Amended proposal for a European Parliament and Council Directive amending Directive 88/77/EEC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles
Date: 1998-12-17
Institutions: European Commission
Subjects: approximation of laws, combustion gases, diesel fuel, motor vehicle, pollution

17.2.1999

EN

Official  Journal  of  the  European  Communities

C  43/25

Amended  proposal  for  a  European  Parliament  and  Council  Directive  amending  Directive
88/77/EEC on the approximation of the laws of the Member States relating to the measures to
be  taken  against  the  emission  of  gaseous  and  particulate  pollutants  from  diesel  engines  for  use
in vehicles (1)

(1999/C  43/5)

(Text  with  EEA  relevance)

COM(1998)  776  final  —  97/0350(COD)

(Submitted  by  the  Commission  pursuant  to  Article  189a(2)  of  the  EC  Treaty  on  17  December
1998)

(1)  OJ  C  173,  8.6.1998,  p.  1.

The  Commission’s  proposal  COM(97)  627  of
3  December  1997  is  hereby  amended  as  follows:

3.  Article  2  is  amended  as  follows:

1.  After  the  14th  recital  the  following  new  recital  is

added  as  follows:

‘Whereas  it  is  necessary  to  enable  the  labelling  and
marking  of  LPG  delivery  pumps  so  that  operators
are  aware  of  the  specification  of  the  LPG  fuel  being
sold  and  to  establish  a  European  specification  for
the  quality  of  LPG  fuel;’

2.  Article  1  is  amended  as  follows:

‘Article  1

For  the  purposes  of  this  Directive:

—  “vehicle”  means  any  vehicle  as  defied  in  Annex
II,  Section  A  to  Directive  70/156/EEC  propelled
by  a  diesel  or  gas  engine,  with  the  exception  of
vehicles  of  category  M1  with  a  reference  mass
less  than  or  equal  to  3,5  tonnes,

—  “diesel  or  gas  engine”  means 

the  motive
propulsion  source  of  a  vehicle  for  which  type
approval,  as  a  separate  technical  unit  as  defined
in  Article  2  of  Directive  70/156/EEC,  can  be
granted,

—  “EEV” means enhanced environmentally friendly
vehicle which is a vehicle propelled by an engine
which  complies  with  the  permissive  emission
target  values  given  in  rows  B  of  the  tables  given
in  point  6.2.1  of  Annex 
to  Directive
88/77/EEC,  as  amended  by  this  Directive.’

I 

‘Article  2

1. From 1 October 1999 no Member State may, on
grounds  relating  to  the  gaseous  and  particulate
pollutants  and  opacity  of  smoke  emissions  from  an
engine:

—  refuse to grant EC type-approval, or to issue the
document  provided  for  in  the  last  indent  of
Article  10(1)  of  Directive  70/156/EEC,  as  last
amended by Commission Directive 98/14/EC (*),
or  to  grant  national  type-approval  for  a  type  of
vehicle  propelled  by  a  diesel  or  gas  engine,  or

—  prohibit  the  registration,  sale,  entry  into  service

or  use  of  such  new  vehicles,  or

—  refuse  to  grant  EC  type-approval  for  a  type  of

diesel  or  gas  engine,  or

—  prohibit  the  sale  or  use  of  new  diesel  or  gas

engines,

if  the  appropriate  requirements  of  the  Annexes  to
Directive  88/77/EEC,  as  amended  by  this  Directive,
are  satisfied,  in  particular  where  the  emissions  of
gaseous  and  particulate  pollutants  and  opacity  of
smoke  from  the  engine  comply  with  the  limit  values
set  out  in  either  rows  A  or  the  target  values  set  out
in  rows  B  of  the  tables  in  point  6.2.1  of  Annex  I  to
Directive  88/77/EEC,  as  amended  by  this  Directive.

2. With  effect  from  1  October  2000,  Member
States may:

—  no  longer  grant  EC  type-approval  or  issue  the
document  provided  for  in  the  last  indent  of
Article  10(1)  of  Directive  70/156/EEC;  and

—  shall  refuse  national  type-approval,

C  43/26

EN

Official  Journal  of  the  European  Communities

17.2.1999

for types of diesel or gas engines and types of vehicle
propelled  by  a  diesel  or  gas  engine  where  the
emissions  of  gaseous  and  particulate  pollutants  and
opacity  of  smoke  from  the  engine  do  not  comply
with  the  limit  values  set  out  in  rows  A  of  the  tables
in point 6.2.1 of Annex I to Directive 88/77/EEC, as
amended  by  this  Directive.

3. With  effect  from  1  October  2001  and  except
vehicles  and  engines  intended  for  export  to  third
countries,  Member  States  shall:

—  consider 

certificates  of 

conformity  which
accompany  new  vehicles  or  new  engines
pursuant  to  Directive  70/156/EEC  as  no  longer
valid  for  the  purpose  of  Article  7(1)  of  that
Directive, and

—  prohibit  the  registration,  sale,  entry  into  service
and  use  of  new  vehicles  propelled  by  a  diesel  or
gas  engine  and  the  sale  and  use  of  new  diesel  or
gas engines,

where  the  emissions  of  gaseous  and  particulate
pollutants  and  opacity  of  smoke  from  the  engine  do
not  comply  with  the  limit  values  set  out  in  rows  A
of  the  tables  in  point  6.2.1  of  Annex  I  to  Directive
88/77/EEC,  as  amended  by  this  Directive.

