Directive 2004/ 26/EC of the European Parliament and of the Council of 21 April 2004 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: 2004-04-21
Institutions: Council of the European Union, European Parliament
Subjects: approximation of laws, combustion gases, motor vehicle, prevention of pollution, reduction of gas emissions, technical standard

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DIRECTIVE 2004/ 26/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 

of 21 April 2004 

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 

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, 

(Text with EEA relevance) 

Having regard to the proposal from the Commission 1, 

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

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

Whereas:    

(1) 

(2) 

(3) 

(4) 

(5) 

(6) 

Directive 97/68/EC 4 implements two stages of emission limit values for compression ignition engines and calls on the 
Commission to propose a further reduction in emission limits, taking into account the global availability of techniques for 
controlling air polluting emissions from compression ignition engines and the air quality situation. 

The Auto-Oil programme  concluded that further measures are needed to improve the future air quality of the Community, 
especially as regards ozone formation and emissions of particulate matter. 

Advanced technology to reduce emissions from compression ignition engines on on-road vehicles is already available to a 
large extent and such technology should, to a large extent, be applicable to the non-road sector. 

There are still some uncertainties regarding the cost effectiveness of using after-treatment equipment to reduce emissions of 
particulate matter (PM) and of oxides of nitrogen (NOx).  A technical review should be carried out before 31 December 2007 
and, where appropriate, exemptions or delayed dates of entry into force should be considered. 

A transient test procedure is needed to cover the operational conditions used by this kind of machinery under real working 
conditions.  The test should therefore include, in an appropriate proportion, emissions from an engine that is not warmed up. 

Under randomly selected load conditions and within a defined operating range, the limit values should not be exceeded by 
more than an appropriate percentage. 

(7)  Moreover, the use of defeat devices and irrational emission control strategies should be prevented 

(8) 

(9) 

The proposed package of limit values should be aligned as far as possible on developments in the United States so as to offer 
manufacturers a global market for their engine concepts. 

Emission standards should also be applied for railway and inland waterway applications to help promote them as 
environmentally friendly modes of transport. 

(10)  Where non-road mobile machinery complies with future limit values ahead of the deadline, it should be possible to indicate

that it does so. 

1

2

3

4

OJ C 
OJ C 220, 16.9.2003, p. 16. 
Opinion of the European Parliament of  21 October 2003 (not yet published in the Official Journal).  Council Decision of 30 March 2004 (not 
yet published in the Official Journal). 
OJ L 59, 27.2.1998, p. 1.  Directive as last amended by Directive 2002/88/EC (OJ L 35, 11.2.2003, p. 28). 

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(11)  Because of the technology needed to meet the Stage III B and IV limits for PM and NOx emissions, the sulphur content of 
the fuel must be reduced from today's levels in many Member States.  A reference fuel that reflects the fuel market situation 
should be defined.  

(12)  Emission performance during the full useful life of the engines is of importance.  Durability requirements should be 

introduced to avoid deterioration of emission performance. 

(13) 

(14) 

It is necessary to introduce special arrangements for equipment manufacturers to give them time to design their products and 
to handle small series production. 

Since the objective of this Directive, namely improvement of the future air quality situation, cannot be sufficiently achieved 
by the Member States since the necessary emission limitations concerning products have to be regulated at Community level, 
the Community may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty. In 
accordance with the principle of proportionality, as set out in that Article, this Directive does not go beyond what is necessary 
in order to achieve that objective. 

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

HAVE ADOPTED THIS DIRECTIVE: 

Article 1

Directive 97/68/EC is amended as follows: 

1) 

the following indents shall be added to Article 2: 

"– 

"inland waterway vessel" shall mean a vessel intended for use on inland waterways having a length of 20 metres or 
more and having a volume of 100 m3 or more according to the formula defined in Annex I, Section 2, point 2.8a, or 
tugs or pusher craft having been built to tow or to push or to move alongside vessels of 20 metres or more, 

This definition does not include: 

– 

– 

– 

– 

– 

– 

– 

– 

– 

vessels intended for passenger transport carrying no more that 12 people in addition to the crew, 

recreational craft with a length of less than 24 metres (as defined in Article 1(2) of Directive 94/25/EC of the 
European Parliament and of the Council of 16 June 1994 on the approximation of the laws, regulations and 
administrative provisions of the Member States relating to recreational craft*), 

service craft belonging to supervisory authorities, 

fire-service vessels, 

naval vessels, 

fishing vessels on the fishing vessels register of the Community, 

sea-going vessels, including sea-going tugs and pusher craft operating or based on tidal waters or temporarily on 
inland waterways, provided that they carry a valid navigation or safety certificate as defined in Annex I, Section 2, 
point 2.8b.

"Original equipment manufacturer (OEM)" shall mean a manufacturer of a type of non-road mobile machine,

"Flexibility scheme" shall mean the procedure allowing an engine manufacturer to place on the market, during the 
period between two successive stages of limit values, a limited number of engines, to be installed in non-road mobile 
machinery, that only comply with the previous stage of emission limit values. 

__________ 
* 

OJ L 164, 30.6.1994, p. 15.  Directive as last amended by Regulation (EC) No 1882/2003 (OJ L 284, 31.10.2003, p. 
1)." 

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2) 

Article 4 shall be amended as follows: 

(a) 

The following text shall be added at the end of paragraph 2: 

"Annex VIII shall be amended in accordance with the procedure referred to in Article 15 ". 

(b) 

The following paragraph shall be added: 

Compression ignition engines for use other than in propulsion of locomotives, railcars and inland waterway 

"6. 
vessels may be placed on the market under a flexible scheme in accordance with the procedure referred to in 
Annex XIII in addition to paragraphs 1 to 5". 

3) 

In Article 6 the following paragraph shall be added: 

Compression ignition engines placed on the market under a "flexible scheme" shall be labelled in accordance with 

"5. 
Annex XIII." 

4) 

The following Article shall be inserted after Article 7: 

"Article 7a 
Inland waterway vessels 

The following provisions shall apply to engines to be installed in inland waterway vessels.  Paragraphs 2 and 3 shall 

1. 
not apply until the equivalence between the requirements established by this Directive and those established in the framework 
of the Mannheim Convention for the Navigation of the Rhine is recognised by the Central Commission of Navigation on 
Rhine (hereinafter: CCNR) and the Commission is informed thereof. 

Until 30 June 2007, Member States may not refuse the placing on the market of engines which meet the requirements 

2. 
established by CCNR stage I, the emission limit values for which are set out in Annex XIV. 

As from 1 July 2007 and until the entry into force of a further set of limit values which would result from further 

3. 
amendments to this Directive, Member States may not refuse the placing on the market of engines which meet the 
requirements established by CCNR stage II, the emission limit values for which are set out in Annex XV. 

In accordance with the procedure referred to in Article 15, Annex VII shall be adapted to integrate the additional and 

4. 
specific information which may be required as regards the type approval certificate for engines to be installed in inland 
waterway vessels. 

For the purposes of this Directive, as far as inland waterway vessels are concerned, any auxiliary engine with a power 

5. 
of more than 560 kW shall be subject to the same requirements as propulsion engines." 

(5) 

Article 8 shall be amended as follows: 

(a) 

The title shall be replaced by "Placing on the market": 

(b) 

Paragraph 1 shall be replaced by the following: 

"1.  Member States may not refuse the placing on the market of engines, whether or not already installed in 
machinery, which meet the requirements of this Directive." 

(c) 

The following paragraph shall be inserted after paragraph 2: 

"2a.  Member States shall not issue the Community Inland Water Navigation certificate established by Council 
Directive 82/714/EC of 4 October 1982 laying down technical requirements for inland waterway vessels* to any 
vessels whose engines do not meet the requirements of this Directive. 

__________ 

* 

OJ L 301, 28.10.1982, p. 1.  Directive as amended by the 2003 Act of Accession." 

 
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6) 

Article 9 shall be amended as follows: 

(a) 

The introductory phrase of paragraph 3 shall be replaced by the following: 
"Member States shall refuse to grant type-approval for an engine type or engine family and to issue the document as 
described in Annex VII and shall refuse to grant any other type-approval for non-road mobile machinery, in which an 
engine, not already placed on the market, is installed". 

(b) 

The following paragraphs shall be inserted after paragraph 3: 

"3a. 

TYPE-APPROVAL OF STAGE IIIA ENGINES (ENGINE CATEGORIES H, I, J and K) 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the 
document as described in AnnexVII, and shall refuse to grant any other type-approval for non-road mobile 
machinery in which an engine, not already placed on the market, is installed: 

– 

– 

– 

– 

H: after 30 June 2005 for engines – other than constant speed engines – of a power output: 130 kW ≤ 
P ≤ 560 kW, 

I: after 31 December 2005 for engines – other than constant speed engines – of a power output: 75 
kW ≤ P < 130 kW, 

J: after 31 December 2006 for engines – other than constant speed engines – of a power output: 37 
kW ≤ P <75 kW, 

K: after 31 December 2005 for engines – other than constant speed engines – of a power output: 19 
kW ≤ P <37 kW, 

where the engine fails to meet the requirements specified in this Directive and where the emissions of 
particulate and  gaseous pollutants from the engine do not comply with the limit values as set out in the table 
in section 4.1.2.4. of Annex I. 

3b. 

TYPE-APPROVAL OF STAGE IIIA CONSTANT SPEED ENGINES (ENGINE CATEGORIES H, I, J and 
K) 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the 
document as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile 
machinery in which an engine, not already placed on the market, is installed: 

– 

– 

– 

– 

Constant speed H engines: after 31 December 2009 for engines of a power output: 130 kW ≤ P <560 
kW, 

Constant speed I engines: after 31 December 2009 for engines of a power output: 75 kW ≤ P <130 
kW, 

Constant speed J engines: after 31 December 2010 for engines of a power output: 37 kW ≤ P < 75 
kW, 

Constant speed K engines: after 31 December 2009 for engines of a power output: 19 kW ≤ P <37 
kW, 

where the engine fails to meet the requirements specified in this Directive and where the emissions of 
particulate and gaseous pollutants from the engine do not comply with the limit values set out in the table in 
Section 4.1.2.4. of Annex I. 

3c. 

TYPE-APPROVAL OF STAGE III B ENGINES (ENGINE CATEGORIES L, M, N and P) 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as 
described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, 
not already placed on the market, is installed: 

– 

– 

L:  after 31 December 2009 for engines – other than constant speed engines – of a power output: 130 kW ≤ P ≤ 560 
kW, 

M:  after 31 December 2010 for engines – other than constant speed engines – of a power output: 75 kW ≤ P < 130 
kW, 

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– 

– 

N:  after 31 December 2010 for engines – other than constant speed engines – of a power output: 56 kW ≤ P < 75 
kW, 

P:  after 31 December 2011 for engines  – other than constant speed engines – of a power output: 37 kW ≤ P < 56 
kW, 

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous 
pollutants from the engine do not comply with the limit values set out in the table in Section 4.1.2.5. of Annex I. 

3d. 

TYPE-APPROVAL OF STAGE IV ENGINES (ENGINE CATEGORIES Q and R) 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as 
described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, 
not already placed on the market, is installed: 

– 

– 

Q:  after 31 December 2012 for engines – other than constant speed engines – of a power output: 130 kW ≤ P ≤ 560 
kW, 

R:  after 30 September 2013 for engines – other than constant speed engines –  of a power output: 56 kW ≤ P < 130 
kW, 

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous 
pollutants from the engine do not comply with the limit values set out in the table in Section 4.1.2.6. of Annex I. 

3e. 

TYPE-APPROVAL OF STAGE III A PROPULSION ENGINES USED IN INLAND WATERWAY VESSELS (ENGINE 
CATEGORIES V) 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as 
described in Annex VII: 

V1:1: after 31 December 2005 for engines of power output at or above 37 kW and swept volume below 0.9 litres per 
cylinder, 

V1:2: after 30 June 2005 for engines with swept volume at or above 0.9 but below 1.2 litres per cylinder, 

V1:3: after 30 June 2005 for engines with swept volume at or above 1.2 but below 2.5 litres per cylinder and an engine power 
output of: 37 kW ≤ P < 75 kW, 

V1:4: after 31 December 2006 for engines with swept volume at or above 2.5 but below 5 litres per cylinder,  

V2:  after 31 December 2007 for engines with swept volume at or above 5 litres per cylinder,  

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous 
pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I. 

3f. 

TYPE-APPROVAL OF STAGE III A PROPULSION ENGINES USED IN RAILCARS 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the 
document as described in Annex VII: 

– 

RC A: after 30 June 2005 for engines of power output above 130 kW 

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and 
gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of 
Annex I. 

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3g. 

TYPE-APPROVAL OF STAGE III B PROPULSION ENGINES USED IN RAILCARS 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the 
document as described in Annex VII: 

– 

RC B: after 31 December 2010 for engines of power output above 130 kW  

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and 
gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.5 of 
Annex I. 

3h. 

TYPE-APPROVAL OF STAGE III A PROPULSION ENGINES USED IN LOCOMOTIVES 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the 
document as described in Annex VII: 

– 

– 

RL A: after 31 December 2005 for engines of power output:  
130 kW ≤ P ≤ 560 kW 

RH A: after 31 December 2007 for engines of power output:  
560 kW < P 

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and 
gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of 
Annex I. The provisions of this paragraph shall not apply to the engine types and families referred to where a contract 
has been entered into to purchase the engine before .................... * and provided that the engine is placed on the 
market no later than two years after the applicable date for the relevant category of locomotives. 

_______________ 
* 

Date of entry into force of this Directive" 

3i. 

TYPE-APPROVAL OF STAGE III B PROPULSION ENGINES USED IN LOCOMOTIVES 

Member States shall refuse to grant type-approval for the following engine types or families and to issue the 
document as described in Annex VII: 

– 

R B: after 31 December 2010 for engines of power output above 130 kW 

where the engine fails to meet the requirements specified in this Directive and where the emissions of 
particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table 
in section 4.1.2.5 of Annex I. The provisions of this paragraph shall not apply to the engine types and families 
referred to where a contract has been entered into to purchase the engine before ................. * and provided 
that the engine is placed on the market no later than two years after the applicable date for the relevant 
category of locomotives. 

________________ 
* 

Date of entry into force of this Directive" 

(c) 

The title of paragraph 4 shall be replaced by the following: 

"PLACING ON THE MARKET: ENGINE PRODUCTION DATES" 

(d) 

The following paragraph shall be inserted: 

"4a.  Without prejudice to Article 7a and to Article 9 (3g) and (3h), after the dates referred to hereafter, with 

the exception of machinery and engines intended for export to third countries, Member States shall permit 
the placing on the market of engines, whether or not already installed in machinery, only if they meet the 
requirements of this Directive, and only if the engine is approved in compliance with one of the 
categories as defined in paragraphs 2 and 3. 

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Stage III A other than constant speed engines 

– 

– 

– 

category H: 31 December 2005 

category I: 31 December 2006 

category J: 31 December 2007 

– 
Stage III A 

category K: 31 December 2006  

 inland waterway vessel engines 

– 

– 

– 

– 

category V1:1: 31 December 2006 

category V1:2: 31 December 2006 

category V1:3: 31 December 2006 

category V1:4: 31 December 2008 

categories V2: 31 December 2008. 

– 
Stage III A constant speed engines  

– 

– 

– 

category H: 31 December 2010 

category I: 31 December 2010 

category J: 31 December 2011 

category K: 31 December 2010  

– 
Stage III A railcar engines 

category RC A: 31 December 2005 

– 
Stage III A locomotive engines 

– 

category RL A:31 December 2006 

category RH A:31 December 2008 

– 
Stage III B other than constant speed engines 

– 

– 

– 

category L: 31 December 2010 

category M: 31 December 2011 

category N: 31 December 2011 

category P: 31 December 2012 

– 
Stage III B railcar engines  

– 

category RC B: 31 December 2011 

Stage III B locomotive engines  

– 

category R B: 31 December 2011 

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Stage IV other than constant speed engines 

– 

category Q: 31 December 2013  

category R: 30 September 2014 

– 
For each category, the above requirements shall be postponed by two years in respect of engines with 
a production date prior to the said date. 

The permission granted for one stage of emission limit values shall be terminated with effect from the 
mandatory implementation of the next stage of limit values." 

(e) 

 The following paragraph shall be added: 

"4b. 

Labelling to indicate early compliance with the standards of stages IIIA, IIIB and IV 

For engine types or engine families meeting the limit values set out in the table in section 4.1.2.4, 4.1.2.5 and 
4.1.2.6 of Annex I before the dates laid down in paragraph 4 of this Article, Member States shall allow special 
labelling and marking to show that the equipment concerned meets the required limit values before the dates laid 
down." 

(7) 

Article 10 shall be amended as follows: 

(a) 

Paragraphs 1 and 1a shall be replaced by the following: 

"1. 

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

engines for use in machines intended primarily for the launch and recovery of lifeboats, 

engines for use in machines intended primarily for the launch and recovery of beach launched vessels. 

1a.  Without prejudice to Article 7a and to Article 9(3g) and (3h), replacement engines, except for railcar, 

locomotive and inland waterway vessel propulsion engines, 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." 

(b) 

The following paragraphs shall be added: 

Engines may be placed on the market under a "flexible scheme" in accordance with the provisions in Annex 

"5. 
XIII. 

6. 

Paragraph 2 shall not apply to propulsion engines to be installed in inland waterway vessels. 

Member States shall permit the placing on the market of engines, as defined under A(i) and A(ii) of Annex I, 

7. 
under the "flexibility scheme" in accordance with the provisions in Annex XIII." 

8)

The Annexes shall be amended as follows: 

(a) 

Annexes I, III, V, VII and XII shall be amended in accordance with Annex I to this Directive; 

(b) 

Annex VI shall be replaced by the text in Annex II to this Directive; 

(c) 

A new Annex XIII as set out in Annex III to this Directive shall be added; 

(d) 

A new Annex XIV as set out in Annex IV to this Directive shall be added; 

(e) 

A new Annex XV as set out in Annex IV to this Directive shall be added; 

and the list of the existing Annexes shall be amended acordingly. 

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The Commission shall, not later than 31 December 2007: 

Article 2

(a) 

re-assess its non-road emission inventory estimates and specifically examine potential cross-checks and correction factors;

(b) 

(c) 

(d) 

consider the available technology, including the cost/benefits, with a view to confirming Stage III B and IV limit values and 
evaluating the possible need for additional flexibilities, exemptions or later introduction dates for certain types of equipment 
or engines and taking into account engines installed in non-road mobile machinery used in seasonal applications; 

evaluate the application of test cycles for engines in railcars and locomotives and, in the case of engines in locomotives, the 
cost and benefits of a further reduction of emission limit values in view of the application of NOx after-treatment technology;

consider the need to introduce a further set of limit values for engines to be used in inland waterway vessels taking into 
account in particular the technical and economic feasibility of secondary abatement options in this application; 

(e) 

consider the need to introduce emission limit values for engines below 19 kW and above 560 kW; 

(f) 

consider the availability of fuels required by the technologies used to meet the Stage IIIB and IV standards levels; 

(g) 

consider the engine operating conditions under which the maximum permissible percentages by which the emission limit 
values laid down in Section 4.1.2.5 and 4.1.2.6 of Annex I may be exceeded and present proposals as appropriate to 
technically adapt the Directive in accordance with the procedure referred to in Article 15 of Directive 97/68/EC; 

(h) 

assess the need for a system for "in-use compliance" and examine possible options for its implementation; 

(i) 

consider detailed rules to prevent "cycle beating" and cycle by-pass; 

and submit, where appropriate, proposals to the European Parliament and the Council. 

Article 3

Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this 

1. 
Directive by.......................... *.  They shall forthwith inform the Commission thereof. 

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

Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the 

2. 
field covered by this Directive. 

Article 4

Member States shall determine the sanctions applicable to breaches of the national provisions adopted pursuant to this Directive and 
shall take all necessary measures for their implementation.  The sanctions determined must be effective, proportionate and dissuasive. 
Member States shall notify these provisions to the Commission by.................. *, and shall notify any subsequent modifications 
thereof as soon as possible. 

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

Article 5

*

*

12 months after the entry into force of this Directive. 
12 months after the entry into force of this Directive. 

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This Directive is addressed to the Member States. 

Done at Strasbourg, 21 April 2004 

For the European Parliament 

The President 

    P. COX 

Article 6

For the Council 

The President 

    D. ROCHE 

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ANNEX I 

1. 

ANNEX I SHALL BE AMENDED AS FOLLOWS: 

1) 

SECTION 1 SHALL BE AMENDED AS FOLLOWS: 

(a) 

Point A shall be replaced by the following: 

"A. 

intended and suited, to move, or to be moved with or without road, and with  

(i) 

or 

(ii) 

or 

(iii) 

or 

(iv) 

or 

(v) 

a C.I. engine having a net power in accordance with section 2.4 that is higher than or equal to 19 kW 
but not more than 560 kW and that is operated under intermittent speed rather than a single constant 
speed; 

a C.I. engine having a net power in accordance with section 2.4 that is higher than or equal to 19 kW 
but not more than 560 kW and that is operated under constant speed.  Limits only apply from 
31 December 2006; 

a petrol fuelled S.I. engine having a net power in accordance with section 2.4 of not more than 19 
kW; 

engines designed for the propulsion of railcars, which are self propelled on-track vehicles specifically 
designed to carry goods and/or passengers; 

engines designed for the propulsion of locomotives which are self-propelled pieces of on-track 
equipment designed for moving or propelling cars that are designed to carry freight, passengers and 
other equipment, but which themselves are not designed or intended to carry freight, passengers 
(other than those operating the locomotive) or other equipment.  Any auxiliary engine or engine 
intended to power equipment designed to perform maintenance or construction work on the tracks is 
not classified under this paragraph but under A(i)."; 

(b) 

Point B shall be replaced by the following: 

""B. Ships, except vessels intended for use on inland waterways"; 

(c) 

 Point C shall be deleted 

2) 

Section 2  shall be amended as follows: 

(a) 

The following shall be inserted: 

"2.8a: 

volume of 100m3 or more with regard to a vessel intended for use on inland waterways means its 
volume calculated on the formula LxBxT, "L" being the maximum length of the hull, excluding 
rudder and bowsprit, "B" being the maximum breadth of the hull in metres, measured to the outer 
edge of the shell plating (excluding paddle wheels, rubbing strakes, etc.) and "T" being the vertical 
distance between the lowest moulded point of the hull or the keel and the maximum draught line. 

2.8b: 

valid navigation or safety certificate shall mean: 

(a) 

a certificate proving conformity with the 1974 International Convention for the Safety of Life 
at Sea (SOLAS), as amended, or equivalent, or 

(b) 

a certificate proving conformity with the 1966 International Convention on Load Lines, as 
amended, or equivalent, and an IOPP certificate proving conformity with the 1973 
International Convention for the Prevention of Pollution from Ships (MARPOL), as amended. 

 
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2.8c:  

2.8d: 

Defeat device shall mean a device which measures, senses or responds to operating variables for the 
purpose of activating, modulating, delaying or deactivating the operation of any component or 
function of the emission control system such that the effectiveness of the control system is reduced 
under conditions encountered during the normal non-road mobile machinery use unless the use of 
such a device is substantially included in the applied emission test certification procedure. 

Irrational control strategy shall mean any strategy or measure that, when the non-road mobile 
machinery is operated under normal conditions of use, reduces the effectiveness of the emission 
control system to a level below that expected in  the applicable emission test procedures." 

(b) 

The following section  shall be inserted: 

"2.17 

test cycle shall mean a sequence of test points, each with a defined speed and torque, to be followed 
by the engine under steady state (NRSC test) or transient operating conditions (NRTC test);" 

(c) 

Current Section 2.17 shall be renumbered 2.18 and be replaced by the following: 

"2.18. 

Symbols and abbreviations 

2.18.1. 

Symbols for test parameters 

Symbol 

  Unit 

  Term 

A/Fst
AP
AT
Aver 

C1 

Cd

Conc 

Concc 

Concd 

Conce 

d 

DF 

fa
GAIRD
GAIRW
GDILW
GEDFW
GEXHW
GFUEL
GSE
GT 
GTOTW
Ha
Hd
HREF

- 

m² 

m² 

m3/h 
kg/h 

- 

- 

ppm 
Vol% 

ppm 
Vol% 

ppm 
Vol% 
ppm 
Vol% 

m 

- 

- 

kg/h 

kg/h 

kg/h 

kg/h 

kg/h 

kg/h 

kg/h 

Stoichiometric air/fuel ratio 

Cross sectional area of the isokinetic sampling probe 

Cross sectional area of the exhaust pipe 

Weighted average values for: 
– volume flow 
– mass flow 

Carbon 1 equivalent hydrocarbon 

Discharge coefficient of the SSV 

Concentration (with suffix of the component nominating) 

Background corrected concentration 

Concentration of the pollutant measured in the dilution air  

Concentration of the pollutant measured in the diluted exhaust gas 

Diameter 

Dilution factor 

Laboratory atmospheric factor 

Intake air mass flow rate on dry basis 

Intake air mass flow rate on wet basis 

Dilution air mass flow rate on wet basis 

Equivalent diluted exhaust gas mass flow rate on wet basis 

Exhaust gas mass flow rate on wet basis 

Fuel mass flow rate 

Sampled exhaust mass flow rate 

cm3/min  Tracer gas flow rate 

kg/h 

g/kg 

g/kg 

g/kg 

Diluted exhaust gas mass flow rate on wet basis 

Absolute humidity of the intake air 

Absolute humidity of the dilution air 

Reference value of absolute humidity (10,71 g/kg) 

 
 
30.4.2004

EN 

Official Journal of the European Union

L 146/13 

Symbol 

  Unit 

  Term 

i 

KH
Kp
KV
KW,a
KW,d
KW,e
KW,r
L 

Md
MDIL
MEDFW
MEXHW
Mf
Mf,p
Mf,b
Mgas 

MPT 

MSAM

MSE

MSEC
MTOT
MTOTW
MTOTW,I

mass 

NP
nref 
spn"
P 

p1
PA 
Pa

PAE

PB

pd
PM

Pm

ps
q 

Qs
r 

- 

- 

- 

- 

- 

- 

- 

- 

% 

mg 

kg 
kg 

kg 

mg 

mg 

mg 

g 

g 

kg 

kg 

kg 

kg 

kg 

kg 

g/h 

- 

min-1

s-2

kW 

kPa 

kPa 

kPa 

kW 

kPa 

kPa 

kW 

kW 

kPa 

- 

Subscript denoting an individual mode (for NRSC test)or an instananeous value (for NRTC test) 

Humidity correction factor for NOx 
Humidity correction factor for particulate

CFV calibration function 

Dry to wet correction factor for the intake air 

Dry to wet correction factor for the dilution air 

Dry to wet correction factor for the diluted exhaust gas 

Dry to wet correction factor for the raw exhaust gas 

Percent torque related to the maximum torque for the test speed 

Particulate sample mass of the dilution air collected 

Mass of the dilution air sample passed through the particulate sampling filters 
Mass of equivalent diluted exhaust gas over the cycle 

Total exhaust mass flow over the cycle 

Particulate sample mass collected 

Particulate sample mass collected on primary filter 

Particulate sample mass collected on back-up filter 

Total mass of gaseous pollutant over the cycle 

Total mass of particulate over the cycle 

Mass of the diluted exhaust sample passed through the particulate sampling filters 

Sampled exhaust mass over the cycle 

Mass of secondary dilution air 

Total mass of double diluted exhaust over the cycle  

Total mass of diluted exhaust gas passing the dilution tunnel over the cycle on wet basis 

Instantaneous mass of diluted exhaust gas passing the dilution tunnel on wet basis 

Subscript denoting emissions mass flow (rate) 

Total revolutions of PDP over the cycle 

Reference engine speed for NRTC test 

Derivative of the engine speed 

Power, brake uncorrected 

Pressure drop below atmospheric at  the pump inlet of PDP 

Absolute pressure 

Saturation vapour pressure of the engine intake air 
(ISO 3046: psy=PSY test ambient) 

Declared total power absorbed by auxiliaries fitted for the test which are not required by 
paragraph 2.4 of this Annex 

Total atmospheric pressure (ISO 3046: 
Px=PX Site ambient total pressure 
Py=PY Test ambient total pressure) 

Saturation vapour pressure of the dilution air 

Maximum power at the test speed under test conditions (see Annex VII, Appendix 1) 

Power measured on test bed  

Dry atmospheric pressure 

Dilution ratio 

m³/s 

CVS volume flow rate  

- 

Ratio of the SSV throat to inlet absolute, static pressure 

L 146/14 

EN 

Official Journal of the European Union

30.4.2004 

Symbol 

  Unit 

  Term 

r 

Ra
Rd
Re 

Rf
T 

t 

Ta
TD
Tref
Tsp
t10 
t50 
t90 
∆ti
V0
Wact
WF 

WFE
X0

ΘD 
ß 

"

"EXH

Ratio of cross sectional areas of isokinetic probe and exhaust pipe 

% 

% 

- 

- 

K 

s 

K 

K 

K 

Relative humidity of the intake air  

Relative humidity of the dilution air 

Reynolds number 

FID response factor  

Absolute temperature 

Measuring time 

Absolute temperature of the intake air 

Absolute dew point temperature 

Reference temperature of combustion air: (298 K) 

N·m 

Demanded torque of the transient cycle 

s 

s 

s 

s 

Time between step input and 10% of final reading 

Time between step input and 50% of final reading 

Time between step input and 90% of final reading 

Time interval for instantaneous CFV flow 

m³/rev 

PDP volume flow rate at actual conditions 

kWh 

Actual cycle work of NRTC 

- 

- 

Weighting factor 

Effective weighting factor 

m³/rev 

Calibration function of PDP volume flow rate 

kg·m2

Rotational inertia of the eddy-current dynamometer 

- 

- 

Ratio of the SSV throat diameter, d, to the inlet pipe inner diameter 

Relative air/fuel ratio, actual A/F divided by stoichiometric A/F 

kg/m³ 

Density of the exhaust gas 

2.18.2.  Symbols for chemical components 

CH4 
C3H8 
C2H6 
CO 
CO2 
DOP 
H2O 
HC 
NOx 
NO 
NO2 
O2 
PT 
PTFE 

Methane 
Propane 
Ethane 
Carbon monoxide 
Carbon dioxide 
Di-octylphthalate 
Water 
Hydrocarbons 
Oxides of nitrogen 
Nitric oxide 
Nitrogen dioxide 
Oxygen 
Particulates 
Polytetrafluoroethylene 

30.4.2004

EN 

Official Journal of the European Union

L 146/15 

2.18.3.  Abbreviations 

CFV 
CLD 
CI 
FID 
FS 
HCLD 
HFID 
NDIR 
NG 
NRSC 
NRTC 
PDP 
SI 
SSV 

Critical Flow Venturi 
Chemiluminescent detector 
Compression Ignition 
Flame Ionisation Detector 
Full scale 
Heated Chemiluminescent Detector 
Heated Flame Ionisation Detector 
Non-Dispersive Infrared Analyser 
Natural Gas 
Non-Road Steady Cycle  
Non-Road Transient Cycle 
Positive Displacement Pump 
Spark Ignition 
Sub-Sonic Venturi" 

3) 

Section 3 shall be amended as follows: 

(a) 

The following section shall be inserted: 

"3.1.4. 

labels in accordance with Annex XIII, if the engine is placed on the market under flexible scheme 
provisions." 

