CELEX: 51985PC0288
Language: en
Date: 1985-06-19
Title: PROPOSAL FOR A COUNCIL DIRECTIVE AMENDING DIRECTIVE 70/220/EEC ON THE APPROXIMATION OF THE LAWS OF THE MEMBER STATES RELATING TO MEASURES TO BE TAKEN AGAINST AIR POLLUTION BY GASES FROM THE ENGINES OF MOTOR VEHICLES

26. 9. 85                            Official Journal of the European Communities                               No C 245/1
                                                              II
                                                      (Preparatory Acts)
                                                COMMISSION
             Proposal for a Council Directive amending Directive 70/220/EEC on the approximation of the
             laws of the Member States relating to measures to be taken against air pollution by gases from
                                                the engines of motor vehicles
                                                     COM(85) 288 final
              (submitted by the Commission to the Council pursuant to the second paragraph of Article 149 of
                                              the EEC Treaty on 21 June 1985)
                                                        (85/C 245/01)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,                          Directives 78/665/EEC (4) and 83/351 / E E C ( 5 );
Having regard to the Treaty establishing the European
Economic Community, and in particular Article 100                 Whereas the work undertaken by the Commission in
                                                                  connection with its policy of pursuing a comprehensive
thereof,
                                                                  approach to the development of rules for the motor
Having regard to the proposal from the Commission,                industry has shown that the Community industry
                                                                  already has, or is currently perfecting, engine technol-
Having regard to the opinion of the European Parlia-
                                                                  ogy which will allow a further reduction in limit values;
ment,
                                                                  whereas this reduction does not compromise, for the
Having regard to the opinion of the Economic and                  period in question, the objectives of Community policy
Social Committee,                                                 in other fields, particularly that of the rational use of
                                                                  energy;
Whereas the first programme of action of the European
Communities on the environment, which was adopted
                                                                  Whereas the Community has an obligation to imple-
by the Council on 22 November 1973, calls for account
                                                                  ment Directives on the protection of the environment
to be taken of the latest scientific progress in combat-
                                                                  which, as far as vehicle emissions are concerned, make
ing air pollution caused by exhaust gases from motor
                                                                  it possible to obtain values adapted to European condi-
vehicles and for Directives adopted previously to be
                                                                  tions so that their effect on the enviroment is equiva-
amended accordingly, and whereas the third pro-
                                                                  lent to that of US standards for vehicle emissions;
gramme of action provides for further efforts to reduce
                                                                  whereas this is also essential for reasons of innovation
considerably the present level of emissions of pollu-
                                                                  and industrial competitiveness; whereas, to achieve this
tants from motor vehicles;
                                                                  objective, it is advisable to provide for a differentiated
Whereas, Directive 70/220/EEC (') lays down limit                 solution for the various categories of vehicle engine
values for emissions of carbon monoxide and unburnt               capacity so as to allow, as far as possible, compliance
hydrocarbons from such engines; whereas these limit               with Community requirements at reasonable cost and
values were lowered for the first time by Directive 7 4 /         using different technical means; whereas the limit val-
290/EEC (2) and supplemented, pursuant to Directive               ues laid down for vehicles with an engine capacity of
77/102/EEC (3) with limit values for permissible emis-            less than 1,4 litres reflect the current technical and
sions of oxides of nitrogen; whereas the limit values for         economic conditions of European manufacturers in
these three pollutants were successively reduced by               this section of the market and whereas the limit values
(') OJNoL76,6.4. 1970, p. 1.
(23) OJ No L 159, 15.6. 1974, p. 61.                              (4)  OJ No L 223, 14. 8. 1978, p. 48.
( ) OJ No L 32, 3. 2. 1977, p. 32.                                (5)  OJ No L 197, 20. 7. 1983, p. 1.
 ---pagebreak--- No C 245/2                           Official Journal of the European Communities                               26. 9. 85
applicable in 1993/1994 should be fixed in 1987;                                         Article 2
Whereas the limit values in this Directive are based on         1. From 1 January 1986, Member States, for reasons
the test method laid down in Directive 70/220/EEC               connected with pollution of the air by exhaust gases or
but this procedure must be adapted subsequently so              with engine fuel requirements, may:
that it reflects not only traffic conditions in congested
urban centres but those outside such centres; whereas a         — neither refuse, in respect of a motor-vehicle type, to
decision concerning such adaptation should be taken                 grant EEC type-approval, to issue the document
by 1987 at the latest;                                              provided for in the last indent of Article 10 (1) of
                                                                    Directive 70/156/EEC or to grant national type-
                                                                    approval,
Whereas the Directive 70/220/EEC refers in its
Article 5 to the possibility of adapting the provision of
the Annexes to take account of technical progress;              — nor prohibit the initial entry of the vehicles into
                                                                    free circulation,
Whereas petrol engines in all vehicles caught by this           if emissions of polluting gases from that type of motor
Directive should be designed to run exclusively on              vehicle, or from those vehicles, and the engine fuel
unleaded petrol so as to make it possible to abandon            requirements satisfy the provisions of Directive 70/
the use of lead-based additives in petrol and thus make         220/EEC, as amended by this Directive.
a decisive contribution to the reduction of environmen-
tal pollution by this element;
                                                                2. From 1 October 1988 as regards vehicle types with
                                                                an engine capacity of over 2 000 cm3,
Whereas it is necessary to ensure that the provisions
relating to the compression-ignition engines of vehicles
covered by this Directive remain compatible, with due           from 1 October 1990 as regards vehicle types with an
regard to the specific nature of all the pollutants emit-       engine capacity of 1 400 cm3 or less, and
ted by such engines, with the subsequent evolution of
provisions relating to the other pollutants emitted by          from 1 October 1991 as regards vehicle types with an
such engines and covered by Directive 72/306/EEC;               engine capacity of and between 1 401 cm3 and
                                                                2 000 cm3,
Whereas, during the interim period between the adop-
tion of European standards and the implementation of            Member States may:
the modified European test cycle, it is desirable that
vehicles which obtain type approval in accordance with          — cease to issue the document provided for in the last
equivalent standards on Community export markets                    indent of Article 10 (1) of Directive 70/156/EEC
also qualify for EEC type-approval;                                  for a motor-vehicle type, and
Whereas, with due regard for the Treaty's rules, Mem-           — refuse national approval for a motor-vehicle type,
ber States which so wish may apply in advance the new
values laid down in this Directive, on the understand-          whose emissions of polluting gases and whose engine
ing that if they do so they may not prohibit the market-        fuel requirements do not satisfy the provisions in the
ing or use of vehicles, whether manufactured at home            Annexes to Directive 70/220/EEC, as amended by this
or imported, which comply with Community require-               Directive.
