Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE amending Directive 88/77/EEC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles
Date: 1994-12-16
Institutions: European Commission
Subjects: air quality, approximation of laws, diesel fuel, motor vehicle, motor vehicle pollution, pollution control measures

COMMISSION  OF THE  EUROPEAN  COMMUNITIES 

COM(94)  559  final 

Brussels,  16.12.1994 

94/312  (COD) 

Proposal  for  a 
EUROPEAN  PARLIAMENT  AND  COUNCIL  DIRECTIVE 
amending  Directive  88/77/EEC  on the  approximation  of  the  laws  of  the 
Member  States  relating  to the  measures  to be taken  against  the  emission  of 
gaseous  and  particulate  pollutants  from  diesel  engines  for  use  in  vehicles 

(presented  by  the  Commission) 

EXPLANATORY  MEMORANDUM 

1 

BACKGROUND 

Directive  91/542/EEC  lowered  the  limit  values  set  in  Directive  88/77/EEC  for  the  exhaust 
emissions  of  Commercial  Vehicles  powered  by  diesel  engines  in  two  stages  to  be 
implemented  in  1992/3  and  1995/6.  These  are  generally  referred  to  as  "EURO  1"  and 
"EURO  2"  standards.  For  the  1992/3  stage  the Directive  provided  for  an  exemption  for  the 
particulate  emissions  of  small  diesel  engines  (<85  kW),  allowing  the  limit  value  of  0.36 
g/kWh  respectively  to  be  multiplied  by  a factor  1.7  thereby  rendering  it  less  severe  for  this 
category  of  vehicles. 

Article  5(2)  of Directive  91/542  committed  the Commission  to report  to  Council,  before  the 
end  of  1993, on  progress  made  regarding: 

the availability  of techniques for  controlling air-polluting  emissions from  diesel  engines, 
particularly  those  of  equal  to  or  less than  85  kW,  and 

a  new  statistical  method  for  monitoring  production  conformity. 

This Article stipulated  also that, if necessary, the Commission  should  propose to the Council 
an  "upwards"  revision  of  the  limit  value  for  particulate  emissions  envisaged  for  the  second 
stage ("EURO 2"). This was in recognition of the fact that the "EURO 2" standard  represented 
an  ambitious  target  which  would  need  to  be  reviewed  in  the  light  of  technological 
developments.  The  Council  committed  itself  to take  a decision  on the basis  of this  proposal 
before  end  of  September  1994. 

2. 

COMMISSION  FINDINGS 

The  Commission  consulted  experts  from  the  Member  States,  industry  and  consumer  and 
environmental  organizations  represented  in  its  "Motor  Vehicles  Emissions  Group"  (MVEG) 
on  both  subjects.  Following  these  consultations  the  Commission  has  come  to  the  following 
conclusions: 

2.1. 

Possibilities  for  small  diesel  engines  to  meet  the  "EURO  2"  particulate  standard  for 
1995/6 

2.1.1  Application  to  small  diesel  engines 

Small  diesel  engines  have  a  lower  mass  and  volume  than  conventional  heavy  duty 
engines  of  an  equivalent  power  output.  They  have  found  widespread  application  on 
small  trucks  or  vans  belonging  to  the  lower  range  of  this  vehicle  category.  Their 
transmission  is often  derived  from  cars, or in any case is a simple (max.  5 speed) and 
light transmission,  due to the  low maximum  torque  of the  engine.  Such  vehicles  are 
usually  available  for  a total  mass from  around  3.5  tons  and  up  to  6 -  7.5  tons. 

These vehicles  types have very  important  operational  advantages,  especially  on  short 
distance  or  in  city  use,  over  a conventional  truck,  since : 

- 

- 

- 

the  unloaded  weight  is  relatively  low,  giving  good  fuel  economy  (and  low 
emissions); 

the  size  of  the vehicle  is  small; 

loading  and  unloading,  due to  the low  floor  height,  is very  easy; 

-  vehicle  costs  can  be  contained  since  many  vehicle  mechanical  components  such 
as the  engine  and transmission  are derived  from  cars thus  inducing  advantages  of 
economies  of  scale. 