4) 

Section 4 is amended as follows: 

(a) 

At the end of section 4.1.1. the following shall be added: 

"All engines that expel exhaust gases mixed with water shall be equipped with a connection in the engine exhaust 
system that is located downstream of the engine and before any point at which the exhaust contacts water (or any 
other cooling/scrubbing medium) for the temporary attachment of gaseous or particulate emissions sampling 
equipment.  It is important that the location of this connection allows a well mixed representative sample of the 
exhaust.  This connection shall be internally threaded with standard pipe threads of a size not larger than one-half 
inch, and shall be closed by a plug when not in use (equivalent connections are allowed)." 

(b) 

The following section shall be added: 

"4.1.2.4. 

The emissions of carbon monoxide, the emissions of the sum of hydrocarbons and oxides of nitrogen 
and the emissions of particulates shall for stage III A not exceed the amounts shown in the table 
below: 

Engines for use in other applications than propulsion of inland waterway vessels, locomotives and railcars: 

Category: Net power 
(P ) 
(kW) 

H: 130 kW ≤ P ≤ 560 kW 
I: 75 kW ≤ P < 130 kW 
J: 37 kW ≤ P <75 kW 
K: 19 kW ≤ P <37 kW 

Carbon monoxide 
(CO) 
(g/kWh) 

3,5 
5,0 
5,0 
5,5 

Sum of hydrocarbons and oxides of 
nitrogen 
(HC+NOx) 
(g/kWh) 
4,0 
4,0 
4,7 
7,5 

Particulates 
(PT) 
(g/kWh) 

0,2 
0,3 
0,4 
0,6 

L 146/16 

EN 

Official Journal of the European Union

30.4.2004 

Engines for propulsion of inland waterway vessels 
Carbon monoxide 
(CO) 
(g/kWh) 

Sum of hydrocarbons and oxides of 
nitrogen 
(HC+NOx) 
(g/kWh) 
7.5 

Category: swept volume/net power 
(SV/P ) 
(litres per cylinder/kW) 

V1:1 SV< 0,9 and P≥37 kW 
V1:2 0,9≤SV< 1,2 
V1:3 1,2≤SV< 2,5 
V1:4 2,5≤SV< 5 
V2:1 5≤SV< 15 
V2:2 15≤SV< 20 and  
P < 3300 kW 
V2:3 15≤SV< 20 

and P≥3300 kW 
V2:4 20≤SV< 25 
V2:5 25≤SV< 30 

Engines for propulsion of locomotives 

Category: Net power 
(P ) 
(kW) 

RL A: 130 kW ≤ P ≤ 560 kW 

7.2 
7.2 
7.2 
7.8 
8.7 

9.8 

9.8 
11.0 

5.0 

5.0 
5.0 
5.0 
5.0 
5.0 

5.0 

5,0 
5,0 

Carbon monoxide 
(CO) 
(g/kWh) 

3,5 
Carbon monoxide 
(CO) 
(g/kWh) 

RH A:  P > 560 kW 
RH A  Engines with P > 2000 kW and 
SV> 5 l/cylinder 

3,5 
3,5 

0,5 
0,4 

Sum of hydrocarbons and oxides of 
nitrogen 
(HC+NOx) 
(g/kWh) 
4,0 
Hydrocarbons  
(HC) 
(g/kWh) 

Oxides of 
nitrogen  
(NOx) 
(g/kWh) 
6,0 
7,4 

Particulates 
(PT) 
(g/kWh) 

0.40 

0.30 
0.20 
0.20 
0.27 
0.50 

0.50 

0.50 
0.50 

Particulates 
(PT) 
(g/kWh) 

0,2 
Particulates 
(PT) 
(g/kWh) 

0,2 
0,2 

Engines for propulsion of railcars 

Category: net power (P) (kW) 

Carbon monoxide 
(CO) 
(g/kWh) 

RC A: 130 kW < P 

3,5 

(c) 

The following section shall be inserted: 

Sum of hydrocarbons and oxides of 
nitrogen 
(HC+NOx) 
(g/kWh) 
4,0 

Particulates 
(PT) 
(g/kWh) 

0,20 

" 

"4.1.2.5. 

The emissions of carbon monoxide, the emissions  of hydrocarbons and oxides of nitrogen (or their 
sum where relevant) and the emissions of particulates shall, for stage III B, not exceed the amounts 
shown in the table below: 

Engines for use in other applications than propulsion of locomotives, 
railcars and inland waterway vessels 

Category: net power 
(P) 
(kW) 

Carbon monoxide 
(CO) 
(g/kWh) 

Hydrocarbons  
(HC) 
(g/kWh) 

L: 130 kW ≤ P ≤ 560 kW 
M: 75 kW ≤ P < 130 kW 
N: 56 kW ≤ P <75 kW 

3,5 
5,0 
5,0 

0,19 
0,19 
0,19 

Oxides of 
nitrogen 
(Nox) 
(g/kWh) 

2,0 
3,3 
3,3 

Particulates 
(PT) 
(g/kWh) 

0,025 
0,025 
0,025 

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

 
30.4.2004

EN 

Official Journal of the European Union

L 146/17 

P: 37 kW ≤ P < 56 kW 

5,0 

4,7 

0,025 

Engines for propulsion of railcars 

Category: net power (P) (kW) 

Carbon monoxide 
(CO) 
(g/kWh) 

Hydrocarbons  
(HC) 
(g/kWh) 

Oxides of 
nitrogen 
(NOx) 
(g/kWh) 

Particulates 
(PT) 
(g/kWh) 

RC B: 130 kW < P 

3,5 

0.19 

2,0  

0,025 

Engines for propulsion of locomotives: 

Category: Net power 
(P ) 
(kW) 

Carbon monoxide 
(CO) 
(g/kWh) 

R B: 130 kW < P  

3,5 

Sum of hydrocarbons and oxides of 
nitrogen 
(HC+NOx) 
(g/kWh) 
4,0 

Particulates 
(PT) 
(g/kWh) 

0,025 

(d) 

The following section shall be inserted after the new section 4.1.2.5: 

"4.1.2.6. 

The emissions of carbon monoxide, the emissions of hydrocarbons and oxides of nitrogen (or their 
sum where relevant) and the emissions of particulates shall for stage IV not exceed the amounts 
shown in the table below: 
Engines for use in other applications than propulsion of locomotives, 
railcars and inland waterway vessels 

Category: Net power 
(P ) 
(kW) 

Carbon monoxide 
(CO) 
(g/kWh) 

Hydrocarbons  
(HC) 
(g/kWh) 

Oxides of 
nitrogen 
(NOx) (g/kWh) 

Particulates
(PT) 
(g/kWh) 

Q: 130 kW ≤ P ≤ 560 kW 
R: 56 kW ≤ P < 130 kW 

3,5 
5,0 

0,19 
0,19 

0,4 
0,4 

0,025 
0,025 

" 

(e) 

The following section shall be inserted: 

"4.1.2.7. 

The limit values in sections 4.1.2.4, 4.1.2.5 and 4.1.2.6 shall include deterioration calculated in 
accordance with Annex III, appendix 5. 

In the case of limit values standards contained in sections 4.1.2.5 and 4.1.2.6, under all randomly 
selected load conditions, belonging to a definite control area and with the exception of specified 
engine operating conditions which are not subject to such a provision, the emissions sampled during a 
time duration as small as 30 s shall not exceed by more than 100% the limit values of the above 
tables.  The control area to which the percentage not to be exceeded shall apply and the excluded 
engine operating conditions shall be defined in accordance with the procedure referred to in Article 
15." 

2. 

1) 

(f)

Section 4.1.2.4 shall be renumbered to 4.1.2.8 

ANNEX III SHALL BE AMENDED AS FOLLOWS: 

Section 1 shall be amended as follows: 

(a) 

The following shall be added to section 1.1.:  

"Two test cycles are described that shall be applied according to the provisions of Annex I, Section 1: 

– 

– 

the NRSC (Non-Road Steady Cycle) which shall be used for stages I, II and IIIA and for constant speed 
engines as well  as for stages IIIB and IV in the case of gaseous pollutants, 

the NRTC (Non-Road Transient Cycle) which shall be used for the measurement of particulate emissions for 
stages IIIB and IV and for  all engines but constant speed engines.  By the choice of the manufacturer this test 
can be used also for stage IIIA and for the gaseous pollutants in stages IIIB and IV. 

L 146/18 

EN 

Official Journal of the European Union

30.4.2004 

– 

- 

- 

For engines intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 8178-
4:2002 [E] and IMO MARPOL 73/78, Annex VI (NOx Code) shall be used. 

For engines intended for propulsion of railcars an NRSC shall be used for the measurement of gaseous and 
particulate pollutants for stage III A and for stage III B. 

For engines intended for propulsion of locomotives an NRSC shall be used for the measurement of gaseous 
and particulate pollutants for stage III A and for stage III B." 

(b) 

The following section shall be added:  

"1.3.  Measurement principle: 

The engine exhaust emissions to be measured include the gaseous components (carbon monoxide, total 
hydrocarbons and oxides of nitrogen), and the particulates.  Additionally, carbon dioxide is often used as a 
tracer gas for determining the dilution ratio of partial and full flow dilution systems.  Good engineering 
practice recommends the general measurement of carbon dioxide as an excellent tool for the detection of 
measurement problems during the test run. 

1.3.1.  NRSC Test: 

During a prescribed sequence of operating conditions, with the engines warmed up, the amounts of the above 
exhaust emissions shall be examined continuously by taking a sample from the raw exhaust gas.  The test 
cycle consists of a number of speed and torque (load) modes, which cover the typical operating range of 
diesel engines.  During each mode, the concentration of each gaseous pollutant, exhaust flow and power 
output shall be determined, and the measured values weighted.  The particulate sample shall be diluted with 
conditioned ambient air.  One sample over the complete test procedure shall be taken and collected on 
suitable filters. 

Alternatively, a sample shall be taken on separate filters, one for each mode, and cycle-weighted results 
computed. 

The grams of each pollutant emitted per kilowatt -hour shall be calculated as described in Appendix 3 to this 
Annex. 

1.3.2.  NRTC Test: 

The prescribed transient test cycle, based closely on the operating conditions of diesel engines installed in 
non-road machinery, is run twice: 

– 

– 

The first time (cold start) after the engine has soaked to room temperature and the engine coolant and 
oil temperatures, after treatment systems and all auxiliary engine control devices are stabilised 
between 20 and 30°C. 

The second time (hot start) after a twenty-minute hot soak that commences immediately after the 
completion of the cold start cycle. 

During this test sequence the above pollutants shall be examined.  Using the engine torque and speed 
feedback signals of the engine dynamometer, the power shall be integrated with respect to the time of the 
cycle, resulting in the work produced by the engine over the cycle.  The concentrations of the gaseous 
components shall be determined over the cycle, either in the raw exhaust gas by integration of the analyzer 
signal in accordance with Appendix 3 to this Annex, or in the diluted exhaust gas of a CVS full-flow dilution 
system by integration or by bag sampling in accordance with Appendix 3 to this Annex.  For particulates, a 
proportional sample shall be collected from the diluted exhaust gas on a specified filter by either partial flow 
dilution or full-flow dilution.  Depending on the method used, the diluted or undiluted exhaust gas flow rate 
shall be determined over the cycle to calculate the mass emission values of the pollutants.  The mass emission 
values shall be related to the engine work to give the grams of each pollutant emitted per kilowatt-hour. 

Emissions (g/kWh) shall be measured during both the cold and hot start cycles.  Composite weighted 
emissions shall be computed by weighting the cold start results 10% and the hot start results 90%.  Weighted 
composite results shall meet the standards. 

Prior to the introduction of the cold/hot composite test sequence, the symbols (Annex I, section 2.18) the test 
sequence (Annex III) and calculation equations (Annex III, Appendix III) shall be modified in accordance 
with the procedure referred to in Article 15." 

30.4.2004

EN 

Official Journal of the European Union

L 146/19 

2) 

Section 2 shall be  amended as follows: 

(a) 

Section 2.2.3 shall be replaced by the following: 

"2.2.3.  Engines with charge air cooling 

The charge air temperature shall be recorded and, at the declared rated speed and full load, shall be 
within # 5 K of the maximum charge air temperature specified by the manufacturer.  The temperature 
of the cooling medium shall be at least 293 K (20°C). 

If a test shop system or external blower is used, the charge air temperature shall be set to within # 5 
K of the maximum charge air temperature specified by the manufacturer at the speed of the declared 
maximum power and full load.  Coolant temperature and coolant flow rate of the charge air cooler 
at the above set point shall not be changed for the whole test cycle.  The charge air cooler volume 
shall be based upon good engineering practice and typical vehicle/machinery applications. 

Optionally, the setting of the charge air cooler may be done in accordance with SAE J 1937 as 
published in January 1995." 

(b) 

The text under section 2.3 shall be replaced by the following: 

"The test engine shall be equipped with an air inlet system presenting an air inlet restriction within # 300 Pa of the 
value specified by the manufacturer for a clean air cleaner at the engine operating conditions as specified by the 
manufacturer, which result in maximum air flow.  The restrictions are to be set at rated speed and full load. A test 
shop system may be used, provided it duplicates actual engine operating conditions." 

(c)

The text under section 2.4 Engine exhaust system shall be replaced by the following: 

"The test engine shall be equipped with an exhaust system with exhaust back pressure within # 650 Pa of the value 
specified by the manufacturer at  the engine operating conditions resulting in maximum declared power. 

If the engine is equipped with an exhaust after-treatment device, the exhaust pipe shall have the same diameter as 
found in-use for at least 4 pipe diameters upstream to the inlet of the beginning of the expansion section containing 
the after-treatment device.  The distance from the exhaust manifold flange or turbocharger outlet to the exhaust after-
treatment device shall be the same as in the machine  configuration or within the distance specifications of the 
manufacturer.  The exhaust backpressure or restriction shall follow the same criteria as above, and may be set with a 
valve.  The aftertreatment container may be removed during dummy tests and during engine mapping, and replaced 
with an equivalent container having an inactive catalyst support." 

(d) 

Section 2.8 shall be deleted. 

3) 

Section 3 shall be amended as follows: 

(a) 

The title of section 3 shall be replaced by: 

"3. 

TEST RUN (NRSC TEST)" 

(b) 

The following section shall be inserted: 

"3.1.  Determination of dynamometer settings 

The basis of specific emissions measurement is uncorrected brake power according to ISO 14396: 2002. 

Certain auxiliaries, which are necessary only for the operation of the machine and may be mounted on the 
engine, should be removed for the test.  The following incomplete list is given as an example: 

– 

air compressor for brakes 

– 

– 

– 

power steering compressor 

air conditioning compressor 

pumps for hydraulic actuators. 

L 146/20 

EN 

Official Journal of the European Union

30.4.2004 

Where auxiliaries have not been removed, the power absorbed by them at the test speeds 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 cool engines). 

The settings of inlet restriction and exhaust pipe backpressure shall be adjusted to the manufacturer's upper limits, in 
accordance with sections 2.3 and 2.4. 

The maximum torque values at the specified test speeds shall be determined by experimentation in order to calculate 
the torque values for the specified test modes.  For engines which are not designed to operate over a 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: 
%
)&
’

L
100

#
xP
AE

P
M

"
#
$

P

(

*

S

"

AE

If the ratio, 
P
AE
P
M

03,0"

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

(c) 

Current sections 3.1 – 3.3 shall be renumbered 3.2 – 3.4 

(d) 

Current section 3.4 shall be renumbered 3.5 and replaced by the following: 

"3.5.  Adjustment of the dilution ratio 

The particulate sampling system shall be started and running on bypass for the single filter method (optional 
for the multiple filter method).  The particulate background level of the dilution air may be determined by 
passing dilution air through the particulate filters.  If filtered dilution air is used, one measurement may be 
done at any time prior to, during, or after the test.  If the dilution air is not filtered, the measurement must be 
done on one sample taken for the duration of the test. 

The dilution air shall be set to obtain a filter face temperature between 315 K (42°C) and 325 K (52°C) at 
each mode.  The total dilution ratio shall not be less than four. 

NOTE: For steady-state procedure, the filter temperature may be kept at or below the maximum temperature 
of 325 K (52°C) instead of respecting the temperature range of 42°C – 52°C. 

For the single and multiple filter methods, the sample mass flow rate through the filter shall be maintained at 
a constant proportion of the dilute exhaust mass flow rate for full flow systems for all modes.  This mass ratio 
shall be within ± 5% with respect to the averaged value of the mode, except for the first 10 seconds of each 
mode for systems without bypass capability.  For partial flow dilution systems with single filter method, the 
mass flow rate through the filter shall be constant within ± 5% with respect to the averaged value of the 
mode, except for the first 10 seconds of each mode for systems without bypass capability. 

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, the relevant background concentrations shall be determined 
by sampling dilution air into a sampling bag over the complete test sequence. 

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." 

(e) 

Current sections 3.5-3.6 shall be renumbered 3.6-3.7. 

(f) 

Current sections 3.6.1 shall be replaced by the following: 

"3.7.1.  Equipment specification according to Section 1A of Annex I: 

30.4.2004

EN 

Official Journal of the European Union

L 146/21 

3.7.1.1. Specification A. 

For engines covered by Section 1A(i) and A(iv) of Annex I, the following 8-mode cycle 1 shall be 
followed in dynamometer operation on the test engine: 

Mode Number 
1 
2 
3 
4 
5 
6 
7 
8 

Engine Speed 
Rated 
Rated 
Rated 
Rated 
Intermediate 
Intermediate 
Intermediate 
Idle 

3.7.1.2. Specification B. 

Load 
100 
75 
50 
10 
100 
75 
50 
--- 

Weighting Factor 
0,15 
0,15 
0,15 
0,10 
0,10 
0,10 
0,10 
0,15 

For engines covered by Section 1A(ii) of Annex I, the following 5-mode cycle 1 shall be followed in 
dynamometer operation on the test engine: 

Mode Number 
1 
2 
3 
4 
5 

Engine Speed 
Rated 
Rated 
Rated 
Rated 
Rated 

Load 
100 
75 
50 
25 
10 

Weighting Factor 
0,05 
0,25 
0,30 
0,30 
0,10 

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. 

3.7.1.3  Specification C. 

For propulsion engines 1 intended to  be used in inland waterway vessels the ISO test procedure as 
specified by ISO 81784:2002(E) and IMO MARPOL 73/78, Annex VI (NOx Code) shall be used. 

Propulsion engines that operate on a fixed-pitch propeller curve shall be tested on a dynamometer 

using the following 4-mode steady-state cycle 22 developed to represent in-use operation of 
commercial marine diesel engines: 

Mode Number  Engine Speed Load 

1 

2 
3 
4 

100% 
(Rated) 
91% 
80% 
63% 

100 

75 
50 
25 

Weighting 
Factor 
0,20 

0,50 
0,15 
0,15 

Fixed speed inland waterway propulsion engines with variable pitch or electrically coupled propellers 

shall be tested on a dynamometer using the following 4-mode steady-state cycle 33 characterised by the 
same load and weighting factors as the above cycle, but with engine operated in each mode at rated 
speed: 

1

1

Note 1 shall be amended as follows: Identical with C1 cycle as described in Paragraph 8.3.1.1 of the ISO8178-4: 2002(E) 
standard. 
Note 2 shall be amended as follows: Identical with D2 cycle as described in Paragraph 8.4.1 of the ISO8178-4: 2002(E) standard. 

L 146/22 

EN 

Official Journal of the European Union

30.4.2004 

Mode Number 

1 
2 
3 
4 

Engine 
Speed 
Rated 
Rated 
Rated 
Rated 

Load  Weighting 

100 
75 
50 
25 

Factor 
0,20 
0,50 
0,15 
0,15 

___________________ 

11

22

33

Constant-speed auxiliary engines must be certified to the 
ISO D2 duty cycle, i.e. the 5-mode steady-state cycle 
specified in Section 3.7.1.2., while variable-speed 
auxiliary engines must be certified to the ISO C1 duty 
cycle, i.e. the 8-mode steady-state cycle specified in 
Section  3.7.1.1. 

Identical with E3 cycle as described in Sections 8.5.1, 
8.5.2 and 8.5.3 of the ISO8178-4: 2002(E) standard.  The 
four modes lie on an average propeller curve based on 
in-use measurements. 

Identical with E2 cycle as described in Sections8.5.1, 
8.5.2 and 8.5.3 of the ISO8178-4: 2002(E) standard. 

3.7.1.4. Specification D 

For engines covered by Section 1A(v) of Annex I, the following 3-mode cycle 11 shall be followed in 
dynamometer operation on the test engine: 

Mode Number  Engine Speed 

Load  Weighting 

1 
2 
3 

Rated 
Intermediate 
Idle 

100 
50 
- 

Factor 
0,25 
0,15 
0,60 

________________ 

11

Identical with F cycle of ISO 8178-4: 2002 (E) standard." 

(g) 

Current section 3.7.3. shall be replaced by the following: 

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

During each mode of the given 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. 

For each measuring point a minimum time of 10 minutes is necessary.  If for the testing of an engine, longer sampling 
times are required for reasons of obtaining sufficient particulate mass on the measuring filter the test mode period can 
be extended as necessary. 

The mode length shall be recorded and reported. 

The gaseous exhaust emission concentration values shall be measured and recorded during the last three minutes of 
the mode. 

The particulate sampling and the gaseous emission measurement should not commence before engine stabilisation, as 
defined by the manufacturer, has been achieved and their completion must be coincident. 

The fuel temperature shall be measured at the inlet to the fuel injection pump or as specified by the manufacturer, and 
the location of measurement recorded." 

(h) 

The current section 3.7 shall be renumbered 3.8. 

30.4.2004

EN 

Official Journal of the European Union

L 146/23 

4) 

The following section shall be inserted: 

"4. 

TEST RUN (NRTC TEST) 

4.1. 

Introduction 

The non-road transient cycle (NRTC) is listed in Annex III, Appendix 4 as a second-by-second sequence of 
normalized speed and torque values applicable to all diesel engines covered by this Directive.  In order to perform the 
test on an engine test cell, the normalised values shall be converted to the actual values for the individual engine 
under test, based on the engine mapping curve.  This conversion is referred to as denormalisation, and the test cycle 
developed is referred to as the reference cycle of the engine to be tested.  With these reference speed and torque 
values, the cycle shall be run on the test cell, and the feedback speed and torque values recorded.  In order to validate 
the test run, a regression analysis between reference and feedback speed and torque values shall be conducted upon 
completion of the test. 

4.1.1.  The use of defeat devices or irrational control or irrational emission control strategies shall be prohibited 

4.2. 

Engine mapping procedure 

When generating the NRTC on the test cell, the engine shall be mapped before running the test cycle to determine the 
speed vs torque curve. 

4.2.1. 

Determination of the mapping speed range 

The minimum and maximum mapping speeds are defined as follows: 

Minimum mapping speed  = 
Maximum mapping speed  = 
(where nhi is the high speed, defined as the highest engine speed where 70% of the rated power is delivered). 

idle speed  
nhi x 1,02 or speed where full load torque drops off to zero, whichever is lower 

4.2.2. 

Engine mapping curve 

The engine shall be warmed up at maximum power in order to stabilise the engine parameters according to the 
recommendation of the manufacturer and good engineering practice.  When the engine is stabilised, the engine 
mapping shall be performed according to the following procedures. 

4.2.2.1. 

Transient map 

(a)  The engine shall be unloaded and operated at idle speed. 

(b)  The engine shall be operated at full load setting of the injection pump at minimum mapping speed. 

(c) 

The engine speed shall be increased at an average rate of 8 ± 1 min-1 /s from minimum to maximum 
mapping speed.  Engine speed and torque points shall be recorded at a sample rate of at least one 
point per second. 

4.2.2.2. 

Step map 

(a) 

(b) 

(c) 

The engine shall be unloaded and operated at idle speed. 

The engine shall be operated at full load setting of the injection pump at minimum mapping speed. 

While maintaining full load, the minimum mapping speed shall be maintained for at least 15 s, and 
the average torque during the last 5 s shall be recorded.  The maximum torque curve from minimum 
to maximum mapping speed shall be determined in no greater than 100 ± 20 /min speed increments.  
Each test point shall be held for at least 15 s, and the average torque during the last 5 s shall be 
recorded. 

4.2.3.  Mapping curve generation 

All data points recorded under section 4.2.2 shall be connected using linear interpolation between points.  The 
resulting torque curve is the mapping curve and shall be used to convert the normalized torque values of the engine 
dynamometer schedule of Annex IV into actual torque values for the test cycle, as described in section 4.3.3. 

L 146/24 

EN 

Official Journal of the European Union

30.4.2004 

4.2.4.  Alternate mapping 

If a manufacturer believes that the above mapping techniques are unsafe or unrepresentative for any given engine, 
alternate mapping techniques may be used.  These alternate techniques must satisfy the intent of the specified 
mapping procedures to determine the maximum available torque at all engine speeds achieved during the test cycles.  
Deviations from the mapping techniques specified in this section for reasons of safety or representativeness shall be 
approved by the parties involved along with the justification for their use.  In no case, however, shall the torque curve 
be run by descending engine speeds for governed or turbocharged engines. 

4.2.5.  Replicate tests 

An engine need not be mapped before each and every test cycle.  An engine must be remapped prior to a test cycle if: 

– 

or, 

– 

an unreasonable amount of time has transpired since the last map, as determined by engineering judgement, 

physical changes or recalibrations have been made to the engine, which may potentially affect engine 
performance. 

4.3.  Generation of the reference test cycle 

4.3.1.  Reference speed 

The reference speed (nref) corresponds to the 100% normalized speed values specified in the engine dynamometer 
schedule of Annex III, Appendix 4.  It is obvious that the actual engine cycle resulting from denormalization to the 
reference speed largely depends on selection of the proper reference speed.  The reference speed shall be determined 
by the following definition: 

nref = low speed + 0,95 x (high speed – low speed)  
(the high speed is the highest engine speed where 70% of the rated power is delivered, while the low speed is the 
lowest engine speed where 50% of the rated power is delivered). 

4.3.2.  Denormalization of engine speed  

The speed shall be denormalized using the following equation: 

%speed

"

"
reference

speed

$

idle

speed

#

Actual speed =

100

#

idle

speed

4.3.3.  Denormalization of engine torque 

The torque values in the engine dynamometer schedule of Annex III, Appendix 4 are normalized to the maximum 
torque at the respective speed.  The torque values of the reference cycle shall be denormalized, using the mapping 
curve determined according to Section  4.2.2, as follows: 

Actual torque  =

%

torque

"

max.

torque

100

(5)

for the respective actual speed as determined in Section 4.3.2. 

4.3.4.  Example of denormalization procedure 

As an example, the following test point shall be denormalized: 

% speed = 43% 
% torque = 82% 

Given the following values: 

reference speed = 
idle speed = 600 /min 

2200 /min 

results in 

actual speed =

43

"

"2200 - 600#
100

$

600

= 

1288 /min 

30.4.2004

EN 

Official Journal of the European Union

L 146/25 

With the maximum torque of 700 Nm observed from the mapping curve at 1288 /min 

82 " 
actual torque = 100

 700

= 

574 Nm 

4.4.  Dynamometer 

4.4.1.  When using a load cell, the torque signal shall be transferred to the engine axis and the inertia of the dyno shall be 

considered.  The actual engine torque is the torque read on the load cell plus the moment of inertia of the brake 
multiplied by the angular acceleration.  The control system has to perform this calculation in real time. 

4.4.2.  If the engine is tested with an eddy-current dynamometer, it is recommended that the number of points, where the 

T
sp

difference

"#

""2
n

"

$"

D

sp

 is smaller than - 5% of the peak torque, does not exceed 30 (where Tsp is the 

 is the derivative of the engine speed and· ΘD is the rotational inertia of the eddy-current 

spn"

demanded torque,
dynamometer). 

4.5. 

Emissions test run 

The following flow chart outlines the test sequence. 

Engine Preparation, Pre-test Measurements, Performance Checks and Calibrations 

Generate Engine Map (Maximum Torque Curve) 

""

""

Run one or more Practice Cycles as necessary to check engine/test cell/emissions systems 

""

START 

""

Run prescribed Preconditioning Cycle for a minimum of 20 minutes to condition engine and particulate system including 
tunnel system (partial flow or full flow). 
Particulates are collected on a dummy filter. 

""
With engine running, set PM system in by-pass mode and change PM filter to stabilized and weighed sampling filter.  Ready 
all other systems for sampling and data collection. 

""
Run Hot Cycle exhaust emissions test within 5 minutes either from engine shut down or from running engine that has been 
brought down to idle conditions. 

One or more Practice Cycles may be run as necessary to check engine, test cell and emissions systems before the 
measurement cycle. 

4.5.1.  Preparation of the sampling filters 

At least one hour before the test, each filter shall be placed in a petri dish, which is protected against dust 
contamination and allows air exchange, and placed in a weighing chamber for stabilization.  At the end of the 
stabilization period, each filter shall be weighed and the weight shall be recorded.  The filter shall then be stored in a 
closed petri dish or sealed filter holder until needed for testing.  The filter shall be used within eight hours of its 
removal from the weighing chamber.  The tare weight shall be recorded. 

4.5.2.  Installation of the measuring equipment 

The instrumentation and sample probes shall be installed as required.  The tailpipe shall be connected to the full flow 
dilution system, if used. 

4.5.3.  Starting and preconditioning the dilution system and the engine 

The dilution system and the engine shall be started and warmed up.  The sampling system preconditioning shall be 
conducted by operating the engine at a condition of rated-speed, 100 percent torque for a minimum of 20 minutes 
while simultaneously operating either the Partial flow Sampling System or the Full flow CVS with secondary dilution 
system.  Dummy particulate matter emissions samples are then collected.  Particulate sample filters need not be 
stabilized or weighed, and may be discarded.  Filter media may be changed during conditioning as long as the total 
sampled time through the filters and sampling system exceeds 20 minutes.  Flow rates shall be set at the approximate 
flow rates selected for transient testing.  Torque shall be reduced from 100 percent torque while maintaining the rated 
speed condition as necessary so as not to exceed the 191 o C maximum sample zone temperature specifications. 

L 146/26 

EN 

Official Journal of the European Union

30.4.2004 

4.5.4.  Starting the particulate sampling system 

The particulate sampling system shall be started and run on by-pass.  The particulate background level of the dilution 
air may be determined by sampling the dilution air prior to entrance of the exhaust into the dilution tunnel.  It is 
preferred that background particulate sample be collected during the transient cycle if another PM sampling system is 
available.  Otherwise, the PM sampling system used to collect transient cycle PM can be used.  If filtered dilution air 
is used, one measurement may be done prior to or after the test.  If the dilution air is not filtered, measurements 
should be carried out prior to the beginning and after the end of the cycle and the values averaged. 

4.5.5.  Adjustment of the dilution system 

The total diluted exhaust gas flow of a full flow dilution system or the diluted exhaust gas flow through a partial flow 
dilution system shall be set to eliminate water condensation in the system, and to obtain a filter face temperature 
between 315 K (42°C) and 325 K (52°C). 

4.5.6.  Checking the analyzers 

The emission analyzers shall be set at zero and spanned.  If sample bags are used, they shall be evacuated. 

4.5.7.  Engine starting procedure 

The stabilized engine shall be started within 5 min after completion of warm-up according to the starting procedure 
recommended by the manufacturer in the owner's manual, using either a production starter motor or the 
dynamometer.  Optionally, the test may start within 5 min of the engine preconditioning phase without shutting the 
engine off, when the engine has been brought to an idle condition. 

4.5.8.  Cycle run 

4.5.8.1.Test sequence 

The test sequence shall commence when the engine is started from shut down after the preconditioning phase or from 
idle conditions when starting directly from the preconditioning phase with the engine running.  The test shall be 
performed according to the reference cycle as set out in Annex III, Appendix 4.  Engine speed and torque command 
set points shall be issued at 5 Hz (10 Hz recommended) or greater.  The set points shall be calculated by linear 
interpolation between the 1 Hz set points of the reference cycle.  Feedback engine speed and torque shall be recorded 
at least once every second during the test cycle, and the signals may be electronically filtered. 