ments,
                                                                3. From 1 October 1989 as regards vehicle types with
                                                                an engine capacity of over 2 000 cm3,
                                                                from 1 October 1991 as regards vehicle types with an
                                                                engine capacity of 1 400 cm3 or less, and
HAD ADOPTED THIS DIRECTIVE:                                     from 1 October 1993 as regards vehicle types with an
                                                                engine capacity of and between 1401 cm3 and
                                                                2 000 cm3,
                          Article 1
                                                                Member States may prohibit the initial entry of vehicles
                                                                into free circulation whose emissions of polluting gases
Annexes I, II, III, VI and VII to Directive 70/220/EEC          and whose engine fuel requirements do not satisfy the
shall be amended in accordance with the Annex to this           provisions in the Annexes of Directive 70/220/EEC, as
Directive. A new Annex III A shall be introduced.               amended by this Directive.
 ---pagebreak--- 26. 9. 85                            Official Journal of the European Communities                          No C 245/3
                         Article 3                                  220/EEC in order to adapt it to traffic conditions
                                                                    both in and outside congested urban centres.
By 31 December 1987 at the latest,
                                                                                        Article 4
— the limit values to be applied from 1993/94 to ve-            The Member States shall bring into force, before 1 Jan-
     hicles with an engine capacity of 1 400 cm3 or less,       uary 1986, the provisions necessary to comply with this
     or equivalent, shall have been adopted in accord-          Directive and shall forthwith inform the Commission
     ance with Article 100 of the Treaty;                       thereof.
— the Council, acting by qualified majority, on pro-                                     Article 5
     posals from the Commission, shall have amended
     the test contained in Annex III to Directive 70/           This Directive is addressed to the Member States.
 ---pagebreak--- No C 245/4                              Official Journal of the European Communities                                       26. 9. 85
                                                                  ANNEX
                                     Amendments to the Annexes to Directive 70/220/EEC
           ANNEX I
           The following new point shall be added:
           '3.2.4.     a description of the measures taken to ensure that the vehicle can be supplied only with
                        unleaded petrol in accordance with the provisions of Directive 85/210/EECO). By way of
                        example, this condition is deemed to be met if it can be demonstrated that the inlet orifice of
                       the fuel tank is so designed that it enables the tank to be filled only from a petrol pump
                        delivery nozzle which has an external diameter not exceeding 2,1 cm and a straight section
                       with a minimum length of 6,3 cm.'
           In item 5.1, the existing text shall be numbered 5.1.1.
           The following new point shall be added:
           '5.1.2.     the vehicle must be designed to run on unleaded petrol .as specified by Directive 85/210/
                        EEC
           Point 5.2.1.1.4 shall read as follows:
           '5.2.1.1.4. Subject to the requirements of 5.2.1.1.4.2 and 5.2.1.1.5 the test is to be carried out three times.
                       The mass of the carbon monoxide, the combined mass of the hydrocarbons and the nitrogen
                        oxides and the mass of the nitrogen oxides obtained in the test must be less than the
                        amounts shown in the table below, for the corresponding vehicle categories:
                             Cubic capacity             Mass of carbon         Combined mass of         Mass of oxides
                                                          monoxide              hydrocarbons and          of nitrogen
                                                                                oxides of nitrogen
                                    C                         Li                                               u
                                  (cm3)                    (g/test)                  (g/test)
                                                                                                            (g/test)
                               C > 2 000                      25                        6,5                   3,5
                          1 401 < C < 2 000                   30                        8                     4
                               C < 1 400                      45                       15                     6
                       Vehicles equipped with compression-ignition engines whose cubic capacity exceeds
                        1 401 cm3 must comply with the limit values corresponding or equivalent to the category of
                       cubic capacities ranging between 1 401 cm3 and 2 000 cm3.'
           In points 5.2.1.1.4.1, 5.2.1.1.4.2, 5.2.1.1.5.1 and 5.2.1.1.5.2, the words 'and the mass of nitrogen oxides' or
           'and the emissions of oxides of nitrogen' shall be added after any reference to combined figures for
           hydrocarbons and oxides of nitrogen.
           The table in point 7.1.1.1 shall be replaced by the following:
                             Cubic capacity             Mass of carbon         Combined mass of         Mass of oxides
                                                          monoxide              hydrocarbons and          of nitrogen
                                                                                oxides of nitrogen
                                    C                         L,                        L2                     L3
                                  (cm3)                    (g/test)                  (g/test)               (g/test)
                              C > 2 000                      30                         8,1                   4,4
                          1 401 < C < 2 000                  36                        10                     5
                              C < 1 400                      54                        19                     7,5
           (')   OJNoL96, 3.4. 1985.
 ---pagebreak--- 26. 9. 85                              Official Journal of the European Communities                                      No C 245/5
                       Vehicles equipped with compression-ignition engines whose cubic capacity exceeds -
                        1 401 cm3 must comply with the limit values corresponding or equivalent to the category of
                       cubic capacities ranging between 1 401 cm3 and 2 000 cm3.'
          The second paragraph of point 7.1.1.2 shall read as follows:
                       'L is the limit value laid down in 7.1.1.1 for the emissions of carbon monoxide, the combined
                       emissions of hydrocarbons and oxides of nitrogen and the emissions of oxides of nitrogen;'.
          Point 8.1 shall read as follows:
          '8.1.        The limit values specified in the tables set out in 5.2.1.1.4 and 7.1.1.1 in Annex I to Directive
                       70/220/EEC, as amended by Directive 83/351/EEC, shall apply for the type approval and
                       verification of production conformity of the following vehicles:
                       — vehicles other than those of category M,;
                       — passenger vehicles of category M, designed to carry more than six occupants including
                            the driver or whose maximum mass exceeds 2 500 kg; and
                       — vehicles designed for use off the public highway.'
