Corrigendum to 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 (OJ L 146, 30.4.2004)
Date: 2004-06-25
Institutions: Council of the European Union, European Parliament
Subjects: approximation of laws, combustion gases, motor vehicle, prevention of pollution, technical standard

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CORRIGENDA

Corrigendum to 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

(Official Journal of the European Union L 146 of 30 April 2004)

Directive 2004/26/EC should read as follows:

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

(Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE
EUROPEAN UNION,

(4)

Having regard to the Treaty establishing the European Com-
munity, and in particular Article 95 thereof,

Having regard to the proposal from the Commission,

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 appro-
priate, exemptions or delayed dates of entry into force
should be considered.

Having regard to the opinion of the European Economic and
Social Committee (1),

(5)

Acting in accordance with the procedure laid down in Article
251 of the Treaty (2),

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

Whereas:

(1)

(2)

(3)

Directive 97/68/EC (3) implements two stages of emis-
sion limit values for compression ignition engines and
calls on the Commission to propose a further reduction
in emission limits, taking into account the global avail-
ability of techniques for controlling air polluting emis-
sions from compression ignition engines and the air
quality situation.

auto-oil

programme

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

concluded

that

to

reduce

technology

Advanced
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.

emissions

(6)

(7)

(8)

(9)

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

Moreover, the use of defeat devices and irrational emis-
sion control strategies should be prevented.

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.

(1) OJ C 220, 16.9.2003, p. 16.
(2) 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).

(3) 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).

(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.

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(11)

(12)

(13)

(14)

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.

Emission performance during the full useful life of the
engines is of importance. Durability requirements should
be introduced to avoid deterioration of emission perfor-
mance.

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 improve-
ment of the future air quality situation, cannot be suffi-
ciently achieved by the Member States since the neces-
sary emission limitations concerning products have to
be regulated at Community level, the Community may
in accordance with the principle of
adopt measures,
In
subsidiarity as set out in Article 5 of the Treaty.
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.

— 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).’

2. Article 4 is amended as follows:

(a) the following text is added at the end of paragraph 2:

(15) Directive 97/68/EC should therefore be amended accord-

ingly,

‘Annex VIII shall be amended in accordance with the
procedure referred to in Article 15.’;

HAVE ADOPTED THIS DIRECTIVE:

Article 1

Directive 97/68/EC is amended as follows:

1. the following indents are 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,

(b) the following paragraph is added:

Compression ignition engines for use other than
‘6.
in propulsion of
and inland
locomotives,
waterway 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.’;

railcars

3.

in Article 6 the following paragraph is added:

‘5.
Compression ignition engines placed on the market
under a “flexible scheme” shall be labelled in accordance
with Annex XIII.’;

4. the following Article is inserted after Article 7:

‘Article 7a

Inland waterway vessels

The following provisions shall apply to engines to be
1.
installed in inland waterway vessels. Paragraphs 2 and 3
shall not apply until the equivalence between the require-
ments established by this Directive and those established in
the framework of the Mannheim Convention for the Naviga-
tion 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
the emission

2.
the placing on the market of engines which meet
requirements established by CCNR stage I,
limit values for which are set out in Annex XIV.

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3.
As from 1 July 2007 and until the entry into force of
a further set of limit values which would result from further
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
4.
15, Annex VII shall be adapted to integrate the additional
and specific information which may be required as regards
the type approval certificate for engines to be installed in
inland waterway vessels.

document as described in AnnexVII, and shall refuse to
grant any other
for non-road mobile
machinery in which an engine, not already placed on
the market, is installed:

type-approval

— 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,

5.
For the purposes of this Directive, as far as inland
waterway vessels are concerned, any auxiliary engine with a
power of more than 560 kW shall be subject to the same
requirements as propulsion engines.’;

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

5. Article 8 is amended as follows:

(a) the title is replaced by ‘Placing on the market’.

(b) paragraph 1 is 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 Direc-
tive.’

(c) the following paragraph is 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
inland waterway
vessels (*)to any vessels whose engines do not meet the
requirements of this Directive.

requirements

for

(*) OJ L 301, 28.10.1982, p. 1. Directive as amended

by the 2003 Act of Accession.’;

6. Article 9 is amended as follows:

(a) the introductory phrase of paragraph 3 is replaced by

the following:

‘Member States shall refuse to grant type-approval for
an engine type or engine family and to issue the docu-
ment 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.’;

— 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 speci-
fied in this Directive and where the emissions of particu-
late 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
for non-road mobile
grant any other
machinery in which an engine, not already placed on
the market, is installed:

type-approval

— 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,

(b) the following paragraphs are inserted after paragraph 3:

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

‘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

where the engine fails to meet the requirements speci-
fied in this Directive and where the emissions of particu-
late 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.

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3c.

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

— 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,

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
for non-road mobile
machinery in which an engine, not already placed on
the market, is installed:

type-approval

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

— 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
of:
engine
37 kW ≤ P < 75 kW,

output

power

and

an

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

— V1:4: after 31 December 2006 for engines with
swept volume at or above 2,5 but below 5 litres per
cylinder,

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

— V2: after 31 December 2007 for engines with swept

volume at or above 5 litres per cylinder,

— 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 speci-
fied in this Directive and where the emissions of particu-
late 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
(ENGINE CATEGORIES Q and R)

IV ENGINES

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
for non-road mobile
machinery in which an engine, not already placed on
the market, is installed:

type-approval

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

where the engine fails to meet the requirements speci-
fied in this Directive and where the emissions of particu-
late 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 PROPUL-
SION 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 speci-
fied in this Directive and where the emissions of particu-
late 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.

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

3g.

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

where the engine fails to meet the requirements speci-
fied in this Directive and where the emissions of particu-
late 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 PROPUL-
SION 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:

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 speci-
fied in this Directive and where the emissions of particu-
late 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.

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3h.

TYPE-APPROVAL OF STAGE III A PROPUL-
SION ENGINES USED IN LOCOMOTIVES

of the categories as defined in paragraphs
2 and 3.

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

Stage III A other than constant speed engines

— category H: 31 December 2005

— category I: 31 December 2006

— category J: 31 December 2007

— category K: 31 December 2006

— RH A: after 31 December 2007 for engines of

power output: 560 kW < P

Stage III A inland waterway vessel engines

where the engine fails to meet the requirements speci-
fied in this Directive and where the emissions of particu-
late 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 para-
graph shall not apply to the engine types and families
referred to where a contract has been entered into to
purchase the engine before 20 May 2004 and provided
that the engine is placed on the market no later than
two years after the applicable date for the relevant cate-
gory of locomotives.

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 speci-
fied in this Directive and where the emissions of particu-
late 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 para-
graph shall not apply to the engine types and families
referred to where a contract has been entered into to
purchase the engine before 20 May 2004 and provided
that the engine is placed on the market no later than
two years after the applicable date for the relevant cate-
gory of locomotives.’;

(c) the title of paragraph 4 is replaced by the following:

‘PLACING ON THE MARKET: ENGINE PRODUCTION
DATES’

— 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

(d) the following paragraph is inserted:

Stage IV other than constant speed engines

‘4a.

Without prejudice to Article 7a and to
the dates
Article 9(3g) and (3h), after
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 require-
ments of this Directive, and only if the
engine is approved in compliance with one

— category Q: 31 December 2013

— category R: 30 September 2014

For each category, the above requirements shall be post-
poned by two years in respect of engines with a produc-
tion date prior to the said date.

The permission granted for one stage of emission limit
values shall be terminated with effect from the manda-
tory implementation of the next stage of limit values.’;

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(e) the following paragraph is added:

(c) a new Annex XIII as set out in Annex III to this Direc-

tive is 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 para-
graph 4 of
this Article, Member States shall allow
special labelling and marking to show that the equip-
ment concerned meets the required limit values before
the dates laid down.’;

(d) a new Annex XIV as set out in Annex IV to this Direc-

tive is added;

(e) a new Annex XV as set out in Annex IV to this Directive

is added;

and the list of the existing Annexes is amended accordingly.

