Common Position (EC) No 35/2002 of 25 March 2002 adopted by the Council, acting in accordance with the procedure referred to in Article 251 of the Treaty establishing the European Community, with a view to adopting a Directive of the European Parliament and of the Council amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery
Date: 2002-03-25
Institutions: Council of the European Union
Subjects: approximation of laws, atmospheric pollutant, combustion gases, engine, technical regulations

18.6.2002

EN

Official Journal of the European Communities

C 145 E/17

COMMON POSITION (EC) No 35/2002

adopted by the Council on 25 March 2002

with a view to adopting Directive 2002/. . ./EC of the European Parliament and of the Council of
. . . amending Directive 97/68/EC on the approximation of the laws of the Member States relating
to measures against the emission of gaseous and particulate pollutants from internal combustion
engines to be installed in non-road mobile machinery

(2002/C 145 E/02)

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 (1),

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

Following consultation of the Committee of the Regions,

(3) Directive 97/68/EC (4)

introduced emission limit values
for gaseous and particulate pollutants
from internal
combustion engines to be installed in non-road mobile
machinery.

(4) Although Directive 97/68/EC initially applied only to
certain compression ignition engines, recital 5 of that
Directive envisages the subsequent extension of its scope
to include in particular gasoline engines.

(5) The emissions from small spark ignition engines (gasoline
engines)
types of machinery contribute
significantly to identified air quality problems, both
current and future, especially ozone formation.

in different

Acting in accordance with the procedure laid down in Article
251 of the Treaty (3),

(6) Emissions from small spark ignition engines are subject to
strict environmental standards in the USA, showing that it
is possible significantly to reduce the emissions.

Whereas:

(1) The Auto Oil

II programme was aimed at identifying
costeffective strategies to meet the air quality objectives
the Community. The Commission communication
of
II programme concluded that
review on the Auto Oil
there is a need for
further measures, especially to
address the issues of ozone and particulate emissions.
Recent work on the development of national emissions
ceilings has shown that further measures are needed to
meet
the air quality objectives decided on in the
Community legislation.

(7) The absence of Community legislation means it is possible
to place on the market engines with old fashioned tech-
nology from an environmental point of view,
thereby
jeopardising the air quality objectives in the Community,
or to implement national legislation in this field, with the
potential to create barriers to trade.

(8) Directive 97/68/EC is closely aligned with the corre-
sponding US legislation, and continuing alignment will
have benefits for industry, as well as for the environment.

(2) Stringent

standards on emissions

from vehicles on
highways have been gradually introduced. It has already
been decided that those standards should be strengthened.
The relative contribution of pollutants from non-road
mobile machinery will thus be more predominant in the
future.

(1) OJ C 180 E, 26.6.2001, p. 31.
(2) OJ C 260, 17.9.2001, p. 1.
(3) Opinion of the European Parliament of 2 October 2001 (OJ C 87 E,
11.4.2002), Council Common Position of 25 March 2002 and
Decision of the European Parliament of . . . (not yet published in
the Official Journal).

(9) A certain lead time is necessary for the European industry,
that are not yet
those manufacturers
the

especially for
operating on a global basis,
emission standards.

to be able to meet

(10) A two-step approach is used in Directive 97/68/EC for
compression ignition engines as well as in the US regu-
lations on spark ignition engines. Although it might have
been possible to adopt a one-step approach in the
the field
Community legislation,
unregulated for another four to five years.

this would have left

(4) OJ L 59, 27.2.1998, p. 1. Directive as amended by Commission

Directive 2001/63/EC (OJ L 227, 23.8.2001, p. 41).

C 145 E/18

EN

Official Journal of the European Communities

18.6.2002

(11) To achieve

the necessary flexibility for worldwide
alignment, a possible derogation, to be made under the
comitology procedure, is included.

(12) The measures necessary for the implementation of this
Directive should be adopted in accordance with Council
Decision 1999/468/EC of 28 June 1999 laying down the
procedures
implementing powers
the exercise of
conferred on the Commission (1).

for

(13) Directive 97/68/EC should be amended accordingly,

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Directive 97/68/EC is amended as follows:

1. In Article 2:

(a) the eighth indent shall be replaced by the following:

‘— placing on the market shall mean the action of
making an engine available for the first time on
the market, for payment or free of charge, with a
view to distribution and/or use in the Community,’;

(b) the following indents shall be added:

‘— replacement engines shall mean a newly built engine
to replace an engine in a machine, and which has
been supplied for this purpose only,

throughout
intended function(s);

the

performance

of

its

(iii) the engine must be used in a generator or a

pump;

— non-handheld engine shall mean an engine which
does not fall under the definition of a handheld
engine,

— professional use multipositional handheld engine shall
the
mean a handheld
engine which meets
the
requirements of both points (a) and (b) of
handheld engine definition and in relation to
which the engine manufacturer has satisfied an
approval authority that a category 3 emissions
durability period (according to Section 2.1 of
Appendix 4 of Annex IV) would be applicable to
the engine,

— emission durability period shall mean the number of
hours indicated in Annex IV, Appendix 4 used to
determine the deterioration factors,

— small volume

engine

family shall mean a spark-
ignition (SI) engine family with a total yearly
production of less than 5 000 units,

— small volume engine manufacturer of SI engines shall
mean a manufacturer with a total yearly production
of less than 25 000 units.’

2. Article 4 is amended as follows:

— handheld engine shall mean an engine that meets at

least one of the following requirements:

(a) paragraph 2 shall be amended as follows:

(a) the

equipment
throughout
function(s);

engine must be used in a piece of
is carried by the operator
its intended

that
the performance of

(b) the

engine must be used in a piece of
equipment that must operate multipositionally,
such as upside down or sideways, to complete
its intended function(s);

(c) the

engine must be used in a piece of
for which the combined engine
is under 20
the following

equipment
and equipment dry weight
kilograms and at
attributes is also present:

least one of

(i) the operator must alternatively provide
support or carry the equipment throughout
the performance of its intended function(s);

(ii) the operator must provide support or atti-
equipment

control

tudinal

the

for

(1) OJ L 184, 17.7.1999, p. 23.

(i) in the first sentence ‘Annex VI’ shall be replaced by

‘Annex VII’;

(ii) in the second sentence ‘Annex VII’ shall be replaced

by ‘Annex VIII’;

(b) paragraph 4 shall be amended as follows:

(i) in point (a) ‘Annex VIII’ shall be replaced by ‘Annex

IX’;

(ii) in point (b) ‘Annex IX’ shall be replaced by ‘Annex

X’;

(c)

in paragraph 5, ‘Annex X’ shall be replaced by ‘Annex
XI’.

3. Article 7(2) shall be replaced by the following:

‘2. Member States shall accept type-approvals and, where
applicable, the pertaining approval marks listed in Annex
XII as being in conformity with this Directive.’

18.6.2002

EN

Official Journal of the European Communities

C 145 E/19

4. Article 9 is amended as follows:

2. GRANT OF TYPE-APPROVALS

(a) the heading ‘Timetable’ shall be replaced by the heading

‘Timetable-compression ignition engines’;

(b) in paragraph 1, ‘Annex VI’ shall be replaced by ‘Annex

VII’;

(c) paragraph 2 shall be amended as follows:

(i) ‘Annex VI’ shall be replaced by ‘Annex VII’;

(ii) ‘Section 4.2.1 of Annex I’ shall be replaced by

‘Section 4.1.2.3 of Annex I’;

(d) paragraph 3 shall be amended as follows:

(i) ‘Annex VI’ shall be replaced by ‘Annex VII’;

(ii) ‘Section 4.2.3 of Annex I’ shall be replaced by

‘Section 4.1.2.1 of Annex I’;

(e)

in the first subparagraph of paragraph 4, the phrase
‘placing on the market of new engines’
shall be
replaced by ‘placing on the market of engines’.

5. The following Article shall be inserted:

‘Article 9a

Timetable — spark ignition engines

1. DIVIDING INTO CLASSES

For the purpose of this Directive, spark ignition engines
shall be divided into the following classes.

main class S: Small engines with a net power £ 19 kW

the main class S shall be divided into two categories

H: engines for handheld machinery

N: engines for non-handheld machinery

Class/category

Displacement (cubic cm)

Handheld engines

Class SH:1

Class SH:2

Class SH:3

Non-handheld engines

Class SN:1

Class SN:2

Class SN:3

Class SN:4

< 20

‡ 20

< 50

‡ 50

< 66

‡ 66

< 100

‡ 100

< 225

‡ 225

After . . . (*), Member States may not refuse to grant type-
approval for an SI engine type or engine family or to
issue the document as described in Annex VII, and may
not impose any other type-approval requirements with
regard to air-polluting emissions for non-road mobile
machinery in which an engine is installed, if the engine
meets the requirements specified in this Directive as
regards the emissions of gaseous pollutants.

3. TYPE-APPROVALS STAGE 1

Member States shall refuse to grant type-approval for an
engine type or engine family and to issue the documents
as described in Annex VII, and shall refuse to grant any
other type-approval for non-road mobile machinery in
if the engine
which an engine is installed after . . . (*)
fails to meet the requirements specified in this Directive
and where the emissions of gaseous pollutants from the
engine do not comply with the limit values as set out in
the table in Section 4.2.2.1 of Annex I.

4. TYPE-APPROVALS STAGE II

Member States shall refuse to grant type-approval for an
engine type or engine family and to issue the documents
as described in Annex VII, and shall refuse to grant any
other type-approval for non-road mobile machinery in
which an engine is installed:

after 1 August 2004 for engine classes SN:1 and SN:2

after 1 August 2006 for engine class SN:4

after 1 August 2007 for engine classes SH1, SH2 and
SN:3

after 1 August 2008 for engine class SH:3,

if the engine fails to meet the requirements specified in
this Directive and where the emissions of gaseous
pollutants from the engine do not comply with the
limit values as set out in the table in Section 4.2.2.2 of
Annex I.

5. PLACING ON THE MARKET: ENGINE PRODUCTION DATES

and

Six months after the dates for the relevant category of
engine in paragraphs 3 and 4, with the exception of
to
machinery
non-member countries, Member States
shall permit
placing on the market of engines, whether or not
already installed in machinery, only if they meet
the
requirements of this Directive.

intended

engines

export

for

(*) Eighteen months after the date of entry into force of this Directive.

C 145 E/20

EN

Official Journal of the European Communities

18.6.2002

6. OPTIONAL IMPLEMENTATION DELAY

Nevertheless,
for each category, Member States may
postpone the dates in paragraphs 3, 4 and 5 for two
years in respect of engines with a production date
prior to those dates.’

6. Article 10 is amended as follows:

(a) paragraph 1 shall be replaced by the following:

The requirements of Article 8(1) and (2), Article

‘1.
9(4) and Article 9a(5) shall not apply to:

— engines for use by the armed services,

— engines exempted in accordance with paragraphs 1a

and 2;’

(b) the following paragraph shall be inserted:

‘1a.
A replacement engine shall comply with the limit
values that the engine to be replaced had to meet when
originally placed on the market.

The text “REPLACEMENT ENGINE” shall be attached to
a label on the engine or inserted into the owner's
manual.’;

(c) the following paragraphs shall be added:

‘3.
The requirements of Article 9a(4) and (5) shall be
postponed by three years for small volume engine
manufacturers.

4.
The requirements of Article 9a(4) and (5) shall be
replaced by the corresponding stage I requirements for a
small volume engine family to a maximum of 25 000
units providing that the various engine families involved
all have different cylinder displacements.’

7. Articles 14 and 15 shall be replaced by the following

Articles:

‘Article 14

Adaptation to technical progress

to this Directive, with the exception of

Any amendments which are necessary in order to adapt the
Annexes
the
requirements specified in Section 1, Sections 2.1 to 2.8
and Section 4 of Annex I, to take account of technical
progress shall be adopted by the Commission in accordance
with the procedure referred to in Article 15(2).

Article 14a

Procedure for derogations

in particular mobile machinery in which
the engines,
the
engines of classes SH:2 and SH:3 are installed.
for technical reasons
Commission studies conclude that
in particular, professional use,
certain mobile machinery,
these
multipositional, handheld engines,
deadlines, it shall submit, by 31 December 2003, a report
accompanied by appropriate proposals for derogations, not
exceeding five years,
the
procedure laid down in Article 15(2).

such machinery, under

cannot meet

for

If

Article 15

Committee

1.
The Commission shall be assisted by the Committee
on Adaptation to Technical Progress of the Directives on
the Removal of Technical Barriers to Trade in the Motor
Vehicle Sector (hereinafter referred to as “the Committee”).

2. Where reference is made to this paragraph, Articles 5
and 7 of Decision 1999/468/EC (*) shall apply, having
regard to the provisions of Article 8 thereof.

The period laid down in Article 5(6) of Decision
1999/468/EC shall be set at three months.

3.

The Committee shall adopt its rules of procedure.

___________
(*) OJ L 184, 17.7.1999, p. 23.’

8. The following list of Annexes

shall be added at

the

beginning of the Annexes:

‘LIST OF ANNEXES

ANNEX I:

and

symbols

definitions,

specification

abbre-
Scope,
viations, engine markings, specifications and
tests,
of
production assessments, parameters defining
the engine family, choice of
the parent
engine

conformity

of

ANNEX II:

Information documents

Appendix 1: Essential

characteristics of

the

(parent)

engine

Appendix 2: Essential characteristics of the engine family

Appendix 3: Essential

characteristics of

engine

type

within family

ANNEX III: Technical characteristics of reference fuel

Appendix 1: Measurement and sampling procedures

Appendix 2: Calibration of the analytical instruments

The Commission shall study possible technical difficulties in
complying with the Stage II requirements for certain uses of

Appendix 3: Data evaluation and calculations

18.6.2002

EN

Official Journal of the European Communities

C 145 E/21

ANNEX IV: Test procedure — spark ignition engines

Appendix 1: Measurement and sampling procedures

Appendix 2: Calibration of the analytical instruments

Article 3

Not later than . . . (*), the Commission shall submit to the
European Parliament and the Council a report and, if appro-
priate, a proposal regarding the potential costs, benefits and
feasibility of:

Appendix 3: Data evaluation and calculations

Appendix 4: Deterioration factors

(a) reducing particulate emissions from small spark ignition
engines with special attention to two-stroke engines. The
report shall take into account:

ANNEX V:

Technical characteristics of
reference fuel
prescribed for approval tests and to verify
conformity of production test procedure —
compression ignition engines

(i) estimates of the contribution of such engines to the
emission of particles, and the way proposed emission
reduction measures
towards
could
improving air quality and reduced health effects,

contribute

ANNEX VI: Analytical and sampling system

ANNEX VII: Type-approval certificate

Appendix 1: Test result for CI engines

Appendix 2: Test result for SI engines

Appendix 3: Equipment and auxiliaries to be installed for

the test to determine engine power

ANNEX VIII: Approval certificate numbering system

ANNEX IX: List of engine/engine family type-approvals

issued

ANNEX X:

List of engines produced

ANNEX XI: Data sheet of type approved engines

ANNEX XII: Recognition of alternative type-approvals’.

9. The Annexes shall be amended in accordance with the

Annex to this Directive.

Article 2

1. Member States shall bring into force the laws, regulations
and administrative provisions necessary to comply with this
Directive
forthwith inform the
Commission thereof.

. . . (*). They

shall

by

When Member States adopt these measures, they shall contain
a reference to this Directive or shall be accompanied by such
reference on the occasion of their official publication. The
methods of making such reference shall be laid down by
Member States.