                       The following new point shall be added:
          '8.3.        Test equivalent to the type I test /or verifying emissions after a cold start.
          8.3.1.       Until a modified version of the test specified in 5.2.1.1 (European cycle) enters into force
                       and for the type approval and verification of production conformity of passenger vehicles of
                       category M, equipped with an engine whose cubic capacity exceeds 1 401 cm3, designed to
                       carry not more than six occupants including the driver and/or having a maximum mass not
                       exceeding 2 500 kg, the technical service may, at the request of a maufacturer, carry out the
                       equivalent test described in Annex III A (EPA cycle) instead of that described in 5.2.1.1. If
                       so, the following provisions shall apply:
          8.3.1.1.     For vehicle type-approval, the limit values specified in the table set out in 5.2.1.1.4 shall be
                       replaced by the following:
                       — Mass of carbon monoxide (L|):                                                         2,1 g/km
                       — Combined mass of hydrocarbons and oxides of nitrogen (L2):                            0,9 g/km
                       — Mass of oxides of nitrogen (L3):                                                     0,6 g/km.
                       These limit values are deemed to be met if they are not exceeded by the results of tests on a
                       vehicle type multiplied by a factor of 1,3.
          8.3.1.2.     For the verification of production conformity, the limit values specified in the table set out
                       in 7.1.1.1 shall be replaced by those of 8.3.1.1. They are deemed to be met if the conditions
                       set out in 7 are satisfied.'
          ANNEX II
          A footnote reference '(4)' shall be inserted after 1.4 and 1.5.
          A footnote reference '(5)' shall be inserted after 1.7.
          The following footnotes shall be added:
          '(4) This figure must be rounded off to the nearest tenth of a millimetre.
          (5)    This value must be calculated with n = 3,1416 and rounded off to the nearest cm3.'
          ANNEX III
          Point 3.1.7 shall be deleted.
 ---pagebreak--- No C 245/6                             Official Journal of the European Communities                                 26. 9. 85
           ANNEX VI
           (Specifications of reference fuels)
           The table set out in point 1 shall be replaced by the following:
           1.  TECHNICAL DATA OF THE REFERENCEE FUEL TO BE USED FOR TESTING
               VEHICLES EQUIPPED WITH A GASOLINE-FUELLED ENGINE
                CEC reference fuel RF-08-T-85
                Type: Premium gasoline, unleaded
                                                                   Limits and units
                                                                                               ASTM method
                                                            Minimum               Maximum
               Research octane number                 95,0                                       D2699
               Motor octane number                    85,0                                       D2700
               Sensivity                                                                      D 2699/D 2700
               Delta R a t 100 °C                                                             IP325/D2699
               Density at 15 °C                       0,745                 0,765                D1298
               Reid vapour pressure                   0,56 bar               0,64 bar            D 323
               Distillation
               — initial boiling point                 24  °C                 40 °C              D     86
               — 10% vol point                         42  °C                 58 °C              D     86
               — 50 % vol point                        90  °C                110°C               D     86
               — 90 % vol point                       155  °C                180 °C              D     86
               — final boiling point                  190  °C                215°C               D     86
               Residue                                                       2%                  D     86
               Hydrocarbon analysis
               — olefins                                                     20 % Vol.           D1319
               — aromatics                            (Including                                 D1319
                                                      maximum 5 % vol
                                                      benzene*)             45 % vol         •D3606/D2267
               — saturates                                                  balance              D1319
               Carbon/hydrogen ratio                  ratio
               Oxidation stability                    480 min.                                   D 525
               Existent gum                                                 4 mg/100 ml          D 381
               Potential gum                                                —                    D 873
               Sulphur content                                              0,04 % mass      D1266/D2622/
                                                                                                 D2785
               Copper corrosion at 50 ° C                                    1                   D 130
               Lead content                                                 0,005 g/1            D3237
               Scavenger
               Organic lead compound
               Phosphorous content                                           0,0013 g/1          D3231
               Other additives
           ANNEX VII
           The following words shall be inserted at the end of the first line of point 14:
               'carried out in accordance with Annex Ill/Annex III A 1'.
           The following words shall be inserted at the end of the first line of point 14.1:
               'carried out in accordance with Annex III 1'.
           The following new item shall be inserted after point 14.1:
               '14.2. Type I test carried out in accordance with Annex III A 1:
                        CO:...g/km                              HC:...g/km                      N O x : . . . g/km\
           Point 14.2 shall become 14.3.
           Point 14.3 shall become 14.4.
 ---pagebreak--- 26. 9. 85                              Official Journal of the European Communities                                 No C 245/7
                                                           ANNEX III A
          TEST EQUIVALENT TO THE TYPE I TEST FOR VERIFYING EMISSIONS AFTER A COLD
                                                               START
          1.       INTRODUCTION
                   . . . defined in 8.3, Annex I.
          2.       OPERATING CYCLE ON THE CHASSIS DYNAMOMETER
          2.1.     Description of the cycle
                   The operating                in the table depicted in the graph in Appendix 1.
                   The breakdown                  Appendix.
          2.2.     (id. 2.2, Annex III).
          2.3.     Transmissions
          2.3.1.   All test conditions, except as noted, shall be run according to the manufacturer's recommenda-
                   tions to the ultimate purchaser, provided that such recommendations are representative of what
                   may reasonably be expected to,be followed by the ultimate purchaser under in-use conditions.
          2.3.2.   Vehicles equipped with free wheeling or overdrive, except as noted, shall be tested with these
                   features operated according to the manufacturer's recommendations to the ultimate purchaser.
          2.3.3.   Idle modes shall be run with automatic transmission in 'drive' and the wheels braked: manual
                   transmissions shall be in gear with the clutch disengaged, except first idle.
                   The vehicle shall be driven with minimum accelerator pedal movement to maintain the desired
                   speed.