4.
In  accordance  with  paragraph  1,  an  engine  that
satisfies the appropriate requirements of the Annexes
to  Directive  88/77/EEC,  as  amended  by 
this
Directive  and  that  meets  the  emission  target  values
set  out  in  rows  B  of  the  tables  in  Section  6.2.1  of
Annex I to Directive 88/77/EEC, as amended by this
Directive,  shall  be  considered  as  complying  with  the
requirements  of  paragraphs  2  and  3.

(*)  OJ  L  91,  25.3.1998,  p.  1.’

4.  Article  3  is  amended  as  follows:

‘Article  3

Member  States  may  make  provision 
tax
incentives  only  in  respect  of  motor  vehicles  which
comply  with  Directive  88/77/EEC,  as  amended  by
this  Directive.  Such 
the
provisions  of  the  Treaty  as  well  as  the  following
conditions:

incentives  shall  meet 

for 

1.  They  shall  apply  to  all  new  vehicles  offered  for
sale  on  the  market  of  a  Member  State  which
applicable
comply 
mandatory  limit  values  set  out  in  rows  A  of  the
tables  in  point  6.2.1  of  Annex  I  to  Directive
88/77/EEC,  as  amended  by  this  Directive.

advance  with 

the 

in 

They  shall  be  terminated  with  effect  from  the
mandatory  application  of  the  emission  limit
values 
in  Article  2(3)  for  new
vehicles.

laid  down 

2.  They  shall  apply  to  all  new  vehicles  offered  for
sale  on  the  market  of  a  Member  State  which
comply with the emission target values set out in
rows B of the tables in point 6.2.1 of Annex I to
this
Directive  88/77/EEC,  as  amended  by 
Directive.

For each type of vehicle, they shall be of an amount
lower  than  the  additional  cost  of  the  technical
solutions  introduced  to  ensure  compliance  with  the
limit  values  set  out  in  either  rows  A  or  the  target
values  set  out  in  rows  B  of  the  tables  in  Section
6.2.1  of  Annex  I  to  Directive  88/77/EEC,  as
amended  by  this  Directive,  and  of  their  installation
on  the  vehicle.

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

5.  Article  4  is  amended  as  follows:

‘Article  4

The  Commission  shall  propose  to  the  European
Parliament  and  the  Council  a  further  tightening  of
the  emission  standards  of  vehicles  or  engines  falling
within  the  scope  of  this  Directive  no  later  than  12
months  after  the  date  of  entry  into  force  of  this
Directive,  but 
later  than  31
in  any  event  no 
December  1999.

The  proposal  shall  take  account  of:

98/69/EC (*) 

—  the  review  programme  detailed  in  Article  3  of
Directive 
the  European
Parliament  and  of  the  Council  and  Article  9  of
the  European
Directive  98/70/EC (**)  of 
Parliament  and  of  the  Council,

of 

—  the  development  of  diesel  engine  and  gas  engine
emission control technology, regard being had to
the interdependence of such technology with fuel
quality,

—  the development of a worldwide harmonised test

cycle  for  type-approval  testing,

—  on-board 

diagnostic 

(OBD) 

systems 

for

heavy-duty engines,

—  relevant  durability  provisions,

—  appropriate 

non-regulated 
widespread 
fuels.

limits 
as 

for  pollutants  currently
the
consequence  of 
a 
introduction  of  new  alternative

The  proposal  shall  aim  at  achieving  substantial
reductions  of  pollutant  emissions  as  regards  the

17.2.1999

EN

Official  Journal  of  the  European  Communities

C  43/27

vehicles  and  engines  covered  by  this  Directive.  The
reduced 
limit  values  shall  not  apply  before  1
October  2005  for  new  type  approvals.

(*)  OJ  L  350,  28.12.1998,  p.  1.
(**)  OJ  L  350,  28.12.1998,  p.  58.’

6.  The  following  line  is  added  at  the  bottom  of  the

‘Table  of  Contents’:

‘ANNEX  VIII  Specific  technical  requirements  relating
to  ethanol  fuelled  diesel  engines.’

7.  Point  2.7  in  Annex  I  is  amended  as  follows:

‘2.7. 

pollutants,  means 

carbon
gaseous 
monoxide,  hydrocarbons 
(assuming  a
ratio of CH1,85  for diesel, CH2,525  for LPG
and  CH2,93  for  NG  (NMHC),  and  an
assumed  molecule  CH3O0,5  for  ethanol
fuelled diesel engines), methane (assuming
a  ratio  of  CH4  for  NG)  and  oxides  of
nitrogen,  the  last  named  being  expressed
in  nitrogen  dioxide  (NO2)  equivalent;

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

8. 

In  section  2,  insert  new  point  2.27  in  Annex  I,  as
follows:

‘2.27. 

EEV  means  enhanced  environmentally
friendly  vehicle  which  is  a  type  of  vehicle
propelled  by  an  engine  complying  with
the  permissive  emission  target  values
given  in  rows  B  of  the  tables  in  Section
6.2.1  of  Annex  I  to  Directive  88/77/EEC,
as  amended  by  this  Directive.’

