.3.1.4. The operational ranges of the analyzer must be chosen to give best resolution 
over the measurement, calibration and leak checking procedures. 
4.3.2. Hydrocarbon analyzer data recording system 
4.3.2.1. The hydrocarbon analyzer must be fitted with a device to record electrical 
signal output either by strip chart recorder or other data processing system 
at a frequency of at least once per minute The recording system must have 
operating characteristics at least equivalent to the signal being recorded and 
must provide a permanent record of results. The record shall show a positive 
indication of the beginning and end of the hot soak or diurnal emission test 
(including beginning and end of sampling periods along with the time elapsed 
between start and completion of each test). 
4.4. Fuel tank heating (only applicable for gasoline canister load option) 
4.4.1. The fuel in the vehicle tank(s) must be heated by a controllable source of 
heat, for example a heating pad of 2 000 W capacity is suitable. The heating 
system must apply heat evenly to the tank walls beneath the level of the fuel 
so as not to cause local overheating of the fuel. Heat must not be applied to 
the vapour in the tank above the fuel. 
4.4.2. The tank heating device must make it possible to evenly heat the fuel in the 
tank by 14 K from 289 K (16 °C) within 60 minutes, with the temperature 
sensor position as in Section 5.1.1. The heating system must be capable of 
controlling the fuel temperature to ± 1,5 K of the required temperature during 
the tank heating process. 
119 
4.5. Temperature recording 
4.5.1. The temperature in the chamber is recorded at two points by temperature 
sensors which are connected so as to show a mean value. The measuring 
points are extended approximately 0,1 m into the enclosure from the vertical 
centre line of each side wall at a height of 0,9 ± 0,2 m. 
4.5.2. The temperatures of the fuel tank(s) shall be recorded by means of the sensor 
positioned in the fuel tank as in Section 5.1.1 in the case of use of the 
gasoline canister load option (Section 5.1.5). 
4.5.3. Temperatures must, throughout the evaporative emission measurements, be 
recorded or entered into a data processing system at a frequency of at least 
once per minute. 
4.5.4. The accuracy of the temperature recording system must be within ± 1,0 K 
and the temperature must be capable of being resolved to 0,4 K. 
4.5.5. The recording or data processing system must be capable of resolving time 
to ± 15 seconds. 
4.6. Pressure recording 
4.6.1. The difference Ap between barometric pressure within the test area and the 
enclosure internal pressure must, throughout the evaporative emission 
measurements, be recorded or entered into a data processing system at a 
frequency of at least once per minute. 
4.6.2. The accuracy of the pressure recording system must be within ± 2 hPa and 
the pressure must be capable of being resolved to 0,2 ± hPa. 
4.6.3. The recording or data processing system must be capable of resolving time 
to ± 15 seconds. 
4.7. Fans 
4.7.1. By the use of one or more fans or blowers with the SHED door(s) open it 
must be possible to reduce the hydrocarbons concentration in the chamber to 
the ambient hydrocarbon level. 
4.7.2. The chamber must have one or more fans or blowers of likely capacity 0,1 
to 0,5 mV1 with which to thoroughly mix the atmosphere in the enclosure. 
It must be possible to attain an even temperature and hydrocarbon 
concentration in the chamber during measurements. The vehicle in the 
enclosure must not be subjected to a direct stream of air from the fans 
or blowers. 
120 
4.8.v Gases 
4.8.1. The following pure gases must be available for calibration and operation: 
- purified synthetic air (purity: < 1 ppm Cj equivalent £ 1 ppm CO, 
£ 400 ppm C02, £ 0,1 ppm NO); oxygen content between 18 and 21% 
by volume. 
- hydrocarbon analyzer fuel gas (40 ± 2% hydrogen, and balance helium 
with less than 1 ppm CY equivalent hydrocarbon, less than 400 ppm C02), 
- propane (C3H8), 99,5% minimum purity; 
- butane (C4H10), 98% minimum purity; 
- nitrogen (N2), 98% minimum purity. 
4.8.2. Calibration and span gases shall be available containing mixtures of propane 
(C3H8) and purified synthetic air. The true concentrations of a calibration gas 
must be within ± 2% of stated figures. The accuracy of the diluted gases 
obtained when using a gas divider must be to within ± 2% of the true value. 
The concentrations specified in Appendix 1 may also be obtained by the use 
of a gas divider using synthetic air as the diluent gas. 
4.9. Additional equipment 
4.9.1. The absolute humidity in the tests area must be measurable to within ± 5%. 
5. TEST PROCEDURE 
5.1. Test preparation 
5.1.1. The vehicle is mechanically prepared before the test as follows: 
- the exhaust system of the vehicle must not exhibit any leaks, 
- the vehicle may be steam cleaned before the test, 
- in the case of use of the gasoline canister load option (Section 5.1.5) the 
fuel tank of the vehicle must be equipped with a temperature sensor to 
enable the temperature to be measured at the mid-point of the fuel in the 
fuel tank when filled to 40% of its capacity, 
- additional fittings, adapters of devices must be fitted to the fuel system in 
order to allow a complete draining of the fuel tank. For this purpose it is 
not necessary to modify the shell of the tank. 
5.1.2. The vehicle is taken into the test area where the ambient temperature is 
between 293 and 303 K (20 and 30 °C). 
5.1.3. The ageing of the canister(s) has to be verified. This may be done by 
demonstrating that it has accumulated a minimum of 3 000 km. If this 
demonstration is not given, the following procedure is used. In the case of a 
multiple canister system each canister shall undergo the procedure separately. 
5.1.3.1. The canister shall be removed from the vehicle. Special care shall be taken 
during this step to avoid damage to components and the integrity of the 
fuel system. 
121 
5.1.3.2. Check the weight of the canister. 
5.1.3.3. Connect the canister to a fuel tank, possibly an external one, filled with 
reference fuel, to 40% volume of the fuel tank(s). 
5.1.3.4. The fuel temperature in the fuel tank should be between 283 K (10 °C) and 
287 K (14 °C). 
5.1.3.5. Heat the (external) fuel tank from 288 to 318 K (15 to 45 °C) (1 °C increase 
every 9 minutes). 
5.1.3.6. If the canister reaches breakthrough before the temperature reaches 318 K 
(45 *C), the heat source shall be turned off. Then weigh the canister. If the 
canister did not reach breakthrough during the heating to 318 K (45 °C), the 
procedure shall be repeated from Section 5.1.3.3 until breakthrough occurs. 
5.1.3.7. Breakthrough may be checked as is described in Sections 5.1.6.1 and 5.1.6.2 
of this Annex, or with the use of another sampling and analytical 
arrangement capable of detecting the emission of hydrocarbons "from the 
canister at breakthrough. 
5.1.3.8. Purge the canister with 25 _ 5 liters per liter of charcoal and per minute 
using the emission laboratory air until 300 bed volume exchanges 
are reached. 
5.1.3.9. Check the weight of the canister. 
5.1.3.10 Repeat nine times the steps of the procedure in Sections 5.1.3.4 to 5.1.3.9. 
The test may be terminated prior to that, after not less than three ageing 
cycles, if the weight of the canister after the last cycles has stabilized. 
5.1.3.11 Reconnect the evaporative emission canister and restore the vehicle to its 
normal operation condition. 
5.1.4. One of the methods specified in Sections 5.1.5 and 5.1.6 shall be used to 
precondition the evaporative canister. For vehicles with multiple canisters, 
each canister shall be preconditioned separately. 
5.1.4.1. Canister emissions are measured to determine breakthrough. 
Breakthrough is here defined as the point at which the cumulative quantity 
of hydrocarbons emitted is equal to 2 grams. 
5.1.4.2. Breakthrough may be verified using the evaporative emission enclosure as 
described in Sections 5.1.5 and 5.1.6 respectively. Alternatively, breakthrough 
may be determined using an auxiliary evaporative canister connected 
downstream of the vehicle's canister. The auxiliary canister shall be well 
purged with dry air prior to loading. 
122 
5.1.4.3. The measuring camber shall be purged for several minutes immediately 
before the test until a stable background is obtained. The chamber air mixing 
fan(s) must be switched on at this time. 
The hydrocarbon analyzer must be zeroed and spanned immediately before 
the test. 
5.1.5. Canister loading with repeated heat builds to breakthrough 
5.1.5.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). 
This must be done so as not to either abnormally purge nor abnormally load 
the evaporative control devices fitted to the vehicle. Removal of the fuel cap 
will normally be sufficient to achieve this. 
5.1.5.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 
283 and 287 K (10 and 14 °C) to 40 ± 2% of the tank's normal volumetric 
capacity. The fuel cap(s) of the vehicle must be fitted at this point. 
5.1.5.3. Within one hour of being refuelled the vehicle shall be placed,"with the 
engine shut off, in the evaporative emission enclosure. The fuel tank 
temperature sensor shall be connected to the temperature recording system. 
A heat source shall be properly positioned with respect to the fuel tank(s) and 
connected to the temperature controller. The heat source is specified in 
Section 4.4. In the case of vehicles fitted with more than one fuel tank, all 
the tanks must be heated in the same way as described below. The 
temperatures of the tanks must be identical to within ± 1,5 K. 
5.1.5.4. The fuel may be artificially heated to the starting diurnal temperature of 
293 K (20 °C) ± 1 K. 
5.1.5.5. When the fuel temperature reaches at least 292 K (19 °C), immediately: turn 
off the purge blower; close and seal enclosure doors; and initiate 
measurement of the hydrocarbon level in the enclosure. 
5.1.5.6. When the fuel temperature of the fuel tank reaches 293 K (20 °C) a linear 
' heat build of 15 K (15 °C) begins. The fuel shall be heated in such a way 
that the temperature of the fuel during the heating shall conform to the 
function below to within i 1,5 K. The elapsed time of the heat build and 
temperature rise is recorded. 
Tr = T0 + 0,2333 - t 
where: 
Tr = required temperature (K), — 
T0 = initial temperature (K); 
t = time from start of the tank heat build in minutes. 
123 
5.1.5.7. As soon as breakthrough occurs or when the fuel temperature reaches 308 K 
(35 °C), whichever occurs first, the heat source shall be turned off, the 
enclosure doors shall be unsealed and opened, and the vehicle fuel tank 
cap(s) shall be removed. If breakthrough has not occurred by the time the 
fuel temperature reaches 308 K (35 °C), the heat source shall be removed 
from the vehicle, the vehicle shall be removed from the evaporative emission 
enclosure and the entire procedure outlined in Section 5.1.7. shall be repeated 
until breakthrough occurs. 
5.1.6. Butane loading to breakthrough 
5.1.6.1. If the enclosure is used for the determination of the breakthrough 
(see Section 5.1.4.2) the vehicle shall be placed, with the engine shut off, in 
the evaporative emission enclosure. 
5.1.6.2 Prepare the evaporative emission canister for the canister loading operation. 
The canister shall not be removed from the vehicle, unless access to the 
canister in its normal location is so restricted that loading can only 
reasonably be accomplished by removing the canister from the-vehicle. 
Special care shall be taken during this step to avoid damage to the 
components and the integrity of the fuel system. 
5.1.6.3. Load the canister with a mixture composed of 50 percent butane and 
50 percent nitrogen by volume at a rate of 40 grams butane per hour. 
5.1.6.4. As soon as the canister reaches breakthrough, the vapour source shall be 
shut off. 
5.1.6.5. Reconnect the evaporative emission canister and restore the vehicle to its 
normal operation condition. 
5.1.7. Fuel drain and refill 
5.1.7.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel tank drain(s). 
This must be done so as not to either abnormally purge nor abnormally load 
the evaporative control devices fitted to the vehicle. Removal of the fuel cap 
will normally be sufficient to achieve this. 
5.1.7.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of between 
291 ± 8 K (18 ± 8 °C) to 40 ± 2% of the tank's normal volumetric capacity. 
The fuel cap(s) of the vehicle must be fitted at this point. 
5.2. Preconditioning drive 
5.2.1. Within one hour from the completing of canister loading in Section 5.1.5. 
or 5.1.6 the vehicle is placed on the chassis dynamometer and is driven 
through one Part One and two Part Two driving cycles of Type I test as 
specified in Annex III. Exhaust emissions are not sampled during 
this operation. 
124 
5.3. Soak 
5.3.1. Within five minutes of completing the preconditioning operation specified in 
Section 5.2.1 the engine bonnet must be completely closed and the vehicle 
driven off the chassis dynamometer and parked in the soak area. The vehicle 
is parked for a minimum of 12 hours and a maximum of 36 hours. The 
engine oil and coolant temperatures must have reached the temperature of the 
area of within ± 3 K at the end of the period. 
5.4. Dynamometer test 
5.4.1. After conclusion of the soak period the vehicle is driven through a complete 
Type I test drive as described in Annex III (cold start urban and extra urban 
test). Then the engine is shut off. Exhaust emissions may be sampled during 
this operation and the results are not used for the purpose of exhaust 
emission type approval. 
5.4.2. Within two minutes of completing the Type I test drive specified in 
Section 5.4.1 the vehicle is driven a further conditioning drive consisting of 
one urban test cycle (hot start) of a Type I test. Then the engine is shut off 
again. Exhaust emissions need not to be sampled during this operation. 
5.5. Hot soak evaporative emissions test 
5.5.1. Before the completion of the conditioning drive the measuring chamber must 
be purged for several minutes until a stable hydrocarbon background is 
obtained. The enclosure mixing fan(s) must also be turned on at this time. 
5.5.2. The hydrocarbon analyzer must be zeroed and spanned immediately prior to 
the test. 
5.5.3. At the end of the conditioning drive the engine bonnet must be completely 
closed and all connections between the vehicle and the test stand 
disconnected. The vehicle is then driven to the measuring chamber with a 
minimum use of the accelerator pedal. The engine must be turned off before 
any part of the vehicle enters the measuring chamber. The time at which the 
engine is switched off is recorded on the evaporative emission measurement 
data recording system and temperature recording begins. The vehicle's 
windows and luggage compartments must be opened at this stage, if not 
already opened. 
5.5.4. The vehicle must be pushed or otherwise moved into the measuring chamber 
with the engines switched off. 
5.5.5. The enclosure doors are closed and sealed gas-tight within two minutes of the 
engine being switched off and within seven minutes of the end of the 
conditioning drive. 
5.5.6. The.start of a 60 ± 0,5 minute hot soak period begins when the chamber is 
sealed. The hydrocarbon concentration, temperature and barometric pressure 
are measured to give the initial readings CHçi5 Pj and T} for the hot soak test. 
These figures are used in the evaporative emission calculation, Section 6. The 
ambient SHED temperature T must not be less than 296 K and no more than 
304 K during the 60-minute hot soak period. 
125 
5.5.7. The hydrocarbon analyzer must be zeroed and spanned immediately before 
the end of the 60 ± 0,5 minute test period. 
5.5.8. At the end of the 60 ± 0,5 minute test period measure the hydrocarbon 
concentration in the chamber. The temperature and the barometric pressure 
are also measured. These are the final readings CHCf, Pf and Tf for the hot 
soak test used for the calculation in Section 6. 
5.6. Soak 
5.6.1. The test vehicle shall be pushed or otherwise moved to the soak area without 
use of the engine and shall be soaked for not less than 6 hours and not more 
than 36 hours between the end of the hot soak test and the start of the diurnal 
emission test. For at least 6 hours of this period; the vehicle shall be soaked 
at 293 K ± 2 K (20 °C ± 2 °C). 
5.7. Diurnal test 
5.7.1. The test vehicle shall be exposed to one cycle of ambient temperature 
according to the profile specified in Appendix 2 with a maximum deviation 
of ± 2 K at any time. The average temperature deviation from the profile, 
calculated using the absolute value of each measured deviation, shall not 
exceed 1 K. Ambient temperatures shall be measured at least every minute. 
Temperature cycling shall begin when time tstart = 0, as specified in 
Section 5.7.6. 
5.7.2. The measuring chamber shall be purged for several minutes immediately 
before the test until a stable background is obtainable. The chamber mixing 
fan(s) must also be switched on at this time. 
5.7.3. The test vehicle, with the engine shut off and the test vehicle windows and 
luggage compartment(s) opened shall be moved into the measuring chamber. 
The mixing fan(s) shall be adjusted in such a way that it (they) maintain a 
minimum air circulation of 8 km/h under the fuel tank of the test vehicle. 
5.7.4. The hydrocarbon analyser must be zeroed and spanned immediately before 
the test. 
5.7.5. The enclosure doors are closed and gas-tight sealed. 
5.7.6. Within 10 minutes of closing and sealing the doors, the hydrocarbon 
concentration, temperature and barometric pressure are measured to give the 
initial readings CHci, Pj and T{ for the diurnal test. This is the point where 
time tstart = 0. ' 
126 
5.7.7. The hydrocarbon analyser must be zeroed and spanned immediately before 
the end of the test. 
5.7.8. The end of the emission sampling period shall occur 24 hours ± 6 minutes 
after the beginning of the initial sampling, as specified in Section 5.7.6. The 
time elapsed is recorded. The hydrocarbon concentration, temperature and 
barometric pressure are measured to give the final readings CHCf, Pf and Tf 
for the diurnal test used for the calculation in Section 6. This completes the 
evaporative emission test procedure. 
6. CALCULATION 
The evaporative emission tests described in Section 5 allow the hydrocarbon 
emissions from the diurnal and hot soak phases to be calculated. Evaporative 
losses from each of theses phases is calculated using the initial and final 
hydrocarbon concentrations, temperatures and pressures in the enclosure, 
' together with the net enclosure volume. 
The formula below is used: 
MHC-k V 10"4 (^|-5- <*£!-?)+ MH*«I- MHC,. Tf Ti 
where: 
MHC = mass of hydrocarbon exiting the enclosure, in the case of 
fixed-volume enclosures for diurnal emission testing (grams). 
MHc ,i= mass °f hydrocarbon entering the enclosure, in the case of 
fixed-volume enclosures for diurnal emission testing (grams). 
CHC = measured hydrocarbon concentration in the enclosure (ppm 
(volume) C, equivalent), 
V = net enclosure volume in cubic metres corrected for the volume 
of.the vehicle, with the windows and the luggage compartment 
open. If the volume of the vehicle is not determined a volume 
of 1,42 m3 is subtracted. 
T = ambient chamber temperature, K, 
P = barometric pressure in kPA, -
H/C = hydrogen to carbon ration, 
k = 1,2 • (12 + H/C); 
when: 
i is the initial reading 
f is the final reading 
H/C is taken to be 2,33 for diurnal test losses, 
H/C is taken to be 2,20 for hot soak losses. 
127 
6.2. Overall results of test 
The overall hydrocarbon mass emission for the vehicle is taken to be: 
Houi = MDI + MHS 
where: 
Houi = overall mass emissions of the vehicle (grams), 
MDI = hydrocarbon mass emission for diurnal test (grams). 
MHs = hydrocarbon mass emission for the hot soak (grams).' 
128 
Appendix 1 
22. Sections 1 and 2 read as follows: 
• 1. CALIBRATION FREQUENCY AND METHODS 
1.1. All equipment must be calibrated before its initial use and then calibrated as 
often as necessary and in any case in the month before type-approval testing. 
The calibration methods to be used are described in this Appendix. 
1.2. Normally the series of temperatures which are mentioned firstly should be 
used. The series of temperatures within square brackets can alternatively 
be used. 
2. CALIBRATION OF THE ENCLOSURE 
2.1. Initial determination of enclosure internal volume 
2.1.1. Before its initial use, the internal volume of the chamber must be determined 
as follows. The internal dimensions of the chamber are carefully measured, 
allowing for any irregularities such as bracing struts. The internal volume of 
the chamber is determined from these measurements. 
For variable-volume enclosures, latch the enclosure to a fixed volume when 
the enclosure is held at an ambient temperature of 303 K (30 °C) [302 K 
(29 °C)]. This nominal volume shall be repeatable within ± 0,5 percent of the 
reported value. 
2.1.2. The net internal volume is determined by subtracting 1,42 m3 from the 
internal volume of the chamber. Alternatively the volume of the test vehicle 
with the luggage compartment and windows open may be used instead of 
the 1,42 m\ 
2.1.3. The chamber must be checked as in Section 2.3. If the propane mass does not 
agree with the injected mass to within ± 2% then corrective action is 
required. 
2 2 Determination of chamber background emissions 
This operation determines that the chamber does not contain any materials 
that emit significant amounts of hydrocarbons. The check must be carried out 
at the enclosure's introduction to service, after any operations in the enclosure 
which may affect background emissions and at a frequency of a least once 
per year. -
2.2.1. Variable-volume enclosures may be operated in either latched or unlatched 
volume configuration, as described in Section 2.1.1. Ambient temperatures 
shall be maintained at 308 ±2 K (35 ± 2 °C) [309 ± 2 K (36 ±2 °C)], 
throughout the 4-hour period mentioned below. 
129 
2.2.2. Fixed volume enclosures shall be operated with inlet and outlet flow streams 
closed. Ambient temperatures shall be maintained at 308 ± 2 K (35 ± 2 °C) 
[309 ± 2 K (36 ± 2 °C)] throughout the 4-hour period mentioned below. 
2.2.3. The enclosure may be sealed and the mixing fan operated for a period of up 
to 12 hours before the 4-hour background sampling period begins. 
2.2.4. Calibrate the analyzer (if required), then zero and span. 
2.2.5. Purge the enclosure until a stable hydrocarbon reading is obtained. The 
mixing fan is turned on if not already on. 
2.2.6. Seal the chamber and measure the background hydrocarbon concentration, 
temperature and barometric pressure. These are the initial readings CHCi, Pj 
and ^ used in the enclosure background calculation. 
2.2.7. The enclosure is allowed to stand undisturbed with the mixing fan on for a 
period of four hours. 
2.2.8. At the end of this time use the same analyzer to measure the hydrocarbon 
concentration in the chamber. The temperature and the barometric pressure 
are also measured. These are the final readings CHCf, Pf and Tf. 
2.2.9. Calculate the change in mass of hydrocarbons in the enclosure over the time 
of the test according to Section 2.4. The background emission of the 
enclosure must not exceed 0,05 g. 
2.3. Calibration and hydrocarbon retention test of the chamber 
The calibration and hydrocarbon retention test in the chamber provides a 
check on the calculated volume in Section 2.1 and also measures any leak 
rate. The enclosure leak rate shall be determined at the enclosure's 
introduction to service, after any operations in the enclosure which may effect 
the integrity of the enclosure, and at least monthly thereafter. If six 
consecutive monthly retention checks are successfully completed without 
corrective action, the enclosure leak rate may be determined quarterly 
thereafter as long as no corrective action is required. 
2.3.1. Purge the enclosure until a stable hydrocarbon concentration is reached. Turn 
on the mixing fan, if not already switched on. The hydrocarbon analyzer is 
zeroed, calibrated if required, and spanned. 
2.3.2. On variable-volume enclosures latch the enclosure to the nominal volume 
position. On fixed-volume enclosures close the outlet and inlet flow streams. 
2.3.3. Turn on the ambient temperature control system (if not already on) and adjust 
it for an initial temperature of 308 K (35 °C) [309 K (36 °C)]. 
130 
2.3.4. When the enclosure stabilizes at 308 ± 2 K (35 ± 2 "C) [309 ± 2 K (36 ± 
2 °C)], seal the enclosure and measure the background concentration, 
temperature and barometric pressure. These are the initial readings CHCi, P{ 
and Tj used in the enclosure calibration. 
2.3.5. Inject a quantity of approximately 4 grams of propane into the enclosure. The 
mass of propane must be measured to an accuracy and precision of ± 0,2% 
of the measured value. 
2.3.6. Allow the contents of the chamber to mix for five minutes and then measure 
the hydrocarbon concentration, temperature and barometric pressure. These 
are the final readings CHCft Tf and Pf for the calibration of the enclosure as 
well as the initial readings CHCi, T} and P} for the retention check. 
2.3.7. Using the readings taken in Sections 2.3.4 and 2.3.6 and the formula in 
Section 2.4, calculate the mass of propane in the enclosure. This must be 
within ± 2% of the mass of propane measured in Section 2.3.5. 
2.3.8. For variable-volume enclosures unlatch the enclosure from the" nominal 
volume configuration. For fixed-volume enclosures, open the outlet and inlet 
flow streams. 
2.3.9. Start cycling the ambient temperature from 308 K (35 °C) to 293 K (20 °C) 
and back to 308 K (35 °C) [308,6 K (35,6 °C) to 295,2 K (22,2 °C) and 
back to 308,6 K (35,6 °C)] over a 24-hour period according to the profile 
[alternative profile] specified in Appendix 2 within 15 minutes of sealing the 
enclosure. (Tolerances as specified in Section 5.7.1 of Annex VI) 
2.3.10. At the completion of the 24-hour cycling period, measure and record the final 
hydrocarbon concentration, temperature and barometric pressure. These are 
the final readings CHCf, Tf and Pf for the hydrocarbon retention check. 
2.3.11. Calculate using the formula in Section 2.4, the hydrocarbon mass from the 
readings taken in Sections 2.3.10 and 2.3.6. The mass may not differ by more 
than 3% from the hydrocarbon mass given by Section 2.3.7. 