4.5.8.2.Analyzer response 

At the start of the engine or test sequence, if the cycle is started directly from preconditioning, the measuring 
equipment shall be started, simultaneously: 

– 

– 

– 

– 

– 

start collecting or analyzing dilution air, if a full flow dilution system is used; 

start collecting or analyzing raw or diluted exhaust gas, depending on the method used; 

start measuring the amount of diluted exhaust gas and the required temperatures and pressures; 

start recording the exhaust gas mass flow rate, if raw exhaust gas analysis is used; 

recording the feedback data of speed and torque of the dynamometer. 

If raw exhaust measurement is used, the emission concentrations (HC, CO and NOx) and the exhaust gas mass flow 
rate shall be measured continuously and stored with at least 2 Hz on a computer system.  All other data may be 
recorded with a sample rate of at least 1 Hz.  For analogue analyzers the response shall be recorded, and the 
calibration data may be applied online or offline during the data evaluation. 

If a full flow dilution system is used, HC and NOx shall be measured continuously in the dilution tunnel with a 
frequency of at least 2 Hz.  The average concentrations shall be determined by integrating the analyzer signals over 
the test cycle.  The system response time shall be no greater than 20 s, and shall be coordinated with CVS flow 
fluctuations and sampling time/test cycle offsets, if necessary.  CO and CO2 shall be determined by integration or by 
analyzing the concentrations in the sample bag collected over the cycle.  The concentrations of the gaseous pollutants 
in the dilution air shall be determined by integration or by collection in the background bag.  All other parameters that 
need to be measured shall be recorded with a minimum of one measurement per second (1 Hz). 

30.4.2004

EN 

Official Journal of the European Union

L 146/27 

4.5.8.3. Particulate sampling 

At the start of the engine or test sequence, if the cycle is started directly from preconditioning, the particulate 
sampling system shall be switched from by-pass to collecting particulates. 

If a partial flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the 
particulate sample probe or transfer tube is maintained proportional to the exhaust mass flow rate.  

If a full flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the 
particulate sample probe or transfer tube is maintained at a value within ± 5% of the set flow rate.  If flow 
compensation (i.e., proportional control of sample flow) is used, it must be demonstrated that the ratio of 
main tunnel flow to particulate sample flow does not change by more than ± 5% of its set value (except for 
the first 10 seconds of sampling). 

NOTE: 

For double dilution operation, sample flow is the net difference between the flow rate through 
the sample filters and the secondary dilution airflow rate. 

The average temperature and pressure at the gas meter(s) or flow instrumentation inlet shall be recorded.  If 
the set flow rate cannot be maintained over the complete cycle (within ± 5%) because of high particulate 
loading on the filter, the test shall be voided.  The test shall be rerun using a lower flow rate and/or a larger 
diameter filter. 

4.5.8.4. Engine stalling 

If the engine stalls anywhere during the test cycle, the engine shall be preconditioned and restarted, and the 
test repeated.  If a malfunction occurs in any of the required test equipment during the test cycle, the test shall 
be voided. 

4.5.8.5. Operations after test 

At the completion of the test, the measurement of the exhaust gas mass flow rate, the diluted exhaust gas 
volume, the gas flow into the collecting bags and the particulate sample pump shall be stopped.  For an 
integrating analyzer system, sampling shall continue until system response times have elapsed. 

The concentrations of the collecting bags, if used, shall be analyzed as soon as possible and in any case not 
later than 20 minutes after the end of the test cycle. 

After the emission test, a zero gas and the same span gas shall be used for re-checking the analyzers.  The test 
will be considered acceptable if the difference between the pre-test and post-test results is less than 2% of the 
span gas value. 

The particulate filters shall be returned to the weighing chamber no later than one hour after completion of the 
test.  They shall be conditioned in a petri dish, which is protected against dust contamination and allows air 
exchange, for at least one hour, and then weighed.  The gross weight of the filters shall be recorded. 

4.6. 

Verification of the test run 

4.6.1. 

Data Shift 

To minimise the biasing effect of the time lag between the feedback and reference cycle values, the entire 
engine speed and torque feedback signal sequence may be advanced or delayed in time with respect to the 
reference speed and torque sequence.  If the feedback signals are shifted, both speed and torque must be 
shifted by the same amount in the same direction. 

4.6.2. 

Calculation of the Cycle Work 

The actual cycle work Wact (kWh) shall be calculated using each pair of engine feedback speed and torque 
values recorded.  The actual cycle work Wact is used for comparison to the reference cycle work Wref and 
for calculating the brake specific emissions.  The same methodology shall be used for integrating both 
reference and actual engine power.  If values are to be determined between adjacent reference or adjacent 
measured values, linear interpolation shall be used. 

In integrating the reference and actual cycle work, all negative torque values shall be set equal to zero and 
included.  If integration is performed at a frequency of less than 5 Hertz, and if, during a given time segment, 
the torque value changes from positive to negative or negative to positive, the negative portion shall be 
computed and set equal to zero.  The positive portion shall be included in the integrated value. 

Wact shall be between -15% and + 5% of Wref. 

 
L 146/28 

EN 

Official Journal of the European Union

30.4.2004 

4.6.3. 

Validation Statistics of the Test Cycle 

Linear regressions of the feedback values on the reference values shall be performed for speed, torque and 
power.  This shall be done after any feedback data shift has occurred, if this option is selected.  The method of 
least squares shall be used, with the best fit equation having the form: 
y = mx + b 
where:  
y 

feedback (actual) value of speed (min-1) , torque (N·m), or 
power (kW) 

= 

m 

x 

b 

= 

= 

= 

slope of the regression line 

reference value of speed (min-1) , torque (N·m), or power (kW) 

y intercept of the regression line 

The standard error of estimate (SE) of y on x and the coefficient of determination (r²) shall be calculated for each regression
line. 

It is recommended that this analysis be performed at 1 Hertz.  For a test to be considered valid, the criteria of Table 1 must be 
met. 

Table 1: Regression Line Tolerances 

Standard error of estimate (SE) of Y on X 

Slope of the regression line, m 
Coefficient of determination, r² 
Y intercept of the regression line, b 

Speed 
max 100 min-1

0,95 to 1,03 
min 0,9700 
± 50 min-1

Torque 
max 13% of power map 
maximum engine torque 
0,83 – 1,03 
min 0,8800 
± 20 N·m or & 2% of max 
torque, whichever is 
greater 

Power 
max 8% of power map 
maximum engine power  
0,89 – 1,03 
min 0,9100 
± 4 kW or & 2% of max 
power, whichever is greater 

For regression purposes only, point deletions are permitted where noted in Table 2 before doing the regression calculation.  
However, those points must not be deleted for the calculation of cycle work and emissions.  An idle point is defined as a 
point having a normalized reference torque of 0% and a normalized reference speed of 0%.  Point deletion may be applied to 
the whole or to any part of the cycle. 

Table 2.  Permitted Point Deletions From Regression Analysis 
(points to which the point deletion is applied have to be specified) 

CONDITION 

First 24 (±1) s and last 25 s 
Wide open throttle, and torque feedback < 95% torque 
reference 
Wide open throttle, and speed feedback < 95% speed 
reference 
Closed throttle, speed feedback > idle speed + 50 min-1, 
and torque feedback > 105% torque reference 
Closed throttle, speed feedback % idle speed + 50 min-1, 
and torque feedback = Manufacturer defined/measured 
idle torque ± 2% of max torque  
Closed throttle and speed feedback > 105% speed 
reference 

5) 

Appendix 1 shall be replaced by the following: 

SPEED AND/OR TORQUE AND/OR POWER 
POINTS WHICH MAY BE DELETED WITH 
REFERENCE TO THE CONDITIONS LISTED IN 
THE LEFT COLUMN 
Speed, torque and power 
Torque and/or power 

Speed and/or power 

Torque and/or power 

Speed and/or power 

Speed and/or power" 

 
30.4.2004

EN 

Official Journal of the European Union

L 146/29 

"APPENDIX 1  

MEASUREMENT AND SAMPLING PROCEDURES 

1. 

MEASUREMENT AND SAMPLING PROCEDURES (NRSC TEST) 

Gaseous and particulate 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) and the recommended particulate dilution and sampling systems (Section 1.2). 

1.1.  Dynamometer specification 

An engine dynamometer with adequate characteristics to perform the test cycle described in Annex III, Section 3.7.1 
shall be used.  The instrumentation for torque and speed measurement shall allow the measurement of the 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 point 1.3 are not exceeded. 

1.2. 

Exhaust gas flow 

The exhaust gas flow shall be determined by one of the methods mentioned in sections 1.2.1 to 1.2.4. 

1.2.1.  Direct measurement method 

Direct measurement of the exhaust flow by flow nozzle or equivalent metering system (for detail see ISO 
5167:2000). 

NOTE: 

Direct gaseous flow measurement is a difficult task.  Precautions must be taken to avoid measurement 
errors that will impact emission value errors. 

1.2.2.  Air and fuel measurement method 

Measurement of the airflow and the fuel flow. 

Air flow-meters and fuel flow-meters with the accuracy defined in Section 1.3 shall be used. 

The calculation of the exhaust gas flow is as follows: 

GEXHW = GAIRW + GFUEL (for wet exhaust mass) 

1.2.3.  Carbon balance method 

Exhaust mass calculation from fuel consumption and exhaust gas concentrations using the carbon balance method 
(Annex III, Appendix 3). 

1.2.4.  Tracer measurement method 

This  method involves measurement of the concentration of a tracer gas in the exhaust. 
A known amount of an inert gas (e.g. pure helium) shall be injected into the exhaust gas flow as a tracer.  The gas is 
mixed and diluted by the exhaust gas, but must not react in the exhaust pipe.  The concentration of the gas shall then 
be measured in the exhaust gas sample. 

In order to ensure complete mixing of the tracer gas, the exhaust gas sampling probe shall be located at least 1 m or 
30 times the diameter of the exhaust pipe, whichever is larger, downstream of the tracer gas injection point.  The 
sampling probe may be located closer to the injection point if complete mixing is verified by comparing the tracer gas 
concentration with the reference concentration when the tracer gas is injected upstream of the engine. 

The tracer gas flow rate shall be set so that the tracer gas concentration at engine idle speed after mixing becomes 
lower than the full scale of the trace gas analyzer. 

The calculation of the exhaust gas flow is as follows: 

G

EXHW

$

60

"

"

"

G

T
"
conc

mix

EXH
#

conc

#a

where 

GEXHW

GT

= 

= 

instantaneous exhaust mass flow (kg/s) 

tracer gas flow (cm³/min) 

L 146/30 

EN 

Official Journal of the European Union

30.4.2004 

concmix

$EXH

conca

= 

= 

= 

instantaneous concentration of the tracer gas after mixing, (ppm) 

density of the exhaust gas (kg/m³)  

background concentration of the tracer gas in the intake air (ppm) 

The background concentration of the tracer gas (conca) may be determined by averaging the background concentration 
measured immediately before and after the test run.  

When the background concentration is less than 1% of the concentration of the tracer gas after mixing (concmix.) at 
maximum exhaust flow, the background concentration may be neglected. 

The total system shall meet the accuracy specifications for the exhaust gas flow and shall be calibrated according to 
Appendix 2, Section 1.11.2 

1.2.5.  Air flow and air to fuel ratio measurement method 

This method  involves exhaust mass calculation from the air flow and the air to fuel ratio.  The calculation of the 
instantaneous exhaust gas mass flow is as follows: 

G

EXHW

*

G

AIRW

"

1

)

#
$
$
%

1

A/F
st

"

"

&
’
’
(

st "FA

/

5,14

with 

100

-

$
%
%
&

conc

CO

"

10

"

4

2

+

conc

HC

"

10

"

4

*

’
(
(
)

$
%
%
%
%
%
%
&

45,0

#

1

+

2

"

conc

CO

"

10

"

4

3,5

"

conc

CO2

1

*

conc

CO

"

10

"

4

3,5

"

conc

CO2

’
(
(
(
(
(
(
)

"
conc

"

*

conc

CO

"

10

"

4

CO2

#

6,9078

"

"
conc

*

conc

CO

CO2

"

10

"

4

*

conc

HC

"

10

"

#4

where  A/Fst 

= 

stoichiometric air/fuel ratio (kg/kg) 

"

,

"

concCO2

= 

= 

relative air / fuel ratio 

dry CO2 concentration (%) 

concCO = 

dry CO concentration (ppm) 

concHC  = 

HC concentration (ppm) 

NOTE: The calculation refers to a diesel fuel with a H/C ratio equal to 1.8. 

The air flowmeter shall meet the accuracy specifications in Table 3, the CO2 analyzer used shall meet the 
specifications of clause 1.4.1, and the total system shall meet the accuracy specifications for the exhaust gas flow. 

Optionally, air to fuel ratio measurement equipment, such as a zirconia type sensor, may be used for the measurement 
of the relative air to fuel ratio in accordance with the specifications of clause 1.4.4. 

1.2.6.  Total dilute exhaust gas flow 

When using a full flow dilution system, the total flow of the dilute exhaust (GTOTW) shall be measured with a PDP or 
CFV or SSV  (Annex VI, Section 1.2.1.2.) The accuracy shall conform to the provisions of Annex III, Appendix 2, 
Section 2.2. 

1.3.  Accuracy 

The calibration of all measurement instruments shall be traceable to national or international standards and comply 
with the requirements listed in Table 3. 

30.4.2004

EN 

Official Journal of the European Union

L 146/31 

Table 3.  Accuracy of Measuring Instruments 

No. 

Measuring Instrument

Accuracy

1 

 2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

Engine speed 

Torque 

Fuel consumption 

Air consumption 

Exhaust gas flow 

Temperatures % 600 K 

Temperatures > 600 K 

Exhaust gas pressure 

Intake air depression 

Atmospheric pressure 

Other pressures 

Absolute humidity 

Dilution air flow 

Diluted exhaust gas flow 

& 2% of reading or & 1% of engine's max. value whichever is larger 

& 2% of reading or & 1% of engine's max. value whichever is larger 

& 2% of engine's max. value 

& 2% of reading or & 1% of engine's max. value whichever is larger 

& 2,5% of reading or & 1,5% of engine's max. value whichever is larger 

& 2 K absolute 

& 1% of reading 

& 0,2 kPa absolute 

& 0,05 kPa absolute 

& 0,1 kPa absolute 

& 0,1 kPa absolute 

& 5% of reading 

& 2% of reading 

& 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 to measure the 
concentrations of the exhaust gas components (section 1.4.1.1).  It is recommended that the analysers be 
operated in such a way 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 - Annex III, Appendix 2, section 1.5.5.2. 

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

1.4.1.1. Measurement error 

The analyzer shall not deviate from the nominal calibration point by more than ± 2% of the reading or ± 0.3% 
of full scale, whichever is larger. 

NOTE: 

For the purpose of this standard, accuracy is defined as the deviation of the analyzer reading 
from the nominal calibration values using a calibration gas (’ true value) 

1.4.1.2. Repeatability 

The repeatability, defined as 2,5 times the standard deviation of 10 repetitive responses to a given calibration 
or span gas, must be no greater than ± 1% of full scale concentration for each range used above 155 ppm (or 
ppm C) or ± 2% of each range used below 155 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-second period shall not 
exceed 2% of full scale on all ranges used. 

1.4.1.4. Zero drift 

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

L 146/32 

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1.4.1.5. Span drift 

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

1.4.2. 

Gas drying 

The optional gas drying device 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 of this Appendix 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 linearizing circuits is permitted. 

1.4.3.1. Carbon monoxide (CO) analysis 

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

1.4.3.2. Carbon dioxide (CO2) analysis 

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

1.4.3.3. Hydrocarbon (HC) analysis 

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

1.4.3.4. Oxides of nitrogen (NOx) analysis 

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent 
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 analyzer for wet measurement. 

1.4.4. 

Air to fuel measurement 

The air to fuel measurement equipment used to determine the exhaust gas flow as specified in section 1.2.5 
shall be a wide range air to fuel ratio sensor or lambda sensor of Zirconia type. 

The sensor shall be mounted directly on the exhaust pipe where the exhaust gas temperature is high enough to 
eliminate water condensation.  

The accuracy of the sensor with incorporated electronics shall be within: 

& 3% of reading 
& 5% of reading 
& 10% of reading 

" < 2 
2 %
5 % "

" < 5 

To fulfil the accuracy specified above, the sensor shall be calibrated as specified by the instrument 
manufacturer. 

1.4.5. 

Sampling for gaseous emissions 

The gaseous emissions sampling probes must be fitted at least 0,5 m or three times the diameter of the 
exhaust pipe - whichever is the larger - upstream of the exit of the exhaust gas system as far as applicable and 
sufficiently close to the engine as to ensure an exhaust gas temperature of at least 343 K (70°C) at the probe. 

In the case of a multi-cylinder engine with a branched exhaust manifold, the inlet of the probe shall be located 
sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions 
from all cylinders.  In multi-cylinder engines having distinct groups of manifolds, such as in a 'V'-engine 
configuration, it is permissible to acquire a sample from each group individually and calculate an average 

 
 
30.4.2004

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L 146/33 

exhaust emission.  Other methods which have been shown to correlate with the above methods may be used.  
For exhaust emissions calculation the total exhaust mass flow of the engine must be used. 

If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample 
must be taken upstream of this device in the tests of stage I and downstream of this device in the tests of stage 
II.  When a full flow dilution system is used for the determination of the particulates, the gaseous emissions 
may also be determined in the diluted exhaust gas.  The sampling probes shall be close to the particulate 
sampling probe in the dilution tunnel (Annex VI, section 1.2.1.2, DT and Section 1.2.2, PSP).  CO and CO2
may optionally be determined by sampling into a bag and subsequent measurement of the concentration in the 
sampling bag. 

1.5. 

Determination of the particulates 

The determination of the particulates requires a dilution system.  Dilution may be accomplished by a partial 
flow dilution system or a full flow dilution system.  The flow capacity of the dilution system shall be large 
enough to completely eliminate water condensation in the dilution and sampling systems, and maintain the 
temperature of the diluted exhaust gas between 315 K (42°C) and 325 K (52°C) immediately upstream of the 
filter holders.  De-humidifying the dilution air before entering the dilution system is permitted, if the air 
humidity is high.  Dilution air pre-heating above the temperature limit of 303 K (30 °C) is recommended, if 
the ambient temperature is below 293 K (20°C).  However, the diluted air temperature must not exceed 325 K 
(52°C) prior to the introduction of the exhaust in the dilution tunnel. 

NOTE: 

For steady-state procedure, the filter temperature may be kept at or below the maximum 
temperature of 325 K (52°C) instead of respecting the temperature range of 42°C – 52°C. 

For a partial flow dilution system, the particulate sampling probe must be fitted close to and upstream of the 
gaseous probe as defined in Section 4.4 and in accordance with Annex VI, section 1.2.1.1, figure 4-12 EP and 
SP.

The partial flow dilution system has to be designed to split the exhaust stream into two fractions, the smaller 
one being diluted with air and subsequently used for particulate measurement.  From that it is essential that 
the dilution ratio be determined very accurately.  Different splitting methods can be applied, whereby the type 
of splitting used dictates to a significant degree the sampling hardware and procedures to be used (Annex VI, 
section 1.2.1.1). 

To determine the mass of the particulates, a particulate sampling system, particulate sampling filters, a 
microgram balance and a temperature and humidity controlled weighing chamber are required. 

For particulate sampling, two methods may be applied: 

– 

– 

the single filter method uses one pair of filters (1.5.1.3. of this Appendix) for all modes of the test 
cycle.  Considerable attention must be paid to sampling times and flows during the sampling phase of 
the test.  However, only one pair of filters will be required for the test cycle, 

the multiple filter method dictates that one pair of filters (section 1.5.1.3. of this Appendix) is used for 
each of the individual modes of the test cycle.  This method allows more lenient sample procedures 
but uses more filters. 

1.5.1. 

Particulate sampling filters 

1.5.1.1. Filter specification 

Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required for certification 
tests.  For special applications different filter materials may be used.  All filter types shall have a 0,3 µm DOP 
(di-octylphthalate) collection efficiency of at least 99% at a gas face velocity between 35 and 100 cm/s.  
When performing correlation tests between laboratories or between a manufacturer and an approval authority, 
filters of identical quality must be used. 

1.5.1.2. Filter size 

Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter).  Larger diameter filters 
are acceptable (section 1.5.1.5.). 

1.5.1.3. Primary and back-up filters 

The diluted exhaust shall be sampled by a pair of filters placed in series (one primary and one back-up filter) 
during the test sequence.  The back-up filter shall be located no more than 100 mm downstream of, and shall 
not be in contact with, the primary filter.  The filters may be weighed separately or as a pair with the filters 
placed stain side to stain side. 

L 146/34 

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1.5.1.4. Filter face velocity 

A gas face velocity through the filter of 35 to 100 cm/s shall be achieved.  The pressure drop increase 
between the beginning and the end of the test shall be no more than 25 kPa. 

1.5.1.5. Filter loading  

The recommended minimum filter loadings for the most common filter sizes are shown in the following table.  
For larger filter sizes, the minimum filter loading shall be 0,065 mg/1000 mm² filter area. 

Filter Diameter 
(mm) 

Recommended stain diameter 
(mm) 

Recommended minimum 
loading (mg) 

47 
70 
90 
110 

37 
60 
80 
100 

0,11 
0,25 
0,41 
0,62 

For the multiple filter method, the recommended minimum filter loading for the sum of all filters shall be the 
product of the appropriate value above and the square root of the total number of modes. 

1.5.2. 

Weighing chamber and analytical balance specifications 

1.5.2.1. Weighing chamber conditions 

The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall 
be maintained to within 295 K (22°C) ± 3 K during all filter conditioning and weighing.  The humidity shall 
be maintained to a dew point of 282,5 (9,5°C) ± 3 K and a relative humidity of 45 ± 8%. 

1.5.2.2. Reference filter weighing 

The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would 
settle on the particulate filters during their stabilisation.  Disturbances to weighing room specifications as 
outlined in section 1.5.2.1 will be allowed if the duration of the disturbances does not exceed 30 minutes.  
The weighing room should meet the required specifications prior to personnel entrance into the weighing 
room.  At least two unused reference filters or reference filter pairs shall be weighed within four hours of, but 
preferably at the same time as the sample filter (pair) weighing.  They shall be the same size and material as 
the sample filters. 

If the average weight of the reference filters (reference filter pairs) changes between sample filter weighing 
by more than 10#g, then all sample filters shall be discarded and the emissions test repeated. 

If the weighing room stability criteria outlined in section 1.5.2.1 is not met, but the reference filter (pair) 
weighing meet the above criteria, the engine manufacturer has the option of accepting the sample filter 
weights or voiding the tests, fixing the weighing room control system and re-running the test. 

1.5.2.3. Analytical balance 

The analytical balance used to determine the weights of all filters shall have a precision (standard deviation) 
of 2 µg and a resolution of 1 µg (1 digit = 1 µg) specified by the balance manufacturer. 

1.5.2.4. Elimination of static electricity effects 

To eliminate the effects of static electricity, the filters shall be neutralized prior to weighing, for example, by 
a Polonium neutralizer or a device of similar effect. 

1.5.3. 

Additional specifications for particulate measurement 

All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder, which 
are in contact with raw and diluted exhaust gas, must be designed to minimize deposition or alteration of the 
particulates.  All parts must be made of electrically conductive materials that do not react with exhaust gas 
components, and must be electrically grounded to prevent electrostatic effects. 

2. 

2.1. 

MEASUREMENT AND SAMPLING PROCEDURES (NRTC TEST) 

Introduction 

Gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods of 
Annex VI.  The methods of Annex VI describe the recommended analytical systems for the gaseous emissions 
(Section 1.1) and the recommended particulate dilution and sampling systems (Section 1.2). 

 
30.4.2004

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2.2. 

Dynamometer and test cell equipment 

The following equipment shall be used for emission tests of engines on engine dynamometers: 

2.2.1. 

Engine Dynamometer 

An engine dynamometer shall be used with adequate characteristics to perform the test cycle described in Appendix 4 
to this Annex.  The instrumentation for torque and speed measurement shall allow the measurement of the 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 Table 3 are not exceeded. 

2.2.2. 

Other Instruments 

Measuring instruments for fuel consumption, air consumption, temperature of coolant and lubricant, exhaust gas 
pressure and intake manifold depression, exhaust gas temperature, air intake temperature, atmospheric pressure, 
humidity and fuel temperature shall be used, as required.  These instruments shall satisfy the requirements given in 
Table 3: 

Table 3.  Accuracy of Measuring Instruments 

No. 

Measuring Instrument

Accuracy

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

Engine speed 

Torque 

Fuel consumption 

Air consumption 

Exhaust gas flow 

Temperatures % 600 K 

Temperatures > 600 K 

Exhaust gas pressure 

Intake air depression 

Atmospheric pressure 

Other pressures 

Absolute humidity 

Dilution air flow 

Diluted exhaust gas flow 

2.2.3. 

Raw Exhaust Gas Flow 

& 2% of reading or & 1% of engine's max. value, whichever is larger 

& 2% of reading or & 1% of engine's max. value, whichever is larger 

& 2% of engine's max. value 

& 2% of reading or & 1% of engine's max. value, whichever is larger 

& 2,5% of reading or & 1,5% of engine's max. value, whichever is larger 

& 2 K absolute 

& 1% of reading 

& 0,2 kPa absolute 

& 0,05 kPa absolute 

& 0,1 kPa absolute 

& 0,1 kPa absolute 

& 5% of reading 

& 2% of reading 

& 2% of reading 

For calculating the emissions in the raw exhaust gas and for controlling a partial flow dilution system, it is necessary 
to know the exhaust gas mass flow rate.  For determinating the exhaust mass flow rate, either of the methods 
described below may be used. 

For the purpose of emissions calculation, the response time of either method described below shall be equal to or less 
than the requirement for the analyzer response time, as defined in Appendix 2, Section 1.11.1. 

For the purpose of controlling a partial flow dilution system, a faster response is required.  For partial flow dilution 
systems with online control, a response time of % 0,3 s is required.  For partial flow dilution systems with look ahead 
control based on a pre-recorded test run, a response time of the exhaust flow measurement system of % 5 s with a rise 
time of % 1 s is required.  The system response time shall be specified by the instrument manufacturer.  The combined 
response time requirements for exhaust gas flow and partial flow dilution system are indicated in Section 2.4. 

Direct measurement method 

Direct measurement of the instantaneous exhaust flow may be done by systems, such as: 

– 

– 

– 

pressure differential devices, like flow nozzle, (for details see ISO 5167: 2000) 

ultrasonic flowmeter 

vortex flowmeter.

 
 
L 146/36 

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30.4.2004 

Precautions shall be taken to avoid measurement errors, which will impact emission value errors.  Such precautions 
include the careful installation of the device in the engine exhaust system according to the instrument manufacturers' 
recommendations and to good engineering practice.  Especially, engine performance and emissions must not be 
affected by the installation of the device. 

The flowmeters shall meet the accuracy specifications of Table 3. 

Air and fuel measurement method 

This involves measurement of the airflow and the fuel flow with suitable flowmeters. The calculation of the 
instantaneous exhaust gas flow is as follows: 

GEXHW  = 

GAIRW + GFUEL (for wet exhaust mass) 

The flowmeters shall meet the accuracy specifications of Table 3, but shall also be accurate enough to also meet the 
accuracy specifications for the exhaust gas flow. 

Tracer measurement method 

This involves measurement of the concentration of a tracer gas in the exhaust. 

A known amount of an inert gas (e.g. pure helium) shall be injected into the exhaust gas flow as a tracer.  The gas is 
mixed and diluted by the exhaust gas, but must not react in the exhaust pipe.  The concentration of the gas shall then 
be measured in the exhaust gas sample. 

In order to ensure complete mixing of the tracer gas, the exhaust gas sampling probe shall be located at least 1 m or 
30 times the diameter of the exhaust pipe, whichever is larger, downstream of the tracer gas injection point.  The 
sampling probe may be located closer to the injection point if complete mixing is verified by comparing the tracer gas 
concentration with the reference concentration when the tracer gas is injected upstream of the engine. 

The tracer gas flow rate shall be set so that the tracer gas concentration at engine idle speed after mixing becomes 
lower than the full scale of the trace gas analyzer. 

The calculation of the exhaust gas flow is as follows: 

G

EXHW

$

60

"

"

G
"
T
"
conc

mix

EXH
#

conc

#a

where 

GEXHW  = 
GT
concmix = 
"EXH 
conca

instantaneous exhaust mass flow (kg/s) 
= 
tracer gas flow (cm³/min) 
instantaneous concentration of the tracer gas after mixing (ppm) 
= 
= 

density of the exhaust gas (kg/m³)  
background concentration of the tracer gas in the intake air (ppm) 

The background concentration of the tracer gas (conca) may be determined by averaging the background 
concentration measured immediately before the test run and after the test run.  

When the background concentration is less than 1% of the concentration of the tracer gas after mixing (concmix.) at 
maximum exhaust flow, the background concentration may be neglected. 

The total system shall meet the accuracy specifications for the exhaust gas flow, and shall be calibrated according to 
Appendix 2, paragraph 1.11.2 

Air flow and air to fuel ratio measurement method 

This involves exhaust mass calculation from the airflow and the air to fuel ratio.  The calculation of the instantaneous 
exhaust gas mass flow is as follows: 

G

EXHW

*

G

AIRW

"

1

)

#
$
$
%

1

A/F
st

"

"

&
’
’
(

 
30.4.2004

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Official Journal of the European Union

L 146/37 

st "FA

/

5,14

with  

100

-

$
%
%
&

conc

CO

"

10

"

4

2

+

conc

HC

"

10

"

4

*

’
(
(
)

$
%
%
%
%
%
%
&

45,0

#

1

+

2

"

conc

CO

"

10

"

4

3,5

"

conc

CO2

1

*

conc

CO

"

10

"

4

3,5

"

conc

CO2

’
(
(
(
(
(
(
)

"
conc

"

*

conc

CO

"

10

"

4

CO2

#

6,9078

"

"
conc

*

conc

CO

CO2

"

10

"

4

*

conc

HC

"

10

"

#4

"

,

where 

A/Fst  = 

stoichiometric air/fuel ratio (kg/kg) 

"

concCO2

= 

= 

relative air / fuel ratio 

dry CO2 concentration (%) 

concCO = 

dry CO concentration (ppm) 

concHC = 

HC concentration (ppm) 

NOTE: The calculation refers to a diesel fuel with a H/C ratio equal to 1.8. 

The air flowmeter shall meet the accuracy specifications in Table 3, the CO2 analyzer used shall meet the 
specifications of section 2.3.1, and the total system shall meet the accuracy specifications for the exhaust gas flow. 

Optionally, air to fuel ratio measurement equipment, such as a zirconia type sensor, may be used for the measurement 
of the excess air ratio in accordance with the specifications of section 2.3.4. 

2.2.4. 

Diluted Exhaust Gas Flow 

For calculation of the emissions in the diluted exhaust gas, it is necessary to know the diluted exhaust gas mass flow 
rate.  The total diluted exhaust gas flow over the cycle (kg/test) shall be calculated from the measurement values over 
the cycle and the corresponding calibration data of the flow measurement device (V0 for PDP, KV for CFV, Cd for 
SSV): the corresponding methods described in Appendix 3, section 2.2.1 shall be used.  If the total sample mass of 
particulates and gaseous pollutants exceeds 0,5% of the total CVS flow, the CVS flow shall be corrected or the 
particulate sample flow shall be returned to the CVS prior to the flow measuring device. 