          2.3.4.   Accelerations shall be driven smoothly following representative shift speeds and procedures.
                   For manual transmissions, the operator shall release the accelerator pedal during each shift and
                   accomplish the shift with minimum time. If the vehicle cannot accelerate at the specified rate,
                   the vehicle shall be operated at maximum available power until the vehicle speed reaches the
                   value prescribed for that time in the driving schedule.
          2.3.5.   The deceleration modes shall be run in gear using brakes or accelerator pedal as necessary to
                   maintain the desired speed. Manual transmission vehicles shall have the clutch engaged and
                   shall not change gears from the previous mode. For those modes which decelerate to zero,
                   manual transmission clutches shall be depressed when the speed drops below 24,1 km/h, when
                   engine roughness is evident, or when engine stalling is imminent.
          2.3.6.    Manual transmission
          2.3.6.1. In the case of test vehicles equipped with manual transmissions, the transmission shall be
                   shifted in accordance with procedures which are representative of shift patterns that may
                   reasonably be expected to be followed by vehicles in use in terms of such variables as vehicle
                   speed or percent rated engine speed. At the administrator's discretion, a test vehicle may also
                   be shifted according to the shift procedures recommended by the manufacturer to the ultimate
                   purchaser, if such procedures differ from those which are reasonably expected to be followed
                   by vehicles in use.
          2.3.6.2. A manufacturer may recommend to the ultimate purchaser shift procedures other than those
                   used in testing by the technical service, provided that all shift procedures (including multiple
                   shift speeds) which the manufacturer proposes to supply to the ultimate purchaser are provided
                   to the administrator as part of the manufacturer's application for certification.
          2.3.7.    Downshifting is allowed at the beginning of or during a power mode in accordance with the
                   shift procedure determined in paragraph 2.3.6.1 of this section.
          2.4.      Tolerances
          2.4.1.    The dynamometer driving schedule is listed in Appendix 1. The driving schedule is defined by
                    a smooth trace drawn through the specified speed vs. time relationships. It consists of a non-
                    repetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences
                    and rates.
          2.4.2.    The dynamometer driving schedule is prescribed in Appendix 1. The speed tolerances at any
                    given time for this schedule, or for a driver's aid chart approved by the administrator, when
                    conducted to meet the provisions of 6.2 are:
                    — The upper limit is 3,2 km/h higher than the highest point on the trace within 1 second of
                           the given time.
                    — The lower limit is 3,2 km/h lower than the lowest point on the trace within 1 second of the
                           given time.
 ---pagebreak--- No C 245/8                             Official Journal of the European Communities                                   26. 9. 85
                         Speed variations greater than the tolerances (such as may occur during gear changes) are
                         acceptable provided they occur for less than 2 seconds on any occasion.
                         Speeds lower than those prescribed are acceptable provided the vehicle is operated at
                         maximum available power during such occurrences.
                         The speed tolerance shall be as specified above, except that the upper lower limits shall be
                         6,4 km/h.
                         The following figures show the range of acceptable speed tolerances for typical points.
                         Figure A is typical of portions of the speed curve which are increasing or decreasing
                         throughout the 2-second time interval. Figure B is typical of portions of the speed curve
                         which include a maximum or minimum.
                                                  Allowable
                                                    Range
 a-                                                                 a
C/3                                                                C/3
                      Figure A                                                                  Figure B
           3.       VEHICLE AND FUEL
           3.1.    Test vehicle
           3.1.1.
           3.1.2.
           3.1.3.
           3.1.4.     id. 3.1.1 to 3.1.6, Annex III.
           3.1.5.
           3.1.6.
           3.2.    Fuel
                   id. 3.2, Annex III
                   (+ unleaded fuel).
           4.      TEST EQUIPMENT
           4.1.    Chassis
          4.1.1.
          4.1.2.    } id. 4.1.1, 4.1.2 and 4.1.3, Annex III.
          4.1.3.
          4.1.4.   Accuracy
          4.1.4.1. id. 4.1.4.1, Annex III.
          4.1.4.2. In the case of a dynamometer with a fixed load curve the accuracy of the load setting at
                   60,5 km/h must be 5 %. In the case of a dynamometer with an adjustable load curve, the accu-
                   racy of matching a dynamometer load to road must be 5 % at 80,5,60 and 40 km/h and 10 % at
                   20 km/h. Below this, dynamometer absorption must be positive.
 ---pagebreak--- 26. 9. 85                              Official Journal of the European Communities                                 No C 245/9
          4'J 44'      id. 4.1.4.3 and4.1.4.4, Annex III.
          4.1.5.    Load and inertia setting
          4.1.5.1. Dynamometer with a fixed load curve: the load simulator must be adjusted to absorb the
                    power exerted on the driving wheels at a steady speed of 80,5 km/h. The means by which a
                    load is determined and set are described in Appendix 3.
          4.1.5.2. Dynamometer with an adjustable load curve: the load simulator must be adjusted in order to
                    absorb the power exerted on the driving wheels at steady speeds of 20, 40, 80 and 80,5 km/h.
                    The means by which these loads are determined and set are described in Appendix 3.
          4.1.5.3. id. 4.1.5.3, Annex III.
          4.2.
          4.3.
          44
          45        } id. 4.2. to 4.7, Annex III.
          4.6.
          4.7.
