Proposal for a directive of the European Parliament and of the Council amending Directive 97/24/EC on certain components and characteristics of two or three-wheel motor vehicles
Date: 2000-06-22
Institutions: European Commission
Subjects: combustion gases, cycle and motorcycle industry, motor vehicle, technical standard, two-wheeled vehicle

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Proposal for a Directive of the European Parliament and of the Council amending Directive
97/24/EC on certain components and characteristics of two or three-wheel motor vehicles

(2000/C 337 E/20)

(Text with EEA relevance)

COM(2000) 314 final (cid:16) 2000/0136(COD)

(Submitted by the Commission on 22 June 2000)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE
EUROPEAN UNION,

Having regard to the Treaty establishing the European
Community, and in particular Article 95 thereof,

Having regard to the proposal from the Commission,

Having regard to the opinion of
Committee,

the Economic and Social

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

Whereas:

(1) The

action of

fifth programme of

the European
Community on protection of the environment, which in
its general approach was approved by the Council in its
Resolution of 1 February 1993 (1), provides for additional
efforts to be made for a considerable reduction in the
present
from motor
vehicles.

level of emissions of pollutants

(2) Directive 97/24/EC of the European Parliament and of the
Council (2)
is one of the separate Directives under the
type-approval procedure laid down by Council Directive
92/61/EEC of 30 June 1992 relating to the type-approval
of two and three-wheel vehicles (3), as last amended by
Directive 2000/7/EC of the European Parliament and of
the Council (4).

(3) Under Article 5 of Directive 97/24/EC, the Commission is
required to submit, within 24 months from the date of
adoption of the said Directive, to the European Parliament
and the Council, a proposal prepared on the basis of
the costs and benefits
research and an assessment of
tightened-up limit
deriving from the application of
stage during
values and laying down a subsequent
further
which measures will be adopted aimed at
the
the limit values
tightening of
vehicles concerned; such action is limited to motorcycles,
since a subsequent stage entailing tighter limit values for
mopeds, to be applied from 17 June 2002,
is already
provided for in Directive 97/24/EC.

for pollutants of

(1) OJ C 138, 17.5.1993, p. 1.
(2) OJ L 226, 18.8.1997, p. 1.
(3) OJ L 225, 10.8.1992, p. 72.
(4) OJ L 106, 3.5.2000, p. 1.

for

(4) On the basis of the assessment of the technical feasibility
and cost-effectiveness, a single set of new Type I test
limits, applicable from 2003 for all motorcycles,
is
identified, corresponding to a reduction of 60% for hydro-
carbons and carbon monoxide for four-stroke motor-
cycles, and 70% for hydrocarbons and 30% for carbon
monoxide for
four-stroke
two-stroke motorcycles;
motorcycles, further reductions in nitrogen oxides were
not considered feasible with the envisaged technologies;
for two-stroke motorcycles, the application of advanced
direct engine technology, which has the greatest reduction
potential in terms of carbon monoxide and hydrocarbons,
is inevitably linked to a moderate increase of the nitrogen
relative to the present-day limit value,
oxides
bringing the limit in line with four-stroke motorcycles;
on the basis of the emission inventory, which confirms
the marginal share of motorcycles in total road-transport
regarded as
emissions of nitrogen oxides,
acceptable.

limit,

this

is

(5) Inspection and maintenance are regarded as essential to
ensure that emission levels of new vehicles do not fall
in this respect, and in
in-use below acceptable levels;
line with the provisions
the
requirements for type II
testing, and in particular the
limit for carbon monoxide content of 4,5 % by volume,
should be replaced by requirements to measure and
record the necessary data for the purpose of roadwor-
thiness testing.

for passenger

cars,

(6) Tricycles and quadricycles are equipped either with spark
in line with
each category

ignition or compression ignition engines;
emission limits
requires a separate set of limit values.

for passenger

cars,

(7) The characteristics of the reference fuels used for emission
testing should be aligned with those applicable to
passenger cars, thereby reflecting the changes in the spec-
ifications of market
in accordance with the
Community legislation on the quality of petrol and
diesel fuels.

fuel

requirements

tax
should be allowed, by way of
(8) Member States
to expedite the placing on the market of
incentives,
vehicles which satisfy the
adopted at
Community level and to promote more environmentally
advanced technologies on the basis of permissive emission
values; such incentives should satisfy certain conditions
intended to avoid distortions of the internal market; this
Directive does not affect
to
include emissions of pollutants and other substances in
the basis for calculating road traffic taxes on two and
three-wheel vehicles.

the Member States’ right

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(9) A new type-approval

in test conditions

test cycle should be introduced
which will allow a more representative evaluation of the
emissions performance,
that more
closely resemble those encountered by vehicles in use,
and which takes into account the difference in driving
patterns between small and large motorcycles; additional
development work is in progress in order to support the
introduction of a new test cycle in a scientifically sound
manner.

