185 tal-2011

L.N. 185 of 2011

ENVIRONMENT AND DEVELOPMENT PLANNING ACT

(CAP. 504)

Measures against the Emission of Gaseous and Particulate

Pollutants from Internal Combustion Engines (Non-road

Mobile Machinery) (Amendment) Regulations, 2011

BY VIRTUE of the powers conferred by articles 61 and 62

of the Environment and Development Planning Act, the Prime

Minister has made the following regulations:-

(1) The title of these regulations is the Measures against Citation.

the Emission of Gaseous and Particulate Pollutants from Internal L.N. 229 of 2001.

Combustion Engines (Non-road Mobile Machinery) (Amendment)

Regulations, 2011 and they shall be read and construed as one with

the Measures against the Emission of Gaseous and Particulate

Pollutants from Internal Combustion Engines (Non-road Mobile

Machinery) Regulations, 2001 hereinafter referred to as “the

principal regulations”.

(2) These regulations implement the provisions

of Directive 2010/26/EC of the European Parliament and of the

Council of 31st March 2010 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.

In regulation 2 of the principal regulations, for the Amends regulation

definition “competent authority” there shall be substituted the 2 of the principal

following:-

“ “competent authority” means the Malta Standards

Authority;”.

Immediately after section 7 in Annex 1 to the principal Amends Annex

regulations, there shall be added the following new section

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Official Journal of the European Union

ANNEX I

The following section 8 is added to Annex I to Directive 97/68/EC

TYPE APPROVAL REQUIREMENTS FOR STAGES IIIB AND IV

This section shall apply to the type-approval of electronically controlled engines, which uses electronic control to

determine both the quantity and timing of injecting fuel (hereafter “engine”). This section shall apply irrespective

of the technology applied to such engines to comply with the emission limit values set out in sections 4.1.2.5

and 4.1.2.6 of this Annex.

Definitions

For the purpose of this section, the following definitions shall apply

“emission control strategy” means a combination of an emission control system with one base emission control

strategy and with one set of auxiliary emission control strategies, incorporated into the overall design of an

engine or non-road mobile machinery into which the engine is installed.

“reagent” means any consumable or non-recoverable medium required and used for the effective operation of the

exhaust after-treatment system.

General requirements

Requirements for base emission control strategy

3.1.1. The base emission control strategy, activated throughout the speed and torque operating range of the engine,

shall be designed as to enable the engine to comply with the provisions of this Directive

8.3.1.2. Any base emission control strategy that can distinguish engine operation between a standardised type approval

test and other operating conditions and subsequently reduce the level of emission control when not operating

under conditions substantially included in the type approval procedure is prohibited.

Requirements for auxiliary emission control strategy

8.3.2.1. An auxiliary emission control strategy may be used by an engine or a non-road mobile machine, provided that

the auxiliary emission control strategy, when activated, modifies the base emission control strategy in response to

a specific set of ambient and/or operating conditions but does not permanently reduce the effectiveness of the

emission control system

(a) where the auxiliary emission control strategy is activated during the type approval test, sections 8.3.2.2 and

8.3.2.3 shall not apply;

(b) where the auxiliary emission control strategy is not activated during the type approval test, it must be

demonstrated that the auxiliary emission control strategy is active only for as long as required for the

purposes identified in section 8.3.2.3.

8.3.2.2. The control conditions applicable to this section are all of the following

(a) an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa);

(b) an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C);

(c) the engine coolant temperature above 343 K (70 °C).

Where the auxiliary emission control strategy is activated when the engine is operating within the control

conditions set out in points (a), (b) and (c), the strategy shall only be activated exceptionally.

8.3.2.3. An auxiliary emission control strategy may be activated in particular for the following purposes

(a) by onboard signals, for protecting the engine (including air-handling device protection) and/or non-road

mobile machine into which the engine is installed from damage;

(b) for operational safety and strategies;

(c) for prevention of excessive emissions, during cold start or warming-up, during shut-down;

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Official Journal of the European Union

B

(d) if used to trade-off the control of one regulated pollutant under specific ambient or operating conditions, for

maintaining control of all other regulated pollutants, within the emission limit values that are appropriate for

the engine concerned. The purpose is to compensate for naturally occurring phenomena in a manner that

provides acceptable control of all emission constituents.

8.3.2.4. The manufacturer shall demonstrate to the technical service at the time of the type-approval test that the

operation of any auxiliary emission strategy complies with the provisions of section 8.3.2. The demonstration

shall consist of an evaluation of the documentation referred to in section 8.3.3.

8.3.2.5. Any operation of an auxiliary emission control strategy not compliant with section 8.3.2 is prohibited.

Documentation requirements

8.3.3.1. The manufacturer shall provide an information folder accompanying the application for type-approval at the

time of submission to the technical service, which ensures access to any element of design and emission control

strategy and the means by which the auxiliary strategy directly or indirectly controls the output variables. The

information folder shall be made available in two parts

(a) the documentation package, annexed to the application for type-approval, shall include a full overview of the

emission control strategy. Evidence shall be provided that all outputs permitted by a matrix, obtained from

the range of control of the individual unit inputs, have been identified. This evidence shall be attached to the

information folder as referred to in Annex II;

(b) the additional material, presented to the technical service but not annexed to the application for type-

approval, shall include all the modified parameters by any auxiliary emission control strategy and the

boundary conditions under which this strategy operates and in particular

(i) a description of the control logic and of timing strategies and switch points, during all modes of

operation for the fuel and other essential systems, resulting in effective emissions control (such as

exhaust gas recirculation system (EGR) or reagent dosing);

(ii) a justification for the use of any auxiliary emission control strategy applied to the engine, accompanied

by material and test data, demonstrating the effect on exhaust emissions. This justification may be based

on test data, sound engineering analysis, or a combination of both;

(iii) a detailed description of algorithms or sensors (where applicable) used for identifying, analysing, or

diagnosing incorrect operation of the NO x control system;

(iv) the tolerance used to satisfy the requirements in section 8.4.7.2, regardless of the used means.

8.3.3.2. The additional material referred to in point (b) of section 8.3.3.1 shall be treated as strictly confidential. It shall

be made available to the type-approval authority on request. The type-approval authority shall treat this material

as confidential.

Requirements to ensure correct operation of NO x control measures

The manufacturer shall provide information that fully describes the functional operational characteristics of the

NO x control measures using the documents set out in section 2 of Appendix 1 to Annex II and in section 2 of

Appendix 3 to Annex II.