C3H8
CO
DOP
CO2
HC
NMHC
NOx
NO
NO2
PT

Propane
Carbon  monoxide
Di-octylphtalate
Carbon  dioxide
Hydrocarbons
Non-methane  hydrocarbons
Oxides  of  nitrogen
Nitric  oxide
Nitrogen  dioxide
Particulates

2.28.3.  Abbreviations

CFV
CLD
EEV

ELR
ESC
ETC
FID
GC
HCLD

HFID

LPG
NDIR

NG
NMC

environmentally

Critical  flow  venturi
Chemiluminescent  detector
Enhanced 
friendly vehicle
European  load  response  test
European  steady  state  cycle
European  transient  cycle
Flame  ionisation  detector
Gas  chromatograph
Heated 
detector
Heated 
detector
Liquefied  petroleum  gas
Non-dispersive 
analyser
Natural  gas
Non-methan  cutter.’

flame 

chemiluminescent

ionisation

infrared

10.  The  following  subsections  of  point  4  in  Annex  I  are

amended  as  follows:

9. 

In Annex I the titles for Sections 2.27 and 2.27.1 are
re-numbered as follows. The title for sections 2.27.2
and  2.27.3  are  re-numbered  as  follows  and  the
tables  in  those  sections  are  amended  to  read  as
follows:

‘4.1.2. 

‘2.28. 

Symbols  and  abbreviations

2.28.1. 

Symbols  for  test  parameters

2.28.2. 

Symbols  for  the  chemical  components

CH4
Methane
C2H6
Ethane
C2H5OH Ethanol

In  the  case  of  natural  gas  the  parent
engine  should  demonstrate  its  capability
to  adapt  to  any  fuel  composition  that
may  occur  across  the  market.  In  the  case
of  natural  gas  there  are  generally  two
types  of  fuel,  high  calorific  fuel  (H-gas)
and  low  calorific  fuel  (L-gas),  but  with  a
significant  spread  within  both  ranges;
they  differ  significantly  in  their  energy
content  expressed  by  the  Wobbe  Index
in  their  λ-shift  factor  (Sλ).  The
and 
the
formulae 
Wobbe index and Sλ  are given in sections
2.25  and  2.26.  The  composition  of  the
reference  fuels  reflects  the  variations  of
those  parameters.

the  calculation  of 

for 

C  43/28

EN

Official  Journal  of  the  European  Communities

17.2.1999

shall  meet 

fuelling  between 

The  parent  engine 
the
requirements  of  this  Directive  on  the
reference  fuels  G20/GR (1),  as  specified  in
Annex  IV,  without  any  readjustment  to
tests.
the 
However,  one  adaptation  run  over  one
ETC  cycle  without  measurement 
is
permitted  after  the  change  of  the  fuel.
Before  testing,  the  parent  engine  shall  be
in
run-in  using  the  procedure  given 
paragraph  3  of  Appendix  2  to  Annex
III.

two 

the 

4.1.3. 

In  the  case  of  an  engine  fuelled  with
natural  gas  which  is  self-adaptive  for  the
range of H-gases on the one hand and the
range  of  L-gases  on  the  other  hand,  and
which  switches  between  the  H-range  and
the  L-range  by  means  of  a  switch,  the
parent  engine  shall  be  tested  on  the  two
relevant  reference  fuels  as  specified  in
Annex IV for each range, at each position
of  the  switch.  The  fuels  are  G20/GR  (fuel
1)  and  G23  (fuel  2)  for  the  H-range  of
gases, G23  (fuel 1) and G25  (fuel 2) for the
L-range  of  gases.  The  parent  engine  shall
meet the requirements of this Directive at
both  positions  of  the  switch  without  any
readjustment  to  the  fuelling  between  the
two  test  at  each  position  of  the  switch.
However,  one  adaptation  run  over  one
is
ETC  cycle  without  measurement 
permitted  after  the  change  of  the  fuel.
Before  testing  the  parent  engine  shall  be
run-in  using  the  procedure  given 
in
paragraph  3  of  Appendix  2  to  Annex
III.

4.1.3.1.  On  the  manufacturer’s  request  the  engine
may  be  tested  on  a  third  fuel  (fuel  3)  if
the  λ-shift  factor  (Sλ)  lies  between  those
of  the  fuels  G20/GR  and  G25,  for  example
when  fuel  3  is  a  market  fuel.  The  results
of this test may be used as a basis for the
evaluation  of  the  conformity  of  the
production.’

11.  A  new  point  4.1.5  is  added  as  follows:

‘4.1.5. 

In  the  case  of  ethanol  fuel  the  parent
engine  meets  the  requirements  of  this
Directive on the reference fuel specified in
Annex  IV.’

(1)  In the case of an EEV-approval to the emission target values
given  in  rows  B  of  the  tables  in  Section  6.2.1  of  this  Annex,
fuel  GR  is  to  be  used  instead  of  fuel  G20.

12.  The  following  subsections  of  point  4  in  Annex  I  are

amended  to  read  as  follows:

‘4.2.1. 