131 
2.4. Calculations 
The calculation of net hydrocarbon mass change within the enclosure is used 
to determine the chamber's hydrocarbon background and leak rate. Initial and 
final readings of hydrocarbon concentration, temperature and barometric 
pressure are used in the following formula to calculate the mass change. 
Mnc-k V 10"4 {9^L- Ç^J + MHC.M-MHC,. 
where: 
MHc = hydrocarbon mass in grams 
MHCou1 = mass of hydrocarbon exiting the enclosure, in the case of 
fixed-volume enclosures for diurnal emission testing (grams) 
MHc,i = mass °f hydrocarbon entering the enclosure, in the case of 
fixed volume enclosures for diurnal emission testing (grams) 
'HC hydrocarbon concentration in the enclosure (ppm carbon 
(NB: ppm carbon = ppm propane x 3)) 
V = enclosure volume in cubic mêtrbslas measured in Section 
T = ambient temperature in the enclosure, K, 
P = barometric pressure, kPa, 
k = 17,6; 
when: 
i is the initial reading. 
f is the final reading' 
132 
Appendix 2 
23. The following new Appendix 2 is added: 
'Appendix 2 
Diurnal Ambient Temperature Profile 
for the Calibration of the Enclosure 
and the Diurnal Emission Test Alternative Diurnal Ambient Temperature 
Profile for the Calibration of the Enclosure 
in Accordance with Annex I Section 1.2 , 
Time 
(hours) 
calibratio 
16 
17 
18 
19 
20 
21 
22 
23 
24 
0 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 test 
0 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 Temperature 
(°Q) 
20 
20,2 
20,5 
21,2 
23,1 
25,1 
27,2 
29,8 
31,8 
33,3 
34,4 
35 
34,7 
33,8 
32 
30 
28,4 
26,9 
25,2 
24 
23 
22 
20,8 
20,2 
20 Time Temperature 
(hours) (°C.) 
Ô 35^1 
1 35,3 
2 34,5 
3 33,2 
4 31,4 
5 29,7 
6 28,2 
7 27,2 
8 26,1 
9 25,1 
10 24,3 
11 23,7 
12 23,3 
13 22,9 
14 22,6 
15 22,2 
16 22,5 
17 24,2 
18 26,8 
19 29,6 
20 31,9 
21 33,9 
22 35,1 
23 35,4 
24 35,6 
133 
Annex VIII 
24. Annex VIII reads as follows: 
•ANNEX VIII 
SPECIFICATIONS OF REFERENCE FUELS 
1 TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING 
VEHICLES EQUIPPED WITH POSITIVE-IGNITION ENGINES 
Type: petrol, unleaded (regular, premium, super) 
Parameter 
Research octane 
number, RON 
Motor octane number, 
MON 
Density at 15 °C 
Reid vapour pressure, 
- summer period*} 
Distillation(4): 
- initial boiling point 
- evaporated at 100 °C 
- evaporated at 150 °C 
- final boiling point 
Residue 
Hydrocarbon analysis: 
- olefins 
- aromatics 
- benzene 
- saturates 
Carbon/hydrogen ratio 
Oxidation staf3ility(} 
Oxygen content 
Existent gum 
Sulphur content 
Copper corrosion at 
50 °C 
Lead content 
Phosphorous content Unit 
kg/l 
kPa 
°C 
% v/v 
% v/v 
°C 
% 
, % v/v 
% v/v 
% v/v 
min 
% m/m 
mg/ml 
% ppm 
g/l Limits(1) 
Minimum 
95,0 
85,0 
0,748 
56,0 
24 
49,0 
81,0 
190 
8 
29,0 
balance 
r a 
480 Maximum 
0,762 
60,0 
40 
57,0 
87,0 
215 
2 
14 
41,0 
2,0 
t i o 
2Ï3 
0,04 
150 
1 
0,005 
0,0013 Test Method(2) 
ISO 5164 
ISO 5163 
ASTM D 1298 
EN 12 
ASTM D 86 
ISO 3405 
ISO 3405 
ASTM D 86 
ASTM D 86 
ASTMD1319 
ASTMD1319 
EN 238 
ASTMD 1319 
ASTM D 525 
pr EN 1601 
ASTMD 381 
ISO 8754 
ASTMD 130 
EN 237 
ASTMD 3231 
(1) 
(2) 
(3) 
(4) 
(5) The values quoted in the specification are 'true values'. In establishment of 
their limit values the terms of ISO 4259 'Petroleum products - Determination 
and application of precision data in relation to methods of test' have been 
appliea and in fixing a minimum value, a minimum difference of_2R above 
zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). 
Notwithstanding this measure which is necessary for statistical reasons, the 
manufacturer or fuels should nevertheless aim at a zero value where the 
stipulated maximum value is 2R and at the mean value in the case of 
quotations of maximum and minimum limits. Should it be necessary to clarify 
the question as to whether a fuel meets the requirements of the specifications, 
the terms of ISO 4259 should be applied. 
Equivalent ISO methods will be adopted when issued for all properties 
listed above. 
The summer period extends from 1 April to 30 September of each year. 
The figures quoted shows the evaporated quantities (percentage recovered 
+ percentage loss). 
The fuel may contain exidation inhibitors and metal deactivators normally used 
to stabilize refinery gasoline streams, but détergent/dispersant additives and 
solvent oils must not oe added. 
134 
TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR 
TESTING VEHICLES EQUIPPED WITH A DIESEL ENGINE 
Type: Diesel fuel 
Parameter 
Cetane number1^ 
Density at 15 °C 
Distillation(4): 
- 50% point 
- 95% point 
- final boiling point 
Flash point 
CFPP 
Viscosity at 40 °C 
Polycyclic aromatic 
hydrocarbons 
Sulphur content 
Copper corrosion 
Conradson carbon 
residue (10% DR) 
Ash content 
Water content 
Neutralization 
(strong acid) 
number 
Oxidation stability(6) Unit 
kg/m3 
°C 
°C °c °c °c 
mm2/s 
% m/m 
% m/m 
% mass 
% mass 
% mass 
mg 
KOH/g 
mg/ml Limits(1) 
Minimum 
52,0 
833 
245 
345 
55 
2,5 
3 Maximum 
54 
837 
350 
370 
-5 
3,5 
6,0 
0,03 
1 
0,2 
0,01 
0,05 
0,02 
2,5 Test Method(2) 
ISO 5163 
ISO 3675 
ISO 3405 
ISO 3405 
ISO 3405 
ASTM D 93 
EN 116 
ASTM D 445 
prIP 391 
ISO 8754 
ASTMD 130 
ASTMD 189 
ASTM D 482 
ASTM D95/D 
1744 
ASTM 2274 
(1) 
(2) 
(3) 
(4) 
(5) 
(6) The values quoted in the specification are 'true values'. In establishment of 
. their limit values the terms of ISO 4259 'Petroleum products - Determination 
and application of precision data in relation to methods of test' have been 
applied and in fixing a minimum value, a minimum difference of 2R above 
zero has been taken into account; in fixing a maximum and minimum value, 
the minimum difference is 4R (R = reproducibility). 
Notwithstanding this measure, which is necessary for statistical reasons, the 
manufacturer of fuels should nevertheless aim at a zero value where the 
stipulated maximum value is 2R and at the mean value in the case of 
quotations of maximum and minimum limits. Should it be necessary jto clarify 
the question as to whether a fuel meets the requirements of the specifications, 
the terms of ISO 4259 should be applied. 
Equivalent ISO methods will be adopted when issued for all properties 
listed above. 
The range for cetane number is not in accordance with the requirement of a 
minimum range of 4R. However, in the case of dispute between fuel supplier 
and fuel user, the terms in ISO 4259 can be used to resolve such disputes 
provided replicate measurements of sufficient number to archive the necessary 
precision, are made in preference to single determinations. 
The figures quoted shows the evaporated quantities (percentage recovered + 
percentage loss). 
As from 1 January 2005. 
Even though oxidation stability is controlled, it is likely that self life will be 
limited. Advice should be sought from the supplier as to storage conditions 
and life. 
135 
Annex X 
25. A new Annex X is added to read as follows: 
Annex X 
CONTROL OF COMPLIANCE OF VEHICLES IN SERVICE 
1. INTRODUCTION 
1.1. This Annex describes the procedure referred to in Section 8 of Annex I for 
the control of compliance of vehicles in service. The procedure describes the 
selection and handling of test vehicles, in service survey testing and 
evaluation, the plan of remedial measures and its implementation . 
2. IN SERVICE SURVEY 
2.1. The in service survey will be performed by the approval authority which 
granted the original type-approval according to this Directive, according to 
procedures laid down in Section 5. 
2.2. The manufacturer shall be notified whenever the approval authority in a 
Member State, which granted the original type-approval in accordance with 
this directive, has determined that a vehicle type produced by that 
manufacturer, although properly maintained and used, does not conform to 
these provisions. 
2.3. When a manufacturer is notified that a vehicle type is in non-compliance 
with applicable requirements (including emission limit values) of this 
Directive, the manufacturer shall submit a plan of measures to the approval 
authority to remedy such non-compliance. 
2.4. Any vehicle approved according to the requirements of this Directive is 
subject to the provisions in this Annex. 
3. DEFINITIONS 
For the purpose of this Annex the following definitions apply. 
3.1. The terms used in this Annex X and not specifically defined shall have the 
meaning assigned to such terms in Annex I to this Directive, or if not defined 
in Annex I to this Directive, the meaning assigned to such terms in 
Directive 70/156/EEC. 
3.2. Tn Service Survey' means tests and evaluations of compliance conducted 
according to this Annex. 
3.3. 'Properly maintained and used' means for the purpose of a test vehicle that 
such a vehicle satisfies the criteria for acceptance of a selected vehicle of 
Section 5. 
4. SURVEY SCHEDULE 
4.1. The manufacturer will be notified 45 working days before the initiation of the 
in service survey of a vehicle type. 
* 
4.2. The manufacturer may submit a voluntary plan of remedial measures, drafted 
according to Section 6 at any time prior to completion of an in 
service survey. 
136 
5. SELECTION CRITERIA, MAINTENANCE, AND SURVEY TEST 
5.1. Emission tests and evaluations to determine whether a vehicle type conforms 
to the requirements shall be performed in accordance with the procedures of 
Section 5. The manufacturer shall have an opportunity to observe all the 
selection and testing and to inspect all vehicles tested under Section 5. In 
service survey testing of the on-board diagnostic system shall be performed 
in accordance with Section 5.5. Sections 5.2, 5.3 and 5.4 do not apply under 
OBD survey. 
5.2 The approval authority shall select vehicles for in service survey on a random 
base chosen in accordance with Appendix 1 to this Annex from vehicles 
within the selected vehicle type. The approval authority determines the 
vehicle selection. The vehicles for testing shall be representative of the 
vehicle type which they belong to and available for sale or sold in the EU. 
Selection criteria 
5.3. The criteria for acceptance of a selected vehicle follows from Sections 5.3.1 -
5.3.8. Information will be gathered through vehicle examination and a 
interview with the owner which may include a written survey by the 
manufacturer. 
5.3.1. The vehicle belongs to a vehicle type that is type-approved under this 
Directive and is accompanied with a Certificate of Conformity according to 
Directive 70/156/EEC. It shall be registered and privately used in the EU. 
5.3.2. The vehicle has been in service for less than 80 000 km or 5 years which 
ever occurs first. 
5.3.3. There is a maintenance record to show that the vehicle has been properly 
maintained, e.g. has been serviced in accordance with the manufacturer's 
recommendations. 
5.3.4. There is no indication of abuse (e.g., racing, overloading, misfuelling, or 
other misuse), or other factors (e.g., tampering) that would affect emissions 
performance. In the case of vehicles fitted with an OBD system, the 
information stored in its memory shall be taken into account. 
5.3.5 There has been no unauthorized major repair to the engine or major repair of 
the vehicle. 
5.3.6. Lead content and sulphur content of fuel sample from the vehicle tank meets 
applicable standards and there is no other evidence of misfuelling. Checks 
may be done in the exhaust pipe, etc. 
5.3.7. There is no indication of any problem that might jeopardize the safety of 
laboratory personnel. 
5.3.8. All emission control system components on the vehicle shall be in conformity 
with applicable type approval. 
137 
Diagnosis and restorative maintenance 
5.4. Diagnosis and restorative maintenance will be performed on vehicles 
accepted for testing, prior to in service survey testing, according to Sections 
5.4.1-5.4.8. 
5.4.1. Check air filter, all drive belts, all fluid levels, radiator cap, all vacuum hoses 
and electrical wiring related to emissions control for integrity; check ignition, 
fuel metering and emission control system components for maladjustments 
and/or tampering. Record all discrepancies. 
5.4.2. Check the integrity of the OBD system; record all malfunction information 
stored in the OBD memory; make all repairs necessary for extinguishing all 
malfunction indications. 
5.4.3. If the OBD malfunction indicator registers a malfunction during a 
preconditioning cycle or emission test cycle, the fault may be identified and 
repaired. The test may be rerun, and the results from that repaired vehicle 
may be used. 
5.4.4. Check ignition system and replace defective components; i.e., spark plugs, 
wires, etc. 
5.4.5. Check compression. 
5.4.6. Check and adjust engine parameters to manufacturer's specifications. 
5.4.7. If the vehicle is [before]within 800 km of a scheduled maintenance service, 
that maintenance will be performed according to the manufacturer's service 
instructions. Regardless of odometer reading, change of oil and air filter may 
be performed at the request of the manufacturer. 
5.4.8. Upon acceptance of the vehicle the fuel shall be replaced with appropriate 
emission test reference fuel, unless the manufacturer accepts1 the use of 
market fuel. 
In service survey testing and evaluation of results 
5.5. Applicable emission tests in accordance with this Directive will be performed 
on vehicles selected in accordance with the requirements of Sections 5.3 and 
5.4 and after being pre-conditioned. 
5.6. Vehicles equipped with an OBD system will be checked for proper durability 
of the malfunction indication, etc., in relation to levels of -emissions 
(e.g. malfunction indication limits defined in Annex XI) for the 
type-approved specification. 
5.6.1. The OBD system may be tested for, e.g., levels of emissions above applicable 
limit values with no malfunction indication, systematic erroneous activation 
of the malfunction indication, and identified faulty or deteriorated 
components in the OBD system. 
5.6.2. If a component or system that operates outside of the particulars in the type-
approval certificate and/or information package for such vehicle type and 
such deviation has not been authorized under Article 5 (3) or 5 (4) of 
Directive 70/156/EEC with no malfunction indication by the OBD, the 
component or system shall not be replaced prior to emission testing, unless 
it is determined that the component or system has been tampered with or 
abused in such a manner that the OBD does not detect the resulting 
malfunction. 
138 
5.7. The test results are submitted to the evaluation procedure in accordance with 
Appendix 1 of this Directive. 
5.8. Within 10 working days after concluding the test, the results of the test and 
of the evaluation referred to in Section 5.7 shall be submitted to the 
manufacturer. 
5.9. The manufacturer shall have, as far as possible, the opportunity to make such 
inspections and investigations of vehicles whose test results do not comply 
with the limit value for any pollutant applicable under this Directive to 
determine the existence of any improper maintenance, misuse, misfuelling, 
tampering or abuse that was not reasonably discoverable prior to the 
commencement of testing. 
5.10. Within 25 working days from receiving the test results, the manufacturer may 
submit a statement based on additional investigation on sample vehicles to 
the authority concerning the performance of the testing or the determination 
of a non-compliance. The statement, if any, will be enclosed in the test 
report. The authority shall give due regard to the manufacturer's statement in 
determing whether a non-compliance exists. 
5.11. Within 10 working days after the time limit of Section 5.10 has elapsed, the 
authority shall finalize the test report and take a decision on compliance and 
non-compliance. Non-compliance shall be declared when for any single 
pollutant the result of the evaluation referred in Section 5.7 exceed the limit 
values given in Section 5.3.1.4 of Annex I to this Directive. Test results shall 
not be multiplied by deterioration factors. 
6. PLAN OF REMEDIAL MEASURES 
6.1. When the manufacturer is notified that a vehicle type is in non-compliance 
according to the requirements of these provisions, the manufacturer shall 
submit to the approval authority a plan of remedial measures to remedy the 
non-compliance. These plan of remedial measures can address vehicles in 
service, vehicles under production as well as amendements to the type-
approval, if appropriate. 
6.2. The plan of remedial measures shall be filed with the approval authority not 
later than 45 working days from the date of the notification issued according 
to Section 5.10. The approval authority shall within 20 working days declare 
the approval or disapproval of the plan of remedial measures. 
6.2.1. The accaptence of the plan of remedial measures may be subject to 
conditions required by the approval authority. -
6.2.2. The approval authority may specify an extended time limit for submitting a 
plan of remedial measures by up to 60 working days if the manufacturer in 
writing showed good cause for such extension. 
6.2.3. When the approval authority cannot approve the plan of remedial measures 
it may take other measures in accordance with Article 11 (2) (a) to 
Directive 70/156/EEC. 
6.3. The approval authority shall notify all Member States of its decision 
concerning the plan of remedial measures and supply all Member States with 
the plan of remedial measures. 
139 
The plan of remedial measures 
6.4. The plan of remedial measures shall have the content specified in 
Sections 6.4.1 - 6.4.11. The manufacturer shall give the plan of remedial 
measures a unique identifying name or number. 
6.4.1. A description of each vehicle type included in the plan of remedial measures. 
6.4.2. A description of the specific modifications, alterations, repairs, corrections, 
adjustments, or other changes to be made to bring the vehicles into 
conformity including a brief summary of the data and technical studies which 
support the manufacturer's decision as to the particular remedial changes to 
be used in correcting the non-compliance. 
6.4.3. A description of the method by which the manufacturer will inform the 
vehicle owners. 
6.4.4. A description of the proper maintenance or use, if any, upon which the 
manufacturer conditions eligibility for repair under the plan of "remedial 
measures, and an explanation of the manufacturer's reasons for imposing any 
such condition. No maintenance or use conditions may be imposed unless it 
is demonstrably related to the non-compliance and the remedial measures. 
6.4.5. A description of the procedure to be followed by vehicle owner to obtain 
correction of the non-compliance. This shall include a date after which when 
the non-compliance may be remedied, the estimated time for the workshop 
to perform the remedy, and where the remedy can be done. The repair shall 
be done expediently, within a reasonable time after delivery of the vehicle. 
6.4.6. A copy of the information transmitted to the vehicle owner. 
6.4.7. A brief description of the system which the manufacturer will use to assure 
an adequate supply of component or system, for fulfilling the remedial action. 
It shall be indicated when there will be an adequate supply of component or 
system to initiate the campaign. 
6.4.8. A copy of all instructions to be sent to those persons who are to perform 
the repair. 
6.4.9. A description of the impact of the proposed remedy on the emissions, fuel 
consumption, driveabiliry, and safety of each vehicle type, included the plan 
of remedial measures with data, technical studies etc. which supports 
these conclusions. 
6.4.10. Any other information, reports or data the approval authority reasonably may 
determine is necessary to evaluate the plan of remedial measures. 
6.4.11. In the case the plan of remedial measures includes a recall, a description of 
the méthode for recording the repair shall be submitted to the type approval 
authority. In the case a label is used an exemple of it shall be submitted. 
6.5. The manufacturer may be required to conduct tests on components and 
vehicles incorporating a proposed change, repair, or modification reasonably 
designed and necessary to demonstrate the effectiveness of the change, repair, 
or modification. 
6.6. The manufacturer is responsible for keeping a record of every vehicle 
recalled and repaired and the workshop which performed the repair. The 
approval authority shall have access to the record after request for a period 
of 5 years from the implementation of the plan of remedial measures. 
140 
7. IMPLEMENTATION OF THE PLAN OF REMEDIAL MEASURES 
7.1. A recall campaign is commencing after decision by the Member State, based 
on the approved plan of remedial measures. The manufacturer, or his/her 
representative, is responsible for conducting the campaign according to the 
approved plan of remedial measures. 
7.1.1. If theplan of remedial measures is not carried in the approved time limits 
fixed in the remedial plan and the manifacturer cannot justify the exceed of 
the time limits, the approval authority can take measures in accordance with 
Article ll(2)(a) to Directive 70/156/EEC. 
7.2. The notification of the vehicle owner shall be done expeditiously. This 
notification shall include all relevant information relating the necessary repair 
of the vehicle. 
7.3. The manufacturer shall provide a copy of all communication related to the 
plan of remedial measures. He/she shall also maintain a record onlhe recall 
campaign, and supply regularly status reports to the approval authority. 
141 
Annex XI 
26. A new Annex XI is added to read as follows: 
Annex XI 
ONBOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES 
1. SCOPE 
This Annex applies to the functional aspects of on-board diagnostic (OBD) 
systems for the emission control of all motor vehicles of category M,(1)) 
equipped with positive-ignition engines and all motor vehicles of categories Mi 
equipped with compression-ignition engines covered by Article 1 of 
this Directive. 
2. DEFINITIONS 
For the purposes of this Annex: 
2.1. 'OBD' means an on-board diagnostics system for emission control which shall 
have the capability of identifying the likely area of malfunction by means of 
fault codes stored in computer memory. 
2.2. 'Vehicle type' means a category of power driven vehicles which do not differ 
in such essential engine and OBD system characteristics as defined in 
Appendix 5. 
2.3. 'Vehicle family' means a manufacturer's grouping of vehicles which, through 
their design, are expected to have similar exhaust emission and OBD system 
characteristics. Each engine of this family must have complied with the 
requirements of this Directive. 
2.4. 'Emission control system' means the electronic engine management controller 
and any emission related component in the exhaust or evaporative system 
which supplies an input to or receives an output from this controller. 
2.5. 'Malfunction indicator (MI)' means a visible or audible indicator that clearly 
informs the driver of the vehicle in the event of a malfunction of any emission 
related component connected to the OBD system, or the OBD system itself. 
2.6. 'Malfunction' means the failure of an emission related component or system 
that would result in emissions exceeding the limits in Section 5.3.2 of 
this Annex. 
2.7. 'Secondary air' refers to air introduced into the exhaust system by means of a 
pump or aspirator valve or other means that is intended to aid in the oxidation 
of HC and CO contained in the exhaust gas stream. 
(1) As defined in Annex II Section A of Directive 70/156/EEC. 
142 
2.8. 'Engine misfire' means lack of combustion in the cylinder of a positive 
ignition engine due to absence of spark, poor fuel metering, poor 
compression or any other cause. In terms of OBD monitoring it is that 
percentage of misfires out of a total number of firing events (as declared by 
the manufacturer) that would result in emissions exceeding the limits given 
in Section 5.3.2 or that percentage that could lead to an exhaust catalyst, or 
catalysts, overheating causing irreversible damage. 
2.9. 'Type I test' means the driving cycle (Parts One and Two) used for emission 
approvals, as detailed in Annex III, Appendix 1. 
2.10. 'A driving cycle' consists of engine start-up, a driving mode where a 
malfunction would be detected if present, and engine shut-off. 
2.11. 'A warm-up cycle1 means sufficient vehicle operation such that the coolant 
temperature has risen by at least 22 K from engine starting and reaches a 
minimum temperature of 343 K (70 °C). 
2.12. 'Fuel trim' refers to feedback adjustments to the base fuel schedule. 
Short-term fuel trim refers to dynamic or instantaneous adjustments. 
Long-term fuel trim refers to much more gradual adjustments to the fuel 
calibration schedule than short-term trim adjustments. These long-term 
adjustments compensate for vehicle differences and gradual changes that 
occur over time. 
2.13. 'Calculated load value' refers to an indication of the current airflow divided 
by peak airflow, where peak airflow is corrected for altitude, if available. 
This definition provides a dimensionless number that is not engine specific 
and provides the service technician with an indication of the percent engine 
capacity that is being used (with wide open throttle as 100%); 
CLV - Current airflow , Atm. pressure(at sea levfl 
Peak aIrflow(al sea lev$l Barometric pressure 
2.14. 'Permanent emission default mode' refers to a case where the engine 
management controller permanently switches to a setting that does not 
require an input from a failed component or system where such a failed 
component or system would result in an increase in emissions from the 
vehicle to a level above the limits given in Section 5.3.2 of this Annex. 
2.15. 'Power Take-Off unit' means an engine driven output provision for the 
purposes of powering auxiliary, vehicle mounted, equipment. 
143 
3. APPLICATION FOR EC TYPE-APPRO VAL 
3.1. The application conforming to Annex I, Section 3 is accompanied by the 
additional information required in Appendix 5 together with: 
3.1.1. a declaration by the manufacturer of: 
3.1.1.1. in the case of vehicles equipped with positive-ignition engines, the 
percentage of misfires out of a total number of firing events that would 
result in emissions exceeding the limits given in Section 5.3.2 of this Annex 
if that percentage of misfire had been presem from the start of a Type I test 
as described in Section 5.3.1 of Annex III; 
3.1.1.2. in the case of vehicles equipped with positive-ignition engines, the 
percentage of misfires out of a total number of firing events that could 
lead to an exhaust catalyst, or catalysts, overheating prior to causing 
irreversible damage; 
3.1.2. detailed written information fully describing the functional "operation 
characteristics of the OBD system, including a listing of all relevant parts 
of the vehicle's emission control system, i.e. sensors, actuators and 
components, that are monitored by the OBD system; 
3.1.3. a description of the MI used by the OBD system to signal the presence of 
a fault to the driver of the vehicle; 
3.1.4. the manufacturer shall describe provisions taken to prevent tampering and 
modification of the emission control computer; 
3.1.5. when appropriate, copies of other type-approvals with the relevant data to 
enable extensions of approvals; 
3.1.5.1. if applicable, the particulars of the vehicle family as referred to in 
Appendix 6. 