          5.        PREPARING THE TEST
          5.1.      Adjustment of inertia simulators
                                 Reference mass of the vehicle                      Equivalent inertial mass
                                  Pr           480                                            450
                      480    <    Pr     <      540                                           510
                      540    <    Pr     <     600                                            570
                      600    <    Pr     <     650                                            625
                      650    <    Pr     <     700                                            680
                      700    <    Pr     <     780                                            740
                      780    <    Pr     <      820                                           800
                      820    <    Pr     <      880                                           850
                      880    <    Pr     <     940                                            910
                      940    <    Pr     <     990                                            960
                      990    <    Pr     <    1 050                                         1 020
                    1 050    <    Pr     <    1 110                                         1 080
                    1 110    <    Pr     <    1 160                                         1 130
                    1 160    <    Pr     <    1220                                          1 190
                    1 220    <    Pr     <    1280                                          1 250
                    1 280    <    Pr     <    1330                                          1 300
                    1 330    <    Pr     <    1 390                                         1360
                    1 390    <    Pr     <    1450                                          1420
                    1450     <    Pr     <    1 500                                         1470
                    1 500    <    Pr     <    1 560                                         1 530
                    1 560    <    Pr     <    1 620                                         1 590
                    1 620    <    Pr     <    1 670                                         1640
                    1 670    <    Pr     <    1 730                                         1700
                    1 730    <    Pr     <    1 790                                         1760
                    1 790    <    Pr     <    1 870                                         1 810
                    1 870    <    Pr     <    1980                                          1930
                    1980     <    Pr     <   2 100                                          2 040
                   2 100     <    Pr     <   2210                                           2 150
                   2210      <    Pr     <   2 320                                          2 270
                   2 320     <    Pr     <   2 440                                          2 380
                   2 440     <    Pr     <   2610                                           2 490
                   2 610     <    Pr     <   2 830                                          2 720
                   2 830    <     Pr                                                        2 940
                   Flywheels electrical or other means of simulating test weight as shown in the following table
                   shall be used. If the equivalent test weight specified is not available on the dynamometer being
                   used, the next higher equivalent test weight (not to exceed 125 kg) available shall be used.
 ---pagebreak--- No C 245/10                             Official Journal of the European Communities                                       26. 9. 85
                     NB: the reference mass of the vehicle is the mass of the vehicle in running order less the uni-
                           form mass of the driver and increased by a uniform mass of 136 kg.
           5.2.      Setting of the dynamometer: id. 5.2, Annex III.
           5.3.      Conditioning of vehicle
           5.3.1.    Before the test, the vehicle must be kept in a room in which the temperature remains relatively
                     constant between 20 and 30° C. This conditioning must be carried out for at least 12 hours and
                     continue until the engine oil temperature and coolant, if any, are within ± 2° C of the tempera-
                     ture of the room.
                     If the manufacturer so requests, the test must be carried out not later than 36 hours after the
                     vehicle has been run at its normal temperature.
           5.3.2.    id. 5.3.2, Annex III.
           6.        PROCEDURE FOR BENCH TESTS
          6.1.       id. 5.1 to 6.1.4, Annex III.
          to
           6.1.4.
          6.2.      Test and sampling
          6.2.1.    The vehicle shall be stored prior to the emission test in such a manner that precipitation (e.g.,
                    rain or dew) does not occur on the vehicle. The complete dynamometer test consists of a cold-
                    start drive of 12,1 km and simulates a hot-start drive of 12,1 km. The vehicle is allowed to stand
                    on the dynamometer during the 10-minute time period between the cold and hot start tests. The
                    cold start test is divided into two periods. The first period, representing the cold start 'transient'
                    phase, terminates at the end of the deceleration which is scheduled to occur at 505 seconds of
                    the driving schedule. The second period, representing the 'stabilized' phase, consists of the
                    remainder of the driving schedule including engine shutdown. The hot-start test similarly con-
                    sists of two periods. The first period, representing the hot-start 'transient' phase, terminates at
                    the same point in the driving schedule as the first period of the cold-start test. The second
                    period of the hot-start test, 'stabilized' phase, is assumed to be identical to the second period of
                    the cold start test. Therefore the hot-start test terminates after the first period (505 seconds) is
                    run.
          6.2.2.    The following steps shall be taken for each test:
          6.2.2.1. Place drive wheels of vehicle on dynamometer without starting engine. Reset and enable the
                    roll revolution counter.
          6.2.2.2. Open the vehicle engine compartment cover and position the cooling fan.
          6.2.2.3. With the sample selector valves in the 'standby' position, connect evacuated sample collection
                    bags to the dilute exhaust and dilution air sample collection systems.
          6.2.2.4. Start the CVS (if not already on), the sample pumps, the temperature recorder, the vehicle cool-
                    ing fan and the heated hydrocarbon analysis recorder (diesel only). (The heat exchanger of the
                    constant volume sampler, if used, diesel hydrocarbon analyzer continuous sample line and fil-
                    ter (if applicable) should be preheated to their respective operating temperatures before the test
                    begins.)
          6.2.2.5. Adjust the sample flow rates to the desired flow rate (minimum of 0,28 mVh) and set the gas
                    flow measuring devices to zero.
                    NB: CFV-CVS sample flow rate is fixed by the venturi design.
          6.2.2.6. Attach the flexible exhaust tube to the vehicle tailpipe(s).
          6.2.2.7. Start the gas flow measuring device, position the sample selector valves to direct the sample
                    flow into the 'transient' exhaust sample bag and the 'transient' dilution air sample bag (turn on
                    the diesel hydrocarbon analyzer system integrator and mark the recorder chart, if applicable),
                    turn the key on and start cranking the engine.
          6.2.2.8. Fifteen seconds after the engine starts, place the transmission in gear.
          6.2.2.9. Twenty seconds after the engine starts, begin the initial vehicle acceleration of the driving
                    schedule.
          6.2.2.10. Operate the vehicle according to the dynamometer driving schedule.
          6.2.2.11. At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously
                    switch the sample flows from the 'transient' bags to the 'stabilized' bags, switch off gas flow
                    measuring device No 1 (and the diesel hydrocarbon integrator No 1 — mark the diesel hydro-
                    carbon recorder chart) and start gas flow measuring device No 2 (and diesel hydrocarbon inte-
 ---pagebreak--- 26.9.85                              Official Journal of the European Communities                                   No C 245/11
                  grator No 2). Before the acceleration which is scheduled to occur at 510 seconds, record the
                  measured roll or shaft revolutions and reset the counter or switch to a second counter. As soon
                  as possible transfer the 'transient' exhaust and dilution air samples to the analytical system and
                  process the samples according to obtain a stabilized reading of the exhaust sample on all ana-
                  lyzers within 20 minutes of the end of the sample collection phase of the test.