7. Article 10 is amended as follows:

(a) paragraphs 1 and 1a are replaced by the following:

Article 2

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

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

The Commission shall, not later than 31 December 2007:

— 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.

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

(b) consider the available technology, including the cost/bene-
fits, with a view to confirming Stage III B and IV limit
values and evaluating the possible need for additional flex-
ibilities, 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;

(c) 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-treat-
ment technology;

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

(d) 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 feasi-
bility of secondary abatement options in this application;

(b) the following paragraphs are added:

(e) consider the need to introduce emission limit values for

engines below 19 kW and above 560 kW;

‘5.
Engines may be placed on the market under a
“flexible scheme” in accordance with the provisions in
Annex XIII.

(f) consider the availability of fuels required by the technolo-
gies used to meet the Stage IIIB and IV standards levels;

Paragraph 2 shall not apply to propulsion engines

6.
to be installed in inland waterway vessels.

7. Member States shall permit
the placing on the
market of engines, as defined under A(i) and A(ii) of
Annex I, under the “flexibility scheme” in accordance
with the provisions in Annex XIII.’;

8. the Annexes are amended as follows:

(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 appro-
priate 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

(a) Annexes I, III, V, VII and XII are amended in accordance

by-pass;

with Annex I to this Directive;

(b) Annex VI is replaced by Annex II to this Directive;

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

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Article 3

1. Member States shall bring into force the laws, regulations
and administrative provisions necessary to comply with this
Directive by 20 May 2005. 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.

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

sions to the Commission by 20 may 2005, and shall notify any
subsequent modifications thereof as soon as possible.

Article 5

This Directive shall enter into force on the 20th day following
that of its publication in the Official Journal of the European
Union.

Article 6

This Directive is addressed to the Member States.

Article 4

Done at Strasbourg, 21 April 2004.

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 imple-
mentation. The sanctions determined must be effective, propor-
tionate and dissuasive. Member States shall notify these provi-

For the European Parliament
The President
P. COX

For the Council
The President
D. ROCHE

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ANNEX I

1. Annex I is amended as follows:

1.

Section 1 is amended as follows:

(a) point A is replaced by the following:

‘A.

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

(i) 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; or

(ii) 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; or

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

kW; or

(iv) engines designed for the propulsion of railcars, which are self propelled on-track vehicles specifi-

cally designed to carry goods and/or passengers; or

(v) 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, passen-
gers (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 is replaced by the following:

‘B. Ships, except vessels intended for use on inland waterways’

(c) point C is deleted.

2.

Section 2 is amended as follows:

(a) the following is inserted:

‘2.8a: volume of 100 m3 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.

2.8c: 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 func-
tion 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.

2.8d:

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 is 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);’

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(c) the current Section 2.17 is renumbered 2.18 and replaced by the following:

‘2.18.

Symbols and abbreviations

2.18.1.

Symbols for test parameters

S y m b o l

U n i t

T e r m

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

i

KH

Kp

KV

KW, a

-

m2

m2

m3/h

kg/h

-

-

ppm

ppm

ppm

ppm

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)

Subscript denoting an individual mode (for NRSC
test)or an instantaneous 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

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Official Journal of the European Union

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S y m b o l

U n i t

T e r m

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

nsp

P

p1

PA

Pa

-

-

-

%

mg

kg

kg

kg

mg

mg

mg

g

g

kg

kg

kg

kg

kg

kg

g/h

-

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 dilu-
tion 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

min-1

Reference engine speed for NRTC test

s-2

kW

kPa

kPa

kPa

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)

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S y m b o l

PAE

PB

pd

PM

Pm

ps

q

Qs

r

r

Ra

Rd

Re

Rf

T

t

Ta

TD

Tref

Tsp

t10

t50

t90

∆ti

V0

Wact

WF

WFE

X0

Θ
D

ß

λ

ρ

EXH

U n i t

kW

kPa

kPa

kW

kW

kPa

-

m³/s

-

%

%

-

-

K

s

K

K

K

T e r m

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

CVS volume flow rate

Ratio of the SSV throat to inlet absolute, static
pressure

Ratio of cross sectional areas of isokinetic probe
and exhaust pipe

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

m³/rev

kWh

-

-

m3/rev

kg·m2

-

-

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

PDP volume flow rate at actual conditions

Actual cycle work of NRTC

Weighting factor

Effective weighting factor

Calibration function of PDP volume flow rate

Rotational inertia of the eddy-current dynam-
ometer

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

Relative air/fuel ratio, actual A/F divided by stoi-
chiometric A/F

kg/m³

Density of the exhaust gas

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Official Journal of the European Union

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2.18.2.

Symbols for chemical components

CH4

C3H8

C2H6

CO

CO2

DOP

H2O

HC

NOx

NO

NO2

O2

PT

Methane

Propane

Ethane

Carbon monoxide

Carbon dioxide

Di-octylphthalate

Water

Hydrocarbons

Oxides of nitrogen

Nitric oxide

Nitrogen dioxide

Oxygen

Particulates

PTFE

Polytetrafluoroethylene

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

Subsonic venturi

3.

The following section is added to Section 3:

‘3.1.4.

labels in accordance with Annex XIII, if the engine is placed on the market under flexible scheme provi-
sions.’

4.

Section 4 is amended as follows:

(a) at the end of section 4.1.1. the following is 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 is 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:

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

Category: Net power
(P )
(kW)

Carbon monoxide
(CO)
(g/kWh)

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

Particulates
(PT)
(g/kWh)

H: 130 kW ≤ P ≤ 560
kW

I: 75 kW ≤ P < 130
kW

J: 37 kW ≤ P <75 kW

K: 19 kW ≤ P <37 kW

3,5

5,0

5,0

5,5

4,0

4,0

4,7

7,5

0,2

0,3

0,4

0,6

Engines for propulsion of inland waterway vessels

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

Carbon monoxide
(CO)
(g/kWh)

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

Particulates
(PT)
(g/kWh)

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

V2:3 15≤SV< 20

V2:4 20≤SV< 25

V2:5 25≤SV< 30

5,0

5,0

5,0

5,0

5,0

5,0

5,0

5,0

5,0

7,5

7,2

7,2

7,2

7,8

8,7

9,8

9,8

11,0

0,40

0,30

0,20

0,20

0,27

0,50

0,50

0,50

0,50

Engines for propulsion of locomotives

Category: Net
power
(P)
(kW)

Carbon monoxide
(CO)
(g/kWh)

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

RL A: 130 kW ≤
P ≤ 560 kW

3,5

4,0

Particulates
(PT)
(g/kWh)

0,2

Carbon
monoxide
(CO)
(g/kWh)

Hydrocarbons
(HC)
(g/kWh)

Oxides
nitrogen
(NOx)
(g/kWh)

of

Particulates
(PT)
(g/kWh)

3,5

3,5

0,5

0,4

6,0

7,4

0,2

0,2

RH A: P > 560
kW

RH A Engines
with P > 2 000
kW and SV > 5 l/
cylinder

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Engines for propulsion of railcars’

Category: net power
(P)
(kW)

Carbon monoxide
(CO)
(g/kWh)

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

Particulates
(PT)
(g/kWh)

RC A: 130 kW < P

3,5

4,0

0,20

(c) the following section is inserted:

‘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)

L: 130 kW ≤ P ≤
560 kW

M: 75 kW ≤ P <
130 kW

N: 56 kW ≤ P
<75 kW

Carbon monoxide
(CO)
(g/kWh)

Hydrocarbons
(HC)
(g/kWh)

Oxides of nitrogen
(NOx)
(g/kWh)

Particulates
(PT)
(g/kWh)

3,5

5,0

5,0

0,19

0,19

0,19

2,0

3,3

3,3

0,025

0,025

0,025

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

P: 37 kW ≤ P <
56 kW

5,0

4,7

0,025

Engines for propulsion of railcars

Category: net
power
(P)
(kW)

RC B: 130 kW <
P

Carbon monoxide
(CO)
(g/kWh)

Hydrocarbons
(HC)
(g/kWh)

Oxides of nitrogen
(NOx)
(g/kWh)

Particulates
(PT)
(g/kWh)

3,5

0,19

2,0

0,025

Engines for propulsion of locomotives:

Category: net power
(P)
(kW)

Carbon monoxide
(CO)
(g/kWh)

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

Particulates
(PT)
(g/kWh)

RC B: 130 kW < P

3,5

4,0

0,025

(d) the following section is 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:

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Official Journal of the European Union

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

Category: Net
power
(P)
(kW)

Q: 130 kW ≤ P ≤
560 kW

R: 56 kW ≤ P <
130 kW

Carbon monoxide
(CO)
(g/kWh)

Hydrocarbons
(HC)
(g/kWh)

Oxides of nitrogen
(NOx)
(g/kWh)

Particulates
(PT)
(g/kWh)

3,5

5,0

0,19

0,19

0,4

0,4

0,025

0,025’

(e) the following section is 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.’