3.2. For the tests described in Section 5 of this Annex, a vehicle representative 
of the vehicle types or vehicle family fitted with the OBD system to be 
approved must be submitted to the technical service responsible for the 
type-approval test. If the technical service determines that the submitted 
vehicle does not fully represent the vehicle type or vehicle family described 
in Appendix 6, an alternative, and if necessary, an additional vehicle shall 
be submitted for test according to Section 5 of this Annex. 
4. GRANTING OF EC TYPE-APPROVAL 
4.1. The certificate conforming to Annex I, Section 4, is accompanied by the 
Addendum for which a model is given in Appendix 7. 
5. REQUIREMENTS AND TESTS 
5.1. All vehicles shall be equipped with an OBD system so designed, 
constructed and installed in a vehicle to enable it to identify types of 
deterioration or malfunction over the entire life of the vehicle. In achieving 
this objective the approval authority shall accept that vehicles which have 
travelled distances in excess of the Type V durability distance, referred to 
in Section 5.3.1, may show some deterioration in OBD systeih performance 
such that the emission limits given in Section 5.3.2 may be exceeded before 
the OBD system signals a failure to the driver of the vehicle. 
144 
5.2. The OBD system must be so designed, constructed and installed in a 
vehicle to enable it to comply with the requirements of this Annex during 
conditions of normal use. 
5.2.1. Temporary disablement of the OBD system. 
5.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is 
affected by low fuel levels. Disablement shall not occur when the fuel tank 
level is above 15 percent of the nominal capacity of the fuel tank. 
5.2.1.2. A manufacturer may disable the OBD system at ambient engine starting 
temperatures below 266 K (-7 °C) or at elevations over 2 500 metres above 
sea level provided the manufacturer submits data and/or an 
engineering evaluation which adequately demonstrate that monitoring would 
be unreliable when such conditions exist. A manufacturer may also request 
disablement of the OBD system at other ambient engine 
starting temperatures if he demonstrates to the authority with data and/or 
an engineering evaluation that mis-diagnosis would occur under 
such conditions. 
5.2.1.3. For vehicles designed to accommodate the installation of Power Take-Off 
units, disablement of affected monitoring systems is permitted provided 
disablement occurs only when the Power Take-Off unit is active. 
5.2.2. Engine Misfire - vehicles equipped with positive-ignition engines. 
5.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria, 
than that declared to the authority, under specific engine speed and load 
conditions where it can be demonstrated to the authority that the detection 
of lower levels of misfire wouH be unreliable. 
5.2.2.2. Manufacturers who can demonstrate to the authority that the adoption of 
higher misfire percentages would still lead to unreliable detection may 
disable the monitoring system when such conditions exist. 
5.3. Description of tests. 
5.3.1. The tests are carried out on the vehicle used for the Type V durability test, 
given in Annex VII, and using the test procedure in Appendix I to this 
Annex. Tests are carried out at the conclusion of the Type V durability 
testing. When no Type V durability testing is carried out, or at the request 
of the manufacturer, a suitably aged and representative vehicle may be used 
for these OBD demonstration tests. 
5.3.2. The OBD system shall indicate the failure of an emissions related 
component or system when that failure results in an increase in emissions 
above the limits given below: 
CO HC NOx PM°> 
Engine Type (g/km) (g/km) (g/km) (g/km) 
Positive-ignition 3,2 0,4 0,6 
Compression-ignition 3,2 0,4 1,2 0,18 
(1) for compression-ignition engines only 
145 
5.3.3. Monitoring requirements for vehicles equipped with positive-ignition 
engines 
In satisfying the requirements of Section 5.3.2 the OBD system shall, at a 
minimum, monitor for: 
5.3.3.1. Reduction in the efficiency of the catalytic converter with respect to the 
emissions of HC only; 
5.3.3.2. The presence of engine misfire in the engine operating region bounded by 
the following lines: 
(a) A maximum speed of 4 500 min"1 or 1 000 min"1 greater than the 
highest speed occurring during a Type I test cycle, whichever is 
the lower; 
(b) The positive torque line (i.e. engine load with the transmission 
in neutral); 
(c) A line joining the following engine operating points: the positive 
torque line at 3 000 min"1 and a point on the maximum speed line 
defined in (a) above with the engine's manifold vacuum at 13,33 kPa 
lower than that at the positive torque line. 
5.3.3.3. Oxygen sensor deterioration 
5.3.3.4. Other emission control system components or systems, or emission-related 
powertrain components or systems which are connected to a computer, the 
failure of which may result in tailpipe emissions exceeding the limits given 
in Section 5.3.2; 
5.3.3.5. Any other emission-related powertrain component connected to a computer 
shall be monitored for circuit continuity; 
5.3.3.6. The electronic evaporative emission purge control shall, at a minimum, be 
monitored for circuit continuity. 
5.3.4. Monitoring requirements for vehicles equipped with compression-ignition 
engines. 
In satisfying the requirements of Section 5.3.2 the OBD system 
shall monitor: 
5.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter; 
5.3.4.2. Where fitted, the functionality and integrity of the particulate trap; 
5.3.4.3. The fuel injection system electronic fuel quantity and timing actuator(s) will 
be.monitored for circuit continuity and total functional failure; 
5.3.4.4. Other emission control system components or systems, or emission-related 
powertrain components or systems, which are connected to a computer, the 
failure of which may result in tailpipe emissions exceeding the limits given 
in Section 5.3.2. Examples of such systems or components are those for 
monitoring and control of air mass-flow, air volumetric flow (and 
temperature), boost pressure and inlet manifold pressure (and relevant 
sensors to enable these functions to be carried out). 
5.3.4.5. Any other emission-related powertrain component connected to a computer 
shall be monitored for circuit continuity. 
146 
5.3.5. Manufacturers may demonstrate to the approval authority that certain 
components or systems need not be monitored if, in the event of their total 
failure or removal, emissions do not exceed the emission limits given in 
Section 5.3.2 of this Annex. 
5.4. A sequence of diagnostic checks will be initiated at each engine start and 
completed at least once provided that the correct test conditions are met. 
The test conditions shall be selected in such a way that they all occur under 
normal driving as represented by the Type I test. 
5.5. Activation of malfunction indicator. 
5.5.1. The OBD system shall incorporate a malfunction indicator (MI) readily 
perceivable to the vehicle operator. The MI shall not be used for any other 
purpose except to indicate emergency start-up or limp-home routines to the 
driver. The MI shall be in all reasonable lighting conditions. When 
activated, it shall display a symbol in conformance with ISO 2575(2)). A 
vehicle shall not be equipped with more than one general purpose MI for 
emission-elated problems. Separate specific purpose warning lights (e.g. 
brake system, fasten seat belt, oil pressure, etc.) are permitted. The use of 
red for a MI is prohibited. 
5.5.2. For strategies requiring on average between three and ten driving cycles for 
MI activation, the manufacturer shall provide data and/or an engineering 
evaluation which adequately demonstrates that the monitoring system is 
equally effective and timely in detecting component deterioration. Strategies 
requiring on average more than ten driving cycles for MI activation shall 
not be accepted. The MI shall also activate whenever the engine control 
enters a permanent emission default mode of operation if the emission 
limits given in Section 5.3.2 are exceeded. The MI shall operate in a 
distinct warning mode, e.g. a flashing light, under any period during which 
engine misfire occurs at a level likely to cause catalyst damage, as specified 
by the manufacturer. The MI shall also activate when the vehicle's ignition 
is in the "key-on" position before engine starting or cranking and de­
activate after engine starting if no malfunction has previously been detected. 
5.6. Fault code storage. 
The OBD system shall record code(s) indicating the status of the emission 
control system. Separate status codes shall be used to identify correctly 
functioning emission control systems and those emission control systems 
which need further vehicle operation to be fully evaluated. Fault codes that 
cause MI activation due to deterioration or malfunction or permanent 
emission default modes of operation shall be stored and that fault code shall 
identify the type of malfunction. 
5.6.1. In the case of vehicles equipped with positive-ignition engines, misfiring 
cylinders need not be uniquely identified if a distinct single or multiple 
cylinder misfire fault code is stored. 
(2) International Standard ISO 2575-1982 (E), entitled "Road vehicles - Symbols for 
controls, indicators and tell-tales", Symbol Number 4.36. 
147 
5.7. Extinguishing the MI. 
5.7.1. For misfire malfunctions at levels likely to cause catalyst damage (as 
specified by the manufacturer), the MI may be switched to the normal mode 
of activation if the misfire is not present any more, or if the engine is 
operated after changes to speed and load conditions where the level of 
misfire will not cause catalyst damage. 
5.7.2. For all other malfunctions, the MI may be de-activated after three 
subsequent sequential driving cycles during which the monitoring system 
responsible for activating the MI ceases to detect the malfunction and if 
no other malfunction has been identified that would independently activate 
the MI. 
5.8. Erasing a fault code. 
5.8.1. The OBD system may erase a fault code and freeze-frame information if the 
same fault is not re-registered in at least 40 engine warm-up cycles. 
5.9. Provisions for system security. 
5.9.1. Any vehicle with an emission control computer shall include features to 
deter modification, except as authorized by the manufacturer. Any 
reprogrammable computer codes or operating parameters must be resistant 
to tampering and the computer and any related maintenance instructions 
must conform to the provisions in SAE J2186 "E/E Data Link Security" 
(ISO XXX-8). Any removable calibration memory chips shall be potted, 
encased in a sealed container or protected by electronic algorithms and shall 
not be changeable without the use of specialised tools and procedures. 
5.9.2. Computer-coded engine operating parameters shall not be changeable 
without the use of specialised tools and procedures (e.g. soldered or potted 
computer components or sealed (or soldered) computer enclosures). 
5.9.3. In the case of mechanical fuel injection pumps fitted to compression-
ignition engines, manufacturers shall take adequate steps to protect 
the maximum fuel delivery setting from tampering while the vehicle is 
in service. 
5.9.4. Manufacturers may apply to the approval authority for an exemption to this 
requirement for those vehicles which are unlikely to require protection. The 
criteria that the approval authority will evaluate in considering an exemption 
will include, but are not limited to, the current availability of performance 
chips, the high performance capability of the vehicle and the probable sales 
volume of the vehicle. 
5.9.5. Manufacturers using programmable computer code systems (e.g. Electrical 
Erasable Programmable Read-Only Memory, EEPROM) shall employ 
proven methods to deter unauthorized reprogramming. Manufacturers shall 
include enhanced tamper protection strategies including data encryption 
using methods to secure the encryption algorithm and write protect features 
requiring electronic access to an off-site computer maintained by the 
manufacturer. Equivalent methods may be considered by the authority. 
5.9.6. Anti-tampering features should not preclude the use of replacement parts 
which give the equivalent level of emission control. 
148 
6. EXTENSION OF EC TYPE-APPROVAL 
6.1. Approval granted to a vehicle type with respect to the OBD system may be 
extended to different vehicle types belonging to the same vehicle-OBD 
family as described in Appendix 6. The engine emission control system 
must be identical to that or the vehicle already approved and comply with 
the description of the OBD engine family given in Appendix 6, regardless 
of the following vehicle characteristics: 
- combustion process 
- engine accessories 
- method of engine fuelling 
- tyres 
- equivalent inertia 
- cooling system 
- overall gear ratio 
- transmission type 
- type of bodywork 
7. CONFORMITY OF PRODUCTION OF A VEHICLE EQUIPPED WITH 
AN OBD SYSTEM 
7.1. When the approval authority determines that the quality of production 
seems unsatisfactory a vehicle is randomly taken from the series and 
subjected to the tests described in Appendix 1. 
7.2. If the vehicle taken from the series does not satisfy the requirements of 
Section 7.1.5.2 a further random sample of three vehicles shall be taken 
from the series and subjected to the tests described in Appendix 1. The tests 
may be carried out on vehicles which have been run-in a minimum of 
3 000 km. 
7.3. The production is deemed to conform if at least 3 vehicles meet the 
requirements of the tests described in Appendix 1. 
8. ALTERNATIVE REQUIREMENTS 
8.1. Manufacturers may obtain type-approval on the basis of the alternative 
technical requirements given in Section 8.1.1 and 8.1.2, subject to the 
additional requirements of Sections 8.1.3, 8.1.4 and 8.1.5: 
8.1.1. Federal Register 40 CFR Part 86 Subpart A, entitled "Control of 
Air Pollution From New Motor Vehicles and New Motor Vehicle Engines; 
Regulations Requiring On-Board Diagnostic Systems on 1994 and Later 
Model Year Light-Duty Vehicles and Light-Duty Trucks", published by the 
US Government Printing Office, Washington, DC 20402. 
8.1.2. Section 1968.1 of Title 13, California Code of Regulations (CCR), entitled 
"Malfunction and Diagnostic Systems Requirements - 1994 and Subsequent 
Model Year Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles 
and Engines". 
149 
8.1.3. The application for approval shall include a written statement that the 
vehicle family conforms to this Annex. The application for approval to this 
Annex shall include the complete documentation to meet the requirements 
of either Section 8.1.1 or 8.1.2 and the documentation required in 
Appendix 5 of this Annex. 
8.1.4. The MI shall comply with the requirements of Section 5.5 of this Annex. 
8.1.5. If type-approval is granted according to the requirements of this Section, 
Section 7 of this Annex shall continue to apply for conformity of 
production checking. 
150 
Appendix 1 
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD) SYSTEMS 
1. INTRODUCTION 
This Appendix describes the procedure of the test according to Section 5 of 
this Annex. The procedure describes a method for checking the function of 
the on-board diagnostic (OBD) system installed on the vehicle by failure 
simulation of relevant systems in the engine management or emission 
control system. It also sets procedures for determining the durability of 
OBD systems. 
The manufacturer shall make available the defective components and/or 
electrical devices which would be used to simulate failures. Having 
simulated a failure the OBD system is approved if the MI is activated when 
the vehicle emissions exceed die limits of Section 5.3.2 by less than [20%]. 
2. DESCRIPTION OF TEST 
2.1. The testing of OBD systems consists of the following phases: 
- simulation of malfunction of a component of the engine management or 
emission control system; 
- preconditioning of the vehicle with a simulated malfunction over at least 
one Type I test or specific preconditioning cycle specified by 
the manufacturer; 
- driving the vehicle with a simulated malfunction over the Type I test 
cycle and measuring the emissions of the vehicle; 
- determining whether the OBD system reacts to the simulated malfunction 
and indicates malfunction in an appropriate manner to the vehicle driver. 
2.2. Alternatively, at the request of the manufacturer, malfunction of one or 
more components may be electronically simulated according to the 
requirements of Section 6 of this Appendix. 
2.3. Manufacturers may request that monitoring take place outside the Type I 
test cycle if it can be demonstrated to the authority that monitoring during 
conditions encountered during the Type I test cycle would impose restrictive 
monitoring conditions when the vehicle is used in service. 
3. TEST VEHICLE AND FUEL 
3.1. Vehicle 
The test vehicle must meet the requirements of Section 3.1 of Annex III. 
3.2. Fuel 
The appropriate reference fuel as described in Annex IX must be used 
for testing. 
151 
4. TEST TEMPERATURE AND PRESSURE 
4.1. The test temperature and pressure must meet the requirements of the Type 
I test as described in Annex III. 
5. TEST EQUIPMENT 
5.1. Chassis dynamometer 
The chassis dynamometer must meet the requirements of Annex III. 
6. OBD TEST PROCEDURE 
6.1. The operating cycle on the chassis dynamometer shall meet the 
requirements of Annex III. 
6.2. Vehicle preconditioning 
6.2.1. According to the engine type and after introduction of one of the failure 
modes given in Section 6.3, the vehicle shall be preconditioned by driving 
at least two consecutive Type I tests (Parts One and Two). For compression 
ignition engined vehicles an additional preconditioning of two Part Two 
cycles is permitted. At the request of the manufacturer, alternative 
preconditioning methods may be used. 
6.3. Failure modes to be tested. 
6.3.1. Positive-ignition engined vehicles. 
6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or 
electronic simulation of such a failure. 
6.3.1.2. Engine misfire conditions according to the conditions for misfire monitoring 
given in Section 5.3.3.2 of this Annex. 
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective oxygen 
sensor or electronic simulation of such a failure. 
6.3.1.4. Electrical disconnection of any other emission-related powertrain component 
connected to a computer. 
6.3.1.5. Electrical disconnection of the electronic evaporative purge control device 
(if equipped). 
6.3.2. Compression-ignition engined vehicles. 
6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defective 
catalyst or electronic simulation of such a failure. 
6.3.2.2. Where fitted, total removal of the particulate trap or, where sensors are an 
integral part of the trap, a defective trap assembly. 
6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity and 
timing actuator. 
6.3.2.4. #Electrical disconnection of any other emission-related powertrain component 
connected to a computer. 
152 
6.3.2.5. In meeting the requirements of Sections 6.3.2.3 and 6.3.2A, and with the 
agreement of the approval authority, the manufacturer shall take appropriate 
steps to demonstrate that the OBD system will indicate a fault when 
disconnection occurs. 
6.4. OBD system test. 
6.4.1. Vehicles fitted with positive-ignition engines. 
6.4.1.1. After vehicle preconditioning according to Section 6.2 above, the test 
vehicle shall be driven over a Type I test (Parts One and Two). The MI 
must activate before the end of this test under any of the conditions given 
in Sections 6.4.1.2 to 6.4.1.5 of this Appendix. The technical service may 
substitute those conditions by others in accordance with Section 6.4.1.6. 
However, the total number of failures simulated shall not exceed 4 for the 
purpose of type-approval. 
6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst or 
electronic simulation of a deteriorated or defective catalyst that "results in 
emissions exceeding the HC limit given in Section 5.3.2 of this Annex. 
6.4.1.3. An induced misfire condition according to the conditions for misfire 
monitoring given in Section 5.3.3.2 of this Annex that results in emissions 
exceeding any of the limits given in Section 5.3.2 of this Annex. 
6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective oxygen 
sensor or electronic simulation of a deteriorated or defective oxygen sensor 
that results in emissions exceeding any of the limits given in Section 5.3.2 
of this Annex. 
6.4.1.5. Electrical disconnection of the electronic evaporative purge control device 
(if equipped). 
6.4.1.6. Electrical disconnection of any other emission-related powertrain component 
connected to a computer that results in emissions exceeding any of the 
limits given in Section 5.3.2 of this Annex. 
6.4.2. Vehicles fitted with compression-ignition engines. 
6.4.2.1. After vehicle preconditioning according to Section 6.2 above, the test 
vehicle shall be driven over a Type I test (Parts One and Two). The MI 
must activate before the end of this test under any of the conditions given 
in Sections 6.4.2.2 to 6.4.2.5 of this Appendix. 
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defective 
catalyst or electronic simulation of a deteriorated or defective catalyst that 
results in emissions exceeding limits given in Section 5.3.2 of this Annex. 
6.4.2.3. Where fitted, total removal of the particulate trap or replacement of the 
particulate trap with a defective particulate trap meeting the conditions of 
Section 6.3.2.2 of this Appendix that results in emissions exceeding the 
limits given in Section 5.3.2 of this Annex. 
6.4.2.4. With reference to Section 6.3.2.5 of this Appendix, disconnection of any 
fuelling system electronic fuel quantity and timing actuator that results in 
emissions exceeding any of the limits given in Section 5.3.2 of this Annex. 
153 
6.4.2.5. With reference to Section 6.3.2.5 of this Appendix, disconnection of any 
other emission-related powertrain component connected to a computer that 
results in emissions exceeding any of the limits given in Section 5.3.2 of 
this Annex. 
6.5. Diagnostic Signals 
6.5.1.1. Upon determination of the first malfunction of any component or system, 
"freeze frame" engine conditions present at the time shall be stored in 
computer memory. Should a subsequent fuel system or misfire malfunction 
occur, any previously stored freeze frame conditions shall be replaced by 
the fuel system or misfire conditions (whichever occurs first). Stored engine 
conditions shall include, but are not limited to calculated load value, engine 
speed, fuel trim value(s) (if available), fuel pressure (if available), vehicle 
speed (if available), coolant temperature, intake manifold pressure (if 
available), closed- or open-loop operation (if available) and the fault code 
which caused the data to be stored. The manufacturer shall choose the most 
appropriate set of conditions facilitating effective repairs for freeze frame 
storage. Only one frame of data is required. Manufacturers may "choose to 
store additional frames provided that at least the required frame can be read 
by a generic scan tool meeting the specifications of Sections 6.5.3.2 and 
6.5.3.3. If the fault code causing the conditions to be stored is erased in 
accordance with Section 5.7 of this Annex, the stored engine conditions 
may also be erased. 
6.5.1.2. If available, the following signals in addition to the required freeze frame 
information shall be made available on demand through the serial port on 
the standardised data link connector, if the information is available to the 
on-board computer or can be determined using information available to the 
on-board computer: diagnostic trouble codes, engine coolant temperature, 
fuel control system status (closed loop, open loop, other), fuel trim, ignition 
timing advance, intake air temperature, manifold air pressure, air flow rate, 
engine speed, throttle position sensor output value, secondary air status 
(upstream, downstream or atmosphere), calculated load value, vehicle speed 
and fuel pressure. 
The signals shall be provided in standard units based on the specifications 
given in Section 6.5.3 of this Appendix. Actual signals shall be clearly 
identified separately from default value or limp home signals. In addition, 
the capability to perform bi-directional diagnostic control based on the 
specifications given in Section 6.5.3 of this Appendix shall be made 
available on demand through the serial port on the standardised data link 
connector according to the specifications given in Section 6.5.3 of 
this Appendix. 
6.5.1.3. For all emission control systems for which specific on-board evaluation 
tests are conducted (catalyst, oxygen sensor, etc.), except misfire detection, 
fuel system monitoring and comprehensive component monitoring, the 
results of the most recent test performed by the vehicle and the limits to 
which the system is compared shall be made available through the serial 
data port on the standardised data link connector according to the 
specifications given in Section 6.5.3 of this Appendix. For the monitored 
components and systems excepted above, a pass/fail indication for the most 
recent test results shall be available through the data link connector. 
154 
6.5.1.4. The OBD requirements to which the vehicle is certified (i.e. this Annex or 
the alternative requirements specified in Section 8 of this Annex) and the 
major emission control systems monitored by the OBD system consistent 
with Section 6.5.3.3 of this Appendix shall be available through the serial 
data port on the standardised data link connector according to the 
specifications given in Section 6.5.3 of this Annex. 
6.5.2. The emission control diagnostic system is not required to evaluate 
components during malfunction if such evaluation would result in a risk to 
safety or component failure. 
6.5.3. The emission control diagnostic system shall provide for standardised access 
and conform with the following ISO and/or SAE standards. Some of the 
ISO standards have been derived from Society of Automotive Engineers 
standards and Recommended Practices. Where this is the case the 
appropriate SAE reference appears in parenthesis. 
6.5.3.1. One of the following standards with the restrictions as described shall be 
used as the on-board to off-board communications link: 
ISO 9141-2 "Road Vehicles - Diagnostic Systems - CARB Requirements 
for the Interchange of Digital Information"; 
ISO 11519-4 "Road Vehicles - Low Speed Serial Data Communication 
- Part 4: Class B Data Communication Interface (SAE J1850)". Emission 
related messages shall use the cyclic redundancy check and the three byte 
header and shall not use inter-byte separation or checksums. 
ISO DIS 14230 - Parts 1, 2 and 3 "Road Vehicles - Diagnostic Systems -
Keyword Protocol 2000". Either the CARB mode shall be used (directly 
equivalent to ISO 9141-2) or with fast initialisation at the address specified 
in Appendix 2 and with the format specified by using keybytes with the 
decimal value of 2025 (three byte header with normal timing). 
6.5.3.2. Test equipment and diagnostic tools needed to communicate with 
OBD systems shall meet or exceed the functional specification given in 
Appendix 3. 
6.5.3.3. Basic diagnostic data, (as specified in Section 6.5.1 of this Appendix) and 
bi-directional control information shall be provided using the format and 
units described in Appendix 2 and shall be available using a diagnostic tool 
meeting the requirements of Appendix 3. 
6.5.3.4. Fault codes selected by the manufacturer shall be consistent with those 
given in Appendix 4. 
6.5.3.5. The connection interface between the vehicle and the diagnostic tester shall 
meet the all requirements of SAE J1962 "Diagnostic Connector, June 1992" 
(ISO XXX-A "Road vehicles - Diagnostic systems - On-board connector"). 
The installation position shall be subject to agreement of the approval 
. authority such that it is readily accessible by service personnel but protected 
from tampering by non-qualified personnel. 