        6.2.2.12. Turn the engine off 2 seconds after the end of the last deceleration (at 1 369 seconds).
        6.2.2.13. Five seconds after the engine stops running, simultaneously turn off gas flow measuring device
                   No 2 (and the diesel hydrocarbon integrator No 2, mark the hydrocarbon recorder chart, if
                   applicable) and position the sample selector valves to the 'standby' position. Record the
                  measured roll or shaft revolutions and reset the counter. As soon as possible transfer the 'stabi-
                  lized' exhaust and dilution air samples to the analytical system and process the samples in order
                   to obtain a stabilized reading of the exhaust sample on all analyzers within 20 minutes of the
                   end of the sample collection phase of the test.
        6.2.2.14. Immediately after the end of the sample period turn off the cooling fan and close the engine
                  compartment cover.
        6.2.2.15. Turn off the CVS or disconnect the exhaust tube from the tailpipe of the vehicle.
        6.2.2.16. Repeat the steps in paragraph 6.2.2.2 through 6.2.2.10 of this section for the hot-start test,
                  except only one evacuated sample bag is required for sampling exhaust gas and one for dilu-
                  tion air. The key-on operation step described in paragraph 6.2.2.7 of this section shall begin
                  between 9 and 11 minutes after the end of the sample period for the cold-start test.
        6.2.2.17. At the end of the deceleration which is scheduled to occur at 505 seconds, simultaneously turn
                  off gas flow measuring device No 1 (and diesel hydrocarbon integrator No 1, mark the diesel
                  hydrocarbon recorder chart, if applicable) and position the sample selector valve to the
                  'standby' position (engine shutdown is not part of the hot-start test sample period). Record the
                  measured roll or shaft revolutions.
        6.2.2.18. As soon as possible transfer the hot start 'transient' exhaust and dilution air samples to the
                  analytical system and process the samples in order to obtain a stabilized reading of the exhaust
                  sample on all analyzers within 20 minutes of the end of the sample collection phase of the test.
        6.3.       Engine starting and restarting
        6.3.1.     Gasoline-fuelled vehicles: This paragraph applies to gasoline-fuelled vehicles.
        6.3.1.1. The engine shall be started according to the manufacturer's recommended starting procedures
                  in the owner's manual. The initial 20-second idle period shall begin when the engine starts.
         6.3.1.2. Choke operation: (*) Vehicles equipped with automatic chokes shall be operated according to
                   the manufacturer's operating instructions in the owner's manual, including choke setting and
                    'kick-down' from cold fast idle.
                   (*) Vehicles equiped with manual chokes shall be operated according to the manufacturer's
                   operating instructions in the owner's manual.
         6.3.1.3. The transmission shall be placed in gear 15 seconds after the engine is started. If necessary,
                   braking may be employed to keep the drive wheels from turning.
        6.3.1.4. The operator may use the choke, accelerator pedal, etc., where necessary to keep the engine
                  running.
        6.3.1.5. If the manufacturer's operating instructions in the owner's manual do not specify a warm
                  engine starting procedure, the engine (automatic- and manual-choke engines) shall be started
                  by depressing the accelerator pedal about half-way and cranking the engine until it starts.
        6.3.2.     Diesel vehicles: The engine shall be started according to the manufacturer's recommended start-
                   ing procedures in the owner's manual. The initial 20-second idle period shall begin when the
                   engine starts. The transmission shall be placed in gear 15 seconds after the engine is started. If
                   necessary, braking may be employed to keep the drive wheels from turning.
        6.3.3.     If the vehicle does not start after 10 seconds of cranking, cranking shall cease and the reason
                   for failure to start shall be determined. The gas flow measuring device on the constant volume
                   sampler (usually a revolution counter) or CFV (and the hydrocarbon integrator when testing
                   diesel vehicles) shall be turned off and the sampler selector valves placed in the 'standby'
                   position during this diagnostic period. In addition, either the CVS should be turned off, or the
 ---pagebreak--- No C 245/12                             Official Journal of the European Communities                                     26. 9. 85
                     exhaust tube disconnected from the tailpipe during the diagnostic period. If failure to start is
                     an operational error, the vehicle shall be rescheduled for testing from a cold start.
           6.3.3.1. If a failure to start occurs during the cold portion of the test and is caused by a vehicle mal-
                     function, corrective action of less than 30 minutes duration may be taken and the test contin-
                     ued. All sampling system(s) shall be reactivated at the same time cranking begins. When the
                     engine starts, the driving schedule timing sequence shall begin. If failure to start is caused by
                     vehicle malfunction and the vehicle cannot be started, the test shall be voided.
          6.3.3.2. If a failure to start occurs during the hot-start portion of the test and is caused by vehicle mal-
                     function, the vehicle must be started within one minute of key on. All sampling systems(s) shall
                    be reactivated at the same time cranking begins. When the engine starts, the driving schedule
                    timing sequence shall begin. If the vehicle cannot be started within 1 minute of key on, the test
                    shall be voided.
          6.3.4.     If the engine 'false starts' the operator shall repeat the recommended starting procedure (such
                    as resetting the choke, etc.)
          6.3.5.     Stalling: (*) If the engine stalls during an idle period, the engine shall be restarted immediately
                    and the test continued. If the engine cannot be started soon enough to allow the vehicle to
                    follow the next acceleration as prescribed, the driving schedule indicator shall be stopped.
                    When the vehicle restarts, the driving schedule indicator shall be reactived.
                    (*) If the engine stalls during some operating mode other than idle, the driving schedule indi-
                    cator shall be stopped, the vehicle shall than be restarted and accelerated to the speed required
                    at the point in the driving schedule and the test continued.
                    (*) If the vehicle will not restart within 1 minute, the test shall be voided.
          7.        PROCEDURE FOR
          7.1.      id. 7.2.2, Annex III.
          7.2.      id. 7.2.3, Annex III.
          7.3.      id. 7.2.4, Annex III.
          7.4.      id. 7.2.5, Annex III.
          7.5.      id. 7.2.6, Annex III.
          7.6.      id. 7.2.7, Annex III.
          7.7.      id. 7.2.8^ Annex III.
          8.        DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS
          8V            id. 8.1. and 8.2, Annex III.
 ---pagebreak--- 26. 9. 85           Official Journal of the European Communities    No C 245/13
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 ---pagebreak--- 26.9.85                             Official Journal of the European Communities                                   No C 245/19
                                                         APPENDIX      2
                                                CHASSIS DYNAMOMETER
        1.         DEFINITION
        1.1.      id. 1.1, Appendix 2, Annex III, but replace '10 to 50 km/h' by '10 to 80,5 km/h'.