2.1.2  Emission  characteristics  of  small  diesel  engines 

The  specific  emissions  of  diesel  engines  (in  mass  per unit  of  energy,  i.e.  g/kWh)  are 
not  independent  from  engine  size.  Engines  with  a  cylinder  volume  of  less  than 
0.7  dm3 typically  show in the test procedure prescribed  by this Directive  considerably 
higher  particulate  emissions  than  those  having  a  higher  cylinder  volume.  This  trend 
was  explained  by  the  industry  by  a number  of  factors: 

particulate emissions are produced in part by incomplete combustion that can take 
place  in  some  parts  of  the  cylinder  "dead  volume"  (i.e. volume  between  piston, 
first ring and liner). This volume is proportionally  more important when  cylinder 
size  is  small; 

a number  of  small  engines are typically  of the  "swirl  chamber"  type: this type of 
engine  has  usually  lower  NOx  emissions,  but  higher  particulate  emissions  than 
direct  injection  engines; 

combustion  quality  depends  (for  direct  injection  engines)  on the  position  of  the 
injector:  whereas on larger,  four-valve  per  cylinder engines, the injector  location 
can  be  optimized  relative to the  combustion  bowl,  this  is not  possible  on  small, 
two-valve  cylinder  heads; 

combustion  quality  (always  on  direct  injection  engines)  depends  on  injection 
pressure;  whereas for  larger engines  available injection  systems  can  deliver very 
high  injection  pressures,  this  is today  not  possible  on  small  engines. 

The  industry  also  provided  an  analysis  of  the  particulate  emissions  of  a  sample  of 
118 engines  complying  with  the  "EURO  1" standards.  The  15  "small"  engines of the 
sample had an average particulate emission of 0.45 g/kWh, whereas the average of the 
99  bigger  engines  was  0.20  g/kWh.  This  data  was  confirmed  by  the  type-approval 
data  of  a Member  State. 

2.1.3. 

Technical  options  for  achieving  the  "EURO  2" particulate  standard  in  1996. 

At  the  present  stage  of  technological  development,  it  is  evident  that  the  typical 
small  high  speed  diesel  engine  cannot  meet  the  "EURO  2"  particulate  standard  of 
0.15  g/kWh  in  1996. The  data  show,  however,  that  a limit  value  of  0.25  g/kWh  is 
achievable for new vehicle types from  1  October  1995 for  small diesel engines. This 
represents  about  a  60%  reduction  from  the  limit  value  prevailing  currently 
("EURO  1"). 

Important  re-designs  to  such  engines  including  the  development  of  electronically 
controlled  injection  systems,  turbocharging  and  aftercooling  which  would  have  a 
significant  effect  on reducing emissions, will not be completed by  1996. In the light 
of  this there  would  appear  to be  two  options  open,  either  to  leave  the  standard  as 
it is and  accept the consequences,  or, to envisage a modification  of the standard  for 
an  interim  period  to  allow  more  time  for  the  industry  to  make  the  necessary 
additional  investments  needed  to  meet  the  standard  of  0.15  g/kWh  in  due course. 

2.1.3.1  OPTION  1 - leave the  standard  as it  is. 

If the particulate standard  is left  unchanged, the manufacturers  would be obliged to 
install  larger engines of the type currently used  on medium trucks. This would have 
the consequence  of increasing vehicle weight,  with  the result  that the total  amount 
of  NOx  emissions,  of  fuel  consumed  to  perform  a  typical  mission  (door  to  door 
delivery  of goods) and, hence C02  emissions, will  also increase even  if the  specific 
performance  of the two engine types is equivalent.  Transportation  costs would also 
rise  significantly. 

2.1.3.2  OPTION  2  - provide  an  additional  period  for  the  "EURO  2"  standard  to be  met. 

In  setting  the  standard  of  0.15  g/kWh  in  1991, the  Council  was  aware  that  it  was 
very  ambitious  and  would  be  difficult  to  meet,  since  it  represented  a  reduction  of 
about  75% compared  to the  EURO  1 level  for  engines  of  85 kW  or less.  For  this 
reason  it  provided  for  the  possibility  of  an  increase  in  the  particulate  standard  for 
these vehicles  in  Article  5(2)  of  the  Directive. 

The  Commission  continues  to  believe  that  in  the  light  of  the  highly  noxious 
character  of  particulate  pollutants,  the  EURO  2  standard  should  remain  the  target 
to  be  achieved.  In  addition,  the  Commission  considers  that  with  the  further 
application  of  existing  technologies,  such  as the  further  development  of: 

-  electronically  controlled  injection  systems, 

-  turbo  charging  and  aftercooling, 

-  particulate  filters,  and 

-  better  quality  fuels, 

this  target  should  be  met  in  the  future. 