(ii) tests, measurement procedures and equipment which
could be used to assess particulate emissions from
small spark ignition engines at type-approval,

(iii) work

and

conclusion within

the

particulate

measurement programme,

(iv) developments in test procedures, engine technology,
exhaust purification as well as enhanced standards
for fuel and engine oil and

(v) costs of reducing particulate emissions from small
spark ignition engines and the cost effectiveness of
any proposed measures;

(b) reducing

vehicles,
from those
including snowmobiles and go-carts, currently not covered;

recreational

emissions

(c) reducing exhaust gas and particulate emissions from small

compression ignition engines under 18 kW;

(d) reducing exhaust gas and particulate emissions from loco-
motive compression ignition engines. A test cycle should
be formulated in order to measure such emissions.

Article 4

This Directive shall enter into force on the day of its publi-
cation in the Official Journal of the European Communities.

This Directive is addressed to the Member States.

Article 5

Done at . . .

2. Member States shall communicate to the Commission the
text of the main provisions of the national
law which they
adopt in the field governed by this Directive.

For the European Parliament

The President

For the Council

The President

(*) Eighteen months after the date of entry into force of this Directive.

C 145 E/22

EN

Official Journal of the European Communities

18.6.2002

1. Annex I is amended as follows:

ANNEX

(a) the first sentence of Section 1 ‘SCOPE’ shall be replaced by the following:

‘This Directive applies to all engines to be installed in non-road mobile machinery and to secondary engines fitted
into vehicles intended for passenger or goods transport on the road.’;

(b) paragraphs 1A, B, C, D and E shall be amended as follows:

‘ A.

intended and suited, to move, or to be moved on the ground, with or without road, and with either

(i) a CI engine having a net power in accordance with Section 2.4 that is higher than 18 kW but not more
than 560 kW (4) and that is operated under intermittent speed rather than a single constant speed.

Machinery, the engines . . . (remainder unchanged, down to

“— mobile cranes;”) or

(ii) a CI engine having a net power in accordance with Section 2.4 that is higher than 18 kW but not more

than 560 kW and that is operated under constant speed.

Machinery, the engines of which are covered under this definition,

includes but is not limited to:

— gas compressors,

— generating sets with intermittent load including refrigerating units and welding sets, applies only

from 31 December 2006,

— irrigation pumps,

— turf care, chippers, snow removal equipment, sweepers; or

(iii) a petrol fuelled SI engine having a net power in accordance with Section 2.4 of not more than 19 kW.

Machinery, the engines of which are covered under this definition,

includes but is not limited to:

— lawn mowers,

— chain saws,

— generators,

— water pumps,

— bush cutters.

The Directive is not applicable for the following applications:

B.

ships;

C.

railway locomotives;

D.

aircraft;

18.6.2002

EN

Official Journal of the European Communities

C 145 E/23

E.

recreational vehicles, for example:

— snowmobiles,

— off road motorcycles,

— all-terrain vehicles;’

(c) Section 2 shall be amended as follows:

— the following words shall be added to footnote 2 in Section 2.4:

‘. . . except for cooling fans of air cooled engines directly fitted on the crankshaft (see Appendix 3 of Annex
VII).’;

— the following indent shall be added to Section 2.8:

‘— for engines to be tested on cycle G1, the intermediate speed shall be 85 % of the maximum rated speed

(see Section 3.5.1.2 of Annex IV).’;

— the following sections shall be added:

‘2.9.

adjustable parameter shall mean any physically adjustable device, system or element of design which
may affect emission or engine performance during emission testing or normal operation;

2.10.

after-treatment shall mean the passage of exhaust gases through a device or system whose purpose is
chemically or physically to alter the gases prior to release to the atmosphere;

2.11.

spark ignition (SI) engine shall mean an engine which works on the spark-ignition principle;

2.12.

auxiliary emission control device shall mean any device that senses engine operation parameters for the
purpose of adjusting the operation of any part of the emission control system;

2.13.

emission control system shall mean any device, system or element of design which controls or reduces
emissions;

2.14.

fuel system shall mean all components involved in the metering and mixture of the fuel;

2.15.

secondary engine shall mean an engine installed in or on a motor vehicle, but not providing motive
power to the vehicle;

2.16. mode length means the time between leaving the speed and/or torque of the previous mode or the
preconditioning phase and the beginning of the following mode. It includes the time during which
speed and/or torque are changed and the stabilisation at the beginning of each mode.’,

— Section 2.9 shall become Section 2.17 and current Sections 2.9.1 to 2.9.3 shall become Sections 2.17.1 to

2.17.3;

(d) Section 3 shall be amended as follows:

— Section 3.1 shall be replaced by the following:

‘3.1. Compression ignition engines approved in accordance with this Directive must bear:’;

— Section 3.1.3 shall be amended as follows: Annex VII shall be replaced by Annex VIII,

— the following section shall be inserted:

‘3.2.

Spark ignition engines approved in accordance with this Directive must bear:

3.2.1. the trade mark or trade name of the manufacturer of the engine;

3.2.2. the EC type-approval number as defined in Annex VIII;’,

— Sections 3.2 to 3.6 shall become Sections 3.3 to 3.7,

— Section 3.7 shall be amended as follows: Annex VI shall be replaced by Annex VII;

C 145 E/24

EN

Official Journal of the European Communities

18.6.2002

(e) Section 4 shall be amended as follows:

— the following heading shall be inserted: ‘4.1 CI engines.’,

— current Section 4.1 shall become Section 4.1.1 and the reference to Sections 4.2.1 and 4.2.3. shall be

replaced by a reference to Sections 4.1.2.1 and 4.1.2.3,

— current Section 4.2 shall become Section 4.1.2 and shall be amended as follows: Annex V shall be replaced

throughout by Annex VI,

— current Section 4.2.1 shall become Section 4.1.2.1; current Section 4.2.2 shall become Section 4.1.2.2 and
the reference to Section 4.2.1 shall be replaced by a reference to Section 4.1.2.1; current Sections 4.2.3 and
4.2.4 shall become Sections 4.1.2.3 and 4.1.2.4;

(f) The following paragraph shall be added:

‘4.2.

SI engines

4.2.1.

General

The components liable to affect the emission of gaseous pollutants shall be so designed, constructed
and assembled as to enable the engine,
in normal use, despite the vibrations to which it may be
subjected, to comply with the provisions of this Directive.

The technical measures taken by the manufacturer must be such as to ensure that the mentioned
emissions are effectively limited, pursuant to this Directive, throughout the normal life of the engine
and under normal conditions of use in accordance with Annex IV, Appendix 4.

4.2.2.

Specifications concerning the emissions of pollutants

The gaseous components emitted by the engine submitted for testing shall be measured by the methods
described in Annex VI (and shall include any after-treatment device).

Other systems or analysers may be accepted if they yield equivalent results to the following reference
systems:

— for gaseous emissions measured in the raw exhaust, the system shown in Figure 2 of Annex VI,

— for gaseous emissions measured in the dilute exhaust of a full flow dilution system, the system

shown in Figure 3 of Annex VI.

4.2.2.1. The emissions of carbon monoxide, the emissions of hydrocarbons, the emissions of oxides of nitrogen
and the sum of hydrocarbons and oxides of nitrogen obtained shall for stage I not exceed the amount
shown in the table below:

Stage I

Class

SH:1

SH:2

SH:3

SN:1

SN:2

SN:3

SN:4

Carbon monoxide
(CO)
(g/kWh)

Hydrocarbons
(HC)
(g/kWh)

Oxides of nitrogen
(NOx)
(g/kWh)

Sum of hydrocarbons and
oxides of nitrogen
HC + NOx
(g/kWh)

295

241

161

5,36

5,36

5,36

805

805

603

519

519

519

519

50

40

16,1

13,4

18.6.2002

EN

Official Journal of the European Communities

C 145 E/25

4.2.2.2. The emissions of carbon monoxide and the emissions of the sum of hydrocarbons and oxides of

nitrogen obtained shall for stage II not exceed the amount shown in the table below:

Stage II (1)

Class

SH:1

SH:2

SH:3

SN:1

SN:2

SN:3

SN:4

Carbon monoxide (CO)
(g/kWh)

Sum of hydrocarbons and oxides of
nitrogen (HC + NOx)
(g/kWh)

805

805

603

610

610

610

610

50

50

72

50,0

40,0

16,1

12,1

The NOx emissions for all engine classes must not exceed 10 g/kWh.

4.2.2.3. Notwithstanding the definition of “handheld engine” in Article 2 of this Directive two-stroke engines

used to power snowthrowers only have to meet SH:1, SH:2 or SH:3 standards.

___________
(1) See Annex 4, Appendix 4: deterioration factors included.’

(g) Sections 6.3 to 6.9 shall be replaced by the following sections:

‘6.3.

Individual cylinder displacement, within 85 % and 100 % of the largest displacement within the engine
family.

6.4. Method of air aspiration:

6.5.

Fuel type:

— diesel

— petrol

6.6.

Combustion chamber type/design:

6.7.

Valve and porting — configurations, size and number:

6.8.

Fuel system:

for diesel:

— pump-line injector

— in-line pump

— distributor pump

— single element

— unit injector

for petrol:

— carburettor

— port fuel injection

— direct injection

6.9. Miscellaneous features

— exhaust gas recirculation

— water injection/emulsion

C 145 E/26

EN

Official Journal of the European Communities

18.6.2002

— air injection

— charge cooling system

— ignition type (compression, spark)

6.10. Exhaust after-treatment:

— oxidation catalyst

— reduction catalyst

— three way catalyst

— thermal reactor

— particulate trap’.

2. Annex II is amended as follows:

(a)

in Appendix 2 the text in the table shall be amended as follows:

‘Fuel delivery per stroke (mm3)’ in lines 3 and 6 shall be replaced by ‘Fuel delivery per stroke (mm3) or diesel
engines, fuel flow (g/h) for petrol engines’;

(b) Appendix 3 shall be amended as follows:

— The heading of Section 3 shall be replaced by ‘FUEL FEED FOR DIESEL ENGINES’,

— The following sections shall be inserted:

— current Section 4 shall become Section 5 and the following points shall be added:

‘5.3. Variable valve timing system (if applicable and where intake and/or exhaust)

5.3.1. Type: continuous or on/off

5.3.2. Cam phase shift angle’;

18.6.2002

EN

Official Journal of the European Communities

C 145 E/27

— The following sections shall be added:

3. Annex III shall be amended as follows:

(a) The heading shall be replaced by the following: ‘TEST PROCEDURE FOR CI ENGINES’;

(b) Section 2.7 shall be amended as follows: Annex VI shall be replaced by Annex VII and Annex IV shall be

replaced by Annex V;

(c) Section 3.6 shall be amended as follows:

— Sections 3.6.1 and 3.6.1.1 shall be amended as follows:

‘3.6.1. Equipment specifications according to Section 1A of Annex I:

3.6.1.1. Specification A: For engines covered by Section 1 A(i) of Annex I, the following 8-mode cycle (1)

shall be followed in dynamometer operation on the test engine: (table unchanged);

___________
(1) Identical with C1 cycle of the draft ISO 8178-4 standard.’

— the following section shall be added:

‘3.6.1.2. Specification B. For engines covered by Sections 1A(ii), the following 5-mode cycle (1) shall be

followed in dynamometer operation on the test engine:

Mode number

Engine speed

1

2

3

4

5

Rated

Rated

Rated

Rated

Rated

Load %

100

75

50

25

10

Weighting factor

0,05

0,25

0,3

0,3

0,1

C 145 E/28

EN

Official Journal of the European Communities

18.6.2002

The load figures are percentage values of the torque corresponding to the prime power rating
defined as the maximum power available during a variable power sequence, which may be run for
an unlimited number of hours per year, between stated maintenance intervals and under the stated
ambient conditions, the maintenance being carried out as prescribed by the manufacturer (2),

___________
(1) Identical with D2 cycle of the ISO 8178-4: 1996(E) standard.
(2) For a better illustration of the prime power definition, see Figure 2 of ISO 8528-1: 1993(E) standard.’

— Section 3.6.3 shall be amended as follows:

‘3.6.3.

Test sequence

The test sequence shall be started. The test shall be performed in ascending order of mode numbers
as set out above for the test cycles.

During each mode of the given test cycle’ (remainder unchanged);

(d) Appendix 1, Section 1 shall be amended as follows:

In Sections 1 and 1.4.3. Annex V shall be replaced by Annex VI throughout.

4. The following Annex shall be added:

‘ANNEX IV

TEST PROCEDURE FOR SPARK IGNITION ENGINES

1.

1.1.

INTRODUCTION

This Annex describes the method of determining emissions of gaseous pollutants from the engines to be
tested.

1.2.

The test shall be carried out with the engine mounted on a test bench and connected to a dynamometer.

2.

TEST CONDITIONS

2.1.

Engine test conditions

The absolute temperature (Ta) of the engine air at the inlet to the engine, expressed in Kelvin, and the dry
atmospheric pressure (ps), expressed in kPa, shall be measured and the parameter ƒa shall be determined
according to the following provisions:

ƒa ¼

8
>>:

99
ps

1;2

9
>>;

0;6

8
>>:

9
>>;

Ta
298

(cid:2)

2.1.1.

Test validity

For a test to be recognised as valid, the parameter ƒa shall be such that:

0,93 (cid:3) ƒa (cid:3) 1,07

2.1.2.

Engines with charge air-cooling

The temperature of the cooling medium and the temperature of the charge air have to be recorded.

2.2.

Engine air inlet system

The test engine shall be equipped with an air inlet system presenting an air inlet restriction within 10 % of
the upper limit specified by the manufacturer for a new air cleaner at the engine operating conditions, as
specified by the manufacturer, which result in maximum air flow in the respective engine application.

For small spark ignition engines < 1 000 cm3 displacement) a system representative of the installed engine
shall be used.

18.6.2002

EN

Official Journal of the European Communities

C 145 E/29

2.3.

Engine exhaust system

The test engine shall be equipped with an exhaust system presenting an exhaust back pressure within 10 %
of the upper limit specified by the manufacturer for the engine operating conditions which result in the
maximum declared power in the respective engine application.

For small spark ignition engines < 1 000 cm3 displacement) a system representative of the installed engine
shall be used.

2.4.

Cooling system

An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures
prescribed by the manufacturer shall be used. This provision shall apply to units which have to be detached
in order to measure the power, such as with a blower where the blower (cooling) fan has to be disas-
sembled to get access to the crankshaft.

2.5.

Lubricating oil

Lubricating oil that meets the engine manufacturer's specifications for a particular engine and intended
usage shall be used. Manufacturers must use engine lubricants representative of commercially available
engine lubricants.

The specifications of the lubricating oil used for the test shall be recorded at Section 1.2 of Annex VII,
Appendix 2 for SI engines and presented with the results of the test.

2.6.

Adjustable carburettors

Engines with limited adjustable carburettors shall be tested at both extremes of the adjustment.

2.7.

Test fuel

The fuel shall be the reference fuel specified in Annex V.

The octane number and the density of the reference fuel used for test shall be recorded at Section 1.1.1 of
Annex VII, Appendix 2 for SI engines.

For two-stroke engines, the fuel/oil mixture ratio must be the ratio which shall be recommended by the
manufacturer. The percentage of oil in the fuel/lubricant mixture feeding the two-stroke engines and the
resulting density of the fuel shall be recorded at Section 1.1.4 of Annex VII, Appendix 2 for SI engines.

2.8.

Determination of dynamometer settings

Emissions measurements shall be based on uncorrected brake power. Auxiliaries necessary only for the
operation of the machine and which may be mounted on the engine shall be removed for the test. Where
auxiliaries have not been removed, the power absorbed by them shall be determined in order to calculate
the dynamometer settings except for engines where such auxiliaries form an integral part of the engine (e.g.
cooling fans for air cooled engines).