155 
Appendix 2 
1. Scope 
This Apppendix defines diagnostic services and functionally addressed request-
response messages required to be supported by vehicles and test tools for 
diagnostic purposes which pertain to vehicle emission-related data. These 
messages are intended to be used by any service tool meeting the requirements 
of Appendix 3. Seven Diagnostic Services (Test Modes) are defined and these 
are detailed in Section four. 
This Appendix is based on draft ISO CD XXXI and SAE J1979, "E/E 
Diagnostic Test Modes". 
2. References 
2.1. Applicable Documents 
The following publications form a part of this specification to the extent 
specified herein. 
2.1.1. Normative References 
ISO Documents: 
ISO 9141-2 
ISO CD 14230 
ISO 11519-4 Road vehicles - Diagnostic systems - CARB 
requirements for interchange of digital information 
Keyword Protocol 2000, Parts 1/2/3 
Road Vehicles Low speed Serial Data Communication 
Class B - Data Communications Interface (SAE J1850) 
ISO CD 14229 Diagnostic Services 
2.1.2. Informative References 
J1850 FEB94 Class B Data Communication Network Interface 
J1930 JUN93 
J1962 
J1978 
J2012 
J2186 
J2190 JUN93 
MAR92 
MAR92 
SEP91 
JUN93 E/E Systems Diagnostic Terms, Definitions, 
Abbreviations and Acronyms 
Diagnostic Connector 
OBD II Scan Tool 
Recommended Format and Messages for Diagnostic 
Trouble Codes 
Diagnostic Data Link Security 
Enhanced E/E Diagnostic Test Modes 
156 
3. Definitions 
Most terms for components and systems contained in this document are 
included in ISO CD XXX3 (SAE J1930) - Terms, Definitions, and Acronyms. 
This section includes additional definitions of terms used in this document, not 
included in ISO CD XXX3. 
3.1. # = number 
3.2. "Service" in ISO diagnostic communication documents is the equivalent of 
"Test Mode" or "Mode" in the SAE documents. 
3.3. No further definitions. 
4. Technical Requirements 
4.1. Diagnostic Service General Conditions 
These guidelines are necessary to ensure proper operation of both the test 
equipment and the vehicle during diagnostic procedures. Test equipment, 
when using messages defined in this document, should not affect normal 
operation of the emission control system. 
4.1.1. Multiple Responses to a Single Data Request 
The messages contained in this Appendix are functional messages, which 
means the off-board test equipment will request data without knowledge of 
which module on the vehicle will respond. In some vehicles, multiple modules 
may respond with the information requested. In addition, a single module may 
send multiple responses to a single request. Any test device requesting 
information must, therefore, have provisions for receiving multiple responses. 
4.1.2. Response Time 
For ISO 9141-2 and ISO 14230-2 interfaces, response time requirements are 
specified in these documents. 
For ISO CD 11519-4(SAE J1850) network interfaces, the on-board systems 
should respond to a request within 100 milliseconds of a request or a previous 
response. With multiple responses possible from a single request, this allows 
as much time as is necessary for all modules to access the data link and 
transmit their response(s). If there is no response within this time period, the 
tool can either assume no response will be received, or if a response has 
already been received, that no more responses will be received. 
4.1.3. Minimum Time Between Requests from Scan Tool 
For ISO 9141-2 interfaces, the required times between requests are specified 
in the^ISO 9141-2 document. 
For SAE 11850 network interfaces, a tool should always wait for a response 
from the previous request, or "no response" timeout before sending another 
request. In no case should a request be sent less than 100 msec, after the 
previous request. 
157 
4.1.4. Data not Available 
There are two conditions for which data is not available. One condition is that 
the Service is not supported, and the other is that the Service is supported but 
data is not currently available. 
There will be no reject message to a functional request if the request is not 
supported by the module. This prevents responses from all modules that do 
not support a Service or a specific data value. 
Some Services are supported by a vehicle, but data may not always be 
available when requested. For Services $05 and $06, if the test has not been 
run since test results were cleared, or for Service $02 if freeze frame data has 
not been stored, valid data will not be available. For these conditions, the 
manufacturer has the option either to not respond or to respond with data that 
is invalid. The functional description for these Services discuss the method to 
determine if the data is valid. 
4.1.5 Maximum Values 
If the data value exceeds the maximum value possible to be sent, the on-board 
system should send the maximum value possible ($FF or $FFFF). The tool 
should display the maximum value or an indication of data too high. This is 
not normally critical for real time diagnostics, but in the case of a misfire at 
260 km/h with resulting freeze frame data stored, this will be very valuable 
diagnostic information. 
4.2. Diagnostic Message Format 
4.2.1. Addressing method 
Functional addressing will be used for all generic Diagnostic Service messages 
because the test tool does not know which system on the vehicle has the 
information that is needed. 
4.2.2. Maximum message length 
Is defined in Figure 1 below. 
158 
4.2.3. Diagnostic Message Format 
Is defined in Figure 1 below. 
Header Bytes 
Priority -
Type Target 
Address Source 
Address Data Bytes 
#1 #2 #3 #4 #5 #6 #7 ERR RSP 
Diagnostic Request at 10.4 Kbps (ISO 11519-4 [J1850] and ISO 9141-2) 
68 6A Tester 
Address 
Fx 
Diagnostic Response at 10.4 
48 6B ECU 
Addr Maximum 7 data bytes 
\ Kbps (ISO 11519-4 [J1850] and ISO 9 
Maximum 7 data bytes Yes No 
L41-2) 
Yes No 
Diagnostic Response at 41.6 Kbps (ISO 11519-4 [J1850]) 
61 6A Fx Maximum 7 data bytes Yes No 
Diagnostic Response at 41.6 Kbps (ISO 11519-4 [J1850]) 
41 6B ECU 
Addr Maximum 7 data bytes Yes No 
Diagnostic Request at 41.6 Kbps (ISO 14230) 
61 6A Fx Maximum 7 data bytes 
Diagnostic Request at 41.6 Kbps (ISO 14230) 
41 6B ECU 
Addr Maximum 7 data bytes 
Figure 1 - Diagnostic Message Format 
4.2.4. 'Header bytes 
The first three bytes of all diagnostic messages are the header bytes. The 
value of the first header byte is dependent on the bit rate of the data link and 
the type of message. The second byte has a value that depends on the type of 
message, either a request or a response. The third header byte is the physical 
address of the device sending the message. 
OBD Scan Tools have the address $F1. Other service tools should use 
addresses in the range from $F0 to $FD. The response to all request messages 
in this document will be independent of the address of the test equipment 
requesting the information. 
Vehicle manufacturers should not use the ISO CD XXX1(J1979) header bytes 
for any purpose other than diagnostic messages. When they are used, they 
must conform to this specification. 
159 
4.2.5. Data bytes 
The maximum number of data bytes available to be specified in this Appendix 
is 7. The first data byte following the header is the Diagnostic Service Type, 
and the remaining 6 bytes vary depending on the specific Diagnostic Service 
. For services $01 and $02, message length is determined by Parameter 
Identification (PID). For Service $05, message length is determined by Test 
ID. For other services, the message length is determined by the service. This 
enables the tools to check for proper message length, and to recognize the end 
of the message without waiting for possible additional data bytes. 
4.2.6. Non-data bytes included in diagnostic messages with ISO 11519-4 (J1850) 
All diagnostic messages will use a Cyclic Redundancy Check (CRC), as 
defined in ISO 11519-4 (J185Ô), as the error detection (ERR) byte. 
In-frame response (RSP) is defined as optional in ISO 11519-4 (J1850). For 
messages defined in this document, the RSP byte is required in all request and 
response messages at 41.6Kbps, and is not allowed for messages at 1X3.4 Kbps. 
ISO 11519-4 (SAE J1850) defines additional message elements that may be 
included in Diagnostic Messages. Use of these message elements is beyond 
the scope of this specification, but needs to be considered when defining total 
diagnostic messages. 
4.2.7. Non-data bytes included in diagnostic messages with ISO 9141-2 and ISO 
14230 (Keyword Protocol 2000) 
Messages will include a checksum, defined in those documents, after the data 
bytes as the Error Detection Byte (ERR). 
There is no provision for an in-frame response. 
4.2.8. Bit position convention 
Some data byte values in this document include descriptions that are based on 
bit positions within the byte. The convention used in this document is that the 
Most Significant Bit (MSB) is referred to as "bit 7", and the Least Significant 
Bit (LSB) is referred to as "bit 0," as shown below: 
MSB LSB 
7|6|5|4|3|2|1|0 
Figure 2 - Bit position within a data byte 
4.3. Allowance for Expansion and Enhanced Diagnostic Services 
This Appendix allows for the addition of Diagnostic Services both as industry 
standards and manufacturer specific services. The Diagnostic Services $00 
through $0F are reserved to be defined in ISO CD XXXI (J1979). 
160 
4.4. Format of Data to be Displayed 
The format of data to be displayed to the user of the data obtained with these 
test needs to be standardised so that vehicle manufacturers can write generic 
service information. Data is transmitted from the vehicle in metric units. The 
following Table indicates the type of data and minimum requirements for 
format of the data. See Figure 3. 
Data | Services Display Format 
Device ID - all Hexadecimal (00 to FF) 
source address of 
response __ 
Parameter ID $01 & $02 Hexadecimal (00 to FF) description (see Table in 
(PIP) Section 5.3) 
Frame number $02 Decimal (0 to 255) 
Data values "" $01 & $02 see Table in Section 5.3 
Diagnostic $03 & $07 "P", "B", "C" or "U", plus 4 digits and/or DTC 
Trouble Codes definition - see ISO CD XXX2 (SAE J2012) 
Test ID $05, $06 &~T " Hexadecimal (00 to FF) 
I $08 
Test value and test $05 Engineering units for Test IDs icss than $80 (see 
limits Section 5.6.2) - Decimal (0 ':o 255) for Test IDs 
grgater than $80 
Test value and test $06 Decimal (0 to 65535) 
limits 
Component ID $06 (part of Hexadecimal (00 to 7F) 
data byte #3) 
Optional Data $08 4 bytes, each decimal (0 to 255) 
Bytes I J 
Figure 3 - Format of Data to be Displayed 
5. Services 
5.0. Diagnostic Services included in this document are: 
Service $01 - Request Current Powertrain Diagnostic Data 
Analogue inputs and outputs 
Digital inputs and outputs 
System status information 
Calculated values 
Service $02 - Request Powertrain Freeze Frame Data 
Analogue inputs and outputs 
Digital inputs and outputs 
System status information 
Calculated values 
161 
Service $03 
Service $04 
Service $05 
Service $06 
Service $07 Request Emission-Related Powertrain Diagnostic 
Trouble Codes 
Clear/Reset Emission-Related Diagnostic Information 
Request Oxygen Sensor Monitoring Test Results 
Request On-Board Monitoring Test Results for Non-
continuously Monitored Systems 
Request On-Board Monitoring Test Results for 
Continuously Monitored Systems 
Service $08 - Request Control of on-board system, test or component 
For each Service this definition includes: 
Functional descriptions of service 
Request and response message formats 
For some of the more complex services, an example of messages and an 
explanation of the interpretation of those messages is included. 
5.1. Service $01 - Request Current Powertrain Diagnostic Data 
5.1.1. Functional Description 
The purpose of this service is to allow access to current emission related data 
values, including analogue inputs and outputs, digital inputs and outputs, and 
system status information. The request fcr information includes a Parameter 
Identification (PDD) value that indicates to the on-board system the specific 
information requested. PED definitions, scaling information, and display 
formats are included in this document. 
The on-board module will respond to this message by transmitting the 
requested data value last determined by the system. All data values returned 
for sensor readings will be actual readings, not default or substitute values used 
by the system because of a fault with that sensor. 
Not all PIDs are applicable or supported by all systems. PID $00 is a bit-
encoded PID that indicates, for each module, which PIDs that module supports. 
PID $00 must be supported by all modules that respond to a service $01 
request as defined in this document, because diagnostic tools that conform to 
Appendix 3 use the presence of a response by the vehicle to this request to 
determine which protocol is supported for diagnostic communications. 
162 
5.1.2. Message Data Bytes 
Data Bytes (Hex) 
#1 #2 #3 | #4 | #5 | #6 #7 
Request Current Powertrain Diagnostic Data 
Request Powertrain 
Diagnostic Data 01 PID 
Report Current Powertrain Diagnostic Data 
Report Powertrain 
Diagnostic Data 41 PID data 
A data 
B 
(*) data 
C 
(*) data 
D 
(*) 
Figure 4 - Message data Bytes 
(*) conditional - number of bytes depends on PID - see Figure 6 
5.2. Service $02 - Request Powertrain Freeze Frame Data 
5.2.1. Functional Description 
The purpose of this service is to allow access to emission related data values 
in a freeze frame. This allows expansion to meet manufacturer specific 
requirements not necessarily related to the required freeze frame, and not 
necessarily containing the same data values as the required freeze frame. The 
request for information includes a Parameter Identification (PID) value that 
indicates to the on-board system the specific information requested. PID 
definitions, scaling information, and display formats for the freeze frame are 
included in this document. 
The on-board module will respond to this message by transmitting the 
requested data value stored by the system. All data values returned for sensor 
readings will be actual stored readings, not default or substitute values used by 
the system because of a fault with that sensor. 
Not all PIDs are applicable or supported by all systems. PID $00 is a 
bit-encoded PID that indicates, for each module, which PIDs that module 
supports. Therefore, PID $00 must be supported by all modules that respond 
to a Service $02 request as defined in this document. --
PDD $02 indicates the DTC that caused the freeze frame data to be stored. 
If freeze frame data is not stored in the module, the system should report 
$00 00 as the DTC. Any data reported when the stored DTC is $00 00 may 
not be valid. 
The frame number byte will indicate $00 for the freeze frame data. 
Manufacturers may optionally save additional freeze frames and use this 
service to obtain that data by specifying the freeze frame number in the 
request. If a manufacturer uses these additional freeze frames, they will be 
stored under conditions defined by the manufacturer, and contain data specified 
by the manufacturer. 
163 
5.2.2. Message Data Bytes 
Data Bytes (Hex) 
#1 #2 #3 #4 #5 #6 #7 
Request Powertrain Freeze Frame Data 
Request Powertrain 
Freeze Frame Data 02 PID frame 
no. 
Report Powertrain Freeze Frame Data 
(only valid if Service $02 PID $02 DTC is not $00 00) 
Report Powertrain 
Freeze Frame Data 42 PID frame 
no. data 
A data 
B . 
(*) data 
C 
(*) data 
D 
(*) 
Figure 5 - Message Data Bytes 
(*) conditional - number of bytes depends on PID - see Figure 6 
164 
5.3. PIDs for Services $01 and $02 - see Figure 6 
Service ID 
(see note 1) 
$01 
A 
A $02 
A PID 
(Hex) 
00 
01 Description Min ($00) 
or ($0000) 
PIDs supported ($01 - $20): 
Module responds with a message that contains 4 bytes ojf bit-cncodcd 
information, each bit indicating support or non-support of a PID 
where: 0 = PID not supported by this module 
1 = PID supported by this module 
Data A - Number of emission-related powertrain trouble codes and MI 
status: 
bits 0-6: 
Number of codes stored in this module 
bit 7: 
0 = MI not commanded ON by this module 
1 = MI commanded ON by this module 
Data B (bits 0 to 3) and Data C - Each bit indicates support or non-
support of an on-board diagnostic evaluation: 
Data B: covers continuous monitoring tests 
Data C: covers tests run at least once per trip 
where: 
0 = test not supported by this module 
1 = test supported by this module 
Data B (bits 4 to 7) and Data D - Each bit indicates status of on-board 
diagnostic evaluation for this module, corresponding to tests included 
in Data B (bits 0 to 3) and Data C: 
0 = test complete, or not applicable 
1 = test not complete 
Note: Data B. bits 4 to 7, are required only for vehicles that do not 
support any non-continuous tests. Max ($FF) 
or ($FFFF) SI (Metric) 
Scaling/bit and 
display English display 
Byte bit PID 
Data A 7 $01 
Data A 6 $02 
DataB 7 $09 
Data D 0 $20 
Data B: 
bit Evaluation supported / status 
0 Misfire monitoring supported 
1 Fuel system monitoring supported 
2 Comprehensive component monitoring supported 
3 reserved (report as 0) 
4 misfire monitoring status 
5 fuel system monitoring status 
6 Comprehensive component monitoring status 
7 reserved (report as 0) 
Data C and Data D: 
bit Evaluation supported / status 
0 Catalyst monitoring 
1 Heated catalyst monitoring 
2 Evaporative system monitoring 
3 Secondary air system monitoring 
4 A/C system refrigerant monitoring 
5 Oxygen sensor monitoring 
6 Oxygen sensor heater monitoring 
7 EGR system monitoring 
i 
Figure 6 PIDs for Services $01and $02 
165 
Service ID 
(see note 1) 
$01 
A 
A 
A 
A 
A 
A 
A 
A 
A 
A $02 
A 
A 
A 
A 
A 
A 
A 
A 
A 
A 
A PID 
(Hex) 
02 
03 
04 
05 
06 
07 
08 
09 
0A 
OB 
OC Description 
DTC that caused required freeze frame data 
storage (2 byte value - $0000 indicates no freeze 
frame data) Min ($00) 
or ($0000) 
00 00 Max ($FF) 
or ($FFFF) 
09 99 SI (Metric) 
Scaling/bit and 
display 
Pxxxx, Cxxx, 
Bxxx or Uxxx English display 
Pxxxx, Cxxx, 
Bxxx or Uxxx 
Data A: Fuel system 1 status 
Data B: Fuel system 2 status ($00 if not used) 
For each data byte, no more than one bit at a time can be set to a 1 to indicate the status of that bank, where: 
bit 0 = Open loop - lias not yet satisfied conditions to go closed loop 
bit 1 = Closed loop - using oxygen sensor(s) as feedback for fuel control 
bit 2 = Open loop due to driving conditions (e.g. power enrichment, deceleration enleanment) 
bit 3 = Open loop due to detected system fault 
bit 4 = Closed loop, but fault with at least one oxygen sensor - may be using single oxygen sensor for fuel control 
bits 5-7 = reserved (report as 0) 
Calculated load value 
Engine coolant temperature 
Short term fuel trim - Bank 1 
(use if only 1 fuel trim value) 
Long term fuel trim - Bank 1 
Short term fuel trim - Bank 2 
Long term fuel trim - Bank 2 
Fuel pressure gauge 
Intake manifold absolute pressure 
j 
Engine R1.PM (2 byte value - high byte/low byte) 0% 
-40°C 
-100.00% 
(lean) 
x 
» 
n 
0 kPaG(gauge) 
OkPaA 
0 rpm 100% 
+215°C 
+99.22% 
(rich) 
n 
»» 
n 
765 kPaG 
(gauge) 
255 kPaA 
16,383.75 rpm 100/255% 
XXX. x% 
1°C with 
-40°C offset 
xxx°C 
100/128% 
(0% at 128) 
XXX. x% 
II 
II 
II 
3 kPaG(gauge) 
xxx kPaG(gauge) 
1 kPaA 
xxx kPaA 
1/4 rpm 
xxxxx rpm 100/255% 
xxx.x% 
xxx°F 
100/128% 
(0% at 128) 
xxx.x% 
xx.x psig(gaugc) 
xx.x in. Hg 
Figure 6 PIDs for Services $01 and $02 (continued) 
166 
Service ID 
(sec note 1) 
$01 
A 
A 
A 
A 
A 
A 
A 
X 
or 
PID 
$1D $02 
A PID 
(Hex) 
0D 
0E 
OF 
10 
11 
12 
13 Description 
Vehicle speed 
Ignition timing advance for #1 cylinder (not 
including mechanical advance) 
Intake air temperature 
Air flow rate from MAF sensor (2 byte value -
high byte/low byte) 
Absolute throttle position Min ($00) 
or ($0000) 
0 km/h 
-64° 
-40°C 
0 gm/scc 
0% Max ($FF) 
or ($FFFF) 
255 km/h 
+63,5° 
+215°C 
655.35 
gm/scc 
100% SI (Metric) 
Scaling / bit and 
display 
1 km/h 
xxx km/h 
l/2°with 
0° at 128 
xx.x° 
1°C with 
-40°C offset 
xxx°C 
.01 gm/sec 
xxx.xx grh/sec 
100/255% 
xxx.x% English display 
xxx mph 
xxx°F 
xxxx.x lb/min 
Commanded secondary air status (if supported, one, and only one bit at a time can be set to a 1) 
bit 0 I = upstream of first catalytic converter 
bit 1 1 = downstream of first catalytic converter inlet 
bit 2 1 = atmosphere / off 
bits 3-7 = reserved (report as 0) 
Location of oxygen sensors, where sensor 1 is closest to the engine. Each bit indicates the presence or absence of an oxygen sensor 
at the following location: 
bit Sensor location 
0 Bank 1 - Sensor 1 
1 Bank 1 - Sensor 2 
2 Bank 1 - Sensor 3 
3 Bank 1 - Sensor 4 
4 Bank 2 - Sensor 1 
5 Bank 2 - Sensor 2 
6 Bank 2 - Sensor 3 
7 Bank 2 - Sensor 4 
where: I ' 
1 = sensor present at that location 
0 = sensor not present at that location 
Figure 6 PIDs for Services $01 and $02 (continued) 
167 
Service ID 
(see note 1) 
$01 
A 
% 
B $02 PID 
(Hex) 
14 
15 
16 
17 
18' 
19 
1A 
IB 
1C Description 
Bank 1 - Sensor 1 
Bank 1 - Sensor 2 
Bank 1 - Sensor 3 
Bank 1 - Sensor 4 
Bank 2 - Sensor 1 
Bank 2 - Sensor 2 
Bank 2 - Sensor 3 
Bank 2 - Sensor 4 
for each sensor: 
Data A - Oxygen sensor output 
voltage 
Data B - short term fuel trim 
associated with this sensor 
($FF if this sensor is not 
used in the calculation) 
OBD requirements to which vehicle is designed, 
where: 
$ 01 - OBD II (California ARB) 
$ 02 - OBD (Federal EPA) 
$ 03 - OBD and OBD II 
$ 04 - OBD I 
$ 05 - Not intended to meet any 
OBD requirements Min ($00) 
or($0000) 
0 volt 
-100.00% 
(lean) Max ($FF) 
or ($FFFF) 
1.275 volt 
99.22% 
(rich) SI (Metric) 
Scaling/bit and 
display English display J 
This scaling assumes a 
nominal 1 volt full scale 
oxygen sensor; any sensor 
with a different full 
scale value should be 
normalised to provide 
nominal full scale at 
$C8 (200 decimal). 
.005 volt 
x.xxx volt 
100/128% 
(0% at 128) 
xxx.x% 
Figure 6 PIDs for Services $01 and $02 (continued) 
68 
Service ID 
(sec note 1) 
$01 
A 
or 
PID 
S13 
A $02 PID 
(Hex) 
ID 
IE 
IF Description 
Location of oxygen sensors, where 1 is closest to 
the engine. Each bit indicates the presence or 
absence of an oxygen sensor at the following 
location: 
bit Alternate sensor location 
0 Bank 1 - Sensor 1 
1 Bank 1 - Sensor 2 
2 Bank 2 - Sensor 1 
3 Bank 2 - Sensor 2 
4 Bank 3 - Sensor 1 
5 Bank 3 - Sensor 2 
6 Bank 4 - Sensor 1 
7 Bank 4 - Sensor 2 
Where 
1 = sensor present at that location 
0 = sensor not present at that location 
Auxiliary Input Status 
bit 0:Powcr Take Off (PTO) Status 
where 0 =PTO not active 
1 = PTO active 
bits 1 to 7 reserved for future expansion 
report as 0 
Waive continuous monitoring tests during PTO 
Unused - reserved for future expansion. Min ($00) 
or ($0000) Max ($FF) 
or ($FFFF) 
i SI (Metric) 
Scaling/bit and 
display English display 
Figure 6 PIDs for Services $01 and $02 (continued) 
169 
Service ID 
(see note 1) 
$01 
A 
A 
A $02 PID 
(Hex) 
20 
21-3F 
40 
41-FF Description 
PIDs supported ($21 - $40): 
Reserved - to be specified in ISO 14230 - 3 (SAE 
J2190). if needed 
PIDs supported ($41 - $60): 
Reserved for future expansion Min ($00) 
or($0000) Max ($FF) 
or ($FFFF) SI (Metric) 
Scaling / bit and 
display English display 
Bvte bit PID 
Data A 7 $21 
Data A 6 $22 
Data B 7 $29 
DataD 0 $40 
Figure 6 PIDs for Services $01 and $02 (continued) 
NOTE 1 : Letters in the column under Service $01 or $02 indicate that this value is included in OBD legislation as indicated below. 
This information is for guidance only and may be out of date. Refer to the latest appropriate regulations to determine if 
each value is required to be supported on a given vehicle, or only required if available. 
170 
5.4. Service $03 - Request Emission-Related Powertrain Diagnostic Trouble Codes 
5.4.1. Service $03 Functional Description 
The purpose of this service is to enable the off-board test device to obtain 
stored emission-related powertrain trouble codes. This shall be a two step 
process for the test equipment but a module may respond to a Service $03 
request without a Service PID $01 request. If a tester establishes that the 
Service $01, PID $01 is not supported by all of the modules on the vehicle it 
may send only Service $03 requests on all subsequent DTC requests. 