With  regard  to  diesel  fuels,  the  interconnection  between  diesel  fuel  quality  and 
engine performance  has now been  recognized  by all concerned  parties, in particular 
in  relation  to the  particulate  emissions.  The  discussion  and  finalization  of  a global 
approach  on  fuel/technology  potentials  in  the  EC,  in  terms  of  future  emission 
standards  and  new  fuel  specifications,  has  become  a  major 
issue  of  the 
"European  Programme Emissions, Fuels and Engine Technology  (EPEFE) which is 
currently  carried  out  by  the  European  Automobile  and  Petroleum  industries  in 
conjunction  with  the  Commission. 

Definitive  results,  as  far  as the  definition  of  future  diesel  fuels  are  concerned,  are 
not  expected  before  early  1995  and  the  petrol  industry  will  undoubtedly  request  a 
considerable  lead time to  adapt  their European  refineries  to the  production  of  such 
fuels.  Improved  diesel fuel  can therefore  realistically be taken into account only  for 
the  definition  of  the  emission  standards  of  the year  1999/2000. 

2.1.4 

Definition  of  small  diesel  engines 

Under  Directive  91/542/EEC,  a  small  diesel  engine  is  defined  as  one  having  a 
power  output  <85  kW. 

In  the  view  of  the  Commission  this  definition  is  too  large  and  leads  to too  many 
vehicles  being  exempted  from  the  lower  particulate  standards  applied  to  vehicles 
above  85  kW.  It  is proposed  therefore  that  the  category  of  vehicles  subject  to  the 
exemption be narrowed.  This is achieved  by defining  "small" engines as those with 
a  cylinder  swept  volume  less  than  or  equal  to  0.7  dm3  and  a  rated  power  speed 
>3.000 min"1. This reduces the engine families  subject to the exemption from  5 to 4. 
The remaining engine family  - whose power output is equal or less than  85 kW, but 
where the  swept volume  is greater  than  0.7  dm3/cyl  - will  be required  to meet the 
lower  0.15 g/kWh  particulate  emission  standard  from  1996/7. 

Overall  it  is  estimated  that  approximately  7%  of  the  engines  on  all  commercial 
vehicles will  be  exempted  from  the lower  particulate  standards  originally  foreseen 
in  Directive  91/542/EEC. 

2.1.5 

Conclusions  relating  to the  particulate  standard. 

For  the  reasons  outlined  above,  it  is  proposed  therefore  to  extend  the  present 
exceptional  regime for  small  diesel  engines beyond  1995, until  30 September  1999. 
After  this date, the next  stage of limit values for  the vehicles  covered  by  the  scope 
of  this  Directive  will  have  to  be  implemented  in  accordance  with  Article  5(2)  of 
Directive 91/542/EEC.  This next stage will be based, if necessary, on a revised test 
procedure;  should  this  procedure  be  introduced,  the  degree  of  stringency  of  the 
particulate  emission  standard  for  small  diesel  engines  will  not  be  altered. 

In  the  interim  period  between  1 October  1995  and  30  September  1999, the  type-
approval  limit value for the particulate  emissions of small  engines  shall be reduced 
from  the  current  maximum  of  0.61 g/kWh  to  0.25  g/kWh. 

As  far  as  the  definition  of  small  engines  for  the  purpose  of  this  Directive  is 
concerned,  it  is proposed  to  replace  the  present  criteria  of  85kW  by  the  criteria: 

-  cylinder  swept  volume  lower  than  0.7  dm3,  and 

-  rated  power  speed  higher  than  3,000  min-1. 

2.1.6 

Tax  incentives 

In order to encourage the early introduction  of the lower particulate limit values  for 
these vehicles, it is proposed that Member  States be allowed  to grant tax  incentives 
in accordance with the framework  agreed in Article 3 of Directive 94/12/EC on car 
emissions. 

2.2. 

New  Statistical  Method  for  the  Control  of  Conformity  of  Production  (COP) 

2.2.1. 

Availability  of  a new  method 

Consultations  with  technical  experts  has  shown  that  the  new  statistical  method 
development  for the COP control  of passenger  cars which was adopted  by  Council 
and  Parliament  in  Directive  94/12/EC  of  23  March  1994  can  be  used  for 
commercial  vehicles  and  their  engines  with  some  adaptations.  The  amendments 
proposed  in  the  directive  therefore  take  account  of  the  specific  conditions  of  the 
production  of  diesel  engines  for  commercial  vehicles  e.g.  the  generally  lower 
production  runs. 

