Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE relating to the quality of the petrol and diesel fuels and amending Council Directive 93/12/EEC
Date: 1996-06-18
Institutions: European Commission
Subjects: air quality, diesel fuel, international standard, pollution control, quality of the environment, sulphur

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. 

Figure  1 
Evolution of Community Passenger  Car Emission  Standards 

•5  O S  3 

03 

OJ 

t 
0-

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, 
costs  appropriately, 

for 

example  by 

spreading 

the 

environmental 

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 
intended  objectives. 

in 

the 

light  of 

the 

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 
tests), 
evaporative  emissions, 

temperatures,  durability 

conformity 

(e.g. 

the 

in 

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 

review  process  as  well  as 

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 
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. 

the  ongoing  work 

revise 

to 

Table  1 

Air  Quality  Targets 

Pollutant: 

Urban  N02 

Air 
Quality 
Targets: 

200  ug/m3 
As  maximum 
hourly  value 

Urban 
Carbon 
Monoxide 
10 mg/m3 
As  maximum 
hourly  value. 

Urban 
Benzene 

Urban 
Particulates 

Tropospheric 
Ozone 

10  ug/m3 
As an 
annual  mean 

50  ug/m3 
As  a24  hour 
rolling 
average 

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 

(this  proposal 

to  Directive  70/220/EEC 

The  emission  standards  for  passenger  cars  will  be  tightened  by  means  of  a  proposed 
modification 
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.) 

is  attached 

to 

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 

Limit Values 

Mass of Carbon 

Mass of 

Mass of Oxides of 

Combined  mass of 

Monoxide 

Hydrocarbons 

Nitrogen 

(CO) 

L, 
(g/km) 

(HC) 

L2 
(g/km) 

(NOx) 

L3 
(g/km) 

hydrocarbons and 

oxides  of nitrogen 
(HC+NOx) 

L2  + L 3 
(g/km) 

Petrol 

Diesel 

Petrol 

Diesel 

Petrol 

Diesel 

Petrol 

Diesel 

Mass of 

particulates 

(PM) 

L4 
(g/km) 

Diesel 

0.05 

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  **" 

2.3 

0.64 

0.20 

1.00 

0.50 

0.10 

-

-

0.15 

0.50 

0.08 

0.25 

2.1 

2.1 

0.25 

0.25 

0.25 

0.25 

2.1 

2.1 

1.7 

2.1 

2.1 

1.7 

0.08 

0.08 

0.25 

0.05 

0.05 

0.12 

0.02 

0.02 

0.12 

0.25 

0.12 

0.12 

-

-

-

_ 

_ 

-

0.56 

0.30 '-

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 

to  Directive  70/220/EEC 

By  the  end  of  1996,  the  Commission  will  come  forward  with  a  proposal  for  a  further 
modification 
light  commercial 
this 
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  relation 

time 

to 

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. 

Indicative  Emission  Reductions  to  Light  Commercial  Vehicle  Emission  Standards 

Table  3 

Percentage  Reduction  from  Current  Standard 

Gasoline  LCVs 

Diesel  LCVs 

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. 

Indicative  Emission  Reductions  to  Heavy  Duty  Engine  Emission  Standards 

Table  4 

^ 

1 Diesel  HDVs &  Buses 

| 

Percentage  Reduction  from  Current  Standard 

NOx 

-  30% 

PM 

-  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. 

Predicted  Market  Average  Fuel  Quality  in 2000 and  Effect  of  Proposal  - Petrol 

Table 5 

Parameter 

Unit 

Market  Average 
Without  proposal 

Market  Average  with 
Proposal 

__ 

58 

53 

84 

11 

37 

1.6 

1 

150 

0.005 

RVP  Summer 

E.100 

E.150 

Olefins 

Aromatics 

Benzene 

Oxygen 

Sulphur 

Lead 

kPa 

%  v/v 

%  v/v 

%  v/v 

%  v/v 

%  v/v 

%  m/m 

ppm 

^ 

68 

53 

84 

11 

40 

2.3 

0.6 

300 

0.005 

12 

Predicted  Market  Average  Fuel  Quality  in  2000  and  Effect  of  Proposal  -  Diesel 

Table 6 

Parameter 

Cetane  Number 

Density 

Unit 

-

kPa 

Poly-aromatics 

%  Vol 

T95 

Sulphur 

°C 

ppm 

Market  Average 
without  proposal 

Market  Average  with 
Proposal 

51 

843 

9 

355 

450 

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) 

(ii) 

the latest  information  on the  interaction  between  fuel  quality  and  the performance  of 
the new  pollution  abatement  technologies; 

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 
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. 

the  various  approaches  followed 

in 

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. 

its  proposals 

for  vehicle  emission  standards  arising  out  of 

the 
In  developing 
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 

Pollutant, 

Urban 
NOx 

Urban 
Particulates 

Urban 
Benzene 

Total 
VOCs 

Total 
NOx 

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). 

Effect  on Road Transport  Emissions of Auto Oil Package of Measures 

Table 7 

Emissions  in  1990 

Emissions  in  1995 

Emissions  in 2010 
without  Auto  Oil 

1000 
Tonnes/yr 

Percent 
of  1990 
Level 

1000 
Tonnes/ 
yr 

Percent 
of  1990 
Level 

1000 
Tonnes/ 
yr 

Percent 
of  1990 
Level 

1  936.68 

100 

1  940.58 

100 

1  207.77 

62 

Emission  in  2010 
with' Auto  Oil 
Package 

1000 
Tonnes/ 
yr 

748.817 

Percent 
of  1990 
Level 

38.7 

124.663 

100 

137.029 

110 

69.383 

Urban  CO 

25  189.17 

100 

100 

20  224.04 

13.88 

80 

87 

1  1961.25 

7.78 

15.91 

56 

47 

49 

42.324 

34 

5  980.625 

4.0456 

23.7 

25.4 

4  105.72 

100 

3  688.83 

90 

1  811.33 

44 

996.232 

24 

5  864.84 

100 

5  581.33 

95 

3  053.25 

52 

1  984.613 

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 
Van  /light  commercial  vehicle  producers 
Heavy  duty  vehicle  producers 
Refining  Industry 
National  governments  associated  with 
improved  inspection  and  maintenance 

ECU  3 094  million  per  annum 
ECU  373  million  per  annum 
ECU  675  million  per  annum 
ECU  765  million  per  annum 

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 
ECU  500  million  per  annum 
Heavy  duty  vehicle  producers 

Cost  to  the  consumer 

Measures  which  become  effective  from  2000 

Fuel 

Additional  cost  per litre/1  000  litres 

Petrol: 
Diesel: 

ECU  0.002  per  litre: 
ECU  0.0018  per  litre: 

ECU  2 per  1 000  litres 
ECU  1.8  per  1 000  litres 

Additional  cost  on  the  fuel  bill  of  the  average  motorist 

ECU  2.3  (assuming  12 600 km  per year  and  8.61  1/100  km) 
Petrol  Car: 
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 
Medium 
Large 

ECU  200  per  new  car 
ECU  225  per  new  car 
ECU  290  per  new  car 

Medium  ECU  380  per  new  car 
ECU  520  per  new^ear 
Large 

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 

REPORT  ON  THE  AUTO/OIL  PROGRAMME 

ANNEX 

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) 

(ii) 

(iii) 

(iv) 

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; 

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; 

the  collation  and,  where  necessary,  the  generation  of  data  concerning  the  cost  of 
introducing  the  measures  identified  under  ii  (above); 

^ 

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 
Auto/Oil  Programme 

to 

interested  parties  not  directly 

involved 

in 

the 

(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 
invited 
being  made  with 
Member  States  to  provide  technical  advice  and  support  in  areas  of  specific 
interest  to  them. 

the  Auto/Oil  Programme.  The  Commission 

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 

Pollutants 

Investigated 

in  the  Auto  Oil  Programme 

BOX1 

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 

Road Transport Carbon Monoxide 
Emission Sourcts 

Apfcvlton  Nat«n 
1H 

Nitrogen  Monoxide  /  Nitric  Oxide  (NO) 
(Transforms  mainly  to N02) 

Nitrogen  Dioxide  ( N 02- N 02&  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 

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. 

Sources of all VOC Emissions in EU In 1990 

—  Road Transport VOC Emission Sources 

'TV 

V«kklei  B «M 

* * * *" 
7H J *.  —**-

L%k« 
C M U M K UL 
VAfclM, 
1IH 

Sourcts of all NOx (as N02) Emissions in 
EU in 1990 

Road Transport NOx Emission Sources 

B«n«  Twa 

Wheal» 

BnrMUonA 

•xilfUh 

* 

Otter MrtCa 

W i rf 
treatment 
13H 

. 

__ 
l**"*t»7  Othar Mai 
Sivrcea 
1 2* 

Colourless liquid or gas - smells of almonds 
Benzene is known to be both toxic and a carcinogen. 

Benzene  (CéH«) 

•Antwx  tn Cammunimfirm  • The Auto  Oil Programme  24/05/1996 page 4 

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 
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. 

limit  values  which  exist 

in 

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 

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  . 

CO 

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 

Benzene 

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 

N02*/  NOx 

CO 

Benzene 

CITY 

Percentage  Emissions  Reduction 
necessary  to  achieve  air  quality 
targets: 

Percentage  Emissions 
Reduction  necessary 'to  achieve 
air  quality  targets: 

Percentage  Emissions  Reduction  necessary  to 
achieve  air  quality  targets: 

Less  severe 
standard 

More  severe 
standard 

Less  severe 
standard 

More  severe 
standard 

Less  severe 
standard 

More  severe 
standard 

Very  severe 
standard 

Athens 

Cologne 

The  Hague 

London 

Lyon 

Madrid 

Milan 

(N/A - Not Available) 

0 

0 

0 

0 

0 

0 

0 

50 

20.5 

0 

31.5 

22.5 

39 

45 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

50 

0 

0 

0 

20 

35 

15 

*  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 

Summary  of  Data  from  UK  and  EU  Studies  on  Urban  PM  Concentrations. 