The settings of inlet restriction and exhaust pipe back pressure shall be adjusted, for engines where it shall
be possible to perform such an adjustment, to the manufacturer's upper limits, in accordance with Sections
2.2 and 2.3. The maximum torque values at the specified test speeds shall be determined by experi-
mentation in order to calculate the torque values for the specified test modes. For engines which are
not designed to operate over a speed range on a full load torque curve, the maximum torque at the test
speeds shall be declared by the manufacturer. The engine setting for each test mode shall be calculated
using the formula:

S ¼

8
>>:ðPM þ PAEÞ (cid:2)

9
>>; (cid:7) PAE

L
100

where:

S

is the dynamometer setting (kW)

PM is the maximum observed or declared power at the test speed under the test conditions (see Appendix

2 of Annex VII) (kW)

PAE is the declared total power absorbed by any auxiliary fitted for the test (kW) and not required by

Appendix 3 of Annex VII

C 145 E/30

EN

Official Journal of the European Communities

18.6.2002

L

is the percent torque specified for the test mode.

If the ratio

PAE
PM

(cid:8) 0,03

the value of PAE may be verified by the technical authority granting type-approval.

3.

TEST RUN

3.1.

Installation of the measuring equipment

The instrumentation and sampling probes shall be installed as required. When using a full flow dilution
system for exhaust gas dilution, the tailpipe shall be connected to the system.

3.2.

Starting the dilution system and engine

The dilution system and the engine shall be started and warmed up until all temperatures and pressures
have stabilised at full load and rated speed (Section 3.5.2).

3.3.

Adjustment of the dilution ratio

The total dilution ratio shall not be less than four.

For CO2 or NOx concentration controlled systems, the CO2 or NOx content of the dilution air must be
measured at the beginning and at the end of each test. The pre- and post-test background CO2 or NOx
concentration measurements of the dilution air must be within 100 ppm or 5 ppm of each other,
respectively.

When using a dilute exhaust gas analysis system,
determined by sampling dilution air into a sampling bag over the complete test sequence.

the relevant background concentrations shall be

Continuous (non-bag) background concentration may be taken at the minimum of three points, at the
beginning, at the end, and a point near the middle of the cycle and averaged. At the manufacturer's request
background measurements may be omitted.

3.4.

Checking the analysers

The emission analysers shall be set at zero and spanned.

3.5.

Test cycle

3.5.1.

Specification (c) of machinery according to Section 1A(iii) of Annex I.

The following test cycles shall be followed in dynamometer operation on the test engine according to the
given type of machinery:

cycle D (1): engines with constant speed and intermittent load such as generating sets;

cycle G1:

non-handheld intermediate speed applications;

cycle G2:

non-handheld rated speed applications;

cycle G3:

handheld applications.

(1) Identical with D2 cycle of the ISO 8168-4: 1996(E) standard.

18.6.2002

EN

Official Journal of the European Communities

C 145 E/31

3.5.1.1. Test modes and weighting factors

Mode number

1

2

3

4

5

Cycle D

Engine speed

Rated speed

Intermediate

Low-idle speed

Load (1) %

100

75

50

25

Weighting factor 0,05

0,25

0,3

0,3

10

0,1

Mode number

Engine speed

Load %

Cycle G1

1

2

3

4

5

6

Rated speed

Intermediate speed

Low-idle speed

100

75

50

25

10

0

Weighting factor

0,09

0,2

0,29

0,3

0,07

0,05

Cycle G2

Mode number

1

2

3

4

5

6

Engine speed

Rated speed

Intermediate speed

Low-idle speed

Load %

100

75

50

25

10

Weighting factor 0,09

0,2

0,29

0,3

0,07

Mode number

1

Cycle G3

0

0,05

2

Engine speed

Rated speed

Intermediate speed

Low-idle speed

Load %

100

Weighting factor 0,85 (2)

0

0,15 (2)

(1) The load figures are percentage values of the torque corresponding to the prime power rating defined as the maximum
power available during a variable power sequence, which may be run for an unlimited number of hours per year,
between stated maintenance intervals and under the stated ambient conditions, the maintenance being carried out as
prescribed by the manufacturer. For a better illustration of the prime power definition, see Figure 2 of ISO 8528-1:
1993(E) standard.

(2) For Stage I, 0,90 and 0,10 may be used instead of 0,85 and 0,15 respectively.

3.5.1.2. Choosing an appropriate test cycle

If the primary end use of an engine model is known then the test cycle may be chosen based on the
examples given in Section 3.5.1.3. If the primary end use of an engine is uncertain then the appropriate
test cycle should be chosen based on the engine specification.

3.5.1.3. Examples (the list is not exhaustive):

Typical examples are for:

C 145 E/32

EN

Official Journal of the European Communities

18.6.2002

Cycle D:

Generating sets with intermittent load including generating sets on board ships and trains (not for
propulsion), refrigerating units, welding sets;

Gas compressors.

Cycle G1:

Front or rear engines riding lawn mowers;

Golf carts;

Lawn sweepers;

Pedestrian-controlled rotary or cylinder lawn mowers;

Snow removal equipment;

Waste disposers.

Cycle G2:

Portable generators, pumps, welders and air compressors;

May also include lawn and garden equipment, which operate at engine rated speed.

Cycle G3:

Blowers;

Chain saws;

Hedge trimmers;

Portable saw mills;

Rotary tillers;

Sprayers;

String trimmers;

Vacuum equipment.

3.5.2.

Conditioning of the engine

Warming up of the engine and the system shall be at maximum speed and torque in order to stabilise the
engine parameters according to the recommendations of the manufacturer.

Note: The conditioning period should also prevent the influence of deposits from a former test in the
exhaust system. There is also a required period of stabilisation between test points which has been
included to minimise point to point influences.

3.5.3.

Test sequence

Test cycles G1, G2 or G3 shall be performed in ascending order of mode number of the cycle in question.
Each mode sampling time shall be at least 180 s. The exhaust emission concentration values shall be
measured and recorded for the last 120 s of the respective sampling time. For each measuring point, the
mode length shall be of sufficient duration to achieve thermal stability of the engine prior to the start of
sampling. The mode length shall be recorded and reported.

18.6.2002

EN

Official Journal of the European Communities

C 145 E/33

(a) For engines tested with the dynamometer speed control test configuration: During each mode of the
test cycle after the initial transition period, the specified speed shall be held to within ± 1 % of rated
speed or ± 3 min-1 whichever is greater except for low idle which shall be within the tolerances
declared by the manufacturer. The specified torque shall be held so that the average over the period
during which the measurements are being taken is within ± 2 % of the maximum torque at the test
speed.

(b) For engines tested with the dynamometer load control test configuration: During each mode of the test
cycle after the initial transition period, the specified speed shall be within ± 2 % of rated speed or
± 3 min-1 whichever is greater, but shall in any case be held within ± 5 %, except for low idle which
shall be within the tolerances declared by the manufacturer.

During each mode of the test cycle where the prescribed torque is 50 % or greater of the maximum
torque at the test speed the specified average torque over the data acquisition period shall be held
within ± 5 % of the prescribed torque. During modes of the test cycle where the prescribed torque is
less than 50 % of the maximum torque at the test speed the specified average torque over the data
acquisition period shall be held within ± 10 % of the prescribed torque or ± 0,5 Nm whichever is
greater.

3.5.4. Analyser response

The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data
acquisition system with the exhaust gas flowing through the analysers at least during the last 180 s of each
mode. If bag sampling is applied for the diluted CO and CO2 measurement (see Appendix 1, Section 1.4.4),
a sample shall be bagged during the last 180 s of each mode, and the bag sample analysed and recorded.

3.5.5.

Engine conditions

The engine speed and load, intake air temperature and fuel flow shall be measured for each mode once the
engine has been stabilised. Any additional data required for calculation shall be recorded (see Appendix 3,
Sections 1.1 and 1.2).

3.6.

Rechecking the analysers

After the emission test a zero gas and the same span gas shall be used for re-checking. The test shall be
considered acceptable if the difference between the two measuring results is less than 2 %.

Appendix 1

1.

MEASUREMENT AND SAMPLING PROCEDURES

Gaseous components emitted by the engine submitted for testing shall be measured by the methods
described in Annex VI. The methods of Annex VI describe the recommended analytical systems for the
gaseous emissions (Section 1.1).

1.1.

Dynamometer specification

An engine dynamometer with adequate characteristics to perform the test cycles described in Annex IV,
Section 3.5.1 shall be used. The instrumentation for torque and speed measurement shall allow the
measurement of the shaft power within the given limits. Additional calculations may be necessary.

The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given
in Section 1.3 are not exceeded.

1.2.

Fuel flow and total diluted flow

Fuel flow meters with the accuracy defined in Section 1.3 shall be used to measure the fuel flow that will
be used to calculate emissions (Appendix 3). When using a full flow dilution system, the total flow of the
dilute exhaust (GTOTW) shall be measured with a PDP or CFV — Annex VI, Section 1.2.1.2. The accuracy
shall conform to the provisions of Annex III, Appendix 2, Section 2.2.

C 145 E/34

EN

Official Journal of the European Communities

18.6.2002

1.3.

Accuracy

The calibration of all measuring instruments shall be traceable to national (international) standards and
comply with the requirements given in tables 2 and 3.

Table 2

Permissible deviations of instruments for engine related parameters

Item

Permissible deviation

Engine speed

Torque

Fuel consumption (a)

Air consumption (a)

± 2 % of the reading or ± 1 % of engine's
maximum value whichever is larger

± 2 % of the reading or ± 1 % of engine's
maximum value whichever is larger

± 2 % of engine's maximum value

± 2 % of the reading or ± 1 % of engine's
maximum value whichever is larger

No

1

2

3

4

(a) The calculations of the exhaust emissions as described in this Directive are,

in some cases, based on different
measurement and/or calculation methods. Because of limited total tolerances for the exhaust emission calculation,
the allowable values for some items, used in the appropriate equations, must be smaller than the allowed tolerances
given in ISO 3046-3.

Table 3

Permissible deviations of instruments for other essential parameters

No

Item

Permissible deviation

1

2

3

4

5

6

7

8

9

Temperatures £ 600 K

Temperatures ‡ 600 K

± 2 K absolute

± 1 % of reading

Exhaust gas pressure

± 0,2 kPa absolute

Inlet manifold depressions

± 0,05 kPa absolute

Atmospheric pressure

Other pressures

Relative humidity

Absolute humidity

Dilution air flow

± 0,1 kPa absolute

± 0,1 kPa absolute

± 3 % absolute

± 5 % of reading

± 2 % of reading

10

Diluted exhaust gas flow

± 2 % of reading

1.4.

Determination of the gaseous components

1.4.1. General analyser specifications

The analysers shall have a measuring range appropriate for the accuracy required for measuring the
concentrations of the exhaust gas components (Section 1.4.1.1). It is recommended that the analysers
be operated such that the measured concentration falls between 15 % and 100 % of full scale.

If the full scale value is 155 ppm (or ppm C) or less or if read-out systems (computers, data loggers) that
provide sufficient accuracy and resolution below 15 % of full scale are used concentrations below 15 % of
full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of
the calibration curves — Appendix 2, Section 1.5.5.2 of this Annex.

The electromagnetic compatibility (EMC) of the equipment shall be on a level as to minimise additional
errors.

18.6.2002

EN

Official Journal of the European Communities

C 145 E/35

1.4.1.1. Accuracy

The analyser shall not deviate from the nominal calibration point by more than ± 2 % of the reading over
the whole measurement range except zero, and ± 0,3 % of full scale at zero. The accuracy shall be
determined according to the calibration requirements laid down in Section 1.3.

1.4.1.2. Repeatability

The repeatability, shall be such that 2,5 times the standard deviation of 10 repetitive responses to a given
calibration or span gas is not greater than ± 1 % of full scale concentration for each range used above
100 ppm (or ppm C) or ± 2 % of each range used below 100 ppm (or ppm C).

1.4.1.3. Noise

The analyser peak-to-peak response to zero and calibration or span gases over any 10 s period shall not
exceed 2 % of full scale on all ranges used.

1.4.1.4. Zero drift

Zero response is defined as the mean response, including noise, to a zero gas during a 30-s time interval.
The drift of the zero response during a one-hour period shall be less than 2 % of full scale on the lowest
range used.

1.4.1.5. Span drift

Span response is defined as the mean response, including noise, to a span gas during a 30-s time interval.
The drift of the span response during a one-hour period shall be less than 2 % of full scale on the lowest
range used.

1.4.2. Gas drying

Exhaust gases may be measured wet or dry. Any gas-drying device, if used, must have a minimal effect on
the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water
from the sample.

1.4.3. Analysers

Sections 1.4.3.1 to 1.4.3.5 describe the measurement principles to be used. A detailed description of the
measurement systems is given in Annex VI.

The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the
use of linearising circuits is permitted.

1.4.3.1. Carbon monoxide (CO) analysis

The carbon monoxide analyser shall be of the non-dispersive infrared (NDIR) absorption type.

1.4.3.2. Carbon dioxide (CO2) analysis

The carbon dioxide analyser shall be of the non-dispersive infrared (NDIR) absorption type.

1.4.3.3. Oxygen (O2) analysis

Oxygen analysers shall be of the paramagnetic detector (PMD), zirconium dioxide (ZRDO) or electro-
chemical sensor (ECS) types.

Note: Zirconium dioxide sensors are not recommended when HC and CO concentrations are high such as
for lean burn spark ignited engines. Electrochemical sensors shall be compensated for CO2 and NOX
interference.

1.4.3.4. Hydrocarbon (HC) analysis

For direct gas sampling the hydrocarbon analyser shall be of the heated flame ionisation detector (HFID)
type with detector, valves, pipework, etc., heated so as to maintain a gas temperature of 463 K ± 10 K
(190 °C ± 10 °C).

For diluted gas sampling the hydrocarbon analyser shall be either the heated flame ionisation detector
(HFID) type or the flame ionisation detector (FID) type.

C 145 E/36

EN

Official Journal of the European Communities

18.6.2002

1.4.3.5. Oxides of nitrogen (NOx) analysis

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemilumi-
nescent detector (HCLD) type with a NO2/NO converter, if measured on a dry basis. If measured on a wet
basis, a HCLD with converter maintained above 328 K (55 °C) shall be used, provided the water quench
check (Annex III, Appendix 2, Section 1.9.2.2) is satisfied. For both CLD and HCLD, the sampling path
shall be maintained at a wall temperature of 328 K to 473 K (55 °C to 200 °C) up to the converter for dry
measurement, and up to the analyser for wet measurement.

1.4.4.

Sampling for gaseous emissions

If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust
sample shall be taken downstream of this device. The exhaust sampling probe should be in a high pressure
side of the muffler, but as far from the exhaust port as possible. To ensure complete mixing of the engine
exhaust before sample extraction, a mixing chamber may be optionally inserted between the muffler outlet
and the sample probe. The internal volume of the mixing chamber must be not less than 10 times the
cylinder displacement of the engine under test and should be roughly equal dimensions in height, width
and depth, being similar to a cube. The mixing chamber size should be kept as small as practicable and
should be coupled as close as possible to the engine. The exhaust line leaving the mixing chamber of
muffler should extend at least 610 mm beyond the sample probe location and be of sufficient size to
minimise back pressure. The temperature of the inner surface of the mixing chamber must be maintained
above the dew point of the exhaust gases and a minimum temperature of 338 °K (65 °C) is recommended.

All components may optionally be measured directly in the dilution tunnel, or by sampling into a bag and
subsequent measurement of the concentration in the sampling bag.

Appendix 2

1.

1.1.

CALIBRATION OF THE ANALYTICAL INSTRUMENTS

Introduction

Each analyser shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard.
The calibration method that shall be used is described in this paragraph for the analysers indicated in
Appendix 1, Section 1.4.3.

1.2.

Calibration gases

The shelf life of all calibration gases must be respected.

The expiry date of the calibration gases stated by the manufacturer shall be recorded.

1.2.1.