(10)

(11)

substantial

It is necessary to establish a further stage of emission
limits, comprising further
reductions with
respect to the limit values for 2003; such limit values
can be developed in detail only when the current test
cycle has been revised and after further study of
the
technical
feasibility and emission-reduction potential of
the technology.

In accordance with the principles of subsidiarity and
proportionality as set out in Article 5 of the Treaty, the
objective of the proposed action, namely the reduction of
the level of pollutant emissions from two and three-wheel
vehicles, cannot be sufficiently achieved by the Member
States and can therefore be better achieved by the
approximation of the laws of the Member States on the
subject:
to the minimum
required in order to achieve that objective and does not
go beyond what is necessary for that purpose.

this Directive confines itself

(12) Directive 97/24/EC should be amended accordingly,

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Chapter 5 of Directive 97/24/EC is amended in accordance
with the text in the Annex hereto.

Article 2

1. With effect from 1 January 2002, no Member State may,
on grounds relating to the measures to be taken against air
pollution:

A refuse to grant EC type-approval pursuant to Article 4(1) of

Directive 92/61/EEC,

or

A prohibit
vehicles,

the registration, sale or entry into service of

if the measures to be taken against air pollution comply with
the requirements of Directive 97/24/EC, as amended by this
Directive.

to the measures to be taken against air pollution, if it fails to
comply with the provisions of Directive 97/24/EC, as amended
by this Directive.

For the type I test, the limit values set out in row A of the
Table in Chapter 5, Annex II
to Directive 97/24/EC, as
amended by this Directive, shall be used.

3. With effect from 1 January 2004, Member States shall:

A consider certificates of conformity which accompany new
to Directive 92/61/EEC as no longer

vehicles pursuant
valid, and

A refuse the registration, sale or entry into service of new
vehicles which are not accompanied by a certificate of
conformity in accordance with Directive 92/61/EEC,

on grounds relating to the measures to be taken against air
pollution, if the vehicles fail to comply with the provisions of
Directive 97/24/EC, as amended by this Directive.

For the type I test, the limit values set out in row A of the
to Directive 97/24/EC, as
Table in Chapter 5, Annex II
amended by this Directive, shall be used.

Article 3

1. Member States may make provision for tax incentives
only in respect of vehicles which comply with Directive
97/24/EC, as amended by this Directive. Such incentives shall
comply with either of the following conditions:

(a) they shall apply to all new vehicles offered for sale on the
market of a Member State which comply in advance with
the mandatory limit values set out in row A of the Table in
Chapter 5, Annex II to Directive 97/24/EC, as amended by
this Directive; they shall be terminated with effect from the
mandatory application of
the emission limit values laid
down in Article 2(3) for new vehicles; or

(b) they shall apply to all new vehicles offered for sale on the
market of a Member State which comply with the
permissive limit values set out in row B of the Table in
Chapter 5, Annex II to Directive 97/24/EC, as amended by
this Directive.

For each type of vehicle referred to in paragraph 1, the
2.
tax incentives shall be for an amount lower than the additional
cost of obtaining and fitting on the vehicle the technical
solutions introduced to ensure compliance with the values set
in either row A or row B of the Table in Chapter 5, Annex II to
Directive 97/24/EC, as amended by this Directive.

2. With effect from 1 January 2003, Member States shall
refuse to grant EC type-approval pursuant to Article 4(1) of
Directive 92/61/EEC for any type of vehicle on grounds relating

3.
The Commission shall be informed in sufficient time of
plans to create or change the tax incentives referred to in
paragraph 1, so that it can submit its observations.

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Article 4

(b) mandatory emission limit values to be applied from 2006.

1.
The Commission shall consider a further tightening of the
emission standards of vehicles falling within the scope of this
Directive, taking into account:

(a) technical developments in the field of emission control
technology and their technical and economic feasibility
with regard to their application to motorcycles;

(b) the advances in the development of a more representative
test cycle for motorcycles which remedies the current limi-
tations of the current test cycle, such as cold start and high
driving dynamics;

(c) the opportunity to harmonise

the

test

cycle on a

world-wide basis;

(d) the correlation of limit values between the current and the

new test cycle.