The  method  is based  on modern  principles  of  quality  assurances  measures  used  in 
the automotive industry.  It replaces the statistical  method  used until  now in the EC 
emission  directives  which  was  developed  in the  1960's. 

2.2.2.  Operational  conclusions 

The  revision  of  the  statistical  method  for  controlling  COP  could,  in  principle,  be 
adopted  by  the  Commission  by  means  of  the  adaptation  procedures  referred  to  in 
Article  4  of  Directive  88/77/EEC.  However,  in  order  to  avoid  duplication  of 
procedures  relating  to  the  same  directive  it  is  appropriate  to  deal  with  this  aspect 
together with the exception  for  the particulate emissions for  small  diesel  engines in 
this  proposal  which  is duly  submitted  to  Council  and  Parliament. 

2.3. 

With  Directive  70/156/EEC  as  last  amended  by  directive  93/81/EEC, 
the 
Community  considered that the completion of the Internal Market in the field of the 
motor  vehicles  required  the  implementation  in  each  Member  State  of  a  type-
approval procedure which would gradually be replaced by a single Community type-
approval  procedure;  this  would  not  allow  Member  States  to  apply  different  rules 
for  the  type-approval  and  the  registration  of  new  vehicles  as  is  the  case  with  the 
harmonised  procedures.  It  is  within  the  exclusive  competence  of  the  Community 
to adapt  these  rules to technological  progress, by  means of  directives  according  to 
general 
in 
Directive  70/156/EEC,  as  well  as  the  addtional  methods  which  appear  in  the 
separate  directives. 

prescriptions 

established 

regulatory 

approach 

and 

the 

Proposal  for  a 
EUROPEAN  PARLIAMENT  AND  COUNCIL  DIRECTIVE 
amending  Directive  88/77/EEC  on  the  approximation  of  the  laws  of  the 
Member  States  relating  to the  measures  to be taken  against  the  emission  of 
gaseous  and  particulate  pollutants  from  diesel  engines  for  use  in  vehicles 

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(I), 

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

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

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

Whereas  the  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(4), provides for  additional  efforts  to be made to 
effect  a considerable reduction  in the present level  of pollutants emitted  from  motor vehicles; 

Whereas  the  objective  of  reducing  the  level  of  pollutant  emissions  from  motor  vehicles  and 
the  establishment  and  operation  of  the  internal  market  for  vehicles  cannot  be  adequately 
achieved  by  individual  Member  States  and  can  therefore  be  better  achieved  by  the 
approximation  of the  laws  of the Member  States relating to measures to be taken  against  air 
pollution  by  motor  vehicles; 

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

(i) 

(2) 

(3) 

(4) 

O J N oC  56, 26.2.1993, p. 34. 
O J N o C 2 0 1,  26.7.1993, p. 9. 
O J N oC  112, 20.12.1973, p.  1. 
O J N oC  138,  17.5.1993, p.  1. 

( 2) 

Whereas  Directive  88/77/EEC(5),  as last  amended  by  Directive  91/542/EEC(6),  laid  down  the 
limit values for the emissions of carbon monoxide, unburnt hydrocarbons and nitrogen oxides 
from  diesel  engines  for  use in  motor  vehicles  on the basis of  a test  procedure  representative 
for  European  driving  conditions  for  the  vehicles  concerned,  whereas  Directive  91/542/EEC 
provides  for  two  stages, the first stage  (1992/3)  coinciding with the implementation  dates  of 
the new European  emission  standards  for  passenger  cars; whereas the  second  stage  (1995/6) 
established  a  longer-term  guideline  for  the  European  motor  industry  by  fixing  limit  values 
based  on  the expected  performance  of technologies  still  under  development,  whilst  granting 
to industry  a lead  time  for  perfecting  such  technologies; 

Whereas  Article  5(2)  of  Directive  91/542/EEC  instructed  the  Commission  to  report  to  the 
Council  before  the  end  of  1993  on  progress  made  regarding  the  availability  of  technologies 
for  controlling  air-polluting  emissions  from  diesel  engines,  particularly  those  of  less  than 
85  kW;  whereas  this  report  should  cover  also  new  statistical  methods  to  monitor  the 
conformity  of production-arrangements  for these vehicles; whereas in the light  of this report, 
the Commission was instructed,  if necessary, to submit a proposal  to the Council  for  revising 
upwards  the  limit  values  for  particulate  emissions; 