Table  3 

APHEA  Project  data: 

,1 

». 

City 

Measurement 

Winter  (December, 
January,  February) 

Summer  (June, 
July,  August) 

Athens 

Black  Smoke 

Barcelona 

TSP  or  PMx 

Helsinki 

TSP  or  PMx 

Cologne 

TSP  or  PMx 

London 

Black  Smoke 

Lyon 

Milan 

Paris 

PM13 

TSP  or  PMx 

187.9 

TSP  or  PMx 

Rotterdam 

Black  Smoke 

Min.* 

64.0 

137.5 

33.4 

70.3 

24.1 

48.6 

36.4 

15.6 

Max.** 

141.4 

232.2 

121.8 

83.8 

94.5 

87.8 

199.7 

67.3 

29 

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 

City 

Finland 

Kupio 

Germany 

Berlin 

Germany 

Zerbst 

Greece 

Athens 

Italy 

Italy 

Pisa 

Torre  del 
Lago 

NL 

Amsterdam 

Sweden 

Mal mo 

1 

Max.  PM10 
Winter 
(ug/m3) 

UK  data: 

City 

Dailv  mean 
PM10 
(Mg/m3) 

60 

117 

95 

201 

131 

149 

123 

59 

Belfast 

BirminghamA 

BirminghamB 

Bristol 

Cardif 

Edinburgh 

Hull 

Leeds 

Liverpool 

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 
to  a percentage  land  area  compliance  of  95  and  99% respectively.  It  was 
70%  correspond 
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 

Directive 
92/72/EEC 

Directive 
92/72/EEC 

Air  Quality 
Standard 
110  ug/m3 
8-hour  average 
180  ug/m3 
1-hour average 

WHO  Air 
Quality 
Guidelines  1995 

120  ug/m3 
8 hour  average 

Relevance 

Health  protection  threshold 

Threshold  level  over  which 
information  /  warnings  have 
to be  issued  by  the  authorities 
to  the general  public. 

Protection  of  health  threshold 

(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 

Compliance  with  Ozone  Air  Quality  Standards 

Table 5 

EU 

Percentage  of  EU  Land  Area  (measured  in  EMEP  grid 
squares)  in  Compliance  with  Standards 

1  h  mean 
100 
percentile 

%  >  180 
ug/m3 

1 h  mean 
99 
percentile 

%  >  180 
ug/m3 

37 

53 

62 

73 

81 

92 

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 

Scenario 

1990  basecase 

2010  Basecase 

1990  basecase 
-50% 

1990  basecase 
-  60% 

1990  basecase 
-  70% 

1990 basecase 
-  80% 

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*** 

NOx* 

7.12% 
tl 
-6.36% 

VOCs 

18.62% 
tl 
4.31% 

CO 

17.16% 
t l" 
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** 

NOx 

1.8% 
ti 
0.5% 

VOCs 

34.3% 
tl 
10.7% 

CO 

36.1% 
ti 
10.6% 

PM 

30% 
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: 

NOx 

65% 
tl 
20% 

HC* 

65% 
tl 
20% 

CO 

45% 
tl 
20% 

Costs: 

Additional  Cost 
per  vehicle 

Percentage  of 
Purchase  Price 

Annual  Cost 
to  Industry 

Small 

ECU  43  -  237 

Medium 

ECU  42  -  256 

Large 

ECU  7 2 - 3 41 

0.5  - 2% 

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: 

PM 

Costs: 

50% 
tl 
20% 

NOx 

20% 
tl 
20% 

HC* 

65% 
tl 
10% 

CO 

Additional  Cost 
per  vehicle 

Percentage  of 
Purchase  Price 

Medium 

ECU  203  -  367 

Large 

ECU  227  -  402 

0.5  - 2 .! 5% 

HC = Hydro-Carbons - a proportion of which will be VOCs 

50% 
tl 
25% 

Annual 
Cost  to 
Industry 

ECU345 
«*605 
million 

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: 

Total 
NOx 

15.9% 
tl 
0% 

Total 
VOCs 

30% 
tl 
0% 

Urban 
PM* 

10% 
tl 
0% 

Costs*": 

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 

EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE 

96/0163 (COD) 

Proposal for a 

relating to the quality  of petrol  and diesel fuels  and amending 
Council Directive 93/12/EEC 

42 

EXPLANATORY  MEMORANDUM 

1. 

BACKGROUND 

in  reducing  vehicle  emissions. 
The  European  Union  has  a  long  standing  history 
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 
intended  objectives." 

reasonable 

in 

the 

light^ of 

the 

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) 
(2) 

OJ No  L  100,  19.4.1994,  p. 42. 
O J N oL  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 
in 
limit  values  currently 
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). 

in  place  are 

laid  down 

The use of  fuels  for  transportation  purposes is however  also linked  to the release of other air 
pollutants  such  as  volatile  organic  compounds 
(NOx), 
carbonmonoxide  (CO)  and  particulate  matter  (PM) which  directly  or  as precursors  of  ozone 
can  have  detrimental  health  and  environmental  effects. 

(VOCs),  nitrogen  oxides 

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); 

to  strengthen 

a  proposal 
for  passenger  cars 
the  existing  emission 
(Directive  70/220/EEC,  as last  amended  by  Directive  94/12/EC  (accompanying  this 
proposal); 

limits 

a  proposal 
light  duty  vehicles 
(Directive  70/220/EEC  as last  amended  by  Common  Position  No  3/96,  [in  1997])(5)
; 

the  emission 

strengthen 

limits 

for 

to 

a  proposal 
(Directive  88/77/EEC(6) as last  amended  by  Directive  91/542/EEC7)); 

the  emission 

strengthen 

limits 

to 

for  heavy  duty  vehicles 

. 

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  = 
urban  CO  = 
urban  benzene 

39% 
51% 
= 

48% 

urban  particulates 
total  NOx 
total  VOCs 

= 
= 
= 

39% 
35% 
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) 

O J N oC  37,  9.2.1996,  p. 23. 
O J N oL  36,  9.2.1988,  p.  1. 
O J N oL  295,  25.10.1991, p.  1. 
O J N oL  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. 

Market Share of Leaded and Unleaded Gasoj  0Leaded 

Figure 1 

•  Unloaded 

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 

RON  95 

RON  98 

Fuel  quality 

1 3^ 

68.5 

18.0 

. 

9 

47 

12 

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 

RVP  Summer 

E.10Q 

E.150 

Olefins 

Aromatics 

Benzene 

Oxygen 

Sulphur 

Lead 

Unit 

kPa 

%  v/v 

%  v/v 

%  v/v 

%  v/v 

%  v/v 

%  m/m 

gpm 

g/1 

Predicted  Market  Average  in  the 
year  2000  without  new  measures 

68 

53 

84 

U 

40 

23 

(^6 

300 

0.005 

Table  3: Predicted  Average  Values  for  Fuel  Parameters  of Market  Fuels  (diesel) 

Parameter 

• 

Cetane Number 

Density 

Poly aromatics 

T95 

Sulphur 

Units 

: 

kg/m3 

vol% 

^Ç 

ppm 

Predicted  Market  Average  in  the 
year  2000  without  new  measures 

51 

843 

9 

355 

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 
the 
of  reducing  emissions  of  priority  pollutants  from  vehicles.  In 
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  context  of 

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 

Unit 

Average  Market 
Values  of  Proposed 
Fuel  Package 

Limit  Values  of  Proposed 
Fuel  Package 

Minimum 

Maximum 

RVP  Summer 

E.100 

E.150 

Olefins 

Aromatics 

Benzene 

Oxygen 

Sulphur 

Lead 

kPa 

% v/v 

% v/v 

% v/v 

% v/v 

% v/v 

% m/m 

ppm 

g/1 

58 

53 

84 

11 

37 

1.6 

1 

150 

0.005 

_ 

46 

75 

-

-

-

_ 

_ 

-

60 

_ 

_ 
Ts* 
45 

2 

2.3 

200 

0.005 

[*  Except  for  unleaded  petrol  regular  for  which  the  maximum  olefin  content  shall  be  2 1% v/v.] 

49 

Table 5:  Proposed  Fuel  Specifications  for Diesel  to Come into Effect  in 2000 and the 

Corresponding Predicted Market Average Values 

Parameter 

Unit 

Average  Market 
Values  of  Proposed 
Fuel  Package 

Limit  Values  of  Proposed 
Fuel  Package 

Minimum 

Maximum 

Cetane  Number 

Density 

-

kPa 

Poly-aromatics 

%  Vol. 

T95 

Sulphur 

°C 

ppm 

53 

835 

6 

350 

300 

51 

• 

_ 

_ 

-

_ 

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 

%  emission  reduction 
achieved  by  the 
proposed  change in 
petrol 

%  emission  reduction 
achieved  by  the 
proposed  change  in 
die:elfuel  (LDVs)* 

%  emission  reduction 
achieved  by  the 
proposed  change  in 
diesel  fuel  (HDVs)* 

NOx 

VOCs 

CO 

PM 

-  7.12 

-  8.44 

-  8.89 

Benzene 

-20.7 

-  0.53 

-  10.68 

-  10.60 

-  9.95 

— 

-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  benzene  content  in  petrol  is  5%  as  regulated  under  EC 
The  current  limit  value  of 
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 
the 
internal  market; 

the  functioning  of 

impacting 

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 
this 
the  specifications  for  petrol  and  diesel  fuels  as  laid  down  in  Annexes  I  and  frof 
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) 

(ii) 

the latest  information  on the interaction between  fuel  quality  and the performance  of 
the  new  pollution  abatement  technologies; 

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) 
(12) 

OJ No  L  316,  31.10.1992,  p.  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 
In  the  past,  refineries  have  been  categorized  in  three  types: 
13 212  833 barrels  per  day. 
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 

Number  of 
Refineries 

Total 
Atmospheric 
Distilliation 
Capacity  (b/cd) 

% of 
European 
Capacity  in 
Each 

18 

3 

10 

9 

7 

3 

19 

17 

8 

3 

4 

2 

3 

969  030 

244  000 

737  118 

696  700 

881  160 

494  000 

3  218  500 

2  793  000 

7.3% 

1.8% 

5.6% 

5.3% 

6.7% 

3.7% 

24.4% 

21.1% 

1 454  025 

11.0% 

598  300 

737  000 

390  000 

4.5% 

5.6% 

3.0% 

0 

0% 

Total  in  Europe 

106 

13 212  833 

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. 
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. 