(f) Section 4.1.2.4. is renumbered to 4.1.2.8.

2. Annex II is amended as follows:

1. Section 1 is amended as follows:

(a) the following is 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,

— 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 is 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.

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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 analyser 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.’

2. Section 2 is amended as follows:

(a) Section 2.2.3. is 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 in section 2.3. is 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 speci-
fied 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.’

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(c) the text in section 2.4. Engine exhaust system is 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 four 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 after-treatment 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. is deleted.

3. Section 3 is amended as follows:

(a) the title of section 3 is replaced by:

‘3.

TEST RUN (NRSC TEST)’

(b) the following section is 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.

Where auxiliaries have not been removed, the power absorbed by them at the test speeds shall be deter-
mined 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:

If the ratio,

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

(c) current sections 3.1 to 3.3 are renumbered 3.2 to 3.4;

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(d) current section 3.4. is 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 to 52
°C.

For the single and multiple filter methods, the sample mass flow rate through the filter shall be main-
tained 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 deter-
mined 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 to 3.6 are renumbered 3.6 to 3.7;

(f) current section 3.6.1. is replaced by the following:

‘3.7.1.

Equipment specification according to Section 1A of Annex I:

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 No

Engine speed

1

2

3

4

5

6

7

8

Rated

Rated

Rated

Rated

Intermediate

Intermediate

Intermediate

Idle

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

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3.7.1.2.

Specification B.

For engines covered by Section 1A(ii) of Annex I, the following 5-mode cycle (2) shall be followed in
dynamometer operation on the test engine:

Mode Number

Engine Speed

1

2

3

4

5

Rated

Rated

Rated

Rated

Rated

Load

100

75

50

25

10

Weighting Factor

0,05

0,25

0,30

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 (3) 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 (4) developed to represent
in-use operation of
commercial marine diesel engines:

Mode No

Engine speed

1

2

3

4

100 % (Rated)

91 %

80 %

63 %

Load

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 propel-
lers shall be tested on a dynamometer using the following 4-mode steady-state cycle (5) characterised
by the same load and weighting factors as the above cycle, but with engine operated in each mode
at rated speed:

Mode No

Engine speed

1

2

3

4

100 % (Rated)

91 %

80 %

63 %

Load

100

75

50

25

Weighting factor

0,20

0,50

0,15

0,15

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3.7.1.4.

Specification D

For engines covered by Section 1A(v) of Annex I, the following 3-mode cycle (6) shall be followed in
dynamometer operation on the test engine:

Mode No

Engine speed

1

2

3

Rated

Intermediate

Idle

Load

100

50

-

Weighting factor

0,25

0,15

0,60

(4)

(1)
Identical with C1 cycle as described in paragraph 8.3.1.1. of the ISO8178-4: 2002(E) standard.
(2)
Identical with D2 cycle as described in paragraph 8.4.1. of the ISO8178-4: 2002(E) standard.
(3) 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 measure-
ments.
Identical with E2 cycle as described in Sections 8.5.1, 8.5.2. and 8.5.3. of the ISO8178-4:
2002(E) standard.
Identical with F cycle of ISO 8178-4: 2002 (E) standard.’’

(5)

(6)

(g) Current section 3.7.3. is 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 stabili-
sation, 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 manufac-
turer, and the location of measurement recorded.’;

(h) the current section 3.7 is renumbered 3.8.

4. The following section is 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 normalised speed and torque values applicable to all diesel engines covered by this Direc-
tive. 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 refer-
ence 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.

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4.1.1.

The use of defeat devices or irrational control or irrational emission control strategies shall be prohib-
ited

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 = idle speed

Maximum mapping speed = nhi x 1,02 or speed where full load torque drops off to zero, whichever
is lower (where nhi is the high speed, defined as the highest engine
speed where 70 % of the rated power is delivered).

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) 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) 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 normalised
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.

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.

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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:

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

judgement, or,

— 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 % normalised speed values specified in the engine
dynamometer schedule of Annex III, Appendix 4. It is obvious that the actual engine cycle resulting
from denormalisation 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.

Denormalisation of engine speed

The speed shall be denormalised using the following equation:

4.3.3.

Denormalisation of engine torque

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

for the respective actual speed as determined in Section 4.3.2.

4.3.4.

Example of denormalisation procedure

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

% speed = 43 %

% torque = 82 %

Given the following values:

reference speed = 2 200/min

idle speed = 600/min

results in

With the maximum torque of 700 Nm observed from the mapping curve at 1 288/min

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4.4.

Dynamometer

4.4.1.

4.4.2.

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.

If the engine is tested with an eddy-current dynamometer, it is recommended that the number of
points, where the difference
is smaller than - 5 % of the peak torque, does not
exceed 30 (where Tsp is the demanded torque,
is the
rotational inertia of the eddy-current dynamometer).

is the derivative of the engine speed

4.5.

Emissions test run

The following flow chart outlines the test sequence.

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 stabilisation. At
the end of the stabilisation 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.

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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 precondi-
tioning 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 stabilised 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 approxi-
mate 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 °C maximum sample
zone temperature specifications.

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 analysers

The emission analysers shall be set at zero and spanned. If sample bags are used, they shall be evacu-
ated.

4.5.7.

Engine starting procedure

The stabilised 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 produc-
tion 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 precondi-
tioning 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 recom-
mended) 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.

Analyser 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 analysing dilution air, if a full-flow dilution system is used,

— start collecting or analysing raw or diluted exhaust gas, depending on the method used,

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— 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 analysers
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 inte-
grating the analyser 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 neces-
sary. CO and CO2 shall be determined by integration or by analysing 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).

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 demon-
strated 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 analyser system, sampling shall continue until system response times have elapsed.

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The concentrations of the collecting bags, if used, shall be analysed 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 analysers.
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 comple-
tion of the test. They shall be conditioned in a petri dish, which is protected against dust contamina-
tion 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 inte-
grated value.

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

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 = slope of the regression line

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

b = y intercept of the regression line

The standard error of estimate (SE) of y on x and the coefficient of determination (r2 shall be calcu-
lated 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.

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Table 1 — Regression line tolerances

Speed

Torque

Power

Standard error of esti-
mate (SE) of Y on X

max 100 min-1

max 13 % of power
map maximum engine
torque

max 8 % of power map
maximum
engine
power

Slope of the regression
line, m

0,95 to 1,03

0,83 — 1,03

0,89 — 1,03

Coefficient of determin-
ation, r2

min 0,9700

min 0,8800

min 0,9100

Y
of
intercept
regression line, b

the

± 50 min-1

± 20 N·m or ± 2 % of
max torque, which-
ever is greater

± 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 normalised reference torque of 0 % and a
normalised 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

Speed and/or torque and/or power points which may
be deleted with reference to the conditions listed in the
left column

First 24 (±1) s and last 25 s

Speed, torque and power

Wide open throttle, and torque feedback < 95 %
torque reference

Torque and/or power

Wide open throttle, and speed feedback < 95 %
speed reference

Speed and/or power

Closed throttle, speed feedback > idle speed + 50
min-1, and torque feedback > 105 % torque refer-
ence

Torque and/or power

Closed throttle, speed feedback ≤ idle speed + 50
min-1, and torque
feedback = Manufacturer
defined/measured idle torque ± 2 % of max
torque

Speed and/or power

Closed throttle and speed feedback > 105 %
speed reference

Speed and/or power’.