Whereas  consultation  with  experts  has  demonstrated  the  feasibility  of  introducing  new 
provisions  on  the  conformity  of  products; 

Whereas,  on  the  other  hand,  the  ambitious  limit  value  for  particulate  emissions  set  in 
Directive  91/542/EEC  for  stage 2 cannot,  at the present  state of technology,  be met by  most 
small  diesel  engines  of  less  than  85  kW  by  1995;  whereas  a  significant  reduction  in 
particulate  emissions  can  nonetheless  be  achieved  from  October  1995  for  those  vehicles; 
whereas,  for  small  diesel  engines  with  a  cylinder  swept  volume  lower  than  0.7  dm3  and  a 
rated  power  speed  higher  than  3,000  min-1,  the  limit  value  for  particulate  emissions  set  in 
Directive  91/542/EEC  should  be introduced  from  1999 instead;  whereas this additional  time 
period  will  allow the  industry  to make the necessary  changes to  ensure  compliance  with  the 
deferred  limit  value; 

Whereas,  in  order  to  encourage  the  early  introduction  of  the  lower  particulate  emission 
standards  for  diesel  engines  of  less  than  85  kW,  Member  States  should  be  allowed  to 
encourage,  by  means  of  tax  incentives,  the  introduction  of  such  vehicles  which  satisfy  the 
requirements adopted at Community  level; whereas such tax incentives must comply with the 
provisions  of  the  Treaty  and  satisfy  certain  conditions  intended  to  avoid  distortions  of  the 
internal  market;  whereas  the  provisions  of  this  Directive  do  not  affect  the  Member  States' 
right to include emissions of pollutants and other substances in the basis on which road  traffic 
taxes  on  motor  vehicles  are  calculated; 

Whereas the prior notification  requirement of this Directive is without prejudice to  notification 
requirements  under  other  provisions  of  Community  law,  and  in  particular  Article  93(3)  of 
the  Treaty, 

(5)  O J N oL  36,  9.2.1988,  p. 33. 
(6)  OJ No L  295,  25.10.1991, p.  1. 

HAVE  ADOPTED  THIS  DIRECTIVE: 

Article 1 

Annex  I to Directive  88/77/EEC is amended  in  accordance with the  Annex  to this Directive. 

Article  2 

Without  prejudice  to  Article  3 of Directive  88/77/EEC,  Member  States may  make  provision 
for  tax  incentives  in  respect  of  the  particulate  emissions  of  small  diesel  engines  for  use  in 
vehicles,  as  defined  in  the  Annex  to  this  Directive.  Such  incentives  shall  comply  with  the 
provisions  of  the  Treaty  and  satisfy  the  following  conditions: 

they  shall  apply  to all  new engines for  use in vehicles  offered  for  sale on the  market  of 
a  Member  State which  comply  in  advance  with  the  limit value  of  0.15  g/kWh; 

they  shall  be  terminated  with  effect  from  30  September  2000,  being  the  date  of  the 
mandatory  application  of  the  particulate  limit  values  laid  down  in  the  Annex  to  this 
Directive  for  those  engines; 

for  each type  of  engine, they  shall  be for  a lesser  amount than  the additional  cost  of the 
technical  devices used  to ensure  compliance  with  the values  set  and  of their  installation 
in 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  3 

1.  Member  States shall  bring into force  the laws, regulations  and  administrative  provisions 
necessary  to comply with this Directive before  1 October  1995.  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. 

2.  Member  States  shall  communicate  to the Commission  the text  of the  main  provisions of 

national  law  which  they  adopt  in  the  field  covered  by  this  Directive. 

Article  4 

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

This  Directive  is  addressed  to the Member  States. 

Article 5 

Done  at  Brussels, 

For  the  European  Parliament 
The  President 

For  the  Council 
The  President 

10 

ANNEX 

Amendments  to  the  Annexes  to  Directive  88/77/EEC 

as  amended  by  Directive  91/542/EEC 

ANNEX  I 

1 ) 

Item  6.2.1.  : the  following  footnote  (**)  is  added  to  the  figure  "0.15"  of the  last  line  of 
the table  (B (1,10.1995)),  last  column  (Mass  of  particulates  (PT)  g/kWh): 

"(**)  :  until  30  September  1999  the  value  applied  to  the  particulate  emissions  of 
engines  having  a  cylinder  swept  volume  of  less  than  0.7  dm3  and  a  rated  power  speed 
of more than  3,000  min-1,  is 025  g/kWh." 