If the emission control system requires a reagent, the characteristics of that reagent, including the type of reagent,

information on concentration when the reagent is in solution, operational temperature conditions and reference

to international standards for composition and quality must be specified by the manufacturer, in section 2.2.1.13

of Appendix 1 and in section 2.2.1.13 of Appendix 3 to Annex II.

The engine emission control strategy shall be operational under all environmental conditions regularly pertaining

in the territory of the Community, especially at low ambient temperatures.

The manufacturer shall demonstrate that the emission of ammonia during the applicable emission test cycle of

the type approval procedure, when a reagent is used, does not exceed a mean value of 25 ppm.

If separate reagent containers are installed on or connected to a non-road mobile machine, means for taking a

sample of the reagent inside the containers must be included. The sampling point must be easily accessible

without requiring the use of any specialised tool or device.

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Official Journal of the European Union

Use and maintenance requirements

8.4.6.1. The type approval shall be made conditional, in accordance with Article 4(3), upon providing to each operator of

non-road mobile machinery written instructions comprising the following

(a) detailed warnings, explaining possible malfunctions generated by incorrect operation, use or maintenance of

the installed engine, accompanied by respective rectification measures;

(b) detailed warnings on the incorrect use of the machine resulting in possible malfunctions of the engine,

accompanied by respective rectification measures;

(c) information on the correct use of the reagent, accompanied by an instruction on refilling the reagent

between normal maintenance intervals;

(d) a clear warning, that the type-approval certificate, issued for the type of engine concerned, is valid only when

all of the following conditions are met

(i) the engine is operated, used and maintained in accordance with the instructions provided;

(ii) prompt action has been taken for rectifying incorrect operation, use or maintenance in accordance with

the rectification measures indicated by the warnings referred to in point (a) and (b);

(iii) no deliberate misuse of the engine has taken place, in particular deactivating or not maintaining an EGR

or reagent dosing system.

The instructions shall be written in a clear and non-technical manner using the same language as is used in the

operator’s manual on non-road mobile machinery or engine.

Reagent control (where applicable)

8.4.7.1. The type approval shall be made conditional, in accordance with the provisions of section 3 of Article 4, upon

providing indicators or other appropriate means, according to the configuration of the non-road mobile

machinery, informing the operator on

(a) the amount of reagent remaining in the reagent storage container and by an additional specific signal, when

the remaining reagent is less than 10 % of the full container’s capacity;

(b) when the reagent container becomes empty, or almost empty;

(c) when the reagent in the storage tank does not comply with the characteristics declared and recorded in

section 2.2.1.13 of Appendix 1 and section 2.2.1.13 of Appendix 3 to Annex II, according to the installed

means of assessment.

(d) when the dosing activity of the reagent is interrupted, in cases other than those executed by the engine ECU

or the dosing controller, reacting to engine operating conditions where the dosing is not required, provided

that these operating conditions are made available to the type approval authority.

8.4.7.2. By the choice of the manufacturer the requirements of reagent compliance with the declared characteristics and

the associated NO x emission tolerance shall be satisfied by one of the following means

(a) direct means, such as the use of a reagent quality sensor.

(b) indirect means, such as the use of a NO x sensor in the exhaust to evaluate reagent effectiveness.

(c) any other means, provided that its efficacy is at least equal to the one resulting by the use of the means of

points (a) or (b) and the main requirements of this section are maintained.’

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Official Journal of the European Union

4. Annex II to the principal regulations shall be amended as Amends Annex

II to the principal

follows

regulations.

ANNEX II

(a) 97/68/EC

instead is amended

of section

2 of Appendix 1 thereto, there

Annex II to Directive

as follows

shall be susbsituted the following

1. Section 2 of Appendix 1 is replaced by the following

MEASURES TAKEN AGAINST AIR POLLUTION

Device for recycling crankcase gases: yes/no (*) ............................................................................................................

Additional anti-pollution devices (if any, and if not covered by another heading)

Catalytic converter: yes/no (*)

Make(s): ................................................................................................

Type(s): ................................................................................................

Number of catalytic converters and elements ................................................................................................

Dimensions- and volume of the catalytic converter(s): ........................................................................................

Type of catalytic action: ................................................................................................

Total charge of precious metals: ........................................................................................................................................

Relative concentration: ................................................................................................

Substrate (structure and material): .....................................................................................................................................

Cell density: ........................................................................................

Type of casing for the catalytic converter(s): ................................................................................................

Location of the catalytic converter(s) (place(s) and maximum/minimum distance(s) from engine): ............

Normal operating range (K): ................................................................................................

Consumable reagent (where appropriate): ................................................................................................

2.2.1.13.1. Type and concentration of reagent needed for catalytic action: .............................................................................

2.2.1.13.2. Normal operational temperature range of reagent: ......................................................................................................

2.2.1.13.3. International standard (where appropriate): ................................................................................................

NO x sensor: yes/no (*)

Oxygen sensor: yes/no (*)

Make(s): ................................................................................................

Type: ................................................................................................................................................................

Location: ..............................................................................................

Air injection: yes/no (*)

Type (pulse air, air pump, etc.): ................................................................................................

EGR: yes/no (*)

Characteristics (cooled/uncooled, high pressure/low pressure, etc.): ........................................................................

Particulate trap: yes/no (*)

Dimensions and capacity of the particulate trap: .........................................................................................................

Type and design of the particulate trap: ................................................................................................

Location (place(s) and maximum/minimum distance(s) from engine): ..................................................................

Method or system of regeneration, description and/or drawing: ............................................................................

Normal operating temperature (K) and pressure (kPa) range: ..................................................................................

Other systems: yes/no (*)

Description and operation: ................................................................................................

(*) Strike out what does not apply.’

Official Journal of the European Union

(b) instead of section 2 of Appendix 3 thereto, there shall

be substituted the following

2. Section 2 of Appendix 3 is replaced by the following

MEASURES TAKEN AGAINST AIR POLLUTION

Device for recycling crankcase gases: yes/no (*) ............................................................................................................

Additional anti-pollution devices (if any, and if not covered by another heading)

Catalytic converter: yes/no (*)

Make(s): ................................................................................................

Type(s): ................................................................................................

Number of catalytic converters and elements ................................................................................................

Dimensions- and volume of the catalytic converter(s): ........................................................................................