Exhaust  emissions  approval  of  an  engine
running  on  natural  gas  and  laid  out  for
operation  on  either  the  range  of  H-gases
or  on  the  range  of  L-gases

The  parent  engine  shall  be  tested  on  the
two relevant reference fuels as specified in
Annex  IV  for  the  relevant  range.  The
fuels  are  G20/GR  (fuel  1)  and  G23  (fuel  2)
for the H-range of gases, G23  (fuel 1) and
G25  (fuel  2)  for  the  L-range  of  gases.  The
parent  engine  shall  meet  the  emission
requirements without any readjustment to
tests.
the 
However,  one  adaptation  run  over  one
ETC  cycle  without  measurement 
is
permitted  after  the  change  of  the  fuel.
Before  testing  the  parent  engine  shall  be
run-in  using  the  procedure  defined  in
paragraph  3  of  Appendix  2  to  Annex
III.’

fuelling  between 

two 

the 

the 

reference 

in  Annex 

‘4.2.2.1.  The parent engine shall meet the emission
requirements  on 
fuels
G20/GR  and G25  in the case of natural gas,
or the reference fuels A and B in the case
of  LPG,  as  specified 
IV.
Between  the  tests,  fine-tuning  of  the
fuelling 
allowed.  This
is 
fine-tuning  will  consist  of  a  recalibration
of  the  fuelling  database,  without  any
alteration  to  either  the  basic  control
strategy  or  the  basic  structure  of  the
database.  If  necessary  the  exchange  of
parts  that  are  directly  related  to  the
amount  of  fuel  flow  (such  as  injector
nozzles)  is  allowed.’

system 

‘4.2.2.2. 

If  the  manufacturer  so  desires  the  engine
may  be  tested  on  the  reference  fuels
G20/GR  and G23, or G23  and G25, in which
case  the  type  approval  is  only  valid  for
the  H-range  or  the  L-range  of  gases
respectively.’

13.  The following new point 5.1.5 in Annex I is inserted

as  follows:

‘5.1.5. 

In  the  case  of  an  EEV  approved  engine
the  marking  “EEV”  shall  be  placed  after
the  EC 
(if
applicable after the letter(s) indicating the
gas  range  of  an  NG  engine).’

type-approval  number 

17.2.1999

EN

Official  Journal  of  the  European  Communities

C  43/29

14.  In Annex I, points 5.1.5 and 5.1.5.1 are replaced by

the  following:

‘5.1.6. 

Labels

5.1.6.1.  NG  and  LPG  fuelled  engines

In  the  case  of  NG  and  LPG  fuelled
fuel  range  restricted
engines  with  a 
type-approval,  the  following  labels  are
applicable:

5.1.6.1.1.  C o n t e n t

following 

information  must  be

The 
given:

In the case of paragraph 4.2.1.3, the label
shall  state  “ONLY  FOR  USE  WITH
NATURAL  GAS  RANGE  H”. 
If
applicable,  “H”  is  replaced  by  “L”.

In the case of paragraph 4.2.2.3, the label
shall  state  “ONLY  FOR  USE  WITH
NATURAL  GAS  SPECIFICATION  . . .”

or “ONLY FOR USE WITH LIQUEFIED
PETROLEUM  GAS  SPECIFICATION
. . .”, as applicable. All the information in
the appropriate table(s) in Annex IV shall
be  given  with  the  individual  constituents
and 
the  engine
specified  by 
manufacturer.

limits 

The  letters  and  figures  must  be  at  least  4
mm  in  height.

5.1.6.2.  EEV  engines

In the case of engines which comply with
the emission limits of rows B of the tables
given  in  Section  6.2.1  of  this  Annex,  the
following  EEV  label  is  applicable.

5.1.6.2.1.  C o n t e n t

state 

In  addition  to  the  “ ”  symbol  the  label
“ENVIRONMENTALLY
shall 
FRIENDLY  (EEV)”  and  the  number  of
this  Directive  as  shown  in  the  example
below:

ENVIRONMENTALLY
FRIENDLY
(EEV)

DIRECTIVE 1999/XY/EC

The  letters  and  figures  must  be  at  least  4  mm  in  height.’

15.  In  Annex 

I,  points  5.1.5.2  and  5.1.5.3  are
re-numbered  as  5.1.6.3  and  5.1.6.4  and  amended  as
follows:

5.1.6.4.  Placing

‘5.1.6.3.  Properties

Labels  must  be  durable  for  the  useful  life
of  the  engine.  Labels  must  be  clearly
legible  and  their  letters  and  figures  must
be  indelible.  Additionally,  labels  must  be
attached  in  such  a  manner  that  their
fixing  is  durable  for  the  useful  life  of  the
engine,  and  the  labels  cannot  be  removed
without  destroying  or  defacing  them.

Labels  must  be  secured  to  an  engine  part
necessary  for  normal  engine  operation
and  not  normally  requiring  replacement
during  engine 
life.  Additionally,  these
labels  must  be  located  so  as  to  be  readily
visible  to  the  average  person  after  the
engine  has  been  completed  with  all  the
auxiliaries 
engine
operation.

necessary 

for 

An  EEV  label  may  be  attached  to  a
vehicle only if an EEV-approved engine is
installed  in  that  vehicle.’

C  43/30

EN

Official  Journal  of  the  European  Communities

17.2.1999

16.  In  Annex  I,  points  5.2  and  5.3  are  amended  as

follows:

‘5.2. 

5.3. 

In  the  case  of  an  application  for  EC
type-approval for a vehicle type in respect
of  its  engine,  the  marking  specified  in
point 5.1.6.1 shall also be placed close to
the  fuel  filling  aperture.