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5. Appendix 1 is replaced by the following:

‘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 analy-
tical 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 sections1.2.1. 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 concentra-
tion 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 concentra-
tion when the tracer gas is injected upstream of the engine.

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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 analyser.

The calculation of the exhaust gas flow is as follows:

where

GEXHW

= instantaneous exhaust mass flow (kg/s)

GT

= tracer gas flow (cm³/min)

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

ρ

EXH

conca

= 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 back-
ground 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 cali-
brated 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 calcula-
tion of the instantaneous exhaust gas mass flow is as follows:

where

A/Fst

= stoichiometric air/fuel ratio (kg/kg)

λ

= relative air/fuel ratio

concCO2 = 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 analyser 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.

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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 stan-
dards and comply with the requirements listed 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

± 2 % of reading or ± 1 % of engine's max. value which-
ever is larger

± 2 % of reading or ± 1 % of engine's max. value which-
ever is larger

Fuel consumption

± 2 % of engine's max. value

Air consumption

± 2 % of reading or ± 1 % of engine's max. value which-
ever is larger

Exhaust gas flow

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

Temperatures ≤ 600 K

± 2 K absolute

Temperatures > 600 K

± 1 % of reading

Exhaust gas pressure

± 0,2 kPa absolute

Intake air depression

± 0,05 kPa absolute

Atmospheric pressure

± 0,1 kPa absolute

Other pressures

± 0,1 kPa absolute

Absolute humidity

± 5 % of reading

Dilution air flow

± 2 % of reading

Diluted exhaust gas flow

± 2 % of reading

1.4.

Determination of the gaseous components

1.4.1.

General analyser specifications

The analysers shall have a measuring range appropriate for the accuracy required to measure the
concentrations of the exhaust gas components (section1.4.1.1). 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 minimise addi-
tional errors.

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1.4.1.1.

M ea su re me nt e r ror

The analyser 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 analyser
reading from the nominal calibration values using a calibration gas (≡ true value)

1.4.1.2.

R e p ea ta bi li ty

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.

Noi se

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.

Z e ro dr i f t

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.

1.4.1.5.

S pa n dr i ft

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 AnnexVI.

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

1.4.3.1.

Ca r bon m on ox i de (CO ) a n a ly si s

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

1.4.3.2.

Ca r bon di oxi de (CO 2) a na ly si s

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

1.4.3.3.

H y droc a r bon ( HC) a na ly si s

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.

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1.4.3.4.

O xi des of ni tr og e n (N Ox ) a na ly si s

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemilu-
minescent 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 to 200 °C) up to the converter for dry measurement, and up to the analyser 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 λ < 2

± 5 % of reading 2 ≤ λ < 5

± 10 % of reading 5 ≤ λ

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 individu-
ally 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. 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 to 52 °C.

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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.

F i lter sp e ci fi c a ti on

Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required for certifi-
cation 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 100cm/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.

F i lter si ze

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.

Pri ma r y a n d ba c k-u p fi lter s

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 100mm down-
stream 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.

1.5.1.4.

F i lter fa ce v e loci ty

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.

F i lter loa di ng

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/1 000 mm² filter
area.

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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.

We i g hi ng c ha mb er c ondi ti ons

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.

R e f er e nc e fi l te r w e i g hi ng

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 speci-
fications 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 10µg, 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.

A n a ly ti ca l ba la nc e

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.

E li mi n a ti on of sta ti c el ec tr i c i ty ef fe cts

To eliminate the effects of static electricity, the filters shall be neutralised prior to weighing, for
example, by a Polonium neutraliser 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 minimise deposi-
tion 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.

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2.

MEASUREMENT AND SAMPLING PROCEDURES (NRTC TEST)

2.1.

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).

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 neces-
sary. 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

± 2 % of reading or ± 1 % of engine's max. value, which-
ever is larger

± 2 % of reading or ± 1 % of engine's max. value, which-
ever is larger

Fuel consumption

± 2 % of engine's max. value

Air consumption

± 2 % of reading or ± 1 % of engine's max. value, which-
ever is larger

Exhaust gas flow

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

Temperatures ≤ 600 K

± 2 K absolute

Temperatures > 600 K

± 1 % of reading

Exhaust gas pressure

± 0,2 kPa absolute

Intake air depression

± 0,05 kPa absolute

Atmospheric pressure

± 0,1 kPa absolute

Other pressures

± 0,1 kPa absolute

Absolute humidity

± 5 % of reading

Dilution air flow

± 2 % of reading

Diluted exhaust gas flow

± 2 % of reading

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2.2.3.

Raw exhaust gas flow

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 determining 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 analyser 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 ≤0,3s is required. For partial flow dilu-
tion systems with look ahead control based on a pre-recorded test run, a response time of the
exhaust flow measurement system of ≤5s 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.

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 concentra-
tion 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 analyser.

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The calculation of the exhaust gas flow is as follows:

where

G EXHW

GT

concmix

ρ

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 back-
ground 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 cali-
brated 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:

where

A/Fst

= stoichiometric air/fuel ratio (kg/kg)

λ

= relative air/fuel ratio

concCO2 = dry CO2 concentration ( %)

concCO

concHC

= dry CO concentration (ppm)

= 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 analyser 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 measure-
ment device (V0 for PDP, KV for CFV, Cd for SSV): the corresponding methods described in Appendix
3, section2.2.1. 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.

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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 minimise
additional errors.

2.3.1.1.

M ea su re me nt e r ror

The analyser 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 analyser
reading from the nominal calibration values using a calibration gas (≡ true value).

2.3.1.2.

R e p ea ta bi li ty

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.

Noi se

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.

Z e ro dr i f t

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.

S pa n dr i ft

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.

R i se ti me

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

NOTE:

Only evaluating the response time of the analyser alone will not clearly define the suit-
ability 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 analyser, but also affect the rise time. Also transport times inside of an analyser
would be defined as analyser response time, like the converter or water traps inside of
a NOx analysers. The determination of the total system response time is described in
Appendix 2, Section 1.11.1.

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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 linearising circuits is permitted.

2.3.3.1.

Ca r bon m on ox i de (CO ) a n a ly si s

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

2.3.3.2.

Ca r bon di oxi de (CO 2) a na ly si s

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

2.3.3.3.

H y droc a r bon ( HC) a na ly si s

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 463K (190 °C) ± 10 K.

2.3.3.4.

O xi des of ni tr og e n (N Ox ) a na ly si s

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemilu-
minescent 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 328K to
473 K (55 to 200 °C) up to the converter for dry measurement, and up to the analyser for wet
measurement.

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 λ < 2

± 5 % of reading 2 ≤ λ < 5

± 10 % of reading 5 ≤ λ

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

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2.3.5.

Sampling of gaseous emissions

2.3.5.1.

R a w e xha u st g a s 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 individu-
ally 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.

Di lu te d e xha u st g a s fl ow

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 require-
ments 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.

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.

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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 transforma-
tion 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
GSEversus GEXHWshall be conducted on a minimum 5 Hz data acquisition rate, and the following
criteria shall be met:

— the correlation coefficient r 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. Acorrect 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 GSEand GEXHWthe data taken during the actual test shall be
used, with GEXHWtime aligned by t50,F relative to GSE(no contribution from t50,P to the time alignment).
That is, the time shift between GEXHWand GSEis the difference in their transformation times that were
determined in Appendix 2, Section2.6.

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

GSE= GTOTW— GDILW

In this case an accuracy of ± 2 % for GTOTWand GDILWis not sufficient to guarantee acceptable accura-
cies 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 GSEis 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 GSEcan be obtained by either of the following methods:

(a) 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.

(b) 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.

(c) 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.