2) 

Item  8.3.1.1.  : the  following  footnote  (**)  is  added  to  the  figure  "0.15"  of  the  last  line 
of the table (B (1.10.1995)),  last  column  (Mass  of  particulates  (PT)  g/kWh): 

"(**)  :  until  30  September  2000  the  value  applied  to  the  particulate  emissions  of 
engines  having  a  cylinder  swept  volume  of  less  than  0.7  dm3  and  a  rated  power  speed 
of more than  3,000  min-1,  is 025  g/kWh." 

3) 

Section  8 reads as  follows  : 

CONFORMITY  OF  PRODUCTION 

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

If  the  authority  is  not  satisfied  with  the  auditing  procedure  of  the  manufacturer,  then 
Sections 2.4.2  and 2.4.3  of Annex  X to  Directive  70/156/EEC are  applicable. 

11 

8.1.1. 

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

8.1.1.1. 

Conformity  of the engine  for  emissions  of  pollutants  test. 

8.1.1.1.1. 

8.1.1.1.2. 

After  presentation  to  the  authority,  the  manufacturer  shall  not  undertake  anv 
adjustment  to the engines  selected. 

If  the  production  is  not  defined  as  a  small  series  (*),  three  engines  are  randomly 
taken  in the  series  and  are  subjected  to  the  test  referred  to  in  section  6.2.  The  limit 
values  are given  in paragraph  6.2.1. of  this  Annex. 

If  the  authority  is  satisfied  with  the  production  standard  deviation  given  by  the 
manufacturer,  according  to  Annex  X  of  Directive  70/156/EEC  modified  by 
Directive  92/53/EEC,  in  so  far  as  it applies  to  motor  vehicles  and  their  trailers,  the 
tests  are carried  out according  to  appendix  1 of this  Annex. 

If  the  authority  is not satisfied  with  the  production  standard  deviation  given  by  the 
manufacturer  according  to  Annex  X  of  Directive  70/156/EEC  modified  by 
Directive  92/53/EEC,  in  so  far  as  it applies  to  motor  vehicles  and  their  trailers,  the 
tests  are carried  out according to  appendix  2 of this  Annex. 

At  the  manufacturer's  request,  the  test  can  be  carried  out  according  to  appendix  3 
of  this  Annex. 

8.1.1.1.3. 

The  production  of  a  series  is  regarded  as  conforming  or  non  conforming,  on  the 
basis  of  a  test  of  the  engines  by  sampling,  once  a  pass  decision  is  reached  for  all 
the  pollutants  or  a  fail  decision  is  reached  for  one  pollutant,  according  to  the  test 
criteria  applied  in the appropriate  appendix. 

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

If  no  pass  decision  is  reached  for  all  the  pollutants  and  if  no  fail  decision  is 
reached  for  one  pollutant, a test  is carried  out  on  another  engine  (see  Figure  1/7). 

At  anytime,  the  manufacturer  may  chose  stop  testing  if  no  decision  is  reached  : a 
fail  decision  is then  recorded. 

12 

FIGURE 
1/7 

Test of 
3 engines 

M/ 

4  Computation of the 

test statistic 

M/ 

According to the appropriate appendi 
does the test statistic agree with the 
criteria for failing the series for at 
least one pollutant ? 

NO 

M/ 

According to the appropriate appendik 
does the test statistic agree with the 
criteria for passing the series for at 
least one pollutant ? 

NO 

YES 

\k 

A pass decision is reached 
for one or more pollutants 

M/ 

Is a pass decision is reached 
for all the polluants 

YES  4  Series 

accepted 

-> 

NO 

\k 

Test of an additional 
engine 

13 

8.1.1.2. 

The tests  will  be carried  out  on  newly  manufactured  engines. 

8.1.1.2.1.  However,  at  the  request  of  the  manufacturer,  the  tests  will  be  carried  out  on 

engines  which  have  been  run-in  a  maximum  of  100 hours. 

In  this  case,  the  running-in  procedure  will  be  conducted  by  the  manufacturer  who 

shall  undertake  not  to  make  any  adjustments  to those  engines. 