2.3. 

Determination of the gaseous components 

2.3.1. 

General Analyser Specifications 

The analysers shall have a measuring range appropriate for the accuracy required to measure the concentrations of the 
exhaust gas components (section 1.4.1.1).  It is recommended that the analysers be operated in such a way 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 - 
Annex III, Appendix 2, section 1.5.5.2. 

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

2.3.1.1. Measurement error 

The analyzer shall not deviate from the nominal calibration point by more than ± 2% of the reading or ± 0,3% of full 
scale, whichever is larger. 

NOTE: 

For the purpose of this standard, accuracy is defined as the deviation of the analyzer reading from the 
nominal calibration values using a calibration gas (’ true value).

L 146/38 

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2.3.1.2. Repeatability 

The repeatability, defined as 2,5 times the standard deviation of 10 repetitive responses to a given calibration or span 
gas, must be no greater than ± 1% of full scale concentration for each range used above 155 ppm (or ppm C) or ± 2% 
for each range used below 155 ppm (or ppm C). 

2.3.1.3. Noise 

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

2.3.1.4. Zero drift 

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

2.3.1.5. Span drift 

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

2.3.1.6. Rise Time 

For raw exhaust gas analysis, the rise time of the analyzer installed in the measurement system shall not exceed 2,5 s. 

NOTE: 

Only evaluating the response time of the analyzer alone will not clearly define the suitability of the 
total system for transient testing.  Volumes, and especially dead volumes, through out the system will 
not only affect the transportation time from the probe to the analyzer, but also affect the rise time.  
Also transport times inside of an analyzer would be defined as analyzer response time, like the 
converter or water traps inside of a NOx analyzers.  The determination of the total system response 
time is described in Appendix 2, Section 1.11.1. 

2.3.2. 

Gas Drying 

Same specifications as for NRSC test cycle apply (Section 1.4.2) as described here below. 

The optional gas drying device 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. 

2.3.3. 

Analysers 

Same specifications as for NRSC test cycle apply (Section 1.4.3) as described here below. 

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

2.3.3.1. Carbon monoxide (CO) analysis 

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

2.3.3.2. Carbon dioxide (CO2) analysis 

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

2.3.3.3. Hydrocarbon (HC) analysis 

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

2.3.3.4. Oxides of nitrogen (NOx) analysis 

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent 
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 analyzer for wet measurement. 

 
 
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2.3.4. 

Air to fuel measurement 

The air to fuel measurement equipment used to determine the exhaust gas flow as specified in section 2.2.3 shall be a 
wide range air to fuel ratio sensor or lambda sensor of Zirconia type. 

The sensor shall be mounted directly on the exhaust pipe where the exhaust gas temperature is high enough to 
eliminate water condensation. 

The accuracy of the sensor with incorporated electronics shall be within: 

& 3% of reading 

"  < 2 

& 5% of reading 

2 %

"  < 5 

& 10% of reading  5 % "

To fulfil the accuracy specified above, the sensor shall be calibrated as specified by the instrument manufacturer. 

2.3.5. 

Sampling of Gaseous Emissions 

2.3.5.1. Raw exhaust gas flow 

For calculation of the emissions in the raw exhaust gas the same specifications as for NRSC test cycle apply (Section 
1.4.4), as described here below. 

The gaseous emissions sampling probes must be fitted at least 0,5 m or three times the diameter of the exhaust pipe – 
whichever is the larger – upstream of the exit of the exhaust gas system as far as applicable and sufficiently close to 
the engine as to ensure an exhaust gas temperature of at least 343 K (70°C) at the probe. 

In the case of a multicylinder engine with a branched exhaust manifold, the inlet of the probe shall be located 
sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions from all 
cylinders.  In multicylinder engines having distinct groups of manifolds, such as in a 'V'-engine configuration, it is 
permissible to acquire a sample from each group individually and calculate an average exhaust emission.  Other 
methods which have been shown to correlate with the above methods may be used.  For exhaust emissions 
calculation the total exhaust mass flow of the engine must be used. 

If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample must be 
taken upstream of this device in the tests of stage I and downstream of this device in the tests of stage II. 

2.3.5.2. Diluted exhaust gas flow 

If a full flow dilution system is used, the following specifications apply. 

The exhaust pipe between the engine and the full flow dilution system shall conform to the requirements of Annex 
VI. 

The gaseous emissions sample probe(s) shall be installed in the dilution tunnel at a point where the dilution air and 
exhaust gas are well mixed, and in close proximity to the particulates sampling probe. 

Sampling can generally be done in two ways: 

– 

– 

the pollutants are sampled into a sampling bag over the cycle and measured after completion of the test; 

the pollutants are sampled continuously and integrated over the cycle; this method is mandatory for HC and 
NOx. 

The background concentrations shall be sampled upstream of the dilution tunnel into a sampling bag, and shall be 
subtracted from the emissions concentration according to Appendix 3, Section 2.2.3. 

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2.4. 

Determination of the particulates 

Determination of the particulates requires a dilution system.  Dilution may be accomplished by a partial flow dilution 
system or a full flow dilution system.  The flow capacity of the dilution system shall be large enough to completely 
eliminate water condensation in the dilution and sampling systems, and maintain the temperature of the diluted 
exhaust gas between 315 K (42°C) and 325 K (52°C) immediately upstream of the filter holders.  De-humidifying the 
dilution air before entering the dilution system is permitted, if the air humidity is high.  Dilution air pre-heating above 
the temperature limit of 303 K (30 °C) is recommended if the ambient temperature is below 293 K (20 C).  However, 
the diluted air temperature must not exceed 325 K (52°C) prior to the introduction of the exhaust in the dilution 
tunnel. 

The particulate sampling probe shall be installed in close proximity to the gaseous emissions sampling probe, and the 
installation shall comply with the provisions of Section 2.3.5. 

To determine the mass of the particulates, a particulate sampling system, particulate sampling filters, microgram 
balance, and a temperature and humidity controlled weighing chamber, are required. 

Partial flow dilution system specifications 

The partial flow dilution system has to be designed to split the exhaust stream into two fractions, the smaller one 
being diluted with air and subsequently used for particulate measurement.  For this it is essential that the dilution ratio 
be determined very accurately.  Different splitting methods can be applied, whereby the type of splitting used dictates 
to a significant degree the sampling hardware and procedures to be used (Annex VI, section 1.2.1.1). 

For the control of a partial flow dilution system, a fast system response is required.  The transformation time for the 
system shall be determined by the procedure described in Appendix 2, Section 1.11.1. 

If the combined transformation time of the exhaust flow measurement (see previous Section) and the partial flow 
system is less than 0,3 s, online control may be used.  If the transformation time exceeds 0,3 s, look ahead control 
based on a pre-recorded test run must be used.  In this case, the rise time shall be % 1 s and the delay time of the 
combination % 10 s. 

The total system response shall be designed as to ensure a representative sample of the particulates, GSE, proportional 
to the exhaust mass flow.  To determine the proportionality, a regression analysis of GSE versus GEXHW shall be 
conducted on a minimum 5 Hz data acquisition rate, and the following criteria shall be met: 

– 

– 

– 

The correlation coefficient r2 of the linear regression between GSE and GEXHW shall be not less than 0,95. 

The standard error of estimate of GSE on GEXHW shall not exceed 5% of GSE maximum. 

GSE intercept of the regression line shall not exceed & 2% of GSE maximum. 

Optionally, a pre-test may be run, and the exhaust mass flow signal of the pre-test be used for controlling the sample 
flow into the particulate system ("look-ahead control").  Such a procedure is required if the transformation time of the 
particulate system, t50,P or/and the transformation time of the exhaust mass flow signal, t50,F are > 0,3 s.  A correct 
control of the partial dilution system is obtained, if the time trace of GEXHW,pre of the pre-test, which controls GSE, is 
shifted by a "look-ahead" time of t50,P + t50,F . 

For establishing the correlation between GSE and GEXHW the data taken during the actual test shall be used, with GEXHW
time aligned by t50,F relative to GSE (no contribution from t50,P to the time alignment).  That is, the time shift between 
GEXHW and GSE is the difference in their transformation times that were determined in Appendix 2, Section 2.6. 

For partial flow dilution systems, the accuracy of the sample flow GSE is of special concern, if not measured directly, 
but determined by differential flow measurement: 

GSE = GTOTW – GDILW 

In this case an accuracy of & 2% for GTOTW and GDILW is not sufficient to guarantee acceptable accuracies of GSE.  If 
the gas flow is determined by differential flow measurement, the maximum error of the difference shall be such that 
the accuracy of GSE is within & 5% when the dilution ratio is less than 15.  It can be calculated by taking root-mean-
square of the errors of each instrument. 

Acceptable accuracies of GSE can be obtained by either of the following methods: 

(a) 

(b) 

The absolute accuracies of GTOTW and GDILW are & 0,2% which guarantees an accuracy of GSE of % 5% at a 
dilution ratio of 15.  However, greater errors will occur at higher dilution ratios. 

Calibration of GDILW relative to GTOTW is carried out such that the same accuracies for GSE as in (a) are 
obtained.  For the details of such a calibration see Appendix 2, Section 2.6. 

30.4.2004

EN 

Official Journal of the European Union

L 146/41 

(c) 

(d) 

The accuracy of GSE is determined indirectly from the accuracy of the dilution ratio as determined by a tracer 
gas, e.g. CO2.  Again, accuracies equivalent to method (a) for GSE are required. 

The absolute accuracy of GTOTW and GDILW is within & 2% of full scale, the maximum error of the difference 
between GTOTW and GDILW is within 0,2%, and the linearity error is within & 0.2% of the highest GTOTW
observed during the test. 

2.4.1. 

Particulate Sampling Filters 

2.4.1.1. Filter specification 

Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required for certification tests.  For 
special applications different filter materials may be used.  All filter types shall have a 0,3 µm DOP (di-
octylphthalate) collection efficiency of at least 99% at a gas face velocity between 35 and 100 cm/s.  When 
performing correlation tests between laboratories or between a manufacturer and an approval authority, filters of 
identical quality must be used. 

2.4.1.2. Filter size 

Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter).  Larger diameter filters are 
acceptable (section 2.4.1.5.). 

2.4.1.3. Primary and back-up filters 

The diluted exhaust shall be sampled by a pair of filters placed in series (one primary and one back-up filter) during 
the test sequence.  The back-up filter shall be located no more than 100 mm downstream of, and shall not be in 
contact with, the primary filter.  The filters may be weighed separately or as a pair with the filters placed stain side to 
stain side. 

2.4.1.4. Filter face velocity 

A gas face velocity through the filter of 35 to 100 cm/s shall be achieved.  The pressure drop increase between the 
beginning and the end of the test shall be no more than 25 kPa. 

2.4.1.5. Filter loading 

The recommended minimum filter loadings for the most common filter sizes are shown in the following table.  For 
larger filter sizes, the minimum filter loading shall be 0,065 mg/1000 mm² filter area. 

Filter Diameter  
(mm) 
47 
70 
90 
110 

Recommended stain diameter (mm) 

37 
60 
80 
100 

Recommended minimum loading 
(mg) 
0,11 
0,25 
0,41 
0,62 

2.4.2. 

Weighing Chamber and Analytical Balance Specifications 

2.4.2.1. Weighing chamber conditions 

The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be 
maintained to within 295 K (22°C) ± 3 K during all filter conditioning and weighing.  The humidity shall be 
maintained to a dewpoint of 282,5 (9,5°C) ± 3 K and a relative humidity of 45 ± 8%. 

2.4.2.2. Reference filter weighing 

The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the 
particulate filters during their stabilisation.  Disturbances to weighing room specifications as outlined in section 
2.4.2.1 will be allowed if the duration of the disturbances does not exceed 30 minutes.  The weighing room should 
meet the required specifications prior to personnel entrance into the weighing room.  At least two unused reference 
filters or reference filter pairs shall be weighed within four hours of, but preferably at the same time as the sample 
filter (pair) weighing.  They shall be the same size and material as the sample filters. 

If the average weight of the reference filters (reference filter pairs) changes between sample filter weighing by more 
than 10#g, then all sample filters shall be discarded and the emissions test repeated. 

L 146/42 

EN 

Official Journal of the European Union

30.4.2004 

If the weighing room stability criteria outlined in section 2.4.2.1 are not met, but the reference filter (pair) weighing 
meet the above criteria, the engine manufacturer has the option of accepting the sample filter weights or voiding the 
tests, fixing the weighing room control system and re-running the test. 

2.4.2.3. Analytical balance 

The analytical balance used to determine the weights of all filters shall have a precision (standard deviation) of 2 µg 
and a resolution of 1 µg (1 digit = 1 µg) specified by the balance manufacturer. 

2.4.2.4. Elimination of static electricity effects 

To eliminate the effects of static electricity, the filters shall be neutralized prior to weighing, for example, by a 
Polonium neutralizer or a device having similar effect. 

2.4.3. 

Additional Specifications for Particulate Measurement 

All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder, which are in 
contact with raw and diluted exhaust gas, must be designed to minimize deposition or alteration of the particulates.  
All parts must be made of electrically conductive materials that do not react with exhaust gas components, and must 
be electrically grounded to prevent electrostatic effects." 

6) 

Appendix 2 shall be amended as follows: 

(a) 

The title shall be amended as follows: 

"APPENDIX 2 

CALIBRATION PROCEDURE (NRSC, NRTC 1)" 

(b) 

Section 1.2.2 shall be amended as follows: 

After the current text the following shall be  added: 

"This accuracy implies that primary gases used for blending shall be known to have 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.  An additional verification may be performed using 
another calibration gas, if the first verification has failed. 

Optionally, the blending device may be checked with an instrument which by nature is linear, e.g. 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 ± 1% of the nominal value. 

Other methods may be used based on good engineering practice and with the prior agreement of the parties involved. 

NOTE: 

A precision gas divider of accuracy is within & 1%, is recommended for establishing the accurate 
analyzer calibration curve.  The gas divider shall be calibrated by the instrument manufacturer." 

(c) 

section 1.5.5.1 shall be amended as follows: 

(i) 

the first sentence shall be replaced by the following: 

"The analyser calibration curve is established by at least six calibration points (excluding zero) spaced as 
uniformly as possible". 

(ii) 

the third indent shall be replaced by the following: 

"The calibration curve must not differ by more than ± 2% from the nominal value of each calibration point 
and by more than ±0,3% of full scale at zero." 

(d) 

in section1.5.5.2, the last indent shall be replaced by the following: 

"The calibration curve must not differ by more than ± 4% from the nominal value of each calibration point and by 
more than ± 0,3% of full scale at zero." 

(e) 

the text under  section 1.8.3 shall be replaced by the following: 

1

The calibration procedure is common for both NRSC and NRTC tests, with the exception of the requirements specified in Sections 1.11 and 
2.6. 

30.4.2004

EN 

Official Journal of the European Union

L 146/43 

"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 within the upper 50%.  The test shall be 
conducted with the oven temperature set as required. 

1.8.3.1. Oxygen interference gases 

Oxygen interference check gases shall contain propane with 350 ppmC ÷ 75 ppmC 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.  Blends required for Diesel engine testing are: 

O2 concentration 
21 (20 to 22) 
10 (9 to 11 
5 (4 to 6) 

Balance 
Nitrogen 
Nitrogen 
Nitrogen 

1.8.3.2. Procedure 

(a) 

The analyzer shall be zeroed. 

(b) 

The analyzer shall be spanned with the 21% oxygen blend. 

(c) 

The zero response shall be rechecked.  If it has changed more than 0,5% of full scale clauses (a) and 
(b) 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 (d) as follows: 

IO
2

$

#

"

CB
#
B

"

100

A = 

hydrocarbon concentration (ppmC) of the span gas used in (b)  

B = 

hydrocarbon concentration (ppmC) of the oxygen interference check gases used in (d)  

C =  

analyzer response 

"

ppmC "

#

A
D

D = 

percent of full scale analyzer response due to A. 

(g) 

(h) 

(i) 

(j) 

The % of oxygen interference (%O2I) shall be less than ± 3,0% for all required oxygen interference 
check gases prior to testing. 

If the oxygen interference is greater than ± 3,0%, the air flow above and below the manufacturer's 
specifications shall be incrementally adjusted, repeating clause 1.8.1 for each flow. 

If the oxygen interference is greater than ± 3,0% after adjusting the air flow, the fuel flow and 
thereafter the sample flow shall be varied, repeating clause 1.8.1 for each new setting. 

If the oxygen interference is still greater than ± 3,0%, the analyzer, FID fuel, or burner air shall be 
repaired or replaced prior to testing.  This clause shall then be repeated with the repaired or replaced 
equipment or gases." 

 
L 146/44 

EN 

Official Journal of the European Union

30.4.2004 

(f) 

Current paragraph 1.9.2.2 shall be amended as follows: 

(i) 

the first subparagraph shall be replaced by the following: 

"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.  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 gas shall be 
bubbled through water at room temperature and passed through the (H)CLD and 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 %) of the mixture shall be calculated as follows:" 

(ii) 

The third subparagraph shall be replaced by the following: 

"and recorded as De.  For diesel exhaust, the maximum exhaust water vapour concentration (in %) 
expected during testing shall be estimated, under the assumption of a fuel atom H/C ratio of 1,8 to 1, 
from the maximum CO2 concentration in the exhaust gas or from the undiluted CO2 span gas 
concentration (A, as measured in section 1.9.2.1) as follows: 

(g) 

the following section shall be inserted: 

"1.11. 

Additional calibration requirements for raw exhaust measurements over 
NRTC test 

1.11.1.  Response time check of the analytical system 

The system settings for the response time evaluation shall be exactly the same as during measurement 
of the test run (i.e. pressure, flow rates, filter settings on the analyzers and all other response time 
influences).  The response time determination shall be done with gas switching directly at the inlet of 
the sample probe.  The gas switching shall be done in less than 0,1 second.  The gases used for the 
test shall cause a concentration change of at least 60% FS. 

The concentration trace of each single gas component shall be recorded.  The response time is defined 
as the difference in time between the gas switching and the appropriate change of the recorded 
concentration.  The system response time (t90) consists of the delay time to the measuring detector and 
the rise time of the detector.  The delay time is defined as the time from the change (t0) until the 
response is 10% of the final reading (t10).  The rise time is defined as the time between 10% and 90% 
response of the final reading (t90 – t10). 

For time alignment of the analyzer and exhaust flow signals in the case of raw measurement, the 
transformation time is defined as the time from the change (t0) until the response is 50% of the final 
reading (t50). 

The system response time shall be % 10 seconds with a rise time % 2,5 seconds for all limited 
components (CO, NOx, HC) and all ranges used. 

1.11.2.  Calibration of tracer gas analyzer for exhaust flow measurement 

The analyzer for measurement of the tracer gas concentration, if used, shall be calibrated using the 
standard gas.  

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

The calibration curve shall 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 shall also not differ by 
more than & 2% from the nominal value in the range from 4% to 20% of the full scale. 

The analyzer 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 analyzer full scale." 

(h) 

paragraph 2.2 shall be replaced by the following: 

"2.2. The calibration of gas flow-meters or flow measurement instrumentation shall be traceable to national and/or 
international standards. 

30.4.2004

EN 

Official Journal of the European Union

L 146/45 

The maximum error of the measured value shall be within ± 2% of reading. 

For partial flow dilution systems, the accuracy of the sample flow GSE is of special concern, if not measured directly, 
but determined by differential flow measurement: 

GSE = GTOTW – GDILW 

In this case an accuracy of & 2% for GTOTW and GDILW is not sufficient to guarantee acceptable accuracies of GSE.  If 
the gas flow is determined by differential flow measurement, the maximum error of the difference shall be such that 
the accuracy of GSE is within & 5% when the dilution ratio is less than 15.  It can be calculated by taking root-mean-
square of the errors of each instrument." 

(i) 

the following section shall be added: 

"2.6.  Additional calibration requirements for partial flow dilution systems 

2.6.1.  Periodical calibration  

If the sample gas flow is determined by differential flow measurement the flow meter or the flow 
measurement instrumentation shall be calibrated by one of the following procedures, such that the probe flow 
GSE into the tunnel fulfils the accuracy requirements of Appendix I section 2.4: 

The flow meter for GDILW is connected in series to the flow meter for GTOTW, the difference between the two 
flow meters is calibrated for at least 5 set points with flow values equally spaced between the lowest GDILW
value used during the test and the value of GTOTW used during the test The dilution tunnel may be bypassed. 

A calibrated mass flow device is connected in series to the flowmeter for GTOTW and the accuracy is checked 
for the value used for the test.  Then the calibrated mass flow device is connected in series to the flow meter 
for GDILW, and the accuracy is checked for at least 5 settings corresponding to the dilution ratio between 3 and 
50, relative to GTOTW used during the test. 

The transfer tube TT is disconnected from the exhaust, and a calibrated flow measuring device with a suitable 
range to measure GSE is connected to the transfer tube.  Then GTOTW is set to the value used during the test, 
and GDILW is sequentially set to at least 5 values corresponding to dilution ratios q between 3 and 50.  
Alternatively, a special calibration flow pathmay be provided, in which the tunnel is bypassed, but the total 
and dilution air flow through the corresponding meters are maintained  as in the actual test.  

A tracer gas is fed into the transfer tube TT.  This tracer gas may be a component of the exhaust gas, like CO2
or NOx.  After dilution in the tunnel the tracer gas component is measured.  This shall be carried out for 5 
dilution ratios between 3 and 50.  The accuracy of the sample flow is determined from the dilution ration q: 

GSE = GTOTW /q 

The accuracies of the gas analyzers shall be taken into account to guarantee the accuracy of GSE 

2.6.2. 

Carbon flow check 

A carbon flow check using actual exhaust is strongly recommended for detecting measurement and control 
problems and verifying the proper operation of the partial flow dilution system.  The carbon flow check 
should be run at least each time a new engine is installed, or something significant is changed in the test cell 
configuration. 

The engine shall be operated at peak torque load and speed or any other steady-state mode that produces 5% 
or more of CO2.  The partial flow sampling system shall be operated with a dilution factor of about 15 to 1. 

2.6.3.  Pre-test check 

A pre-test check shall be performed within 2 hours before the test run in the following way: 

The accuracy of the flow meters shall be checked by the same method as used for calibration for at least two 
points, including flow values of GDILW that correspond to dilution ratios between 5 and 15 for the GTOTW value 
used during the test. 

If it can be demonstrated by records of the calibration procedure described above that the flow meter 
calibration is stable over a longer period of time, the pre-test check may be omitted. 

2.6.4.  Determination of the transformation time 

The system settings for the transformation time evaluation shall be exactly the same as during measurement 
of the test run.  The transformation time shall be determined by the following method: 

L 146/46 

EN 

Official Journal of the European Union

30.4.2004 

An independent reference flowmeter with a measurement range appropriate for the probe flow shall be put in 
series with and closely coupled to the probe.  This flow meter shall have a transformation time of less than 
100 ms for the flow step size used in the response time measurement, with flow restriction sufficiently low 
not to affect the dynamic performance of the partial flow dilution system, and consistent with good 
engineering practice. 

A step change shall be introduced to the exhaust flow (or air flow if exhaust flow is calculated) input of the 
partial flow dilution system, from a low flow to at least 90% of full scale.  The trigger for the step change 
should be the same one as that used to start the look-ahead control in actual testing.  The exhaust flow step 
stimulus and the flowmeter response shall be recorded at a sample rate of at least 10 Hz. 

From this data, the transformation time shall be determined for the partial flow dilution system, which is the 
time from the initiation of the step stimulus to the 50% point of the flowmeter response.  In a similar manner, 
the transformation times of the GSE signal of the partial flow dilution system and of the GEXHW signal of the 
exhaust flow meter shall be determined.  These signals are used in the regression checks performed after each 
test (Appendix I section 2.4). 

The calculation shall be repeated for at least 5 rise and fall stimuli, and the results shall be averaged.  The 
internal transformation time (<100 ms) of the reference flowmeter shall be subtracted from this value.  This is 
the "look-ahead" value of the partial flow dilution system, which shall be applied in accordance with 
Appendix I section 2.4." 

7) 

the following section shall be added: 

"3. 

CALIBRATION OF THE CVS SYSTEM 

3.1.  General 

The CVS system shall be calibrated by using an accurate flowmeter and means to change operating conditions. 

The flow through the system shall be measured at different flow operating settings, and the control parameters of the 
system shall be measured and related to the flow. 

Various type of flowmeters may be used, e.g. calibrated venturi, calibrated laminar flowmeter, calibrated 
turbinemeter. 

3.2. 

Calibration of the Positive Displacement Pump (PDP) 

All the parameters related to the pump shall be simultaneously measured along with the parameters related to a 
calibration venturi which is connected in series with the pump.  The calculated flow rate (in m3/min at pump inlet, 
absolute pressure and temperature) shall be plotted against a correlation function which is the value of a specific 
combination of pump parameters.  The linear equation which relates the pump flow and the correlation function shall 
be determined.  If a CVS has a multiple speed drive, the calibration shall be performed for each range used. 

Temperature stability shall be maintained during calibration. 

Leaks in all the connections and ducting between the calibration venturi and the CVS pump shall be maintained lower 
than 0,3% of the lowest flow point (highest restriction and lowest PDP speed point). 

3.2.1.  Data Analysis 

The air flowrate (Qs) at each restriction setting (minimum 6 settings) shall be calculated in standard m3/min from the 
flowmeter data using the manufacturer's prescribed method.  The air flow rate shall then be converted to pump flow 
(V0) in m3/rev at absolute pump inlet temperature and pressure as follows: 

Q
s
n

x

T
273

x

3.101
p

A

V

0

$

where, 

Qs

T 

pA

n 

= air flow rate at standard conditions (101,3 kPa, 273 K) (m3/s) 

= temperature at pump inlet (K) 

= absolute pressure at pump inlet (pB- p1) (kPa) 

= pump speed (rev/s) 

30.4.2004

EN 

Official Journal of the European Union

L 146/47 

To account for the interaction of pressure variations at the pump and the pump slip rate, the correlation function (X0) 
between pump speed, pressure differential from pump inlet to pump outlet and absolute pump outlet pressure shall be 
calculated as follows: 

X

0

$

x

1
n

%
p

p

p

A

where, 

pp"

 = pressure differential from pump inlet to pump outlet (kPa) 

pA = absolute outlet pressure at pump outlet (kPa) 
A linear least-square fit shall be performed to generate the calibration equation as follows: 

V
0

$

D
0

#

x
(
Xm

)

0

D0 and m are the intercept and slope constants, respectively, describing the regression lines. 

For a CVS system with multiple speeds, the calibration curves generated for the different pump flow ranges shall be 
approximately parallel, and the intercept values (D0) shall increase as the pump flow range decreases. 

The values calculated by the equation shall be within ± 0,5% of the measured value of V0.  Values of m will vary 
from one pump to another.  Particulate influx over time will cause the pump slip to decrease, as reflected by lower 
values for m.  Therefore, calibration shall be performed at pump start-up, after major maintenance, and if the total 
system verification (section 3.5) indicates a change in the slip rate. 

3.3. 

Calibration of the Critical Flow Venturi (CFV) 

Calibration of the CFV is based upon the flow equation for a critical venturi.  Gas flow is a function of inlet pressure 
and temperature, as shown below: 

Q
s

$

x
pK
v
T

A

where, 

Kv = calibration coefficient 

pA = absolute pressure at venturi inlet (kPa) 

T = temperature at venturi inlet (K) 

3.3.1.  Data Analysis 

The air flow rate (Qs) at each restriction setting (minimum 8 settings) shall be calculated in standard m3/min from the 
flowmeter data using the manufacturer's prescribed method.  The calibration coefficient shall be calculated from the 
calibration data for each setting as follows: 

K

v

$

Q
S

T

x

p

A

where, 

Qs = air flow rate at standard conditions (101,3 kPa, 273 K) (m3/s) 

T = temperature at the venturi inlet (K) 

pA = absolute pressure at venturi inlet (kPa) 

To determine the range of critical flow, Kv shall be plotted as a function of venturi inlet pressure.  For critical 
(choked) flow, Kv will have a relatively constant value.  As pressure decreases (vacuum increases), the venturi 
becomes unchoked and Kv decreases, which indicates that the CFV is operated outside the permissible range. 

L 146/48 

EN 

Official Journal of the European Union

30.4.2004 

For a minimum of eight points in the region of critical flow, the average KV and the standard deviation shall be 
calculated.  The standard deviation shall not exceed ± 0,3% of the average KV

3.4. 

Calibration of the Subsonic Venturi (SSV) 

Calibration of the SSV is based upon the flow equation for a subsonic venturi.  Gas flow is a function of inlet 
pressure and temperature, pressure drop between the SSV inlet and throat, as shown below: 

Q

SSV

/

where, 

2
PCdA

0

d

"
r

1

T

%
&
&
’

A

.1

4286

.1

7143

.

r

"
#
#
#
$

1

1

.

"

4

r

.1

4286

(
)
)
*

+
,
,
-

A0

= collection of constants and units conversions 

3

m
min

"
##
$

"
#
%
&&
#
#
’
$

1

2

K
kPa

%
&
"
#
&
$
&
’

1
mm

2

%
&
’

= 0,006111 in SI units  

= diameter of the SSV throat (m) 

= discharge coefficient of the SSV 

= absolute pressure at venturi inlet (kPa) 

= temperature at the venturi inlet (K) 

= ratio of the SSV throat to inlet absolute, static pressure = 

"1

P$
AP

d
= ratio of the SSV throat diameter, d, to the inlet pipe inner diameter =  D

d 

Cd

PA

T 

r 

ß 

3.4.1. 

Data Analysis 

The air flow rate (QSSV) at each flow setting (minimum 16 settings) shall be calculated in standard m3/min from the 
flowmeter data using the manufacturer's prescribed method.  The discharge coefficient shall be calculated from the 
calibration data for each setting as follows: 

C

d

/

Q

SSV

PdA

2

0

"
r

1

T

%
&
&
’

A

.1

4286

.1

7143

.

r

"
#
#
#
$

1

1

.

"

4

r

.1

4286

(
)
)
*

+
,
,
-

where, 
QSSV
T 
d 

r 

ß 

= air flow rate at standard conditions (101,3 kPa, 273 K), m3/s 
= temperature at the venturi inlet, K 
= diameter of the SSV throat, m 

= ratio of the SSV throat to inlet absolute, static pressure = 

"1

P$
AP

d
= ratio of the SSV throat diameter, d, to the inlet pipe inner diameter =  D

To determine the range of subsonic flow, Cd shall be plotted as a function of Reynolds number, at the SSV throat.  
The Re at the SSV throat is calculated with the following formula: 

Re #

Q
A SSV
1
"d

 
30.4.2004

EN 

Official Journal of the European Union

L 146/49 

where, 

A1

= a collection of constants and units conversions 

= 25,55152 

"
#
$

1
3
m

%
&
’

"
#
$

min
s

%
"
#
&
’
$

mm
m

%
&
’

= air flow rate at standard conditions (101,3 kPa, 273 K) (m3/s) 

= diameter of the SSV throat (m) 

= absolute or dynamic viscosity of the gas, calculated with the following formula: 

QSSV

d 

µ 

where: 

"

#

3

2

bT
TS
"

kg/m-s

#

bT

1

"

1

2

S
T

kg

1
2

msK

b 

= empirical constant

S 

= empirical constant

,1

458

"

610
=

K4,110

=

Because QSSV is an input to the Re formula, the calculations must be started with an initial guess for QSSV or Cd of the 
calibration venturi, and repeated until QSSV converges.  The convergence method must be accurate to 0,1% or better. 