German  refineries  have 

— 

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) 

Total  Capital 
Investment  Costs 

Fixed  operating 
Costs/Year 

Energy 
Costs/Year 

11 380 

7  223 

291 

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. 

trade  occurs  among  Member  States  and  between  Member  States  and 

This 
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: 
E T S U/ 
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: 
lead  content  (g/T  in  unleaded  petrol: 
benzene  content%V/V: 

> 0.15  - <  0.40 
<  0.013 
<  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 
sulphur  in  diesel 
ban  of  leaded  petrol 

3% 
500 ppm 

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 

Specifications 

Density  (kg/m3) 
Cetane  number 

I Distillation,  T  95% 

Diesel  Fuel 

Limit  values 

s  860 

£  820 
£  49  (temperate  climate) 

|  <L  370  C°  (temperate  climate) 

| 

Countries: Finland,  France,  Germany,  United  Kingdom,  Italy 

Table  10 

Specifications 

Limit  values 

Unleaded  Petrol  (regular/premium) 

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. 

fuels.  Applications  from  other  Member  States  such  as  Ireland  and 

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 
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) 

Sweden 

Finland 

Austria 

Sulphur(max) 

E.  lOO(min) 

RVPsummer 
(max) 

ppm 

% 

Kpa 

Benzene(max) 

Vol % 

Aromatics 
(max) 

Vol % 

Olefins(max) 

Vol % 

Oxygen(max)  % m/m 

100 

47 

70 

2 

46 

_ 

2.0 

Lead(maxX 

g/1 

0.005 

100 

43 

70 

1 

-

_ 

2.7 

-

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) 

Sweden 
{Category 1) 

Finland 
{City 
Diesel) 

Denmark 
Ultra 
light {Bus 
Fuel) 

EU  Specifica 
tions  proposed 
for  2000 

Cetane Number(min) 

Density(max) 

Distillation  95% point 
(max) 

Polycyclic-aromatic 
hydrocarbons 

Aromatics 

Sulphur  (max) 

No. 

kg/m3 

°C 

% m/m 

Vol % 

ppm 

50 

820 

285 

0.017 

5 

10 

49 

850 

20 

50 

50 

855 

320 

. 

500 

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 

3.2 

3.3-
3.6 

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. 

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. 

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) 

of this Official  Journal. 

OJNoL  76, 64.1970, p. 1. 
See p. 
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 
and  Sweden, 
the  Act  of  Accession  of  Austria,  Finland 
amended  by 
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. 

2. 

1. 

2. 

( i i) 

(12) 

(13) 

(14) 

(15) 

(16) 

"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. 

"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 

As  from  1 January  2000  Member  States  shall  prohibit  the  marketing  of  all  leaded 
petrol  within  their  territory. 

~z 

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. 

O J N oL  96,  3.4.1985,  p'  25. 
O J N oL  334,  12.12.1985,  p. 20. 
O J N oL  238,  21.8.1987,  p. 40. 
O J N oL  74,  27.3.1993, p. 81. 
O J N oL  84,  28.3.1974,  p.  10. 
O J N oC  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 
its  decision. 

the  Member  States  and  inform 

the  Council  of 

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. 

2. 

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. 

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. 

1. 

2. 

3. 

4. 

5. 

1. 

Article  8 

Monitoring  compliance  system  and  reporting 

Member  States  will  establish  programmes 
requirements  of  Article  3(2)  and  Article 4. 

to  monitor  compliance  with 

the 

The  analytical  methods  used 
the  concentration/level  of  a 
to  determine 
substance/parameter  in  the  fuel  will  be  the  standard  methods  specified  in  Annexes  I 
and  II. 

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. 

Within  12 months  after  the date  of  entry  into  force  of this  Directive, Member  States 
will  submit 
their  national 
the  Commission  a  detailed  description  of 
compliance  programme. 

to 

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 

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 
the 
de-NOx  catalyst; 

technologies 

such  as 

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 

1. 

2. 

1. 

Article  12 

Repeal  and  amendment  of  the  existing  directives  related  to 
the  fuel  quality  of  petrol  and  diesel  fuels 

Directive  85/210/EEC  and  Directive  85/536/EEC  are  repealed  as  from  the  date  of 
application  laid  down  in  Article  13(1). 

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 

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 
The  President 

For  the  Council 
The  President 

72 

ANNEX I 

ENVIRONMENTAL  SPECIFICATIONS  FOR MARKET FUELS TO BE USED 
FOR VEHICLES EQUIPPED WITH POSITIVE IGNITION ENGINES 

Type: Petrol 

Parameter 

Unit 

Limits(1) 

Minimum 

Maximum 

Reid vapour pressure, 
. summer period(3) 

kPa 

Distillation(4): 
evaporated at  100 *C 
evaporated at  150  *C 

Hydrocarbon analysis: 
.  olefins 
. aromatics 
. benzene 

46.0 
75.0 

% v/v 

% v/v 

Oxygen content 

%m/m 

Sulphur content 

Lead content 

ppm 

g/l 

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 

Unit 

Limits(1) 

Cetane  number 

Density  at  15 °C 

Distillation(3): 
95%  point 

kg/m3 

°C 

Polycyclic  aromatic 
hydrocarbons 

%m/m 

Sulphur  content 

ppm 

Minimum 

Maximum 

51.0 

845 

360 

11 

350 

Test 
Method(2) 

ISO 5165 

ISO  3675 

ISO  3405 

prIP391 

ISO  8754 

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). 

(2) 

(3) 

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 
these 
travelled) 
vehicles, 
improvements  thereby  preventing  the  emission  reductions  necessary  to  achieve 
future  air  quality  objectives. 

increased  kilometers 

to  counteract 

likely 

is 

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 
technical  progress. 

the  meeting  of 

the  Committtee  for  Adaptation 

to 

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 
to 
ECU  250  000. 

through  CEN.  Total  costs  would  amount 

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 

Year 
n 

-  Technical 
assistance 
uniform  fuel 
quality 
monetary 
system  -
CEM 

-  Technical 
assistance 
development 
new 
proposals 

Total 

ECU  million 
(money  of  the  day) 

n+4 

n+5  and 
subseq. 

Total 

n+1 

0.11 

n+2 

0.11 

n+3 

0.03 

0.1 

0.1 

0.1 

0.11 

0.21 

0.13 

0.1 

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 

0.147 
0.063 

0.091 
0.039 

0.11 

0.21 

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 

Human  Resources 

Human  Resources 

Length 

Permanent 
jobs 

Temporary 
jobs 

Existing 
human 
resources  in 
the  DG  or 
service 

Additional 
human 
resources 

— 

Civil 
servants  or 
temporary' 
agents 

A 
B 
C 

Other 

Total 

0 

0 

0 

0 

79 

10.2  Financial  global  impact  of additional  human  resources 

^ 

Amounts 

Mode of computation 

Civil servants 
Temporary agents 
Other resources 

0 
0 
0 

Total  (ECU)  0 

10.3 

Increase  of other operative expenses 

Budget item 

A-2510 (Travel for the 
Committee foreseen  under 
Article  11 of the proposal 

Amounts 

20 850 

Total  (ECU)  20 850 

Mode of computation 

15 x ECU 695imeeting x 
2 meetings/year 

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 
specifications  with  regard  to  gasoline  and  diesel. 

fuel 

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 

industry  estimations  with  regard  to  employment 
For  the  petrochemical 
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 
influence  of  feedstock  availability  and 
role  compared 
small 
refinery  configuration. 

the 

to 

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 
(new  catalysts)  and/or  new 
production units. 

through  better 

technologies 

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 
regain 
competitiveness  if they  ensure  sufficient  diversity  of  import  sources. 

specifications.  Traders 

can  maintain  or 

fuel 

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 
the 
in 
cost-effectiveness  analysis  into  limit values. 

the  fuel  parameter  values  used 

the  discussion  on 

transposing 

in 

84 

With  regard  to  the  proposed  specifications  the  oil  industy  has  expressed  its 
in 
reservations  concerning  the  limit  values  for  the  sulphur  content  of  both  fuels 
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 

EUROPEAN  PARLIAMENT AND COUNCIL DIRECTIVE 

96/0164 (COD) 

Proposal  for a 

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 
vehicle  technology; 

reductions 

in  pollutant  emissions  are  possible 

through 

improved 

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 
increase  of  3-5%  on  current  purchase  price 
were  provided  equate 
(excluding  taxation). 

to  an 

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. 

1. 

Consultations  of  interested  parties 

Position  of  industry 

throughout 

industries  were  associated  and  were  consulted 

The  motor  and  oil 
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. 

1. 

Content  of  the  proposal 

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 
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. 

time 

first 

the 

for 

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. 

Stage: 

Directive  94/12/EC 

CO 
HC+NOx 
HC 
NOx 
(limit  values in  g/km  ) 

2.2 
0.5 

Petrol  cars 
Directive  94/12/EC 
Corrected  values(3) 
2.7 

0.341 
0.252 

Stage  2000 

2.3 

0.20 
0.15  _ 

Stage: 

Directive  94/12/EC 

Diesel  cars 
Directive  94/12/EC 
Corrected  values 

Stage  2000 

CO 
HC  + NOx 
NOx 
PM 
(limit values in g/km ) 

1.0 
0.7/0.9w 

0.08/0.10(4) 

1.06 
0.71/0.91 
0.63/0.81w 

0.08/0.10(4) 

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 
The 
devices  deteriorate  of  the  concerned  devices  under  actual  driving  conditions. 
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 
(limit  values  in  g/km  ) 

Directive  94/12/EC 
Corrected  values 
2.7 
0.341 
0.252 

Stage: 

CO 
H C + N Ox 
NOx 
PM 

Directive  94/12/EC 
Corrected  values 
1.06 
0.71/0.91(i) 
0.63/0.81(4) 
0.08/0.10w 

3. 