Type of catalytic action: ................................................................................................

Total charge of precious metals: ........................................................................................................................................

Relative concentration: ................................................................................................

Substrate (structure and material): .....................................................................................................................................

Cell density: ........................................................................................

Type of casing for the catalytic converter(s): ................................................................................................

Location of the catalytic converter(s) (place(s) and maximum/minimum distance(s) from engine): ............

Normal operating range (K) .................................................................................................................................................

Consumable reagent (where appropriate): ................................................................................................

2.2.1.13.1. Type and concentration of reagent needed for catalytic action: .............................................................................

2.2.1.13.2. Normal operational temperature range of reagent: ......................................................................................................

2.2.1.13.3. International standard (where appropriate): ................................................................................................

NO x sensor: yes/no (*)

Oxygen sensor: yes/no (*)

Make(s): ................................................................................................

Type: ................................................................................................................................................................

Location: ..............................................................................................

Air injection: yes/no (*)

Type (pulse air, air pump, etc.): ................................................................................................

EGR: yes/no (*)

Characteristics (cooled/uncooled, high pressure/low pressure, etc.): ........................................................................

Particulate trap: yes/no (*)

Dimensions and capacity of the particulate trap: .........................................................................................................

Type and design of the particulate trap: ................................................................................................

Location (place(s) and maximum/minimum distance(s) from engine): ..................................................................

Method or system of regeneration, description and/or drawing: ............................................................................

Normal operating temperature (K) and pressure (kPa) range: ..................................................................................

Other systems: yes/no (*)

Description and operation: ................................................................................................

(*) Strike out what does not apply.’

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Official Journal of the European Union

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Official Journal of the European Union

B

ANNEX III

5. Annex III to the principal regulations

ANNEX III shall be amended

Amends Annex III to the

principal regulations.

as follows

Annex III to Directive 97/68/EC is amended as follows

Annex III to Directive 97/68/EC is amended as follows

(a) instead of section 1.1 of Annex III thereto, there

1. Section 1.1 is replaced by the following

1. Section shall

1.1 is be

substituted

the following

replaced

by the following

‘1.1. This Annex describes the method of determining emissions of gaseous and particulate pollutants from the engine

‘1.1. to This

be Annex

tested. describes the method of determining emissions of gaseous and particulate pollutants from the engine

to be tested.

The following test cycles shall apply

The following test cycles shall apply

— the NRSC (non-road steady cycle) appropriate for the equipment specification which shall be used for the

— measurement

the NRSC (non-road

steady cycle)

appropriate

for the

equipment specification

which shall

be used for for

the

of the emissions

of carbon

monoxide,

hydrocarbons,

oxides of nitrogen

and particulates

measurement

I, II, IIIA, of IIIB

the and

emissions

IV of of engines

carbon described

monoxide,

in hydrocarbons,

points (i) and oxides

(ii) of of

nitrogen

1.A and

particulates

for

stages

section

of Annex

I, and

stages I, II, IIIA, IIIB and IV of engines described in points (i) and (ii) of section 1.A of Annex I, and

— the NRTC (non-road transient cycle) which shall be used for the measurement of the emissions of carbon

— monoxide,

the NRTC hydrocarbons,

(non-road transient

oxides cycle)

which and

shall particulates

be used for for the stages

measurement

of of

the engines

emissions

of carbon

of nitrogen

IIIB and IV

described

in

monoxide,

hydrocarbons,

oxides of

I, nitrogen and particulates for stages IIIB and IV of engines described in

point

(i) of section

1.A of Annex

point (i) of section 1.A of Annex I,

— for engines intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 8178-

— 4:2002

for engines

intended

to be used

( 2 ) in

inland Annex

waterway

vessels

the ISO

shall test

be procedure

as specified by ISO 8178-

and IMO

( 1 ) MARPOL

73/78,

VI (NO

x Code)

used,

4:2002 and IMO ( 1 ) MARPOL ( 2 ) 73/78, Annex VI (NO x Code) shall be used,

— for engines intended for propulsion of railcars an NRSC shall be used for the measurement of gaseous and

— particulate

for engines

intended for

for stage

propulsion

of for

railcars

stage an IIIB,

NRSC shall be used for the measurement of gaseous and

pollutants

IIIA and

particulate pollutants for stage IIIA and for stage IIIB,

— for engines intended for propulsion of locomotives an NRSC shall be used for the measurement of gaseous

— and

for particulate

engines intended

for propulsion

of and

locomotives

for stage an IIIB.

NRSC shall be used for the measurement of gaseous

pollutants

for stage IIIA

and particulate pollutants for stage IIIA and for stage IIIB.

( 1 ___________

) IMO: International Maritime Organisation.

( 2 ( ) 1 ) MARPOL

IMO: International

Maritime

Organisation.

International

Convention

for the Prevention of Pollution from Ships.’

( 2 ) MARPOL: International Convention for the Prevention of Pollution from Ships.’

(b) instead of section 1.3.2 of Annex III thereto,

2. Section 1.3.2 is replaced by the following

2. Section there

1.3.2 shall

be by

substituted

the following: the following

is replaced

‘1.3.2. NRTC test

‘1.3.2. NRTC test

The prescribed transient test cycle, based closely on the operating conditions of diesel engines installed in non-

The machinery,

prescribed transient

test cycle, based closely on the operating conditions of diesel engines installed in non-

road

is run twice

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,

the first time after

(cold treatment

start) after

the engine

and all has

soaked engine

to room

temperature

devices and

the engine

coolant 20 and

and oil

systems

auxiliary

control

are stabilised

between

temperatures,

after treatment systems and all auxiliary engine control devices are stabilised between 20 and

°C,

30 °C,

— the second time (hot start) after a twenty-minute hot soak that commences immediately after the

— completion

the second of time

(hot start

start) cycle.

after a twenty-minute hot soak that commences immediately after the

the cold

completion of the cold start cycle.

During this test sequence the above pollutants shall be examined. The test sequence consists of a cold start

During

this test

sequence

the above

pollutants

of the shall

be examined.

a hot soak The

test and

sequence

consists

cycle, of resulting

a cold start

cycle

following

natural

or forced

cool-down

engine,

period

a hot start

in

a cycle

following

natural calculation.

or forced cool-down

Using the of engine

the engine,

torque a and

hot speed

soak period

and signals

a hot start

cycle,

resulting

dyna­ in

composite

emissions

feedback

of the

engine

a composite

emissions

shall calculation.