For a minimum of sixteen points in the subsonic flow region, the calculated values of Cd from the resulting 
calibration curve fit equation must be within ± 0,5% of the measured Cd for each calibration point. 

3.5. 

Total System Verification 

The total accuracy of the CVS sampling system and analytical system shall be determined by introducing a known 
mass of a pollutant gas into the system while it is being operated in the normal manner.  The pollutant is analysed, 
and the mass calculated according to Annex III, Appendix 3, section 2.4.1 except in the case of propane where a 
factor of 0,000472 is used in place of 0,000479 for HC.  Either of the following two techniques shall be used. 

3.5.1.  Metering with a Critical Flow Orifice 

A known quantity of pure gas (propane) shall be fed into the CVS system through a calibrated critical orifice.  If the 
inlet pressure is high enough, the flow rate, which is adjusted by means of the critical flow orifice, is independent of 
the orifice outlet pressure (critical flow).  The CVS system shall be operated as in a normal exhaust emission test for 
about 5 to 10 minutes.  A gas sample shall be analysed with the usual equipment (sampling bag or integrating 
method), and the mass of the gas calculated.  The mass so determined shall be within ± 3% of the known mass of the 
gas injected. 

3.5.2.  Metering by Means of a Gravimetric Technique 

The weight of a small cylinder filled with propane shall be determined with a precision of ± 0,01 g.  For about 5 to 10 
minutes, the CVS system shall be operated as in a normal exhaust emission test, while carbon monoxide or propane is 
injected into the system.  The quantity of pure gas discharged shall be determined by means of differential weighing.  
A gas sample shall be analysed with the usual equipment (sampling bag or integrating method), and the mass of the 
gas calculated.  The mass so determined shall be within ± 3% of the known mass of the gas injected." 

8) 

Appendix 3 shall be amended as follows:  

(a) 

The following title for this Appendix shall be inserted: "DATA EVALUATION AND CALCULATIONS" 

(b) 

the title of section 1 shall read "DATA EVALUATION AND CALCULATIONS – NRSC TEST" 

L 146/50 

EN 

Official Journal of the European Union

30.4.2004 

(c) 

section 1.2  shall be replaced by the following: 

"1.2 Particulate emissions 

For the evaluation of the particulates, the total sample masses (MSAM,i) through the filters shall be recorded 
for each mode.  The filters shall be returned to the weighing chamber and conditioned for at least one hour, 
but not more than 80 hours, and then weighed.  The gross weight of the filters shall be recorded and the tare 
weight (see section 3.1, Annex III) subtracted.  The particulate mass (Mf for single filter method; Mf,i for the 
multiple filter method) is the sum of the particulate masses collected on the primary and back-up filters.  If 
background correction is to be applied, the dilution air mass (MDIL) through the filters and the particulate 
mass (Md) shall be recorded.  If more than one measurement was made, the quotient Md/MDIL must be 
calculated for each single measurement and the values averaged." 
section 1.3.1 shall be replaced by the following: 

(d) 

"1.3.1. 

Determination of the exhaust gas flow 

The exhaust gas flow rate (GEXHW,) shall be determined for each mode according to Annex III, 
Appendix 1, sections 1.2.1 to 1.2.3. 

When using a full flow dilution system, the total dilute exhaust gas flow rate (GTOTW,) shall be 
determined for each mode according to Annex III, Appendix 1, section 1.2.4." 

(e) 

sections 1.3.2 -1.4.6 shall be replaced by the following: 

"1.3.2. 

Dry/wet correction (GEXHW,) shall be determined for each mode according to Annex III, Appendix 1, sections 
1.2.1 to 1.2.3. 

When applying GEXHW the measured concentration shall be converted to a wet basis according to the 
following formulae, if not already measured on a wet basis: 

conc (wet) = kw × conc (dry) 
For the raw exhaust gas: 

K

rW
,

1,

*

#
$
$
%

88,11

)

"

005,0

"

"
%

"
CO
dry

#

)

%

CO

2

"
dry

#
#

)

K

w

2

1

&
’
’
(

For the diluted gas: 

K

eW
,

1,

*

1

)

#
$
$
%

88,1

"

CO

2
200

%(

wet

)

&
’
)’
(

K

W

1

or: 

K

,
eW

1,

+

#
$
$
$
$$
%

1

*

88,1

"

1

)

For the dilution air: 

&
’
’
’
’’
(

%(

dry

)

1

K

W
CO

2
200

1
$%

dW
,

k

k

k

%

W

1

W
1
608

,1

"
H

"

d

1000

#

,1

608

"

22,6

"

R

d

"
H
"

p

d

d

H

d

%

p

B

$

p

d

"

R

d

"

10

"

2

DF

"
$"
/11
"
$"
/11

#

#

"
/1

"

a

DF

#

H

a

"

H
#

DF
"
/1

#
#

DF

#
#

30.4.2004

EN 

Official Journal of the European Union

L 146/51 

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

k

k

$%
1

,
aW

k

%

W

2

1000

2
W
,1
608
"
,1
"

#

"

H

608

a
"

22,6

R

"

p

p

B

$

p

a

"

"

a

a
R

#

H

a

a
10

"

2

H

a

%

where: 

Ha: absolute humidity of the intake air (g water per kg dry air) 

Hd: absolute humidity of the dilution air (g water per kg dry air) 

Rd: relative humidity of the dilution air (%) 

Ra: relative humidity of the intake air (%) 

pd: saturation vapour pressure of the dilution air (kPa) 

pa: saturation vapour pressure of the intake air (kPa) 

pB: total barometric pressure (kPa). 

NOTE: 

Ha and Hd may be derived from relative humidity measurement, as described above, or from dewpoint 
measurement, vapour pressure measurement or dry/wet bulb measurement using the generally 
accepted formulae. 

1.3.3.  Humidity correction for NOx 

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient air 
temperature and humidity by the factors KH given in the following formula: 

k

H =

-1

0,0182

"

"

H

$

a

1
#
10,71

#

0,0045

"

"
T

a

$

298

#

where: 

Ta: temperatures of the air in (K) 

Ha: humidity of the intake air (g water per kg dry air): 

H

a

%

,6

220

"

p

B

$

p

a

"

where: 

Ra: relative humidity of the intake air (%) 

pa: saturation vapour pressure of the intake air (kPa) 

pB: total barometric pressure (kPa). 

R

a
R

a

"

"

p

a
10

"

2

NOTE: 

Ha may be derived from relative humidity measurement, as described above, or from dewpoint 
measurement, vapour pressure measurement or dry/wet bulb measurement using the generally 
accepted formulae. 

L 146/52 

EN 

Official Journal of the European Union

30.4.2004 

1.3.4.  Calculation of emission mass flow rates 

The emission mass flow rates for each mode shall be calculated as follows: 

(a) 

For the raw exhaust gas 1: 

Gasmass = u × conc × GEXHW

(b) 

For the dilute exhaust gas 1: 

Gasmass = u × concc × GTOTW 

where: 

concc is the background corrected concentration 

conc

%

$

conc
"
conc

/4,13

CO

2

d

"
"
1
/1
$"
"
conc

#

CO

DF

#

#
#
conc

#

"

10

"

#4

HC

conc

DF
or: 

c
%

DF=13,4/concCO2 

The coefficients u - wet shall be used according to Table 4: 

Table 4.  Values of the coefficients u - wet for various exhaust components 

Gas 
NOx 
CO 
HC 
CO2 

u 
0,001587 
0,000966 
0,000479 
15,19 

conc 
ppm 
ppm 
ppm 
percent 

The density of HC is based upon an average carbon to hydrogen ratio of 1:1,85. 

1.3.5.  Calculation of the specific emissions 

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

Individual

gas

#

n

"

i

"

1

Gas

mass

i

"

WF

i

n

"

i

"

1

P
i

"

WF

i

where Pi = Pm,i + PAE,i. 

The weighting factors and the number of modes (n) used in the above calculation are according to Annex III, section 
3.7.1. 

1.4. 

Calculation of the particulate emission 

The particulate emission shall be calculated in the following way: 

1.4.1.  Humidity correction factor for particulates 

As the particulate emission of diesel engines depends on ambient air conditions, the particulate mass flow rate shall 
be corrected for ambient air humidity with the factor Kp given in the following formula: 

K

P

"
1/1

%

#

,0

0133

"

"

H

a

#71,10
#

$

1

In the case of NOx, the NOx concentration (NOxconc or NOxconcc) has to be multiplied by KHNOx (humidity correction factor for NOx quoted 
in section 1.3.3) as follows: KHNOx x conc or KHNOx x concc 

30.4.2004

EN 

Official Journal of the European Union

L 146/53 

where: 

Ha: humidity of the intake air, gram of water per kg dry air 

H

a

%

,6

220

"

R

"

p

a
10

"

"

2

a
R

a

p

B

$

p

a

"

where: 
Ra: relative humidity of the intake air (%) 

pa: saturation vapour pressure of the intake air (kPa) 

pB: total barometric pressure (kPa) 

NOTE: 

Ha may be derived from relative humidity measurement, as described above, or from dewpoint 
measurement, vapour pressure measurement or dry/wet bulb measurement using the generally 
accepted formulae 

1.4.2. 

Partial flow dilution system 

The final reported test results of the particulate emission shall be derived through the following steps.  Since 
various types of dilution rate control may be used, different calculation methods for equivalent diluted 
exhaust gas mass flow rate GEDF apply.  All calculations shall be based upon the average values of the 
individual modes (i) during the sampling period. 

1.4.2.1. Isokinetic systems 

GEDFW,i = GEXHW,i × qi"
#
G
G
q

DILW

$

i

,
i
"
G

EXHW

,

#

"

r

i

,

EXHW
"

#r

i

where r corresponds to the ratio of the cross sectional areas of the isokinetic probe Ap and exhaust pipe AT: 

r "

A
P
A
T

1.4.2.2. Systems with measurement of CO2 or NOx concentration 

GEDFW,i = GEXHW,i × qi
"
Conc

,
iE

Conc

q

i

#

Conc

,
iD

"

Conc

,
iA

,
iA

where: 

ConcE = wet concentration of the tracer gas in raw exhaust 

ConcD = wet concentration of the tracer gas in the diluted exhaust 

ConcA = wet concentration of the tracer gas in the dilution air 

Concentrations measured on a dry basis shall be converted to a wet basis according to section 1.3.2. . 

1.4.2.3. Systems with CO2 measurement and carbon balance method 

G

EDFW

,

i

$

6,206

"

G

CO

,2
iD

#

,

i

FUEL
CO

,2
iA

where: 

CO2D = CO2 concentration of the diluted exhaust 

CO2A = CO2 concentration of the dilution air 

(concentrations in volume % on wet basis) 

L 146/54 

EN 

Official Journal of the European Union

30.4.2004 

This equation is based upon the carbon balance assumption (carbon atoms supplied to the engine are emitted 
as CO2) and derived through the following steps: 

and: 

GEDFW,i = GEXHW,i × qi

q

i

$

G

EXHW

,

"

6,206
"
CO

"

i

1.4.2.4. Systems with flow measurement 

GEDFW,i = GEXHW,i × qi

G

FUEL
#

,

i
CO

#iA

,2

iD
,2

q

i

#

"
G

G

TOTW

,

1.4.3. 

Full flow dilution system 

TOTW
i
,
"
G

i

DILW

#i

,

The final reported test results of the particulate emission shall be derived through the following steps. 

All calculations shall be based upon the average values of the individual modes (i) during the sampling 
period. 

1.4.4. 

Calculation of the particulate mass flow rate 

GEDFW,i = GTOTW,i

The particulate mass flow rate shall be calculated as follows: 

For the single filter method: 

PT

mass

#

M

f

M

SAM

"
G

#
EDFW
1000

"

aver

where: 

(GEDFW)aver over the test cycle shall be determined by summation of the average values of the individual 
modes during the sampling period: 
#

WF

"
G

EDFW

G

"

#

n

i

,

EDFW

aver

i

"

M

SAM

#

i

"

1

M

SAM

,

i

n

"

i

"

1

where i = 1, . . . n 

For the multiple filter method: 

PT

mass

#

"
G

"

M

f

,

i

M

SAM

,

i

EDFW

#
1000

i

,

aver

where i = 1, . . . n 

The particulate mass flow rate may be background corrected as follows: 

For single filter method: 
&
’
’
(

PT

mass

0

M

f

M

SAM

/

#
$
$
%

M

d

M

DIL

"

#
$
$
%

i

"

n

"

i

"

1

1

/

#
$
$
%

1

DF

i

)
*
*
+

"

WF

i

)
*
*
+

)
*
*
+

,
-
-
.

"

"
G

EDFW

#

aver

1000

If more than one measurement is made, (Md/MDIL) shall be replaced with (Md/MDIL)aver
#4

"
concCO

"
concCO

concHC

/4,13

DF

10

$

"

#

#

#

"

2

30.4.2004

EN 

Official Journal of the European Union

L 146/55 

or: 

DF=13,4/concCO2 

For multiple filter method: 

PT

mass

,

i

0

M

f

,

i

M

SAM

,

i

&
’
’
(

/

#
$
$
%

M

d

M

DIL

"

#
$
$
%

1

/

1

DF

i

)
*
*
+

)
*
*
+

,
-
-
.

"

&
’
’
(

G

EDFW

,

i

1000

,
-
-
.

If more than one measurement is made, (Md/MDIL) shall be replaced with (Md/MDIL)aver
#4

"
concCO

"
concCO

concHC

/4,13

DF

10

$

"

#

#

#

"

2

or: 

DF=13,4/concCO2 

1.4.5. 

Calculation of the specific emissions 

The specific emission of particulates PT (g/kWh) shall be calculated in the following way 1: 

For the single filter method: 

PT

#

PT

mass

n

"

i

"
1

P
i

"

WF
i

For the multiple filter method: 

PT

#

n

"

i

"

1

PT

mass

"

WF
i

,

i

n

"

i

"

1

P
i

"

WF
i

1.4.6. 

Effective weighting factor 

For the single filter method, the effective weighting factor WFE,i for each mode shall be calculated in the 
following way: 

WF

,
iE

#

where i = l, . . . n. 

M

"

,

i

"
G
"
G

"

SAM
M

SAM

EDFW

EDFW

aver

#
#i

,

The value of the effective weighting factors shall be within ± 0,005 (absolute value) of the weighting factors 
listed in Annex III, section 3.7.1." 

(f) 

The following section shall be inserted: 

"2. 

DATA EVALUATION AND CALCULATIONS (NRTC TEST)  

The two following measurement principles that can be used for the evaluation of pollutant emissions over the NRTC 
cycle are described in this section: 

– 

the gaseous components are measured in the raw exhaust gas on a real time basis, and the particulates are 
determined using a partial flow dilution system; 

– 

the gaseous components and the particulates are determined using a full flow dilution system (CVS 
system). 

2.1. 

Calculation of gaseous emissions in the raw exhaust gas and of the particulate emissions with a partial flow 

1

The particulate mass flow rate PTmass has to be multiplied by Kp (humidity correction factor for particulates quoted in section 1.4.1). 

L 146/56 

EN 

Official Journal of the European Union

30.4.2004 

dilution system 

2.1.1. 

Introduction 

The instantaneous concentration signals of the gaseous components are used for the calculation of the mass 
emissions by multiplication with the instantaneous exhaust mass flow rate.  The exhaust mass flow rate may 
be measured directly, or calculated using the methods described in Annex III, Appendix 1, section 2.2.3 
(intake air and fuel flow measurement, tracer method, intake air and air/fuel ratio measurement).  Special 
attention shall be paid to the response times of the different instruments.  These differences shall be accounted 
for by time aligning the signals. 

For particulates, the exhaust mass flow rate signals are used for controlling the partial flow dilution system to 
take a sample proportional to the exhaust mass flow rate.  The quality of proportionality is checked by 
applying a regression analysis between sample and exhaust flow as described in Annex III, Appendix 1, 
section 2.4. 

2.1.2. 

Determination of the gaseous components 

2.1.2.1. Calculation of mass emission 

The mass of the pollutants Mgas (g/test) shall be determined by calculating the instantaneous mass emissions 
from the raw concentrations of the pollutants, the u values from Table 4 (see also Section  1.3.4) and the 
exhaust mass flow, aligned for the transformation time and integrating the instantaneous values over the 
cycle.  Preferably, the concentrations should be measured on a wet basis.  If measured on a dry basis, the 
dry/wet correction as described here below shall be applied to the instantaneous concentration values before 
any further calculation is done.  

Table 4.  Values of the coefficients u – wet for various exhaust components 

Gas 
NOx 
CO 
HC 
CO2 

u 
0,001587 
0,000966 
0,000479 
15,19 

conc 
ppm 
ppm 
ppm 
percent 

The density of HC is based upon an average carbon to hydrogen ratio of 1:1,85. 

The following formula shall be applied:  

ni
"

"

i

"

1

u

"

conc

"

G

i

EXHW

,

i

"

1
f

 (in g/test) 

Mgas = 

where 

u        =

ratio between density of exhaust component and density of exhaust gas 

conci   = 

GEXHW,i = 

f

n

= 

= 

instantaneous concentration of the respective component in the raw exhaust gas (ppm) 

instantaneous exhaust mass flow (kg/s) 

data sampling rate (Hz) 

number of measurements 

For the calculation of NOx, the humidity correction factor kH, as described here below, shall be used. 

The instantaneously measured concentration shall be converted to a wet basis as described here below, if not 
already measured on a wet basis 

2.1.2.2. Dry/wet correction 

If the instantaneously measured concentration is measured on a dry basis, it shall be converted to a wet basis 
according to the following formulae: 

concwet = kW x concdry

 
30.4.2004

EN 

Official Journal of the European Union

L 146/57 

where 

K

rW
,

1,

*

#
$
$
%

1

88,11

)

"

,0

005

"

"
conc

)

conc

CO

CO

2

#

)

K

W

2

&
’
’
(

with

kW2 = 

H

"

1,608
"
1,608

#

a

*

H

1000

#a

where 

concCO2= 

dry CO2 concentration (%) 

concCO = 

Ha

= 

dry CO concentration (%) 

intake air humidity, (g water per kg dry air) 
"

220

,6

R

"

H

a

$

p

B

#

p

a

"

p

a
10

"

2

"

a
R

a

Ra: relative humidity of the intake air (%) 

pa: saturation vapour pressure of the intake air (kPa) 

pB: total barometric pressure (kPa) 

NOTE: 

Ha may be derived from relative humidity measurement, as described above, or from 
dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the 
generally accepted formulae. 

2.1.2.3. NOx correction for humidity and temperature  

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for 
humidity and ambient air temperature with the factors given in the following formula: 

-1

0,0182

"

"

H

$

a

1
#
10,71

#

0,0045

"

"
T

a

$

298

#

k

H =

with: 

Ta

Ha

= 

= 

temperature of the intake air, K 

humidity of the intake air,g water per kg dry air 

H

a

$

,6

220

"

p

B

#

p

a

"

R

a
R

a

"

"

p

a
10

"

2

where: 
Ra: relative humidity of the intake air (%) 

pa: saturation vapour pressure of the intake air ( kPa) 

pB: total barometric pressure (kPa) 

NOTE: 

Ha may be derived from relative humidity measurement, as described above, or from 
dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the 
generally accepted formulae.  

2.1.2.4. Calculation of the specific emissions 

The specific emissions (g/kWh) shall be calculated for each individual component in the following way: 

Individual gas = 

Mgas/Wact 

L 146/58 

EN 

Official Journal of the European Union

30.4.2004 

where 

Wact

= 

actual cycle work as determined in Annex III Section 4.6.2 (kWh) 

2.1.3. 

Particulate determination 

2.1.3.1. Calculation of mass emission 

The mass of particulates MPT (g/test) shall be calculated by either of the following methods: 

(a) 

where 

Mf

M

f M
"

EDFW

1000

M

PT

#

M

SAM

= 

particulate mass sampled over the cycle (mg) 

MSAM = 

MEDFW = 

mass of diluted exhaust gas passing the particulate collection filters (kg) 

mass of equivalent diluted exhaust gas over the cycle (kg) 

The total mass of equivalent diluted exhaust gas mass over the cycle shall be determined as follows: 

M

EDFW

ni
"

# "

G

i, "

EDFW

G

EDFW

,

i

i

"
1
G

#

EXHW

,

i

"

q

i

1
f

q

i

#

G

,
i
TOTW
G
"

G

TOTW

,

"
#
$

i

%
&
’

,

i

DILW

where 

GEDFW,i = 

GEXHW,i = 

qi

instantaneous equivalent diluted exhaust mass flow rate (kg/s) 

instantaneous exhaust mass flow rate (kg/s) 

= 

instantaneous dilution ratio 

GTOTW,I       = 

instantaneous diluted exhaust mass flow rate through dilution tunnel (kg/s) 

GDILW,i = 

instantaneous dilution air mass flow rate (kg/s) 

f

n

(b) 

= 

= 

data sampling rate (Hz) 

number of measurements 

M

f
1000

x

r
s

particulate mass sampled over the cycle (mg) 

average sample ratio over the test cycle 

M 0
PT

where 

Mf

rs 

= 

=

where 

r
s

#

M

SE

M

EXHW

"

M
M

SAM

TOTW

 
30.4.2004

EN 

Official Journal of the European Union

L 146/59 

MSE

= 

MEXHW = 

MSAM

MTOTW = 

sampled exhaust mass over the cycle (kg) 

total exhaust mass flow over the cycle (kg) 

= 

mass of diluted exhaust gas passing the particulate collection filters (kg) 

mass of diluted exhaust gas passing the dilution tunnel (kg) 

NOTE: In case of the total sampling type system, MSAM and MTOTW are identical. 

2.1.3.2. Particulate correction factor for humidity 

As the particulate emission of diesel engines depends on ambient air conditions, the particulate concentration 
shall be corrected for ambient air humidity with the factor Kp given in the following formula. 

"

k

p

"
1

#

0,0133

"

1
"

H

a

#
#
10,71

$

where 

Ha

= 

humidity of the intake air in g water per kg dry air 

H

a

$

,6

220

"

p

B

#

p

a

"

Ra: relative humidity of the intake air (%) 

pa: saturation vapour pressure of the intake air (kPa) 

pB: total barometric pressure (kPa) 

R

a
R

a

"

"

p

a
10

"

2

NOTE: 

Ha may be derived from relative humidity measurement, as described above, or from 
dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the 
generally accepted formulae. 

2.1.3.3. Calculation of the specific emissions 

The particulate emission (g/kWh) shall be calculated in the following way: 
PT

M

"

#

/
WK
p

act

PT

where 

Wact

= 

actual cycle work as determined in Annex III Section 4.6.2(kWh) 

2.2. 

Determination of gaseous and particulate components with a full flow dilution system 

For calculation of the emissions in the diluted exhaust gas, it is necessary to know the diluted exhaust gas 
mass flow rate.  The total diluted exhaust gas flow over the cycle MTOTW (kg/test) shall be calculated from the 
measurement values over the cycle and the corresponding calibration data of the flow measurement device 
(V0 for PDP, KV for CFV, Cd for SSV): the corresponding methods described in section 2.2.1 may be used.  If 
the total sample mass of particulates (MSAM) and gaseous pollutants exceeds 0,5% of the total CVS flow 
(MTOTW), the CVS flow shall be corrected for MSAM or the particulate sample flow shall be returned to the 
CVS prior to the flow measuring device. 
Determination of the Diluted Exhaust Gas Flow 

2.2.1. 

PDP-CVS system 

The calculation of the mass flow over the cycle, if the temperature of the diluted exhaust is kept within ± 6 K 
over the cycle by using a heat exchanger, is as follows: 

MTOTW = 

1,293 x V0 x NP x (pB - p1) x273 / (101,3 x T) 

where 

MTOTW = 

mass of the diluted exhaust gas on wet basis over the cycle 

V0

= 

volume of gas pumped per revolution under test conditions (m³/rev) 

L 146/60 

EN 

Official Journal of the European Union

30.4.2004 

NP

pB

p1

= 

= 

= 

total revolutions of pump per test 

atmospheric pressure in the test cell (kPa) 

pressure drop below atmospheric at the pump inlet (kPa) 

T       = 

average temperature of the diluted exhaust gas at pump inlet over thecycle (K) 

If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions 
shall be calculated and integrated over the cycle.  In this case, the instantaneous mass of the diluted exhaust 
gas shall be calculated as follows: 

MTOTW,i = 

1,293 x V0 x NP,i x (pB - p1) x 273 / (101,3 x T) 

where 

NP,i

= 

total revolutions of pump per time interval 

CFV-CVS system 

The calculation of the mass flow over the cycle, if the temperature of the diluted exhaust gas  is kept within ± 
11K over the cycle by using a heat exchanger, is as follows: 

MTOTW = 

1,293 x t x Kv x pA / T 0,5 

where   

MTOTW = 

mass of the diluted exhaust gas on wet basis over the cycle 

t 

= 

cycle time (s) 

KV              = 

calibration coefficient of the critical flow venturi for standard conditions, 

pA

T 

= 

= 

absolute pressure at venturi inlet (kPa) 

absolute temperature at venturi inlet (K) 

If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions 
shall be calculated and integrated over the cycle.  In this case, the instantaneous mass of the diluted exhaust 
gas shall be calculated as follows: 

MTOTW,i = 

1,293 x "ti x KV x pA / T 0,5

where   

"ti 

= 

time interval(s) 

SSV-CVS system 

The calculation of the mass flow over the cycle is as follows if the temperature of the diluted exhaust is kept 
within ± 11 K over the cycle by using a heat exchanger: 

M

TOTW

,10

293

x

Q

SSV

where 

Q

SSV

0

2
PCdA

d

0

"
r

1

T

&
’
’
(

A

.1

4286

.1

7143

/

r

#

"

#
$
$
%

1

1

/

"

4

r

.1

4286

)
*
*
+

,
-
-
.

A0

= collection of constants and units conversions  

= 0,006111 in SI units of 

"
#
%
&&
#
#
’
$
d = diameter of the SSV throat (m) 

m
min

"
##
$

3

1

2

K
kPa

%
&
"
#
&
$
&
’

1
mm

2

%
&
’

30.4.2004

EN 

Official Journal of the European Union

L 146/61 

Cd = discharge coefficient of the SSV 

PA = absolute pressure at venturi inlet (kPa) 

T = temperature at the venturi inlet (K) 

r = ratio of the SSV throat to inlet absolute, static pressure = 

"1

P#
AP

d
ß = ratio of the SSV throat diameter, d, to the inlet pipe inner diameter =  D

If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions 
shall be calculated and integrated over the cycle.  In this case, the instantaneous mass of the diluted exhaust 
gas shall be calculated as follows: 

M

TOTW

0

,1

293

x

Q

x

1

t

i

SSV

where   

Q

SSV

0

2
PCdA

d

0

x

A

"
r

%
&
&
’

1

T

.1

4286

.1

7143

/

r

"
#
#
#
$

1

1

/

"

4

r

.1

4286

(
)
)
*

+
,
,
-

"ti

= 

time interval (s) 

The real time calculation shall be initialized with either a reasonable value for Cd, such as 0.98, or a 
reasonable value of Qssv.  If the calculation is initialized with Qssv, the initial value of Qssv shall be used to 
evaluate Re. 

During all emissions tests, the Reynolds number at the SSV throat must be in the range of Reynolds numbers 
used to derive the calibration curve developed in Appendix 2 section 3.2. 

2.2.2. 

NOx Correction for Humidity 

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient 
air humidity with the factors given in the following formulae. 

-1

0,0182

"

"

H

$

a

1
#
10,71

#

0,0045

"

"
T

a

$

298

#

k

H =

where 

Ta = temperature of the air (K) 

Ha = humidity of the intake air (g water per kg dry air) 

in which, 

Ra

pa

pB

= 

= 

= 

NOTE: 

0

H

a
10
p
B
relative humidity of the intake air (%) 

a
R

p

x

x

a

a

a

"

2

220
,6
/

x

R

x

p

saturation vapour pressure of the intake air (kPa) 

total barometric pressure (kPa) 

Ha may be derived from relative humidity measurement, as described above, or from 
dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the 
generally accepted formulae. 

2.2.3. 

Calculation of the Emission Mass Flow 

L 146/62 

EN 

Official Journal of the European Union

30.4.2004 

2.2.3.1. Systems with Constant Mass Flow 

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

MGAS = u x conc x MTOTW 

where 

u      = 

conc = 

ratio between density of the exhaust component and density of diluted exhaust gas, as 
reported in Table 4, point 2.1.2.1 

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

MTOTW= 

total mass of diluted exhaust gas over the cycle as determined in section 2.2.1 (kg) 

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient 
air humidity with the factor kH, as described in section 2.2.2. 

Concentrations measured on a dry basis shall be converted to a wet basis in accordance with section 1.3.2  

2.2.3.1.1. 

Determination of the Background Corrected Concentrations  

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

conc  = 

conce - concd x (1 - (1/DF)) 

where, 

conc    = 

conce   = 

concd   = 

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

concentration of the respective pollutant measured in the diluted exhaust gas (ppm) 

concentration of the respective pollutant measured in the dilution air (ppm) 

DF 

= 

dilution factor

The dilution factor shall be calculated as follows: 

DF =

conc

COe

2

.

(

conc

HCe

.

conc

eCO

x

)

10

"

4

4,13

2.2.3.2. Systems with Flow Compensation 

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

M

GAS

n

$ "

i

"

1

"
M

TOTW

,

i

"

conc

,
ie

#
"
#
Mu

"

TOTW

"

conc

d

"
/11
#"

DF

#

"

#u

where 

conce,i  = 

concd  = 

u        = 

instantaneous concentration of the respective pollutant measured in the diluted 
exhaust gas (ppm) 

concentration of the respective pollutant measured in the dilution air (ppm) 

ratio between density of the exhaust component and density of diluted exhaust gas, as 
reported in Table 4, point 2.1.2.1 

30.4.2004

EN 

Official Journal of the European Union

L 146/63 

MTOTW,i= 

MTOTW = 

instantaneous mass of the diluted exhaust gas (section 2.2.1) (kg) 

total mass of diluted exhaust gas over the cycle (section 2.2.1) (kg) 

DF

= 

dilution factor as determined in point 2.2.3.1.1. 

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient 
air humidity with the factor kH, as described in section 2.2.2. 

2.2.4. 

Calculation of the Specific Emissions 

The specific emissions (g/kWh) shall be calculated for each individual component in the following way: 

Individual gas = Mgas/Wact 

where 

Wact

= 

actual cycle work as determined in Annex III Section 4.6.2 (kWh) 

2.2.5. 

Calculation of the particulate emission 

2.2.5.1. Calculation of the Mass Flow 

The particulate mass MPT (g/test) shall be calculated as follows: 

M

f M
x

TOTW
1000

M

SAM

MPT = 

Mf

= 

particulate mass sampled over the cycle (mg) 

MTOTW= 

MSAM  = 

and, 

Mf 

Mf,p

Mf,b

= 

= 

= 

total mass of diluted exhaust gas over the cycle as determined in section 2.2.1 (kg) 

mass of diluted exhaust gas taken from the dilution tunnel for collecting particulates (kg) 

Mf,p + Mf,b, if weighed separately (mg) 

particulate mass collected on the primary filter (mg) 

particulate mass collected on the back-up filter (mg) 

If a double dilution system is used, the mass of the secondary dilution air shall be subtracted from the total 
mass of the double diluted exhaust gas sampled through the particulate filters. 