        2.        M E T H O D O F CALIBRATING T H E DYNAMOMETER
        2.1.      id. 2.1, Appendix 2, Annex III.
        2.2.      Calibrating the power indicator to 80,5 k m / h .
        2.2.1.    The dynamometer shall be calibrated at least once each month or performance verified at least
                  once each week and then calibrate as required. The calibration shall consist of the manufac-
                  turer's recommended calibration procedure plus a determination of the dynamometer factional
                  power absorption at 80,5 k m / h . One method for determining dynamometer frictional power
                  absorption at 80,5 k m / h is described below, other methods may be used if shown to yield equi-
                  valent results. The measured absorbed road power includes the dynamometer friction as well
                  as the power absorbed by the power absorption unit. The dynamometer is driven above the test
                  speed range. The device used to drive the dynamometer is then disengaged from the dynamo-
                  meter and the roll(s) is (are) allowed to coast down. The kinetic energy of the system is dissi-
                  pated by the dynamometer. This method neglects the variations in roll bearing friction due to
                  the drive axle weight of the vehicle. The inertia of the free (rear) roll may be neglected in the
                  case of dynamometers with paired rolls.
        2.2.1.1.  Devise a method to determine the speed of the drive" roll if it has not already been measured. A
                  fifth wheel, revolution pickup, or other suitable means may be used.
        2.2.1.2.  Place a vehicle on the dynamometer or devise another method of driving the dynamometer.
        2.2.1.3.  Engage the inertial flywheel or other inertial simulation system for the most common vehicle
                  mass category for which the dynamometer is used. In addition other vehicle mass categories
                  may be calibrated, if desired.
        2.2.1.4.  Drive the dynamometer up to 80,5 k m / h .
        2.2.1.5.  Record indicated road power.
        2.2.1.6.  Drive the dynamometer up to 96,9 k m / h .
        2.2.1.7.  Disengage the device used to drive the dynamometer.
        2.2.1.8.  Record the time for the dynamometer drive roll to coast down from 88,5 k m / h to 72,4 k m / h .
        2.2.1.9.  Adjust the power absorption unit to a different level.
        2.2.1.10. Repeat steps 2.2.1 to 2.2.1.9 above sufficient times to cover the range of road power used.
        2.2.1.11. Calculate absorbed road power. See paragraph 2.2.3 of this section.
        2.2.1.12. Plot indicated road load power at 80,5 k m / h vs. road load power as shown in Figure A.
        2.2.2.    The performance check consists of conducting a dynamometer coastdown at one or more iner-
                  tia-horsepower settings and comparing the coastdown time to that recorded during the last cali-
                  bration. If the coastdown times differ by more than 1 s a new calibration is required.
        2.2.3.    Calculations. The road load power actually absorbed by the dynamometer is calculated from
                  the following equation:
                            2 000t
                  Pa    = Power, kilowatt
                  W     = Equivalent inertia, kg
                  V,    = Initial velocity (m/s)
                  V2    =   Final velocity (m/s)
                  t     =   elapsed time for rolls to coast from 88,5 to 72,4 k m / h
 ---pagebreak--- No C 245/20                            Official Journal of the European Communities                                   26. 9. 85
                             30,0
                                                      1                1                1
                             20,0                                                                      -
                   •o
                    «j
                   •° >      10,0    -                                                                 -
                    o J2
                    C
                                                                       ,
                                0                     1                                 1
                                                     10,0             20,0             30,0             40,0
                                    Actual road load at 80,5 km/h
                         Figure A: Road load — Actual vs. Indicated
           2.3.     id. 2.3, Appendix 2, Annex III.
           2.4.     Deleted.
          3.       SETTING OF THE DYNAMOMETER
          3.1.     Vacuum method: id 3.1, Appendix 2, Annex III, but replace 'at the speed of 50 km/h' by 'at the
                   speed of 80,5 km/h'.
          3.2.     Other setting method: id. 3.2, Appendix 2, Annex III, but replace 'at the speed of 50 km/h' by
                   'at the speed of 80,5 km/h'.
          3.3.     Alternative method
          3.3.1.   The power absorption unit shall be adjusted to reproduce road load power at 80,5 km/h true
                   speed. The dynamometer power absorption shall take into account the dynamometer friction.
          3.3.2.   The dynamometer road load setting is determined from the equivalent test weight, the refer-
                   ence frontal area, the body shape, the vehicle protuberances and the fire type by the following
                   equations.
          3.3.2.1. For light-duty vehicles to be tested on a twin roll dynamometer.
                                                           tW
                   PA (kW) - 0,746            aA + P - 0,454
                   where: PA = The dynamometer power absorber setting at 80,5 km/h (horsepower)
                   A=             The vehicle reference frontal area(m2). The vehicle reference frontal area is
                                  defined as the area of the orthogonal projection of the vehicle including tyres and
                                  suspension components, but excluding vehicle protuberances, on to a plane per-
                                  pendicular to both the longitudinal plane of the vehicle and the surface upon
                                  which the vehicle is positioned. Measurements of this area shall be computed to
                                  the nearest hundredth of a square metre using a method approved in advance by
                                  the administrator.
                   P=             the protuberance power correction factor from Table 1 of this paragraph (horse-
                                  power)
                   W=             vehicle equivalent test weight (kg)
                   a=         < 0,43 for fastback-shaped vehicles; =0,50 for all other light-duty vehicles
 ---pagebreak--- 26.9.85                            Official Journal of the European Communities                                      No C 245/21
                 t=           0,0 for vehicles equipped with radical ply tyres = 3 x 10 for all other vehicles
                              A vehicle is considered to have a fastback shape if the rearward projection of that
                              portion of the rear surface (A2) which slopes at an angle of less than 20° from the
                              horizontal is at least 25 % as large as the vehicle reference frontal area. In addition,
                              this surface must be smooth, continuous, and free from any local transitions
                               greater than 4°. An example of a fastback shape is presented in Figure 1.