In  the  case  of  an  application  for  EC
type-approval  for  a  vehicle  type  with  an
approved engine, the marking specified in
point 5.1.6.1 shall also be placed close to
the  fuel  filling  aperture.’

17.  In  Annex  I,  point  6.2  is  amended  as  follows:

‘6.2. 

Specifications  concerning  the  emission  of
gaseous  and  particulate  pollutants  and
smoke

fuel 

injection 

The  emissions  shall  be  determined  on  the
ESC  and  ELR  tests  with  conventional
diesel  engines  including  those  fitted  with
electronic 
equipment,
exhaust  gas  recirculation  (EGR),  and/or
oxidation  catalysts.  Diesel  engines  fitted
with  advanced  exhaust  after  treatment
systems  including  deNOx  catalysts  and/or
particulate  traps,  shall  additionally  be
tested  on  the  ETC  test.  For  gas  engines,
the gaseous emissions shall be determined
on  the  ETC  test;  the  particulate  emission
is  not  subject  to  testing.  The  ESC  and
ELR  test  procedures  are  described  in
Annex  III,  Appendix  1;  the  ETC  test
procedure  in  Annex  III,  Appendices  2
and  3.

if  applicable,  by 

The  emissions  of  gaseous  pollutants  and
particulate  pollutants,  if  applicable,  and
smoke, 
the  engine
submitted  for  testing  shall  be  measured
by  the  methods  described  in  Annex  III,
Appendix  4.  Annex  V  describes  the
recommended  analytical  systems  for  the
gaseous  pollutants, 
the  recommended
particulate  sampling  systems,  and  the
smoke  measurement
recommended 
system.

test 

cycle. 

respective 

Other  systems  or  analysers  may  be
approved  by  the  technical  service  if  it  is
found that they yield equivalent results on
The
the 
determination  of  system  equivalency  shall
be  based  upon  a  seven  sample  pair  (or
larger)  correlation  study  between  the
system  under  consideration  and  one  of
the  reference  systems  of  this  Directive.
For  particulate  emissions  only  the  full
flow  dilution  system  is  recognised  as  the
reference  system.  “Results”  refer  to  the
specific 
emissions  value.  The
correlation  testing  shall  be  performed  at
the  same  laboratory,  test  cell,  and  on  the
same  engine,  and  is  preferably  to  be  run
concurrently.  The  equivalency  criterion  is
defined  as  a  ±  5 %  agreement  of  the
sample  pair  averages.  For  introduction  of
a  new  system  into  the  Directive  the
determination  of  equivalency  shall  be
of
based 
the 
as
repeatability 
described  in  ISO  5725.’

calculation 
reproducibility, 

upon 

cycle 

and 

17.2.1999

EN

Official  Journal  of  the  European  Communities

C  43/31

18.  In  Annex  I,  point  6.2.1  is  amended  as  follows:

‘6.2.1. 

Limit values

Diesel  engines

The  specific  masses  of  the  carbon  monoxide,  of  the  total  hydrocarbons,  of  the
oxides of nitrogen and of the particulates, as determined on the ESC test, and of
the smoke opacity, as determined on the ELR test, shall not exceed the amounts
shown  in  table  1.

Limit  values  for  diesel  fuelled  engines  —  ESC  and  ELR  tests

Table  1

Date

Mass  of
carbon
monoxide
(CO)
g/kWh

Mass  of  total
hydrocarbons
(THC)
g/kWh

Mass  of
nitrogen  oxides
(NOx)
g/kWh

Mass  of
particulates
(PT)
g/kWh

Smoke

m−1

A  (2000)

B  (EEV)

2,1

1,5

0,66

0,25

5,0

2,0

0,10

0,13 (1)

0,8

0,01

0,15

(1)  For  engines  having  a  swept  volume  of  less  than  0,7  dm³  per  cylinder  and  a  rated  power  speed  of

more  than  3 000  min−1.

Diesel  and  gas  engines

For diesel engines that are additionally tested on the ETC test, and specifically for
gas  engines,  the  specific  masses  of  the  carbon  monoxide,  of  the  non-methane
hydrocarbons,  of  the  methane  (where  applicable),  of  the  oxides  of  nitrogen  and
of  the  particulates  (where  applicable)  shall  not  exceed  the  amounts  shown  in
table  2.

Limit  values  for  diesel  and  gas  fuelled  engines  —  ETC  test

Table  2

Date

Mass  of
carbon
monoxide
(CO)
g/kWh

Mass  of  non-
methane
hydrocarbons
(NMHC)
g/kWh

A  (2000)

B  (EEV)

5,45

3,0

0,78

0,40

Mass  of
methane
(CH4) (1)
g/kWh

1,6

0,65

Mass  of
nitrogen
oxides
(NOx)
g/kWh

5,0

2,0

Mass  of
particulates
(PT) (2)
g/kWh

0,16

0,21 (3)

0,015

(1)  For  engines  having  a  swept  volume  of  less  than  0,7  dm³  per  cylinder  and  a  rated  power  speed  of

more  than  3 000  min-1.

(2)  For  NG  engines  only.
(3)  Not applicable for measurement in the case of gas fuelled engines at the time of type-approval (row

A),  but  may  be  subject  to  conformity  of  production  checking.’