(d) 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.

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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 certifi-
cation 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 manufac-
turer 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 100mm down-
stream 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 25kPa.

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 0,065mg/1 000mm2 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

2.4.2.

Weighing chamber and analytical balance specifications

2.4.2.1.

We i g hi ng c ha mb er c ondi ti ons

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.

R e f er e nc e fi l te r w e i g hi ng

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 speci-
fications 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.

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

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.

A n a ly ti ca l ba la nc e

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.

E li mi n a ti on of sta ti c el ec tr i c i ty ef fe cts

To eliminate the effects of static electricity, the filters shall be neutralised prior to weighing, for
example, by a Polonium neutraliser 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 minimise deposi-
tion 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 is amended as follows:

(a) the title is amended as follows:

CALIBRATION PROCEDURE (NRSC, NRTC (1))

‘Appendix 2

(1) The calibration procedure is common for both NRSC and NRTC tests, with the exception of the require-

ments specified in Sections 1.11. and 2.6.’

(b) Section 1.2.2. is amended as follows:

After the current text the following is 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 accu-
rate analyser calibration curve. The gas divider shall be calibrated by the instrument manufac-
turer.’;

(c) Section 1.5.5.1 is amended as follows:

(i) the first sentence is 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 is 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.’;

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(d) in section 1.5.5.2, the last indent is 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 in section 1.8.3 is replaced by the following:

‘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 predo-
minant 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)

1.8.3.2. Procedure

Balance

Nitrogen

Nitrogen

Nitrogen

(a) The analyser shall be zeroed.

(b) The analyser 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:

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 = analyser response

D = percent of full scale analyser response due to A.

(g) The % of oxygen interference ( %O2I) shall be less than ± 3,0 % for all required oxygen interfer-

ence check gases prior to testing.

(h) If the oxygen interference is greater than ± 3,0 %, the air flow above and below the manufac-

turer's specifications shall be incrementally adjusted, repeating clause 1.8.1 for each flow.

(i) 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.

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(j) If the oxygen interference is still greater than ± 3,0 %, the analyser, 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.’;

(f) current paragraph 1.9.2.2. is amended as follows:

(i) the first subparagraph is 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 satura-
tion 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 is 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 is 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 analysers 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 analyser 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 compo-
nents (CO, NOx, HC) and all ranges used.

1.11.2. Calibration of tracer gas analyser for exhaust flow measurement

The analyser 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 analyser'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 analyser shall be set at zero and spanned prior to the test run using a zero gas and a span gas
whose nominal value is more than 80 % of the analyser full scale.’;

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(h) paragraph 2.2 is 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.

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

For partial flow dilution systems, the accuracy of the sample flow GSEis of special concern,
measured directly, but determined by differential flow measurement:

if not

GSE= GTOTW— GDILW

In this case an accuracy of ± 2 % for GTOTWand GDILWis not sufficient to guarantee acceptable accuracies
of GSE.If the gas flow is determined by differential flow measurement, the maximum error of the differ-
ence shall be such that the accuracy of GSEis 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 is 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 five set points with flow values equally spaced between the
lowest GDILW value used during the test and the value of GTOTWused during the test The dilution tunnel
may be bypassed.

A calibrated mass flow device is connected in series to the flowmeter for GTOTWand 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 five settings corresponding to the
dilution ratio between 3 and 50, relative to GTOTWused 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 GTOTWis set to the value used
during the test, and GDILW is sequentially set to at least five values corresponding to dilution ratios q
between 3 and 50. Alternatively, a special calibration flow path may 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 five 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 analysers 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.

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2.6.3. Pre-test check

A pre-test check shall be performed within two 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 five and 15
for the GTOTWvalue 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:

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 GEXHWsignal 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 five 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 is 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 condi-
tions.

The flow through the system shall be measured at different flow operating settings, and the control para-
meters 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
turbine meter.

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.

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Temperature stability shall be maintained during calibration.

Leaks in all the connections and ducting between the calibration venturi and the CVS pump shall be main-
tained 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

where,

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

T

= temperature at pump inlet (K)

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

n

= pump speed (rev/s)

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:

where,

pA = absolute outlet pressure at pump outlet (kPa)

A linear least-square fit shall be performed to generate the calibration equation as follows:

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:

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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:

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 permis-
sible range.

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:

where,

A0 = collection of constants and units conversions

d

= diameter of the SSV throat (m)

Cd = discharge coefficient of the SSV

PA = absolute pressure at venturi inlet (kPa)

T

= temperature at the venturi inlet (K)

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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:

where,

QSSV

T

d

= 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

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:

where,

A1 = a collection of constants and units conversions

= 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:

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 accu-
rate 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 pollu-
tant 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.

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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 five 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 deter-
mined 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 five 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 is amended as follows:

(a) The following title for this Appendix is inserted: ‘DATA EVALUATION AND CALCULATIONS’

(b) the title of section 1 shall read ‘DATA EVALUATION AND CALCULATIONS — NRSC TEST’

(c) section 1.2. is 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.’;

(d) section 1.3.1. is replaced by the following:

‘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 deter-
mined for each mode according to Annex III, Appendix 1, section 1.2.4.’;

(e) sections 1.3.2. to 1.4.6. are replaced by the following:

‘1.3.2. Dry/wet correction

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:

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For the diluted gas:

or:

For the dilution air:

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

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:

Ra:

pd:

pa:

pB:

relative humidity of the dilution air ( %)

relative humidity of the intake air ( %)

saturation vapour pressure of the dilution air (kPa)

saturation vapour pressure of the intake air (kPa)

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 measure-
ment 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:

where:

Ta:

temperatures of the air in (K)

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

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

total barometric pressure (kPa).

saturation vapour pressure of the intake air (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.

1.3.4.

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

or:

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:

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:

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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:

where:

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

where:

Ra: relative humidity of the intake air ( %)

pa:

pB:

saturation vapour pressure of the intake air (kPa)

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

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

1.4.2.2. Systems with measurement of CO2 or NOx concentration

GEDFW, i = GEXHW, i × qi

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.

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1.4.2.3. Systems with CO2 measurement and carbon balance method

where:

CO2D = CO2 concentration of the diluted exhaust

CO2A = CO2 concentration of the dilution air

(concentrations in volume % on wet basis)

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:

GEDFW, i = GEXHW, i × qi

and:

1.4.2.4. Systems with flow measurement

GEDFW, i = GEXHW, i × qi

1.4.3.

Full flow dilution system

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.

GEDFW, i = GTOTW, i

1.4.4.

Calculation of the particulate mass flow rate

The particulate mass flow rate shall be calculated as follows:

For the single filter method:

where:

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

where i = 1, . . . n

For the multiple filter method:

where i = 1, . . . n

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

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For single filter method:

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

or:

DF=13,4/concCO2

For multiple filter method:

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

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 (2):

For the single filter method:

For the multiple filter method:

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:

where i = l, . . . n.

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.

(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

(2) The particulate mass flow rate PTmass has to be multiplied by Kp (humidity correction factor for particulates

quoted in section 1.4.1).’;

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(f) the following section is inserted:

‘2.

DATA EVALUATION AND CALCULATIONS (NRTC TEST)

The two following measurement principles that can be used for the evaluation of pollutant emis-
sions 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 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 instru-
ments. 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

conc

ppm

ppm

ppm

15,19

percent

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

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The following formula shall be applied:

where

u

conci

= ratio between density of exhaust component and density of exhaust gas

= instantaneous concentration of the respective component in the raw exhaust gas

(ppm)

GEXHW, i

= instantaneous exhaust mass flow (kg/s)

f

n

= 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

where

with

where

concCO2

= dry CO2 concentration ( %)

concCO

= dry CO concentration ( %)

Ha

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

Ra: relative humidity of the intake air ( %)

pa:

pB:

saturation vapour pressure of the intake air (kPa)

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.