Using

with the

engine to torque

and of speed

feedback

signals

of the

engine

dyna­

mometer,

the power

be integrated

respect

the time

the cycle,

resulting

in the

work

produced

by mometer,

the over

power

the shall

be The

integrated

with respect

to the

time of

the cycle, resulting

shall be in

the work over

produced

the engine

cycle.

concentrations

of the

gaseous

components

determined

the

by the

engine

over

raw the

cycle. gas

The by concentrations

integration of of

the the

gaseous

components

shall with

be determined

Appendix 3 over

the

cycle,

either

in the

exhaust

analyser

signal

in accordance

to this

cycle, either

in the

raw exhaust

exhaust gas

gas by

of integration

of the dilution

analyser system

signal by

in accordance

integration with

or by Appendix

3 to this

Annex,

or in the

diluted

a CVS full-flow

bag sampling

in

Annex, or with

in the

diluted exhaust

3 to this gas

of a CVS

full-flow dilution

system by sample

integration

or collected

by bag sampling

from the in

accordance

Appendix

Annex.

For particulates,

a proportional

shall be

accordance

with

gas Appendix

3 to this

filter Annex.

For particulates,

a proportional

sample

shall be Depending

collected from

the

diluted

exhaust

on a specified

by either

partial flow dilution

or full-flow

dilution.

on the

diluted used,

exhaust

the gas

on a or specified

filter

by either

partial

rate flow

shall dilution

or full-flow

over dilution.

the cycle Depending

on the

the

method

diluted

undiluted

exhaust

gas flow

be determined

to calculate

method

used, values

the diluted

or pollutants.

undiluted exhaust

gas emission

flow rate values

shall be

determined

be related over

the engine

cycle to work

calculate

the

mass

emission

of the

The mass

shall

to the

to give

mass

emission

values

of the emitted

pollutants.

per The

mass emission values shall be related to the engine work to give

the

grams

of each

pollutant

kilowatt-hour.

the grams of each pollutant emitted per kilowatt-hour.

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Official Journal of the European Union

Emissions (g/kWh) shall be measured VERŻJONI

during both the ELETTRONIKA

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 limits.’

(c) instead of section 3.7.1 of Annex III thereto, there

3. Section 3.7.1 is replaced by the shall

be substituted the following

following

Equipment specification according to section 1.A of Annex I

3.7.1.1. S p e c i f i c a t i o n A

For engines covered by points (i) and (iv) of section 1.A of Annex I, the following 8-mode cycle ( 1 ) shall be

followed in dynamometer operation on the test engine

Engine speed

Load

Mode No

Weighting factor

(r/min)

(%)

Rated or reference (*)

0,15

Rated or reference (*)

0,15

Rated or reference (*)

0,15

Rated or reference (*)

0,10

Intermediate

0,10

Intermediate

0,10

Intermediate

0,10

Idle

—

0,15

(*) Reference speed is defined in section 4.3.1 of Annex III.

3.7.1.2. S p e c i f i c a t i o n B

For engines covered by point (ii) of section 1.A of Annex I, the following 5-mode cycle ( 2 ) shall be followed

in dynamometer operation on the test engine

Engine speed

Load

Mode No

Weighting factor

(r/min)

(%)

Rated

0,05

Rated

0,25

Rated

0,30

Rated

0,30

Rated

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 main­

tenance being carried out as prescribed by the manufacturer.

3.7.1.3. S p e c i f i c a t i o n C

For propulsion engines ( 3 ) intended to be used in inland waterway vessels the ISO test procedure as specified

by ISO 8178-4:2002 and IMO MARPOL 73/78, Annex VI (NO x Code) shall be used.

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Official Journal of the European Union

B

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.

Engine speed

Load

Mode No

Weighting factor

(r/min)

(%)

100 % (Rated)

0,20

91 %

0,50

80 %

0,15

63 %

0,15

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

tested on a dynamometer using the following 4-mode steady-state cycle ( 5 ) characterised by the same load and

weighting factors as the above cycle, but with engine operated in each mode at rated speed

Engine speed

Load

Mode No

Weighting factor

(r/min)

(%)

Rated

0,20

Rated

0,50

Rated

0,15

Rated

0,15

3.7.1.4. S p e c i f i c a t i o n D

For engines covered by point (v) of section 1.A of Annex I, the following 3-mode cycle ( 6 ) shall be followed

in dynamometer operation on the test engine

Engine speed

Load

Mode No

Weighting factor

(r/min)

(%)

Rated

0,25

Intermediate

0,15

Idle

—

0,60

( 1 ) Identical with C1 cycle as described in paragraph 8.3.1.1 of ISO 8178-4:2007 standard (corrected version

2008-07-01).

( 2 ) Identical with D2 cycle as described in paragraph 8.4.1 of the ISO 8178-4: 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.

( 4 ) Identical with E3 cycle as described in Sections 8.5.1, 8.5.2 and 8.5.3 of the ISO 8178-4: 2002(E) standard. The

four modes lie on an average propeller curve based on in-use measurements.

( 5 ) Identical with E2 cycle as described in Sections 8.5.1, 8.5.2 and 8.5.3 of the ISO 8178-4: 2002(E) standard.

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

VERŻJONI

ELETTRONIKA

EN EN

Official

Journal

of of

the the

European

Union

Official

Journal

European

Union

(d) instead of section 4.3.1 of Annex III thereto, there

4.3.1

is is

replaced

by by

the the

following

shall be substituted the following

Section

4.3.1

replaced

following

‘4.3.1. Reference

speed

Reference

speed

The

reference

speed

(n ref

(n ) ref corresponds

to to the the

% % normalised

speed

values

specified

in in the the

engine

engine dyna­

The reference

speed

) corresponds

normalised

speed

values

specified

dyna­

mometer

schedule

of of

Appendix

4 of

Annex

III. III.

The

actual

engine

cycle

resulting

from

denormalisation

to to

the the

mometer

schedule

Appendix

4 of

Annex

The

actual

engine

cycle

resulting

from

denormalisation

reference

reference speed depends largely on selection of the proper reference speed. The reference speed shall be be

speed

depends

largely

on

selection

of

the

proper

reference

speed.