Pure gases

The required purity of the gases is defined by the contamination limits given below. The following gases
must be available for operation:

— purified nitrogen (contamination £ 1 ppm C, £ 1 ppm CO, £ 400 ppm CO2, £ 0,1 ppm NO)

— purified oxygen (purity > 99,5 % vol O2)

— hydrogen-helium mixture (40 ± 2 % hydrogen, balance helium); contamination £ 1 ppm C,

£ 400 ppm CO2

— purified synthetic air (contamination £ 1 ppm C, £ 1 ppm CO, £ 400 ppm CO2, £ 0,1 ppm NO

(oxygen content between 18 and 21 % vol).

18.6.2002

EN

Official Journal of the European Communities

C 145 E/37

1.2.2.

Calibration and span gases

Mixture of gases having the following chemical compositions shall be available:

— C3H8 and purified synthetic air (see Section 1.2.1)

— CO and purified nitrogen

— NOx and purified nitrogen (the amount of NO2 contained in this calibration gas must not exceed

5 % of the NO content)

— CO2 and purified nitrogen

— CH4 and purified synthetic air

— C2H6 and purified synthetic air.

Note: Other gas combinations are allowed provided the gases do not react with one another.

The true concentration of a calibration and span gas shall be within ± 2 % of the nominal value. All
concentrations of calibration gas shall be given on a volume basis (volume percentage or volume ppm).

The gases used for calibration and span may also be obtained by means of precision blending devices
(gas dividers), diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device
must be such that the concentration of the diluted calibration gases is accurate to within ± 1,5 %. This
accuracy implies that primary gases used for blending must be known to an accuracy of at least ± 1 %,
traceable to national or international gas standards. The verification shall be performed at between 15
and 50 % of full scale for each calibration incorporating a blending device.

Optionally, the blending device may be checked with an instrument, which by nature is linear, for
example using NO gas with a CLD. The span value of the instrument shall be adjusted with the span gas
directly connected to the instrument. The blending device shall be checked at the used settings and the
nominal value shall be compared to the measured concentration of the instrument. This difference shall
in each point be within ± 0,5 % of the nominal value.

1.2.3.

Oxygen interference check

Oxygen interference check gases shall contain propane with 350 ppm C ± 75 ppm C hydrocarbon. The
concentration value shall be determined to calibration gas tolerances by chromatographic analysis of
total hydrocarbons plus impurities or by dynamic blending. Nitrogen shall be the predominant diluent
with the balance oxygen. Blend required for gasoline-fuelled engine testing is as follows:

— O2 interference concentration: Balance

— 10 (9 to 11): Nitrogen

— 5 (4 to 6): Nitrogen

— 0 (0 to 1): Nitrogen

1.3.

Operating procedure for analysers and sampling system

The operating procedure for analysers shall
follow the start-up and operating instructions of the
instrument manufacturer. The minimum requirements given in Sections 1.4 to 1.9 shall be included.
For laboratory instruments such as GC and high performance liquid chromatography (HPLC) only
Section 1.5.4 shall apply.

1.4.

Leakage test

A system leakage test shall be performed. The probe shall be disconnected from the exhaust system and
the end plugged. The analyser pump shall be switched on. After an initial stabilisation period all flow
meters should read zero. If not, the sampling lines shall be checked and the fault corrected.

The maximum allowable leakage rate on the vacuum side shall be 0,5 % of the in-use flow rate for the
portion of the system being checked. The analyser flows and bypass flows may be used to estimate the
in-use flow rates.

C 145 E/38

EN

Official Journal of the European Communities

18.6.2002

Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute).
After an initial stabilisation period the pressure increase δp (kPa/min) in the system shall not exceed:

(cid:2)p ¼ p=Vsyst (cid:2) 0,005 (cid:2) fr

Where:

Vsyst = system volume (l)

fr

= system flow rate (l/min)

Another method is the introduction of a concentration step change at the beginning of the sampling line
by switching from zero to span gas. If after an adequate period of time the reading shows a lower
concentration compared to the introduced concentration, this points to calibration or leakage problems.

1.5.

Calibration procedure

1.5.1.

Instrument assembly

The instrument assembly shall be calibrated and calibration curves checked against standard gases. The
same gas flow rates shall be used as when sampling exhaust gas.

1.5.2.

Warming-up time

The warming-up time should be according to the recommendations of the manufacturer. If not specified,
a minimum of two hours is recommended for warming-up the analysers.

1.5.3.

NDIR and HFID analyser

The NDIR analyser shall be tuned, as necessary, and the combustion flame of the HFID analyser shall be
optimised (Section 1.9.1).

1.5.4.

GC and HPCL

Both instruments shall be calibrated according to good laboratory practice and the recommendations of
the manufacturer.

1.5.5.

Establishment of the calibration curves

1.5.5.1.

General guidelines

(a) Each normally used operating range shall be calibrated.

(b) Using purified synthetic air (or nitrogen), the CO, CO2, NOx and HC analysers shall be set at zero.

(c) The appropriate calibration gases shall be introduced to the analysers, the values recorded, and the

calibration curves established.

(d) For all instrument ranges except for the lowest range, the calibration curve shall be established by at
least 10 calibration points (excluding zero) equally spaced. For the lowest range of the instrument,
the calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so
that half of the calibration points are placed below 15 % of the analyser's full scale and the rest are
placed above 15 % of full scale. For all ranges the highest nominal concentration must be equal to or
higher than 90 % of full scale.

(e) The calibration curve shall be calculated by the method of least squares. A best-fit linear or

non-linear equation may be used.

(f) The calibration points must not differ from the least-squares best-fit line by more than ± 2 % of

reading or ± 0,3 % of full scale whichever is larger.

(g) The zero setting shall be rechecked and the calibration procedure repeated, if necessary.

18.6.2002

EN

Official Journal of the European Communities

C 145 E/39

1.5.5.2.

Alternative methods

If it can be shown that alternative technology (e.g. computer, electronically controlled range switch, etc.)
can give equivalent accuracy, then these alternatives may be used.

1.6.

Verification of the calibration

Each normally used operating range shall be checked prior to each analysis in accordance with the
following procedure.

The calibration is checked by using a zero gas and a span gas whose nominal value is more than 80 % of
full scale of the measuring range.

If, for the two points considered, the value found does not differ by more than ± 4 % of full scale from
the declared reference value, the adjustment parameters may be modified. Should this not be the case,
the span gas shall be verified or a new calibration curve shall be established in accordance with Section
1.5.5.1.

1.7.

Calibration of tracer gas analyser for exhaust flow measurement

The analyser for measurement of the tracer gas concentration shall be calibrated using the standard gas.

The calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so that
half of the calibration points are placed between 4 % and 20 % of the analyser's full scale and the rest are
in between 20 % and 100 % of the full scale. The calibration curve shall be calculated by the method of
least squares.

The calibration curve must not differ by more than ± 1 % of the full scale from the nominal value of
each calibration point, in the range from 20 % to 100 % of the full scale. It also must not differ by more
than ± 2 % of reading from the nominal value in the range from 4 % to 20 % of the full scale. The
analyser shall be set at zero and spanned prior to the test run using a zero gas and a span gas whose
nominal value is more than 80 % of the analyser full scale.

1.8.

Efficiency test of the NOx converter

The efficiency of the converter used for the conversion of NO2 into NO is tested as given in Sections
1.8.1 to 1.8.8 (Figure 1 of Annex III, Appendix 2).

1.8.1.

Test set-up

Using the test set-up as shown in Figure 1 of Annex III and the procedure below, the efficiency of
converters can be tested by means of an ozonator.

1.8.2.

Calibration

The CLD and the HCLD shall be calibrated in the most common operating range following the manu-
facturer's specifications using zero and span gas (the NO content of which must amount to about 80 %
of the operating range and the NO2 concentration of the gas mixture to less than 5 % of the NO
concentration). The NOx analyser must be in the NO mode so that the span gas does not pass through
the converter. The indicated concentration has to be recorded.

1.8.3.

Calculation

The efficiency of the NOx, converter is calculated as follows:

Efficiency (%) ¼

8
>>:1 þ

a (cid:7) b
c (cid:7) d

9
>>; (cid:2) 100

Where:

a = NOx concentration according to Section 1.8.6

b = NOx concentration according to Section 1.8.7

c = NO concentration according to Section 1.8.4

d = NO concentration according to Section 1.8.5.

C 145 E/40

EN

Official Journal of the European Communities

18.6.2002

1.8.4.

Adding of oxygen

Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the concentration indicated
is about 20 % less than the indicated calibration concentration given in Section 1.8.2. (The analyser is in
the NO mode.)

The indicated concentration (c) shall be recorded. The ozonator is kept deactivated throughout the
process.

1.8.5.

Activation of the ozonator

The ozonator is now activated to generate enough ozone to bring the NO concentration down to about
20 % (minimum 10 %) of the calibration concentration given in Section 1.8.2. The indicated concen-
tration (d) shall be recorded. (The analyser is in the NO mode).

1.8.6.

NOx mode

The NO analyser is then switched to the NOx mode so that the gas mixture (consisting of NO, NO2, O2
and N2) now passes through the converter. The indicated concentration (a) shall be recorded. (The
analyser is in the NOx mode).

1.8.7.

Deactivation of the ozonator

The ozonator is now deactivated. The mixture of gases described in Section 1.8.6 passes through the
converter into the detector. The indicated concentration (b) shall be recorded. (The analyser is in the NOx
mode).

1.8.8.

NO mode

Switched to NO mode with the ozonator deactivated, the flow of oxygen or synthetic air is also shut off.
The NOx reading of the analyser shall not deviate by more than ± 5 % from the value measured
according to Section 1.8.2. (The analyser is in the NO mode).

1.8.9.

Test interval

The efficiency of the converter must be checked monthly.

1.8.10.

Efficiency requirement

The efficiency of the converter shall not be less than 90 %, but a higher efficiency of 95 % is strongly
recommended.

Note:

If, with the analyser in the most common range, the ozonator cannot give a reduction from 80 %
to 20 % according to Section 1.8.5, then the highest range which will give the reduction shall be
used.

1.9.

Adjustment of the FID

1.9.1.

Optimisation of the detector response

The HFID must be adjusted as specified by the instrument manufacturer. A propane in air span gas
should be used to optimise the response on the most common operating range.

With the fuel and airflow rates set at the manufacturer's recommendations, a 350 ± 75 ppm C span gas
shall be introduced to the analyser. The response at a given fuel flow shall be determined from the
difference between the span gas response and the zero gas response. The fuel flow shall be incrementally
adjusted above and below the manufacturer's specification. The span and zero response at these fuel
flows shall be recorded. The difference between the span and zero response shall be plotted and the fuel
flow adjusted to the rich side of the curve. This is the initial flow rate setting, which may need further
optimisation depending on the results of the hydrocarbon response factor and the oxygen interference
check according to Sections 1.9.2 and 1.9.3.

If the oxygen interference or the hydrocarbon response factors do not meet the following specifications,
the airflow shall be incrementally adjusted above and below the manufacturer's specifications, Sections
1.9.2 and 1.9.3 should be repeated for each flow.

18.6.2002

EN

Official Journal of the European Communities

C 145 E/41

1.9.2.

Hydrocarbon response factors

The analyser shall be calibrated using propane in air and purified synthetic air, according to Section 1.5.

Response factors shall be determined when introducing an analyser into service and after major service
intervals. The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading
to the gas concentration in the cylinder expressed by ppm C1.

The concentration of the test gas must be at a level to give a response of approximately 80 % of full
scale. The concentration must be known to an accuracy of ± 2 % in reference to a gravimetric standard
expressed in volume. In addition, the gas cylinder must be preconditioned for 24 hours at a temperature
of 298 K (25 °C) ± 5 K.

The test gases to be used and the recommended relative response factor ranges are as follows:

— methane and purified synthetic air: 1,00 £ Rf £ 1,15

— propylene and purified synthetic air: 0,90 £ Rf £ 1,1

— toluene and purified synthetic air: 0,90 £ Rf £ 1,10

These values are relative to the response factor (Rf) of 1,00 for propane and purified synthetic air.

1.9.3.

Oxygen interference check

The oxygen interference check shall be determined when introducing an analyser into service and after
major service intervals. A range shall be chosen where the oxygen interference check gases will fall in the
upper 50 %. The test shall be conducted with the oven temperature set as required. The oxygen inter-
ference gases are specified in Section 1.2.3.

(a) The analyser shall be zeroed.

(b) The analyser shall be spanned with the 0 % oxygen blend for gasoline fuelled engines.

(c) The zero response shall be rechecked. If it has changed more than 0,5 % of full scale subsections (a)

and (b) of this section shall be repeated.

(d) The 5 % and 10 % oxygen interference check gases shall be introduced.

(e) The zero response shall be rechecked. If it has changed more than ± 1 % of full scale, the test shall be

repeated.

(f) The oxygen interference (% O2I) shall be calculated for each mixture in step (d) as follows:

O2I ¼

ðB (cid:7) CÞ
B

(cid:2) 100

ppm C ¼

A
D

Where:

A = hydrocarbon concentration (ppm C) of the span gas used in subsection (b)

B = hydrocarbon concentration (ppm C) of the oxygen interference check gases used in subsection

(d)

C = analyser response

D = percentage of full scale analyser response due to A

(g) The % of oxygen interference (% O2I) shall be less than ± 3 % for all required oxygen interference

check gases prior to testing

(h) If the oxygen interference is greater than ± 3 %, the air flow above and below the manufacturer's

specifications shall be incrementally adjusted, repeating Section 1.9.1 for each flow.

C 145 E/42

EN

Official Journal of the European Communities

18.6.2002

(i)

If the oxygen interference is greater than ± 3 %, after adjusting the air flow, the fuel flow and
thereafter the sample flow shall be varied, repeating Section 1.9.1 for each new setting.

(j)

If the oxygen interference is still greater than ± 3 %, the analyser, FID fuel, or burner air shall be
repaired or replaced prior to testing. This section shall then be repeated with the repaired or replaced
equipment or gases.

1.10.

Interference effects with CO, CO2, NOx and O2 analysers

Gases other than the one being analysed can interfere with the reading in several ways. Positive inter-
ference occurs in NDIR and PMD instruments where the interfering gas gives the same effect as the gas
being measured, but to a lesser degree. Negative interference occurs in NDIR instruments by the inter-
fering gas broadening the absorption band of the measured gas, and in CLD instruments by the inter-
fering gas quenching the radiation. The interference checks in Sections 1.10.1 and 1.10.2 shall be
performed prior to an analyser's initial use and after major service intervals, but at least once per year.

1.10.1.

CO analyser interference check

Water and CO2 can interfere with the CO analyser performance. Therefore a CO2 span gas having a
concentration of 80 % to 100 % of full scale of the maximum operating range used during testing shall
be bubbled through water at room temperature and the analyser response recorded. The analyser
response must not be more than 1 % of full scale for ranges equal to or above 300 ppm or more
than 3 ppm for ranges below 300 ppm.

1.10.2.

NOx analyser quench checks

The two gases of concern for CLD (and HCLD) analysers are CO2 and water vapour. Quench responses
of these gases are proportional to their concentrations, and therefore require test techniques to determine
the quench at the highest expected concentrations experienced during testing.

1.10.2.1. CO2 quench check

A CO2 span gas having a concentration of 80 % to 100 % of full scale of the maximum operating range
shall be passed through the NDIR analyser and the CO2 value recorded as A. It shall then be diluted
approximately 50 % with NO span gas and passed through the NDIR and (H)CLD with the CO2 and NO
values recorded as B and C, respectively. The CO2 shall be shut off and only the NO span gas is passed
through the (H)CLD and the NO value recorded as D.