19.  In  Annex  I,  point  6.2.2.1  is  amended  as  follows:

‘6.2.2.1.  A  manufacturer  may  choose  to  measure  the  mass  of  total  hydrocarbons  on  the
ETC  test  instead  of  measuring  the  mass  of  non-methane  hydrocarbons.  In  this
case, the limit for the mass of total hydrocarbons is the same as shown in table
2  for  the  mass  of  non-methane  hydrocarbons.’

C  43/32

EN

Official  Journal  of  the  European  Communities

17.2.1999

20.  Annex  IV  is  amended  to  read  as  follows:

‘ANNEX  IV

TECHNICAL  CHARACTERISTICS  OF  REFERENCE  FUEL  PRESCRIBED  FOR  APPROVAL
TESTS  AND  TO  VERIFY  CONFORMITY  OF  PRODUCTION

1.1. 

DIESEL  FUEL (1)

[. . .]

1.2. 

ETHANOL  FOR  DIESEL  ENGINES (1)

Parameter

Unit

Test  method (3)

Minimum Maximum

Limits (2)

Alcohol,  mass

Other  alcohol  than  ethanol
contained  in  total  alcohol,
mass

Density  at  15 °C

Ash  content

Flash  point

Acidity,  calculated  as  acetic
acid

Neutralisation  (strong  acid
number)

Colour

Dry  residue  at  100  °C

Water  content

Aldehydes calculated as
acetic acid

Sulphur  content

Esters,  calculated  as
ethylacetate

%  m/m

%  m/m

kg/m³

%  m/m

°C

%  m/m

KOH/g

According  to
scale

mg/kg

%  m/m

%  m/m

mg/kg

%  m/m

92,4

—

—

2

ASTM  D  5501

ADTM  D  5501

795

815

ASTM  D  4052

0,001

ISO  6245

ISO  2719

0,0025

ISO  1388-2

1

10

15

6,5

ASTM  D  1209

ISO  759

ISO  760

0,0025

ISO  1388-4

10

0,1

ASTM  D  5453

ASTM  D  1617

10

—

—

—

—

—

—

(1)  Cetane  improver,  as  specified  by  the  engine  manufacturer,  may  be  added  to  the  ethanol  fuel.  The

maximum  allowed  amount  is  10 %  m/m.

(2)  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 a fuel should nevertheless  aim at a zero value
where  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  specification,  the  terms  of  ISO  4259  should  be  applied.

(3)  Equivalent  ISO  methods  will  be  adopted  when  issued  for  all  properties  listed  above.

2. 

NATURAL  GAS  (NG)

European  market  fuels  are  available  in  two  ranges:

17.2.1999

EN

Official  Journal  of  the  European  Communities

C  43/33

—  the  H  range,  whose  extreme  reference  fuels  are  G20/GR (1)  and  G23,

—  the  L  range,  whose  extreme  reference  fuels  are  G23  and  G25.

The  characteristics  of  G20,  GR,  G23  and  G25  reference  fuels  are  summarised
below:

Reference  fuel  G20

Characteristics

Units

Basis

Test  method

Minimum Maximum

Limits

Composition:
Methane
Balance
(Inerts  +C2/C2+)

%-mole

100
—

Sulphur  content

mg/m³(*)

—

99
—

—

100
1

ISO  6974

50

ISO  6326-5

(*) Value  to  be  determined  at  standard  conditions  (293,2  K  (20 °C)  and  101,3  kPa).

Reference  fuel  GR

Characteristics

Units

Basis

Test  method

Minimum Maximum

Limits

Composition:
Methane
Ethane
Balance
(Inerts  +C3/C3+)

%-mole

Sulphur  content

mg/m³(*)

87
13
—

—

84
11
—

—

89
15
1

ISO  6974

50

ISO  6326-5

(*) Value  to  be  determined  at  standard  conditions  (293,2  K  (20 °C)  and  101,3  kPa).

Reference  fuel  G23

Characteristics

Units

Basis

Test  method

Minimum Maximum

Limits

Composition:
Methane
Balance
(Inerts  +C2/C2+)
N2

%-mole

Sulphur  content

mg/m³(*)

92,5
—

7,5

—

91,5
—

6,5

—

93,5
1

8,5

ISO  6974

50

ISO  6326-5

(*) Value  to  be  determined  at  standard  conditions  (293,2  K  (20 °C)  and  101,3  kPa).

(1)  Reference  fuel  G20  may  not  be  extreme  enough  with  regard  to  the  λ-shift  factor  (Sλ)  in  order  to  cover
certain gas compositions, for example North Sea H2  and Prop-Air mixtures. Therefore, in the case of an
EEV-approval  to  the  emission  target  values  given  in  rows  B  of  the  tables  in  point  6.2.1  of  this  Annex,
fuel  GR  is  to  be  used  instead  of  fuel  G20.

C  43/34

EN

Official  Journal  of  the  European  Communities

17.2.1999

Reference  fuel  G25

Characteristics

Units

Basis

Test  method

Minimum Maximum

Limits

Composition:
Methane
Balance
(Inerts  +C3/C3+)
N2

%-mole

Sulphur  content

mg/m³(*)

86
—

14

—

84
—

12

—

88
1

16

50

ISO  6974

ISO  6326-5

(*) Value  to  be  determined  at  standard  conditions  (293,2  K  (20 °C)  and  101,3  kPa).