MSAM  = 

MTOT - MSEC 

where 

MTOT = 

MSEC = 

mass of double diluted exhaust gas through particulate filter (kg)  

mass of secondary dilution air (kg)  

If the particulate background level of the dilution air is determined in accordance with Annex III, section 
4.4.4, the particulate mass may be background corrected.  In this case, the particulate mass (g/test) shall be 
calculated as follows: 

MPT  = 

%
&
&
’

M

f

M

SAM

.

"
#
#
$

M

d

M

DIL

"
.x
##
1
$

1

DF

x

(
))
*

+
(
)
,
)
,
*
-

M

TOTW
1000

where 

L 146/64 

EN 

Official Journal of the European Union

30.4.2004 

Mf, MSAM, MTOTW = 

see above 

MDIL = 

Md = 

mass of primary dilution air sampled by background particulate sampler (kg)

mass of the collected background particulates of the primary dilution air (mg) 

DF 

= 

dilution factor as determined in section 2.2.3.1.1 

2.2.5.2. Particulate correction factor for humidity

As the particulate emission of diesel engines depends on ambient air conditions, the particulate concentration 
shall be corrected for ambient air humidity with the factor Kp given in the following formula. 

"

k

p

"
1

#

0,0133

"

1
"

H

a

#
#
10,71

$

= humidity of the intake air in g water per kg dry air 

H

a

$

,6

220

"

p

B

#

p

a

"

R

a
R

a

"

"

p

a
10

"

2

where 

Ha

where: 

Ra: relative humidity of the intake air (%) 

pa: saturation vapour pressure of the intake air (kPa) 

pB: total barometric pressure (kPa) 

NOTE: 

Ha may be derived from relative humidity measurement, as described above, or from 
dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the 
generally accepted formulae. 

2.2.5.3. Calculation of the Specific Emission 

The particulate emission (g/kWh) shall be calculated in the following way: 

PT

#

M

"

/
WK
p

act

PT

where 

Wact  = 

actual cycle work, as determined in Annex III Section 4.6.2 (kWh)" 

9) 

The following Appendices shall be added: 

30.4.2004

EN 

Official Journal of the European Union

L 146/65 

"APPENDIX 4 

NRTC ENGINE DYNAMOMETER SCHEDULE 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 
33 
34 
35 
36 
37 
38 
39 
40 
41 
42 
43 
44 
45 
46 
47 
48 
49 
50 
51 

0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
1 
1 
1 
1 
1 
1 
1 
1 
2 
4 
7 
9 
17 
33 
57 
44 
31 
22 
33 
80 
105 
98 
104 
104 
96 
101 
102 
102 

0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
3 
3 
3 
3 
3 
3 
6 
6 
1 
13 
18 
21 
20 
42 
46 
33 
0 
27 
43 
49 
47 
70 
36 
65 
71 
62 
51 
50 

52 
53 
54 
55 
56 
57 
58 
59 
60 
61 
62 
63 
64 
65 
66 
67 
68 
69 
70 
71 
72 
73 
74 
75 
76 
77 
78 
79 
80 
81 
82 
83 
84 
85 
86 
87 
88 
89 
90 
91 
92 
93 
94 
95 
96 
97 
98 
99 
100 
101 
102 

102
102
102
89
82
47
23
1
1
1
1
1
1
1
0
1
9
25
64
60
63
62
64
58
65
65
68
69
71
74
71
73
73
73
70
70
65
66
64
65
66
67
69
69
66
71
75
72
74
75
73

46
41
31
2
0
1
1
3
8
3
5
6
4
4
6
4
21
56
26
31
20
24
8
44
10
12
23
30
30
15
23
20
21
19
33
34
47
47
53
45
38
49
39
39
42
29
29
23
22
24
30

103 
104 
105 
106 
107 
108 
109 
110 
111 
112 
113 
114 
115 
116 
117 
118 
119 
120 
121 
122 
123 
124 
125 
126 
127 
128 
129 
130 
131 
132 
133 
134 
135 
136 
137 
138 
139 
140 
141 
142 
143 
144 
145 
146 
147 
148 
149 
150 
151 
152 
153 

74 
77 
76 
74 
72 
75 
78 
102 
103 
103 
103 
103 
104 
103 
103 
103 
102 
103 
102 
103 
102 
103 
103 
103 
104 
104 
104 
103 
104 
104 
101 
102 
102 
102 
103 
104 
102 
104 
103 
104 
102 
103 
79 
51 
24 
13 
19 
45 
34 
14 
8 

24 
6 
12 
39 
30 
22 
64 
34 
28 
28 
19 
32 
25 
38 
39 
34 
44 
38 
43 
34 
41 
44 
37 
27 
13 
30 
19 
28 
40 
32 
63 
54 
52 
51 
40 
34 
36 
44 
44 
33 
27 
26 
53 
37 
23 
33 
55 
30 
7 
4 
16 

 
 
 
L 146/66 

EN 

Official Journal of the European Union

30.4.2004 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

154 
155 
156 
157 
158 
159 
160 
161 
162 
163 
164 
165 
166 
167 
168 
169 
170 
171 
172 
173 
174 
175 
176 
177 
178 
179 
180 
181 
182 
183 
184 
185 
186 
187 
188 
189 
190 
191 
192 
193 
194 
195 
196 
197 
198 
199 
200 
201 
202 
203 
204 

15 
39 
39 
35 
27 
43 
14 
10 
15 
35 
60 
55 
47 
16 
0 
0 
0 
0 
2 
10 
28 
33 
36 
19 
1 
0 
1 
1 
1 
1 
1 
1 
1 
1 
1 
8 
20 
49 
41 
31 
28 
21 
31 
21 
0 
0 
3 
3 
12 
14 
16 

6 
47 
4 
26 
38 
40 
23 
10 
33 
72 
39 
31 
30 
7 
6 
8 
8 
2 
17 
28 
31 
30 
0 
10 
18 
16 
3 
4 
5 
6 
5 
3 
4 
4 
6 
18 
51 
19 
13 
16 
21 
17 
21 
8 
14 
12 
8 
22 
20 
20 
17 

205 
206 
207 
208 
209 
210 
211 
212 
213 
214 
215 
216 
217 
218 
219 
220 
221 
222 
223 
224 
225 
226 
227 
228 
229 
230 
231 
232 
233 
234 
235 
236 
237 
238 
239 
240 
241 
242 
243 
244 
245 
246 
247 
248 
249 
250 
251 
252 
253 
254 
255 

20
27
32
41
43
37
26
18
14
13
12
15
20
25
31
36
66
50
16
26
64
81
83
79
76
68
59
59
25
21
20
4
5
4
4
4
4
7
16
28
52
50
26
48
54
60
48
54
88
103
103

18
34
33
31
31
33
18
29
51
11
9
33
25
17
29
66
40
13
24
50
23
20
11
23
31
24
33
3
7
10
19
10
7
5
6
6
5
5
28
25
53
8
40
29
39
42
18
51
90
84
85

256 
257 
258 
259 
260 
261 
262 
263 
264 
265 
266 
267 
268 
269 
270 
271 
272 
273 
274 
275 
276 
277 
278 
279 
280 
281 
282 
283 
284 
285 
286 
287 
288 
289 
290 
291 
292 
293 
294 
295 
296 
297 
298 
299 
300 
301 
302 
303 
304 
305 
306 

102 
58 
64 
56 
51 
52 
63 
71 
33 
47 
43 
42 
42 
75 
68 
86 
66 
37 
45 
68 
80 
92 
90 
82 
94 
90 
96 
70 
55 
70 
79 
81 
71 
92 
82 
61 
52 
24 
20 
39 
39 
63 
53 
51 
48 
39 
35 
36 
29 
28 
31 

84 
66 
97 
80 
67 
96 
62 
6 
16 
45 
56 
27 
64 
74 
96 
61 
0 
0 
37 
96 
97 
96 
97 
96 
81 
85 
65 
96 
95 
96 
96 
71 
60 
65 
63 
47 
37 
0 
7 
48 
54 
58 
31 
24 
40 
0 
18 
16 
17 
21 
15 

 
 
 
30.4.2004

EN 

Official Journal of the European Union

L 146/67 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

307 
308 
309 
310 
311 
312 
313 
314 
315 
316 
317 
318 
319 
320 
321 
322 
323 
324 
325 
326 
327 
328 
329 
330 
331 
332 
333 
334 
335 
336 
337 
338 
339 
340 
341 
342 
343 
344 
345 
346 
347 
348 
349 
350 
351 
352 
353 
354 
355 
356 
357 

31 
43 
49 
78 
78 
66 
78 
84 
57 
36 
20 
19 
9 
5 
7 
15 
12 
13 
15 
16 
16 
15 
17 
20 
21 
20 
23 
30 
63 
83 
61 
26 
29 
68 
80 
88 
99 
102 
100 
74 
57 
76 
84 
86 
81 
83 
65 
93 
63 
72 
56 

10 
19 
63 
61 
46 
65 
97 
63 
26 
22 
34 
8 
10 
5 
11 
15 
9 
27 
28 
28 
31 
20 
0 
34 
25 
0 
25 
58 
96 
60 
0 
0 
44 
97 
97 
97 
88 
86 
82 
79 
79 
97 
97 
97 
98 
83 
96 
72 
60 
49 
27 

358 
359 
360 
361 
362 
363 
364 
365 
366 
367 
368 
369 
370 
371 
372 
373 
374 
375 
376 
377 
378 
379 
380 
381 
382 
383 
384 
385 
386 
387 
388 
389 
390 
391 
392 
393 
394 
395 
396 
397 
398 
399 
400 
401 
402 
403 
404 
405 
406 
407 
408 

29
18
25
28
34
65
80
77
76
45
61
61
63
32
10
17
16
11
9
9
12
15
26
13
16
24
36
65
78
63
32
46
47
42
27
14
14
24
60
53
70
77
79
46
69
80
74
75
56
42
36

0
13
11
24
53
83
44
46
50
52
98
69
49
0
8
7
13
6
5
12
46
30
28
9
21
4
43
85
66
39
34
55
42
39
0
5
14
54
90
66
48
93
67
65
98
97
97
98
61
0
32

409 
410 
411 
412 
413 
414 
415 
416 
417 
418 
419 
420 
421 
422 
423 
424 
425 
426 
427 
428 
429 
430 
431 
432 
433 
434 
435 
436 
437 
438 
439 
440 
441 
442 
443 
444 
445 
446 
447 
448 
449 
450 
451 
452 
453 
454 
455 
456 
457 
458 
459 

34 
68 
102 
62 
41 
71 
91 
89 
89 
88 
78 
98 
64 
90 
88 
97 
100 
81 
74 
76 
76 
85 
84 
83 
83 
86 
89 
86 
87 
88 
88 
87 
85 
88 
88 
84 
83 
77 
74 
76 
46 
78 
79 
82 
81 
79 
78 
78 
78 
75 
73 

43 
83 
48 
0 
39 
86 
52 
55 
56 
58 
69 
39 
61 
34 
38 
62 
53 
58 
51 
57 
72 
72 
60 
72 
72 
72 
72 
72 
72 
72 
71 
72 
71 
72 
72 
72 
73 
73 
73 
72 
77 
62 
35 
38 
41 
37 
35 
38 
46 
49 
50 

 
 
 
L 146/68 

EN 

Official Journal of the European Union

30.4.2004 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

460 
461 
462 
463 
464 
465 
466 
467 
468 
469 
470 
471 
472 
473 
474 
475 
476 
477 
478 
479 
480 
481 
482 
483 
484 
485 
486 
487 
488 
489 
490 
491 
492 
493 
494 
495 
496 
497 
498 
499 
500 
501 
502 
503 
504 
505 
506 
507 
508 
509 
510 

79 
79 
83 
53 
40 
51 
75 
89 
93 
89 
86 
81 
78 
78 
76 
79 
82 
86 
88 
92 
97 
73 
36 
63 
78 
69 
67 
72 
71 
78 
81 
75 
60 
50 
66 
51 
68 
29 
24 
64 
90 
100 
94 
84 
79 
75 
78 
80 
81 
81 
83 

58 
71 
44 
48 
48 
75 
72 
67 
60 
73 
73 
73 
73 
73 
73 
73 
73 
73 
72 
71 
54 
43 
64 
31 
1 
27 
28 
9 
9 
36 
56 
53 
45 
37 
41 
61 
47 
42 
73 
71 
71 
61 
73 
73 
73 
72 
73 
73 
73 
73 
73 

511 
512 
513 
514 
515 
516 
517 
518 
519 
520 
521 
522 
523 
524 
525 
526 
527 
528 
529 
530 
531 
532 
533 
534 
535 
536 
537 
538 
539 
540 
541 
542 
543 
544 
545 
546 
547 
548 
549 
550 
551 
552 
553 
554 
555 
556 
557 
558 
559 
560 
561 

85
84
85
86
85
85
85
85
83
79
78
81
82
94
66
35
51
60
64
63
70
76
78
76
75
81
76
76
80
71
71
71
65
31
24
64
77
80
83
83
83
85
86
89
82
87
85
89
87
91
72

73
73
73
73
73
73
72
73
73
73
73
73
72
56
48
71
44
23
10
14
37
45
18
51
33
17
45
30
14
18
14
11
2
26
72
70
62
68
53
50
50
43
45
35
61
50
55
49
70
39
3

562 
563 
564 
565 
566 
567 
568 
569 
570 
571 
572 
573 
574 
575 
576 
577 
578 
579 
580 
581 
582 
583 
584 
585 
586 
587 
588 
589 
590 
591 
592 
593 
594 
595 
596 
597 
598 
599 
600 
601 
602 
603 
604 
605 
606 
607 
608 
609 
610 
611 
612 

43 
30 
40 
37 
37 
43 
70 
77 
79 
85 
83 
86 
85 
70 
50 
38 
30 
75 
84 
85 
86 
86 
89 
99 
77 
81 
89 
49 
79 
104 
103 
102 
102 
103 
102 
103 
93 
86 
76 
59 
46 
40 
72 
72 
67 
68 
67 
68 
77 
58 
22 

25 
60 
45 
32 
32 
70 
54 
47 
66 
53 
57 
52 
51 
39 
5 
36 
71 
53 
40 
42 
49 
57 
68 
61 
29 
72 
69 
56 
70 
59 
54 
56 
56 
61 
64 
60 
72 
73 
73 
49 
22 
65 
31 
27 
44 
37 
42 
50 
43 
4 
37 

 
 
 
30.4.2004

EN 

Official Journal of the European Union

L 146/69 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

613 
614 
615 
616 
617 
618 
619 
620 
621 
622 
623 
624 
625 
626 
627 
628 
629 
630 
631 
632 
633 
634 
635 
636 
637 
638 
639 
640 
641 
642 
643 
644 
645 
646 
647 
648 
649 
650 
651 
652 
653 
654 
655 
656 
657 
658 
659 
660 
661 
662 
663 

57 
68 
73 
40 
42 
64 
64 
67 
65 
68 
65 
81 
37 
24 
68 
70 
76 
71 
73 
76 
77 
77 
77 
77 
76 
76 
77 
77 
78 
77 
77 
79 
78 
80 
82 
84 
83 
83 
81 
80 
78 
76 
76 
76 
79 
78 
81 
83 
84 
86 
87 

69 
38 
2 
14 
38 
69 
74 
73 
73 
73 
49 
0 
25 
69 
71 
71 
70 
72 
69 
70 
72 
72 
72 
70 
71 
71 
71 
71 
70 
70 
71 
72 
70 
70 
71 
71 
71 
73 
70 
71 
71 
70 
70 
71 
71 
71 
70 
72 
71 
71 
71 

664 
665 
666 
667 
668 
669 
670 
671 
672 
673 
674 
675 
676 
677 
678 
679 
680 
681 
682 
683 
684 
685 
686 
687 
688 
689 
690 
691 
692 
693 
694 
695 
696 
697 
698 
699 
700 
701 
702 
703 
704 
705 
706 
707 
708 
709 
710 
711 
712 
713 
714 

92
91
90
90
91
90
90
91
90
90
92
93
90
93
91
89
91
90
90
92
91
93
93
98
98
100
99
100
99
100
102
101
100
102
102
102
102
102
100
102
102
102
102
102
102
100
102
101
102
102
101

72
72
71
71
71
70
72
71
71
71
72
69
70
72
70
71
71
71
71
71
71
71
68
68
67
69
68
71
68
69
72
69
69
71
71
69
71
68
69
70
68
70
72
68
69
68
71
64
69
69
69

715 
716 
717 
718 
719 
720 
721 
722 
723 
724 
725 
726 
727 
728 
729 
730 
731 
732 
733 
734 
735 
736 
737 
738 
739 
740 
741 
742 
743 
744 
745 
746 
747 
748 
749 
750 
751 
752 
753 
754 
755 
756 
757 
758 
759 
760 
761 
762 
763 
764 
765 

102 
102 
102 
102 
102 
102 
102 
102 
104 
104 
102 
102 
102 
104 
101 
103 
102 
103 
103 
102 
103 
103 
102 
103 
102 
103 
102 
103 
102 
104 
103 
102 
103 
103 
103 
102 
103 
102 
103 
102 
102 
103 
102 
102 
102 
102 
102 
102 
102 
102 
103 

64 
69 
68 
70 
69 
70 
70 
62 
38 
15 
24 
45 
47 
40 
52 
32 
50 
30 
44 
40 
43 
41 
46 
39 
41 
41 
38 
39 
46 
46 
49 
45 
42 
46 
38 
48 
35 
48 
49 
48 
46 
47 
49 
42 
52 
57 
55 
61 
61 
58 
58 

 
 
 
L 146/70 

EN 

Official Journal of the European Union

30.4.2004 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

766 
767 
768 
769 
770 
771 
772 
773 
774 
775 
776 
777 
778 
779 
780 
781 
782 
783 
784 
785 
786 
787 
788 
789 
790 
791 
792 
793 
794 
795 
796 
797 
798 
799 
800 
801 
802 
803 
804 
805 
806 
807 
808 
809 
810 
811 
812 
813 
814 
815 
816 

102 
102 
102 
102 
103 
102 
102 
103 
102 
102 
103 
84 
48 
48 
48 
48 
48 
48 
67 
105 
105 
105 
105 
105 
105 
89 
52 
48 
48 
48 
48 
48 
52 
51 
51 
51 
52 
52 
57 
98 
105 
105 
105 
105 
105 
105 
104 
100 
94 
87 
81 

59 
54 
63 
61 
55 
60 
72 
56 
55 
67 
56 
42 
7 
6 
6 
7 
6 
7 
21 
59 
96 
74 
66 
62 
66 
41 
5 
5 
7 
5 
6 
4 
6 
5 
6 
6 
5 
5 
44 
90 
94 
100 
98 
95 
96 
92 
97 
85 
74 
62 
50 

817 
818 
819 
820 
821 
822 
823 
824 
825 
826 
827 
828 
829 
830 
831 
832 
833 
834 
835 
836 
837 
838 
839 
840 
841 
842 
843 
844 
845 
846 
847 
848 
849 
850 
851 
852 
853 
854 
855 
856 
857 
858 
859 
860 
861 
862 
863 
864 
865 
866 
867 

81
80
80
81
80
80
80
80
81
80
81
80
81
81
80
80
80
80
81
81
81
81
81
81
81
81
80
80
81
80
81
83
83
83
83
83
83
83
83
83
83
83
76
49
51
51
78
80
81
83
83

46
39
32
28
26
23
23
20
19
18
17
20
24
21
26
24
23
22
21
24
24
22
22
21
31
27
26
26
25
21
20
21
15
12
9
8
7
6
6
6
6
6
5
8
7
20
52
38
33
29
22

868 
869 
870 
871 
872 
873 
874 
875 
876 
877 
878 
879 
880 
881 
882 
883 
884 
885 
886 
887 
888 
889 
890 
891 
892 
893 
894 
895 
896 
897 
898 
899 
900 
901 
902 
903 
904 
905 
906 
907 
908 
909 
910 
911 
912 
913 
914 
915 
916 
917 
918 

83 
83 
83 
83 
83 
83 
83 
83 
83 
83 
59 
50 
51 
51 
51 
50 
50 
50 
50 
50 
51 
51 
51 
63 
81 
81 
81 
81 
80 
81 
81 
81 
81 
81 
81 
81 
81 
81 
80 
80 
81 
81 
81 
81 
81 
83 
80 
80 
83 
81 
83 

16 
12 
9 
8 
7 
6 
6 
6 
6 
6 
4 
5 
5 
5 
5 
5 
5 
5 
5 
5 
5 
5 
5 
50 
34 
25 
29 
23 
24 
24 
28 
27 
22 
19 
17 
17 
17 
15 
15 
28 
22 
24 
19 
21 
20 
26 
63 
59 
100 
73 
53 

 
 
 
30.4.2004

EN 

Official Journal of the European Union

L 146/71 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

919 
920 
921 
922 
923 
924 
925 
926 
927 
928 
929 
930 
931 
932 
933 
934 
935 
936 
937 
938 
939 
940 
941 
942 
943 
944 
945 
946 
947 
948 
949 
950 
951 
952 
953 
954 
955 
956 
957 
958 
959 
960 
961 
962 
963 
964 
965 
966 
967 
968 
969 

80 
81 
80 
81 
82 
83 
83 
83 
83 
83 
83 
83 
83 
83 
83 
83 
71 
49 
69 
81 
81 
81 
81 
81 
81 
81 
81 
80 
81 
81 
81 
81 
81 
81 
81 
81 
81 
81 
81 
81 
81 
81 
81 
80 
81 
83 
81 
81 
80 
81 
81 

76 
61 
50 
37 
49 
37 
25 
17 
13 
10 
8 
7 
7 
6 
6 
6 
5 
24 
64 
50 
43 
42 
31 
30 
35 
28 
27 
27 
31 
41 
41 
37 
43 
34 
31 
26 
23 
27 
38 
40 
39 
27 
33 
28 
34 
72 
49 
51 
55 
48 
36 

970 
971 
972 
973 
974 
975 
976 
977 
978 
979 
980 
981 
982 
983 
984 
985 
986 
987 
988 
989 
990 
991 
992 
993 
994 
995 
996 
997 
998 
999 
1000 
1001 
1002 
1003 
1004 
1005 
1006 
1007 
1008 
1009 
1010 
1011 
1012 
1013 
1014 
1015 
1016 
1017 
1018 
1019 
1020 

81
81
80
81
81
81
81
81
83
81
81
80
81
81
81
80
81
81
81
81
81
81
81
81
81
81
81
81
83
81
81
81
81
81
81
81
81
81
81
80
83
83
83
83
81
81
81
80
80
81
86

39
38
41
30
23
19
25
29
47
90
75
60
48
41
30
24
20
21
29
29
27
23
25
26
22
20
17
23
65
54
50
41
35
37
29
28
24
19
16
16
23
17
13
27
58
60
46
41
36
26
18

1021 
1022 
1023 
1024 
1025 
1026 
1027 
1028 
1029 
1030 
1031 
1032 
1033 
1034 
1035 
1036 
1037 
1038 
1039 
1040 
1041 
1042 
1043 
1044 
1045 
1046 
1047 
1048 
1049 
1050 
1051 
1052 
1053 
1054 
1055 
1056 
1057 
1058 
1059 
1060 
1061 
1062 
1063 
1064 
1065 
1066 
1067 
1068 
1069 
1070 
1071 

82 
79 
82 
83 
83 
83 
76 
79 
86 
82 
84 
86 
85 
83 
83 
83 
84 
83 
76 
78 
75 
86 
83 
81 
81 
79 
80 
84 
79 
87 
82 
84 
82 
81 
85 
86 
79 
78 
74 
78 
80 
80 
82 
83 
79 
83 
86 
64 
24 
49 
77 

35 
53 
30 
29 
32 
28 
60 
51 
26 
34 
25 
23 
22 
26 
25 
37 
14 
39 
70 
81 
71 
47 
35 
43 
41 
46 
44 
20 
31 
29 
49 
21 
56 
30 
21 
16 
52 
60 
55 
84 
54 
35 
24 
43 
49 
50 
12 
14 
14 
21 
48 

 
 
 
L 146/72 

EN 

Official Journal of the European Union

30.4.2004 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

1072 
1073 
1074 
1075 
1076 
1077 
1078 
1079 
1080 
1081 
1082 
1083 
1084 
1085 
1086 
1087 
1088 
1089 
1090 
1091 
1092 
1093 
1094 
1095 
1096 
1097 
1098 
1099 
1100 
1101 
1102 
1103 
1104 
1105 
1106 
1107 
1108 
1109 
1110 
1111 
1112 
1113 
1114 
1115 
1116 
1117 
1118 
1119 
1120 
1121 
1122 

103 
98 
101 
99 
103 
103 
103 
103 
103 
102 
101 
102 
102 
96 
99 
102 
100 
100 
98 
102 
95 
102 
102 
98 
93 
101 
95 
101 
94 
97 
97 
93 
98 
103 
103 
103 
103 
103 
103 
103 
103 
103 
102 
102 
101 
102 
103 
102 
99 
96 
74 

11 
48 
34 
39 
11 
19 
7 
13 
10 
13 
29 
25 
20 
60 
38 
24 
31 
28 
3 
26 
64 
23 
25 
42 
68 
25 
64 
35 
59 
37 
60 
98 
53 
13 
11 
11 
13 
10 
10 
11 
10 
10 
18 
31 
24 
19 
10 
12 
56 
59 
28 

1123 
1124 
1125 
1126 
1127 
1128 
1129 
1130 
1131 
1132 
1133 
1134 
1135 
1136 
1137 
1138 
1139 
1140 
1141 
1142 
1143 
1144 
1145 
1146 
1147 
1148 
1149 
1150 
1151 
1152 
1153 
1154 
1155 
1156 
1157 
1158 
1159 
1160 
1161 
1162 
1163 
1164 
1165 
1166 
1167 
1168 
1169 
1170 
1171 
1172 
1173 

66
74
64
69
76
72
66
54
69
69
73
63
61
72
78
76
67
70
53
72
60
74
69
76
74
72
62
54
72
72
64
74
76
69
66
64
51
70
72
71
70
67
74
75
74
75
76
75
75
75
75

62
29
74
40
2
29
65
69
56
40
54
92
67
42
2
34
80
67
70
65
57
29
31
1
22
52
96
72
28
35
68
27
14
38
59
99
86
53
36
47
42
34
2
21
15
13
10
13
10
7
13

1174 
1175 
1176 
1177 
1178 
1179 
1180 
1181 
1182 
1183 
1184 
1185 
1186 
1187 
1188 
1189 
1190 
1191 
1192 
1193 
1194 
1195 
1196 
1197 
1198 
1199 
1200 
1201 
1202 
1203 
1204 
1205 
1206 
1207 
1208 
1209 
1210 
1211 
1212 
1213 
1214 
1215 
1216 
1217 
1218 
1219 
1220 
1221 
1222 
1223 
1224 

76 
76 
67 
75 
75 
73 
68 
74 
76 
76 
74 
74 
73 
74 
74 
70 
71 
73 
73 
72 
64 
70 
66 
68 
30 
70 
66 
76 
74 
69 
68 
68 
68 
68 
68 
68 
54 
41 
27 
14 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 

8 
7 
45 
13 
12 
21 
46 
8 
11 
14 
11 
18 
22 
20 
19 
22 
23 
19 
19 
20 
60 
39 
56 
64 
68 
38 
47 
14 
18 
46 
62 
62 
62 
62 
62 
62 
50 
37 
25 
12 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 

 
 
 
30.4.2004

EN 

Official Journal of the European Union

L 146/73 

Time  Norm.  Norm. 
Speed  Torque 
(%) 

(%) 

(s) 

Time  Norm. 
Speed 
(%) 

(s) 

Norm. 
Torque 
(%) 

Time  Norm.  Norm. 
Torque 
Speed 
(%) 
(%) 

(s) 

1225 
226 
1227 
1228 
1229 
1230 
1231 
1232 
1233 
1234 
1235 
1236 
1237 
1238 

0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 

0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 

A graphical display of the NRTC dynamometer schedule is shown below 

Speed (%)

NRTC dynamometer schedule

120

100

80

60

40

20

0

0

Torque (%)

120

100

80

60

40

20

0

200

400

600

800

1000

1200

0

200

400

600

time [ s ]

800

1000

1200

 
L 146/74 

EN 

Official Journal of the European Union

30.4.2004 

APPENDIX 5 

DURABILITY REQUIREMENTS 

1. 

EMISSION DURABILITY PERIOD AND DETERIORATION FACTORS. 

This appendix shall apply to CI engines Stage IIIA and IIIB and IV only. 

1.1. 

Manufacturers shall determine a Deterioration Factor (DF) value for each regulated pollutant for all Stage IIIA and 
IIIB engine families.  Such DFs shall be used for type approval and production line testing.  

1.1.1. 

Test to establish DF's shall be conducted as follows: 

1.1.1.1. 

The manufacturer shall conduct durability tests to accumulate engine operating hours according to a test schedule that
is selected on the basis of good engineering judgement to be representative of in-use engine operation in respect to 
characterizing emission performance deterioration.  The durability test period should typically represent the 
equivalent of at least one quarter of the Emission Durability Period (EDP). 

Service accumulation operating hours may be acquired through running engines on a dynamometer test bed or from 
actual in-field machine operation.  Accelerated durability tests can be applied whereby the service accumulation test 
schedule is performed at a higher load factor than typically experienced in the field.  The acceleration factor relating 
the number of engine durability test hours to the equivalent number of EDP hours shall be determined by the engine 
manufacturer based on good engineering judgement. 

During the period of the durability test, no emission sensitive components can be serviced or replaced other than to 
the routine service schedule recommended by the manufacturer. 

The test engine, subsystems, or components to be used to determine exhaust emission DF's for an engine family, or 
for engine families of equivalent emission control system technology, shall be selected by the engine manufacturer on 
the basis of good engineering judgement.  The criteria is that the test engine should represent the emission 
deterioration characteristic of the engine families that will apply the resulting DF values for certification approval.  
Engines of different bore and stroke, different configuration, different air management systems, different fuel systems 
can be considered as equivalent in respect to emissions deterioration characteristics if there is a reasonable technical 
basis for such determination. 

DF values from another manufacturer can be applied if there is a reasonable basis for considering technology 
equivalence with respect to emissions deterioration, and evidence that the tests have been carried according to the 
specified requirements. 

Emissions testing will be performed according to the procedures defined in this Directive for the test engine after 
initial run-in but before any service accumulation, and at the completion of the durability.  Emission tests can also be 
performed at intervals during the service accumulation test period, and applied in determining the deterioration trend. 

1.1.1.2. 

The service accumulation tests or the emissions tests performed to determine deterioration must not be witnessed by 
the approval authority. 

1.1.1.3. Determination of DF values from Durability Tests 

An additive DF is defined as the value obtained by subtraction of the emission value determine at the beginning of 
the EDP, from the emissions value determined to represent the emission performance at the end of the EDP. 

A multiplicative DF is defined as the emission level determined for the end of the EDP divided by the emission value 
recorded at the beginning of the EDP. 

Separate DF values shall be established for each of the pollutants covered by the legislation.  In the case of 
establishing a DF value relative to the NOx+HC standard, for an additive DF, this is determined based on the sum of 
the pollutants notwithstanding that a negative deterioration for one pollutant may not offset deterioration for the 
other.  For a multiplicative NOx+HC DF, separate HC and NOx DF's shall be determined and applied separately 
when calculating the deteriorated emission levels from an emissions test result before combining the resultant 
deteriorated NOx and HC values to esatablish compliance with the standard. 

In cases where the testing is not conducted for the full EDP, the emission values at the end of the EDP is determined 
by extrapolation of the emission deterioration trend established for the test period, to the full EDP. 

When emissions test results have been recorded periodically during the service accumulation durability testing, 
standard statistical processing techniques based on good practice shall be applied to determine the emission levels at 
the end of the EDP; statistical significance testing can be applied in the determination of the final emissions values. 