The quench, which shall not be greater than 3 % full scale, shall be calculated as follows:

% CO2 quench ¼

1 (cid:7)

(cid:6)

8
>>:

ðC (cid:2) AÞ
ðD (cid:2) AÞ (cid:7) ðD (cid:2) BÞ

9
(cid:7)
>>;

(cid:2) 100

Where:

A = undiluted CO2 concentration measured with NDIR %

B = diluted CO2 concentration measured with NDIR %

C = diluted NO concentration measured with CLD ppm

D = undiluted NO concentration measured with CLD ppm

Alternative methods of diluting and quantifying CO2 and NO span gas values, such as dynamic/mixing/
blending, can be used.

1.10.2.2. Water quench check

This check applies to wet gas concentration measurements only. Calculation of water quench must
consider dilution of the NO span gas with water vapour and scaling of water vapour concentration
of the mixture to that expected during testing.

18.6.2002

EN

Official Journal of the European Communities

C 145 E/43

A NO span gas having a concentration of 80 % to 100 % of full scale to the normal operating range
shall be passed through the (H)CLD and the NO value recorded as D. The NO span gas shall then be
bubbled through water at room temperature and passed through the (H)CLD and the NO value recorded
as C. The water temperature shall be determined and recorded as F. The mixture's saturation vapour
pressure that corresponds to the bubbler water temperature (F) shall be determined and recorded as G.
The water vapour concentration (in percentage) of the mixture shall be calculated as follows:

H ¼ 100 (cid:2)

8
>>:

G
PB

9
>>;

and recorded as H. The expected diluted NO span gas (in water vapour) concentration shall be calculated
as follows:

De ¼ D (cid:2)

8
>>:1 (cid:7)

9
>>;

H
100

and recorded as De.

The water quench shall not be greater than 3 % and shall be calculated as follows:

% H2O quench ¼ 100 (cid:2)

8
>>:

De (cid:7) C
De

9
>>; (cid:2)

8
>>:

9
>>;

Hm
H

Where:

De = expected diluted NO concentration (ppm)

C = diluted NO concentration (ppm)

Hm = maximum water vapour concentration

H = actual water vapour concentration (%)

Note:

It is important that the NO span gas contains minimal NO2 concentration for this check, since
absorption of NO2 in water has not been accounted for in the quench calculations.

1.10.3.

O2 analyser interference

Instrument response of a PMD analyser caused by gases other than oxygen is comparatively slight. The
oxygen equivalents of the common exhaust gas constituents are shown in the table.

Oxygen equivalents

Gas

Carbon dioxide (CO2)

Carbon monoxide (CO)

Nitrogen oxide (NO)

Nitrogen dioxide (NO2)

Water (H2O)

O2 equivalent
%

– 0,623

– 0,354

+ 44,4

+ 28,7

– 0,381

The observed oxygen concentration shall be corrected by the following formula if high precision
measurements are to be done:

Interference =

(Equivalent % O2 (cid:2) Obs. conc.)
100

C 145 E/44

EN

Official Journal of the European Communities

18.6.2002

1.11.

Calibration intervals

The analysers shall be calibrated according to Section 1.5 at least every three months or whenever a
system repair or change is made that could influence calibration.

Appendix 3

1.

DATA EVALUATION AND CALCULATIONS

1.1.

Gaseous emissions evaluation

For the evaluation of the gaseous emissions, the chart reading for a minimum of the last 120 s of each
mode shall be averaged, and the average concentrations (conc) of HC, CO, NOx and CO2 during each mode
shall be determined from the average chart readings and the corresponding calibration data. A different
type of recording can be used if it ensures an equivalent data acquisition.

The average background concentration (concd) may be determined from the bag readings of the dilution air
or from the continuous (non-bag) background reading and the corresponding calibration data.

1.2.

Calculation of the gaseous emissions

The finally reported test results shall be derived through the following steps.

1.2.1. Dry/wet correction

The measured concentration, if not already measured on a wet basis, shall be converted to a wet basis:

conc ðwetÞ ¼ kw (cid:2) conc ðdryÞ

For the raw exhaust gas:

kw ¼ kw;r ¼

1
1 þ (cid:4) (cid:2) 0,005 (cid:2) ð% CO ½dry(cid:10) þ % CO2 ½dry(cid:10)Þ (cid:7) 0,01 (cid:2) % H2 ½dry(cid:10) þ kw2

Where α is the hydrogen to carbon ratio in the fuel.

The H2 concentration in the exhaust shall be calculated:

H2 ½dry(cid:10) ¼

0,5 (cid:2) (cid:4) (cid:2) % CO ½dry(cid:10) (cid:2) ð% CO ½dry(cid:10) þ % CO2 ½dry(cid:10)Þ
% CO ½dry(cid:10) þ ð3 (cid:2) % CO2 ½dry(cid:10)Þ

The factor kw2 shall be calculated:

kw2 ¼

1,608 (cid:2) Ha
1 000 þ ð1,608 (cid:2) HaÞ

with Ha absolute humidity of the intake air gas g of water per kg of dry air.

For the diluted exhaust gas:

For wet CO2 measurement:

kw ¼ kw;e;1 ¼

8
>>:1 (cid:7)

(cid:4) (cid:2) % CO2 ½wet(cid:10)
200

9
>>; (cid:7) kw1

Or, for dry CO2 measurement:

kw ¼ kw;e;2 ¼

8
>>>:

ð1 (cid:7) kw1Þ

1 þ

(cid:4) (cid:2) % CO2 ½dry(cid:10)
200

9
>>>;

Where α is the hydrogen to carbon ratio in the fuel.

18.6.2002

EN

Official Journal of the European Communities

C 145 E/45

The factor kw1 shall be calculated from the following equations:

kw1 ¼

8
>>:

1,608 (cid:2) ½Hd (cid:2) ð1 (cid:7) 1=DFÞ þ Ha (cid:2) ð1=DFÞ(cid:10)
1 000 þ 1,608 (cid:2) ½Hd (cid:2) ð1 (cid:7) 1=DFÞ þ Ha (cid:2) ð1=DFÞ(cid:10)

9
>>;

Where:

Hd = absolute humidity of the dilution air, g of water per kg of dry air

Ha = absolute humidity of the intake air, g of water per kg of dry air

DF =

13,4
% concCO2 þ ðppm concCO þ ppm concHCÞ (cid:2) 10(cid:7)4

For the dilution air:

The factor kw1 shall be calculated from the following equations:

kw;d ¼ 1 (cid:7) kw1

DF =

13,4
% concCO2 þ ðppm concCO þ ppm concHCÞ (cid:2) 10(cid:7)4

kw1 ¼

8
>>:

1,608 (cid:2) ½Hd (cid:2) ð1 (cid:7) 1=DFÞ þ Ha (cid:2) ð1=DFÞ(cid:10)
1 000 þ 1,608 (cid:2) ½Hd (cid:2) ð1 (cid:7) 1=DFÞ þ Ha (cid:2) ð1=DFÞ(cid:10)

9
>>;

Where:

Hd = absolute humidity of the dilution air, g of water per kg of dry air

Ha = absolute humidity of the intake air, g of water per kg of dry air

DF =

13,4
% concCO2 þ ðppm concCO þ ppm concHCÞ (cid:2) 10(cid:7)4

For the intake air (if different from the dilution air):

kw;a ¼ 1 (cid:7) kw2

The factor kw2 shall be calculated from the following equations:

kw2 ¼

1,608 (cid:2) Ha
1 000 þ ð1,608 (cid:2) HaÞ

with Ha absolute humidity of the intake air, g of water per kg of dry air.

1.2.2. Humidity correction for NOx

As the NOx emission depends on ambient air conditions, the NOx concentration shall be multiplied by the
factor KH taking into account humidity:

KH = 0,6272 þ 44,030 (cid:2) 10(cid:7)3 (cid:2) Ha (cid:7) 0,862 (cid:2) 10(cid:7)3 (cid:2) H2

a (for 4-stroke engines)

KH = 1 (for 2-stroke engines)

with Ha absolute humidity of the intake air as g of water per kg of dry air

1.2.3.

Calculation of emission mass flow rate

The emission mass flow rates Gasmass (g/h) for each mode shall be calculated as follows.

C 145 E/46

EN

Official Journal of the European Communities

18.6.2002

(a) For the raw exhaust gas (1):

Gasmass ¼ MWGas
MWFUEL

(cid:2)

(cid:8)

1
ð% CO2 ½wet(cid:10)(cid:7)% CO2AIRÞþ% CO ½wet(cid:10)þ% HC ½wet(cid:10)

(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

Where:

GFUEL [kg/h] is the fuel mass flow rate;

MWGas [kg/kmole] is the molecular weight of the individual gas shown in Table 1;

Table 1

Molecular weights

MWGas (kg/kmol)

46,01

28,01

MWHC = MWFUEL
44,01

Gas

NOx
CO

HC

CO2

— MWFUEL = 12,011 + α × 1,00794 + β × 15,9994 [kg/kmole] is the fuel molecular weight with α

hydrogen to carbon ratio and β oxygen to carbon ratio of the fuel (2);

— CO2AIR is the CO2 concentration in the intake air (that is assumed equal

measured);

to 0,04 % if not

(b) For the diluted exhaust gas (3):

Gasmass ¼ u (cid:2) concc (cid:2) GTOTW

Where

— GTOTW [kg/h] is the diluted exhaust gas mass flow rate on wet basis that, when using a full flow

dilution system, shall be determined according to Annex III, Appendix 1, Section 1.2.4,

— concc is the background corrected concentration:

concc ¼ conc (cid:7) concd (cid:2) ð1 (cid:7) 1=DFÞ

with

DF ¼

13,4
% concCO2 þ ðppm concCO þ ppm concHCÞ (cid:2) 10(cid:7)4

The u coefficient is shown in Table 2.

Table 2

Values of u coefficient

Gas

NOx
CO

HC

CO2

u

0,001587

0,000966

0,000479

15,19

conc

ppm

ppm

ppm

%

(1) For NOx the concentration has to be multiplied by the humidity correction factor KH (humidity correction factor for

NOx).

(2) In the ISO 8178-1 a more complete formula of the fuel molecular weight is quoted (formula 50 of Chapter
13.5.1(b). The formula takes into account not only the hydrogen to carbon ratio and the oxygen to carbon ratio
but also other possible fuel components such as sulphur and nitrogen. However, as the SI engines of the Directive
are tested with a petrol (quoted as a reference fuel in Annex V) containing usually only carbon and hydrogen, the
simplified formula is considered.

(3) For NOx the concentration has to be multiplied by the humidity correction factor KH (humidity correction factor for

NOx).

18.6.2002

EN

Official Journal of the European Communities

C 145 E/47

Values of the u coefficient are based on a molecular weight of the dilute exhaust gases equal to 29
(kg/kmole); the value of u for HC is based on an average carbon to hydrogen ratio of 1:1,85.

1.2.4.

Calculation of specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

Xn

ðGasmassi (cid:2) WFiÞ

Individual gas =

i¼1

Xn

ðPi (cid:2) WFiÞ

i¼1

Where Pi = PM,i + PAE,i

When auxiliaries, such as cooling fan or blower, are fitted for the test, the power absorbed shall be added
to the results except for engines where such auxiliaries are an integral part of the engine. The fan or blower
power shall be determined at the speeds used for the tests either by calculation from standard charac-
teristics or by practical tests (Appendix 3 of Annex VII).

The weighting factors and the number of the n modes used in the above calculation are shown in Annex
IV, Section 3.5.1.1.

2.

EXAMPLES

2.1.

Raw exhaust gas data from a 4-stroke SI engine

With reference to the experimental data (Table 3), calculations are carried out first for mode No 1 and then
are extended to other test modes using the same procedure.

Table 3

Experimental data of a 4-stroke SI engine

Mode

1

2

3

4

5

6

Engine speed

min-1

2 550

2 550

2 550

2 550

2 550

1 480

Power

Load percent

Weighting factors

Barometric
pressure

Air temperature

Air relative
humidity

Air absolute
humidity

CO dry

NOx wet
HC wet

CO2 dry
Fuel mass flow

Fuel H/C ratio α

Fuel O/C ratio β

kW

%

—

kPa

°C

%

9,96

100

7,5

75

4,88

50

2,36

25

0,94

10

0

0

0,090

0,200

0,290

0,300

0,070

0,050

101,0

20,5

101,0

21,3

101,0

22,4

101,0

22,4

101,0

20,7

101,0

21,7

38,0

38,0

38,0

37,0

37,0

38,0

gH20/kgair
ppm

5,696

5,986

6,406

6,236

5,614

6,136

60 995

40 725

34 646

41 976

68 207

37 439

ppm

726

ppm C1

1 461

1 541

1 308

1 328

1 401

377

2 073

127

3 024

% Vol.

11,4098

12,691

13,058

12,566

10,822

kg/h

—

2,985

1,85

0

2,047

1,85

0

1,654

1,85

0

1,183

1,85

0

1,056

1,85

0

85

9 390

9,516

0,429

1,85

0

C 145 E/48

EN

Official Journal of the European Communities

18.6.2002

2.1.1. Dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a
wet basis:

kw ¼ kw;r ¼

1
1 þ (cid:4) (cid:2) 0,005 (cid:2) ð% CO ½dry(cid:10) þ % CO2 ½dry(cid:10)Þ (cid:7) 0,01 (cid:2) % H2 ½dry(cid:10) þ kw2

Where:

and:

H2 ½dry(cid:10) ¼

0,5 (cid:2) (cid:4) (cid:2) % CO ½dry(cid:10) (cid:2) ð% CO ½dry(cid:10) þ % CO2 ½dry(cid:10)Þ
% CO ½dry(cid:10) þ ð3 (cid:2) % CO2 ½dry(cid:10)Þ

kw2 ¼

1,608 (cid:2) Ha
1 000 þ ð1,608 (cid:2) HaÞ

H2 ½dry(cid:10) ¼

0,5 (cid:2) 1,85 (cid:2) 6,0995 (cid:2) ð6,0995 þ 11,4098Þ
6,0995 þ ð3 (cid:2) 11,4098Þ

¼ 2,450 %

kw2 ¼

1,608 (cid:2) 5,696
1 000 þ ð1,608 (cid:2) 5,696Þ

¼ 0,009

kw ¼ kw;r ¼

1
1 þ 1,85 (cid:2) 0,005 (cid:2) ð6,0995 þ 11,4098Þ (cid:7) 0,01 (cid:2) 2,450 þ 0,009

¼ 0,872

CO ½wet(cid:10) ¼ CO ½dry(cid:10) (cid:2) kw ¼ 60 995 (cid:2) 0,872 ¼ 53 198 ppm

CO2 ½wet(cid:10) ¼ CO2 ½dry(cid:10) (cid:2) kw ¼ 11,410 (cid:2) 0,872 ¼ 9,951 % Vol:

CO and CO2 wet values according to different test modes

Table 4

Mode

1

2,450

0,009

0,872

53 198

9,951

2

1,499

0,010

0,870

35 424

11,039

3

1,242

0,010

0,869

30 111

11,348

4

1,554

0,010

0,870

36 518

10,932

5

2,834

0,009

0,874

6

1,422

0,010

0,894

59 631

33 481

9,461

8,510

%

—

—

ppm

%

H2 dry
kw2
kw
CO wet

CO2 wet

2.1.2.