3. 

LIQUEFIED  PETROLEUM  GAS  (LPG)

Parameter

Unit

Limits  Fuel  A

Limits  Fuel  B

Minimum Maximum Minimum Maximum

89,0 (1)

93,5

Test  method

EN  589
Annex  B

Motor  octane
number

Composition:

C3  content

C4  content

Olefins

Evaporation
residue

Total  sulphur
content

%  vol

%  vol

%  vol

mg/kg

48

48

0

ppm  weight (2)

Hydrogen  sulphide

—

Copper  strip
corrosion

Water  at  0 °C

rating

83

13

9

52

52

12 (1)

50

50

None

Class  1

87

17

15

50

50

ISO  7941

NFM  41-015

EN  24260

None

ISO  8819

Class  1 ISO  6251 (3)

Free

Free

Visual
inspection

(1)  In the case of fuel A only, a manufacturer may choose to type-approve an engine using a fuel with a
minimum  MON  of  93,5  and  a  maximum  olefins  content  of  6 %  vol.  In  such  cases,  the
manufacturer  must  declare  to  the  approval  authority  that  the  following  statement  will  be  included
in  the  vehicle  or  engine  data  or  vehicle  handbook:  ‘This  engine  is  designed  to  run  on  LPG  with  a
minimum MON of 93,5. If the engine is operated with LPG fuel of a lower MON, engine damage
may  result.’

(2)  Value  to  be  determined  at  standard  conditions  293,2  K  (20 °C)  and  101,3  kPa.
(3)  This method may not accurately determine the presence of corrosive materials if teh sample contains
corrosion  inhibitors  or  other  chemicals  which  diminish  the  corrosiveness  of  the  sample  to  the
copper  strip.  Therefore,  the  addition  of  such  compounds  for  the  sole  purpose  of  biasing  the  test
method  is  prohibited.’

17.2.1999

EN

Official  Journal  of  the  European  Communities

C  43/35

21.  Annex  VI  is  amended  as  follows:

‘SECTION  I

0.5. 

Category  of  engine:  diesel/NG  fuelled/LPG  fuelled/ethanol  fuelled  diesel (1):  . . .

Appendix

1.1.5. 

Category  of  engine:  diesel/NG  fuelled/LPG  fuelled/ethanol  fuelled  diesel (1):
. . .’

22.  A  new  Annex  VIII  is  added  as  follows:

‘ANNEX  VIII

SPECIFIC  TECHNICAL  REQUIREMENTS  RELATING  TO  ETHANOL  FUELLED  DIESEL
ENGINES

In  the  case  of  ethanol  fuelled  diesel  engines  the  following  specific  modifications  to
equations  and  factors  will  apply  to  the  test  procedures  defined  in  Annex  III  to  this
Directive.

In  Annex  III,  Appendix  1:

4.2. 

Dry/wet  correction

FFH =

1,877

(1 + 2,577 *

GFUEL

GAIRW)

4.3. 

NOx  correction  for  humidity  and  temperature

KH,D  = 

1
1  +  A  *  (Ha  −  10,71)  +  B  *  (Ta  −  298)

with,

=  −0,123  GFUEL/GAIRD  +  0,00954

A  =  0,181  GFUEL/GAIRD  −  0,0266
B 
Ta  =  temperature  of  the  air,  K
Ha  =  humidity  of  the  intake  air,  g  water  per  kg  dry  air

4.4. 

Calculation  of  the  emission  mass  flow  rates

The emission mass flow rates (g/h) for each mode shall be calculated as follows,
assuming the exhaust gas density to be 1,272 kg/m3  at 273 K (0 °C) and 101,3
kPa:

(1) NOx  mass  =  0,001613  *  NOx  conc  *  KH,D  *  GEXHW

(2) COmass 

=  0,000982  *  COconc  *  GEXHW

(3) HCmass 

=  0,000809  *  HCconc  *  GEXHW

where  NOx  conc,  COconc,  HCconc (1)  are  the  average  concentrations  (ppm)  in  the
raw  exhaust  gas,  as  determined  in  point  4.1.

(1)  Based  on  C1  equivalent.

C  43/36

EN

Official  Journal  of  the  European  Communities

17.2.1999

If,  optionally,  the  gaseous  emissions  are  determined  with  a  full  flow  dilution
system,  the  following  formulae  shall  be  applied:

(1)  NOx  mass  =  0,001587  *  NOx  conc  *  KH,D  *  GTOTW

(2)  COmass 

=  0,000966  *  COconc  *  GTOTW

(3)  HCmass 

=  0,000795  *  HCconc  *  GTOTW

where  NOx  conc,  COconc,  HCconc (1)  are  the  average  background  corrected
concentrations (ppm) of each mode in the diluted exhaust gas, as determined in
Annex  III,  Appendix  2,  point  4.3.1.1.

In  Annex  III,  Appendix  2:

Sections  3.1,  3.4,  3.8.3,  and  5  of  Appendix  2  do  not  apply  solely  to  diesel  engines.  They
also  apply  to  ethanol  fuelled  diesel  engines.

4.2. 

The  conditions  for  the  test  should  be  arranged  so  that  the  air  temperature  and
the humidity measured at the engine intake is set to standard conditions during
the  test  run.  The  standard  should  be  6  ±  0,5  g  water  per  kg  dry  air  at  a
temperature  interval  of  298  ±  3  K.  Within  these  limits  no  further  NOx
correction  should  be  made.  The  test  is  void  if  these  conditions  are  not  met.