The

reference

speed

shall

determined

by by

the the

following

formula

determined

following

formula

n ref n = low

speed

+ 0,95

x (high

speed

– low

speed)

= low

speed

+ 0,95

x (high

speed

– low

speed)

ref

(the

high

speed

is the

highest

engine

speed

where

70 70

% %

of of

the the

rated

power

is delivered,

while

the the

low

speed

is is

(the

high

speed

is the

highest

engine

speed

where

rated

power

is delivered,

while

low

speed

the the

lowest

engine

speed

where

50 50

% %

of of

the the

rated

power

is is

delivered).

lowest

engine

speed

where

rated

power

delivered).

If the

measured

reference

speed

is is

within

+/– +/–

3 %

of of

the the

reference

speed

as as

declared

by by

the the

manufacturer,

the the

If the

measured

reference

speed

within

3 %

reference

speed

declared

manufacturer,

declared

declared reference

reference speed

speed may

may be be used

used for for the the emissions

test.

If If the the tolerance

is is exceeded,

the the measured

emissions

test.

tolerance

exceeded,

measured

( 1 ). ( 1 ).

reference

speed

shall

be be

used

for for

the the

emissions

test test

reference

speed

shall

used

emissions

is is

consistent

with

the the

ISO

8178-11:2006

standard.’

) This

consistent

with

ISO

8178-11:2006

standard.’

(e) instead of section 4.5 of Annex III thereto, there

shall be substituted the following

4.5 4.5

is is

replaced

by by

the the

following

Section

replaced

following

‘4.5. Emissions

test

run

Emissions

test

run

The

following

flow

chart

outlines

the the

test test

sequence

The following flow

chart

outlines

sequence

One

or or

more

practice

cycles

may

be be

run run

as as

necessary

to to

check

engine,

test test

cell cell

and and

emissions

systems

before

One

more

practice

cycles

may

necessary

check

engine,

emissions

systems

before

the the

measurement

cycle.

measurement

cycle.

EN

Official Journal of the European Union

B

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.

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.

Starting the dilution system

The dilution system shall be started. 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).

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.

Checking the analysers

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

Cool-down requirements

A natural or forced cool-down procedure may be applied. For forced cool-down, good engineering judgement

shall be used to set up systems to send cooling air across the engine, to send cool oil through the engine

lubrication system, to remove heat from the coolant through the engine cooling system, and to remove heat

from an exhaust after-treatment system. In the case of a forced after-treatment cool down, cooling air shall

not be applied until the after-treatment system has cooled below its catalytic activation temperature. Any

cooling procedure that results in unrepresentative emissions is not permitted.

The cold start cycle exhaust emission test may begin after a cool-down only when the engine oil, coolant and

after-treatment temperatures are stabilised between 20 °C and 30 °C for a minimum of 15 minutes.

Cycle run

4.5.7.1. C o l d s t a r t c y c l e

The test sequence shall commence with the cold start cycle at the completion of the cool-down when all the

requirements specified in section 4.5.6 are met.

The engine shall be started according to the starting procedure recommended by the manufacturer in the

owner's manual, using either a production starter motor or the dynamometer.

As soon as it is determined that the engine is started, start a “free idle” timer. Allow the engine to idle freely

with no-load for 23 ± 1 s. Begin the transient engine cycle such that the first non-idle record of the cycle

occurs at 23 ± 1 s. The free idle time is included in the 23 ± 1 s.

The test shall be performed according to the reference cycle as set out in Annex III, Appendix 4. Engine speed

and torque command set points shall be issued at 5 Hz (10 Hz recommended) or greater. The set points shall

be calculated by linear interpolation between the 1 Hz set points of the reference cycle. Feedback engine speed

and torque shall be recorded at least once every second during the test cycle, and the signals may be

electronically filtered.

EN

Official Journal of the European Union

4.5.7.2. A n a l y s e r r e s p o n s e

At the start of the engine 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,

— 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,

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

If raw exhaust measurement is used, the emission concentrations (HC, CO and NO x ) 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 NO x shall be measured continuously in the dilution tunnel with

a frequency of at least 2 Hz. The average concentrations shall be determined by integrating the 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 necessary. CO and CO 2 shall be determined

by integration or by analysing the concentrations in the sample bag collected over the cycle. The concen­

trations 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).

4.5.7.3. P a r t i c u l a t e s a m p l i n g

At the start of the engine the particulate sampling system shall be switched from by-pass to collecting

particulates.

If a partial flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through

the particulate sample probe or transfer tube is maintained proportional to the exhaust mass flow rate.

If a full flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the

particulate sample probe or transfer tube is maintained at a value within ± 5 % of the set flow rate. If flow

compensation (i.e. proportional control of sample flow) is used, it must be demonstrated that the ratio of

main tunnel flow to particulate sample flow does not change by more than ± 5 % of its set value (except for

the first 10 seconds of sampling).

NOTE: For double dilution operation, sample flow is the net difference between the flow rate through the

sample filters and the secondary dilution airflow rate.

The average temperature and pressure at the gas meter(s) or flow instrumentation inlet shall be recorded. If

the set flow rate cannot be maintained over the complete cycle (within ± 5 %) because of high particulate

loading on the filter, the test shall be voided. The test shall be rerun using a lower flow rate and/or a larger

diameter filter.

4.5.7.4. E n g i n e s t a l l i n g d u r i n g t h e c o l d s t a r t t e s t c y c l e

If the engine stalls anywhere during the cold start test cycle, the engine shall be preconditioned, then the cool-

down procedure repeated; finally the engine shall be 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.

4.5.7.5. O p e r a t i o n s a f t e r c o l d s t a r t c y c l e

At the completion of the cold start cycle 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.

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.

EN

Official Journal of the European Union

B

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 completion of

the test. They shall be conditioned in a petri dish, which is protected against dust contamination and allows

air exchange, for at least one hour, and then weighed. The gross weight of the filters shall be recorded.

4.5.7.6. H o t s o a k

Immediately after the engine is turned off, the engine cooling fan(s) shall be turned off if used, as well as the

CVS blower (or disconnect the exhaust system from the CVS), if used.

Allow the engine to soak for 20 ± 1 minutes. Prepare the engine and dynamometer for the hot start test.

Connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems.

Start the CVS (if used or not already on) or connect the exhaust system to the CVS (if disconnected). Start the

sample pumps (except the particulate sample pump(s), the engine cooling fan(s) and the data collection

system.