Emission  based  fiscal  incentives 

Petrol  cars 
Stage  2000 
Regulatory  values 
2.3 
0.20 
0.15 

Diesel  cars 
Stage  2000 
Regulatory  values 
0.64 
0.56 
0.50 
0.05 

Stage  2005 
Indicative  values 
1.00 
0.10 
0.08 

Stage  2005 
Indicative  values 
0.50 
0.30 
0.25 
0.025 

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 

towards 

The  two-stage  approach 
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. 

incentivisation  should  be  permitted  on 

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. 

1. 

Subsidiarity 

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) 
(2) 
(3) 

(4) 

(5) 

(6) 

(7) 

(8) 

(9) 

(10) 

(11) 
(12) 

(13) 

OJ No  C 
OJ No C 
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. 
OJNoL  36,  9.2.1988,  p.  1. 
OJNoL  214,  6.8.1988,  p.  1. 
OJNoL  226,  3.8.1989,  p.  1. 

99 

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 
introduced  by  Council  Directive  91/441/EEC(U);  whereas 
engines  which  were 
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) 
(15) 
(16) 
(,7) 
(18) 
(19) 
(20) 

OJNoL  242,  30.8.1991,  p.  1. 
OJ No  L  100,  19.4.1994,  p. 42. 
OJNoL  186,  28.7.1993,  p.  21. 
OJ No L 
Commission  Communication  ... 
OJNoL  42,  23.2.1970,  p.  1. 
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; 

these  indicative 

limit  values  should  be  confirmed  by  a  directive  of  the 
Whereas 
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 
Directive  70/156/EEC,  or 

type-approval 

pursuant 

to  Article  4(1) 

of 

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 
Member  States: 

to  the  provisions  of  Article  6,  with  effect 

from  1  January  2000, 

may  no 
Directive  70/156/EEC,  and 

longer  grant  EC 

type-approval  pursuant 

to  Article  4(1)  of 

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 
accordance  with 
of 
a 
Directive  70/156/EEC, 

conformity 

certificate 

in 

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 

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 
the 
internal  market; 

the  functioning  of 

impacting 

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 
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. 

limit  values  stipulated 

indicative 

the 

p 

The proposal  shall be submitted  to the European  Parliament and the Council  at the same time 
/EC of the European Parliament  and 
as the proposALreferred to in Article 9 of Directive 96/ 
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. 

This  Directive  is  addressed  to the Member  States. 

Article  9 

Done  at  Brussels, 

For  the  European  Parliament 
The  President 

For  the  Council 
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 

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 
with the exception  of those vehicles of categories Nj  for which type-approval  has been 
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. 

for  EC 

The  application 
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 
the 
diagnostic 
on-board 
vehicle  manufacturer. 

type-approval  pursuant 

submitted 

(OBD) 

system 

shall 

— 

by 

be 

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 

Type  I 

Type  II 

Type  III 
Type  IV 

Type  V 

In  Service  Compliance 
(Section  8) 
On  Board  Diagnostics 
(Section  9) 

Extension  conditions 

Positive-ignition  engined 
vehicles  of  categories  M 
and  N 
Yes 
(mass  £ 3,5  t) 
Yes 
(mass  <>  3,5  t) 
Yes 
Yes 
(mass  £ 3,5  t) 
Yes 
(mass  £  3,5  t) 
Yes 
(mass  <.  3,5  t) 
Yes 
(Capacity  <,  6  occupants) 
(mass  £ 2,5  t) 
Section  6 

Compression  ignition 
engined  vehicles  of 
categories  Mt  and  N, 
Yes 
(mass  <>  3,5  t) 

- 

. 

Yes 
(mass  <.  3,5  t) 
Yes 

(mass  <; 3,5  t) 

Optional 

-  Section  6 
-  M2  and  N2 
with  reference  mass  not 
more  than  2  840  kg' 

I 

110 

11.  Section  5.3.1.4: 

-  After  the  first  paragraph  a new  Table  is inserted  to  read  as  follows: 

Limit  values 

. 

Category  of 
vehicle 

Reference 

Mass  of  carbon 

Mass  of 

Mass  of  oxides 

Combined  mass 

Mass  of 

mass 

monoxide 

hydrocarbons 

of  nitrogen 

of  hydrocarbons 

particulates 

(CO) 

(HC) 

(NO.) 

(HC  +  NO,) 

(PM) 

and  oxides  of 

nitrogen 

RW 

0<g) 

(g/km) 

(g/km) 

L3 
(g/km) 

(g/km) 

(g/km) 

Category 

Class 

Petrol 

Diesel 

Petrol 

Diesel 

Petrol 

Diesel 

Petrol 

Diesel 

Diesel 

A(2000) 

B 
(2005)* 

M(2) 
MO 

-

-

all 

all 

2,3 

1,00 

0,64 

0,50 

0,20 

0,10 

-

-

0,15 

0,08 

0,50 

0,25 

-

-

0,56 

0,30 

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. 

I ll 

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: 

Figure III. 1.1 

Operating  cycle  for  the  Type  I  test 

Speed  (km/h) 

1 20 

1 00  + 

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 
specified 
temperature  range. 

the  enclosure  as  specified 

in  Appendix  1  over 

the 

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 

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) 

A T=  15 K 

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 

' 

' 

Fuel  T: 283 to  287  K (10-14  'C). 
40% ±  2% of nominal  tank  capacity 
Ambient  T: 293  to 303  K (20-30  C). 

Canister  load  to 
breakthrough 
(butane) 

Butane/nitrogen  loading  to  2-grams  breakthrough 

max  1  h 

Fuel  drain  and  refill 

_L 

| 
12 to 
36 h 

max  5 min 

max 

2  min 

max 
7  min 

and max  2 min  from 
engine  shut-off 

Hot soak  test 

6  to 
36 h 

JL 

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„„  = 3 0 8 K;  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 
laboratory  air  until  300  bed  volume  exchanges 

the  emission 

using 
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 
initiate 

the  purge  blower;  close  and  seal  enclosure  doors;  and 

off 
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. 

where: 

Tr  =  T0 +  0,2333  - t 

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-  <*£!-?)+ M H * « I-  MHC,. 

Tf 

Ti 

where: 

MHC 

MHc 

CHC 

V 

T 

P 

=  mass  of  hydrocarbon  exiting  the  enclosure,  in  the  case  of 

fixed-volume 

enclosures  for  diurnal  emission  testing  (grams). 

,i=  m a ss  °f  hydrocarbon  entering  the  enclosure,  in  the  case  of 

fixed-volume 

enclosures  for  diurnal  emission  testing  (grams). 

=  measured  hydrocarbon  concentration  in  the  enclosure  (ppm 

(volume)  C, equivalent), 

=  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  v o l u me 
of  1,42  m3  is  subtracted. 

=  ambient  chamber  temperature,  K, 

=  barometric  pressure  in  kPA, 

-

H/C 

=  hydrogen  to  carbon  ration, 

k 

= 

1,2  •  (12  +  H/C); 

when: 

i 

f 

H /C 

H /C 

is  the  initial  reading 

is  the  final  reading 

is  taken  to  be  2,33  for  diurnal  test  losses, 

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 
MDI 
MHs 

overall  mass  emissions  of  the  vehicle  (grams), 

= 
=  hydrocarbon  mass  emission  for  diurnal  test  (grams). 
= 

hydrocarbon  mass  emission  for  the  hot  soak  (grams).' 

128 

Appendix  1 

22.  Sections  1 and  2 read  as  follows: 

• 1. 

1.1. 

1.2. 

CALIBRATION  FREQUENCY  AND  METHODS 

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. 

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. 

2.2.6. 

2.2.7. 

2.2.8. 

2.2.9. 

Purge  the  enclosure  until  a  stable  hydrocarbon  reading  is  obtained.  The 
mixing  fan  is turned  on  if  not  already  on. 

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. 

The  enclosure  is  allowed  to  stand  undisturbed  with  the  mixing  fan  on  for  a 
period  of  four  hours. 

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. 

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. 

2.3.2. 

2.3.3. 

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. 

On  variable-volume  enclosures  latch  the  enclosure  to  the  nominal  volume 
position.  On fixed-volume enclosures close the outlet and  inlet flow  streams. 

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. 

2.3.9. 

For  variable-volume  enclosures  unlatch  the  enclosure  from  the" nominal 
volume configuration.  For fixed-volume enclosures, open the outlet and  inlet 
flow  streams. 

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  =  m a ss  °f  hydrocarbon  entering  the  enclosure,  in  the  case  of 

fixed  volume  enclosures  for  diurnal  emission  testing  (grams) 

hydrocarbon  concentration 
(NB:  ppm  carbon  = ppm  propane  x  3)) 

in 

the  enclosure 

(ppm  carbon 

=  enclosure  volume  in  cubic  mêtrbslas measured  in  Section 

=  ambient  temperature  in  the  enclosure,  K, 

=  barometric  pressure,  kPa, 

=  17,6; 

'HC 

V 

T 

P 

k 

when: 

i 

f 

is the  initial  reading. 

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) 

Temperature 
(°Q) 

calibratio 

test 

Time 
(hours) 

Temperature 
(°C.) 