8.1.1.2.2.  When  the  manufacturer  asks  to  conduct  a  running-in  procedure  : x  hours  where  x  < 

(100) hours,  it may  be carried  out  on  : 

*  all  the engines  that  are  tested, 

or 

* 

the  first  engine  tested, 

with  the  determination  of an  evolution  coefficient  as follows  : 

• 

the  pollutant  emissions  will  be  measured  at  zero  and  at  "x"  hours  on 

the  first  tested  engine, 

• 

the  evolution  coefficient  of  the  emissions  between  zero  and  "x"  hours 

will  be calculated  for  each  pollutant  : 

Emissions  " x"  hours 

Emissions  zero  hour 

It may  be  less  than  1. 

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

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

- 

- 

the  values  at  "X"  hours  for  the  first  engine, 

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

>. 1.1.2.3.  AH  these 

tests  may  be  conducted  with  commercial  fuel.  However,  at 
manufacturer's  request,  the  reference  fuels  described  in Annex  IV  may  be  used. 

the 

14 

A P P E N D IX  1 

This  appendix  describes  the  procedure  to  be  used  to  verify  the  conformity  of 
production 
the 
for 
manufacturer's  production  standard  deviation  is satisfactory. 

the  emissions  of  pollutants 

requirements 

test  when 

1 

. 

3- 

With  a  minimum  sample  size  of  3  the  sampling  procedure  is  set  so  that  the 
probability  of  a  lot  passing  a  test  with  30  %  of  the  production  defective  is  0.90 
(producer's risk =  10 %) while the probability  of a lot  being accepted  with  65 % of 
the production defective  is 0.1  (consumer's  risk =  10 %). 

For  each  of  the  pollutants  given  in  paragraph  6.2.1.  of  Annex  I,  the  following 
procedure is used (see Figure 1/7). 

Let  L  be the natural  logarithm  of the  limit value  for the pollutant, 

xi  the  natural  logarithm  of  the  measurement  for  the  i-th  engine  of  the 

sample, 

s  an estimate of the production  standard-deviation  (after  taking the  natural 

logarithm of the measurements), 

n 

is the current sample  number. 

4 - 

Compute  for  the  sample, the  test  statistic  quantifying  the  sum  of the  standardised 
deviations to the limit and defined  as : 

1 
I(L-X) 

5 - 

Then  : 

* 

* 

if the test  statistic  is greater  than  the  pass  decision  number  for  the  sample 
size given  in Table  (1/1/5), a pass  decision  is reached  for the  pollutant, 

if the test  statistic  is less  than  the  fail  decision  number  for  the  sample  size 
given in Table (1/1/5),  a fail  decision  is reached  for  the  pollutant, 

*  otherwise,  an  additional  engine  is  tested  according  to  paragraph  8.1.1.1. 
of Annex  I and  the procedure  is applied  to the  sample with one unit  more. 

15 

TABLET/1/S 

Cumulative number 

Pass decision 

Fail decision 

of tested engines 

number 

number 

(current sample size) 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

2.624 

2.693 

2.763 

2.833 

2.902 

2.972 

3.041 

3.111 

3.180 

0.834 

-2.207 

-2.137 

-2.068 

-1.998 

-1.928 

-1.859 

-1.789 

-1.720 

-1.650 

0.834 

16 

A P P E N D ÏX 

2 

This  appendix  describes  the  procedure  to  be  used  to  verify  the  conformity  of 
production 
the 
manufacturer's  evidence  of  production  standard  deviation  is  either  unsatisfactory' 
or  unavailable. 

the  emissions  of  pollutants 

requirements 

test  when 

for 

2-

With  a  minimum  sample  size  of  3  the  sampling  procedure  is  set  so  that  the 
probability  of  a  lot  passing  a  test  with  30  %  of  the  production  defective  is  0.90 
(producer's  risk  =  10 %)  while the  probability  of a  lot  being  accepted  with  65  %  of 
the  production  defective  is 0.1  (consumer's  risk  =  10 %). 

The  measurements  of  the  pollutants  given  in  paragraph  6.2.1.  of  Annex  I  are 
considered  to  be  log normally  distributed  and  should  first  be transformed  by  taking 
their  natural 
sample  sizes  respectively  ( m0  =  3 and  m = 32) and  let n denote  the  current  sample 

a nd  m  d e n o le  me  minimum  and  maximum 

logarithms.  Let  m0

number. 