C emissions

HCmass ¼

MWHC
MWFUEL

(cid:2)

(cid:8)ð% CO2 ½wet(cid:10) (cid:7) % CO2AIRÞ þ % CO ½wet(cid:10) þ % HC ½wet(cid:10)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

Where:

MWHC ¼ MWFUEL

MWFUEL ¼ 12,011 þ (cid:4) (cid:2) 1,00794 ¼ 13,876

HCmass ¼

13,876
13,876

(cid:2)

1
ð9,951 (cid:7) 0,04 þ 5,3198 þ 0,1461Þ

(cid:2) 0,1461 (cid:2) 2,985 (cid:2) 1 000 ¼ 28,361 g=h

18.6.2002

EN

Official Journal of the European Communities

C 145 E/49

Table 5

HC emissions (g/h) according to different test modes

Mode

1

2

3

4

5

6

HCmass

28,361

18,248

16,026

16,625

20,357

31,578

2.1.3. NOx emissions

At first the humidity correction factor KH of NOx emissions shall be calculated:
KH ¼ 0,6272 þ 44,030 (cid:2) 10(cid:7)3 (cid:2) Ha (cid:7) 0,862 (cid:2) 10(cid:7)3 (cid:2) H2
a
KH ¼ 0,6272 þ 44,030 (cid:2) 10(cid:7)3 (cid:2) 5,696 (cid:7) 0,862 (cid:2) 10(cid:7)3 (cid:2) ð5,696Þ2 ¼ 0,850

Humidity correction factor KH of NOx emissions according to different modes

Table 6

Mode

1

2

3

4

5

6

KH

0,850

0,860

0,874

0,868

0,847

0,865

Then NOxmass (g/h) shall be calculated:

NOxmass ¼

MWNOx
MWFUEL

(cid:2)

(cid:8)ð% CO2 ½wet(cid:10) (cid:7) % CO2AIRÞ þ % CO ½wet(cid:10) þ % HC ½wet(cid:10)(cid:9) (cid:2) % conc (cid:2) KH (cid:2) GFUEL (cid:2) 1 000

1

NOxmass ¼

46,01
13,876

(cid:2)

1
ð9,951 (cid:7) 0,04 þ 5,3198 þ 0,1461Þ

(cid:2) 0,073 (cid:2) 0,85 (cid:2) 2,985 (cid:2) 1 000 ¼ 39,717 g=h

Table 7

NOx emissions (g/h) according to the different test modes

Mode

1

2

3

4

5

6

NOxmass

39,717

61,291

44,013

8,703

2,401

0,820

2.1.4.

CO emissions

COmass ¼

MWNOx
MWFUEL

(cid:2)

(cid:8)ð% CO2 ½wet(cid:10) (cid:7) % CO2AIRÞ þ % CO ½wet(cid:10) þ % HC ½wet(cid:10)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

CO2mass ¼

44,01
13,876

(cid:2)

1
ð9,951 (cid:7) 0,04 þ 5,3198 þ 0,1461Þ

(cid:2) 9,951 (cid:2) 2,985 (cid:2) 1 000 ¼ 6 126,806 g=h

Table 8

CO emissions (g/h) according to different test modes

Mode

1

2

3

4

5

6

COmass

2 084,588

997,638

695,278

591,183

810,334

227,285

2.1.5.

CO2 emissions

CO2mass ¼

MWCO2
MWFUEL

(cid:2)

(cid:8)ð% CO2 ½wet(cid:10) (cid:7) % CO2AIRÞ þ % CO ½wet(cid:10) þ % HC ½wet(cid:10)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

CO2mass ¼

44,01
13,876

(cid:2)

1
ð9,951 (cid:7) 0,04 þ 5,3198 þ 0,1461Þ

(cid:2) 9,951 (cid:2) 2,985 (cid:2) 1 000 ¼ 6 126,806 g=h

C 145 E/50

EN

Official Journal of the European Communities

18.6.2002

Table 9

CO2 emissions (g/h) according to different test modes

Mode

1

2

3

4

5

6

CO2mass

6 126,806

4 884,739

4 117,202

2 780,662

2 020,061

907,648

2.1.6.

Specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

Xn

ðGasmassi (cid:2) WFiÞ

Individual gas =

i¼1

Xn

ðPi (cid:2) WFiÞ

i¼1

Table 10

Emissions (g/h) and weighting factors according to the test modes

Mode

1

2

3

4

5

6

HCmass
NOxmass
COmass
CO2mass
Power PI
Weighting factors
WFI

g/h

g/h

g/h

g/h

kW

—

28,361

39,717

18,248

61,291

16,026

44,013

16,625

20,357

8,703

2,401

31,578

0,820

2 084,588

997,638

695,278

591,183

810,334

227,285

6 126,806 4 884,739 4 117,202 2 780,662 2 020,061

907,648

9,96

7,50

4,88

2,36

0,94

0

0,090

0,200

0,290

0,300

0,070

0,050

9,96(cid:2)0,090þ7,50(cid:2)0,200þ4,88(cid:2)0,290þ2,36(cid:2)0,300þ0,940(cid:2)0,070þ0(cid:2)0,050

HC ¼ 28,361(cid:2)0,090þ18,248(cid:2)0,200þ16,026(cid:2)0,290þ16,625(cid:2)0,300þ20,357(cid:2)0,070þ31,578(cid:2)0,050
NOx ¼ 39,717(cid:2)0,090þ61,291(cid:2)0,200þ44,013(cid:2)0,290þ8,703(cid:2)0,300þ2,401(cid:2)0,070þ0,820(cid:2)0,050
CO ¼ 2 084,59(cid:2)0,090þ997,64(cid:2)0,200þ695,28(cid:2)0,290þ591,18(cid:2)0,300þ810,33(cid:2)0,070þ227,29(cid:2)0,050
9,96(cid:2)0,090þ7,50(cid:2)0,200þ4,88(cid:2)0,290þ2,36(cid:2)0,300þ0,940(cid:2)0,070þ0(cid:2)0,050
CO2 ¼ 6 126,81(cid:2)0,090þ4 884,74(cid:2)0,200þ4 117,20(cid:2)0,290þ2 780,66(cid:2)0,300þ2 020,06(cid:2)0,070þ907,65(cid:2)0,050

9,96(cid:2)0,090þ7,50(cid:2)0,200þ4,88(cid:2)0,290þ2,36(cid:2)0,300þ0,940(cid:2)0,070þ0(cid:2)0,050

9,96(cid:2)0,090þ7,50(cid:2)0,200þ4,88(cid:2)0,290þ2,36(cid:2)0,300þ0,940(cid:2)0,070þ0(cid:2)0,050

¼ 4,11 g=kWh

¼ 6,85 g=kWh

¼ 181,93 g=kWh

¼ 816,36 g=kWh

2.2.

Raw exhaust gas data from a 2-stroke SI engine

With reference to the experimental data (Table 11), calculations shall be carried out first for mode No 1
and then extended to the other test mode using the same procedure.

Table 11

Experimental data of a 2-stroke SI engine

Mode

Engine speed

Power

Load percent

Weighting factors

Barometric pressure

Air temperature

Air relative humidity

Air absolute humidity

CO dry

min-1

kW

%

—

kPa

°C

%

gH20/kgair
ppm

1

9 500

2,31

100

0,9

100,3

25,4

38,0

7,742

37 086

2

2 800

0

0

0,1

100,3

25

38,0

7,558

16 150

18.6.2002

EN

Official Journal of the European Communities

C 145 E/51

Mode

NOx wet
HC wet

CO2 dry
Fuel mass flow

Fuel H/C ratio α

Fuel O/C ratio β

ppm

ppmC1

% Vol.

kg/h

—

1

183

14 220

11,986

1,195

1,85

0

2

15

13 179

11,446

0,089

1,85

0

2.2.1. Dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a
wet basis:

kw ¼ kw;r ¼

1
1 þ (cid:4) (cid:2) 0,005 (cid:2) ð% CO ½dry(cid:10) þ % CO2 ½dry(cid:10)Þ (cid:7) 0,01 (cid:2) % H2 ½dry(cid:10) þ kw2

Where:

H2 ½dry(cid:10) ¼

0,5 (cid:2) (cid:4) (cid:2) % CO ½dry(cid:10) (cid:2) ð% CO ½dry(cid:10) þ % CO2 ½dry(cid:10)Þ
% CO ½dry(cid:10) þ ð3 (cid:2) % CO2 ½dry(cid:10)Þ

H2 ½dry(cid:10) ¼

0,5 (cid:2) 1,85 (cid:2) 3,7086 (cid:2) ð3,7086 þ 11,986Þ
3,7086 þ ð3 (cid:2) 11,986Þ

¼ 1,357 %

kw2 ¼

1,608 (cid:2) Ha
1 000 þ ð1,608 (cid:2) HaÞ

kw2 ¼

1,608 (cid:2) 7,742
1 000 þ ð1,608 (cid:2) 7,742Þ

¼ 0,012

kw ¼ kw;r ¼

1
1 þ 1,85 (cid:2) 0,005 (cid:2) ð3,7086 þ 11,986Þ (cid:7) 0,01 (cid:2) 1,357 þ 0,012

¼ 0,874

CO ½wet(cid:10) ¼ CO ½dry(cid:10) (cid:2) kw ¼ 37 086 (cid:2) 0,874 ¼ 32 420 ppm

CO2 ½wet(cid:10) ¼ CO2 ½dry(cid:10) (cid:2) kw ¼ 11,986 (cid:2) 0,874 ¼ 10,478 % Vol

Table 12

CO and CO2 wet values according to different test modes

Mode

%

—

—

ppm

%

1

1,357

0,012

0,874

32 420

10,478

2

0,543

0,012

0,887

14 325

10,153

H2 dry
kw2
kw
CO wet

CO2 wet

2.2.2. HC emissions

HCmass ¼

MWHC
MWFUEL

(cid:2)

(cid:8)ð% CO2 ½wet(cid:10) (cid:7) % CO2AIRÞ þ % CO ½wet(cid:10) þ % HC ½wet(cid:10)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

Where:

MWHC ¼ MWFUEL

MWFUEL ¼ 12,011 þ (cid:4) (cid:2) 1,00794 ¼ 13,876

HCmass ¼

13,876
13,876

(cid:2)

1
ð10,478 (cid:7) 0,04 þ 3,2420 þ 1,422Þ

(cid:2) 1,422 (cid:2) 1,195 (cid:2) 1 000 ¼ 112,520 g=h

C 145 E/52

EN

Official Journal of the European Communities

18.6.2002

Table 13

HC emissions (g/h) according to test modes

Mode

HCmass

1

112,520

2

9,119

2.2.3. NOx emissions

The factor KH for the correction of the NOx emissions is equal to 1 for two-stroke engines:
NOxmass ¼ MWNOx
MWFUEL

(cid:9) (cid:2) % conc (cid:2) KH (cid:2) GFUEL (cid:2) 1 000

1
ð% CO2 ½wet(cid:10)(cid:7)% CO2AIRÞþ% CO ½wet(cid:10)þ% HC ½wet(cid:10)

(cid:2)

(cid:8)

NOxmass ¼

46,01
13,876

(cid:2)

1
ð10,478 (cid:7) 0,04 þ 3,2420 þ 1,422Þ

(cid:2) 0,0183 (cid:2) 1 (cid:2) 1,195 (cid:2) 1 000 ¼ 4,800 g=h

Table 14

NOx emissions (g/h) according to test modes

Mode

NOxmass

1

4,800

2

0,034

2.2.4.

CO emissions

COmass ¼

MWCO
MWFUEL

(cid:2)

(cid:8)ð% CO2 ½wet(cid:10) (cid:7) % CO2AIRÞ þ % CO ½wet(cid:10) þ % HC ½wet(cid:10)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

COmass ¼

28,01
13,876

(cid:2)

1
ð10,478 (cid:7) 0,04 þ 3,2420 þ 1,422Þ

(cid:2) 3,2420 (cid:2) 1,195 (cid:2) 1 000 ¼ 517,851 g=h

Table 15

CO emissions (g/h) according to test modes

Mode

1

2

COmass

517,851

20,007

2.2.5.

CO2 emissions

CO2mass ¼

MWCO
MWFUEL

(cid:2)

(cid:8)ð% CO2 ½wet(cid:10) (cid:7) % CO2AIRÞ þ % CO ½wet(cid:10) þ % HC ½wet(cid:10)(cid:9) (cid:2) % conc (cid:2) GFUEL (cid:2) 1 000

1

CO2mass ¼

44,01
13,876

(cid:2)

1
ð10,478 (cid:7) 0,04 þ 3,2420 þ 1,422Þ

(cid:2) 10,478 (cid:2) 1,195 (cid:2) 1 000 ¼ 2 629,658 g=h

Table 16

CO2 emissions (g/h) according to test modes

Mode

1

2

CO2mass

2 629,658

222,799

2.2.6.

Specific emissions

The specific emission (g/kWh) shall be calculated for all

individual components in the following way:

Xn

ðGasmassi (cid:2) WFiÞ

Individual gas =

i¼1

Xn

i¼1

ðPi (cid:2) WFiÞ

18.6.2002

EN

Official Journal of the European Communities

C 145 E/53

Table 17

Emissions (g/h) and weighting factors in two test modes

Mode

HCmass
NOxmass
COmass
CO2mass
Power PII
Weighting factors WFi

g/h

g/h

g/h

g/h

kW

—

1

112,520

4,800

517,851

2 629,658

2,31

0,85

2

9,119

0,034

20,007

222,799

0

0,15

HC ¼

112,52 (cid:2) 0,85 þ 9,119 (cid:2) 0,15
2,31 (cid:2) 0,85 þ 0 (cid:2) 0,15

¼ 49,4 g=kWh

NOx ¼

4,800 (cid:2) 0,85 þ 0,034 (cid:2) 0,15
2,31 (cid:2) 0,85 þ 0 (cid:2) 0,15

¼ 2,08 g=kWh

CO ¼

517,851 (cid:2) 0,85 þ 20,007 (cid:2) 0,15
2,31 (cid:2) 0,85 þ 0 (cid:2) 0,15

¼ 225,71 g=kWh

CO2 ¼

2 629,658 (cid:2) 0,85 þ 222,799 (cid:2) 0,15
2,31 (cid:2) 0,85 þ 0 (cid:2) 0,15

¼ 1 155,4 g=kWh

2.3.

Diluted exhaust gas data from a 4-stroke SI engine

With reference to the experimental data (Table 18), calculations shall be carried out first for mode No 1
and then extended to other test modes using the same procedure.

Table 18

Experimental data of a 4-stroke SI engine

2

3

4

5

6

3 060

3 060

3 060

3 060

2 100

Mode

Engine speed

Power

Load percent

Weighting factors

Barometric pressure

Intake air
temperature (1)

Intake air relative
humidity (1)

Intake air absolute
humidity (1)

CO dry

NOx wet
HC wet

1

3 060

13,15

100

0,090

980

min-1

kW

%

—

kPa

°C

%

9,81

75

0,200

980

6,52

50

0,290

980

3,25

25

0,300

980

25,3

25,1

24,5

23,7

19,8

19,8

20,6

21,5

GH20/kgair
ppm

ppm

ppm C1

4,08

3 681

85,4

91

4,03

3 465

49,2

92

4,05

2 541

24,3

77

4,03

2 365

5,8

78

1,28

10

0,070

980

23,5

21,9

4,05

3 086

2,9

119

0

0

0,050

980

22,6

23,2

4,06

1 817

1,2

186

CO2 dry
CO dry (background)

NOx wet (background)
HC wet (background)

% Vol.

1,038

0,814

0,649

0,457

0,330

0,208

ppm

ppm

ppm C1

3

0,1

6

3

0,1

6

3

0,1

5

2

0,1

6

2

0,1

6

3

0,1

4

CO2 dry (background) % Vol.

0,042

0,041

0,041

0,040

0,040

0,040

C 145 E/54

EN

Official Journal of the European Communities

18.6.2002

Mode

1

2

3

4

5

6

Dil. exh. gas mass flow
GTOTW
Fuel H/C ratio α

Fuel O/C ratio β

kg/h

625,722

627,171

623,549

630,792

627,895

561,267

—

1,85

0

1,85

0

1,85

0

1,85

0

1,85

0

1,85

0

(1) Dilution air conditions equal to intake air conditions.