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 

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 

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 

Ô 
1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 

35^1 
35,3 
34,5 
33,2 
31,4 
29,7 
28,2 
27,2 
26,1 
25,1 
24,3 
23,7 
23,3 
22,9 
22,6 
22,2 
22,5 
24,2 
26,8 
29,6 
31,9 
33,9 
35,1 
35,4 
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 

Unit 

Limits(1) 

Test  Method(2) 

Minimum 

Maximum 

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 

95,0 

85,0 

0,748 

56,0 

24 
49,0 
81,0 
190 

8 
29,0 
balance 

r  a 

480 

ISO  5164 

ISO  5163 

0,762 

ASTM  D  1298 

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 

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 

kg/l 

kPa 

°C 
%  v/v 
%  v/v 
°C 
% 

,  % v/v 
%  v/v 
%  v/v 

min 
%  m/m 
mg/ml 
%  ppm 

g/l 

(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 

Unit 

Limits(1) 

Test Method(2) 

Minimum 

Maximum 

52,0 
833 

245 
345 

55 

2,5 
3 

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) 

kg/m3 

°C 
°C 
°c 
°c 
°c 
mm2/s 
%  m/m 

%  m/m 

%  mass 

%  mass 
%  mass 
mg 
KOH/g 

mg/ml 

54 
837 

350 
370 

-5 
3,5 
6,0 

0,03 

1 
0,2 

0,01 
0,05 
0,02 

2,5 

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. 

2.2. 

2.3. 

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. 

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. 

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. 

3.2. 

3.3. 

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. 

Tn  Service  Survey'  means  tests  and  evaluations  of  compliance  conducted 
according  to this  Annex. 

'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. 

4.2. 

The manufacturer  will be notified  45 working days before the initiation of the 
in  service  survey  of  a vehicle type. 
* 
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. 

5.2 

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. 

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. 

5.5. 

5.6. 

In  service  survey  testing  and  evaluation  of  results 

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. 

Vehicles equipped  with an OBD system  will be checked for proper  durability 
indication,  etc.,  in  relation  to  levels  of  -emissions 
of  the  malfunction 
(e.g.  malfunction 
the 
indication 
type-approved  specification. 

in  Annex  XI) 

limits  defined 

for 

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 
faulty  or  deteriorated 
components  in  the  OBD  system. 

the  malfunction 

indication,  and 

identified 

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. 

5.8. 

5.9. 

The test results are submitted to the evaluation  procedure in accordance  with 
Appendix  1 of  this Directive. 

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. 

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. 

6.2. 

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. 

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. 

6.6. 

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. 

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. 

7.1. 

IMPLEMENTATION  OF  THE  PLAN  OF  REMEDIAL  MEASURES 

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. 

7.3. 

The  notification  of  the  vehicle  owner  shall  be  done  expeditiously.  This 
notification  shall include all relevant information  relating the necessary repair 
of  the  vehicle. 

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. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

2.7. 

'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. 

'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. 

'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. 

'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. 

'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. 

'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. 

'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. 

2.9. 

2.10. 

2.11. 

2.12. 

2.13. 

'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. 

'Type I test' means the driving cycle (Parts One and Two) used for  emission 
approvals,  as  detailed  in  Annex  III,  Appendix  1. 

'A  driving  cycle'  consists  of  engine  start-up,  a  driving  mode  where  a 
malfunction  would  be  detected  if  present,  and  engine  shut-off. 

'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). 

'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. 

'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 
Peak aIrflow(al sea lev$l 

,  Atm. pressure(at sea levfl 

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. 

3.1. 

APPLICATION  FOR  EC  TYPE-APPRO VAL 

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. 

3.1.3. 

3.1.4. 

3.1.5. 

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; 

a description  of  the MI used  by the  OBD  system  to  signal  the presence  of 
a  fault  to the  driver  of the vehicle; 

the  manufacturer  shall  describe  provisions taken  to  prevent  tampering  and 
modification  of  the  emission  control  computer; 

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. 

4. 

4.1. 

5. 

5.1. 

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. 

GRANTING  OF EC  TYPE-APPROVAL 

The  certificate  conforming  to  Annex  I,  Section  4,  is  accompanied  by  the 
Addendum  for  which  a model  is given  in  Appendix  7. 

REQUIREMENTS  AND  TESTS 

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. 

level  provided 

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 
an 
engineering  evaluation which adequately demonstrate that monitoring would 
be unreliable when  such conditions exist. A manufacturer  may  also request 
disablement 
engine 
system 
starting temperatures  if  he  demonstrates  to  the  authority  with  data  and/or 
an  engineering  evaluation 
that  mis-diagnosis  would  occur  under 
such  conditions. 

the  manufacturer 

submits  data 

the  OBD 

ambient 

and/or 

other 

of 

at 

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: 

Engine  Type 
Positive-ignition 
Compression-ignition 

CO 
(g/km) 
3,2 
3,2 

HC 
(g/km) 
0,4 
0,4 

NOx 
(g/km) 
0,6 
1,2 

PM°> 
(g/km) 

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 
shall  monitor: 

the  requirements  of  Section  5.3.2 

the  OBD  system 

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. 

5.5.2. 

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. 

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. 

5.7.2. 

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. 

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. 

5.9.2. 

5.9.3. 

5.9.4. 

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. 

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). 

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. 

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. 

6.1. 

EXTENSION  OF  EC  TYPE-APPROVAL 

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. 

7.1. 

7.2. 

7.3. 

8. 

8.1. 

8.1.1. 

8.1.2. 

CONFORMITY  OF  PRODUCTION  OF  A VEHICLE  EQUIPPED  WITH 
AN  OBD  SYSTEM 

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. 

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. 

The  production  is  deemed  to  conform  if  at  least  3  vehicles  meet  the 
requirements  of the tests  described  in  Appendix  1. 

ALTERNATIVE  REQUIREMENTS 

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: 

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. 

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%]. 

DESCRIPTION  OF  TEST 

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. 

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. 

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. 

TEST  VEHICLE  AND  FUEL 

Vehicle 

2. 

2.1. 

2.2. 

2.3. 

3. 

3.1. 

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. 

4.1. 

5. 

5.1. 

6. 
6.1. 

TEST  TEMPERATURE  AND  PRESSURE 

The test temperature  and  pressure  must  meet the requirements  of the  Type 

I  test  as described  in  Annex  III. 

TEST  EQUIPMENT 

Chassis  dynamometer 

The  chassis  dynamometer  must  meet the  requirements  of  Annex  III. 

OBD  TEST  PROCEDURE 
The  operating  cycle  on 
requirements  of  Annex  III. 

the  chassis  dynamometer  shall  meet 

the 

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. 

6.5.3. 

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. 

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 9 1 4 1 -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 

Road  vehicles 
-  Diagnostic 
requirements  for  interchange  of  digital  information 

systems 

-  CARB 

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 

J1850 

FEB94 

Class B Data  Communication  Network  Interface 

J1930 

JUN93 

Systems  Diagnostic  Terms,  Definitions, 

E/E 
Abbreviations  and  Acronyms 

J1962 

JUN93 

Diagnostic  Connector 

J1978 

MAR92 

OBD  II  Scan  Tool 

J2012 

MAR92 

Recommended  Format  and  Messages  for  Diagnostic 
Trouble  Codes 

J2186 

SEP91 

Diagnostic  Data  Link  Security 

J2190 

JUN93 

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 

Data  Bytes 

Priority  -
Type 

Target 
Address 

Source 
Address 

#1 

#2 

#3 

#4 

#5 

#6 

#7  ERR  RSP 

Diagnostic  Request  at  10.4 Kbps  (ISO  11519-4  [J1850]  and  ISO  9141-2) 

68 

48 

61 

41 

61 

41 

6A 

Tester 
Address 
Fx 

Maximum  7 data bytes 

Yes 

No 

Diagnostic  Response  at  10.4 

\  Kbps  (ISO  11519-4  [J1850]  and  ISO  9 

L41-2) 

6B 

ECU 
Addr 

Maximum  7 data bytes 

Yes 

No 

Diagnostic  Response  at 41.6 Kbps  (ISO  11519-4  [J1850]) 

6A 

Fx 

Maximum  7 data  bytes 

Yes 

No 

Diagnostic  Response  at 41.6  Kbps  (ISO  11519-4  [J1850]) 

6B 

ECU 
Addr 

Maximum  7 data bytes 

Yes 

No 

Diagnostic  Request  at 41.6  Kbps  (ISO  14230) 

6A 

Fx 

Maximum  7 data  bytes 

Diagnostic  Request  at 41.6  Kbps  (ISO  14230) 

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 
Device  ID  - 
source  address  of 
response 
Parameter  ID 
(PIP) 
Frame  number 
Data values 
Diagnostic 
Trouble  Codes 
Test  ID 

| 

Services 
all 

$01  &  $02 

$02 

""  $01  &  $02 
$03  &  $07 

Display  Format 
Hexadecimal  (00  to  FF) 

__ 
Hexadecimal  (00  to FF)  description  (see  Table  in 
Section  5.3) 
Decimal  (0  to  255) 
see Table  in  Section  5.3 
"P", "B", "C" or  "U",  plus  4  digits  and/or  DTC 
definition  -  see ISO  CD XXX2  (SAE  J2012) 

I 
Test  value  and  test 
limits 

Test  value  and  test 
limits 
Component  ID 

Optional  Data 
Bytes 

I 

$05,  $06 & ~T 

"  Hexadecimal  (00  to  FF) 

$08 
$05 

$06 

Engineering  units  for  Test  IDs  icss  than  $80  (see 
Section  5.6.2)  - Decimal  (0 ':o 255)  for  Test  IDs 
grgater than  $80 
Decimal  (0  to  65535) 

$06  (part  of 
data  byte  #3) 
$08 

J 

Hexadecimal  (00  to  7F) 

4 bytes,  each  decimal  (0  to  255) 

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 

Request  Emission-Related  Powertrain  Diagnostic 
Trouble  Codes 

Service  $04 

Clear/Reset Emission-Related  Diagnostic  Information 

Service  $05 

Request  Oxygen  Sensor  Monitoring  Test  Results 

Service  $06 

Service  $07 

Request  On-Board  Monitoring  Test  Results  for  Non-
continuously  Monitored  Systems 

Request  On-Board  Monitoring  Test  Results 
Continuously  Monitored  Systems 

for 

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 

#1 

#2 

Data  Bytes (Hex) 
#5 
#4 
#3 

#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) 

PID 
(Hex) 

Description 

Min  ($00) 
or  ($0000) 

Max  ($FF) 
or  ($FFFF) 

$01 

A 

$02 
A 

00 

PIDs  supported  ($01  - $20): 

A 

01 

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. 