The heat exchanger of the constant volume sampler (if used) and the heated components of any continuous

sampling system(s) (if applicable) shall be preheated to their designated operating temperatures before the test

begins.

Adjust the sample flow rates to the desired flow rate and set the CVS gas flow measuring devices to zero.

Carefully install a clean particulate filter in each of the filter holders and install assembled filter holders in the

sample flow line.

4.5.7.7. H o t s t a r t c y c l e

As soon as it is determined that the engine is started, start a “free idle” timer. Allow the engine to idle freely

with no-load for 23 ± 1 s. Begin the transient engine cycle such that the first non-idle record of the cycle

occurs at 23 ± 1 s. The free idle time is included in the 23 ± 1 s.

The test shall be performed according to the reference cycle as set out in Appendix 4 to Annex III. Engine

speed and torque command set points shall be issued at 5 Hz (10 Hz recommended) or greater. The set points

shall be calculated by linear interpolation between the 1 Hz set points of the reference cycle. Feedback engine

speed and torque shall be recorded at least once every second during the test cycle, and the signals may be

electronically filtered.

The procedure described in previous sections 4.5.7.2 and 4.5.7.3 shall then be repeated.

4.5.7.8. E n g i n e s t a l l i n g d u r i n g t h e h o t s t a r t c y c l e

If the engine stalls anywhere during the hot start cycle, the engine may be shut off and re-soaked for 20

minutes. The hot start cycle may then be rerun. Only one hot re-soak and hot start cycle restart is permitted.

4.5.7.9. O p e r a t i o n s a f t e r h o t s t a r t c y c l e

At the completion of the hot start cycle, 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.

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 completion of

the test. They shall be conditioned in a petri dish, which is protected against dust contamination and allows

air exchange, for at least one hour, and then weighed. The gross weight of the filters shall be recorded.’

VERŻJONI

ELETTRONIKA

B EN 2476

Official Journal

of the European

Union

(f) instead of section 2.1.2.4 of Appendix 3 to Annex III

6. Appendix 3 is amended as follows

thereto, there shall be substituted the following

Official

Journal of the European Union

(a) Section

2.1.2.4 is replaced by the

following

‘2.1.2.4. C a l c u l a t i o n o f t h e s p e c i f i c e m i s s i o n s

6. Appendix 3 is The

amended

specific as emissions

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

ð1=10ÞM gas;cold þ ð9=10ÞM gas;hot

(a) Section 2.1.2.4 is replaced by the following

Individual gas ¼

ð1=10ÞW act;cold þ ð9=10ÞW act;hot

‘2.1.2.4. C a l c u l a t i o n o f t h e s p e c i f i c e m i s s i o n s

where

The

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

ð1=10ÞM gas;cold þ ð9=10ÞM gas;hot

Individual

gas ¼ over the cold start cycle (g)

M gas,cold = total mass of gaseous

pollutant

ð1=10ÞW

þ ð9=10ÞW

act;cold

act;hot

M gas,hot = total mass of gaseous pollutant over the hot start cycle (g)

where

W act,cold = actual cycle work over the cold start cycle as determined in Annex III section 4.6.2 (kWh)

M gas,cold = total mass of gaseous pollutant over the cold start cycle (g)

W act,hot = actual cycle work over the hot start cycle as determined in Annex III section 4.6.2 (kWh)’

M gas,hot = total mass of gaseous pollutant over the hot start cycle (g)

(b) Section 2.1.3.1 is replaced by the following

W act,cold = actual cycle work over the cold start cycle as determined in Annex III section 4.6.2 (kWh)

‘2.1.3.1. C a l c u l a t i o n o f m a s s (g)

e m i instead

of section 2.1.3.1 of Appendix 3 to Annex III

s s i o n

thereto,

there

shall

start be

substituted

the

following

W

= actual

cycle

work and

over

M the

hot

cycle

as determined

in either

Annex

of III

the section

4.6.2

(kWh)’

The

particulate

masses

M PT,cold

(g/test)

shall

be

calculated by

following

methods

act,hot

PT,hot

(b) Section 2.1.3.1

(a) M is ¼

replaced

Ü by

the following

M f

M EDFW

PT

M SAM

1 000

‘2.1.3.1. C a l where

c u l a t i o n o f m a s s e m i s s i o n

The particulate masses M PT,cold and M PT,hot (g/test) shall be calculated by either of the following methods

M PT

= M PT,cold for the cold start cycle

M

Ü M 1 EDFW

(a) M PT ¼ M SAM

f

M PT

= M PT,hot for the hot start cycle

where

M f

= particulate mass sampled over the cycle (mg)

M PT

= M PT,cold for the cold start cycle

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

M PT

= M PT,hot for the hot start cycle

M SAM

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

M f

= particulate mass sampled over the cycle (mg)

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

M EDFW = mass of equivalent diluted exhaust X

gas over the cycle (kg)

1¼n

M EDFW ¼

G EDFW;i Ü

f

M SAM = mass of diluted exhaust gas passing i¼1

the particulate collection filters (kg)

G EDFW;i gas

G EXHW;i

Ü q the

¼ mass

The total mass of equivalent diluted exhaust

over

i cycle shall be determined as follows

1¼n

X

G TOTW;i

M q i EDFW

G EDFW;i Ü

¼ ¼

f

–

G

ðG TOTW;i

Þ

DILW;i

i¼1

G EDFW;i ¼ G EXHW;i Ü q i

where

G TOTW;i

G EDFW,i = instantaneous equivalent diluted

q i ¼ exhaust mass flow rate (kg/s)

ðG TOTW;i – G DILW;i Þ

G EXHW,i = instantaneous exhaust mass flow rate (kg/s)

where

q i

= instantaneous dilution ratio

G EDFW,i = instantaneous equivalent diluted exhaust mass flow rate (kg/s)

G TOTW,i = instantaneous diluted exhaust mass flow rate through dilution tunnel (kg/s)

G EXHW,i = instantaneous exhaust mass flow rate (kg/s)

G DILW,i = instantaneous dilution air mass flow rate (kg/s)

q i

= instantaneous dilution ratio

f

= data sampling rate (Hz)

G TOTW,i = instantaneous diluted exhaust mass flow rate through dilution tunnel (kg/s)

n

= number of measurements

G DILW,i

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

f

= data sampling rate (Hz)