2.3.1. Dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a
wet basis.

For the diluted exhaust gas:

kw ¼ kw;e;2 ¼

8
>>>:

ð1 (cid:7) kw1Þ

1 þ

(cid:4) (cid:2) % CO2 ½dry(cid:10)
200

9
>>>;

Where:

kw1 ¼

8
>>:

1,608 (cid:2) ½Hd (cid:2) ð1 (cid:7) 1=DFÞ þ Ha (cid:2) ð1=DFÞ(cid:10)
1 000 þ 1,608 (cid:2) ½Hd (cid:2) ð1 (cid:7) 1=DFÞ þ Ha (cid:2) ð1=DFÞ(cid:10)

9
>>;

DF =

13,4
% concCO2 þ ðppm concCO þ ppm concHCÞ (cid:2) 10(cid:7)4

DF =

1,038 þ ð3 681 þ 91Þ (cid:2) 10(cid:7)4 ¼ 9,465

13,4

kw1 ¼

8
>>:

1,608 (cid:2) ½4,08 (cid:2) ð1 (cid:7) 1=9,465Þ þ 4,08 (cid:2) ð1=9,465Þ(cid:10)
1 000 þ 1,608 (cid:2) ½4,08 (cid:2) ð1 (cid:7) 1=9,465Þ þ 4,08 (cid:2) ð1=9,465Þ(cid:10)

9
>>; ¼ 0,007

kw ¼ kw;e;2 ¼

8
>>>:

ð1 (cid:7) 0,007Þ
1,85 (cid:2) 1,038
200

1 þ

9
>>>;

¼ 0,984

CO ½wet(cid:10) ¼ CO ½dry(cid:10) (cid:2) kw ¼ 3 681 (cid:2) 0,984 ¼ 3 623 ppm

CO2½wet(cid:10) ¼ CO2 ½dry(cid:10) (cid:2) kw ¼ 1,038 (cid:2) 0,984 ¼ 1,0219 %

CO and CO2 wet values for the diluted exhaust gas according to test modes

Table 19

Mode

1

9,465

0,007

0,984

3 623

2

3

4

5

6

11,454

14,707

19,100

20,612

32,788

0,006

0,986

3 417

0,006

0,988

2 510

0,006

0,989

2 340

0,006

0,991

3 057

0,006

0,992

1 802

1,0219

0,8028

0,6412

0,4524

0,3264

0,2066

—

—

—

ppm

%

DF

kw1
kw
CO wet

CO2 wet

For the dilution air:

kw;d ¼ 1 (cid:7) kw1

Where the factor kw1 is the same as that already calculated for the diluted exhaust gas.
kw;d ¼ 1 (cid:7) 0,007 ¼ 0,993
CO ½wet(cid:10) ¼ CO ½dry(cid:10) (cid:2) kw ¼ 3 (cid:2) 0,993 ¼ 3 ppm

CO2 ½wet(cid:10) ¼ CO2 ½dry(cid:10) (cid:2) kw ¼ 0,042 (cid:2) 0,993 ¼ 0,0421 % Vol

18.6.2002

EN

Official Journal of the European Communities

C 145 E/55

Table 20

CO and CO2 wet values for the dilution air according to test modes

Mode

1

0,007

0,993

3

2

0,006

0,994

3

3

0,006

0,994

3

4

0,006

0,994

2

5

0,006

0,994

2

6

0,006

0,994

3

0,0421

0,0405

0,0403

0,0398

0,0394

0,0401

—

—

ppm

%

Kw1
Kw
CO wet

CO2 wet

2.3.2. HC emissions

HCmass ¼ u (cid:2) concc (cid:2) GTOTW

Where:

u = 0,000478 from Table 2

concc ¼ conc (cid:7) concd (cid:2) ð1 (cid:7) 1=DFÞ
concc ¼ 91 (cid:7) 6 (cid:2) ð1 (cid:7) 1=9,465Þ ¼ 86 ppm
HCmass ¼ 0,000478 (cid:2) 86 (cid:2) 625,722 ¼ 25,666 g=h

Table 21

HC emissions (g/h) according to test modes

Mode

1

2

3

4

5

6

HCmass

25,666

25,993

21,607

21,850

34,074

48,963

2.3.3. NOx emissions

The factor KH for the correction of the NOx emissions shall be calculated from:
KH ¼ 0,6272 þ 44,030 (cid:2) 10(cid:7)3 (cid:2) Ha (cid:7) 0,862 (cid:2) 10(cid:7)3 (cid:2) H2
a
KH ¼ 0,6272 þ 44,030 (cid:2) 10(cid:7)3 (cid:2) 4,08 (cid:7) 0,862 (cid:2) 10(cid:7)3 (cid:2) ð4,08Þ2 ¼ 0,79

Table 22

Humidity correction factor KH of NOx emissions according to test modes

Mode

1

2

3

4

5

6

KH

0,793

0,791

0,791

0,790

0,791

0,792

NOxmass ¼ u (cid:2) concc (cid:2) KH (cid:2) GTOTW

Where:

u = 0,001587 from Table 2
concc ¼ conc (cid:7) concd (cid:2) ð1 (cid:7) 1=DFÞ
concc ¼ 85 (cid:7) 0 (cid:2) ð1 (cid:7) 1=9,465Þ ¼ 85 ppm
NOxmass ¼ 0,001587 (cid:2) 85 (cid:2) 0,79 (cid:2) 625,722 ¼ 67,168 g=h

Table 23

NOx emissions (g/h) according to test modes

Mode

1

2

3

4

5

6

NOxmass

67,168

38,721

19,012

4,621

2,319

0,811

C 145 E/56

EN

Official Journal of the European Communities

18.6.2002

2.3.4.

CO2 emissions

COmass ¼ u (cid:2) concc (cid:2) GTOTW

Where:

u = 0,000966 from Table 2

concc ¼ conc (cid:7) concd (cid:2) ð1 (cid:7) 1=DFÞ
concc ¼ 3 622 (cid:7) 3 (cid:2) ð1 (cid:7) 1=9,465Þ ¼ 3 620 ppm
COmass ¼ 0,000966 (cid:2) 3 620 (cid:2) 625,722 ¼ 2 188,001 g=h

Table 24

CO emissions (g/h) according to test modes

Mode

1

2

3

4

5

6

COmass

2 188,001

2 068,760

1 510,187

1 424,792

1 853,109

975,435

2.3.5.

CO2 emissions

CO2mass ¼ u (cid:2) concc (cid:2) GTOTW

Where:

u = 15,19 from Table 2

concc ¼ conc (cid:7) concd (cid:2) ð1 (cid:7) 1=DFÞ
concc ¼ 1,0219 (cid:7) 0,0421 (cid:2) ð1 (cid:7) 1=9,465Þ ¼ 0,9842 % Vol
CO2mass ¼ 15,19 (cid:2) 0,9842 (cid:2) 625,722 ¼ 9 354,488 g=h

Table 25

CO2 emissions (g/h) according to different test modes

Mode

1

2

3

4

5

6

CO2mass

9 354,488

7 295,794

5 717,531

3 973,503

2 756,113

1 430,229

2.3.6.

Specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

Xn

ðGasmassi (cid:2) WFiÞ

Individual gas =

i¼1

Xn

ðPi (cid:2) WFiÞ

i¼1

Table 26

Emissions (g/h) and weighting factors according to different test modes

Mode

1

2

3

4

5

6

HCmass
NOxmass
COmass
CO2mass
Power Pi
Weighting factors
WFI

g/h

g/h

g/h

g/h

kW

—

25,666

67,168

25,993

38,721

21,607

19,012

21,850

4,621

34,074

2,319

48,963

0,811

2 188,001 2 068,760 1 510,187 1 424,792 1 853,109

975,435

9 354,488 7 295,794 5 717,531 3 973,503 2 756,113 1 430,229

13,15

9,81

6,52

3,25

1,28

0

0,090

0,200

0,290

0,300

0,070

0,050

18.6.2002

EN

Official Journal of the European Communities

C 145 E/57

HC ¼ 25,666(cid:2)0,090þ25,993(cid:2)0,200þ21,607(cid:2)0,290þ21,850(cid:2)0,300þ34,074(cid:2)0,070þ48,963(cid:2)0,050

13,15(cid:2)0,090þ9,81(cid:2)0,200þ6,52(cid:2)0,290þ3,25(cid:2)0,300þ1,28(cid:2)0,070þ0(cid:2)0,050

¼ 4,12 g=kWh

NOx ¼ 67,168(cid:2)0,090þ38,721(cid:2)0,200þ19,012(cid:2)0,290þ4,621(cid:2)0,300þ2,319(cid:2)0,070þ0,811(cid:2)0,050

13,15(cid:2)0,090þ9,81(cid:2)0,200þ6,52(cid:2)0,290þ3,25(cid:2)0,300þ1,28(cid:2)0,070þ0(cid:2)0,050

¼ 3,42 g=kWh

CO ¼ 2 188,001(cid:2)0,09þ2 068,760(cid:2)0,2þ1 510,187(cid:2)0,29þ1 424,792(cid:2)0,3þ1 853,109(cid:2)0,07þ975,435(cid:2)0,05

13,15(cid:2)0,090þ9,81(cid:2)0,200þ6,52(cid:2)0,290þ3,25(cid:2)0,300þ1,28(cid:2)0,070þ0(cid:2)0,050

¼ 271,15 g=kWh

CO2 ¼ 9 354,488(cid:2)0,09þ7 295,794(cid:2)0,2þ5 717,531(cid:2)0,29þ3 973,503(cid:2)0,3þ2 756,113(cid:2)0,07þ1 430,229(cid:2)0,05

13,15(cid:2)0,090þ9,81(cid:2)0,200þ6,52(cid:2)0,290þ3,25(cid:2)0,300þ1,28(cid:2)0,070þ0(cid:2)0,050

¼ 887,53 g=kWh

Appendix 4

1.

COMPLIANCE WITH EMISSION STANDARDS

This appendix shall apply to SI engines Stage II only.

1.1.

1.2.

The exhaust emission standards for Stage 2 engines in Annex I 4.2 apply to the emissions of the engines
for their emission durability period EDP as determined in accordance with this Appendix.

For all Stage II engines, if, when properly tested according to the procedures in this Directive, all test
engines representing an engine family have emissions which, when adjusted by multiplication by the
deterioration factor (DF) laid down in this Appendix, are less than or equal to each Stage II emission
standard (family emission limit (FEL), where applicable) for a given engine class, that family shall be
considered to comply with the emission standards for that engine class. If any test engine representing
an engine family has emissions which, when adjusted by multiplication by the deterioration factor laid
down in this Appendix, are greater than any single emission standard (FEL, where applicable) for a given
engine class, that family shall be considered not to comply with the emission standards for that engine
class.

1.3.

Small volume engine manufacturers may, optionally, take deterioration factors for HC + NOx and CO from
Tables 1 or 2 in this section, or they may calculate deterioration factors for HC + NOx and CO according to
the process described in Section 1.3.1. For technologies not covered by Tables 1 and 2 in this section, the
manufacturer must use the process described in Section 1.4 in this Appendix.

Table 1

Handheld engine HC + NOx and CO assigned deterioration factors for small volume manufacturer

2-stroke engines

4-stroke engines

Engine class

HC + NOx

SH:1

SH:2

SH:3

1,1

1,1

1,1

CO

1,1

1,1

1,1

HC + NOx

1,5

1,5

1,5

Table 2

CO

1,1

1,1

1,1

Engines with aftertreatment

DFs must be calculated
using
in
Section 1.3.1

formula

the

Non-handheld engine HC + NOx and CO assigned deterioration factors for small volume manufacturers

Side valve engines

Overhead valve engines

Engine Class

HC + NOx

SN:1

SN:2

SN:3

SN:4

2,1

2,1

2,1

1,6

CO

1,1

1,1

1,1

1,1

HC + NOx

1,5

1,5

1,5

1,4

CO

1,1

1,1

1,1

1,1

1.3.1.

Formula for calculating deterioration factors for engines with aftertreatment:

DF ¼ ½ðNE (cid:11) EDFÞ (cid:7) ðCC (cid:11) FÞ(cid:10)=ðNE (cid:7) CCÞ

Engines with aftertreatment

DFs must be calculated
using
in
Section 1.3.1

formula

the

C 145 E/58

EN

Official Journal of the European Communities

18.6.2002

Where:

DF

= deterioration factor

NE

= new engine emission levels prior to the catalyst (g/kWh)

EDF

= deterioration factor for engines without catalyst as shown in Table 1

CC

= amount converted at 0 hours in g/kWh

F

F

= 0,8 for HC and 0,0 for NOx for all classes of engines

= 0,8 for CO for all classes of engines

1.4.

Manufacturers shall obtain an assigned DF or calculate a DF, as appropriate, for each regulated pollutant for
all Stage 2 engine families. Such DFs shall be used for type-approval and production line testing.

1.4.1.

For engines not using assigned DFs from Tables 1 or 2 of this section, DFs shall be determined as follow.

1.4.1.1. On at least one test engine representing the configuration chosen to be the most likely to exceed HC + NOx
emission standards, (FELs where applicable), and constructed to be representative of production engines,
conduct (full) test procedure emission testing as described in this Directive after the number of hours
representing stabilised emissions.

1.4.1.2. If more than one engine is tested, average the results and round to the same number of decimal places

contained in the applicable standard, expressed to one additional significant figure.

1.4.1.3. Conduct such emission testing again following ageing of the engine. The ageing procedure should be
designed to allow the manufacturer to appropriately predict the in-use emission deterioration expected over
the durability period of the engine, taking into account the type of wear and other deterioration mech-
anisms expected under typical consumer use which could affect emissions performance. If more than one
engine is tested, average the results and round to the same number of decimal places contained in the
applicable standard, expressed to one additional significant figure.

1.4.1.4. Divide the emissions at the end of the durability period (average emissions, if applicable) for each regulated
pollutant by the stabilised emissions (average emissions, if applicable) and round to two significant figures.
The resulting number shall be the DF, unless it is less than 1,00, in which case the DF shall be 1,0.

1.4.1.5. At the manufacturer's option additional emission test points can be scheduled between the stabilised
emission test point and the emission durability period.
the test
points must be evenly spaced over the EDP (plus or minus two hours) and one such test point shall be
at one-half of full EDP (plus or minus two hours).

intermediate tests are scheduled,

If

For each pollutant HC + NOx and CO, a straight line must be fitted to the data points treating the initial
test as occurring at hour zero, and using the method of least-squares. The deterioration factor is the
calculated emissions at the end of the durability period divided by the calculated emissions at zero hours.

1.4.1.6. Calculated deterioration factors may cover families in addition to the one on which they were generated if
the manufacturer submits a justification acceptable to the national type-approval authority in advance of
type-approval that the affected engine families can be reasonably expected to have similar emission
deterioration characteristic based on the design and technology used.

A non-exclusive list of design and technology groupings is given below:

— conventional 2-stroke engines without aftertreatment system

— conventional 2-stroke engines with a ceramic catalyst of the same active material and loading, and the

same number of cells per cm2

— conventional 2-stroke engines with a metallic catalyst of the same active material and loading, same

substrate and the same number of cells per cm2

— 2-stroke engines provided with a stratified scavenging system

18.6.2002

EN

Official Journal of the European Communities

C 145 E/59

— 4-stroke engines with catalyst (defined as above) with same valve technology and identical lubrication

system

— 4-stroke engines without catalyst with the same valve technology and identical

lubrication system.

2.

EMISSION DURABILITY PERIODS FOR STAGE 2 ENGINES

2.1.

Manufacturers shall declare the applicable EDP category for each engine family at the time of type-
approval. Such category shall be the category which most closely approximates the expected useful lives
of the equipment into which the engines are expected to be installed as determined by the engine manu-
facturer. Manufacturers shall retain data appropriate to support their choice of EDP category for each
engine family. Such data shall be supplied to the approval authority on request.