Step 1 - Send a Service $01, PID $01 request to get the number of stored 
emission-related powertrain trouble codes from all modules that have this 
available. Each on-board module that has codes stored will respond with a 
message that includes the number of stored codes to be reported. If a module 
capable of storing powertrain codes does not have stored codes, then that 
module shall respond with a message indicating zero codes are stored. 
Step 2 - Send a Service $03 request for all stored emission-related powertrain 
codes. Each module that has codes stored will respond with one or more 
messages, each containing up to 3 codes. If no codes are stored in the module, 
then the module may not respond to this request. 
If additional trouble codes are set between the time that the number of codes 
are reported by a module, and the stored codes are reported by a module, then 
the number of codes reported could exceed the number expected by the tool. 
In this case, the tool should repeat this cycle until the number of codes 
reported equals the number expected based on the Service 1 response. 
Diagnostic trouble codes are transmitted in two bytes of information for each 
code. The first two bits (high order) of the first byte for each code will be 
zeros to indicate a powertrain code (refer to Appendix 3 for additional 
interpretation of this structure). The second two bits will indicate the first digit 
of the diagnostic code (0 through 3). The second nibble of the first byte and 
the entire second byte are the next three digits of the actual code reported as 
* Binary Coded Decimal (BCD). A powertrain trouble code transmitted as $0143 
should be displayed as P0143. See Figure 7 
0|0|0|0|0|0|0|1—011|0|0|0|0|1|1 
I 
P 0 1 4 
Figure 7 - Diagnostic Trouble Code Encoding Example i 
If less than 3 trouble codes are reported, the response messages used to report 
diagnostic trouble codes should have their unused bits set to zero to maintain 
the required fixed message length for all messages. 
If there are no diagnostic trouble codes to report, no response is required. 
171 
5.4.2. Message Data Bytes 
Data Bytes (Hex) 
#1 | #2 J #3 | #4 | #5 #6 #7 
Request number of codes from all modules 
Request number of 
Powertrain DTC 01 01 
Report number of codes (each module] 
Report number of stored 
powertrain DTC 41 
Request 
Request powertrain DTC 03 01 #DTC 
& 
MI Eval. 
Supp. 
#1 Eval. 
Supp. 
#2 1 
Eval. 
Status 
codes from all modules 
-
Report codes (each module) 
Report powertrain DTC 43 Code #1 
or 00 00 Code #2 
or 00 00 Code #3 
or 00 00 
Figure 8 - Message Data Bytes 
NOTE: Refer to Appendix 2 (ISO CD XXX2 - SAE J2012, Recommended Format 
and Messages for Diagnostic Trouble Codes), the encoding method for 
trouble codes. 
172 
5.4.3. Powertrain Diagnostic Trouble Code Example (assume 10.4 Kbps) 
Header Bytes (Hex) 
Pty/ 
Type Tgt 
Addr Src 
Addr Data Bytes (Hex) 
#1 #2 #3 M #5 #6 #7 
Request Powertrain DTC 
Request number 
of Powertrain 
DTC 68 6A FI 01 01 
Report Number of Powertrain DTC 
Module 06 has 6 
stored DTC 
Module C3 has 1 
stored DTC 
Module 2B has 0 
stored DTC 
Module 3E has 2 
stored DTC and 
MI ON 48 
48 
48 
48 6B 
6B 
6B 
6B 06 
C3 
2B 
^F 41 
41 
41 
41 01 
01 
01 
01 06 
01 
00 
82 00 
00 
00 
00 00 
00 
00 
00 00 
00 
00 
00 
Request All Stored Powertrain DTC 
Request 1 68 
powertrain DTC | 6A FI | 03 
1 
Report All Stored Powertrain DTC 
Module 06 send 
codes 
P0143,P0196, & 
P0234 
Module C3 send 
code P0443 
Module 06 send 
codes 
P0357,P0531, & 
P0661 
Module 3E send 
codes P0112 & 
P0445 48 
48 
48 
48 6B 
6B 
6B 
6B 06 
C3 
06 
3E 43 
43 
43 
43 Code #1 
01 43 
Code #1 
04 43 
Code #4 
03 57 
Code #1 
01 12 Code #2 
01 
00 96 
00 
Code #5 
05 -3-1 
Code #2 
04 45 Code #3 
02 
00 34 
00 
Code #6 
06 
00 61 
00 
Figure 9 Powertrain Diagnostic Trouble Code Example 
173 
5.5. Service $04 - Clear/Reset Emission-Related Diagnostic Information 
5.5.1. Functional Description 
The purpose of this service is to provide a means for the external test device 
to command on-board modules to clear all emission-related diagnostic 
information. 
This includes: 
Clear number of diagnostic trouble codes (Service $01, PID $01) 
Clear diagnostic trouble codes (Service $03) 
Clear trouble code for freeze frame data (Service $01, PED $02) 
Clear freeze frame data (Service $02) 
Clear oxygen sensor test data (Service $05) 
Reset status of system monitoring tests (Service $01, PID $01) 
Clear on-board monitoring test results (Services $06 and $07) 
Other manufacturer specific "clearing/resetting" actions may also occur in 
response to this request. 
For safety and/or technical design reasons, some modules may not respond to 
this test service under all conditions. All modules must respond to this test 
service request with the ignition ON and with the engine not running. 
Modules that cannot perform this operation under other conditions, such as 
with the engine running, will ignore the request. 
5.5.2. Message Data Bytes 
Data Bytes (Hex) 
#1 #2 #3 #4 #5 #6 #7 
Request to Clear/Reset Emission-Related Diagnostic Information 
Clear Powertrain DTC 04 
Report when Emission-Related Diagnostic Information is Reset 
Powertrain -DTC-
cleared 44 
Figure 10 Message Data Bytes 
174 
5.6. Service $05 - Request Oxygen Sensor Monitoring Test Results 
5.6.1. Functional Description 
The purpose of this service is to allow access to the on-board oxygen sensor 
monitoring test results. The same information may be obtained by the use of 
Service $06 
The request for test results includes a Test ID value that indicates the 
information requested. Test value definitions, scaling information, and display 
formats are included in this document. 
Many methods may be used by different manufacturers to comply with this 
requirement. If data values are to be reported using these messages that are 
different from those predefined in this document, ranges of test values have 
been assigned that can be used which have standard units of measure. The tool 
can convert these values and display them in the standard units. 
The on-board module will respond to this message by transmitting the 
requested test data last determined by the system. 
The operation of this diagnostic service in the on-board module is different 
from Service $01. Service $01 reports data value(s) that are stored internally 
at a single, or multiple contiguous, locations in memory. Service $05 can 
report data values that are stored in non-contiguous memory locations. As an 
example, test results may be stored in RAM, and test limits, (if the value is a 
calculated value), would normally be stored in ROM. Therefore, the on-board 
software has additional requirements to respond to this request than it does for 
Service $01 requests. 
Not all test values are applicable or supported by all vehicles. An optional 
feature of this test service is for the on-board module to indicate which test 
IDs are supported. Test ID $00 is a bit-encoded value that indicates support 
for test IDs from $01 to $20. Test ID $20 indicates support for test IDs $21 
through $40, etc. This is the same concept as used for PID support in test 
services $01 and $02. If Test ID $00 is not supported, then the module does 
not use this feature to indicate test ID support. 
175 
5.6.2. Message Data Bytes 
Data Bytes (Hex) 
#1 #2 #3 #4 #5 #6 #7 
Request Oxygen Sensor Test Results 
Request Oxygen Sensor 
Test Results 05 Test 
ID 02S 
Sens# 
Report Oxygen Sensor Test ID Support - Optional 
(Test IDs $00, $20, $40, $60, $80, $A0, $C0, $E0) 
Report Oxygen Sensor 
Test ID Support 45 Test 
ID 02S 
Sens# Support for the next 32 test IDs 
following the requested ID is 
indicated in data bytes #4 
through #7 
Report Oxygen Sensor Test Results 
(All Test IDs That Do Not Indicate Test ID Support) 
Data is only valid if Service $01 PID $01 indicates Oxygen Sensor monitoring is 
supported and the test is complete. 
Report Oxygen Sensor 
Test Results 45 Test 
ID 02S# test 
value min 
limit 
* max 
limit 
* 
Figure 11 - Message data Bytes 
* NOTE: report limits if value is a test result - not required for test constants, such as 
ID $01 to $04 
Results of latest mandated on-board oxygen sensor monitoring test 
Oxygen 
Sensor 
Output 
Figure 12 - Test ID Value Example - Note: Numbers refer to Test ID 
176 
Data Description 
Byte ' 
2 Which Test ID: ~ 
$00 - Test ID's supported - optional ($01 to $20) 
$01 - Rich to lean sensor threshold voltage (constant) 
$02 - Lean to rich sensor threshold voltage (constant) 
$03 - Low sensor voltage for switch time calculation (constant) 
$04 - High sensor voltage for switch time calculation (constant) 
$05 - Rich to lean sensor switch time (calculated) 
$06 - Lean to rich sensor switch time (calculated) 
$07 - Minimum sensor voltage for test cycle (calculated) 
$08 - Maximum sensor voltage for test cycle (calculated) 
$09 - Time between sensor transitions (calculated) 
$0A-$1F - reserved 
$20 - Test ID's supported - optional ($21 to $40) 
$21-$2F - values with units of time less than 1.02 seconds 
$30-$3F - values with units of time less than 10.2 seconds 
$40 - Test ID's supported - optional ($41 to $60) 
$41-$4F - values with units of voltage less than 1.275 volts 
$50-$5F - values with units of voltage less than 12.75 volts 
$60 - Test ID's supported - optional ($61 to $80) 
$61-$6F - values with units of Frequency less than 25.5 Hz 
$70-$7F - values with units of counts less than 255 counts 
$80 - Test ID's supported - optional ($81 to $A0) 
$81-$9F - manufacturer specific values / units 
$A0 - Test ID's supported - optional ($A1 to $C0) 
$A1-$BF - manufacturer specific values ! units 
$C0 - Test ID's supported - optional ($C1 to $E0) 
$C1-$DF - manufacturer specific values / units 
$E0 - Test ID's supported - optional ($E1 to $FF) 
$E1-$FF - manufacturer specific values / units 
3 Oxygen sensor location (one, and only one bit can be set to a 1): 
bit Sensor location * Alternative sensor location + 
0 Bank 1 - Sensor 1 Bank 1 - Sensor 1 
1 Bank 1 - Sensor 2 Bank 1 - Sensor 2 
2 Bank 1 - Sensor 3 Bank 2 - Sensor 1 
3 Bank 1 - Sensor 4 Bank 2 - Sensor 2 
4 Bank 2 - Sensor 1 Bank 3 - Sensor 1 
5 Bank 2 - Sensor 2 Bank 3 - Sensor 2 
6 Bank 2 - Sensor 3 Bank 4 - Sensor 1 
7 Bank 2 - Sensor 4 Bank 4 - Sensor 2 
* If Service $01 PID $13 supported ~~ 
+If Service $01 PID $ ID supported 
The following 4 bytes define data bytes for Test IDs that indicate support of other 
Test IDs - optional ($00, $20, $40, $60, $80, $A0, $C0, and $E0) 
4 Support for Test ID, where l=support, 0=non-support: 
bit 7 - support for Test ID request + $01 
bit 6 - support for Test ID request + $02 
bit 0 - support for Test ID request + $08 
177 
Support for Test ED, where l=support, O=non-support: 
bit 7 - support for Test ID request + $09 
bit 6 - support for Test ID request + $0A 
bit 0 - support for Test ID request + $10 
Support for Test ID, where l=support, 0=non-support: 
bit 7 - support for Test ID request + $11 
bit 6 - support for Test ID request + $12 
bit 0 - support for Test ID request + $18 
Support for Test ID, where l=support, 0=non-support: 
bit 7 - support for Test ID request + $19 
bit 6 - support for Test ID request + $1A 
bit 0 - support for Test ID request + $20 
The following 3 bytes define data bytes for Test IDs that report data values 
Test ID: Min ($00): Max ($FF): Scaling/bit 
Test ID $01 0 volt 1.275 v. .005 v. 
Test ID $02 0 volt 1.275 v. .005 v. 
Test ID $03 Ovolt 1.275 v. .005 v. 
Test ID $04 0 volt 1.275 v. .005 v. 
Test ID $05 0 sec. 1.02 sec. .004 sec. 
Test ID $06 0 sec. 1.02 sec. .004 sec. 
Test ID $07 Ovolt 1.275 v. .005 v. 
Test ID $08 Ovolt 1.275 v. .005 v. 
Test ID $09 0 sec. 10.2 sec. .04 sec. 
Test ID $21-$2F 0 sec. 1.02 sec. .004 sec. 
Test ID $30-$3F 0 sec. 10.2 sec. .04 sec. 
Test ID $41-$4F Ovolt 1.275 v. .005 volt 
Test ID $50-$5F 0 volt 12.75 v. .05 volt 
Test ID $61-$6F 0 Hz 25.5 Hz .1 Hz 
Test ED $70-$7F 0 counts 255 counts 1 count 
Minimum test limit (only for calculated test result) 
see Data Byte #4 for minimum value, maximum value, and scaling 
Maximum test limit (only for calculated test result) 
see Data Byte #4 for minimum value, maximum value, and scaling 
*NOTE: Current oxygen sensors are nominally 1 volt full scale. If an 
oxygen sensor is used with a different nominal output, the output 
voltage should be normalised to 1 volt. Full scale should be 
reported as $C8 (decimal 200), which allows for reporting an 
overvoltage condition. 
Figure 13 - Message Data Byte Description 
178 
5.7. Service $06 - Request On-Board 
continuously Monitored Systems 
5.7.1. Functional Description Monitoring Test Results for Non-
The purpose of this test service is to allow access to the results for on-board 
diagnostic monitoring tests of specific components/systems that are not 
continuously monitored. Examples are catalyst monitoring and the evaporative 
system monitoring. 
The vehicle manufacturer is responsible for assigning test IDs and component 
IDs for tests of different systems and components. Test results are requested 
by test ID. Only one test limit is included in a response message, but that 
limit could be either a minimum or a maximum limit. If both a minimum and 
maximum test limit are to be reported, then two response messages will be 
transmitted, in any order. The most significant bit of the "test limit type / 
component ED" byte will be used to indicate the test limit type. 
This test service can be used as an alternative to Service 
oxygen sensor test results. 
5.7.2. Message Data Bytes $05 no report 
Data Bytes (Hex) 
#1 #2 #3 | #4 | #5 #6 #7 
Request Test Results 
Request Test Results 06 Test 
ID 
Report Test ID Support 
(Test IDs $00, $20, $40, $60, $80, $A0, $C0, $E0) 
Report Test ED Support 46 Test 
ID 
Report 1 
Multiple Response 
(Test IDs other than $00, $20 
Data is only valid if Service $01 P 
supported and t 
Report Test Results 46 Test 
ID FF Support for the next 32 test 
IDs following the requested 
ID for any component is 
indicated in data bytes #4 
through #7 
rest Results 
s may be Transmitted 
, $40, $60, $80, $A0„$C0, $E0) 
ID $01 indicates the monitoring test is 
le test is complete. 
Test Limit 
Type & 
Component 
ID test value 
MSB LSB test limit 
MSB LSB 
179 
Data 
Byte 
2 Description 
Test ID: 
$00 - Test ID's supported ($01 to $20) 
$01-$ IF - values defined by manufacturer 
$20 - Test ED's supported ($21 to $40) 
$21-$3F - values defined by manufacturer 
$40 - Test ID's supported ($41 to $60) 
$41-$5F - values defined by manufacturer 
$60 - Test ID's supported ($61 to $80) 
$61-$7F - values defined by manufacturer 
$80 - Test ID's supported ($81 to $A0) 
$81-$9F - values defined by manufacturer 
$A0 - Test ID's supported ($A1 to $C0) 
$A1-$BF - values defined by manufacturer 
$C0 - Test ID's supported ($C1 to $E0) 
$C1-$DF - values defined by manufacturer 
$E0 - Test ID's supported ($E1 to $FF) 
$E1-$FF - values defined by manufacturer 
bit 7: 
Most significant bit indicates type of test limit, where: 
0 - test limit is maximum value - test fails if test value 
is greater than this value 
1 - test limit is minimum value - test fails if test value 
is less than this value 
If the test result should be within a range of values, two messages 
will be returned, one with the maximum value and one with the 
minimum value 
bit 6 - bit 0: 
Component ID - manufacturer defined - necessary when multiple 
components or systems are present on the vehicle and have the same 
definition of test ID 
180 
The following 4 bytes define data bytes 
for Test IDs that indicate support of other Test IDs 
(Services $00, $20, $40, $60, $80, $A0, $C0, and $E0) 
Support for Test ID, where l=support, 0=non-support: 
bit 7 - support for Test ID request + $01 
bit 6 - support for Test ID request + $02 
bit 0 - support for Test ID request + $08 
Support for Test ID, where l=support, 0=non-support: 
bit 7 - support for Test ID request + $09 
bit 6 - support for Test ED request + $0A 
bit 0 - support for Test ID request + $10 
Support for Test ID, where l=support, 0=non-support: 
bit 7 - support for Test ID request + $11 
bit 6 - support for Test ID request + $12 
bit 0 - support for Test ID request + $18 
Support for Test ID, where l=support, 0=non-support: 
bit 7 - support for Test ID request + $19 
bit 6 - support for Test ID request + $1A 
bit 0 - support for Test ID request + $20 
The following 4 bytes define data bytes for Test EDs that report data values 
(multiple response messages will be received if there are multiple components that 
support the same test ID and $FF is included as data byte #3 in the request 
m e s s a g e ) 
4-5 Test result (two byte value) - this value should be less than or equal to the 
test limit if most significant bit of data byte #3 is '0', and should be greater 
than or equal to the test limit if most significant bit of data byte #3 is '1' 
[Integer values] 
6-7 Test limit (two byte value) [Integer values] 
Figure 14 - Message Data Bytes 
181 
5.7.3. Message Example 
Data Bytes (Hex) 
#1 #2 #3 #4 #5 #6 #7 
Determine Test ID Support 
Request Test ID Support 
- ID in Hex 
Report Support for Test 
IDs 06, 10, IE and 20 
Request Test ID Support 
Report Support for Test 
ID 40 
Request Test ID Support 
Report Support for Test 
ID 60 
Request Test ED Support 
Report Support for Test 
ID 80 
Request Test ID Support 
Report Support for Test 
ID A0 
Request Test ID Support 
Report Support for Test 
ID Al - no additional 
test IDs supported 06 
46 
06 
46 
06 
46 
06 
46 
06 
46 
06 
46 00 
00 
20 
20 
40 
40 
60 
60 
80 
80 
A0 
A0 FF 00000100 
=04 00000001 
=01 0000000 
0 
=00 0000010 
1 
=05 
FF 00000000 
=00 00000000 
=00 0000000 
0 
=00 0000000 
1 
=01 
FF 00000000 
=00 00000000 
=00 0000000 
0 -
=00 0000000 
1 
=01 
FF 00000000 
=00 00000000 
=00 0000000 
0 
=00 0000000 
1 
=01 
FF 00000000 
=00 00000000 
=00 0000000 
0 
=00 0000000 
1 
=01 
FF 10000000 
=10 00000000 
=00 0000000 
0 
=00 0000000 
0 
=00 
Following messages indicate test results for component 01 
greater than the minimum 
Request Results for Test 
ID 06 
Repou Results for 
component 01 - test 
value exceeds minimum 
- passed 
Following messages indi 
anc 
Request Results for Test 
ED 10 
Report Results for 
component 01 - test 
value greater tfian 
maximum - failed 
Report Results for 
component 02 - test 
value less than 
maximum - passed 06 
46 06 
06 81 test value 
32 C4 minimum 
test limit 
16 00 
cate test results greater than the maximum for component ID 01 
less than the maximum for component 02 
06 
46 
46 10 
10 
10 01 
02 • test value 
92 36 
test value 
06 61 maximum 
test limit 
7F FF 
maximum 
test limit 
58 43 
182 
Following messages indicate test results for component 31 
between the minimum and maximum limits 
Request Results for Test 
ID Al 
Report Results for 
component 31 - test 
value greater than 
minimum - passed 
Report Results for 
component 31 - test 
value less than 
maximum - passed 06 
46 
46 Al 
Al 
Al Bl 
31 test value 
35 95 
test value 
35 95 minimum 
test limit 
14 00 
maximum 
test limit 
66 53 
Figure 15 - Message Example 
5.8. Service $07 - Request On-Board Monitoring Test Results for Continuously 
Monitored Systems 
5.8.1. Functional Description 
The purpose of this service is to enable the off-board test device to obtain test 
results for emission-related powertrain components/systems that are 
continuously monitored during normal driving conditions. The intended use 
of this data is to assist the service technician after a vehicle repair, and after 
clearing diagnostic information, by reporting test results after a single driving 
cycle. If the test failed during the driving cycle, the DTC associated with that 
test will be reported. Test results reported by this service do not necessarily 
indicate a faulty component/system. If test results indicate a failure after 
additional driving, then the MI will be illuminated and a DTC will be set and 
reported with Service $03, indicating a faulty component/system. 
Test results for these components/systems are reported in the same format as 
•the diagnostic trouble codes in Test Service $03 - refer to the functional 
description for Service $03. 
If less than 3 DTC values are reported for failed tests, the response messages 
used to report the test results should be padded with $00 to fill 7 data bytes. 
This maintains the required fixed message length for all messages. 
If there are no test failures to report, no response is required. 
5.8.2. Message Data Bytes 
Data Bytes (Hex) 
#1 #2 #3 | #4 | #5 #6 #7 
Request test results for continuously monitored systems 
Request test results | 07 | | 
Report test results for continuously monitored systems 
Report test results 47 Code #1 
or 00 00 Code #2 
or 00 00 Code #3 
or 00 00 
Figure 16 - Message Data Bytes 
183 
5.9. Service $08 - Request Control of on-board system, test or component 
5.9.1. Functional Description 
The purpose of this service is to enable the off-board test device to control the 
operation of an on-board system, test or component. 
The data bytes will be defined, if necessary, for each Test ED, and will be 
unique for each Test ID. If any data bytes are unused for any test, they should 
be filled with $00 to maintain a fixed message length. 
Possible uses for these data bytes in the request message are: 
Turn device ON 
Turn device OFF 
Cycle device for nn seconds. 
Possible uses for these data bytes in the response message are: 
- Report system status 
- Report test results 
5.9.2. Message Data Bytes 
Request control of on­
board device Data Bytes (Hex) 
#1 #2 
Request control o 
08 Test 
ID #3 #4 #5 #6 #7 
? on-board device 
Data A 
or 
$00 DataB 
or 
$00 Data C 
or 
$00 DataD 
or 
$00 DataE 
or 
$00 
Report control of on-board device 
Report control of on­
board device 48 Test 
ID Data A 
or 
$00 DataB 
or 
$00 DataC 
or 
$00 DataD 
or 
$00 DataE 
or 
$00 
Figure 17 - Message Data Bytes 
184 
5.9.: Test ID and Data Byte Description 
Test ID I Test ID and Data Byte Description 
(Hex) 
00 Test IDs supported ($01 to $20) 
Request: Data bytes A to E should be set to $00 
Response: 
Data A - $00 
Data B - Same as Data Byte #4 in Service $06 
Data C - Same as Data Byte #4 in Service $06 
Data D - Same as Data Byte #4 in Service $06 
Data E - Same as Data Byte #4 in Service $06 
01 Evaporative system leak test 
Data bytes A to E should be set to $00 for request and response. 
If the conditions are not proper to run the test, the vehicle may 
either not respond to the request, or may respond with a 
manufacturer defined value as Data A which corresponds to the 
reason the test cannot be run. 
This test mode enables the conditions required to conduct an 
evaporative system leak test, but does not actually run the test. 
An example is to close a purge solenoid, preventing leakage if 
the system is pressurised. The vehicle manufacturer is responsible 
to determine the criteria to automatically stop the test (open the 
solenoid in the example), such as engine running, vehicle speed 
greater than zero, or exceeding a specified time period. 
02-FF J Reserved - to be defined by ISO / SAE 
Figure 18 Test ED and Data Byte Description 
185 
Appendix 3 
Scope 
This Appendix defines the requirements of OBD tools, i.e. test equipment that 
will interface with vehicle modules in support of the OBD diagnostic 
requirements. It covers the required capabilities of and conformance criteria for 
OBD Scan Tools. 
This Appendix is based on ISO CD XXX4 and SAE J1978, "OBD II Scan 
Tool". 
2. References 
2.1. Applicable Documents: 
The following publications form a part of this Appendix to the extent specified 
herein. 