                                             Side view                      a < 20°                   Rear view
                                                                          A2 > 0,25 A
                                                                 Figure 1
                                                         TABLE 1
                              Protuberance power, P, versus total protuberance frontal area, A2
                                          A                                                  P
                                                                                       (horsepower)
                 A 0,30                                                                    0,0
                 0,30 A    0,60                                                              ,40
                 0,60 A    0,90                                                              ,70
                 0,90 A    1,20                                                             1,00
                 1,20 A    1,50                                                             1,30
                 1,50 A    1,80                                                             1,50
                 1,80 A    2,10                                                             1,90
                 2,10A     2,40                                                            2,20
                 2,40 A    2,70                                                            2,50
                 2,70 A    3,00                                                            2,80
                 3,00 A                                                                     3,10
                 The protuberance frontal area, A2, is defined in a manner analogous to the definition of the
                 vehicle reference frontal area, i. e. the total area of the orthogonal projections of the vehicle
                 mirrors, hand ornaments, roof racks, and other protuberance onto a plane(s) perpendicular to
                 both the longitudinal plane of the vehicle and the surface upon which the vehicle is positioned.
                 A protuberance is defined as any fixture attached to the vehicle protruding more than 2,54 cm
                 from the vehicle surface and having a projected area greater than 0,00093 m2 with the area cal-
                 culated by a method approved in advance by the administrator. Included in the total protuber-
                 ance frontal area shall be all fixtures which occur as standard equipment. The area of any
                 optional equipment shall also be included if it is expected that more than 33 % of the car line
                 sold will be equipped with this option.
        3.3.2.2. The dynamometer power absorber setting for light-duty vehicles shall be rounded to the nearest
                 0,1 kilowatt.
        3.3.2.3. For light-duty vehicles to be tested on a single, large roll dynamometer.
                                                                      W
                  PA (kW) =      aA + P + (5,0 x 10-4 + 0,33 t                0,746
                                                                    0,454
                  All symbols in the above equation are defined in paragraph 3.3.2.1 of this section.
 ---pagebreak--- No C 245/22                        Official Journal of the European Communities                        26. 9. 85
                                                         APPENDIX 3
               RESISTANCE TO PROGRESS OF A VEHICLE — MEASUREMENT METHOD ON THE
                              ROAD SIMULATION ON A CHASSIS DYNAMOMETER
                                                  id. Appendix 3, Annex III
                                                         APPENDIX 4
                           VERIFICATION OF INERTIAS OTHER THAN MECHANICAL
                                                  id. Appendix 4, Annex III
                                                         APPENDIX 5
                                    DEFINITION OF GAS SAMPLING SYSTEMS
                     id. Appendix 5, Annex III, but six bags (instead of two) are necessary on the CVS
                                                         APPENDIX 6
                                  METHOD OF CALIBRATING THE EQUIPMENT
                                                 id. Appendix 6, Annex III
                                                         APPENDIX 7
                                           TOTAL SYSTEM VERIFICATION
                                                 id. Appendix 7, Annex III
                                                         APPENDIX 8
                         CALCULATION OF THE MASS EMISSIONS OF POLLUTANTS
          The mass emissions of pollutants are calculated by the following equation:
                                                                      MiHT +   M
                                         M| = 0 , 4 3 ^ ^ f + 0,57                "
                                                     bCT + S s         SHT  "I" S s
          where:
          Mj     = mass emission of the pollutant i in grams per test
          MicT   = mass emission of the pollutant i in grams during the first phase (transient cold)
          MJHT = mass emission of the pollutant i in grams during the last phase (transient hot)
          Mis    = mass emission of the pollutant i in grams during the second phase (stabilized)
          ScT    = distance (in km) which has been run during the first phase
 ---pagebreak--- 26. 9. 85                             Official Journal of the European Communities                                   No C 245/23
            SHT    = distance (in km) which has been run during the last phase
            Ss     = distance (in km) which has been run during the second phase
            The mass emissions of pollutants are calculated by means of the following:
                                                 Mi-V^xQiXkHxQxlO-6
            where:
            Mi     = mass emission of the pollutant i in grams per phase
                   =   volume of the diluted exhaust gas expressed in litres per phase and corrected to standard con-
                      ditions (273,2 K and 101,33 kPa)
            Qi     — density of the pollutant i in grams per litres at normal temperature and pressure (273,2 K and
                       101,33 kPa)
            kH     =   humidity correction factor used for the calculation of the mass emissions of oxides of nitro-
                      gen. There is no humidity correction for HC and CO
            Q      =   concentration of the pollutant i in the diluted exhaust gas expressed in ppm and corrected by
                      the amount of the pollutant i contained in the dilution air
            1.   VOLUME DETERMINATION
            1.1.
            1.2. id 1.1 to 1.3 Appendix 8, Annex III (but replace 'test' by 'phase').
            1.3.
            2.   CALCULATION OF THE CORRECTED CONCENTRATION OF POLLUTANTS IN
                  THE SAMPLING BAG
                 id 2. Appendix 8, Annex III.
            3.   DETERMINATION OF THE NO-HUMIDITY CORRECTION FACTOR
                 id 3 Appendix 8, Annex III.
            4.   HC MEASUREMENTS WITH DIESEL ENGINES
            4.1. id 4.3 Appendix 8, Annex III.
                              Proposal for a Council Directive on the dumping of waste at sea
                                                       COM(85) 373 final
                              (Submitted by the Commission to the Council on 13 August 1985)
                                                          (85/C 245/02)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,                              Governments of the Member States meeting within the
                                                                      Council of 22 November 1973, calls for the implemen-
Having regard to the Treaty establishing the European
Economic Community, and in particular Articles 100                    tation of a European Community action programme on
and 235 thereof,                                                      the environment (');
Having regard to the proposal from the Commission,
Having regard to the opinion of the European Parlia-                  Whereas this action programme was renewed and
ment,                                                                 extended for 1977 to 1981 and 1982 to 1986 by the reso-
Having regard to the opinion of the Economic and                      lutions of the Council and of the Representatives of the
Social Committee,
Whereas the Declaration of the Council of the Euro-
pean Communities and of the Representatives of the                    (')  OJ No C 112,20. 12. 1973, p. 1.