On the elements

2.
Commission shall submit,
European Parliament and the Council, containing inter alia:

referred to in paragraph 1,
if necessary, a proposal

the
to the

Article 5

Member States shall bring into force the laws, regulations and
administrative provisions necessary to comply with this
Directive by 31 December 2001 at
the latest. They shall
forthwith inform the Commission thereof.

When Member States adopt those provisions, they shall contain
a reference to this Directive or be accompanied by such a
reference on the occasion of
their official publication.
Member States shall determine how such reference is to be
made.

Article 6

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

(a) a new dedicated test cycle to be used for the measurement

Article 7

of emissions in the type I test;

This Directive is addressed to the Member States.

ANNEX

Chapter 5 of Directive 97/24/EC is amended as follows:

1. Annex II is amended as follows:

(a) Section 1.4 is replaced by the following:

C1.4. DGaseous pollutantsF means the exhaust gas emissions of carbon monoxide, oxides of nitrogen expressed in

terms of nitrogen dioxide (NO2) equivalent, and hydrocarbons, assuming a ratio of:

A C1H1,85 for petrol;

A C1H1,86 for diesel.G

(b) Section 2.2.1.1. is replaced by the following:

C2.2.1.1.

Type I test (checking the average value of tailpipe emissions in a congested urban area)

2.2.1.1.1.

The test is carried out by the procedure described in Appendix 1. The methods used to collect and
analyse the gaseous pollutants are those laid down.

2.2.1.1.2.

Figure I.2.2 illustrates the routes for type I test.

2.2.1.1.3.

The vehicle is placed on a chassis dynamometer equipped with a means of
simulation

load and inertia

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Figure I.2.2. Flow chart for the type I test

yes

granted

yes

granted

yes

granted

One test

Vi1

≤ 0,70 L

no

> 1,10 L

Vi1

no

Two tests

yes

≤ 0,85 L
Vi1
< L
and Vi2
and Vi1 + Vi2

< 1,70 L

no

yes

Vi2 > 1,10 L
≥ L
≥ L

or Vi1
and Vi2

no

Three tests

Vi1 < L
< L
< L

and Vi2
and Vi3

no

> 1,10 L

Vi3

no

Vi3
and Vi2
or Vi1

≥ L
≥ L
≥ L

no

yes

yes

(Vi1 + Vi2 + Vi3)/3 < L

yes

granted

no

refused

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2.2.1.1.4. During the test the exhaust gases are diluted and a proportional sample collected in one or more bags.
The exhaust gases of the vehicle tested are diluted, sampled and analysed, following the procedure
described below, and the total volume of the diluted exhaust is measured.

2.2.1.1.5. Subject to the requirements of 2.2.1.1.6, the test must be repeated three times. The resulting masses of
gaseous emissions obtained in each test must be less than the limits shown in the table below (row A):

Mass
of carbon monoxide
(CO)

Mass
of hydrocarbons
(HC)

Mass
of oxides of nitrogen
(NOx)

Class

L1
(g/km)

L2
(g/km)

L3
(g/km)

Limit values for motorcycles (two-wheel) for type approval and conformity of production

A (2003)

B (1)

all

I (£ 150 cc)

II (> 150 cc)

5,5

2,0

2,0

1,2

0,8

0,3

Limit values for tricycles and quadricycles for type approval and conformity of
production (positive ignition)

A (2003)

all

7,0

1,5

0,3

0,2

0,1

0,4

Limit values for tricycles and quadricycles for type approval and conformity of
production (compression ignition)

A (2003)

all

2,0

1,0

0,65

(1) The values in row B are permissive and applicable for the purposes of Article 3 of the Directive.

Notwithstanding the requirements of 2.2.1.1.5, for each pollutant or combination of pollutants, one of the three
resulting masses obtained may exceed, by not more than 10 %, the limit prescribed, provided the arithmetical mean
of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one
pollutant it is immaterial whether this occurs in the same test or in different tests.

2.2.1.1.6.

The number of tests prescribed in 2.2.1.1.5 is reduced in the conditions hereinafter defined, where V1 is
the result of the first test and V2 the result of the second test for each pollutant.

2.2.1.1.6.1. Only one test is performed if the result obtained for each pollutant is less than or equal to 0,70 L (i.e.

V1 £ 0,70 L).

2.2.1.1.6.2.

If the requirement of 2.2.1.1.6.1 is not satisfied, only two tests are performed if, for each pollutant the
following requirements are met:

V1 £ 0,85 L and V1 + V2 1,70 L and V2 L.G

(c) Table I and Table II in Section 2.2 are deleted.