2.1.1. Normative References 
ISO Documents: 
ISO 9141-2: 1994 (E) "Road Vehicles - Diagnostic Systems - CARB 
Requirements for Interchange of Digital 
Information" 
2.1.2. Informative References 
SAE Documents: 
SAE J1850 
SAE J1930 Class B Data Communication Network Interface 
Electrical / Electronic Systems Diagnostic Terms, 
Acronyms, and Definitions 
SAE J1962 
SAE J1979 
SAE J2012 
SAE J2201 
SAE J2205 Diagnostic Connector 
E/E Diagnostic Test Modes 
Recommended Format and Messages for 
Diagnostic Trouble Codes 
Universal Interface for OBD II Scan Tools 
DRAFT - Expanded Diagnostic Protocol 
California Code of Regulations, Section 1968.1 Title 13 - "Malfunction and 
Diagnostic System Requirements 1994 and Subsequent Model Year Passenger 
Cars, Light Duty Trucks, and Medium Duty Vehicles With Feedback 
Control Systems" 
Environmental Protection Agency 40 CFR Part 86 Control of Air Pollution 
From New Motor Vehicles and New Motor Vehicle engines; Regulations 
Requiring On-Board Diagnostic Systems on 1994 and later Model Year Light-
Duty Vehicles and Light-Duty trucks 
186 
4. Most terms for components and systems, contained in this document are 
included in ISO CD XXX3 (SAE J1930) - Terms, Definitions, and Acronyms. 
This Section includes additional definitions of terms used in this document, not 
included in ISO CD XXX3. 
4.1. Service = Test Mode 
4.2. No further definitions 
5. Required Functions 
The following are the basic functions that the OBD Scan Tool is required to 
support or provide: 
- Automatic hands-off determination of the communication interface used, 
- Obtaining and displaying the status and results of vehicle on-board emission 
related diagnostic evaluations, 
- Obtaining and displaying OBD emissions related diagnostic trouble codes 
(DTCs), 
- Obtaining and displaying OBD emissions related current data, 
- Obtaining and displaying OBD emissions related freeze frame data, 
- Clearing the storage of OBD emissions related diagnostic trouble codes, 
OBD emissions related freeze frame data storage and OBD emissions 
related diagnostic tests status, 
- Ability to perform Expanded Diagnostic Protocol functions as described in 
ISO CD XXX6 (SAE J2205), 
- Obtaining and displaying OBD II emissions related test parameters and 
results as described in Appendix 2, 
- Provide a user manual and/or help facility. 
6. Vehicle Interface 
The following specifies the minimum vehicle interfaces to be supported by an 
OBD Scan Tool. 
6.1. Communication Data Link and Physical Layers — 
The OBD Scan Tool must be able to communicate with vehicle control 
modules using the communication interfaces described as follows. ISO CD 
XXX6(SAE J2205) describes a set of functions and communication criteria. 
6.1.1. ISO 11519-4 Recommended Practice Class B Data Communication 
Network Interface 
ISO 11519-4 describes two sets of data link and physical layers for class B 
vehicle serial multiplex bus networks. The OBD Scan Tool must support both 
ISO 11519-4 protocols in a manner that is transparent to the user. 
187 
6.1.2. ISO 9141-2: 1994 (E) Road Vehicles - Diagnostic Systems - CARB 
Requirements for Interchange of Digital Information 
ISO 9141-2 describes the physical and data link layers of a vehicle serial 
diagnostic bus. Refer to ISO CD XXX9 for further clarification regarding the 
use of ISO 9141-2. 
6.1.3. ISO CD 14230-1,2 Road Vehicles - Diagnostic Sytems - Keyword Protocol 
200 - Physical and Data Link Layers 
Refer to ISO 14230 for further clarification regarding the use of KWP2000. 
6.2. Connector 
The OBD Scan Tool must be compliant with SAE J1962 Diagnostic 
Connector. The OBD Scan Tool must support the Standard Pin Assignments 
defined in SAE J1962. 
6.3. Messages 
Appendix 2 or ISO 14230-1,2 describes the request messages to be sent by the 
OBD Scan Tool to the vehicle and the response messages to be sent by the 
vehicle to the OBD II Scan Tool in order to perform the required services. 
6.4. Expanded Diagnostic Protocol 
The OBD Scan Tool must allow the user to enter and send vehicle specific 
messages defined and supplied in motor vehicle manufacturer documents and 
display the related response messages, as defined in ISO CD 
XXX6(SAE J2205). 
6.5. Automatic Hands Off Determination of the Communication Interface Used in 
a Given Vehicle 
6.5.1. General 
While there are four types of communication interfaces that could be used to 
access the OBD functions in a given vehicle (i.e. ISO 11519-4(SAE J1850) 
41.6 Kbps PWM, ISO 11519-4(SAE J1850) 10.4 Kbps VPW with CRC, ISO 
9141-2, KWP2000 ISO CD 14230-1,2), only one is allowed to be used in any 
one vehicle to access all supported OBD functions. 
When connected to a vehicle and/or when the OBD support is selected where 
such a selection is necessary, the OBD Scan Tool shall automatically attempt 
to determine which of the possible communication interfaces is being used in 
the vehicle to support OBD related functions. The tool will continue to try 
to determine which interface is being used until it is successful in doing so. 
No user input will be required, nor allowed, to determine the 
appropriate interface. 
188 
Indications or messages will be displayed during this process informing the 
user that initialisation is taking place and, if all interface types have been 
tested and none is responding properly to the request for OBD services, the 
OBD Scan Tool must advise the user: 
- To verify that the ignition is on. 
- To check the emissions label or vehicle service information to verify that 
the vehicle is OBD equipped. 
- To check that the tool is connected to the vehicle correctly. 
6.5.2. Initialisation Details 
Only the following steps shall be used by an OBD Scan Tool to attempt to 
determine the type of communications interface used in a given vehicle to 
support OBD functions. 
- Test for ISO 11519-4(SAE J1850) 41.6 Kbps PWM 
step 1: enablethelSO 11519-4(SAE J1850) 41.6 Kbps PWM interface 
step 2: send a service 1 PID 0 request message 
step 3: if a service 1 PED 0 response message is received then ISO 
11519-4(SAE J1850) 41.6 Kbps PWM is the type of interface 
used in a vehicle for OBD support. 
- Test for ISO 11519-4(SAE J1850) 10.4 Kbps VPW 
step 1: enablethelSO 11519-4(SAE J1850) 10.4Kbps VPW interface 
step 2: send a service 1 PID 0 request message 
step 3: if a service 1 PID 0 response message is received then ISO 
11519-4(SAE J1850) 10.4 Kbps VPW with CRC is the type of 
interface used in a vehicle for OBD support. 
- Test for ISO 9141-2 
step 1: enable the ISO 9141-2 interface 
step 2: if the initialisation sequence defined in ISO 9141-2 is 
completed successfully, then ISO 9141-2 is the- type of 
interface used in a vehicle for OBD II support. 
- Test for KWP2000 ISO CD 14230-1,2 
step 1: enable the ISO 14230-1,2 interface 
step 2: if the initialisation sequence defined in ISO 14230-1,2 is 
completed successfully, then ISO 14230-1,2 is the type of 
interface used in a vehicle for OBD support. 
The previous tests may be performed in any order and where possible may be 
performed in parallel. 
The service 1 PID 0 request and response messages are defined in Appendix 2. 
189 
If the tester failts to establish communications using and of the initialisations 
and if the ignition is on and the vehicle emissions label or service information 
indicates the vehicle is OBD equipped, then the tester should indicate that 
there is a Data Link fault. 
6.6. On-Board Diagnostic Evaluations 
6.6.1. Completed On-Board System Readiness Tests 
Immediately after initial communications are established, the OBD Scan Tool 
shall obtain the status of the on-board system readiness tests. If any supported 
tests have not been completed, the OBD Scan Tool shall indicate to the user: 
"Not all supported on-board system readiness tests have been completed" or 
equivalent. The OBD Scan Tool shall also allow the user to identify which 
readiness tests (if any) have not been completed. 
6.6.2. Supported On-Board System Readiness Tests 
The OBD Scan Tool must be capable of indicating to the user which of the 
tests defined by Appendix 2 service 1 PED 1 data bytes 4 and 5 are supported 
and which are completed. 
6.6.3. Malfunction Indicator 
The OBD Scan Tool must be capable of indicating if the MI has been 
commanded ON and if so, by which module or modules. 
6.7. Use of ISO CD XXX5(SAE J2201) Universal Interface for OBD Scan Tools 
The OBD Scan Tool shall use the interface described in ISO CD XXX5(SAE 
J2201), or an equivalent, as the interface to vehicles. 
6.8. Handling of No Response from Vehicle 
Vehicle modules may not respond to request messages from the OBD II Scan 
Tool because of incorrect communication of a request message or because the 
module does not support the request message. If a response is not received 
within the timeout period prescribed by the protocol, the scan tool shall: 
- first, retransmit the request message, 
- second, if still no response is received, transmit a service 1 PID 0 request 
message, in order to determine if communication with the vehicle is 
currently possible, and if the data desired is available, 
- third, if a service 1 PID 0 response is received, transmit other messages, if 
available, to determine if the desired data is supported by the vehicle, 
- lastly, if the above steps fail then as appropriate indicate to the user, that 
communication with the vehicle, the module or for the information the user 
has selected can not be performed. 
6.9. Connections to the Vehicle in Addition to the SAE J1962 
Diagnostic Connector 
When connections are made between external equipment and the vehicle in 
addition to connections made between the same external equipment and the 
vehicle using the SAE J1962 Diagnostic Connector, any ground circuits must 
conform to the requirements of the Chassis Ground circuit in the SAE J1962 
connector. The intent of this requirement is to maintain the isolation between 
the vehicle ground and the signal ground in external equipment. 
190 
7. System Interaction Capability 
7.1. Obtain and Display OBD II Emissions Related Diagnostic Trouble Codes 
The OBD Scan Tool must be capable of obtaining, converting and displaying 
OBD emissions related diagnostic trouble codes from a vehicle that can be 
transmitted by a response to a ISO CD XXX1(SAE J1979) request (see 
Appendix 2). Either the diagnostic trouble code, its descriptive text or both 
must be displayed. Diagnostic Trouble Codes and their descriptive text are 
defined in Appendix 4. When diagnostic trouble code data are selected for 
display, the OBD Scan Tool will continuously request of the vehicle it's DTC 
data and display the data received in the corresponding response messages. 
7.2. Obtain and Display OBD Emissions Related Current Data, Freeze Frame Data, 
Test Parameters and Results 
The OBD Scan Tool must be capable of obtaining, converting and displaying: 
- OBD emissions related current data; 
- OBD emissions related freeze frame data; 
- test parameters and results data as described in Appendix 2. Appendix 2 
details the available data, the messages to be used to request the data, the 
messages to be used to return the data, the conversion values for the data 
and the format to be used to display the data. 
When current data items are selected for display, the OBD Scan Tool will 
continuously request of the vehicle the data to be displayed and display the 
data received in the corresponding response messages. When freeze frame or 
test parameters and results are selected for display, the OBD Scan Tool does 
not need to continuously request and display those items. 
Where applicable, the OBD II Scan Tool must indicate whether a test limit is 
a high limit or a low limit. Where applicable, the display of test results must 
also show the test ID and component ED. 
Data from the vehicle may indicate which items are supported, in which case 
this information shall be made available to the user by the OBD scan tool. The 
OBD Scan Tool shall also allow users to specify requests for services, 
parameters, test IDs, etc. irrespective of whether the vehicle has indicated 
support for such items. 
7.3. Responses from Multiple Modules — 
The OBD Scan Tool must be capable of interfacing with a vehicle in which 
multiple modules may be used to support OBD requirements. 
The QBD Scan Tool must inform the user when multiple modules respond to 
the same request. 
The OBD Scan Tool must inform the user when multiple modules respond 
with different values for the same data item. 
The OBD Scan Tool must provide the user with the ability to select for 
display, as separate items, the responses received from multiple modules for 
the same data item. 
191 
7.4. Code Clearing 
The OBD Scan Tool must be capable of sending a request to clear OBD 
emissions related diagnostic trouble codes, OBD emissions related freeze frame 
data and OBD emissions related diagnostic tests status information. The OBD 
Scan Tool must require the user to confirm such a request before transmitting 
(e.g. are you sure?). 
8. General Characteristics 
8.1. Display 
The OBD Scan Tool must be capable of displaying simultaneously at least 2 
(two) items of OBD emissions related data/ 
A list of the OBD emissions related current data and freeze frame data items, 
their Parameter IDs, data resolution and data conversion information, units and 
display formats is provided in Appendix 2. The display units shall be the 
Standard International (SI) and English units as specified in Appendix 2. A 
user shall be able to select between English and SI values. The unit 
conversions specified in Appendix 2 shall be used. 
The display of each OBD emissions related current data or freeze frame data 
shall include the following: 
- Data value; 
- Data Parameter ID or name; 
- The module ID of the module that supplied the data. 
The display of each OBD emissions related diagnostic trouble code shall 
include the module ID of the module that supplied the code. 
As a minimum the data values of two data items must be displayed 
simultaneously. A display of the parameter EDs of the data items and the IDs 
of the modules that supplied the data items must be easily accessible if not 
displayed with the data values. 
The units of measurement associated with the data items must either be: 
- Displayed with the data values or; 
- easily accessible on the display or; — 
- readily available to the user (e.g. on the tester body); 
- Having this information available in a user's manual separate from the body 
of tiie tool does not satisfy this requirement. 
The display must be capable of showing at least alphanumeric characters. 
192 
8.2. User Input 
The OBD Scan Tool must include some form of user input that would allow 
the user to: 
- Select between the basic functions required by OBD II, i.e: 
- display current data 
- display freeze frame data 
- display trouble codes 
- clear emissions related data 
- display test parameters and results); 
- select for simultaneous display at least two items of any one of 
the following: 
- OBD emissions related current data 
- OBD emissions related diagnostic trouble codes 
- OBD emissions related freeze frame data 
- OBD emissions related test parameters and results. 
Responses from multiple modules to requests for a current data item or a 
freeze frame data item are treated as separate data items for selection and 
display purposes 
- To verify a request to clear and/or reset OBD emissions related diagnostic 
information as defined by Appendix 2. 
- Enter and send Expanded Diagnostic Protocol messages as defined in 
ISO CD XXX6 (SAE J2205) 
Power Requirements if Powered by the Vehicle Through the ISO 11519 
(SAE J1962) Diagnostic Connector 
Voltage 
Must operate normally within a range of 8.0 to 18.0 volts D.C. 
Must survive a steady state voltage of up to 24.0 volts D.C. for at least 
10.0 minutes. 
Must survive a steady state reverse voltage of up to 24.0 Volts D.C. for at 
least 10 minutes. 
The tool must withstand cranking in that communications and data shall not 
be lost during battery voltage reductions to 5.5V for up to 0.5s. The display 
need not function during this period. 
For Maximum current refer to ISO 11519(SAE J1962). 
193 
10. Electromagnetic Compatibility (EMC) 
The tool must not interfere with the normal operation of vehicle modules. 
The normal operation of the tool must be immune to conducted and radiated 
emissions present in a service environment and when connected to a vehicle. 
The tool must be immune to reasonable levels of Electrostatic Discharge 
(ESD). 
EMC and ESD measurements and limits will be in accordance to the standards 
prevailing in the country in which the tester is to be sold. 
11. Conformance Testing 
11.1. General 
The documents relating to confromance testing are still being prepared. When 
they are completed the tests outlined below will need to be revised 
accordingly. 
Conformance testing defines the tests required to be passed in order for tools 
to be type approved as "ISO CD XXX4 <date to be added> OBD SCAN 
TOOL COMPATIBLE" or "CONFORMS TO ISO CD XXX4". Tools that do 
not pass these tests are not to be so labelled. Validation of the conformance 
test is the responsibility of the Scan Tool manufacturer and the Scan Tool 
manufacturer may elect to self-certify. 
The tests in this section must be performed successfully 5 consecutive times 
in order to be considered passed. 
Three examples of at least production intent level tools must pass all these 
tests in order for a given version of tool hardware and software to be 
considered passed. 
Any changes to the hardware or software used in a tool for the functions 
described in this document will require a retest of these tests or an explanation 
from the tool manufacturer as to why the change should not require a retest. 
Where an explanation is submitted in lieu of a retest due to a change, the 
organization originally performing these tests will determine whether the 
explanation is acceptable or whether a retest is required. Reasonable 
normal engineering criteria will be used when determining whether to accept 
an explanation. 
The Scan Tool manufacturer shall make available to the buying public: 
- The methods used to make these tests 
- The results of the tests 
- Clear indication of the versions of hardware and software that conform (i.e. 
labeled as conforming to or are compatible with the requirements of ISO 
CD XXX4 OBD Scan Tool or other labeling to that effect). 
194 
Both proper and improper response messages will be employed during these 
tests. Improper responses are those that have incorrect first, second or third 
bytes of the header, an incorrect mode, an incorrect PED, an incorrect length 
of the response message, or with an incorrect CRC or CS. The tool 
must ignore all improper response messages and perform as if no response 
was received. 
Situations involving multiple modules responding to a single request, single 
modules responding with multiple responses to a single request and multiple 
modules responding with multiple responses to a single request will be tested. 
The interval between the end of the request message and the beginning of the 
response message(s) will be varied from 0 ms up to the delay required to show 
a no response indication on the OBD II Scan Tool. The delay that causes the 
no response indication will be compared to the value defined in each protocol. 
The format, content and order of messages transmitted on each of the buses 
will be observed and reviewed for correctness. 
The ability to obtain and report the results of the on-board system readiness 
tests shall be verified. The ability to report which tests the vehicle supports and 
have been completed shall be verified. 
The requirements described in 11.3 through 11.7 (inclusive) shall be verified 
on each protocol specified in 6.1. 
When performing these tests, observation of the indications and displays 
provided to the user and the signals on the ISO 11519-4 (SAE J1850) (bus +) 
and (bus -) lines, the ISO 9141-2 K and L lines and ISO 14230-1,2 K and L 
lines will be the criteria for proper performance. 
These tests will be executed in an environment of 25 degrees C +/-3 degrees 
C and between 30% and 80% relative humidity +/- 5%. 
The hardware and software used in the OBD II Scan Tool version being tested 
' must be identified. 
11.2. Determine OBD II Communication Type 
Item to be tested: 
Automatic hands off determination of interface type 
- that it is automatic when the SAE J1962 connector is plugged into its 
mating connector in the vehicle and/or OBD support is selected, where such 
a selection is necessary. 
- that a test of all OBD communication interfaces is performed at least once 
per scan. 
- that the scan of all interfaces continues until successful or until terminated 
by the user. 
- that some indication is provided to the user that the scan of interfaces is 
being performed. 
- that a failure to successfully find an OBD II interface during a scan of all 
the possible interfaces is indicated to the user at the completion of each and 
every scan. 
195 
- that when an OBD interface is successfully found, the tool automatically 
prompts the user for function selection. 
- that the tool provides and uses the facilities and/or messages defined in 
SAE J2201 (or equivalent), Appendix 2, ISO 9141-2, ISO 11519-4 
(SAE J1850), ISO 14230 and Appendix 4. 
- that the tool does not exceed the polling rates specified in Appendix 2. 
- that the tool provides the proper bias for the K and L lines as specified in 
ISO 9141-2 and ISO 14230-1. 
- that the tool performs the initialisation tests according to 6.5.2, and 
indicates the information according to 6.5.1. 
The interface determination tests will be performed: 
- with no modules available, 
- with an ISO 9141-2 module available, 
- with a KWP2000 (ISO 14230) module available, 
- with a ISO 11519 (SAE J1850) 41.6 Kbps PWM module available, 
- with a ISO 11519 (SAE J1850) 10.4 Kbps VPW module available. 
11.3. On-Board System Readiness Tests 
Item to be tested: 
- that the tool automatically requests and reports the results of the supported 
on-board system readiness tests. 
11.4. Select Functions 
Item to be tested: 
- that the tool supports the functions described in Section 5. 
- that the user is able to move back and forth between these functions. 
The criteria for successfully passing this test is to be able to easily move back 
and forth between all functions and observe the results. -
11.5. Select and Display Items 
Item to be tested: 
- that the user is able to select and display simultaneously at least two items 
from any one of: 
- available DTC's, 
- current data items, 
- available freeze frame data items, and 
- test parameters and results. 
196 
- that the module ID's and the PID's or parameter names associated with 
all the items mentioned above can also be displayed either 
(a) simultaneously with the displayed items, or (b) in some alternate method 
(printed material, etc.). 
- that the units-of-measurement information associated with all the possible 
current data items and freeze frame data items is easily available either as 
a part of the data display, displayed separately, or otherwise available on or 
with the tool body itself. 
- that the tool is able to handle multiple responses from the same module due 
to one request. 
- that the tool is able to handle responses from multiple modules due to 
one request. 
- that the tool is able to handle multiple responses from multiple modules due 
to one request. 
- that the tool informs the user that responses from multiple modules due to 
one request were received. Responses for multiple modules to a request are 
to be made available to the user as separate items for display. 
- that the tool informs the user that different responses from multiple modules 
due to one request were received. 
The criteria for successfully passing this test is to easily select back and forth 
between all the items and observe the results. 
11.6. Verify Requests to Clear Codes 
Item to be tested: 
- that the selection of the Clear Codes function incorporates a request to the 
user to verification. 
- that both yes and no responses to the request to the user to verify the 
selection of the Clear Codes function are processed appropriately. 
This test should involve situations where there are some DTC's to clear and 
other situations where there are no DTC's to clear. When making this test, the 
presence of DTC's must be verified both before and after the Clear Codes 
function is selected. 
11.7. General Diagnostic Communication Tests 
When performing tests involving diagnostic messages, tests are to be made of 
the tool's ability to handle an immediate response, a slow response and a 
response delayed longer than the maximum allowed by each of the protocols. 
The tool should be able to process all responses that are received within the 
maximum time allowed by each protocol and indicate a no response condition 
to the user when the response is delayed longer than the maximum allowed by 
each protocol. 
The tool must support the transmission of its node address as an in-frame-
response during the transmission of any response messages from modules on 
a ISO 11519 (SAE J1850) bus and must be able to handle both the presence 
and the absence of an in-frame-response during the tool's transmission of 
request messages. 
197 
11.8. Expanded Diagnostic Protocol 
Item to be tested: 
- that the user is reasonably able to enter Expanded Diagnostic Protocol 
(EDP) input and that the OBD Scan Tool correctly executes the entered 
EDP input. 
11.9. Capacitance and Impedance at the SAE J1962 Connector 
Item to be tested: 
- that the capacitance and impedance of the OBD Scan Tool, connecting 
cables and the male SAE J1962 connector, as seen at the connector, are 
within the limits defined in ISO 11519 (SAE J1850), ISO 9141-2, ISO 
14230 and SAE J1962. Note that SAE J1962 details the impedance of both 
the used and unused pins. 
Measurement of these parameters will be made by the testing agency at their 
discretion following generally acceptable engineering practices. 
11.10. Operating Voltage and Current Draw 
Item to be tested: 
- that the OBD Scan Tool will correctly operate throughout the voltage range 
specified in the Section 9 of this Appendix and will not require more than 
the maximum current specified in the Section 9 of this Appendix. 
- that the tool will survive the use of supply voltages of up to the maximum 
survival voltage and survival reverse voltage specified in the Section 9 of 
this Appendix. 
During other conformance tests, the voltage supplied to the OBD Scan Tool 
is to be varied throughout the specified range and check for continuous 
operation. Also the current draw is to be compared with the limit specified. 
11.11. Protocol Check 
Item to be tested: 
- that all the request and response messages defined by each of the protocols, 
as specified in Section 6 are properly and appropriately used by the 
OBD Scan Tool. 
11.12. Alphanumeric Display 
Item to be tested: 
- that the OBD Scan Tool is able to display alphanumeric characters. 
The results of the above test will be observed to determine the ability of the 
OBD Scan Tool to display alphanumeric characters. 
11.13. User Manual and Help Facility 
Item to be tested: 
- that a useful user manual and/or HELP facility is available with the 
OBD Scan Tool. 
198 
- that the user manual and/or HELP facility at least includes: 
- Parameter definitions and Test Ids as described in Appendix 2; 
- DTC definitions as described in Appendix 4; 
- All abbreviations used by the tool; 
- how to select the functions; 
- how to select items for simultaneous display; 
- how to determine the PED, item name and module ED of data returned 
for display; 
- how to verify the selection of the Clear Codes function; 
- how to obtain and display OBD emissions related test parameters and 
results as described in related documentation for each protocol; 
- how multiple responses from one request is indicated; 
- how different responses to the same request is indicated; 
- what current and freeze frame data items are available through OBD; 
- how to enter requests for the Expanded Diagnostic Protocol and interpret 
the results. 
The OBD Scan Tool will be tested for a HELP facility and/or the availability 
and coverage of a user manual. 
199 
Appendix 4 
1. Scope 
This Appendix provides some recommended uniformity for these numeric 
codes. It further provides guidance for uniform messages associated with 
these codes. 
The document is comprised of several sections addressing format structure, 
messages, and a few examples applying the recommendations of the 
document. The actual code assignments and messages for powertrain 
systems are contained in one part attached to the Appendix (Part A). 