4.3. 

Calculation  of  the  emission  mass  flow

4.3.1. 

S y s t e m s   w i t h   c o n s t a n t   m a s s   f l o w

For  systems  with  heat  exchanger,  the  mass  of  the  pollutants  (g/test)  shall  be
determined  from  the  following  equations:

(1) NOx  mass  =  0,001587 * NOx  conc * KH,D * MTOTW  (ethanol  fuelled  engines)

(2) COmass 

=  0,000966 * COconc * MTOTW  (ethanol  fuelled  engines)

(3) HCmass 

=  0,000794 * HCconc * MTOTW  (ethanol  fuelled  engines)

where

NOx  conc,  COconc,  HCconc (1),  NMHCconc

MTOTW

=  average 

background 
corrected
concentrations over the cycle from
integration  (mandatory  for  NOx
and  HC)  or  bag  measurement,
ppm

= 

total  mass  of  diluted  exhaust  gas
over  the  cycle  as  determined  in
section  4.1,  kg

4.3.1.1.  Determination  of  the  background  corrected  concentrations:

The average background concentration of the gaseous pollutants in the dilution
air  shall  be  subtracted  from  measured  concentrations  to  get  the  net
concentrations  of  the  pollutants.  The  average  values  of  the  background
concentrations  can  be  determined  by  the  sample  bag  method  or  by  continuous
measurement  with  integration.  The  following  formula  shall  be  used.

(1)  Based  on  C1  equivalent.

17.2.1999

EN

Official  Journal  of  the  European  Communities

C  43/37

conc  =  conce  −  concd  *  (1  −  (1/DF))

where:

conc  =  concentration  of  the  respective  pollutant  in  the  diluted  exhaust  gas,
corrected  by  the  amount  of  the  respective  pollutant  contained  in  the
dilution  air,  ppm

conce  =  concentration  of  the  respective  pollutant  measured  in  the  diluted

exhaust  gas,  ppm

concd  =  concentration  of  the  respective  pollutant  measured  in  the  dilution  air,

ppm

DF 

=  dilution  factor

The  dilution  factor  shall  be  calculated  as  follows:

FS
CO2  conce  +  (HCconce  +  COconce)  *  10-4

DF =

where,

CO2 conce 

=  concentration  of  CO2  in  the  diluted  exhaust  gas,  %  vol

HCconce 

COconce 

FS 

=  concentration  of  HC  in  the  diluted  exhaust  gas,  ppm  C l

=  concentration  of  CO  in  the  diluted  exhaust  gas,  ppm

=  stoichiometric  factor

Concentrations  measured  on  dry  basis  shall  be  converted  to  a  wet  basis  in
accordance  with  Annex  III,  Appendix  1,  point  4.2.

The  stoichiometric  factor  shall,  for  the  general  fuel  composition  CHÆO(cid:226)Nγ,  be
calculated  as  follows:

FS = 100 *

1

1 +

Æ

2

+ 3,76 * (1 +

Æ

4

−

(cid:226)

2) +

γ

2

Alternatively, if the fuel composition is not known, the following stoichiometric
factors  may  be  used:

Fs  (ethanol) =  8,4.

4.3.2. 

S y s t e m s   w i t h   f l o w   c o m p e n s a t i o n

For  systems  without  heat  exchanger,  the  mass  of  the  pollutants  (g/test)  shall  be
determined  by  calculating  the  instantaneous  mass  emissions  and  integrating  the
instantaneous  values  over  the  cycle.  Also,  the  background  correction  shall  be
applied  directly  to  the  instantaneous  concentration  value.  The  following
formulae  shall  be  applied:

(1) NOxmass = Σn

(MTOTW, i × NOxconce, i × 0,001587)  −

i = 1

(MTOTW × NOxconcd × (1 − 1/DF) × 0,001587)

(2) COmass = Σn

(MTOTW, i × COconce, i × 0,000966)  −

i = 1

(MTOTW × COconcd × (1 − 1/DF) × 0,000966)

(3) HCmass = Σn

(MTOTW, i × HCconce, i × 0,000749)  −

i = 1

(MTOTW × HCconcd × (1 – 1/DF) × 0,000749)

C  43/38

EN

Official  Journal  of  the  European  Communities

17.2.1999

where:

conce 

=  concentration  of  the  respective  pollutant  measured  in  the  diluted

exhaust  gas,  ppm

concd 

=  concentration of the respective pollutant measured in the dilution

air,  ppm

MTOTW, i  = 

instantaneous  mass  of  the  diluted  exhaust  gas  (see  point  4.1),
kg

MTOTW 

= 

total  mass  of  diluted  exhaust  gas  over  the  cycle  (see  point  4.1),
kg

DF 

=  dilution  factor  as  determined  in  point  4.3.1.1.

4.4. 

Calculation  of  the  specific  emissions

The  emissions  (g/kWh)  shall  be  calculated  for  all  individual  components  in  the
following way:

NOx = NOx mass / Wact

CO = CO mass / Wact

HC = HC mass / Wact

where

Wact  = actual  cycle  work  as  determined  in  point  3.9.2,  kWh.’