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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:

with:

Ta = temperature of the intake air, K

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

where:

Ra: relative humidity of the intake air ( %)

pa:

pB:

saturation vapour pressure of the intake air (kPa)

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

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

MSAM

MEDFW

= particulate mass sampled over the cycle (mg)

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

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

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

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

= instantaneous exhaust mass flow rate (kg/s)

= instantaneous dilution ratio

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

= instantaneous dilution air mass flow rate (kg/s)

= data sampling rate (Hz)

= number of measurements

where

GEDFW,i

GEXHW,i

qi

GTOTW,I

GDILW,i

f

n

where

(b)

Mf = particulate mass sampled over the cycle (mg)

rs = average sample ratio over the test cycle

where

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, MSAMand MTOTWare 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.

where

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

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Ra: relative humidity of the intake air ( %)

pa:

pB:

saturation vapour pressure of the intake air (kPa)

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.

2.1.3.3.

Calculation of the specific emissions

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

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 MSAMor
the particulate sample flow shall be returned to the CVS prior to the flow measuring device.

2.2.1.

Determination of the diluted exhaust gas flow

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

V0

NP

pB

p1

T

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

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

= total revolutions of pump per test

= atmospheric pressure in the test cell (kPa)

= pressure drop below atmospheric at the pump inlet (kPa)

= 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

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CFV-CVS system

The calculation of the mass flow over the cycle, if the temperature of the diluted exhaust gas is
kept within ± 11 K 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

t

KV

pA

T

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

= cycle time (s)

= calibration coefficient of the critical flow venturi for standard conditions,

= 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:

where

A0 = collection of constants and units conversions = 0,006111 in SI units of

d

= diameter of the SSV throat (m)

Cd = discharge coefficient of the SSV

PA = absolute pressure at venturi inlet (kPa)

T

= temperature at the venturi inlet (K)

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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:

where

∆ti

= time interval (s)

The real time calculation shall be initialised with either a reasonable value for Cd, such as 0.98, or a
reasonable value of Qssv. If the calculation is initialised 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.

where

Ta = temperature of the air (K)

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

in which,

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.

2.2.3.

Calculation of the emission mass flow

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

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where

u

= ratio between density of the exhaust component and density of diluted exhaust gas, as

reported in Table 4, point 2.1.2.1

conc

= average background corrected concentrations over the cycle from integration (manda-

tory 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 = concentration of the respective pollutant in the diluted exhaust gas, corrected by the

amount of the respective pollutant contained in the dilution air (ppm)

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

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

DF

= dilution factor

The dilution factor shall be calculated as follows:

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:

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where

conce, i

concd

u

MTOTW, i

MTOTW

= 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

= 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:

= particulate mass sampled over the cycle (mg)

= 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

MTOTW

MSAM

and,

Mf

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

Mf, p

Mf, b

= 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

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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:

where

Mf, MSAM, MTOTW

= see above

MDIL

Md

DF

= mass of primary dilution air sampled by background particulate sampler

(kg)

= mass of the collected background particulates of the primary dilution air

(mg)

= 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.

where

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

where:

Ra: relative humidity of the intake air ( %)

pa:

pB:

saturation vapour pressure of the intake air (kPa)

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:

where

Wact = actual cycle work, as determined in Annex III Section 4.6.2 (kWh)’.

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9. The following Appendices are added:

‘APPENDIX 4

NRTC ENGINE DYNAMOMETER SCHEDULE

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

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

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

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

49

50

51

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

101

102

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

62

51

50

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

98

99

100

101

102

103

104

105

106

107

108

109

75

72

74

75

73

74

77

76

74

72

75

78

110

102

111

103

112

103

113

103

114

103

115

104

116

103

117

103

118

103

119

102

120

103

121

102

122

103

123

102

124

103

125

103

126

103

127

104

29

23

22

24

30

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

L 225/70

EN

Official Journal of the European Union

25.6.2004

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

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

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

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

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

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

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

181

182

183

184

185

186

187

188

189

190

191

192

193

194

195

196

197

198

199

200

201

202

203

204

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

1

1

1

1

1

1

1

1

8

20

49

41

31

28

21

31

21

0

0

3

3

12

14

16

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

4

5

6

5

3

4

4

6

18

51

19

13

16

21

17

21

8

14

12

8

22

20

20

17

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

234

235

236

237

238

239

240

241

242

243

244

245

246

247

248

249

250

251

252

253

21

20

4

5

4

4

4

4

7

16

28

52

50

26

48

54

60

48

54

88

254

103

255

103

256

102

257

258

259

260

261

262

263

264

265

266

267

268

58

64

56

51

52

63

71

33

47

43

42

42

10

19

10

7

5

6

6

5

5

28

25

53

8

40

29

39

42

18

51

90

84

85

84

66

97

80

67

96

62

6

16

45

56

27

64

25.6.2004

EN

Official Journal of the European Union

L 225/71

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

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

307

308

309

310

311

312

313

314

315

316

317

318

319

320

321

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

31

43

49

78

78

66

78

84

57

36

20

19

9

5

7

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

10

19

63

61

46

65

97

63

26

22

34

8

10

5

11

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

358

359

360

361

362

363

364

365

366

367

368

369

370

371

372

373

374

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

29

18

25

28

34

65

80

77

76

45

61

61

63

32

10

17

16

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

0

13

11

24

53

83

44

46

50

52

98

69

49

0

8

7

13

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

409

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

34

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

43

L 225/72

EN

Official Journal of the European Union

25.6.2004

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

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

460

461

462

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

79

79

83

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

58

71

44

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

511

512

513

514

515

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

85

84

85

86

85

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

73

73

73

73

73

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

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

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

25.6.2004

EN

Official Journal of the European Union

L 225/73

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

551

552

553

554

555

556

557

558

559

560

561

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

83

85

86

89

82

87

85

89

87

91

72

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

50

43

45

35

61

50

55

49

70

39

3

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

604

605

606

607

608

609

610

611

612

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

72

72

67

68

67

68

77

58

22

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

31

27

44

37

42

50

43

4

37

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

657

658

659

660

661

662

663

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

79

78

81

83

84

86

87

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

689

100

690

99

691

100

71

71

70

72

71

71

71

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

L 225/74

EN

Official Journal of the European Union

25.6.2004

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

692

693

694

695

696

697

698

699

700

701

702

703

704

705

706

707

708

709

710

711

712

713

714

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

99

100

102

101

100

102

102

102

102

102

100

102

102

102

102

102

102

100

102

101

102

102

101

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

68

69

72

69

69

71

71

69

71

68

69

70

68

70

72

68

69

68

71

64

69

69

69

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

745

746

747

748

749

750

751

752

753

754

755

756

757

758

759

760

761

762

763

764

765

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

103

102

103

103

103

102

103

102

103

102

102

103

102

102

102

102

102

102

102

102

103

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

49

45

42

46

38

48

35

48

49

48

46

47

49

42

52

57

55

61

61

58

58

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

798

799

800

801

802

803

804

805

52

51

51

51

52

52

57

98

806

105

6

5

6

6

5

5

44

90

94

807

105

100

808

105

809

105

810

105

811

105

812

104

813

100

814

815

816

817

818

819

820

821

822

823

824

825

826

827

828

829

830

831

832

94

87

81

81

80

80

81

80

80

80

80

81

80

81

80

81

81

80

80

98

95

96

92

97

85

74

62

50

46

39

32

28

26

23

23

20

19

18

17

20

24

21

26

24

25.6.2004

EN

Official Journal of the European Union

L 225/75

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

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

868

869

870

871

872

873

874

875

876

877

878

879

880

881

882

883

884

885

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

83

83

83

83

83

83

83

83

83

83

59

50

51

51

51

50

50

50

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

16

12

9

8

7

6

6

6

6

6

4

5

5

5

5

5

5

5

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

919

920

921

922

923

924

925

926

927

928

929

930

931

932

933

934

935

936

937

938

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

80

81

80

81

82

83

83

83

83

83

83

83

83

83

83

83

71

49

69

81

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

76

61

50

37

49

37

25

17

13

10

8

7

7

6

6

6

5

24

64

50

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

970

971

972

973

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

81

81

80

81

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

39

38

41

30

L 225/76

EN

Official Journal of the European Union

25.6.2004

Time
(s)