The recommended Diagnostic Trouble Codes (DTC) consist of a three digit 
numeric code preceded by an alpha-numeric designator. The code structure 
itself is partially open ended. A portion of the available numeric sequences 
(portions of "BO", "CO", "PO, and "UO") are reserved for uniform codes 
assigned by this or future updates of this document. Because of continued 
development in OBD systems and the flexibility of the partially open 
assignment structure, particular attention should be paid to ensure the user 
has the latest version of this document. 
This Appendix is based on ISO CD XXX2 and SAE J 2012, "Diagnostic 
Trouble Code Definitions". 
2. Normative References (References) 
2.1. Applicable Documents 
The following publications form a part of this specification to the extent 
specified herein. 
2.1.1. Normative References 
ISO Documents: 
ISO 9141-2 Road vehicles - Diagnostic systems - CARB 
requirements for interchange of digital information. 
ISO CD 14230 Keyword Protocol 2000 Parts 1/2/3 
ISO 11519-4 Road Vehicles Low speed Serial Data Communication 
Class B -Data Communications Interface (SAE J1850) 
ISO CD 14229 Diagnostic Services 
2.1.2. Informative References 
SAE Documents: 
J1850 FEB94 Class B Data Communication Network Interface 
J1930 JUN93 E/E Systems Diagnostic Terms, Definitions, 
Abbreviations and Acronyms 
J1962 JUN93 Diagnostic Connector 
J1978 MAR92 OBD II Scan Tool 
J2012 MAR92 Recommended Format and Messages for Diagnostic 
Trouble Codes 
200 
J2186 SEP91 Diagnostic Data Link Security 
J2190 JUN93 Enhanced E/E Diagnostic Test Modes 
3. Definitions 
Most circuit, component, or system Diagnostic Trouble Codes are defined 
by four basic categories: General Circuit Malfunction, Range/Performance 
Problem, Low or High Circuit Input. 
Most terms for components and systems contained in this document are 
included in ISO CD XXX3 (SAE Recommended Practice J1930) referenced 
above. This section includes additional definitions of terms not included in 
ISO CD XXX3. 
3.1. General circuit malfunction 
Fixed value or no response from the system. Manufacturers may choose to 
use this code in place of the dual High/Low (defined below) "Or use to 
indicate any other failure mode. 
3.2. Range/performance 
The circuit is functional but not in the normal operating range. May also 
be used to indicate stuck, erratic, intermittent, or skewed values indicating 
poor performance of a circuit, component, or system. 
3.3. Low input 
Circuit voltage, frequency, or other signal measured at the control module 
input terminal or pin that is at or near zero.This is measured with the 
external circuit, component, or system connected.The signal type 
(voltage, frequency, etc.) shall be included in the message in place of the 
word "input". 
3.4. " High input 
Circuit voltage, frequency, or other signal measured at the control module 
input terminal or pin that is at or near full scale'for the particular signal 
being measured. This is measured with the external circuit, component, or 
system connected. The signal type (voltage, frequency, etc.) shall be 
included in the message in place of the word "input". 
3.5. # = number 
While each manufacturer has the ability to define the specific DTC's 
to meet their specific controller algorithms all DTC words must meet 
applicable ISO CD XXX3 (SAE Recommended Practice J1930) 
referenced above. 
201 
4.0. Format structure 
4.1. Description 
The Diagnostic Trouble Code consists of an alpha-numeric designator, BO -
- B3 for Body, CO ~ C3 for Chassis, P0 - P3 for Powertrain, and U0 ~ U3 
for Network Communication, followed by three digits. The assignment of 
the proper alpha designator should be determined by the controller into 
which the particular function being diagnosed is being integrated, or in the 
case of multiple controllers, the area most appropriate for that function. In 
most cases, the alpha designator will be implied since diagnostic 
information will be requested from a particular controller. In the cases 
where the source of the diagnostic information is not clear, the uppermost 
nibble of the two-byte code message as defined in Appendix 2 will define 
the source system as follows: 
0000 - P0 - Powertrain codes ISO / SAE controlled 
0001- PI - Powertrain codes Manufacturer controlled 
0010 - P2 - Powertrain codes Reserved 
0011 - P3 - Powertrain codes Reserved 
1100- U0 - Network Communication codes ISO / SAE controlled 
1101- UI - Network Communication codes Manufacturer controlled 
1110 - U2 - Network Communication codes Manufacturer controlled 
1111 - U3 - Network Communication codes Reserved 
Within each code class, the first of the three digits identifies a particular 
grouping of codes. These particular groupings each contain a series of 100 
sequence numbers for particular code definitions. 
Codes have been defined to indicate a suspected trouble or problem area 
and are intended to be used as a directive to the proper service procedure. 
To minimise service confusion, fault codes should not be used to indicate 
the absence of problems or the status of parts of the system 
(e.g. Powertrain System O.K., or MEL illuminated), but should be confined 
to indicated areas in need of service attention. Each alpha designator has 
code subdivisions which are industry controlled or which are manufacturer 
specific. These are shown in the above Table and described as "Gore" and 
"Non Uniform" respectively in the following clauses. Codes in the 
ISO/SAE subdivisions even if not defined in this document are not to be 
used by manufacturers until they have been approved by SAE and ISO. 
4.2. Core DTCs 
Core Diagnostic Trouble Codes are those codes where industry uniformity 
has been achieved. These codes were felt to be common enough across 
most manufacturers' applications that a common number and fault message 
could be assigned. AJ1 undefined numbers in each grouping have been 
reserved for future growth. Although service procedures may differ widely 
amongst manufacturers, the fault being indicated is common enough to be 
assigned a particular fault code. 
202 
4.3. Non-Uniform DTC 
Areas within each alpha designator have been made available for non­
uniform DTCs. These are fault codes that will not generally be used by a 
majority of the manufacturers due to basic system differences, 
implementation differences, or diagnostic strategy differences. Each vehicle 
manufacturer or supplier who designs and specifies diagnostic algorithms, 
software, and diagnostic trouble codes are strongly encouraged to remain 
consistent across their product line when assigning codes in the 
manufacturer controlled area. For Powertrain codes, the same groupings 
should be used as in the ISO / SAE controlled area, i.e., 100's and 200's for 
Fuel and Air Metering, 300's for Ignition System or Misfire, etc. 
Code groupings for non-Powertrain codes will be defined at a later date. 
4.4. Powertrain System Groupings 
4.4.1. POXXX ISO / SAE Controlled 
4.4.1.1. P01XX Fuel and Air Metering 
4.4.1.2. P02XX Fuel and Air Metering 
4.4.1.3. P03XX Ignition System or Misfire 
4.4.1.4. P04XX Auxiliary Emission Controls 
4.4.1.5. P05XX Vehicle Speed, Idle Control, and Auxiliary Inputs 
4.4.1.6. P06XX Computer and Auxiliary Outputs 
4.4.1.7. P07XX Transmission 
4.4.1.8. P08XX Transmission 
4.4.1.9. P09XX Reserved for ISO / SAE 
4.4.1.10. P00XX Reserved for ISO / SAE 
4.4.2. P1XXX Manufacturer Controlled 
4.4.2.1. P11XX Fuel and Air Metering 
4.4.2.2. P12XX Fuel and Air Metering 
4.4.2.3. P13XX Ignition System or Misfire 
4.4.2.4. P14XX Auxiliary Emission Controls 
4.4.2.5. P15XX Vehicle Speed, Idle Control, and Auxiliary Inputs 
4.4.2.6. P16XX Computer and Auxiliary Outputs. 
4.4.2.7. P17XX Transmission 
4.4.2.8. P18XX Transmission 
4.4.2.9. P19XX Category to be Determined by ISO / SAE 
203 
4.4.2.10. P10XX Category to be Determined by ISO / SAE 
4.4.3. P2XXX ISO / SAE Reserved 
4.4.4. P3XXX ISO / SAE Reserved 
4.5. Network Communication Groupings 
4.5.1. UOXXX ISO / SAE Controlled 
4.5.2. U1XXX Manufacturer Controlled 
4.5.3. U2XXX Manufacturer Controlled 
4.5.4. U3XXX Reserved 
5.0. Messages 
Each defined fault code has been assigned a message to indicate the circuit, 
component or system area that was determined to be at fault. The messages 
are organized such that different messages related to a particular sensor or 
system are grouped together. In cases where there are various fault 
messages for different types of faults, the group also has a "generic" 
message as the first Code/Message of the group. A manufacturer has a 
choice when implementing diagnostics, based on the specific strategy and 
complexity of the diagnostic, whether to use one "generic" code for any 
fault of that circuit, component or system or to use the more specific 
codes for better defining the type of fault that was detected. The 
manufacturer must determine what codes and messages best fit the 
diagnostics actually implemented. The intent is to have only one code stored 
for each fault detected. 
» 
Where messages are broken down into more specific fault descriptions for 
a circuit, component, or system, the manufacturer should choose the code 
most applicable to their diagnosable fault. The messages are intended to be 
somewhat general to allow manufacturers to use them as often as possible 
yet still not conflict with their specific repair procedures. The terms "LOW" 
and "HIGH" when used in a message, especially those related to input 
signals, refer to the voltage, frequency, etc. at the pin of the controller. The 
specific level of "LOW" and "HIGH" must be defined by each manufacturer 
to best meet their needs. 
6.0. Examples 
Manufacturers may chose the depth of diagnosis performed by on board 
systems and that performed by off board equipment and procedures. 
In the case of a fault detected with the Throttle Position (TP) Sensor a 
number of fault codes may be used. 
If the diagnosis is all to be completed off board then use P0120 (TP Sensor 
Circuit Malfunction). 
However if the manufacturer chooses to perform more diagnosis on board 
then the following codes could be used: 
- System detects that the input signal is stuck near zero use P0122 (TP 
Sensor Low Input) 
204 
- System detects that the input signal is stuck near full scale use P0123 
(TP Sensor High Input), 
- System detects that the input signal is not as expected on idle (e.g. is at 
1.5v rather than l.Ov) use P0121 (TP Sensor Range / Performance). 
- The generic code P0120 (TP Sensor Circuit Malfunction) could be used 
in place of any of the above. 
Even with the more detailed information identification of the root cause of 
the problem remains as an off board task. For example the higher voltage 
on idle could be caused by corrosion of electrical contacts or by a poor 
setting of the throttle plate. 
205 
PART A 
POWERTRAIN SYSTEM DIAGNOSTIC TROUBLE CODES 
NOTE 
Following are the Recommended Industry Common Trouble Codes for the Powertrain 
Control System. These include systems that might be integrated into an 
electronic control module that would be used for controlling Engine functions, such 
as Fuel, Spark, Idle Speed and Vehicle Speed (Cruise Control) as well as those 
for Transmission control. The fact that a code is recommended as a 
Common Industry Code does not imply that it is a Required Code (Legislated), an 
Emission Related Code, or that it indicates a fault that will cause the Malfunction 
Indicator Light to be illuminated. 
P01XX Fuel and Air Metering 
P0100 Mass or Volume Air Flow Circuit Malfunction 
P0101 Mass or Volume Air Flow Circuit Range/Performance Problem 
P0102 Mass or Volume Air Flow Circuit Low Input 
P0103 Mass or Volume Air Flow Circuit High Input 
P0104 Mass or Volume Air Flow Circuit Intermittent 
P0105 Manifold Absolute Pressure/Barometric Pressure Circuit Malfunction 
P0106 Manifold Absolute Pressure/Barometric Pressure Circuit 
Range/Performance Problem 
P0107 Manifold Absolute Pressure/Barometric Pressure Circuit Low Input 
P0108 Manifold Absolute Pressure/Barometric Pressure Circuit High Input 
P0109 Manifold Absolute Pressure/Barometric Pressure Circuit Intermittent 
P0110 Intake Air Temperature Circuit Malfunction 
P0111 Intake Air Temperature Circuit Range/Performance Problem 
P0112 Intake Air Temperature Circuit Low Input 
P0113 Intake Air Temperature Circuit High Input 
P0114 Intake Air Temperature Circuit Intermittent 
P0115 Engine Coolant Temperature Circuit Malfunction 
P0116 Engine Coolant Temperature Circuit Range/Performance Problem 
P0117 Engine Coolant Temperature Circuit Low Input 
P0118 Engine Coolant Temperature Circuit High Input 
P0119 Engine Coolant Temperature Circuit Intermittent 
P0120 Throttle/Pedal Position Sensor/Switch "A" Circuit Malfunction 
P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance Problem 
P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low Input 
P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High Input 
P0124 Throttle/Pedal Position Sensor/Switch "A" Circuit Intermittent 
P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control 
P0126 Insufficient Coolant Temperature for Stable Operation 
P0130 02 Sensor Circuit Malfunction (Bank 1* Sensor 1) 
P0131 02 Sensor Circuit Low Voltage (Bank 1* Sensor 1) 
P0132 02 Sensor Circuit High Voltage (Bank 1* Sensor 1) 
P0133 02 Sensor Circuit Slow Response (Bank 1* Sensor 1) 
P0134 02 Sensor Circuit No Activity Detected (Bank 1* Sensor 1) 
PÔ135 02 Sensor Heater Circuit Malfunction (Bank 1* Sensor 1) 
* For systems with single 02 sensors, use codes for Bank 1 sensor, 
contains cylinder #1. Sensor 1 is closest to the engine. Bank 1 
206 
P0136 
P0137 
P0138 
P0139 
P0140 
P0141 
P0142 
P0143 
P0144 
P0145 
P0146 
P0147 
P0150 
P0151 
P0152 
PO 153 
P0154 
P0155 
P0156 
P0157 
P0158 
PO 159 
PO 160 
P0161 
PO 162 
PO 163 
PO 164 
P0165 
P0166 
P0167 
PO 170 
P0171 
PO 172 
P0173 
PO 174 
P0175' 
P0176 
PO 177 
PO 178 
PO 179 
P0180 
P0181 
P0182 
P0183 
P0184 
P0185 
PO 186 
P0187 
P0188 
PO 189 
PO 190 
P0191 
P0192 
PO 193 
PO 194 
P0195 02 Sensor Circuit Malfunction (Bank 
02 Sensor Circuit Low Voltage (Bank 
02 Sensor Circuit High Voltage (Bank 
02 Sensor Circuit Slow Response (Bank 
02 Sensor Circuit No Activity Detected (Bank 
02 Sensor Heater Circuit Malfunction (Bank 
02 Sensor Circuit Malfunction (Bank 
02 Sensor Circuit Low Voltage (Bank 
02 Sensor Circuit High Voltage (Bank 
02 Sensor Circuit Slow Response (Bank 
02 Sensor Circuit No Activity Detected (Bank 
02 Sensor Heater Circuit Malfunction (Bank 
02 Sensor Circuit Malfunction (Bank 
02 Sensor Circuit Low Voltage (Bank 
02 Sensor Circuit High Voltage (Bank 
02 Sensor Circuit Slow Response (Bank 
02 Sensor Circuit No Activity Detected (Bank 
02 Sensor Heater Circuit Malfunction (Bank 
02 Sensor Circuit Malfunction (Bank 
02 Sensor Circuit Low Voltage (Bank 
02 Sensor Circuit High Voltage (Bank 
02 Sensor Circuit Slow Response (Bank 
02 Sensor Circuit No Activity Detected (Bank 
02 Sensor Heater Circuit Malfunction (Bank 
02 Sensor Circuit Malfunction (Bank 
02 Sensor Circuit Low Voltage (Bank 
02 Sensor Circuit High Voltage (Bank 
02 Sensor Circuit Slow Response (Bank 
02 Sensor Circuit No Activity Detected (Bank 
02 Sensor Heater Circuit Malfunction (Bank 
Fuel Trim Malfunction (Bank 
System too Lean (Bank 
System too Rich (Bank 
Fuel Trim Malfunction (Bank 
System too Lean (Bank 
System too Rich (Bank 1* 
1* 
1* 
1* 1* Sensor 2) 
1* Sensor 2) 
Sensor 2) 
Sensor 2) 
Sensor 2) 
Sensor 2) 
1* Sensor 3) 
1* Sensor 3) 
1* Sensor 3) 
1* Sensor 3) 
1* Sensor 3) 
1* Sensor 3) 
Sensor Y 
Sensor Y 
Sensor Y 
Sensor 1' 
Sensor 1] 
Sensor Y 
Sensor 2) 
Sensor 2] 
Sensor 
Sensor 
Sensor 
Sensor 
Sensor 
Sensor 
Sensor 
Sensor 
Sensor 
Sensor 
1*) 
1*) 
1*) 
2) 
2) 
2) 
For systems with single 02 sensors, use codes for Bank 1 sensor. Bank 1 
contains cylinder #1. Sensor 1 is closest to the engine. 
Fuel Composition Sensor Circuit Malfunction 
Fuel Composition Sensor Circuit Range/Performance 
Fuel Composition Sensor Circuit Low Input 
Fuel Composition Sensor Circuit High Input 
Fuel Temperature Sensor "A" Circuit Malfunction 
Fuel Temperature Sensor "A" Circuit Range/Performance 
Fuel Temperature Sensor "A" Circuit Low Input 
Fuel Temperature Sensor "A" Circuit High Input 
Fuel Temperature Sensor "A" Circuit Intermittent 
Fuel Temperature Sensor "B" Circuit Malfunction 
Fuel Temperature Sensor "B" Circuit Range/Performance 
Fuel Temperature Sensor "B" Circuit Low Input 
Fuel Temperature Sensor "B" Circuit High Input 
Fuel Temperature Sensor "B" Circuit Intermittent 
Fuel Rail Pressure Sensor Circuit Malfunction 
Fuel Rail Pressure Sensor Circuit 
Fuel Rail Pressure Sensor Circuit 
Fuel Rail Pressure Sensor Circuit 
Fuel Rail Pressure Sensor Circuit Range/Performance 
Low Input 
High Input 
Intermittent 
Engine Oil Temperature Sensor Malfunction 
207 
P0196 Engine Oil Temperature Sensor Range/Performance 
P0197 Engine Oil Temperature Sensor Low 
P0198 Engine Oil Temperature Sensor High 
P0199 Engine Oil Temperature Sensor Intermittent 
P02XX Fuel and Air Metering 
P0200 
P0201 
P0202 
P0203 
P0204 
P0205 
P0206 
P0207 
P0208 
P0209 
P0210 
P0211 
P0212 
P0213 
P0214 
P0215 
P0216 
P0217 
P0218 
P0219 
P0220 
P0221 
P0222 
P0223 
P0224 
P0225 
P0226 
P0227 
P0228 
P0229 
P0230 
P0231 
P0232 
P0233 
P0235 
P0236 
P0237 
P0238 
P0239 
P0240 
P0241 
P0242 
P0243 
P0244 
P0245 
P0246 
P0247 
P0248 
P0249 
P0250 
P0251 
P0252 
P0253 Injector Circuit Malfunction 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl nder 1 - Injector Circuit Malfunction 
nder 2 - Injector Circuit Malfunction 
nder 3 - Injector Circuit Malfunction 
nder 4 - Injector Circuit Malfunction 
nder 5 - Injector Circuit Malfunction 
nder 6 - Injector Circuit Malfunction 
nder 7 - Injector Circuit Malfunction 
nder 8 - Injector Circuit Malfunction 
nder 9 - Injector Circuit Malfunction 
nder 10 - Injector Circuit Malfunction 
nder 11 - Injector Circuit Malfunction 
inder 12 - Injector Circuit Malfunction 
Cold Start Injector 1 Malfunction 
Cold Start Injector 2 Malfunction 
Engine Shutoff Solenoid Malfunction 
Injection Timing Control Circuit Malfunction 
Engine Overtemp Condition 
Transmission Over Temperature Condition 
Engine Overspeed Condition 
Throttle/Pedal Position Sensor/Switch "B" Circuit Malfunction 
Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance Problem 
Throttle/Pedal Position Sensor/Switch "B" Circuit Low Input 
Throttle/Pedal Position Sensor/Switch "B" Circuit High Input 
Throttle/Pedal Position Sensor/Switch "B" Circuit Intermittent 
Throttle/Pedal Position Sensor/Switch "C" Circuit Malfunction 
Throttle/Pedal Position Sensor/Switch "C" Circuit Range/Performance Problem 
Throttle/Pedal Position Sensor/Switch "C" Circuit Low Input 
Throttle/Pedal Position Sensor/Switch "C" Circuit High Input 
Throttle/Pedal Position Sensor/Switch "C" Circuit Intermittent 
Fuel Pump Primary Circuit Malfunction 
Fuel Pump Secondary Circuit Low 
Fuel Pump Secondary Circuit High 
Fuel Pump Secondary Circuit Intermittent 
Turbocharger Boost Sensor "A" Circuit Malfunction 
Turbocharger Boost Sensor "A" Circuit Range/Performance 
Turbocharger Boost Sensor "A" Circuit Low 
Turbocharger Boost Sensor "A" Circuit tligh 
Turbocharger Boost Sensor "B" Circuit Malfunction 
Turbocharger Boost Sensor "B" Circuit Range/Performance 
Turbocharger Boost Sensor "B" Circuit Low 
Turbocharger Boost Sensor "B" Circuit High 
Turbocharger Wastegate Solenoid "A" Malfunction 
Turbocharger Wastegate Solenoid "A" Range/Performance 
Turbocharger Wastegate Solenoid "A" Low 
Turbocharger Wastegate Solerioid "A" High 
Turbocharger Wastegate Solenoid "B" Malfunction 
Turbocharger Wastegate Solenoid "B" Range/Performance 
Turbocharger Wastegate Solenoid "B" Low 
Turbocharger Wastegate Solenoid "B" High 
Injection Pump "A" Rotor/Cam Malfunction 
Injection Pump "A" Rotor/Cam Range/Performance 
Injection Pump "A" Rotor/Cam Low 
208 
P0254 
P0255 
P0256 
P0257 
P0258 
P0259 
P0260 
P0261 
P0262 
P0263 
P0264 
P0265 
P0266 
P0267 
P0268 
P0269 
P0270 
P0271 
P0272 
P0273 
P0274 
P0275 
P0276 
P0277 
P0278 
P0279 
P0280 
P0281 
P0282 
P0283 
P0284 
P0285 
P0286 
P0287 
P0288 
P0289 
P0290 
P0291 
P0292 
P0293 
P0294 
P0295 
P0296 Injection 
Injection 
Injection 
Injection 
Injection 
Injection 
Injection 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder 
Cylinder Pump "A" Rotor/Cam High 
Pump "A" Rotor/Cam Intermittent 
Pump "B" Rotor/Cam Malfunction 
Pump "B" Rotor/Cam Range/Performance 
Pump "B" Rotor/Cam Low 
Pump "B" Rotor/Cam High 
Pump "B" Rotor/Cam Intermittent 
1 Injector Circuit Low 
1 Injector Circuit High 
1 Contribution/Balance Fault 
2 Injector Circuit Low 
2 Injector Circuit High 
2 Contribution/Balance Fault 
Injector Circuit Low 
Injector Circuit High 
Contribution/Balance Fault 
Injector Circuit Low 
4 Injector Circuit High 
4 Contribution/Balance Fault 
Injector Circuit Low 
Injector Circuit High 
Contribution/Balance Fault 
Injector Circuit Low 
6 Injector Circuit High 
6 Contribution/Balance Fault 
7 Injector Circuit Low 
7 Injector Circuit High 
7 Contribution/Balance Fault 
8 Injector Circuit Low 
8 Injector Circuit High 
8 Contribution/Balance Fault 
9 Injector Circuit Low 
9 Injector Circuit High 
9 Contribution/Balance Fault 
10 Injector Circuit Low 
10 Injector Circuit High 
10 Contribution/Balance Fault 
11 Injector Circuit Low 
11 Injector Circuit High 
11 Contribution/Balance Fault 
12 Injector Circuit Low 
12 Injector Circuit High 
12 Contribution/Balance Fault 
P03XX Ignition System or Misfire 
P0300 
P0301 
P0302 
P0303 
P0304 
P0305 
P0306 
P0307 
P0308 
P0309 
P0310 
P0311 
P0312 Random/Multiple Cylinder Misfire Detected 
Cylinder 1 Misfire Detected 
Cylinder 2 Misfire Detected 
Cylinder 3 Misfire Detected 
Cylinder 4 Misfire Detected 
Cylinder 5 Misfire Detected 
Cylinder 6 Misfire Detected 
Cylinder 7 Misfire Detected 
Cylinder 8 Misfire Detected 
Cylinder 9 Misfire Detected 
Cylinder 10 Misfire Detected 
Cylinder 11 Misfire Detected 
Cylinder 12 Misfire Detected 
209 
P0320 
P0321 
P0322 
P0323 
P0325 
P0326 
P0327 
P0328 
P0329 
P0330 
P0332 
P0333 
P0334 
P0335 
P0336 
P0337 
P0338 
P0339 
P0340 
P0341 
P0342 
P0343 
P0344 
P0350 
P0351 
P0352 
P0353 
P0354 
P0355 
P0356 
P0357 
P0358 
P0359 
P0360 
P0361 
P0362 
P0370 
P0371 
P0372 
P0373 
P0374 
P0375 
P0376 
P0377 
P0378 
P0379 
P0380 
P0381 
P0385 
P0386 
P0387 
P0388 
P0389 Ignition/Distributor Engine Speed Input Circuit Malfunction 
Ignition/Distributor Engine Speed Input Circuit Range/Performance 
Ignition/Distributor Engine Speed Input Circuit No Signal 
Ignition/Distributor Engine Speed Input Circuit Intermittent 