Figure  6  PIDs  for  Services  $01and  $02 

165 

English  display 

SI  (Metric) 
Scaling/bit  and 
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 

Service  ID 
(see  note  1) 

PID 
(Hex) 

Description 

Min  ($00) 
or  ($0000) 

Max  ($FF) 
or  ($FFFF) 

SI  (Metric) 
Scaling/bit  and 
display 

English  display 

$01 

$02 

A 

02 

A 

A 

03 

DTC  that  caused  required  freeze  frame  data 
storage  (2 byte value  - $0000  indicates  no  freeze 
frame  data) 
Data  A:  Fuel  system  1 status 
Data  B:  Fuel  system  2  status  ($00  if  not  used) 

00 

00 

09 

99 

Pxxxx,  Cxxx, 
Bxxx  or  Uxxx 

Pxxxx,  Cxxx, 
Bxxx  or  Uxxx 

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) 

04 

05 

06 

07 
08 
09 
0A 

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 

A 

A 

A 

A 
A 
A 
A 

A 

A 

A 

A 

A 

A 
A 
A 
A 

A 

A 

0% 

-40°C 

100% 

+215°C 

-100.00% 
(lean) 

+99.22% 
(rich) 

x 

» 
n 

0  kPaG(gauge) 

n 

»» 
n 

765  kPaG 
(gauge) 
255  kPaA 

100/255% 
xxx.x% 
xxx°F 

100/128% 
(0%  at  128) 
xxx.x% 

xx.x  psig(gaugc) 

xx.x  in.  Hg 

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 

OB 

Intake  manifold  absolute  pressure 

OkPaA 

j 

Engine  R1.PM (2  byte  value  -  high byte/low  byte) 

OC 

0  rpm 

16,383.75  rpm 

Figure  6  PIDs  for  Services  $01 and  $02  (continued) 

166 

A 

A 

A 

A 

A 

A 

A 
X 
or 
PID 
$1D 

10 

11 

12 

13 

Service ID 
(sec  note  1) 

PID 
(Hex) 

Description 

$01 

$02 

Min  ($00) 
or  ($0000) 

Max  ($FF) 
or  ($FFFF) 

SI  (Metric) 
Scaling  /  bit  and 
display 

English  display 

A 

0D 

Vehicle  speed 

0  km/h 

255  km/h 

0E 

Ignition  timing  advance  for  #1  cylinder  (not 
including  mechanical  advance) 

-64° 

+63,5° 

OF 

Intake  air  temperature 

-40°C 

+215°C 

Air  flow  rate  from  MAF  sensor  (2  byte  value  -
high byte/low  byte) 
Absolute  throttle  position 

0  gm/scc 

0% 

655.35 
gm/scc 
100% 

xxx  mph 

xxx°F 

xxxx.x  lb/min 

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% 

Commanded  secondary  air  status  (if  supported,  one, and  only  one bit  at  a  time  can be  set  to  a  1) 

bit  0 
bit  1 
bit  2 
bits  3 -7  = reserved  (report  as  0) 

I  =  upstream  of  first  catalytic  converter 
1 =  downstream  of  first  catalytic  converter  inlet 
1 = atmosphere  /  off 

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) 

PID 
(Hex) 

Description 

Min  ($00) 
or($0000) 

Max  ($FF) 
or  ($FFFF) 

SI  (Metric) 
Scaling/bit  and 
display 

English  display  J 

$01 

$02 

A 

% 

14 
15 
16 
17 
18' 
19 
1A 
IB 

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 

0  volt 

1.275  volt 

B 

1C 

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 

Figure  6 

PIDs  for  Services  $01 and  $02  (continued) 

-100.00% 
(lean) 

99.22% 
(rich) 

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% 

68 

Service  ID 
(sec  note  1) 

PID 
(Hex) 

Description 

Min  ($00) 
or  ($0000) 

Max  ($FF) 
or  ($FFFF) 

SI  (Metric) 
Scaling/bit  and 
display 

English  display 

$01 

$02 

A 
or 
PID 
S13 

ID 

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 

A 

IE 

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. 

IF 

i 

Figure  6  PIDs  for  Services  $01 and  $02  (continued) 

169 

Service  ID 
(see  note  1) 

PID 
(Hex) 

Description 

$01 

$02 

A 

20 

PIDs  supported  ($21  -  $40): 

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 

21-3F 

40 
41-FF 

Reserved  - to be  specified  in ISO  14230  - 3 (SAE 
J2190).  if  needed 
PIDs  supported  ($41  - $60): 
Reserved  for  future  expansion 

A 
A 

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 — 0 1 1 | 0 | 0 | 0 | 0 | 1 |1 

P 

0 

1 

I 
4 

i 

Figure  7 - Diagnostic  Trouble  Code Encoding  Example 

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 

#6 
Request  number  of codes from  all  modules 

|  #4 

|  #5 

#7 

Request  number of 
Powertrain DTC 

01 

01 

1 
Report  number  of codes  (each  module] 

Report  number  of stored 
powertrain DTC 

41 

Request 

Request  powertrain DTC 

03 

01 

#DTC 
& 
MI 
codes from  all  modules 

Eval. 
Supp. 
#1 

Eval. 
Supp. 
#2 

Eval. 
Status 

-

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) 

Data  Bytes  (Hex) 

Pty/ 
Type 

Tgt 
Addr 

Src 
Addr 

#1 

#2 

#3 

M 

#5 

#6 

#7 

Request  Powertrain  DTC 

68 

6A 

FI 

01 

01 

Report Number  of Powertrain  DTC 

48 

48 

48 

48 

6B 

6B 

6B 

6B 

06 

41 

01 

C3 

41 

01 

2B 

41 

01 

^F 

41 

01 

06 

01 

00 

82 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

Request  All  Stored  Powertrain  DTC 

Request  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 

Request 
powertrain  DTC 

1  68 
| 

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 

6B 

06 

43 

Code #1 

Code  #2 

Code #3 

01 

43 

01 

96 

02 

34 

48 

6B 

C3 

43 

Code #1 

48 

6B 

06 

43 

04 

43 
Code #4 

Code  #5 

Code  #6 

00 

00 

00 

00 

48 

6B 

3E 

43 

03 

57 
Code #1 

-3-1 

05 
Code  #2 

06 

61 

01 

12 

04 

45 

00 

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 

#6 
Request  to  Clear/Reset  Emission-Related  Diagnostic  Information 

#5 

#2 

#1 

Data  Bytes  (Hex) 
#4 
#3 

#7 

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 

#1 

#2 

Data  Bytes (Hex) 
#4 
#3 

#5 

#6 

#7 

Request  Oxygen  Sensor 
Test  Results 

05 

Test 
ID 

02S 
Sens# 

Request  Oxygen  Sensor  Test  Results 

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 

0 2 S# 

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: 
Test  ID  $01 
Test  ID  $02 
Test  ID  $03 
Test  ID  $04 
Test  ID  $05 
Test  ID  $06 
Test ID  $07 
Test ID  $08 
Test  ID  $09 
Test  ID  $21-$2F 
Test  ID  $30-$3F 
Test  ID  $41-$4F 
Test  ID  $50-$5F 
Test  ID  $61-$6F 
Test  ED $70-$7F 

Min  ($00): 
0 volt 
0 volt 
Ovolt 
0 volt 
0  sec. 
0  sec. 
Ovolt 
Ovolt 
0 sec. 
0  sec. 
0 sec. 
Ovolt 
0 volt 
0 Hz 
0 counts 

Max  ($FF): 
1.275  v. 
1.275  v. 
1.275  v. 
1.275  v. 
1.02  sec. 
1.02  sec. 
1.275  v. 
1.275  v. 
10.2  sec. 
1.02  sec. 

10.2  sec. 
1.275  v. 

Scaling/bit 
.005 v. 
.005  v. 
.005  v. 
.005 v. 
.004  sec. 
.004  sec. 
.005  v. 
.005 v. 
.04  sec. 
.004  sec. 
.04  sec. 
.005  volt 
.05  volt 
.1 Hz 

12.75  v. 
25.5  Hz 
255  counts 
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 

1 count 

*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 
continuously Monitored  Systems 

$06  -  Request  On-Board 

Monitoring  Test  Results  for  Non-

5.7.1.  Functional Description 

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. 