If the calculation results in a value of less than 1.00 for a multiplicative DF, or less than 0.00 for an additive DF, then 
the DF shall be 1.0 or 0.00, respectively. 

30.4.2004

EN 

Official Journal of the European Union

L 146/75 

1.1.1.4. 

A manufacturer may, with the approval of the type approval authority, use DF values established from results of 
durability tests conducted to obtain DF values for certification of on-road HD CI engines.  This will be allowed if 
there is technological equivalency between the test on-road engine and the non-road engine families applying the DF 
values for certification.  The DF values derived from on-road engine emission durability test results, must be 
calculated on the basis of EDP values defined in section 2.  

1.1.1.5. 

In the case where an engine family uses established technology, an analysis based on good engineering practices may 
be used in lieu of testing to determine a deterioration factor for that engine family subject to approval of the type 
approval authority. 

1.2. 

1.2.1. 

1.2.2. 

1.2.3. 

2. 

2.1. 

DF information in approval applications 

Additive DF's shall be specified for each pollutant in an engine family certification application for CI engines not 
using any aftertreatment device. 

Multiplicative DF's shall be specified for each pollutant in an engine family certification application for CI engines 
using an aftertreatment device. 

The manufacture shall furnish the Type Approval agency on request with information to support the DF values.  This 
would typically include emission test results, service accumulation test schedule, maintenance procedures together 
with information to support engineering judgements of technological equivalency, if applicable. 

EMISSION DURABILITY PERIODS FOR STAGE IIIA, IIIB AND IV ENGINES. 

Manufacturers shall use the EDP in Table 1 of this section. 

Table 1: EDP categories for CI Stage IIIA, IIIB and IV Engines (hours) 

Category (power 
band) 
" 37 kW 
(constant speed 
engines) 
" 37 kW 
(not constant speed 
engines) 
# 37 kW 
Engines for the use in 
inland waterway 
vessels 
Railcar engines 

Useful life (hours) 
EDP 
3.000 

5.000 

8.000 
10.000 

10.000 

3. 

1) 

ANNEX V SHALL BE AMENDED AS FOLLOWS: 

The heading  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 TYPE APPROVED TO MEET STAGE I 
and II LIMIT VALUES AND FOR ENGINES TO BE USED IN INLAND WATERWAY VESSELS." 

L 146/76 

EN 

Official Journal of the European Union

30.4.2004 

2) 

The following text shall be inserted after the current table on reference fuel for diesel as follows: 

"NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI ENGINES TYPE APPROVED TO MEET STAGE IIIA 
LIMIT VALUES. 

Parameter 

Unit 

Limits 1 

Test Method 

Cetane number 2
Density at 15°C 
Distillation: 
 50% point 
 95% point 
- Final boiling point 
Flash point 
CFPP 
Viscosity at 40°C 
Polycyclic aromatic hydrocarbons
Sulphur content 3
Copper corrosion 
Conradson carbon residue (10% DR) 
Ash content 
Water content 
Neutralisation (strong acid) number 
Oxidation stability 4 

Minimum 

52 
833 

245 
345 
- 
55 
- 
2,5 
3,0 
- 
- 
- 
- 
- 
- 
- 

kg/m3 

°C 
°C 
°C 
°C 
°C 
mm2/s 
% m/m 
mg/kg 

% m/m 
% m/m 
% m/m 
mg KOH/g 
mg/ml 

Maximum 
54,0 
837 

- 
350 
370 
- 
-5 
3,5 
6,0 
300 
class 1 
0,2 
0,01 
0,05 
0,02 
0,025 

EN-ISO 5165 
EN-ISO 3675 

EN-ISO 3405 
EN-ISO 3405 
EN-ISO 3405 
EN 22719 
EN 116 
EN-ISO 3104 
IP 391 
ASTM D 5453 
EN-ISO 2160 
EN-ISO 10370 
EN-ISO 6245 
EN-ISO 12937 
ASTM D 974 
EN-ISO 12205 

1

2

3

4

The values quoted in the specifications 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 technical 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 questions as to whether a fuel meets the requirements of the 
specifications, the terms of ISO 4259 should be applied. 
The range for cetane number is not in accordance with the requirements of a minimum range of 4R.  However, in the case of 
a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate 
measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. 
The actual sulphur content of the fuel used for the test shall be reported.  . 
Even though oxidation stability is controlled, it is likely that shelf life will be limited.  Advice should be sought from the
supplier as to storage conditions and life. 

NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI ENGINES TYPE APPROVED TO MEET STAGE IIIB AND 
IV LIMIT VALUES. 

Parameter 

Unit 

Test Method 

Minimum 

Maximum 

Limits 1

Cetane number 2

Density at 15°C 

Distillation: 

 50% point 

 95% point 

- Final boiling point 

Flash point 

CFPP 

54,0 

EN-ISO 5165 

kg/m3 

833 

837 

EN-ISO 3675 

°C 

°C 

°C 

°C 

°C 

245 

345 

- 

55 

- 

2,3 

- 

EN-ISO 3405 

350 

370 

- 

-5 

EN-ISO 3405 

EN-ISO 3405 

EN 22719 

EN 116 

3,3 

EN-ISO 3104 

Viscosity at 40°C 

mm2/s 

 
 
30.4.2004

EN 

Official Journal of the European Union

L 146/77 

Parameter 

Unit 

Test Method 

Minimum 

Maximum 

Limits 1

Polycyclic aromatic hydrocarbons

% m/m 

3,0 

Sulphur content 3

Copper corrosion 

mg/kg 

Conradson carbon residue (10% DR) 

% m/m 

Ash content 

% m/m 

- 

- 

- 

- 

6,0 

10 

IP 391 

ASTM D 5453 

class 1 

EN-ISO 2160 

0,2 

EN-ISO 10370 

0,01 

EN-ISO 6245 

Parameter 

Unit 

Test Method 

Minimum 

maximum 

Limits (1)

Water content 

% m/m 

Neutralisation (strong acid) number 

mg KOH/g 

Oxidation stability (4) 

Lubricity (HFRR wear scar diameter at 
60°C) 

mg/ml 

µm 

FAME 

prohibited 

- 

- 

- 

- 

0,02 

EN-ISO 12937 

0,02 

ASTM D 974 

0,025 

EN-ISO 12205 

400 

CEC F-06-A-96 

1

2

3

4

The values quoted in the specifications 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 technical 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 questions as to whether a fuel meets the requirements of the 
specifications, the terms of ISO 4259 should be applied. 
The range for cetane number is not in accordance with the requirements of a minimum range of 4R.  However, in the case of 
a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate 
measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. 
The actual sulphur content of the fuel used for the Type I test shall be reported. 
Even though oxidation stability is controlled, it is likely that shelf life will be limited.  Advice should be sought from the
supplier as to storage conditions and life." 

4. 

ANNEX VII SHALL BE AMENDED AS FOLLOWS: 

APPENDIX 1 SHALL BE REPLACED BY THE FOLLOWING: 

L 146/78 

EN 

Official Journal of the European Union

30.4.2004 

"Appendix 1 

TEST RESULTS FOR COMPRESSION IGNITION ENGINES 
TEST RESULTS 

1. 
1.1. 

INFORMATION CONCERNING THE CONDUCT OF THE NRSC TEST 1: 
Reference fuel used for test 

1.1.1.  Cetane number: …………………………………………………………….. 

1.1.2.  Sulphur content: ……………………………………………………………. 

1.1.3.  Density ……………………………………………………………………… 

1.2. 

Lubricant 

1.2.1.  Make(s): …………………………………………………………………….. 

1.2.2.Type(s): ……………………………………………………………………… 

(state percentage of oil in mixture if lubricant and fuel are mixed) 

1.3. 

Engine driven equipment (if applicable) 

1.3.1. Enumeration and identifying details: ……………………………………….. 

1.3.2. Power absorbed at indicated engine speeds (as specified by the manufacturer): 

Power PAE (kW) absorbed at various engine speeds 1, taking into account Appendix 3 
of this Annex 

Equipment 

Intermediate (if applicable) 

Rated 

Total: 

1

 Must not be greater than 10% of the power measured during the test. 

1.4. 

Engine performance 

1.4.1.  Engine speeds: 

Idle: . ……………………………………………………………………….…….rpm 

Intermediate: ……………………………………………………………………. rpm 

Rated: …………………………………………………………………………… rpm 

1

For the case of several parent engines to be indicated for each of them. 

 
 
30.4.2004

EN 

Official Journal of the European Union

L 146/79 

1.4.2.  Engine power 1

Condition 

Intermediate (if applicable) 

Rated 

Power setting (kW) at various engine speeds 

Maximum power measured on test (PM) 
(kW) (a) 
Total power absorbed by engine driven equipment as per 
section 1.3.2 of this Appendix, or section 3.1 of Annex III (PAE)
(kW) (b) 
Net engine power as specified in section 2.4 of Annex I (kW) 
(c) 

c = a + b 

1.5. 

Emission levels 

1.5.1. 

Dynamometer setting (kW) 

Dynamometer setting (kW) at various engine speeds 

Percent Load 

Intermediate (if applicable) 

Rated 

10 (if applicable) 

25 (if applicable) 

50 

75 

100 

1.5.2.  Emission results on the NRSC test : 

CO: . ……………..g/kWh 
HC: . ……………..g/kWh 
NOx: . ……………g/kWh 
NMHC+NOx: …....g/kWh 
Particulates: . ……..g/kWh 

1.5.3. 

Sampling system used for the NRSC test: 

1.5.3.1. Gaseous emissions 1:…………………………………………………... 

1.5.3.2. Particulates 1:…………………………………………………………… 

1.5.3.2.1. 

Method 2: single/multiple filter 

2. 

INFORMATION CONCERNING THE CONDUCT OF THE NRTC TEST 3: 

2.1. 

Emission results on the NRTC test: 
CO: . ……………..g/kWh 
NMHC: …………..g/kWh 
NOx: . ……………g/kWh 
Particulates: . ……..g/kWh 
NMHC+NOx : ……g/kWh 

1
1
2
3

Uncorrected power measured in accordance with section 2.4 of Annex I. 
Indicate figure numbers defined in Annex VI section 1. 
Delete as appropriate. 
For the case of several parent engines, to be indicated for each of them. 

 
 
 
L 146/80 

EN 

Official Journal of the European Union

30.4.2004 

2.2. 

Sampling system used for the NRTC test: 
Gaseous emissions 1:…………………………………………………... 
Particulates 1:…………………………………………………………… 

Method 2: single/multiple filter 

5. 

ANNEX XII SHALL BE AMENDED AS FOLLOWS: 

The following section  shall be added: 

"3. 

For engines categories H, I, and J (stage IIIA) and engines category K, L and M (stage IIIB) 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; 

3.1. 

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

3.2.  UN-ECE Regulation 49.03 series of amendments which are in compliance with stages B1, B2 and C provided for in 

paragraph 5.2." 

30.4.2004

EN 

Official Journal of the European Union

L 146/81 

ANNEX II 

"Annex VI 

ANALYTICAL AND SAMPLING SYSTEM 

1. 

GASEOUS AND PARTICULATE SAMPLING SYSTEMS 

Figure Number 

Description 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

Exhaust gas analysis system for raw exhaust 

Exhaust gas analysis system for dilute exhaust 

Partial flow, isokinetic flow, suction blower control, fractional sampling 

Partial flow, isokinetic flow, pressure blower control, fractional sampling 

Partial flow, CO2 or NOx control, fractional sampling 

Partial flow, CO2 or carbon balance, total sampling 

Partial flow, single venturi and concentration measurement, fractional sampling 

Partial flow, twin venturi or orifice and concentration measurement, fractional sampling 

Partial flow, multiple tube splitting and concentration measurement, fractional sampling 

Partial flow, flow control, total sampling 

Partial flow, flow control, fractional sampling 

Full flow, positive displacement pump or critical flow venturi, fractional sampling 

Particulate sampling system 

Dilution system for full flow system 

1.1.  Determination of the gaseous emissions 

Section 1.1.1 and Figures 2 and 3 contain detailed descriptions of the recommended sampling and analysing systems.  Since 
various configurations can produce equivalent results, exact conformance with these figures is not required.  Additional 
components such as instruments, valves, solenoids, pumps and switches may be used to provide additional information and 
coordinate the functions of the component systems.  Other components which are not needed to maintain the accuracy on 
some systems, may be excluded if their exclusion is based upon good engineering judgement. 

1.1.1.  Gaseous exhaust components CO, CO2, HC, NOx 

An analytical system for the determination of the gaseous emissions in the raw or diluted exhaust gas is described based on 
the use of: 

– 

– 

– 

HFID analyser for the measurement of hydrocarbons, 

NDIR analysers for the measurement of carbon monoxide and carbon dioxide, 

HCLD or equivalent analyser for the measurement of nitrogen oxide. 

For the raw exhaust gas (Figure 2), the sample for all components may be taken with one sampling probe or with two 
sampling probes located in close proximity and internally split to the different analysers.  Care must be taken that no 
condensation of exhaust components (including water and sulphuric acid) occurs at any point of the analytical system. 

For the diluted exhaust gas (Figure 3), the sample for the hydrocarbons shall be taken with another sampling probe than the 
sample for the other components.  Care must be taken that no condensation of exhaust components (including water and 
sulphuric acid) occurs at any point of the analytical system. 

L 146/82 

EN 

Official Journal of the European Union

30.4.2004 

Figure 2 

Flow diagram of exhaust gas analysis system for CO, NOx and HC 

HSL1

zero gas

T1

HSL1

T2

G1

zero gas

V1

zero gas

SP1

F1

F2

P

span gas

R3

V1

F1

F2

P

optional 2 sampling probes

SL

vent

HC

R1

R2

vent

air

fuel

FL1

T5
T5

G3 

zero gas

B

V11

V4

span gas

zero gas

V13 V12

V5
span gas

zero gas

R5

V6
span gas

CO

CO

2

O

2

HSL2

T3

G2

V9

zero gas

V7

V3

span gas

R4

C

T4

vent

FL5

vent

FL6

vent

FL7

vent

V8

V10

vent

FL4

NO

T5

vent

FL2

FL8

V13 V12

30.4.2004

EN 

Official Journal of the European Union

L 146/83 

Figure 3 

Flow diagram of dilute exhaust gas analysis system for CO, CO2, NOx and HC 

to PSS see figure 14

HSL1

PSP

T1

HSL1

T2

G1

zero gas

F1

T1

F2

P

HSL2

span gas

R3

F1

F2

P

BK

SL

vent

HC

R1

R2

vent

air

fuel

FL1

vent

FL5

vent

T3

G2

zero gas

FL6

span gas

V7

V3

R4

V9

C

T4

vent

FL3

V8

V10

vent

vent

FL4

NO

FL2

BK

V1

same plane

see fig. 14

zero gas

see fig. 13

V1

V14

SP2

SP2

DT

BG

T5

G3

zero gas

B

V11

V13 V12

R5

CO

CO
2

V4
span gas
zero gas

V5

span gas

Descriptions – Figures 2 and 3 

General statement: 

All components in the sampling gas path must be maintained at the temperature specified for the respective systems. 

– 

SP1 raw exhaust gas sampling probe (Figure 2 only)  

A stainless steel straight closed and multihole probe is recommended.  The inside diameter shall not be greater than 
the inside diameter of the sampling line.  The wall thickness of the probe shall not be greater than 1 mm.  There shall 
be a minimum of three holes in three different radial planes sized to sample approximately the same flow.  The probe 
must extend across at least 80% of the diameter of the exhaust pipe. 

– 

SP2 dilute exhaust gas HC sampling probe (Figure 3 only) 

The probe shall: 

– 

– 
– 

– 

– 

be defined as the first 254 mm to 762 mm of the hydrocarbon sampling line (HSL3), 

have a 5 mm minimum inside diameter, 
be installed in the dilution tunnel DT (section 1.2.1.2) at a point where the dilution air and exhaust gas are 
well mixed (i.e. approximately 10 tunnel diameters downstream of the point where the exhaust enters the 
dilution tunnel), 

be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of 
any wakes or eddies, 

be heated so as to increase the gas stream temperature to 463 K (190°C) ± 10 K at the exit of the probe. 

– 

SP3 dilute exhaust gas CO, CO2, NOx sampling probe (Figure 3 only) 

L 146/84 

EN 

Official Journal of the European Union

30.4.2004 

The probe shall: 

– 

– 

be in the same plane as SP2, 

be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of 
any wakes or eddies, 

– 

be heated and insulated over its entire length to a minimum temperature of 328 K (55°C) to prevent water 
condensation. 
HSL1 heated sampling line 

– 

The sampling line provides gas sampling from a single probe to the split point(s) and the HC analyser. 

The sampling line shall: 

– 

– 

– 

– 

– 

have a 5 mm minimum and a 13,5 mm maximum inside diameter, 

be made of stainless steel or PTFE, 

maintain a wall temperature of 463 (190°C) ± 10 K as measured at every separately controlled heated section, 
if the temperature of the exhaust gas at the sampling probe is equal or below 463 K (190°C), 

maintain a wall temperature greater than 453 K (180°C) if the temperature of the exhaust gas at the sampling 
probe is above 463 K (190°C), 

maintain a gas temperature of 463 K (190°C) ± 10 K immediately before the heated filter (F2) and the HFID. 

– 

HSL2 heated NOx sampling line 

The sampling line shall: 

– 

– 

maintain a wall temperature of 328 to 473 K (55 to 200°C) up to the converter when using a cooling bath, and 
up to the analyser when a cooling bath is not used, 

be made of stainless steel or PTFE. 

Since the sampling line need only be heated to prevent condensation of water and sulphuric acid, the 
samplingline temperature will depend on the sulphur content of the fuel. 

– 

SL sampling line for CO (CO2) 

The line shall be made of PTFE or stainless steel.  It may be heated or unheated. 

– 

BK background bag (optional; Figure 3 only) 

For the measurement of the background concentrations. 

– 

BG sample bag (optional; Figure 3 CO and CO2 only) 

For the measurement of the sample concentrations. 

– 

F1 heated pre-filter (optional) 

The temperature shall be the same as HSL1. 

– 

F2 heated filter 

The filter shall extract any solid particles from the gas sample prior to the analyser.  The temperature shall be the 
same as HSL1.  The filter shall be changed as needed. 

– 

P heated sampling pump 

The pump shall be heated to the temperature of HSL1. 

– 

HC 

Heated flame ionization detector (HFID) for the determination of the hydrocarbons.  The temperature shall be kept at 
453 to 473 K (180 to 200°C). 

30.4.2004

EN 

Official Journal of the European Union

L 146/85 

– 

– 

CO, CO2 

NDIR analysers for the determination of carbon monoxide and carbon dioxide. 

NO2 

(H)CLD analyser for the determination of the oxides of nitrogen.  If a HCLD is used it shall be kept at a temperature 
of 328 to 473 K (55 to 200°C). 

– 

C converter 

A converter shall be used for the catalytic reduction of NO2 to NO prior to analysis in the CLD or HCLD. 

– 

B cooling bath 

To cool and condense water from the exhaust sample.  The bath shall be maintained at a temperature of 273 to 277 K 
(0 to 4°C) by ice or refrigeration.  It is optional if the analyser is free from water vapour interference as determined in 
Annex III, Appendix 2, sections 1.9.1 and 1.9.2. 

Chemical dryers are not allowed for removing water from the sample. 

– 

T1, T2, T3 temperature sensor 

To monitor the temperature of the gas stream. 

– 

T4 temperature sensor 

Temperature of the NO2-NO converter. 

– 

T5 temperature sensor 

To monitor the temperature of the cooling bath. 

– 

G1, G2, G3 pressure gauge 

To measure the pressure in the sampling lines. 

– 

R1, R2 pressure regulator 

To control the pressure of the air and the fuel, respectively, for the HFID. 

– 

R3, R4, R5 pressure regulator 

To control the pressure in the sampling lines and the flow to the analysers. 

– 

FL1, FL2, FL3 flow meter 

To monitor the sample bypass flow. 

– 

FL4 to FL7 flow meter (optional) 

To monitor the flow rate through the analysers. 

– 

V1 to V6 selector valve 

Suitable valving for selecting sample, span gas or zero gas flow to the analyser. 

– 

V7, V8 solenoid valve 

To bypass the NO2-NO converter. 

– 

V9 needle valve 

To balance the flow through the NO2-NO converter and the bypass. 

– 

V10, V11 needle valve 

To regulate the flows to the analysers. 

L 146/86 

EN 

Official Journal of the European Union

30.4.2004 

– 

V12, V13 toggle valve 

To drain the condensate from the bath B. 

– 

V14 selector valve 

Selecting the sample or background bag.

1.2. 

Determination of the particulates 

Sections 1.2.1 and 1.2.2 and Figures 4 to 15 contain detailed descriptions of the recommended dilution and sampling 
systems.  Since various configurations can produce equivalent results, exact conformance with these figures is not 
required.  Additional components such as instruments, valve, solenoids, pumps and switches may be used to provide 
additional information and coordinate the functions of the component systems.  Other components which are not needed 
to maintain the accuracy on some systems, may be excluded if their exclusion is based on good engineering judgement. 

1.2.1. 

Dilution system 

1.2.1.1. 

Partial flow dilution system (Figures 4 to 12) 1

A dilution system is described based on the dilution of a part of the exhaust stream.  Splitting of the exhaust stream and 
the following dilution process may be done by different dilution system types.  For subsequent collection of the 
particulates, the entire dilute exhaust gas or only a portion of the dilute exhaust gas may be passed to the particulate 
sampling system (section 1.2.2, Figure 14).  The first method is referred to as total sampling type, the second method as 
fractional sampling type. 

The calculation of the dilution ratio depends on the type of system used. 

The following types are recommended: 

– 

isokinetic systems (Figures 4 and 5) 

With these systems, the flow into the transfer tube is matched to the bulk exhaust flow in terms of gas velocity 
and/or pressure, thus requiring an undisturbed and uniform exhaust flow at the sampling probe.  This is usually 
achieved by using a resonator and a straight approach tube upstream of the sampling point.  The split ratio is then 
calculated from easily measurable values like tube diameters.  It should be noted that isokinesis is only used for 
matching the flow conditions and not for matching the size distribution.  The latter is typically not necessary, as 
the particles are sufficiently small as to follow the fluid streamlines, 

– 

flow controlled systems with concentration measurement (Figures 6 to 10) 

With these systems, a sample is taken from the bulk exhaust stream by adjusting the dilution air flow and the total 
dilution exhaust flow.  The dilution ratio is determined from the concentrations of tracer gases, such as CO2or 
NOx, naturally occurring in the engine exhaust.  The concentrations in the dilution exhaust gas and in the dilution 
air are measured, whereas the concentration in the raw exhaust gas can be either measured directly or determined 
from fuel flow and the carbon balance equation, if the fuel composition is known.  The systems may be controlled 
by the calculated dilution ratio (Figures 6 and 7) or by the flow into the transfer tube (Figures 8, 9 and 10), 

– 

flow controlled systems with flow measurement (Figures 11 and 12) 

With these systems, a sample is taken from the bulk exhaust stream by setting the dilution air flow and the total 
dilution exhaust flow.  The dilution ratio is determined from the difference of the two flow rates.  Accurate 
calibration of the flow meters relative to one another is required, since the relative magnitude of the two flow 
rates can lead to significant errors at higher dilution ratios.  Flow control is very straightforward by keeping the 
dilute exhaust flow rate constant and varying the dilution air flow rate, if needed. 

In order to realise the advantages of the partial flow dilution systems, attention must be paid to avoiding the 
potential problems of loss of particulates in the transfer tube, ensuring that a representative sample is taken from 
the engine exhaust, and determination of the split ratio. 

The systems described pay attention to these critical areas. 

11

Figures 4 to 12 show many types of partial flow dilution systems, which normally can be used for the steady-state test (NRSC).  But, because 
of very severe constraints of the transient tests, only those partial flow dilution systems (Figures 4 to 12) able to fulfill all the requirements 
quoted in the section "Partial flow dilution system specifications" of Annex III, Appendix 1, Section 2.4, are accepted for the transient test 
(NRTC). 

30.4.2004

EN 

Official Journal of the European Union

L 146/87 

Figure 4 

Partial flow dilution system with isokinetic probe and fractional sampling (SB control) 

DAF

PB

FM1

l > 10*d

SB

air

PSP

d

DT

PTT

vent

TT

see figure 14

to particulate
sampling
system

ISP

EP

DPT
delta p

exhaust

FC1

Raw exhaust gas is transferred from the exhaust pipe to EP to the dilution tunnel DT through the transfer tube TT by the 
isokinetic sampling probe ISP.  The differential pressure of the exhaust gas between exhaust pipe and inlet to the probe is 
measured with the pressure transducer DPT.  This signal is transmitted to the flow controller FC1 that controls the 
suction blower SB to maintain a differential pressure of zero at the tip of the probe.  Under these conditions, exhaust gas 
velocities in EP and ISP are identical, and the flow through ISP and TT is a constant fraction (split) of the exhaust gas 
flow.  The split ratio is determined from the cross sectional areas of EP and ISP.  The dilution air flow rate is measured 
with the flow measurement device FM1.  The dilution ratio is calculated from the dilution air flow rate and the split ratio. 

L 146/88 

EN 

Official Journal of the European Union

30.4.2004 

Partial flow dilution system with isokinetic probe and fractional sampling (PB control) 

Figure 5 

DAF

FM1

l > 10*d

PSP

d

SB

vent

air

ISP

EP

TT

DT

PTT

see figure 14

to particulate
sampling
system

PB

exhaust

DPT
delta p

FC1

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the transfer tube TT by the 
isokinetic sampling probe ISP.  The differential pressure of the exhaust gas between exhaust pipe and inlet to the probe is 
measured with the pressure transducer DPT.  This signal is transmitted to the flow controller FC1 that controls the pressure 
blower PB to maintain a differential pressure of zero at the tip of the probe.  This is done by taking a small fraction of the 
dilution air whose flow rate has already been measured with the flow measurement device FM1, and feeding it to TT by 
means of a pneumatic orifice.  Under these conditions, exhaust gas velocities in EP and ISP are identical, and the flow 
through ISP and TT is a constant fraction (split) of the exhaust gas flow.  The split ratio is determined from the cross 
sectional areas of EP and ISP.  The dilution air is sucked through DT by the suction blower SB, and the flow rate is measured 
with FM1 at the inlet to DT.  The dilution ratio is calculated from the dilution air flow rate and the split ratio. 

30.4.2004

EN 

Official Journal of the European Union

L 146/89 

Figure 6 

Partial flow dilution system with CO2 or NOx concentration measurement 
and fractional sampling 

FC2

EGA

DAF

optional

to PB or SB

EGA

l > 10*d

SB

d

DT

PSP

PTT

vent

TT

see figure 14

to particulate
sampling
system

air

EGA

PB

EP

SP

exhaust

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the 
transfer tube TT.  The concentrations of a tracer gas (CO2 or NOx) are measured in the raw and diluted exhaust gas as 
well as in the dilution air with the exhaust gas analyser(s) EGA.  These signals are transmitted to the flow controller FC2 
that controls either the pressure blower PB or the suction blower SB to maintain the desired exhaust split and dilution 
ratio in DT.  The dilution ratio is calculated from the tracer gas concentrations in the raw exhaust gas, the diluted exhaust 
gas, and the dilution air. 

L 146/90 

EN 

Official Journal of the European Union

30.4.2004 

Figure 7 

Partial flow dilution system with CO2 concentration measurement, carbon balance 
and total sampling 

FC2

EGA

optional to P

DAF

air

G FUEL

PB

EP

d

DT

TT

SP

optional from FC2

EGA

PTT

PSS

FH

P

details see figure 15

exhaust

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the 
transfer tube TT.  The CO2 concentrations are measured in the diluted exhaust gas and in the dilution air with the exhaust 
gas analyser(s) EGA.  The CO2 and fuel flow GFUEL signals are transmitted either to the flow controller FC2, or to the 
flow controller FC3 of the particulate sampling system (Figure 14).  FC2 controls the pressure blower PB, while FC3 
controls the particulate sampling system (Figure 14), thereby adjusting the flows into and out of the system so as to 
maintain the desired exhaust split and dilution ratio in DT.  The dilution ratio is calculated from the CO2 concentrations 
and GFUEL using the carbon balance assumption. 

30.4.2004

EN 

Official Journal of the European Union

L 146/91 

Figure 8 

Partial flow dilution system with single venturi, concentration measurement 
and fractional sampling 

EGA

EGA

DAF

PB

l > 10*d

air

VN

d

PSP

DT

PTT

vent

TT

see figure 14

to particulate
sampling
system

SP

EP

EGA

exhaust

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the 
transfer tube TT due to the negative pressure created by the venturi VN in DT.  The gas flow rate through TT depends on 
the momentum exchange at the venturi zone, and is therefore affected by the absolute temperature of the gas at the exit of 
TT.  Consequently, the exhaust split for a given tunnel flow rate is not constant, and the dilution ratio at low load is 
slightly lower than at high load.  The tracer gas concentrations (CO2 or NOx) are measured in the raw exhaust gas, the 
diluted exhaust gas, and the dilution air with the exhaust gas analyser(s) EGA, and the dilution ratio is calculated from the 
values so measured. 

L 146/92 

EN 

Official Journal of the European Union

30.4.2004 

Figure 9 

Partial flow dilution system twin venturi or twin orifice, 
concentration measurement and fractional sampling 

EGA

EGA

DAF

PCV2

l > 10*d

HE

d

PSP

DT

PTT

TT

see figure 14

to particulate
sampling

system

SB

vent

PB

PCV1

air

EP

FD1

FD2

EGA

exhaust
Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the 
transfer tube TT by a flow divider that contains a set of orifices or venturis.  The first one (FD1) is located in EP, the 
second one (FD2) in TT.  Additionally, two pressure control valves (PCV1 and PCV2) are necessary to maintain a 
constant exhaust split by controlling the backpressure in EP and the pressure in DT.  PCV1 is located downstream of SP 
in EP, PCV2 between the pressure blower PB and DT.  The tracer gas concentrations (CO2 or NOx) are measured in the 
raw exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas analyser(s) EGA.  They are necessary 
for checking the exhaust split, and may be used to adjust PCV1 and PCV2 for precise split control.  The dilution ratio is 
calculated from the tracer gas concentrations. 

30.4.2004

EN 

Official Journal of the European Union

L 146/93 

Figure 10 

Partial flow dilution system with multiple tube splitting, 
concentration measurement and fractional sampling 

EGA

EGA

DAF

air

fresh air injection

EGA

TT

FD3

EP

l > 10*d

DT

d

see figure 14

HE

PSP
PTT

SB

to particulate
sampling
system

FC1

DPT

DC

DAF

vent

air

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the transfer tube TT by the 
flow divider FD3 that consists of a number of tubes of the same dimensions (same diameter, length and bed radius) 
installed in EP.  The exhaust gas through one of these tubes is lead to DT, and the exhaust gas through the rest of the 
tubes is passed through the damping chamber DC.  Thus, the exhaust split is determined by the total number of tubes.  A 
constant split control requires a differential pressure of zero between DC and the outlet of TT, which is measured with the 
differential pressure transducer DPT.  A differential pressure of zero is achieved by injecting fresh air into DT at the 
outlet of TT.  The tracer gas concentrations (CO2 or NOx) are measured in the raw exhaust gas, the diluted exhaust gas, 
and the dilution air with the exhaust gas analyser(s) EGA.  They are necessary for checking the exhaust split and may be 
used to control the injection air flow rate for precise split control.  The dilution ratio is calculated from the tracer gas 
concentrations. 