(Bank 
(Bank 
(Bank 
(Bank 
(Bank 
(Bank 2 
(Bank 2 
(Bank 2 
(Bank 2 *) 
*) Knock Sensor 1 Circuit Malfunction 
Knock Sensor 1 Circuit Range/Performance 
Knock Sensor 1 Circuit Low Input 
Knock Sensor 1 Circuit High Input 
Knock Sensor 1 Circuit Input Intermittent 
Knock Sensor 2 Circuit Range/Performance 
Knock Sensor 2 Circuit Low Input 
Knock Sensor 2 Circuit Eligh Input 
Knock Sensor 2 Circuit Input Intermittent 
Crankshaft Position Sensor "A" Circuit Malfunction 
Crankshaft Position Sensor "A" Circuit Range/Performance 
Crankshaft Position Sensor "A" Circuit Low Input 
Crankshaft Position Sensor "A" Circuit High Input 
Crankshaft Position Sensor "A" Circuit Intermittent 
Camshaft Position Sensor Circuit Malfunction 
Camshaft Position Sensor Circuit Range/Performance 
Camshaft Position Sensor Circuit Low Input 
Camshaft Position Sensor Circuit High Input 
Camshaft Position Sensor Circuit Intermittent •y 
*) or Single Sensor 
or Single Sensor 
or Single Sensor *) 
or Single Sensor *) 
or Single Sensor *) 
*) 
Ignit 
Ignit 
Ignit 
Ignit 
Ignit 
Ignit 
Ignit 
Ignit 
Ignit: 
Ignit 
Ignit 
Ignit 
Ignit on Coil Primary/Secondary Circuit Malfunction 
on Coil "A" Primary/Secondary Circuit Malfunction 
on Coil "B" Primary/Secondary Circuit Malfunction 
on Coil "C" Primary/Secondary Circuit Malfunction 
on Coil "D" Primary/Secondary Circuit Malfunction 
on Coil "E" Primary/Secondary Circuit Malfunction 
on Coil "F" Primary/Secondary Circuit Malfunction 
on Coil "G" Primary/Secondary Circuit Malfunction 
on Coil "H" Primary/Secondary Circuit Malfunction 
on Coil "I" Primary/Secondary Circuit Malfunction 
on Coil "J" Primary/Secondary Circuit Malfunction 
on Coil "K" Primary/Secondary Circuit Malfunction 
on Coil "L" Primary/Secondary Circuit Malfunction 
* Bank 1 contains cylinder 1 
Timing Reference High Resolution Signal "A" Malfunction 
Timing Reference High Resolution Signal "A" Too Many Pulses 
Timing Reference High Resolution Signal "A" Too Few Pulses 
Timing Reference High Resolution Signal 
Timing Reference Eligh Resolution Signal 
Timing Reference High Resolution Signal 
Timing Reference High Resolution Signal 
Timing Reference High Resolution Signal 
Timing Reference EEigh Resolution Signal 
Timing Reference Eligh Resolution Signal 
Glow Plug /Heater Circuit Malfunction 
Glow Plug /Heater Indicator Circuit Malfunction 
Crankshaft Position Sensor "B" Circuit Malfunction 
Crankshaft Position Sensor "B" Circuit Range/Performance 
Crankshaft Position Sensor "B" Circuit Low Input 
Crankshaft Position Sensor "B" Circuit High Input 
Crankshaft Position Sensor "B" Circuit Intermittent 'A" Intermittent/Erratic Pulses 
'A" No Pulses 
•B" Malfunction 
'B" Too Many Pulses 
'B" Too Few Pulses 
'B" Intermittent/Erratic Pulses 
*B" No Pulses 
210 
P04XX Auxiliary Emission Controls 
P0400 
P0401 
P0402 
P0403 
P0404 
P0405 
P0406 
P0407 
P0408 
P0410 
P0411 
P0412 
P0413 
P0414 
P0415 
P0416 
P0417 
P0420 
P0421 
P0422 
P0423 
P0424 
P0430 
P0431 
P0432 
P0433 
P0434 
P0440 
P0441 
P0442 
P0443 
P0444 
P0445 
P0446 
P0447 
P0448 
P0450 
P0451 
P0452 
P0453 
P0454 
P0455 
P0460 
P0461 
P0462 
P0463 
P0464 
P0465 
P0466 
P0467 
P0468 
P0469 
P0470 
P0471 
P0472 EEigh 
Low 
High Exhaust Gas Recirculation Flow Malfunction 
Exhaust Gas Recirculation Flow Insufficient Detected 
Exhaust Gas Recirculation Flow Excessive Detected 
Exhaust Gas Recirculation Circuit Malfunction 
Exhaust Gas Recirculation Circuit Range/Performance 
Exhaust Gas Recirculation Sensor "A" Circuit Low 
Exhaust Gas Recirculation Sensor "A" Circuit 
Exhaust Gas Recirculation Sensor "B" Circuit 
Exhaust Gas Recirculation Sensor "B" Circuit 
Secondary Air Injection System Malfunction 
Secondary Air Injection System Incorrect Flow Detected 
Secondary Air Injection System Switching Valve "A" Circuit Malfunction 
Secondary Air Injection System Switching Valve "A" Circuit Open 
Secondary Air Injection System Switching Valve "A" Circuit Shorted 
Secondary Air Injection System Switching Valve "B" Circuit Malfunction 
Secondary Air Injection System Switching Valve "B" Circuit Open 
Secondary Air Injection System Switching Valve "B" Circuit Snorted 
Catalyst System Efficiency Below Threshold (Bank 1*] 
Warm Up Catalyst Efficiency Below Threshold (Bank 1*' 
Main Catalyst Efficiency Below Threshold 
Heated Catalyst Efficiency Below Threshold 
Heated Catalyst Temperature Below Threshold 
Catalyst System Efficiency Below Threshold 
Warm Up Catalyst Efficiency Below Threshold 
Main Catalyst Efficiency Below Threshold 
Heated Catalyst Efficiency Below Threshold 
Heated Catalyst Temperature Below Threshold 
* Bank 1 contains Cylinder #1 (Bank 1* 
(Bank 1* 
(Bank 1* 
(Bank 2) 
(Bank 2) 
(Bank 2) 
(Bank 2) 
(Bank 2) 
Evaporative Emission Control System Malfunction 
Evaporative Emission Control System Incorrect Purge Flow 
Evaporative Emission Control System Small Leak Detected 
Evaporative Emission Control System Purge Control Valve Circuit Malfunction 
Evaporative Emission Control System Purge Control Valve Circuit Open 
Evaporative Emission Control System Purge Control Valve Circuit Snorted 
Evaporative Emission Control System Vent Control Malfunction 
Evaporative Emission Control System Vent Control Open 
Evaporative Emission Control System Vent Control Snorted 
Evaporative Emission Control System Pressure Sensor Malfunction 
Evaporative Emission Control System Pressure Sensor Range/Performance 
Evaporative Emission Control System Pressure Sensor Low Input 
Evaporative Emission Control System Pressure Sensor High Input 
Evaporative Emission Control System Pressure Sensor Intermittent 
Evaporative Emission Control System Gross Leak Detected 
Fuel Level Sensor Circuit Malfunction 
Fuel Level Sensor Circuit Range/Performance 
Fuel Level Sensor Circuit Low Input 
Fuel Level Sensor Circuit High Input 
Fuel Level Sensor Circuit Intermittent 
Purge Flow Sensor Circuit Malfunction 
Purge Flow Sensor Circuit Range/Performance 
Purge Flow Sensor Circuit Low Input 
Purge Flow Sensor Circuit High Input 
Purge Flow Sensor Circuit Intermittent 
Exhaust Pressure Sensor Malfunction 
Exhaust Pressure Sensor Range/Performance 
Exhaust Pressure Sensor Low 
211 
P0473 Exhaust Pressure Sensor High 
P0474 Exhaust Pressure Sensor Intermittent 
P0475 Exhaust Pressure Control Valve Malfunction 
P0476 Exhaust Pressure Control Valve Range/Performance 
P0477 Exhaust Pressure Control Valve Low 
P0478 Exhaust Pressure Control Valve High 
P0479 Exhaust Pressure Control Valve Intermittent 
P05XX Vehicle Speed , Idle Control , and Auxiliary Inputs 
P0500 Vehicle Speed Sensor Malfunction 
P0501 Vehicle Speed Sensor Range/Performance 
P0502 Vehicle Speed Sensor Circuit Low Input 
P0503 Vehicle Speed Sensor Intermittent / Erratic / High 
P0505 Idle Control System Malfunction 
P0506 Idle Control System RPM Lower Than Expected 
P0507 Idle Control System RPM Higher Than Expected 
P0510 Closed Throttle Position Switch Malfunction 
P0530 A/C Refrigerant Pressure Sensor Circuit Malfunction 
P0531 A/C Refrigerant Pressure Sensor Circuit Range/Performance 
P0532 A/C Refrigerant Pressure Sensor Circuit Low Input 
P0533 A/C Refrigerant Pressure Sensor Circuit High Input 
P0534 Air Conditioner Refrigerant Charge Loss 
P0550 Power Steering Pressure Sensor Circuit Malfunction 
P0551 Power Steering Pressure Sensor Circuit Range/Performance 
P0552 Power Steering Pressure Sensor Circuit Low Input 
P0553 Power Steering Pressure Sensor Circuit High Input 
P0554 Power Steering Pressure Sensor Circuit Intermittent 
P0560 System Voltage Malfunction 
P0561 System Voltage Unstable 
P0562 System Voltage Low 
P0563 System Voltage High 
P0565 Cruise Control On Signal Malfunction 
P0556 Cruise Control Off Signal Malfunction 
P0567 Cruise Control Resume Signal Malfunction 
P0568 Cruise Control Set Signal Malfunction 
P0569 Cruise Control Coast Signal Malfunction 
P0570 Cruise Control Accel Signal Malfunction 
P0571 Cruise Control / Brake Switch "A" Circuit Malfunction 
P0572 Cruise Control / Brake Switch "A" Circuit Low 
P0573 Cruise Control / Brake Switch "A" Circuit Eligh 
P0574 to 
P0580 Reserved for Cruise Codes 
P06XX Computer and Auxiliary Outputs 
P0600 Serial Communication Link Malfunction 
P0601 Internal Control Module Memory Checksum Error 
P0602 Control Module Programming Error 
P0603 Internal Control Module Keep Alive Memory (KAM) Error 
P0604 Internal Control Module Random Access Memory (RAM) Error 
P0605 Internal Control Module Read Only Memory (ROM) Error 
(Module Identification Defined by ISO Cdxxxl / SAE J1979) 
P0606 Powertrain Control Module Processor Fault 
212 
P07XX Transmission 
P0700 Transmission Control System Malfunction 
P0701 Transmission Control System Range/Performance 
P0702 Transmission Control System Electrical 
P0703 Torque Converter/Brake Switch "B" Circuit Malfunction 
P0704 Clutch Switch Input Circuit Malfunction 
P0705 Transmission Range Sensor Circuit Malfunction (PRNDL Input) 
P0706 Transmission Range Sensor Circuit Range/Performance 
P0707 Transmission Range Sensor Circuit Low Input 
P0708 Transmission Range Sensor Circuit High Input 
P0709 Transmission Range Sensor Circuit Intermittent 
P0710 Transmission Fluid Temperature Sensor Circuit Malfunction 
P0711 Transmission Fluid Temperature Sensor Circuit Range/Performance 
P0712 Transmission Fluid Temperature Sensor Circuit Low Input 
P0713 Transmission Fluid Temperature Sensor Circuit High Input 
P0714 Transmission Fluid Temperature Sensor Circuit Intermittent 
P0715 Input/Turbine Speed Sensor Circuit Malfunction 
P0716 Input/Turbine Speed Sensor Circuit Range/Performance 
P0717 Input/Turbine Speed Sensor Circuit No Signal 
P0718 Input/Turbine Speed Sensor Circuit Intermittent 
P0719 Torque Converter/Brake Switch "B" Circuit Low 
P0720 Output Speed Sensor Circuit Malfunction 
P0721 Output Speed Sensor Circuit Range/Performance 
P0722 Output Speed Sensor Circuit No Signal 
P0723 Output Speed Sensor Circuit Intermittent 
P0724 Torque Converter/Brake Switch "B" Circuit EEigh 
P0725 Engine Speed Input Circuit Malfunction 
P0726 Engine Speed Input Circuit Range/Performance 
P0727 Engine Speed Input Circuit No Signal 
P0728 Engine Speed Input Circuit Intermittent 
P0730 Incorrect Gear Ratio 
P0731 Gear 1 Incorrect Ratio 
P0732 Gear 2 Incorrect Ratio 
P0733 Gear 3 Incorrect Ratio 
P0734' Gear 4 Incorrect Ratio 
P0735 Gear 5 Incorrect Ratio 
P0736 Reverse Incorrect Ratio 
P0740 Torque Converter Clutch Circuit Malfunction 
P0741 Torque Converter Clutch Circuit Performance or Stuck Off 
P0742 Torque Converter Clutch Circuit Stuck On 
P0743 Torque Converter Clutch Circuit Electrical 
P0744 Torque Converter Clutch Circuit Intermittent 
P0745 Pressure Control Solenoid Malfunction 
P0746 Pressure Control Solenoid Performance or Stuck Off 
P0747 Pressure Control Solenoid Stuck On 
P0748 Pressure Control Solenoid Electrical 
P0749 Pressure Control Solenoid Intermittent 
P0750 Shift Solenoid "A" Malfunction 
P0751 Shift Solenoid "A" Performance or Stuck Off 
P0752 Shift Solenoid "A" Stuck On 
P0753 Shift Solenoid "A" Electrical 
P0754 Shift Solenoid "A" Intermittent 
P0755 Shift Solenoid "B" Malfunction 
P0756 Shift Solenoid "B" Performance or Stuck Off 
P0757 Shift Solenoid "B" Stuck On 
P0758 Shift Solenoid "B" Electrical 
P0758 Shift Solenoid "B" Intermittent 
P0760 Shift Solenoid "C" Malfunction 
P0761 Shift Solenoid "C" Performance or Stuck Off 
213 
P0762 
•P0763 
P0764 
P0765 
P0766 
P0767 
P0768 
P0769 
P0770 
P0771 
P0772 
P0773 
P0774 
P0780 
P0781 
P0782. 
P0783 
P0784 
P0785 
P0786 
P0787 
P0788 
P0789 
P0790 Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Solenoid 
Shift Malfunction 
1-2 Shift Malfunction 
2-3 Shift Malfunction 
3-4 Shift Malfunction 
4-5 Shift Malfunction 
Shift/Timing Solenoid Malfunction 
Shift/Timing Solenoid Range/Performance 
Shift/Timing Solenoid Low 
Shift/Timing Solenoid EEigh 
Shift/Timing Solenoid Intermittent 
Normal/Performance Switch Circuit Malfunction C" Stuck On 
C" Electrical 
C" Intermittent 
Malfunction 
Performance or Stuck Off 
Stuck On 
Electrical 
Intermittent 
E" Malfunction 
E" Performance or Stuck Off 
E" Stuck On 
E" Electrical 
E" Intermittent 
214 
Appendix 5 
ADDENDUM 
to the Information Document No 
in accordance with Annex II of Council Directive 70/156/EEC0 
relating to type approval and referring to emission control 
by on-board diagnostic systems for motor vehicles 
3. POWER PLANT (q) 
3.2.12.2.8. On-Board Diagnostic (OBD) System 
3.2.12.2.8.1. Written description and/or drawing of the MI: 
3.2.12.2.8.2. List and purpose of all components monitored by the OBD system: 
3.2.12.2.8.3. Written description (general working principles) for: 
3.2.12.2.8.3.1. Positive-ignition engines* }: 
3.2.12.2.8.3.1.1. Catalyst monitoring(1): 
3.2.12.2.8.3.1.2. Misfiredetection(1): 
3.2.12.2.8.3.1.3. Oxygen sensor monitoring* ^: 
3.2.12.2.8.3.1.4. Other components monitored by the OBD system(1): 
3.2.12.2.8.3.2. Compression-ignition engines(): 
3.2.12.2.8.3.2.1. Catalyst monitoring11): 
3.2.12.2.8.3.2.2. Particulate trap monitoring(1): 
3.2.12.2.8.3.2.3. Electronic fuelling system monitoring(1): 
3.2.12.2.8.3.2.4. Other components monitored by the OBD system(1): 
3.2.12.2.8.4. Criteria for MI activation (fixed number of driving cycles or 
stati sti cal method): 
3.2.12.2.8.5. List of all OBD output codes and formats used (with explanation 
of each): 
3.2.12.2.8.6. - Type of (off-board) interrogation tool: 
n The item numbers and footnotes used in this Information Document correspond 
to those set out in Annex I to Directive 70/156/EEC. Items not relevant for the 
purpose of this Directive are omitted. 
215 
Appendix 6 
ESSENTIAL CHARACTERISTICS OF THE VEfflCLE FAMILY 
Parameters defining the OBD family 
The OBD family may be defined by basic design parameters which must be 
common to vehicles within the family. In some cases there may be interaction 
of parameters. These effects must also be taken into consideration to ensure that 
only vehicles with similar exhaust emission characteristics are included within 
an OBD family. 
To this end, those vehicle types whose parameters described below are identical 
are considered to belong to the same engine-emission control-OBD system 
combination. 
Engine: 
- combustion process (i.e. positive-ignition, compression-ignition, two stroke, 
four stroke); 
- method of engine fuelling (i.e. carburettor or fuel injection). 
Emission control system: 
- type of catalytic converter (i.e. oxidation, three-way, heated catalyst, other) 
- type of particulate trap 
- secondary air injection (i.e. with or without) 
- exhaust gas recirculation (i.e. with or without) 
OBD parts and functioning: 
- the methods of OBD functional monitoring, malfunction detection and 
malfunction indication to the vehicle driver. 
216 
Appendix 7 
ADDENDUM 
to the EC type-approval certificate No ... 
concerning the type-approval of an on-board diagnostic system (OBD) 
Directive 70/220/EEC, as last amended by Directive .... 
1.1. Written description and/or drawing of the MI: 
1.2. List and purpose of all components monitored by the OBD system: 
1.3. Written description (general working principles) for: 
1.3.1. Misfire detection* ): 
1.3.2. Catalyst monitoring* }: 
1.3.3. Oxygen sensor monitoring* }: 
1.3.4. Other components monitored by the OBD system* }: 
1.3.5. Catalyst monitoring* }: 
1.3.6. Particulate trap monitoring* }: 
1.3.7. Electronic fuelling system actuator monitoring*2): 
1.3.8. Other components monitored by the OBD system* }: 
1.4. Criteria for MI activation (fixed number of driving cycles or 
statistical method): 
1.5. List of all OBD output codes and formats used (with explanation of each): 
1.6. Specification of (off-board) interrogation tool: 
2.4. Comments(ifany): 
(1) In the case of positive-ignition engines. 
*2) In the case of compression-ignition engines. 
217 
FINANCIAL STATEMENT 
B5-3000 Internal Market 
1. TITLE OF OPERATION 
Proposal for a European Parliament and the Council Directive relating to measures to 
be taken against air pollution by emissions from motor vehicles and amending 
Directives 70/220/EEC and 70/156/EEC. 
2. BUDGET HEADING INVOLVED 
B5-3000 Internal Market 
3. LEGAL BASIS 
Article 100a of the EU Treaty 
4. DESCRIPTION OF OPERATION 
4.1 General Objectives 
Measures to be taken against air pollution by emissions from motor vehicles 
4.2 Period covered and arrangements for renewal or extension 
The proposed Directive requires: 
From 1 January 2000, Member States may no longer grant EC type-approval for a 
new type of vehicle on grounds relating to air pollution by emissions if it fails to 
comply with the provisions of "stage 2000". 
With effect from 1 January 2001, Member States shall refuse the registration, sale 
or entry into service of new vehicles which do not comply with the provisions of 
the Directive. 
As regards the limit values applicable from 1 January 2005, the Commission shall 
submit, before 31 December 1999, a report to the Council and Parliament concernint 
the industrial feasibility of the application of such limits, taking account of the 
technological progress achieved as well as environmental needs and the availability 
of improved fuels. 
In the light of this report, the Commission shall submit a proposal for confirming or 
revising, if necessary, these limit values. 
218 
5. CLASSIFICATION OF EXPENDITURE OR REVENUE 
There are no receipts following this action. 
6. TYPE OF EXPENDITURE 
Technical work directly linked to the assessment of envisaged future vehicle technology 
(A) 
Technical work linked to the development of new proposals, in particular those dealing 
with breakthrough technologies (de NOx catalyser, CNG engineered vehicles, other 
alternatives: fuelled/propelled vehicles), monitoring of air quality, development of 
Community assessment criteria for non-technical measures (B) 
Technical work linked to the preparation of Commission Directives through the 
Committee procedure (notably improvement of OBD requirements), design of prerequisit 
conditions for type approving of replacement parts ensuring a control of pollution 
emission equivalent to the original part while not triggering the OBD (C) 
Organization of a "Review Conference in 1999" (D) 
7. FINANCIAL IMPACT 
7.1 Method of calculating total cost of operation (relation between individual 
and total costs) 
The expected cost would globally amount to approximately ECU 600 000 dispatched 
in 1997/1999, for the following actions, in the form of contract, with the 
following breakdown: 
(A) 0.2 
(B) 0.1 
(C) 0.1 
(D) 0.2 
7.2 Itemized breakdown of costs (in ECU million) 
A 
B 
C 
D 
Total Budget 96 
' PDB 97 
0.1 
0.1 
0.2 PDB 98 
0.1 
0.1 PDB 99 
0.1 
0.2 
0.3 Total 
0.2 
0.1 
0.1 
0.2 
0.6 
219 
7.3 Operational expenditure of studies, experts, included in Part B of the 
Budget (in ECU million) 
Breakdown 
- Studies 
- Meetings of experts 
- Conferences and congresses 
- Information and publications 
Total Budget 96 
0 PDB 97-99 
0.4 
0.2 
0.6 Var. in % 
New 
8. FRAUD PREVENTION MEASURES 
- It will be explicitly specified in contracts that all work performed is the property of 
the Commission. 
- Final payment of contractors will only take place after reception and examination of 
the reports and services requested. 
9. ELEMENTS OF COST-EFFECTIVENESS ANALYSIS 
9.1 Specific and quantified objectives; target population 
On the basis of the data available on the costs and potential benefits of the various 
technical measures (engine technology, fuel quality and improved inspection and 
maintenance of emissions control systems), it has been possible to identify the most 
cost/effective packages of technical measures necessary to achieve a significant 
reduction of urban NOx, particulate matters in the most polluted areas and ozone 
precursors at European level. The present proposal corresponds to the most 
cost/effective strategy found in the Auto/Oil programme. 
9.2 Grounds for the operation 
The European Union has a longstanding history in reducing vehicle emissions. 
However, despite the considerable achievements with regard to the emission 
reduction of individual vehicles, increased traffic activity (increased number of 
vehicles, increased kilometers travelled) is likely to counteract these improvements 
thereby preventing the emission reductions necessary to achieve future air 
quality objectives. 
The likelihood of further action to reduce vehicle emissions necessitated a 
reassessment of the existing policy approach; it being apparent that the emission 
reduction potential offered by further improvements in vehicle technology was 
limited and possibly very costly in comparison with other potential solutions. 
220 
Therefore a new, comprehensive and integrated approach was developed which is 
set out in Directive 94/12/EC, Article 4. Article 4 stipulates that technical and non-
technicla measures to be assessed with regard to their cost-effectiveness shall 
include improved vehicle technology, the use of alternative fuels (e.g. LPG, CNG, 
biofuels), more appropriate mechanisms to reduce the in-use deterioration of 
emission control systems (based on an inspection and maintenance programme) and 
"improvements in fuel quality as far as vehicle emissions of dangerous substances 
(in particular benzene) are concerned". 
The proposal forms part of a global Community strategy which will include 
strengthened requirements for passenger cars, light commercial vehicles and heavy 
duty vehicles from year 2000, new minimum standards for motor fuels and 
enhanced in-use vehicle emission requirements. This combination of measures 
represents, in view of the Commission, an optimal package of legislative actions 
which will ensure that the Air Quality targets identified in the course of the 
implementation of the Auto/Oil programme will be met by year 2010. In addition, 
the present proposal includes a revision of the framework for emission-related 
fiscal incentives and emissions values corresponding to the foreseen Stage 2005 car 
emission standards. 
9.3 Monitoring and evaluation of the operation 
The Commission, in cooperation with the Member States, will monitor the 
development of air quality on an urban and regional level in order to verify the air 
quality predictions which have guided the currently proposed legislative measures. 
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ISSN 0254-1475 
COM(96) 248 final 
DOCUMENTS 
EN 14 12 15 
Catalogue number : CB-CO-96-310-EN-C 
ISBN 92-78-05787-8 
Office for Official Publications of the European Communities 
L-2985 Luxembourg 
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