Norm.
Speed
(%)

Norm.
Torque
(%)

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

1 000

1 001

1 002

1 003

1 004

1 005

1 006

1 007

1 008

1 009

1 010

1 011

1 012

1 013

1 014

1 015

1 016

1 017

1 018

1 019

1 020

1 021

1 022

1 023

1 024

1 025

1 026

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

82

79

82

83

83

83

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

35

53

30

29

32

28

Time
(s)

1 027

1 028

1 029

1 030

1 031

1 032

1 033

1 034

1 035

1 036

1 037

1 038

1 039

1 040

1 041

1 042

1 043

1 044

1 045

1 046

1 047

1 048

1 049

1 050

1 051

1 052

1 053

1 054

1 055

1 056

1 057

1 058

1 059

1 060

1 061

1 062

1 063

1 064

1 065

1 066

1 067

1 068

1 069

1 070

1 071

1 072

1 073

1 074

1 075

1 076

1 077

1 078

1 079

Norm.
Speed
(%)

Norm.
Torque
(%)

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

103

98

101

99

103

103

103

103

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

11

48

34

39

11

19

7

13

Norm.
Speed
(%)

Norm.
Torque
(%)

Time
(s)

1 080

1 081

1 082

1 083

1 084

1 085

1 086

1 087

1 088

1 089

1 090

103

102

101

102

102

96

99

102

100

100

98

1 091

102

1 092

1 093

1 094

1 095

1 096

95

102

102

98

93

1 097

101

1 098

95

1 099

101

1 100

1 101

1 102

1 103

1 104

1 105

1 106

1 107

1 108

1 109

1 110

1 111

1 112

1 113

1 114

1 115

1 116

1 117

1 118

1 119

1 120

1 121

1 122

1 123

94

97

97

93

98

103

103

103

103

103

103

103

103

103

102

102

101

102

103

102

99

96

74

66

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

62

25.6.2004

EN

Official Journal of the European Union

L 225/77

Time
(s)

1 124

1 125

1 126

1 127

1 128

1 129

1 130

1 131

1 132

1 133

1 134

1 135

1 136

1 137

1 138

1 139

1 140

1 141

1 142

1 143

1 144

1 145

1 146

1 147

1 148

1 149

1 150

1 151

1 152

1 153

1 154

1 155

1 156

1 157

1 158

1 159

1 160

1 161

1 162

Norm.
Speed
(%)

Norm.
Torque
(%)

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

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

Time
(s)

1 163

1 164

1 165

1 166

1 167

1 168

1 169

1 170

1 171

1 172

1 173

1 174

1 175

1 176

1 177

1 178

1 179

1 180

1 181

1 182

1 183

1 184

1 185

1 186

1 187

1 188

1 189

1 190

1 191

1 192

1 193

1 194

1 195

1 196

1 197

1 198

1 199

1 200

1 201

Norm.
Speed
(%)

Norm.
Torque
(%)

70

67

74

75

74

75

76

75

75

75

75

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

42

34

2

21

15

13

10

13

10

7

13

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

Time
(s)

1 202

1 203

1 204

1 205

1 206

1 207

1 208

1 209

1 210

1 211

1 212

1 213

1 214

1 215

1 216

1 217

1 218

1 219

1 220

1 221

1 222

1 223

1 224

1 225

1 226

1 227

1 228

1 229

1 230

1 231

1 232

1 233

1 234

1 235

1 236

1 237

1 238

Norm.
Speed
(%)

Norm.
Torque
(%)

74

69

68

68

68

68

68

68

54

41

27

14

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

18

46

62

62

62

62

62

62

50

37

25

12

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

L 225/78

EN

Official Journal of the European Union

25.6.2004

A graphical display of the NRTC dynamometer schedule is shown below

25.6.2004

EN

Official Journal of the European Union

L 225/79

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 DFs shall be conducted as follows:

1.1.1.1. The manufacturer shall conduct durability tests to accumulate engine operating hours according to a test sche-
dule that is selected on the basis of good engineering judgement to be representative of in-use engine operation
in respect to characterising 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 accu-
mulation test schedule is performed at a higher load factor than typically experienced in the field. The accelera-
tion 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 DFs 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 criterion is that the test engine should repre-
sent 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 characteris-
tics 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 begin-
ning 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 deteriora-
tion for the other. For a multiplicative NOx+HC DF, separate HC and NOx DFs 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 establish 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 deter-
mined by extrapolation of the emission deterioration trend established for the test period, to the full EDP.

L 225/80

EN

Official Journal of the European Union

25.6.2004

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.

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 prac-
tices 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.

DF information in approval applications

1.2.1.

Additive DFs shall be specified for each pollutant in an engine family certification application for CI engines
not using any after-treatment device.

1.2.2.

Multiplicative DFs shall be specified for each pollutant in an engine family certification application for CI
engines using an after-treatment device.

1.2.3.

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.

2.

EMISSION DURABILITY PERIODS FOR STAGE IIIA, IIIB AND IV ENGINES.

2.1.

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)

Useful life (hours)
(PDE)

≤ 37 kW
(constant speed engines)

≤ 37 kW
(not constant speed engines)

> 37 kW

Engines for the use in inland waterway vessels

Railcar engines

3.

Annex V IS amended as follows:

1. The heading is replaced by the following:

3 000

5 000

8 000

10 000

10 000

‘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.’

25.6.2004

EN

Official Journal of the European Union

L 225/81

2. The following text is 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

Test method

Minimum

Maximum

Limits (1)

Cetane number (2)

Density at 15 °C

kg/m3

Distillation:

50 % point

95 % point

- Final boiling point

Flash point

CFPP

Viscosity at 40 °C

Polycyclic aromatic hydrocar-
bons

°C

°C

°C

°C

°C

mm2/s

% m/m

Sulphur content (3)

mg/kg

Copper corrosion

Conradson carbon residue (10 %
DR)

% m/m

Ash content

Water content

% m/m

% m/m

Neutralisation (strong acid)
number

mg KOH/g

Oxidation stability (4)

mg/ml

52

833

245

345

—

55

—

2,5

3,0

—

—

—

—

—

—

—

54,0

EN-ISO 5165

837

EN-ISO 3675

—

EN-ISO 3405

350

370

—

-5

3,5

6,0

EN-ISO 3405

EN-ISO 3405

EN 22719

EN 116

EN-ISO 3104

IP 391

300

ASTM D 5453

class 1

EN-ISO 2160

0,2

EN-ISO 10370

0,01

EN-ISO 6245

0,05

EN-ISO 12937

0,02

ASTM D 974

0,025

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 require-
ments 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.

L 225/82

EN

Official Journal of the European Union

25.6.2004

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)

54,0

EN-ISO 5165

Density at 15 °C

kg/m3

833

837

EN-ISO 3675

Distillation:

50 % point

95 % point

— Final boiling point

Flash point

CFPP

Viscosity at 40 °C

Polycyclic aromatic hydrocar-
bons

°C

°C

°C

°C

°C

mm2/s

% m/m

Sulphur content (3)

mg/kg

Copper corrosion

Conradson carbon residue (10 %
DR)

% m/m

Ash content

Water content

% m/m

% m/m

Neutralisation (strong acid)
number

mg KOH/g

Oxidation stability (4)

Lubricity (HFRR wear scar
diameter at 60 °C)

mg/ml

µm

245

345

—

55

—

2,3

3,0

—

—

—

—

—

—

—

—

—

350

370

—

-5

3,3

6,0

EN-ISO 3405

EN-ISO 3405

EN-ISO 3405

EN 22719

EN 116

EN-ISO 3104

IP 391

10

ASTM D 5453

class 1

EN-ISO 2160

0,2

EN-ISO 10370

0,01

EN-ISO 6245

0,02

EN-ISO 12937

0,02

ASTM D 974

0,025

EN-ISO 12205

400

CEC F-06-A-96

FAME

prohibited

(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 require-
ments 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.’.