(d) Section 2.2.1.2 is replaced by the following:

C2.2.1.2.

Type II test (test of carbon monoxide at idling speed) and emissions data required for roadworthiness
testing

2.2.1.2.1. This requirement applies to all vehicles powered by a positive-ignition engine for which EC type-approval

is sought in accordance with this Directive.

2.2.1.2.2. When tested in accordance with Appendix 2 (type II test) at normal idling speed:

A The carbon monoxide content by volume of the exhaust gases emitted is recorded.

A The engine speed during the test must be recorded, including any tolerances.

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2.2.1.2.3. When tested at Dhigh idleF speed (i.e. > 2000 min-1):

A The carbon monoxide content by volume of the exhaust gases emitted is recorded.

A The engine speed during the test must be recorded, including any tolerances.

2.2.1.2.4. The engine oil temperature at the time of the test must be measured and recorded.

2.2.1.2.5. The recorded data are completed in the relevant Sections of the document, referred to in Annex VII of

92/61/EEC, as last amended.G

(e) A new Section 3.1.1 is added, to read as follows:

C3.1.1. A vehicle is taken from the series and subjected to the test described in 2.2.1.1. The limit values for checking

conformity of production are those indicated in the table in Section 2.2.1.1.5G

(f) The former Section 3.1.1 is renumbered as 3.1.2 and amended as follows:

A the words CTables I and IIG are replaced by Cthe Table in Section 2.2.1.1.5G.

A the words Cthe tables referred to in 2.2.1.1.2G are replaced by Cthe Table in Section 2.2.1.1.5G.

(g) Section 3.1.3 of Appendix 1 is replaced by the following:

C3.1.3. The tightness of the intake system may be checked to ensure the carburation is not affected by an accidental

intake of air.G

(h) In Section 5.3.1 of Appendix 1, the last sentence is amended, to read as follows;

CTwo complete pre-conditioning cycles are performed before the exhaust gases are collected.G

(i) Section 6.1.3 of Appendix 1 is replaced by the following:

C6.1.3. Prior to the initiation of the first pre-conditioning cycle, a flow of air of variable speed is directed at the
motorcycle or motor tricycle. Two complete cycles are then performed during which no exhaust gases are
collected. The ventilation system must include a mechanism controlled by the speed of the bench roller so
that, in the range from 10 km/h to 50 km/h, the linear air speed at the blower outlet is equal to the relative
speed of the roller with an approximation of 10 %. For roller speeds below 10 km/h, the air speed may be
zero. The end Section of the air blower device must have the following characteristics:

(i) surface area of at least 0,4 m2;

(ii) lower edge between 0,15 and 0,20 m above ground level;

(iii) distance from the leading edge of the motorcycle or motor tricycle between 0,3 and 0,45 m.G

(j)

In Section 6.2.2 of Appendix 1, the first sentence is deleted.

(k) Section 7.2.1 of Appendix 1 is replaced by the following:

C7.2.1. After two pre-conditioning cycles (first moment of the first cycle), the operation specified in 7.2.2 to 7.2.5 are

performed simultaneously.G

(l) Section 7.4 of Appendix 1 is replaced by the following:

C7.4

Analysis

7.4.1. The exhaust gases contained in the bag must be analysed as soon as possible and in any event not later than

20 minutes after the end of the test cycle.

7.4.2. Prior to each sample analysis the analyser range to be used for each pollutant must be set to zero with the

appropriate zero gas.

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7.4.3. The analysers are then set to the calibration curves by means of span gases of nominal concentrations of 70

to 100 % of the range.

7.4.4. The analysers’ zeros are then rechecked. If the reading differs by more than 2 % of range from that set in

7.4.2, the procedure is repeated.

7.4.5. The samples are then analysed.

7.4.6. After the analysis, zero and span points are rechecked using the same gases. If these rechecks are within 2 %

of those in 7.4.3, the analysis is considered acceptable.

7.4.7. At all points in this Section the flow-rates and pressures of the various gases must be the same as those used

during calibration of the analysers.

7.4.8. The figure adopted for the concentration of each pollutant measured in the gases is that read off after

stabilisation on the measuring device.G

2. Annex IV is replaced by the following:

CANNEX IV

SPECIFICATIONS FOR THE REFERENCE FUEL (PETROL)

The reference fuel used is the one described in ANNEX IX, Section 1, of Directive 70/220/EEC.

SPECIFICATIONS FOR THE REFERENCE FUEL (DIESEL)

The reference fuel used is the one described in ANNEX IX, Section 2, of Directive 70/220/EEC.G