If  the  natural  logarithm  of  the  measurements  in the series  are  x j,  x2>  —  x j  and  L 

is the  natural  logarithm  of the  limit value  for  the  pollutant, then,  define  : 

d j - X j -L 

1 
dn=-  I  dj 

n 

1 
and v2  = - 

n 

n 
I 
nj =l 

/ 
-
I d : - dn  )' 

J 

5-

Table  1/2/5 shows  values  of  the  pass ( An)  a nd  f a il  ( Bn)  d e c i s i on  numbers  against 
t0 
current  sample  number.  The  test  statistic  is the  ratio  dn  /  Vn

  a nd  s h a 11  be  u s ed 

determine  whether  the  series  has  passed  or  failed  as follows  : 

For  m0  -  n  -  m 

: 

*  Pass the  series  if dn  /  Vn  -  An 

*  Fail  the  series  if  dn/ Vn- Bn 

*  Take  another  measurement 

i f An

<d n / Vn

<Bn 

17 

 
6 - 

Remarks. 

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

dn  = 

V 

"J 

dn-1  + - dn 

2 

,,  H  ^ 
V? 
ny  n -1 

(*-'*** 
n_i 

(n = 2 , 3 , . . . ; dn= d i ; Vi  = 0) 

18 

T A B LE  I/2/S 

sample size 

Pass  decision 

Fail  decision 

n 

4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 

-  n u m b er 

number 

An 

Bn 

6.09356 
3.42688 
2.32183 
1.72892 
1.36012 
1.10798 
0.924 
0.78328 
0.67175 
0.58086 
0.50515 
0.44093 
0.38563 
0.33743 
0.29495 
0.25717 
0.22331 
0.19273 
0.16496 
0.13959 
0.1163 
0.09483 
0.07496 
0.05649 
0.03928 
0.02318 
0.00809 
-0.00609 
-0.01946 
-0.03208 

-0.69148 
-0.65832 
-0.6308 
-0.60608 
-0.58291 
-0.56069 
-0.53906 
-0.5  178 
-0.49679 
-0.47592 
-0.45512 
-0.43435 
-0.41354 
-0.39268 
-0.37172 
-0.35065 
-0.332944 
-0.30807 
-0.28652 
-0.26476 
-0.24279 
-0.22057 
-0.1981 
-0.17536 
-0.15232 
-0.12897 
-0.10529 
-0.08126 
-0.05687 
-0.03208 

19 

A P P E N D IX 

3 

1 _ 

2_ 

3  - 

4  - 

5  - 

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

test. 

With  a  minimum  sample  size  of  3  the  sampling  procedure  is  set  so  that  the 
probability  of  a  lot  passing  a  test  with  30  %  of  the  production  defective  is  0.90 
(producer's  risk  =  10 %) while the probability  of  a  lot  being  accepted  with  65  %  of 
the  production  defective  is 0.1  (consumer's  risk  =  10 % ). 

For  each  of  the  pollutants  given  in  paragraph  6.2.1.  of  Annex  I,  the  following 
procedure  is used  (see Figure 1/7). 

Let 

L  the  limit value  for the  pollutant, 

x • the  value  of the measurement  for  the  i-th  engine  of the  sample, 

n 

is the  current  sample  number. 

Compute  for 

the  sample,  the  test  statistic  quantifying 

the  number  of  non 

conforming  engines,  ie  : x[  > L-

Then  : 

* 

* 

if  the  test  statistic  is  less  or  equal  to  the  pass  decision  number  for  the  sample 
size  given  in  Table (1/3/5), a pass decision  is reached  for  the  pollutant, 

if  the  test  statistic  is greater  or  equal  to  the  fail  decision  number  for  the  sample 
size  given  in Table (1/3/5), a fail  decision  is reached  for  the  pollutant, 

*  otherwise,  an  additional  engine  is  tested  according  to  paragraph  8.1.1.1.  of 

Annex  I and  the procedure  is applied  to the  sample  with  one  unit  more. 

In  table  (1/3/5)  the  pass  and  fail  decision  numbers  are  computed  with 
International  Standard  ISO 8422:1991. 

the 

20 

lABLEJ/3/5 

Cumulative  number 

Pass decision 

Fail decision 

of engine  tested 

number 

number 

4 

4 

5 

5 

6 

6 

7 

7 

8 

8 

9 

9 

10 

10 

4 

4 

5 

5 

6 

6 

7 

14 

15 

16 

17 

18 

19 

21 

ISSN  0254-1475 

COM(94) 559 final 

DOCUMENTS 

EN 

14 06 

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ISBN 92-77-83334-3 

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