EDFW

EDFW;i

f

i¼1

G EDFW;i ¼ G EXHW;i Ü q i

G TOTW;i

q i ¼

ðG TOTW;i – G DILW;i Þ

B

where

G EDFW,i = instantaneous equivalent diluted exhaust mass flow rate (kg/s)

G EXHW,i = instantaneous exhaust mass flow rate (kg/s)

q i

= instantaneous dilution ratio

G TOTW,i = instantaneous diluted exhaust mass flow rate through dilution tunnel (kg/s)

G DILW,i

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

f

= data sampling rate (Hz)

Official Journal of the European Union

n

= number of measurements

Official Journal of the European Union

M

(b) M PT ¼ r s Ü1 f 000

M

where

(b) M

f

PT ¼ r s Ü1 000

M

PT = M PT,cold for the cold start cycle

where

= M PT,hot

for the hot start cycle

M PT

PT,cold for the cold start cycle

PT

M f PT = particulate

M PT,hot for mass

sampled

over the cycle (mg)

the hot

start cycle

r M s f

average sample

mass ratio

over over

the test

the cycle (mg)

= particulate

sampled

r where

= average sample ratio over the test cycle

s

M SE

M SAM

r s ¼

Ü

where

M EXHW M TOTW

M SE

M SAM

r s ¼

Ü

M

M

= sampled exhaust mass over the cycle (kg) TOTW

EXHW

M SE

=

= total

exhaust

mass mass

flow over

over the

the cycle

cycle (kg)

(kg)

M

M EXHW

sampled

exhaust

SE

M SAM

= mass

of diluted

exhaust

flow gas

over passing

the (kg)

particulate collection filters (kg)

total exhaust

mass

the cycle

EXHW

M TOTW

= mass of diluted exhaust gas passing the dilution

tunnel

(kg) filters (kg)

particulate

collection

SAM

NOTE

M TOTW In = case

of of

the diluted

total sampling

type passing

system, the M SAM

and tunnel

M TOTW (kg)

are identical’

mass

exhaust gas

dilution

(c) Section 2.1.3.3

is replaced

In case by

of the

the following

(h) instead of section 2.1.3.3 of Appendix 3 to Annex

NOTE

total sampling type system, M SAM and M TOTW are identical’

III thereto,

there

shall

be

substituted

s p e c i f i c e m the

i s s i following

‘2.1.3.3.

C a l c u is

l a replaced

t i o n

o by

f t the

h e following

o n s

(c) Section

2.1.3.3

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

‘2.1.3.3. C a l c u l a t i o n o f t h e s p e c i f i c e m i s s i o n s

ð1=10ÞK p;cold Ü M PT;cold þ ð9=10ÞK p;hot Ü M PT;hot

PT ¼ shall be calculated for in the following way

The specific emissions (g/kWh)

ð1=10ÞW act;cold þ ð9=10ÞW act;hot

ð1=10ÞK p;cold Ü M PT;cold þ ð9=10ÞK p;hot Ü M PT;hot

PT ¼

ð1=10ÞW act;cold þ ð9=10ÞW act;hot

where

where

M

= particulate mass over the cold start cycle (g/test)

PT,cold

M PT,hot

= particulate mass over the hot

cold start

start cycle

cycle (g/test)

(g/test)

PT,cold

=

= humidity

particulate correction

mass over factor

for start

particulate

over the cold start cycle

K

M p, PT,hot

the hot

cycle (g/test)

cold

K p,

= humidity correction factor for particulate over the hot

cold start

start cycle

cycle

p, hot

cold

W

= actual

cycle

work over

the for

cold

start cycle

as the

determined

hot start in cycle

section 4.6.2. of Annex III,

K p, act,

humidity

correction

factor

particulate

over

hot cold

(kWh)

W act, cold = actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III,

W act, hot = actual

(kWh) cycle work over the hot start cycle as determined in section 4.6.2. of Annex III,

(kWh)’

W act, hot = actual cycle work over the hot start cycle as determined in section 4.6.2. of Annex III,

(d) Section 2.2.4 is replaced

by the following

(kWh)’

‘2.2.4. Calculation

of the specific

by the emissions

(d) Section

2.2.4 is replaced

following

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

‘2.2.4. Calculation of the specific emissions

ð1=10ÞM gas;cold þ ð9=10ÞM gas;hot

PT,hot

K p, cold

= humidity correction factor for particulate over the cold start cycle

K p, hot

= humidity correction factor for particulate over the hot start cycle

W act, cold = actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III,

(kWh)

(i) instead of section 2.2.4 of Appendix 3 to Annex III

W act, hot = actual cycle work over the hot start cycle as determined in section 4.6.2. of Annex III,

(kWh)’

thereto, there shall be substituted the following

(d) Section 2.2.4 is replaced by the following

‘2.2.4. Calculation of the specific emissions

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

ð1=10ÞM gas;cold þ ð9=10ÞM gas;hot

Individual gas ¼

ð1=10ÞW act;cold þ ð9=10ÞW act;hot

where

M gas,cold = total mass of gaseous pollutant over the cold start cycle (g)

M gas,hot = total mass of gaseous pollutant over the hot start cycle (g)

W act,cold = actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III (kWh)

W act,hot = actual cycle work over the hot start cycle as determined in section 4.6.2. of Annex III. (kWh)’

Official Journal of the European Union

L 86/45

(j) instead of section 2.2.5.1 of Appendix 3 to Annex III

thereto, there shall be substituted the following

(e) Section 2.2.5.1 is replaced by the following

‘2.2.5.1. C a l c u l a t i o n o f t h e m a s s f l o w

The particulate masses M PT,cold and M PT,hot (g/test) shall be calculated as follows

M f

M TOTW

M PT ¼

Ü

M SAM 1 000

where

M PT

= M PT,cold for the cold start cycle

M PT

= M PT,hot for the hot start cycle

M f

= particulate mass sampled over the cycle (mg)

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

M SAM

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

and,

M f

= M f,p + M f,b , if weighed separately (mg)

M f,p = particulate mass collected on the primary filter (mg)

M f,b = 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.

M SAM = M TOT – M SEC

where,

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

M SEC = mass of secondary dilution air (kg)

If the particulate background level of the dilution air is determined in accordance with section 4.4.4 of

Annex III, the particulate mass may be background corrected. In this case, the particulate masses M PT,cold

and M PT,hot (g/test) shall be calculated as follows

total mass of the double diluted exhaust gas sampled through the particulate filters.