25.6.2004

EN

Official Journal of the European Union

L 225/83

4.

ANNEX VII IS AMENDED AS FOLLOWS:

Apppendix 1 is replaced by the following:

‘Appendix 1

TEST RESULTS FOR COMPRESSION IGNITION ENGINES

TEST RESULTS

1.

INFORMATION CONCERNING THE CONDUCT OF THE NRSC TEST (1):

1.1.

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)

For the case of several parent engines to be indicated for each of them.

1.4.

Engine performance

1.4.1.

Engine speeds:

(1) For the case of several parent engines to be indicated for each of them.

L 225/84

EN

Official Journal of the European Union

25.6.2004

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)

power

absorbed

Total
by
engine driven equipment as per
section 1.3.2 of this Appendix,
section 3.1 of Annex III
or
(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)

Percent Load

Intermediate (if applicable)

Rated

Dynamometer setting (kW) at various engine speeds

10 (if applicable)

25 (if applicable)

50

75

100

1.5.2.

Emission results on the NRSC test:

1.5.3.

Sampling system used for the NRSC test:

1.5.3.1.

Gaseous emissions (2):

. . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . .

1.5.3.2.

Particulates:

. .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . .

1.5.3.2.1.
Method (3): single/multiple filter

(1) Uncorrected power measured in accordance with section 2.4 of Annex I.
(2)
(3) Delete as appropriate.

Indicate figure numbers defined in Annex VI section 1.

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2.

INFORMATION CONCERNING THE CONDUCT OF THE NRTC TEST (1):

2.1.

Emission results on the NRTC test:

2.2.

Sampling system used for the NRTC test:

Gaseous emissions:. . . . . . . .. . . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . ..

Particulates: . . . . . . . .. . . . . . . . .. . . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . ..

Method: single/multiple filter ’

5.

Annex XII is amended as follows:

The following section is 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.’

(1) For the case of several parent engines, to be indicated for each of them.

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ANNEX II

‘Annex VI

ANALYTICAL AND SAMPLING SYSTEM

1.

GASEOUS AND PARTICULATE SAMPLING SYSTEMS

Figure number

Description

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

2

3

4

5

6

7

8

9

10

11

12

13

14

15

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.

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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.

Figure 2

Flow diagram of exhaust gas analysis system for CO, NOx and HC

Figure 3

Flow diagram of dilute exhaust gas analysis system for CO, CO2, NOx and HC

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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)

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
sampling line temperature will depend on the sulphur content of the fuel.

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— 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).

— 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.

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— 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.

— 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 CO2 or NOx, naturally occurring in the engine exhaust. The concentrations in the dilu-
tion 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 rela-
tive 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 dilu-
tion 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 representa-
tive sample is taken from the engine exhaust, and determination of the split ratio.

The systems described pay attention to these critical areas.

(1) 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).

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Figure 4

Partial flow dilution system with isokinetic probe and fractional sampling (SB control)

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.

Figure 5

Partial flow dilution system with isokinetic probe and fractional sampling (PB control)

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.

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Partial flow dilution system with CO2 or NOx concentration measurement and fractional sampling

Figure 6

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.

Figure 7

Partial flow dilution system with CO2 concentration measurement, carbon balance and total
sampling

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 w),
thereby adjusting the flows into and out of the system so as to maintain the desired exhaust split and dilu-
tion ratio in DT. The dilution ratio is calculated from the CO2 concentrations and GFUEL using the carbon
balance assumption.

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Partial

flow dilution system with single venturi, concentration measurement and fractional

sampling

Figure 8

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.

Partial flow dilution system twin venturi or twin orifice, concentration measurement and fractional
sampling

Figure 9

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 pres-
sure 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.

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Partial flow dilution system with multiple tube splitting, concentration measurement and fractional
sampling

Figure 10

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.

Figure 11

Partial flow dilution system with flow control and total sampling

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.

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Figure 12

Partial flow dilution system with flow control and fractional sampling

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.

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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 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, respec-
tively, 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 pres-
sures 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 downstream.

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) 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); or

(b) 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).

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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.

— 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 minimise 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 pressurised 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 cali-
brated.

— 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 cali-
brated.

— 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,

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— 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 introduc-
tion of the exhaust in the dilution tunnel,

— 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 introduc-
tion 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. There-
fore, 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.

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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 recom-
mended. The use of flexible sections shall be limited to a length to diameter ratio of 12 or less.

Figure 13

Full flow dilution system

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 calcu-
lated.

— 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 dilu-
tion 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 oper-
ating 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).

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— 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.

— SSV subsonic 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 4 000)
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 suffi-
cient to maintain the diluted exhaust at a temperature of less than or equal to 325 K (52 °C) immedi-
ately before the primary particulate filter.

When using double dilution, a sample from the dilution tunnel is transferred to the secondary dilu-
tion 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.

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— 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 introduc-
tion of the exhaust in the dilution tunnel,

— may be insulated.

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 minimised.

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), approxi-
mately 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 introduc-
tion of the exhaust in the dilution tunnel,

— may be insulated.

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25.6.2004

Figure 14

Particulate sampling system

A sample of the diluted exhaust gas is taken from the dilution tunnel DT of a partial flow or full flow dilu-
tion 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 compensa-
tion EFC (Figure 13) is used, the diluted exhaust gas flow is used as command signal for FC3.

Figure 15

Dilution system (full flow system only)

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.

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— 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 introduc-
tion 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 introduc-
tion 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.

— 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.

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— 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).’

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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.

1.2.

1.3.

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 quan-
tities 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.

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 (calcu-
lated as the average of the latest five years sales on the EU market). Where an OEM has marketed
equipment in the EU for a period of less than five years the average will be calculated based on the
period for which the OEM has marketed equipment in the EU.

As an optional alternative to section 1.2, the OEM may seek permission for his/her 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

Number of engines

19-37kW

37-75kW

75-130kW

130-560kW

200

150

100

50

1.4.

The OEM shall include in his/her 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.

The OEM shall notify the approval authorities of each Member State of the use of the flexibility
scheme.

The OEM shall provide the approval authority with any information connected with the implementa-
tion of the flexibility scheme that the approval authority may request as necessary for the decision.

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/she 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.

1.5.

1.6.

1.7.

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2.

2.1.

2.2.

3.

3.1.

ACTIONS BY THE ENGINE MANUFACTURER

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.

The engine manufacturer must put a label on those engines with the following text: “Engine placed on
the market under the flexibility scheme”.

ACTIONS BY THE APPROVAL AUTHORITY

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.’

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The following Annexes are added:

CCNR stage I (1)

ANNEX IV

‘ANNEX XIV

PN
(kW)

CO
(g/kWh)

HC
(g/kWh)

NOx
(g/k/Wh)

37 ≤ PN < 75

75 ≤ PN < 130

P ≥ 130

6,5

5,0

5,0

1,3

1,3

1,3

9,2

9,2

n ≥ 2 800 tr/min = 9,2
500
< 2 800
n
n (-0.2)

≤

tr/min

= 45

x

ANNEX XV

CCNR stage II (2)

PN
(kW)

CO
(g/kWh)

HC
(g/kWh)

NOx
(g/kWh)

18 ≤ PN < 37
37 ≤ PN < 75
75 ≤ PN < 130
130 ≤ PN < 560

≥ 560

PN

5,5

5,0

5,0

3,5

3,5

1,5

1,3

1,0

1,0

1,0

8,0

7,0

6,0

6,0

n ≥ 3150 min-1 = 6,0
≤
343
n
n(-0,2) –3
n < 343 min-1 = 11,0

< 3150 min-1

= 45

x

PT
(g/kWh)

0,85

0,70

0,54

PT
(g/kWh)

0,8

0,4

0,3

0,2

0,2

(1) CCNR Protocol 19, Resolution of the Central Commission for the Navigation of the Rhine of 11 May 2000.
(2) CCNR Protocol 21, Resolution of the Central Commission for the Navigation of the Rhine of 31 May 2001.’