L 146/94 

EN 

Official Journal of the European Union

30.4.2004 

Figure 11 

Partial flow dilution system with flow control and total sampling 

FC2

DAF

optional to P (PSS)

d

DT

FM1

TT

GEXH

or
GAIR
or
GFUEL

SP

EP

exhaust

PTT

FH

vent

PSS

P

details see figure 15

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the 
transfer tube TT.  The total flow through the tunnel is adjusted with the flow controller FC3 and the sampling pump P of 
the particulate sampling system (Figure 16). 

The dilution air flow is controlled by the flow controller FC2, which may use GEXH, GAIR or GFUEL as command signals, 
for the desired exhaust split.  The sample flow into DT is the difference of the total flow and the dilution air flow.  The 
dilution air flow rate is measured with flow measurement device FM1, the total flow rate with the flow measurement 
device FM3 of the particulate sampling system (Figure 14).  The dilution ratio is calculated from these two flow rates. 

30.4.2004

EN 

Official Journal of the European Union

L 146/95 

Figure 12 

Partial flow dilution system with flow control and fractional sampling 

FC2

to PB
or SB

DAF

air

PB

FM1

GEXH

or
GAIR
or
GFUEL

SP

EP

exhaust

l > 10*d

SB

DT

d

PSP

TT

see figure 14

PTT

to particulate
sampling
system

see figure 14

FM2

vent

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the 
transfer tube TT.  The exhaust split and the flow into DT is controlled by the flow controller FC2 that adjusts the flows 
(or speeds) of the pressure blower PB and the suction blower SB, accordingly.  This is possible since the sample taken 
with the particulate sampling system is returned into DT.  GEXH, GAIR or GFUEL may be used as command signals for 
FC2.  The dilution air flow rate is measured with the flow measurement device FM1, the total flow with the flow 
measurement device FM2.  The dilution ratio is calculated from these two flow rates. 

Description - Figures 4 to 12 

– 

EP exhaust pipe 

The exhaust pipe may be insulated.  To reduce the thermal inertia of the exhaust pipe a thickness to diameter ratio 
of 0,015 or less is recommended.  The use of flexible sections shall be limited to a length to diameter ratio of 12 
or less.  Bends will be minimised to reduce inertial deposition.  If the system includes a test bed silencer, the 
silencer may also be insulated. 

For an isokinetic system, the exhaust pipe must be free of elbows, bends and sudden diameter changes for at least 
six pipe diameters upstream and three pipe diameters downstream of the tip of the probe.  The gas velocity at the 
sampling zone must be higher than 10 m/s except at idle mode.  Pressure oscillations of the exhaust gas must not 
exceed ± 500 Pa on the average.  Any steps to reduce pressure oscillations beyond using a chassis-type exhaust 
system (including silencer and after-treatment device) must not alter engine performance nor cause the deposition 
of particulates. 

For systems without isokinetic probes, it is recommended to have a straight pipe of six pipe diameters upstream 
and three pipe diameters downstream of the tip of the probe. 

– 

SP sampling probe (Figures 6 to 12) 

The minimum inside diameter shall be 4 mm.  The minimum diameter ratio between exhaust pipe and probe shall 
be four.  The probe shall be an open tube facing upstream on the exhaust pipe centre-line, or a multiple hole 
probe as described under SP1 in section 1.1.1. 
ISP isokinetic sampling probe (Figures 4 and 5) 

– 

The isokinetic sampling probe must be installed facing upstream on the exhaust pipe centre-line where the flow 
conditions in section EP are met, and designed to provide a proportional sample of the raw exhaust gas.  The 
minimum inside diameter shall be 12 mm. 

A control system is necessary for isokinetic exhaust splitting by maintaining a differential pressure of zero 
between EP and ISP.  Under these conditions exhaust gas velocities in EP and ISP are identical and the mass flow 
through ISP is a constant fraction of the exhaust gas flow.  The ISP has to be connected to a differential pressure 
transducer.  The control to provide a differential pressure of zero between EP and ISP is done with blower speed 

L 146/96 

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Official Journal of the European Union

30.4.2004 

or flow controller. 

– 

FD1, FD2 flow divider (Figure 9) 

A set of venturis or orifices is installed in the exhaust pipe EP and in the transfer tube TT, respectively, to provide 
a proportional sample of the raw exhaust gas.  A control system consisting of two pressure control valves PCV1 
and PCV2 is necessary for proportional splitting by controlling the pressures in EP and DT. 
FD3 flow divider (Figure 10) 

– 

A set of tubes (multiple tube unit) is installed in the exhaust pipe EP to provide a proportional sample of the raw 
exhaust gas.  One of the tubes feeds exhaust gas to the dilution tunnel DT, whereas the other tubes exit exhaust 
gas to a damping chamber DC.  The tubes must have the same dimensions (same diameter, length, bend radius), 
so that the exhaust split depends on the total number of tubes.  A control system is necessary for proportional 
splitting by maintaining a differential pressure of zero between the exit of the multiple tube unit into DC and the 
exit of TT.  Under these conditions, exhaust gas velocities in EP and FD3 are proportional, and the flow TT is a 
constant fraction of the exhaust gas flow.  The two points have to be connected to a differential pressure 
transducer DPT.  The control to provide a differential pressure of zero is done with the flow controller FC1. 

– 

EGA exhaust gas analyser (Figures 6 to 10) 

  CO2 or NOx analysers may be used (with carbon balance method CO2 only).  The analysers shall be calibrated 
like the analysers for the measurement of the gaseous emissions.  One or several analysers may be used to 
determine the concentration differences. 

The accuracy of the measuring systems has to be such that the accuracy of GEDFW,i  is within ± 4%. 

– 

TT transfer tube (Figures 4 to 12) 

The particulate sample transfer tube shall be: 

– 

– 

– 

as short as possible, but not more than 5 m in length, 

equal to or greater than the probe diameter, but not more than 25 mm in diameter, 

exiting on the centre-line of the dilution tunnel and pointing down-stream. 

If the tube is 1 metre or less in length, it is to be insulated with material with a maximum thermal conductivity of 
0,05 W/(m · K) with a radial insulation thickness corresponding to the diameter of the probe.  If the tube is longer 
than 1 metre, it must be insulated and heated to a minimum wall temperature of 523 K (250°C). 

Alternatively, the transfer tube wall temperatures required may be determined through standard heat transfer 
calculations. 

– 

DPT differential pressure transducer (Figures 4, 5 and 10) 

The differential pressure transducer shall have a range of ± 500 Pa or less. 

– 

FC1 flow controller (Figures 4, 5 and 10) 

For the isokinetic systems (Figures 4 and 5) a flow controller is necessary to maintain a differential pressure of 
zero between EP and ISP.  The adjustment can be done by: 

(a) 

or 

(b) 

controlling the speed or flow of the suction blower (SB) and keeping the speed of the pressure blower 
(PB) constant during each mode (Figure 4); 

adjusting the suction blower (SB) to a constant mass flow of the diluted exhaust and controlling the flow 
of the pressure blower PB, and therefore the exhaust sample flow in a region at the end of the transfer 
tube (TT) (Figure 5). 

In the case of a pressure controlled system the remaining error in the control loop must not exceed ± 3 Pa.  The 
pressure oscillations in the dilution tunnel must not exceed ± 250 Pa on average. 

For a multi-tube system (Figure 10) a flow controller is necessary for proportional exhaust splitting to maintain a 
differential pressure of zero between the outlet of the multi-tube unit and the exit of TT.  The adjustment can be done by 
controlling the injection air flow rate into DT at the exit of TT. 

 
30.4.2004

EN 

Official Journal of the European Union

L 146/97 

– 

PCV1, PCV2 pressure control valve (Figure 9) 

Two pressure control valves are necessary for the twin venturi/twin orifice system for proportional flow 
splitting by controlling the backpressure of EP and the pressure in DT.  The valves shall be located downstream 
of SP in EP and between PB and DT. 

– 

DC damping chamber (Figure 10) 

A damping chamber shall be installed at the exit of the multiple tube unit to minimize the pressure oscillations in 
the exhaust pipe EP. 

– 

VN venturi (Figure 8) 

A venturi is installed in the dilution tunnel DT to create a negative pressure in the region of the exit of the transfer 
tube TT.  The gas flow rate through TT is determined by the momentum exchange at the venturi zone, and is 
basically proportional to the flow rate of the pressure blower PB leading to a constant dilution ratio.  Since the 
momentum exchange is affected by the temperature at the exit of TT and the pressure difference between EP and 
DT, the actual dilution ratio is slightly lower at low load than at high load. 

– 

FC2 flow controller (Figures 6, 7, 11 and 12; optional) 

A flow controller may be used to control the flow of the pressure blower PB and/or the suction blower SB.  It 
may be connected to the exhaust flow or fuel flow signal and/or to the CO2 or NOx differential signal. 

When using a pressurized air supply (Figure 11) FC2 directly controls the air flow. 

– 

FM1 flow measurement device (Figures 6, 7, 11 and 12) 

Gas meter or other flow instrumentation to measure the dilution air flow.  FM1 is optional if PB is calibrated to 
measure the flow. 

– 

FM2 flow measurement device (Figure 12) 

Gas meter or other flow instrumentation to measure the diluted exhaust gas flow.  FM2 is optional if the suction 
blower SB is calibrated to measure the flow. 

– 

PB pressure blower (Figures 4, 5, 6, 7, 8, 9 and 12) 

To control the dilution air flow rate, PB may be connected to the flow controllers FC1 or FC2.  PB is not required 
when using a butterfly valve.  PB may be used to measure the dilution air flow, if calibrated. 

– 

SB suction blower (Figures 4, 5, 6, 9, 10 and 12) 

For fractional sampling systems only.  SB may be used to measure the dilute exhaust gas flow, if calibrated. 

– 

DAF dilution air filter (Figures 4 to 12) 

It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate background hydrocarbons.  
The dilution air shall have a temperature of 298 K (25°C) ± 5 K. 

At the manufacturer's request the dilution air shall be sampled according to good engineering practice to 
determine the background particulate levels, which can then be subtracted from the values measured in the 
diluted exhaust. 

– 

PSP particulate sampling probe (Figures 4, 5, 6, 8, 9, 10 and 12) 

The probe is the leading section of PTT and 

– 

– 

– 

shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on 
the dilution tunnel DT centre-line of the dilution systems approximately 10 tunnel diameters downstream 
of the point where the exhaust enters the dilution tunnel, 

shall be 12 mm in minimum inside diameter, 

may be heated to no greater than 325 K (52°C) wall temperature by direct heating or by dilution air pre-
heating, provided the air temperature does not exceed 325 K (52°C) prior to the introduction of the 
exhaust in the dilution tunnel, 

L 146/98 

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Official Journal of the European Union

30.4.2004 

– 

may be insulated. 

– 

DT dilution tunnel (Figures 4 to 12) 

The dilution tunnel: 

– 

– 

– 

– 

– 

shall be of a sufficient length to cause complete mixing of the exhaust and dilution air under turbulent 
flow conditions, 

shall be constructed of stainless steel with: 

– 

– 

a thickness to diameter ratio of 0,025 or less for dilution tunnels of greater than 75 mm inside 
diameter, 

a nominal wall thickness of not less than 1,5 mm for dilution tunnels of equal to or less than 75 
mm inside diameter, 

shall be at least 75 mm in diameter for the fractional sampling type, 

is recommended to be at least 25 mm in diameter for the total sampling type. 

may be heated to no greater than 325 K (52°C) wall temperature by direct heating or by dilution air pre-
heating, provided the air temperature does not exceed 325 K (52°C) prior to the introduction of the 
exhaust in the dilution tunnel. 

– 

may be insulated. 

The engine exhaust shall be thoroughly mixed with the dilution air.  For fractional sampling systems, the mixing quality 
shall be checked after introduction into service by means of a CO2 profile of the tunnel with the engine running (at least 
four equally spaced measuring points).  If necessary, a mixing orifice may be used. 

NOTE: If the ambient temperature in the vicinity of the dilution tunnel (DT) is below 293 K (20°C), precautions should 

be taken to avoid particle losses onto the cool walls of the dilution tunnel.  Therefore, heating and/or 
insulating the tunnel within the limits given above is recommended. 

At high engine loads, the tunnel may be cooled by a non-aggressive means such as a circulating fan, as long as the 
temperature of the cooling medium is not below 293 K (20°C). 

– 

HE heat exchanger (Figures 9 and 10) 

The heat exchanger shall be of sufficient capacity to maintain the temperature at the inlet to the suction blower SB within 
± 11 K of the average operating temperature observed during the test. 

1.2.1.2. 

Full flow dilution system (Figure 13) 

A dilution system is described based upon the dilution of the total exhaust using the constant volume sampling (CVS) 
concept.  The total volume of the mixture of exhaust and dilution air must be measured.  Either a PDP or a CFV or a SSV 
system may be used. 

For subsequent collection of the particulates, a sample of the dilute exhaust gas is passed to the particulate sampling 
system (section 1.2.2, Figures 14 and 15).  If this is done directly, it is referred to as single dilution.  If the sample is 
diluted once more in the secondary dilution tunnel, it is referred to as double dilution.  This is useful, if the filter face 
temperature requirement cannot be met with single dilution.  Although partly a dilution system, the double dilution 
system is described as a modification of a particulate sampling system in section 1.2.2, (Figure 15), since it shares most 
of the parts with a typical particulate sampling system. 

The gaseous emissions may also be determined in the dilution tunnel of a full flow dilution system.  Therefore, the 
sampling probes for the gaseous components are shown in Figure 13 but do not appear in the description list.  The 
respective requirements are described in section 1.1.1. 

30.4.2004

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Official Journal of the European Union

L 146/99 

Descriptions (Figure 13) 

– 

EP exhaust pipe 

The exhaust pipe length from the exit of the engine exhaust manifold, turbocharger outlet or after-treatment 
device to the dilution tunnel is required to be not more than 10 m.  If the system exceeds 4 m in length, then all 
tubing in excess of 4 m shall be insulated, except for an in-line smoke-meter, if used.  The radial thickness of the 
insulation must be at least 25 mm.  The thermal conductivity of the insulating material must have a value no 
greater than 0,1 W/(m · K) measured at 673 K (400°C).  To reduce the thermal inertia of the exhaust pipe a 
thickness to diameter ratio of 0,015 or less is recommended.  The use of flexible sections shall be limited to a 
length to diameter ratio of 12 or less. 

Figure 13 

Full flow dilution system 

see Figure 3

to exhaust gas

analysis system

HE

optional

to background filter

DAF

air

exhaust

EP

PSP

PTT

see figure 14

optional

to particulate sampling system
or to DDS see figure 15

PDP

FC3

if EFC is used

FC3

CFV or
SSV

vent

vent

The total amount of raw exhaust gas is mixed in the dilution tunnel DT with the dilution air.  The diluted exhaust 
gas flow rate is measured either with a positive displacement pump PDP or with a critical flow venturi CFV or 
with a sub-sonic venturi SSV.  A heat exchanger HE or electronic flow compensation EFC may be used for 
proportional particulate sampling and for flow determination.  Since particulate mass determination is based on 
the total diluted exhaust gas flow, the dilution ratio is not required to be calculated. 

– 

PDP positive displacement pump 

The PDP meters total diluted exhaust flow from the number of the pump revolutions and the pump displacement.  
The exhaust system back pressure must not be artificially lowered by the PDP or dilution air inlet system.  Static 
exhaust back pressure measured with the CVS system operating shall remain within ± 1,5 kPa of the static 
pressure measured without connection to the CVS at identical engine speed and load. 

The gas mixture temperature immediately ahead of the PDP shall be within ± 6 K of the average operating 
temperature observed during the test, when no flow compensation is used. 

Flow compensation can only be used if the temperature at the inlet of the PDP does not exceed 50°C (323 K). 

– 

CFV critical flow venturi 

CFV measures total diluted exhaust flow by maintaining the flow at choked conditions (critical flow).  Static 
exhaust backpressure measured with the CFV system operating shall remain within ± 1,5 kPa of the static 
pressure measured without connection to the CFV at identical engine speed and load.  The gas mixture 
temperature immediately ahead of the CFV shall be within ± 11 K of the average operating temperature observed 
during the test, when no flow compensation is used. 

L 146/100

EN 

Official Journal of the European Union

30.4.2004 

– 

SSV sub-sonic venturi 

SSV measures total diluted exhaust flow as a function of inlet pressure, inlet temperature, pressure drop between 
the SSV inlet and throat.  Static exhaust backpressure measured with the SSV system operating shall remain 
within ± 1,5 kPa of the static pressure measured without connection to the SSV at identical engine speed and 
load.  The gas mixture temperature immediately ahead of the SSV shall be within ± 11 K of the average operating 
temperature observed during the test, when no flow compensation is used. 

– 

HE heat exchanger (optional if EFC is used) 

The heat exchanger shall be of sufficient capacity to maintain the temperature within the limits required above. 

– 

EFC electronic flow compensation (optional if HE is used) 

If the temperature at the inlet to either the PDP or CFV or SSV is not kept within the limits stated above, a flow 
compensation system is required for continuous measurement of the flow rate and control of the proportional 
sampling in the particulate system.  To that purpose, the continuously measured flow rate signals are used to 
correct the sample flow rate through the particulate filters of the particulate sampling system (Figures 14 and 15), 
accordingly. 

– 

DT dilution tunnel 

The dilution tunnel: 

– 

– 

– 

shall be small enough in diameter to cause turbulent flow (Reynolds number greater than 4000) of 
sufficient length to cause complete mixing of the exhaust and dilution air.  A mixing orifice may be used, 

shall be at least 75 mm in diameter, 

may be insulated. 

The engine exhaust shall be directed downstream at the point where it is introduced into the dilution tunnel, and 
thoroughly mixed. 

When using single dilution, a sample from the dilution tunnel is transferred to the particulate sampling system 
(section 1.2.2, Figure 14).  The flow capacity of the PDP or CFV or SSV must be sufficient to maintain the 
diluted exhaust at a temperature of less than or equal to 325 K (52°C) immediately before the primary particulate 
filter. 

When using double dilution, a sample from the dilution tunnel is transferred to the secondary dilution tunnel 
where it is further diluted, and then passed through the sampling filters (section 1.2.2, Figure 15).  The flow 
capacity of the PDP or CFV or SSV must be sufficient to maintain the diluted exhaust stream in the DT at a 
temperature of less than or equal to 464 K (191°C) at the sampling zone.  The secondary dilution system must 
provide sufficient secondary dilution air to maintain the doubly-diluted exhaust stream at a temperature of less 
than or equal to 325 K (52°C) immediately before the primary particulate filter. 

– 

DAF dilution air filter 

It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate background hydrocarbons.  
The dilution air shall have a temperature of 298 K (25°C) ± 5 K.  At the manufacturer's request the dilution air 
shall be sampled according to good engineering practice to determine the background particulate levels, which 
can then be subtracted from the values measured in the diluted exhaust. 

– 

PSP particulate sampling probe 

The probe is the leading section of PTT and 

– 

– 

– 

shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on 
the dilution tunnel DT centre-line of the dilution systems approximately 10 tunnel diameters downstream 
of the point where the exhaust enters the dilution tunnel, 

shall be 12 mm in minimum inside diameter, 

may be heated to no greater than 325 K (52°C) wall temperature by direct heating or by dilution air pre-
heating, provided the air temperature does not exceed 325 K (52°C) prior to the introduction of the 
exhaust in the dilution tunnel, 

– 

may be insulated. 

30.4.2004

EN 

Official Journal of the European Union

L 146/101 

1.2.2. 

Particulate sampling system (Figures 14 and 15) 

The particulate sampling system is required for collecting the particulates on the particulate filter.  In the case of total 
sampling partial flow dilution, which consists of passing the entire dilute exhaust sample through the filters, dilution (section 
1.2.1.1, Figures 7 and 11) and sampling system usually form an integral unit.  In the case of fractional sampling partial flow 
dilution or full flow dilution, which consists of passing through the filters only a portion of the diluted exhaust, the dilution 
(section 1.2.1.1, Figures 4, 5, 6, 8, 9, 10 and 12 and section 1.2.1.2, Figure 13) and sampling systems usually form different 
units. 

In this Directive, the double dilution system DDS (Figure 15) of a full flow dilution system is considered as a specific 
modification of a typical particulate sampling system as shown in Figure 14.  The double dilution system includes all 
important parts of the particulate sampling system, like filter holders and sampling pump, and additionally some dilution 
features, like a dilution air supply and a secondary dilution tunnel. 

In order to avoid any impact on the control loops, it is recommended that the sample pump be running throughout the 
complete test procedure.  For the single filter method, a bypass system shall be used for passing the sample through the 
sampling filters at the desired times.  Interference of the switching procedure on the control loops must be minimized. 

Descriptions - Figures 14 and 15 

– 

PSP particulate sampling probe (Figures 14 and 15) 

The particulate sampling probe shown in the figures is the leading section of the particulate transfer tube PTT.  
The probe: 

shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on the 
dilution tunnel DT centre-line of the dilution systems (section 1.2.1), approximately 10 tunnel diameters 
downstream of the point where the exhaust enters the dilution tunnel), 

shall be 12 mm in minimum inside diameter, 

may be heated to no greater than 325 K (52°C) wall temperature by direct heating or by dilution air pre-heating, 
provided the air temperature does not exceed 325 K (52°C) prior to the introduction of the exhaust in the dilution 
tunnel, 

– 

– 

– 

– 

may be insulated. 

L 146/102

EN 

Official Journal of the European Union

30.4.2004 

Figure 14 

Particulate sampling system 

from dilution tunnel DT

(figures 4 to 13)

PTT

BV

FH

FC3

P

FM3

optional

from EGA

from PDP

from CFV

or

or

or

from GFUEL

A sample of the diluted exhaust gas is taken from the dilution tunnel DT of a partial flow or full flow dilution system 
through the particulate sampling probe PSP and the particulate transfer tube PTT by means of the sampling pump P.  The 
sample is passed through the filter holders(s) FH that contain the particulate sampling filters.  The sample flow rate is 
controlled by the flow controller FC3.  If electronic flow compensation EFC (Figure 13) is used, the diluted exhaust gas 
flow is used as command signal for FC3. 

30.4.2004

EN 

Official Journal of the European Union

L 146/103 

Figure 15 

Dilution system (full flow system only) 

FM4

DP

SDT

BV

FH

P

FM3

vent

PTT
BV optional

from dilution
tunnel DT
(figure 13)

FC3

PDP
or
CFV

A sample of the diluted exhaust gas is transferred from the dilution tunnel DT of a full flow dilution system through the 
particulate sampling probe PSP and the particulate transfer tube PTT to the secondary dilution tunnel SDT, where it is 
diluted once more.  The sample is then passed through the filter holder(s) FH that contain the particulate sampling filters.  
The dilution air flow rate is usually constant whereas the sample flow rate is controlled by the flow controller FC3.  If 
electronic flow compensation EFC (Figure 13) is used, the total diluted exhaust gas flow is used as command signal 
for FC3. 

– 

PTT particulate transfer tube (Figures 14 and 15) 

The particulate transfer tube must not exceed 1 020 mm in length, and must be minimised in length whenever 
possible. 

The dimensions are valid for: 

– 

– 

– 

the partial flow dilution fractional sampling type and the full flow single dilution system from the probe 
tip to the filter holder, 

the partial flow dilution total sampling type from the end of the dilution tunnel to the filter holder, 

the full flow double dilution system from the probe tip to the secondary dilution tunnel. 

The transfer tube: 

– 

may be heated to no greater than 325 K (52°C) wall temperature by direct heating or by dilution air pre-
heating, provided the air temperature does not exceed 325 K (52°C) prior to the introduction of the 
exhaust in the dilution tunnel, 

– 

may be insulated. 

– 

SDT secondary dilution tunnel (Figure 15) 

The secondary dilution tunnel should have a minimum diameter of 75 mm and should be sufficient length so as to 
provide a residence time of at least 0,25 seconds for the doubly-diluted sample.  The primary filter holder, FH, 
shall be located within 300 mm of the exit of the SDT. 
The secondary dilution tunnel: 

– 

may be heated to no greater than 325 K (52°C) wall temperature by direct heating or by dilution air pre-
heating, provided the air temperature does not exceed 325 K (52°C) prior to the introduction of the 
exhaust in the dilution tunnel, 

– 

may be insulated. 

– 

FH filter holder(s) (Figures 14 and 15) 

For primary and back-up filters one filter housing or separate filter housings may be used.  The requirements of 
Annex III, Appendix 1, section 1.5.1.3 have to be met. 

The filter holder(s): 

– 

– 

may be heated to no greater than 325 K (52°C) wall temperature by direct heating or by dilution air pre-
heating, provided the air temperature does not exceed 325 K (52°C), 

may be insulated. 

L 146/104

EN 

Official Journal of the European Union

30.4.2004 

– 

P sampling pump (Figures 14 and 15) 

The particulate sampling pump shall be located sufficiently distant from the tunnel so that the inlet gas 
temperature is maintained constant (± 3 K), if flow correction by FC3 is not used. 

– 

DP dilution air pump (Figure 15) (full flow double dilution only) 

The dilution air pump shall be located so that the secondary dilution air is supplied at a temperature of 298 K 
(25°C) ± 5 K. 

– 

FC3 flow controller (Figures 14 and 15) 

A flow controller shall be used to compensate the particulate sample flow rate for temperature and backpressure 
variations in the sample path, if no other means are available.  The flow controller is required if electronic flow 
compensation EFC (Figure 13) is used. 

– 

FM3 flow measurement device (Figures 14 and 15) (particulate sample flow) 

The gas meter or flow instrumentation shall be located sufficiently distant from the sample pump so that the inlet 
gas temperature remains constant (± 3 K), if flow correction by FC3 is not used. 

– 

FM4 flow measurement device (Figure 15) (dilution air, full flow double dilution only) 

The gas meter or flow instrumentation shall be located so that the inlet gas temperature remains at 298 K (25°C) 
± 5 K. 

– 

BV ball valve (optional) 

The ball valve shall have a diameter not less than the inside diameter of the sampling tube and a switching time of 
less than 0,5 seconds. 

NOTE: If the ambient temperature in the vicinity of PSP, PTT, SDT, and FH is below 239 K (20°C), precautions 

should be taken to avoid particle losses onto the cool wall of these parts.  Therefore, heating 
and/or insulating these parts within the limits given in the respective descriptions is 
recommended.  It is also recommended that the filter face temperature during sampling be not 
below 293 K (20°C). 

At high engine loads, the above parts may be cooled by a non-aggressive means such as a circulating fan, as long as the 
temperature of the cooling medium is not below 293 K (20°C). 

________ 

30.4.2004

EN 

Official Journal of the European Union

L 146/105 

ANNEX III 

"Annex XIII 

PROVISIONS FOR ENGINES PLACED ON THE MARKET UNDER A "FLEXIBLE SCHEME"
On the request of an equipment manufacturer (OEM), and permission being granted by an approval authority, an engine 
manufacturer may during the period between two successive stages of limit values place a limited number of engines on the market 
that only comply with the previous stage of emission limit values in accordance with the following provisions: 

1. 

ACTIONS BY THE ENGINE MANUFACTURER AND THE OEM 

1.1.  An OEM that wishes to make use of the flexibility scheme shall request permission from any approval authority to purchase 
from his engine suppliers, in the period between two emissions stages, the quantities of engines described in sections 1.2 and 
1.3,  that do not comply with the current emission limit values, but are approved to the nearest previous stage of emission 
limits. 

1.2. 

The number of engines placed on the market under a flexibility scheme shall, in each engine category, not exceed 20% of the 
OEM's annual sales of equipment with engines in that engine category (calculated as the average of the latest 5 years sales on 
the EU market).  Where an OEM has marketed equipment in the EU for a period of less than 5 years the average will be 
calculated based on the period for which the OEM has marketed equipment in the EU. 

1.3.  As an optional alternative option to section 1.2, the OEM may seek permission for his engine suppliers to place on the market 

a fixed number of engines under the flexibility scheme.  The number of engines in each engine category shall not exceed the 
following values: 

Engine Category 
19-37kW 
37-75kW 
75-130kW 
130-560kW 

Number of Engines 
200 
150 
100 
50 

1.4. 

The OEM shall include in his application to an approval authority the following information: 

(a) 

a sample of the labels to be affixed to each piece of non-road mobile machinery in which an engine placed on the 
market under the flexibility scheme will be installed.  The labels shall bear the following text: "MACHINE NO … 
(sequence of machines) OF … (total number of machines in respective power band) WITH ENGINE No … WITH 
TYPE APPROVAL (Dir.  97/68/EC) No …"; and 

(b) 

a sample of the supplementary label to be affixed on the engine bearing the text referred to in section 2.2 of this 
Annex. 

1.5. 

The OEM shall notify the approval authorities of each Member State of the use of the flexibility scheme.   

1.6. 

The OEM shall provide the approval authority with any information connected with the implementation of the flexibility 
scheme that the approval authority may request as necessary for the decision. 

1.7. 

The OEM shall file a report every six months to the approval authorities of each Member State on the implementation of the
flexibility schemes he is using.  The report shall include cumulative data on the number of engines and NRMM placed on the 
market under the flexibility scheme, engine and NRMM serial numbers, and the Member States where the NRMM have been 
placed on the market.  This procedure shall be continued as long as a flexibility scheme is still in progress. 

2. 

ACTIONS BY THE ENGINE MANUFACTURER 

2.1.  An engine manufacturer may place on the market engines under a flexible scheme covered by an approval in accordance with 

Section 1 of this Annex. 

2.2. 

The engine manufacturer must put a label on those engines with the following text: "Engine placed on the market under the 
flexibility scheme". 

L 146/106

EN 

Official Journal of the European Union

30.4.2004 

3. 

ACTIONS BY THE APPROVAL AUTHORITY 

3.1. 

The approval authority shall evaluate the content of the flexibility scheme request and the enclosed documents.  As a 
consequence it will inform the OEM of its decision as to whether or not to allow use of the flexibility scheme. 

_______ 

30.4.2004

EN 

Official Journal of the European Union

L 146/107 

ANNEX IV 

The following Annexes shall be added: 

"Annex XIV 

CCNR stage I 1 

PN 
(kW) 
37 ≤ PN < 75 
75 ≤ PN < 130 
P ≥ 130 

CO 
(g/kWh) 
6,5 
5,0 
5,0 

HC 
(g/kWh) 
1,3 
1,3 
1,3 

_________________ 

NOx 
(g/k/Wh) 
9,2 
9,2 
n ≥ 2800 tr/min = 9.2 
500 ≤ n < 2800 tr/min = 45 x n (-0.2)

PT 
(g/kWh) 
0,85 
0,70 
0,54 

1 

CCNR Protocol 19, Resolution of the Central Commission for the Navigation of the Rhine of 11 May 2000. 

Annex XV 

CO 
(g/kWh) 
5,5 
5,0 
5,0 
3,5 
3,5 

HC 
(g/kWh) 
1,5 
1,3 
1,0 
1,0 
1,0 

NOx 
(g/kWh) 
8,0 
7,0 
6,0 
6,0 
n ≥ 3150 min-1 = 6,0 
343 ≤ n < 3150 min-1 = 45 x n(-0,2) –3 
n < 343 min-1 = 11,0 

PT 
(g/kWh) 
0,8 
0,4 
0,3 
0,2 
0,2 

CCNR stage II 1

PN 
(kW) 
18 ≤ PN < 37 
37 ≤ PN < 75 
75 ≤ PN < 130 
130 ≤ PN < 560 
PN ≥ 560 

_________________ 

1 

CCNR Protocol 21, Resolution of the Central Commission for the Navigation of the Rhine of 31 May 2001."