$05 no  report 

5.7.2.  Message Data Bytes 

Request  Test  Results 

#1 

06 

#2 

Data  Bytes  (Hex) 
#3 

|  #4 

|  #5 

#6 

#7 

Request  Test  Results 

Test 
ID 

Report  Test  ID  Support 
(Test  IDs  $00,  $20,  $40,  $60,  $80,  $A0,  $C0,  $E0) 

Report  Test  ED Support 

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 

Report 1 
Multiple  Response 
(Test  IDs  other  than  $00,  $20 
Data  is only  valid  if  Service  $01 P 
supported  and t 
Test 
ID 

Report  Test  Results 

46 

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 

test  limit 

MSB  LSB 

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 

g 

e 

a 

e 

s 

s 

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 

#1 

06 

46 

06 
46 

06 
46 

06 
46 

06 
46 

06 
46 

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 

#2 

#3 
Determine  Test  ID  Support 

#4 

Data  Bytes  (Hex) 
#5 

#6 

#7 

00 

00 

20 
20 

40 
40 

60 
60 

80 
80 

A0 
A0 

FF 

FF 

FF 

FF 

FF 

FF 

00000100 
=04 

00000001 
=01 

00000000 
=00 

00000000 
=00 

00000000 
=00 

00000000 
=00 

00000000 
=00 

00000000 
=00 

00000000 
=00 

00000000 
=00 

10000000 
=10 

00000000 
=00 

0000000 
0 
=00 

0000010 
1 
=05 

0000000 
0 
=00 

0000000 
1 
=01 

0000000 
0 
-
=00 

0000000 
1 
=01 

0000000 
0 
=00 

0000000 
1 
=01 

0000000 
0 
=00 

0000000 
1 
=01 

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 

06 

46 

06 

06 

81 

test  value 

minimum 
test  limit 

32 

C4 

16 

00 

cate  test  results  greater  than  the  maximum  for  component  ID  01 
less  than  the  maximum  for  component  02 

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 

10 

10 

01 

test  value 

maximum 
test  limit 

46 

10 

02 • 

92 

36 
test  value 

7F 

FF 

maximum 
test  limit 

06 

61 

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 

06 

46 

Al 

Al 

Bl 

test  value 

46 

Al 

31 

35 

95 
test  value 

Report Results  for 
component  31  - test 
value  less  than 
maximum  -  passed 

minimum 
test  limit 

14 

00 

maximum 
test  limit 

35 

95 

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 

for  emission-related  powertrain  components/systems 

The purpose of this service  is to enable the off-board  test device to obtain test 
results 
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 

| 
Report  test  results  for  continuously  monitored  systems 

|  07 

| 

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: 

Data  Bytes  (Hex) 
#4 
#3 

#5 

#6 

#7 

Data C 
or 
$00 

DataD 

or 
$00 

DataE 
or 
$00 

DataC 
or 
$00 

DataD 
or 
$00 

DataE 
or 
$00 

-  Report  system  status 

-  Report  test  results 

5.9.2.  Message  Data  Bytes 

#1 

#2 

Request  control  of  on 
board  device 

08 

Test 
ID 

Request  control  o 

? on-board  device 
DataB 
Data  A 
or 
or 
$00 
$00 

Report  control  of  on 
board  device 

48 

Report  control  of  on-board  device 
DataB 
or 
$00 

Data  A 
or 
$00 

Test 
ID 

Figure  17 - Message  Data  Bytes 

184 

5.9.: 

Test  ID  and  Data  Byte  Description 

Test  ID 
(Hex) 
00 

I  Test  ID  and  Data  Byte  Description 

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) 

2.1.2.  Informative  References 

SAE  Documents: 

"Road  Vehicles  -  Diagnostic  Systems  -  CARB 
Requirements 
of  Digital 
Information" 

Interchange 

for 

SAE  J1850 

SAE  J1930 

SAE  J1962 

SAE  J1979 

SAE J2012 

SAE  J2201 

SAE  J2205 

Class B Data  Communication  Network  Interface 

Electrical  /  Electronic  Systems  Diagnostic  Terms, 
Acronyms,  and  Definitions 

Diagnostic  Connector 

E/E  Diagnostic  Test  Modes 

Recommended 
Diagnostic  Trouble  Codes 

Format 

and  Messages 

for 

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 
ISO  CD 
display 
XXX6(SAE  J2205). 

response  messages, 

as  defined 

related 

the 

in 

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 
the 
appropriate  interface. 

required,  nor  allowed, 

input  will  be 

to  determine 

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 
completed  successfully, 
interface  used  in  a vehicle  for  OBD II  support. 

in  ISO  9141-2  is 
then  ISO  9141-2  is  the- type  of 

-  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 
Diagnostic  Connector 

to 

the  Vehicle 

in  Addition 

to 

the  SAE 

J1962 

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 
either 
all  the 
(a)  simultaneously with the displayed items, or (b) in some alternate method 
(printed  material,  etc.). 

also  be  displayed 

items  mentioned 

above 

can 

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 

1. 

Scope 

Appendix  4 

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. 

2.1. 

Normative  References  (References) 

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 

-  Diagnostic 
Road  vehicles 
requirements  for  interchange  of  digital  information. 

systems 

-  CARB 

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 

Systems  Diagnostic  Terms,  Definitions, 

E/E 
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 
(SAE  Recommended  Practice  J1930) 
referenced  above. 

ISO  CD  XXX3 

201 

4.0. 

4.1. 

Format  structure 

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 

0 0 0 1-  PI 

- 

Powertrain  codes Manufacturer  controlled 

0010  -  P2 

0011  -  P3 

- 

- 

Powertrain  codes  Reserved 

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  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. 

the  status  of  parts  of 

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 

the  manufacturers  due 

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 
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 

These 

include  systems  that  might  be 

Following are the Recommended  Industry Common Trouble Codes for the Powertrain 
Control  System. 
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 
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. 

that  a  code 

control.  The 

recommended 

integrated 

fact 

is 

P01XX 

Fuel  and  Air  Metering 

P0100 
P0101 
P0102 
P0103 
P0104 
P0105 
P0106 

P0107 
P0108 
P0109 
P0110 
P0111 
P0112 
P0113 
P0114 
P0115 
P0116 
P0117 
P0118 
P0119 
P0120 
P0121 
P0122 
P0123 
P0124 
P0125 
P0126 
P0130 
P0131 
P0132 
P0133 
P0134 
PÔ135 

Mass  or  Volume  Air  Flow  Circuit  Malfunction 
Mass  or  Volume  Air  Flow  Circuit  Range/Performance  Problem 
Mass  or  Volume  Air  Flow  Circuit  Low  Input 
Mass  or  Volume  Air  Flow  Circuit  High  Input 
Mass  or  Volume  Air  Flow  Circuit  Intermittent 
Manifold  Absolute  Pressure/Barometric Pressure  Circuit  Malfunction 
Manifold  Absolute  Pressure/Barometric  Pressure  Circuit 
Range/Performance  Problem 
Manifold  Absolute  Pressure/Barometric Pressure  Circuit  Low  Input 
Manifold  Absolute  Pressure/Barometric Pressure  Circuit  High  Input 
Manifold  Absolute  Pressure/Barometric Pressure  Circuit  Intermittent 
Intake  Air  Temperature  Circuit  Malfunction 
Intake  Air  Temperature  Circuit  Range/Performance  Problem 
Intake  Air  Temperature  Circuit  Low  Input 
Intake  Air  Temperature  Circuit  High  Input 
Intake  Air  Temperature  Circuit  Intermittent 
Engine  Coolant  Temperature  Circuit  Malfunction 
Engine  Coolant  Temperature  Circuit  Range/Performance  Problem 
Engine  Coolant  Temperature  Circuit  Low  Input 
Engine  Coolant  Temperature  Circuit  High  Input 
Engine  Coolant  Temperature  Circuit  Intermittent 
Throttle/Pedal  Position  Sensor/Switch  "A" Circuit  Malfunction 
Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance Problem 
Throttle/Pedal  Position  Sensor/Switch  "A"  Circuit  Low  Input 
Throttle/Pedal  Position  Sensor/Switch  "A"  Circuit  High  Input 
Throttle/Pedal  Position  Sensor/Switch  "A"  Circuit  Intermittent 
Insufficient  Coolant  Temperature  for  Closed  Loop  Fuel  Control 
Insufficient  Coolant  Temperature  for  Stable  Operation 
(Bank  1*  Sensor  1) 
02  Sensor  Circuit  Malfunction 
(Bank  1* Sensor  1) 
02  Sensor  Circuit  Low  Voltage 
(Bank  1*  Sensor  1) 
02  Sensor  Circuit  High  Voltage 
02  Sensor  Circuit  Slow Response 
(Bank  1*  Sensor  1) 
02  Sensor  Circuit  No  Activity  Detected  (Bank  1*  Sensor  1) 
(Bank  1*  Sensor  1) 
02  Sensor  Heater  Circuit  Malfunction 

*  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 

(Bank 
02  Sensor  Circuit  Malfunction 
(Bank 
02  Sensor  Circuit Low  Voltage 
(Bank 
02  Sensor  Circuit High  Voltage 
02  Sensor  Circuit  Slow Response 
(Bank 
02  Sensor  Circuit No  Activity  Detected  (Bank 
(Bank 
02  Sensor  Heater  Circuit Malfunction 
(Bank 
02  Sensor  Circuit Malfunction 
(Bank 
02  Sensor  Circuit Low  Voltage 
(Bank 
02  Sensor  Circuit High  Voltage 
02  Sensor  Circuit  Slow Response 
(Bank 
02  Sensor  Circuit No  Activity  Detected  (Bank 
(Bank 
02  Sensor Heater  Circuit  Malfunction 
(Bank 
02  Sensor  Circuit  Malfunction 
(Bank 
02  Sensor  Circuit Low  Voltage 
(Bank 
02  Sensor  Circuit High  Voltage 
02  Sensor  Circuit  Slow Response 
(Bank 
02  Sensor  Circuit  No  Activity  Detected  (Bank 
(Bank 
02  Sensor  Heater  Circuit  Malfunction 
(Bank 
02  Sensor  Circuit  Malfunction 
(Bank 
02  Sensor  Circuit  Low  Voltage 
02  Sensor  Circuit  High  Voltage 
(Bank 
(Bank 
02  Sensor  Circuit  Slow Response 
02  Sensor  Circuit No  Activity  Detected  (Bank 
(Bank 
02  Sensor  Heater  Circuit  Malfunction 
(Bank 
02  Sensor  Circuit  Malfunction 
(Bank 
02  Sensor  Circuit  Low  Voltage 
(Bank 
02  Sensor  Circuit  High  Voltage 
02  Sensor  Circuit  Slow Response 
(Bank 
02  Sensor  Circuit  No  Activity  Detected  (Bank 
(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 

1* Sensor 2) 
1* Sensor 2) 
Sensor 2) 
1* 
Sensor 2) 
1* 
Sensor 2) 
1* 
1* 
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 
Engine  Oil  Temperature  Sensor  Malfunction 

Range/Performance 
Low  Input 
High  Input 
Intermittent 

207 

P0196 
P0197 
P0198 
P0199 

Engine  Oil  Temperature  Sensor  Range/Performance 
Engine  Oil  Temperature  Sensor  Low 
Engine  Oil  Temperature  Sensor  High 
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 