2.1.1.

For handheld engines: manufacturers shall select a EDP category from Table 1.

Table 1

EDP categories for handheld engines (hours)

Category

Class SH:1

Class SH:2

Class SH:3

1

50

50

50

2

125

125

125

2.1.2.

For non-handheld engines: manufacturers shall select an EDP category from Table 2.

Table 2

EDP categories for non-handheld engines (hours)

Category

Class SN:1

Class SN:2

Class SN:3

Class SN:4

1

50

125

125

250

2

125

250

250

500

3

300

300

300

3

300

500

500

1 000

2.1.3.

The manufacturer must satisfy the approval authority that the declared useful life is appropriate. Data to
support a manufacturer's choice of EDP category, for a given engine family, may include but are not
limited to:

— surveys of the life spans of the equipment in which the subject engines are installed,

— engineering evaluations of field aged engines to ascertain when engine performance deteriorates to the
point where usefulness and/or reliability is impacted to a degree sufficient to necessitate overhaul or
replacement,

— warranty statements and warranty periods,

— marketing materials regarding engine life,

— failure reports from engine customers, and

— engineering evaluations of the durability, in hours, of specific engine technologies, engine materials or

engine designs.’

C 145 E/60

EN

Official Journal of the European Communities

18.6.2002

5. Annex IV shall become Annex V and shall be amended as follows:

The current headings shall be replaced by the following:

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

NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI ENGINES (1)’.

In the table in the line on ‘Neutralisation’ the word ‘Minimum’
‘Maximum’. The following new table and new footnotes shall be added:

in column 2 shall be replaced by the word

‘NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR SI ENGINES

Note: The fuel for 2-stroke engines is a blend of lubricant oil and the petrol specified below. The fuel/oil mixture
ratio must be the ratio which is recommended by the manufacturer as specified in Annex IV, Section 2.7.

Parameter

Unit

Limits (1)

Minimum

Maximum

Test Method

Publication

Research octane number, RON

Motor octane number, MON

Density at 15 °C

Reid vapour pressure

Distillation

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 stability (2)

Oxygen content

Existent gum

Sulphur content

Copper corrosion at 50 °C

Lead content

Phosphorus content

kg/m3

kPa

°C

% v/v

% v/v

°C

%

% v/v

% v/v

% v/v

% v/v

min

% m/m

mg/ml

mg/kg

g/l

g/l

95,0

85,0

748

56,0

24

49,0

81,0

190

—

—

28,0

—

—

report

480

—

—

—

—

—

—

—

—

762

60,0

40

57,0

87,0

215

2

10

40,0

1,0

balance

report

—

2,3

0,04

100

1

0,005

0,0013

EN 25164

EN 25163

ISO 3675

EN 12

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

ASTM D 1319

ASTM D 1319

EN 12177

ASTM D 1319

EN-ISO 7536

EN 1601

EN-ISO 6246

EN-ISO 14596

EN-ISO 2160

EN 237

ASTM D 3231

1993

1993

1995

1993

1988

1988

1988

1988

1988

1995

1995

1998

1995

1996

1997

1997

1998

1995

1996

1994

(1) 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 to clarify the question as to whether a fuel
meets the requirements of the specifications, the terms of ISO 4259 should be applied.

(2) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but

detergent/dispersive additives and solvent oils must not be added.’

18.6.2002

EN

Official Journal of the European Communities

C 145 E/61

6. Annex V shall become Annex VI.

7. Annex VI shall become Annex VII and shall be amended as follows:

(a) Appendix 1 shall be amended as follows:

— The heading shall be replaced by the following:

‘Appendix 1

TEST RESULTS FOR COMPRESSION IGNITION ENGINES,’

— Section 1.3.2 shall be replaced by the following:

— Section 1.4.2. shall be replaced by the following:

C 145 E/62

EN

Official Journal of the European Communities

18.6.2002

— Section 1.5 shall be amended as follows:

(b) The following Appendix shall be added:

18.6.2002

EN

Official Journal of the European Communities

C 145 E/63

(c) The following Appendix 3 shall be added:

‘Appendix 3

EQUIPMENT AND AUXILIARIES TO BE INSTALLED FOR THE TEST TO DETERMINE ENGINE
POWER

Number

Equipment and auxiliaries

Fitted for emission test

1

Inlet system

Inlet manifold

Yes, standard production equipment

Crankcase emission control system

Yes, standard production equipment

for dual

induction inlet

Control devices
manifold system

Air flow meter

Yes, standard production equipment

Yes, standard production equipment

Air inlet duct work

Air filter

Inlet silencer

Speed-limiting device

Yes (a)

Yes (a)

Yes (a)

Yes (a)

C 145 E/64

EN

Official Journal of the European Communities

18.6.2002

Number

Equipment and auxiliaries

Fitted for emission test

2

3

4

5

Induction-heating device of inlet manifold

Yes,
standard
possible to be set
condition

production

in the most

equipment.

If
favourable

Exhaust system

Exhaust purifier

Exhaust manifold

Connecting pipes

Silencer

Tail pipe

Exhaust brake

Yes, standard production equipment

Yes, standard production equipment

Yes (b)

Yes (b)

Yes (b)

No (c)

Pressure charging device

Yes, standard production equipment

Fuel supply pump

Yes, standard production equipment (d)

Carburation equipment

Carburettor

Yes, standard production equipment

Electronic control system, air flow meter,
etc.

Yes, standard production equipment

Equipment for gas engines

Pressure reducer

Evaporator

Mixer

Yes, standard production equipment

Yes, standard production equipment

Yes, standard production equipment

6

Fuel injection equipment (petrol and diesel)

Prefilter

Filter

Pump

High-pressure pipe

Injector

Air inlet valve

standard

Yes,
equipment

standard

Yes,
equipment

production

or

test

bed

production

or

test

bed

Yes, standard production equipment

Yes, standard production equipment

Yes, standard production equipment

Yes, standard production equipment (e)

Electronic control system, air flow meter,
etc.

Yes, standard production equipment

Governor/control system

Yes, standard production equipment

Automatic full-load stop for the control rack
depending on atmospheric conditions

Yes, standard production equipment

7

Liquid-cooling equipment

Radiator

Fan

Fan cowl

Water pump

Thermostat

No

No

No

Yes, standard production equipment (f)

Yes, standard production equipment (g)

8

Air cooling

Cowl

Fan or blower

Temperature-regulating device

No (h)

No (h)

No

18.6.2002

EN

Official Journal of the European Communities

C 145 E/65

Number

Equipment and auxiliaries

Fitted for emission test

9

Electrical equipment

Generator

Yes, standard production equipment (i)

Spark distribution system

Yes, standard production equipment

Coil or coils

Wiring

Spark plugs

Yes, standard production equipment

Yes, standard production equipment

Yes, standard production equipment

Electronic control system including knock
sensor/spark retard system

Yes, standard production equipment

10

Pressure charging equipment

Compressor driven either directly by the
engine and/or by the exhaust gases

Charge air cooler

Yes, standard production equipment

Yes,
standard
equipment (j) (k)

production

or

test

bed

Coolant pump or fan (engine-driven)

No (h)

Coolant flow control device

Yes, standard production equipment

Auxiliary test-bed fan

Yes, if necessary

Anti-pollution device

Starting equipment

Yes, standard production equipment (l)

Test bed equipment

Lubricating oil pump

Yes, standard production equipment

11

12

13

14

(a) The complete inlet system shall be fitted as provided for the intended application:

where there is a risk of an appreciable effect on the engine power;
in the case of naturally aspirated spark ignition engines;
when the manufacturer requests that this should be done.
In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not
differ by more than 100 Pa from the upper limit specified by the manufacturer for a clean air filter.

(b) The complete exhaust system shall be fitted as provided for the intended application:

where there is a risk of an appreciable effect on the engine power;
in the case of naturally aspirated spark ignition engines;
when the manufacturer requests that this should be done.
In other cases, an equivalent system may be installed provided the pressure measured does not differ by more than 1 000 Pa
from the upper limit specified by the manufacturer.

(c) If an exhaust brake is incorporated in the engine, the throttle valve shall be fixed in the fully open position.
(d) The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure existing in the particular engine application

(particularly when a "fuel return" system is used).

(e) The air intake valve is the control valve for the pneumatic governor of the injection pump. The governor or the fuel injection

equipment may contain other devices which may affect the amount of injected fuel.

(f) The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced by an
external circuit, such that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as
those of the engine cooling system.

(g) The thermostat may be fixed in the fully open position.
(h) When the cooling fan or blower is fitted for the test, the power absorbed shall be added to the results, except for cooling
fans of air cooled engines directly fitted on the crankshaft. The fan or blower power shall be determined at the speeds used
for the test either by calculation from standard characteristics or by practical tests.

(i) Minimum power of the generator: the electrical power of the generator shall be limited to that necessary for operation of
accessories which are indispensable for engine operation. If the connection of a battery is necessary, a fully charged battery in
good condition shall be used.

(j) Charge air-cooled engines shall be tested with charge air cooling, whether liquid- or air-cooled, but if the manufacturer
prefers, a test bench system may replace the air cooler. In either case, the measurement of power at each speed shall be made
with the maximum pressure drop and the minimum temperature drop of the engine air across the charge air cooler on the
test bench system as specified by the manufacturer.

(k) These may include, for example, exhaust-gas recirculation (EGR)-system, catalytic converter, thermal reactor, secondary

air-supply system and fuel evaporation protecting system.

(l) The power for electrical or other starting systems shall be provided from the test bed.’

C 145 E/66

EN

Official Journal of the European Communities

18.6.2002

8. Annexes VII to X shall become Annexes VIII to XI.

9. The following Annex XII shall be added:

‘ANNEX XII

RECOGNITION OF ALTERNATIVE TYPE-APPROVALS

1.

The following type-approvals and, where applicable, the pertaining approval marks are recognised as being
equivalent to an approval to this Directive for engines of categories A, B and C as defined in Article 9,
Section 2;

1.1. Directive 2000/25/EC.

1.2.

Type-approvals to Directive 88/77/EEC, complying with the requirements of stage A or B regarding Article 2
and Annex I, Section 6.2.1 of Directive 88/77/EEC as amended by Directive 91/542/EEC, or UN-ECE
Regulation 49.02 series of amendments corrigenda I/2.

1.3.

Certificates of type-approvals according to UN-ECE Regulation No 96.

2.

For engines categories D, E, F and G (Stage II) as defined in Article 9, Section 3, the following type-approvals
and, where applicable, the pertaining approval marks are recognised as being equivalent to an approval to
this Directive;

2.1. Directive 2000/25/EC, Stage II approvals.

2.2.

Type-approvals to Directive 88/77/EEC as amended by Directive 99/96/EC which are in compliance with
stages A, B1, B2 or C provided for in Article 2 and Section 6.2.1 of Annex I.

2.3.

UN-ECE Regulation 49.03 series of amendments.

2.4

UN-ECE Regulation 96 stage B approvals according to paragraph 5.2.1 of the 01 series of amendments of
Regulation 96.’

18.6.2002

EN

Official Journal of the European Communities

C 145 E/67

STATEMENT OF THE COUNCIL'S REASONS

I. INTRODUCTION

1. On 19 December 2000, the Commission presented to the Council its proposal for a Directive of the
European Parliament and of the Council amending Directive 97/68/EC on the approximation of the
laws of the Member States relating to measures against the emission of gaseous and particulate
pollutants from internal combustion engines to be installed in non-road mobile machinery.

2. The European Parliament gave its opinion on 2 October 2001.

The Economic and Social Committee gave its opinion on 11 July 2001.

3. On 25 March 2002, the Council adopted its Common Position in accordance with Article 251(2) of

the Treaty.

II. OBJECTIVE

The objective of the proposal
is to extend the scope of the current Directive on emissions from
compression ignition engines to be used in non-road mobile machinery (Directive 97/68/EC) to
cover small spark ignition engines also. This will contribute to achieving ambient air quality targets
especially concerning formation of ozone.

III. ANALYSIS OF THE COMMON POSITION

1. General

The Council made a number of changes to the Commission proposal; the major change involved
the deletion of those parts of the proposal which introduced an ‘average and banking [. . .] system’
for emissions.

The Commission proposed the introduction of this system to follow the system used in the USA,
however, the Council did not feel that this Directive was the appropriate place to introduce such a
system. Therefore references to it have been deleted throughout the proposal. Without this system
some alternative form of flexibility is required to accommodate those machines which, due to lack
of current technical know-how, are unable to meet the relevant emission limits. The solution found
(detailed in new Article 14a) requires the Commission to study possible technical difficulties in
complying with the Stage II requirements for certain uses of engines and if appropriate suggest
relevant derogations for such engines. The report of the study, with appropriate proposals, must be
submitted by 31 December 2003.

Other minor changes were also made to the exemptions for small volume engine manufacturers and
some of the definitions. A technical working group studied the Annexes to the proposal and a
number of minor technical changes proposed by them were incorporated into the Annexes.

The Commission has accepted the Common Position agreed by the Council.

2. European Parliament Amendments

In its plenary vote on 2 October 2001, Parliament adopted 21 amendments to the proposal.
Seventeen of these have been incorporated, verbatim, and one (amendment 30) with a small
addition, into the Council's Common Position.

(a) The three amendments which have not been incorporated are as follows:

Amendment 29 which proposed that all chainsaws and a list of other handheld machinery should
be completely exempt from Stages I and II of the Directive was unacceptable to both Council
and Commission.

C 145 E/68

EN

Official Journal of the European Communities

18.6.2002

Amendment 22 related to the use of labelling and economic incentives to encourage early
compliance and amendment 18 proposed a new recital on economic incentives. The Council
felt that these incentives could already be provided without making explicit reference in the
proposal, which could, in fact, narrow the scope for the potential use of such incentives.

(b) The 18 amendments, which Council has incorporated into its Common Position, can be

grouped as follows:

amendments 2, 3, 6, 7, 8, 12, 15 and 17 concern the deletion of the proposed averaging and
banking system, which Council also wished to delete;

amendments 19 and 20 are clarifications to definitions in Article 2;

amendment 23 clarifies the application of the exemption for small volume engine producers;

amendments 21, 24 and 27 simplify the system of reference to type-approvals by specifying them
in an Annex;

amendment 25 requires Member States to implement the Directive by 18 months after the date
of the entry into force of the Directive;

amendment 26 introduces a new Article 2a which requires the Commission to submit a report to
Council and the European Parliament on the potential costs and benefits and feasibility of
small
reducing particulate
compression ignition engines and locomotive compression ignition engines;

from certain recreational vehicles;

emissions and emissions

amendment 28 brings forward the proposed dates for compliance with Stage II for engine classes
SH1, SH2 and SN3 to 1 August 2007 and for engine class SH3 to 1 August 2008, and

amendment 30 provides, in new Article 14a, for the flexibility mentioned above (in Section III.(1),
which is required given that
the average, banking and trading system proposed by the
Commission is deleted.
In the Common Position the proposed new Article 14a has been
slightly modified by the addition of the words ‘in particular, professional use, multipositional,
handheld engines’. The aim of this addition is to specify more clearly the type of machinery
which should be studied. The Commission also made a declaration listing the types of
machinery it is likely to study, this list includes all those machines listed in amendment 29,
which was rejected by the Council as too wide a derogation.

IV. CONCLUSIONS

The Council considers that its Common Position takes into account, almost entirely, the opinion of the
European Parliament in first reading and represents a balanced solution for the amended directive.
While ensuring the environmental benefit to be derived from the new limits, it also provides a practical
solution for those machines which cannot, for the moment, meet the requirements. The solution used,
which requires recommendations from the Commission by the end of 2003, also provides a degree of
certainty for the industry in meeting its environmental obligations.