M f,b = particulate mass collected on the back-up filter (mg)

M SAM = M TOT – M SEC

If a double dilution system is used, the mass of the secondary dilution air shall be subtracted from the

where, mass of the double diluted exhaust gas sampled through the particulate filters.

total

M TOT = mass of double diluted exhaust M gas

SAM through

= M TOT particulate

filter (kg)

– M SEC

B

M

SEC = mass of secondary dilution air (kg)

where,

If TOT

the particulate

= mass of background

level exhaust

of the dilution

air is particulate

determined filter

in accordance

with section 4.4.4 of

M

double diluted

gas through

(kg)

Annex III, the particulate mass may be background corrected. In this case, the particulate masses M PT,cold

and

M SEC M PT,hot

(g/test)

shall be calculated

as follows

= mass

of secondary

dilution air

(kg)

If the particulate background level of the dilution air is determined in accordance with section 4.4.4 of

Annex III, the particulate mass may be background corrected. In this case, the particulate masses M PT,cold

and M PT,hot (g/test) shall be calculated as follows

where

M PT

= M PT,cold for the cold start cycle

M

= M PT,hot for the hot start cycle

where

PT

M PT

f , M SAM , M TOTW = M

see PT,cold

above

for the cold start cycle

mass

PT,hot of for

primary

dilution

air sampled by background particulate sampler (kg)

M PT

= M

the hot

start cycle

DIL

M f d , M SAM , M TOTW = mass

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

see above

DF

= dilution

mass of factor

as dilution

determined

in section

by 2.2.3.1.1’

M DIL

primary

air sampled

background particulate sampler (kg)

(f) Section 2.2.5.3

M d is replaced by = the

following

mass

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

(k) instead of section 2.2.5.3 of Appendix 3 to Annex III

‘2.2.5.3. C

DF a l c u l a t i o n o f = t h dilution

e s p e factor

c i f i c as e m

i s s i o n s in section 2.2.3.1.1’

determined

thereto, there shall be substituted the following

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

(f) Section 2.2.5.3 is replaced by the following

ð1=10ÞK p;cold Ü M PT;cold þ ð9=10ÞK p;hot Ü M PT;hot

‘2.2.5.3. C a l c u l a t i o n o f t h e PT s p ¼ e c i f i c e ð1=10ÞW

m i s s i o n s þ ð9=10ÞW

act;cold

act;hot

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

ð1=10ÞK p;cold Ü M PT;cold þ ð9=10ÞK p;hot Ü M PT;hot

PT ¼

Official Journal ð1=10ÞW

of the European

Union act;hot

act;cold þ ð9=10ÞW

where

M PT,cold

= particulate mass over the cold start cycle of NRTC, (g/test)

M PT,hot

= particulate mass over the hot start cycle of NRTC, (g/test)

K p, cold

= humidity correction factor for particulate over the cold start cycle

K p, hot

= humidity correction factor for particulate over the hot start cycle

W act, cold = actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III,

(kWh)

W act, hot = actual cycle work over the hot start cycle as determined in section 4.6.2 of Annex III,

(kWh)’

Official Journal of the European Union

6. For the second row of the table in Annex V to the Amends Annex

V to the principal

principal regulations titled ‘ NON-ROAD

MOBILE MACHINERY regulations

ANNEX IV

REFERENCE FUEL FOR CI ENGINES TYPE APPROVED

TO MEET STAGE IIIB AND IV LIMIT VALUES’ there shall be

Annex V is amended as follows

substituted the following

The second row of the table of the Annex, entitled ‘NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI

ENGINES TYPE APPROVED TO MEET STAGE IIIB AND IV LIMIT VALUES’, is amended to read

kg/m 3

‘Density at 15 °C

EN-ISO 3675’

The second row of the table of the Annex, entitled ‘NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI

ENGINES

V is TYPE

APPROVED

TO MEET STAGE IIIB AND IV LIMIT VALUES’, is amended to read

Annex

amended

as follows

The ‘Density

second at

row 15 of °C the table of the

kg/m Annex,

entitled ‘NON-ROAD

MOBILE MACHINERY

REFERENCE

FUEL 3675’

FOR CI

EN-ISO

ENGINES TYPE APPROVED TO MEET STAGE IIIB AND IV LIMIT VALUES’, is amended to read

B ‘Density

2480 at 15 °C

kg/m 3

EN-ISO 3675’

7. Annex XIII to the principal regulations shall be amended

Amends Annex

XIII to the principal

as follows

regulations.

ANNEX V

(a)

instead of section 1.5 of Annex XIII thereto, there

shall be substituted the following

Annex XIII is amended as follows

1. Sections 1.5 and 1.6 are replaced by the following

‘1.5. The OEM shall provide the approval authority with any information connected with the implementation of the

flexibility scheme that the approval authority may request as necessary for the decision. ’

ANNEX V

1.6. The OEM shall provide any requesting type approval authority in the Member States, with any information that

Annex the

XIII type

approval as authority

follows: requires

in order to

confirm V that any engine claimed to be, or labelled as being,

(b) instead

scheme of

section so 1.6

of or Annex

labelled.’ XIII thereto, there

ANNEX

is amended

placed on the market under a flexibility

is properly

claimed

shall by

be the

substituted

following: the following

1. Sections 1.5 and 1.6 are replaced

2. Annex

Section

XIII 1.7 is is amended

deleted. as follows

‘1.5. The OEM shall provide the approval authority with any information connected with the implementation of the

1. Sections

1.5 and scheme

1.6 are that

replaced

by the following

flexibility

the approval

authority may request as necessary for the decision.

‘1.5.

1.6. The

The OEM

OEM shall

shall provide

provide the

any approval

authority

with any

information

in the connected

with the

implementation

of that

the

requesting

type approval

authority

Member States,

with

any information

flexibility

scheme that

the approval

requires authority

in order may

request that

as necessary

for claimed

the decision.

the type approval

authority

to confirm

any engine

to be, or labelled as being,

placed on the market under a flexibility scheme is properly so claimed or labelled.’

1.6. The OEM shall provide any requesting type approval authority in the Member States, with any information that

the 1.7

type is approval

deleted. authority requires in order to confirm that any engine claimed to be, or labelled as being,

placed on the market under a (c)

section

1.7 is of

Annex

XIII thereto

shall be deleted.

2. Section

flexibility

scheme

properly

so claimed

or labelled.’

2. Section 1.7 is deleted.

€1.62