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 

Injector  Circuit  Malfunction 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
Cyl 
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 

or  Single  Sensor 
•y 
or  Single  Sensor 
*) 
or  Single  Sensor  *) 
or  Single  Sensor  *) 
or  Single  Sensor  *) 
*) 
*) 
*) 

(Bank 
(Bank 
(Bank 
(Bank 
(Bank 
(Bank  2 
(Bank  2 
(Bank  2 
(Bank  2 

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 
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 
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 

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 
EEigh 
Exhaust  Gas Recirculation  Sensor  "B" Circuit 
Low 
Exhaust  Gas Recirculation  Sensor  "B" Circuit 
High 
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 
(Bank  1* 
(Bank  1* 
Heated  Catalyst  Efficiency  Below  Threshold 
(Bank  1* 
Heated  Catalyst  Temperature  Below  Threshold 
(Bank  2) 
Catalyst  System  Efficiency  Below  Threshold 
(Bank  2) 
Warm  Up  Catalyst  Efficiency  Below  Threshold 
(Bank  2) 
Main  Catalyst  Efficiency  Below  Threshold 
(Bank  2) 
Heated  Catalyst  Efficiency  Below  Threshold 
(Bank  2) 
Heated  Catalyst  Temperature  Below  Threshold 

* Bank  1 contains  Cylinder  #1 

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 
P0474 
P0475 
P0476 
P0477 
P0478 
P0479 

Exhaust  Pressure  Sensor  High 
Exhaust  Pressure  Sensor  Intermittent 
Exhaust  Pressure  Control  Valve  Malfunction 
Exhaust  Pressure  Control  Valve  Range/Performance 
Exhaust  Pressure  Control  Valve  Low 
Exhaust  Pressure  Control  Valve  High 
Exhaust  Pressure  Control  Valve  Intermittent 

P05XX 

Vehicle  Speed  ,  Idle Control  ,  and  Auxiliary  Inputs 

P0500 
P0501 
P0502 
P0503 
P0505 
P0506 
P0507 
P0510 
P0530 
P0531 
P0532 
P0533 
P0534 
P0550 
P0551 
P0552 
P0553 
P0554 
P0560 
P0561 
P0562 
P0563 
P0565 
P0556 
P0567 
P0568 
P0569 
P0570 
P0571 
P0572 
P0573 
P0574  to 
P0580 

Vehicle  Speed  Sensor  Malfunction 
Vehicle  Speed  Sensor  Range/Performance 
Vehicle  Speed  Sensor  Circuit  Low  Input 
Vehicle  Speed  Sensor  Intermittent  /  Erratic  /  High 
Idle  Control  System  Malfunction 
Idle  Control  System  RPM Lower  Than  Expected 
Idle  Control  System  RPM Higher  Than  Expected 
Closed  Throttle  Position  Switch  Malfunction 
A/C Refrigerant  Pressure  Sensor  Circuit  Malfunction 
A/C Refrigerant  Pressure  Sensor  Circuit  Range/Performance 
A/C Refrigerant  Pressure  Sensor  Circuit  Low  Input 
A/C  Refrigerant  Pressure  Sensor  Circuit  High  Input 
Air  Conditioner  Refrigerant  Charge  Loss 
Power  Steering  Pressure  Sensor  Circuit  Malfunction 
Power  Steering  Pressure  Sensor  Circuit  Range/Performance 
Power  Steering  Pressure  Sensor  Circuit  Low  Input 
Power  Steering  Pressure  Sensor  Circuit  High  Input 
Power  Steering  Pressure  Sensor  Circuit  Intermittent 
System  Voltage  Malfunction 
System  Voltage  Unstable 
System  Voltage  Low 
System  Voltage  High 
Cruise  Control  On  Signal  Malfunction 
Cruise  Control  Off  Signal  Malfunction 
Cruise  Control  Resume  Signal  Malfunction 
Cruise  Control  Set  Signal  Malfunction 
Cruise  Control  Coast  Signal  Malfunction 
Cruise  Control  Accel  Signal  Malfunction 
Cruise  Control  /  Brake  Switch  "A"  Circuit  Malfunction 
Cruise  Control  / Brake  Switch  "A"  Circuit  Low 
Cruise  Control  /  Brake  Switch  "A"  Circuit  Eligh 

Reserved  for  Cruise  Codes 

P06XX 

Computer  and  Auxiliary  Outputs 

P0600 
P0601 
P0602 
P0603 
P0604 
P0605 

P0606 

Serial  Communication  Link  Malfunction 
Internal  Control  Module  Memory  Checksum  Error 
Control  Module  Programming  Error 
Internal  Control  Module  Keep  Alive  Memory  (KAM)  Error 
Internal  Control  Module  Random  Access Memory  (RAM)  Error 
Internal  Control  Module  Read  Only  Memory  (ROM)  Error 
(Module  Identification  Defined  by  ISO  Cdxxxl  /  SAE  J1979) 
Powertrain  Control  Module  Processor  Fault 

212 

P07XX 

Transmission 

P0700 
P0701 
P0702 
P0703 
P0704 
P0705 
P0706 
P0707 
P0708 
P0709 
P0710 
P0711 
P0712 
P0713 
P0714 
P0715 
P0716 
P0717 
P0718 
P0719 
P0720 
P0721 
P0722 
P0723 
P0724 
P0725 
P0726 
P0727 
P0728 
P0730 
P0731 
P0732 
P0733 
P0734' 
P0735 
P0736 
P0740 
P0741 
P0742 
P0743 
P0744 
P0745 
P0746 
P0747 
P0748 
P0749 
P0750 
P0751 
P0752 
P0753 
P0754 
P0755 
P0756 
P0757 
P0758 
P0758 
P0760 
P0761 

Transmission  Control  System  Malfunction 
Transmission  Control  System  Range/Performance 
Transmission  Control  System  Electrical 
Torque  Converter/Brake  Switch  "B" Circuit  Malfunction 
Clutch  Switch  Input  Circuit  Malfunction 
Transmission  Range  Sensor  Circuit  Malfunction  (PRNDL  Input) 
Transmission  Range  Sensor  Circuit  Range/Performance 
Transmission  Range  Sensor  Circuit  Low  Input 
Transmission  Range  Sensor  Circuit High  Input 
Transmission  Range  Sensor  Circuit  Intermittent 
Transmission  Fluid  Temperature  Sensor  Circuit  Malfunction 
Transmission  Fluid  Temperature  Sensor  Circuit  Range/Performance 
Transmission  Fluid  Temperature  Sensor  Circuit Low  Input 
Transmission  Fluid  Temperature  Sensor  Circuit  High  Input 
Transmission  Fluid  Temperature  Sensor  Circuit  Intermittent 
Input/Turbine  Speed  Sensor  Circuit  Malfunction 
Input/Turbine  Speed  Sensor  Circuit  Range/Performance 
Input/Turbine  Speed  Sensor  Circuit  No  Signal 
Input/Turbine  Speed  Sensor  Circuit  Intermittent 
Torque  Converter/Brake  Switch  "B" Circuit  Low 
Output  Speed  Sensor  Circuit  Malfunction 
Output  Speed  Sensor  Circuit  Range/Performance 
Output  Speed  Sensor  Circuit No  Signal 
Output  Speed  Sensor  Circuit  Intermittent 
Torque  Converter/Brake  Switch  "B" Circuit EEigh 
Engine  Speed  Input  Circuit  Malfunction 
Engine  Speed  Input  Circuit  Range/Performance 
Engine  Speed  Input  Circuit No  Signal 
Engine  Speed  Input  Circuit  Intermittent 
Incorrect  Gear  Ratio 
Gear  1  Incorrect  Ratio 
Gear  2  Incorrect  Ratio 
Gear  3  Incorrect  Ratio 
Gear  4  Incorrect  Ratio 
Gear  5  Incorrect  Ratio 
Reverse  Incorrect  Ratio 
Torque  Converter  Clutch  Circuit  Malfunction 
Torque  Converter  Clutch  Circuit  Performance  or  Stuck  Off 
Torque  Converter  Clutch  Circuit  Stuck  On 
Torque  Converter  Clutch  Circuit  Electrical 
Torque  Converter  Clutch  Circuit  Intermittent 
Pressure  Control  Solenoid  Malfunction 
Pressure  Control  Solenoid  Performance  or  Stuck  Off 
Pressure  Control  Solenoid  Stuck  On 
Pressure  Control  Solenoid  Electrical 
Pressure  Control  Solenoid  Intermittent 
Shift  Solenoid  "A"  Malfunction 
Shift  Solenoid  "A" Performance  or  Stuck  Off 
Shift  Solenoid  "A"  Stuck  On 
Shift  Solenoid  "A"  Electrical 
Shift  Solenoid  "A"  Intermittent 
Shift  Solenoid  "B"  Malfunction 
Shift  Solenoid  "B" Performance  or  Stuck  Off 
Shift  Solenoid  "B" Stuck  On 
Shift  Solenoid  "B" Electrical 
Shift  Solenoid  "B" Intermittent 
Shift  Solenoid  "C"  Malfunction 
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 

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 

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 

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. 

for  MI 
Criteria 
statistical  method): 

activation 

(fixed  number  of  driving 

cycles  or 

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) 
*2) 

In  the  case  of  positive-ignition  engines. 
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) 

Budget  96 

PDB  97 

PDB  98 

PDB  99 

Total 

' 

A 

B 

C 

D 

Total 

0.1 

0.1 

0.1 

0.1 

0.2 

219 

0.1 

0.2 

0.3 

0.2 

0.1 

0.1 

0.2 

0.6 

7.3 

Operational  expenditure  of  studies,  experts,  included  in  Part  B  of  the 
Budget  (in  ECU  million) 

Breakdown 

Budget  96 

PDB  97-99 

Var.  in  % 

-  Studies 
-  Meetings  of  experts 
-  Conferences  and  congresses 
-  Information  and  publications 

0 

Total 

0.4 

0.2 

0.6 

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. 

221 

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 

222