Amended proposal for a European Parliament and Council Directive amending Directive 88/77/EEC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles
17. 2. 1999 EN Official Journal of the European Communities C 43/25 Amended proposal for a European Parliament and Council Directive amending Directive 88/77/EEC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles (1) (1999/C 43/5) (Text with EEA relevance) COM(1998) 776 final — 97/0350(COD) (Submitted by the Commission pursuant to Article 189a(2) of the EC Treaty on 17 December 1998) (1) OJ C 173, 8. 6. 1998, p. 1. The Commission’s proposal COM(97) 627 of 3 December 1997 is hereby amended as follows: 3. Article 2 is amended as follows: 1. After the 14th recital the following new recital is added as follows: ‘Whereas it is necessary to enable the labelling and marking of LPG delivery pumps so that operators are aware of the specification of the LPG fuel being sold and to establish a European specification for the quality of LPG fuel;’ 2. Article 1 is amended as follows: ‘Article 1 For the purposes of this Directive: — “vehicle” means any vehicle as defied in Annex II, Section A to Directive 70/156/EEC propelled by a diesel or gas engine, with the exception of vehicles of category M1 with a reference mass less than or equal to 3,5 tonnes, — “diesel or gas engine” means the motive propulsion source of a vehicle for which type approval, as a separate technical unit as defined in Article 2 of Directive 70/156/EEC, can be granted, — “EEV” means enhanced environmentally friendly vehicle which is a vehicle propelled by an engine which complies with the permissive emission target values given in rows B of the tables given in point 6. 2. 1 of Annex to Directive 88/77/EEC, as amended by this Directive. ’ I ‘Article 2 1. From 1 October 1999 no Member State may, on grounds relating to the gaseous and particulate pollutants and opacity of smoke emissions from an engine: — refuse to grant EC type-approval, or to issue the document provided for in the last indent of Article 10(1) of Directive 70/156/EEC, as last amended by Commission Directive 98/14/EC (*), or to grant national type-approval for a type of vehicle propelled by a diesel or gas engine, or — prohibit the registration, sale, entry into service or use of such new vehicles, or — refuse to grant EC type-approval for a type of diesel or gas engine, or — prohibit the sale or use of new diesel or gas engines, if the appropriate requirements of the Annexes to Directive 88/77/EEC, as amended by this Directive, are satisfied, in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine comply with the limit values set out in either rows A or the target values set out in rows B of the tables in point 6. 2. 1 of Annex I to Directive 88/77/EEC, as amended by this Directive. 2. With effect from 1 October 2000, Member States may: — no longer grant EC type-approval or issue the document provided for in the last indent of Article 10(1) of Directive 70/156/EEC; and — shall refuse national type-approval, C 43/26 EN Official Journal of the European Communities 17. 2. 1999 for types of diesel or gas engines and types of vehicle propelled by a diesel or gas engine where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in rows A of the tables in point 6. 2. 1 of Annex I to Directive 88/77/EEC, as amended by this Directive. 3. With effect from 1 October 2001 and except vehicles and engines intended for export to third countries, Member States shall: — consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purpose of Article 7(1) of that Directive, and — prohibit the registration, sale, entry into service and use of new vehicles propelled by a diesel or gas engine and the sale and use of new diesel or gas engines, where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in rows A of the tables in point 6. 2. 1 of Annex I to Directive 88/77/EEC, as amended by this Directive. 4. In accordance with paragraph 1, an engine that satisfies the appropriate requirements of the Annexes to Directive 88/77/EEC, as amended by this Directive and that meets the emission target values set out in rows B of the tables in Section 6. 2. 1 of Annex I to Directive 88/77/EEC, as amended by this Directive, shall be considered as complying with the requirements of paragraphs 2 and 3. (*) OJ L 91, 25. 3. 1998, p. 1. ’ 4. Article 3 is amended as follows: ‘Article 3 Member States may make provision tax incentives only in respect of motor vehicles which comply with Directive 88/77/EEC, as amended by this Directive. Such the provisions of the Treaty as well as the following conditions: incentives shall meet for 1. They shall apply to all new vehicles offered for sale on the market of a Member State which applicable comply mandatory limit values set out in rows A of the tables in point 6. 2. 1 of Annex I to Directive 88/77/EEC, as amended by this Directive. advance with the in They shall be terminated with effect from the mandatory application of the emission limit values in Article 2(3) for new vehicles. laid down 2. They shall apply to all new vehicles offered for sale on the market of a Member State which comply with the emission target values set out in rows B of the tables in point 6. 2. 1 of Annex I to this Directive 88/77/EEC, as amended by Directive. For each type of vehicle, they shall be of an amount lower than the additional cost of the technical solutions introduced to ensure compliance with the limit values set out in either rows A or the target values set out in rows B of the tables in Section 6. 2. 1 of Annex I to Directive 88/77/EEC, as amended by this Directive, and of their installation on the vehicle. The Commission shall be informed in sufficient time of plants to institute or change the tax incentives referred to in the first paragraph, so that it can submit its observations. ’ 5. Article 4 is amended as follows: ‘Article 4 The Commission shall propose to the European Parliament and the Council a further tightening of the emission standards of vehicles or engines falling within the scope of this Directive no later than 12 months after the date of entry into force of this Directive, but later than 31 in any event no December 1999. The proposal shall take account of: 98/69/EC (*) — the review programme detailed in Article 3 of Directive the European Parliament and of the Council and Article 9 of the European Directive 98/70/EC (**) of Parliament and of the Council, of — the development of diesel engine and gas engine emission control technology, regard being had to the interdependence of such technology with fuel quality, — the development of a worldwide harmonised test cycle for type-approval testing, — on-board diagnostic (OBD) systems for heavy-duty engines, — relevant durability provisions, — appropriate non-regulated widespread fuels. limits as for pollutants currently the consequence of a introduction of new alternative The proposal shall aim at achieving substantial reductions of pollutant emissions as regards the 17. 2. 1999 EN Official Journal of the European Communities C 43/27 vehicles and engines covered by this Directive. The reduced limit values shall not apply before 1 October 2005 for new type approvals. (*) OJ L 350, 28. 12. 1998, p. 1. (**) OJ L 350, 28. 12. 1998, p. 58. ’ 6. The following line is added at the bottom of the ‘Table of Contents’: ‘ANNEX VIII Specific technical requirements relating to ethanol fuelled diesel engines. ’ 7. Point 2. 7 in Annex I is amended as follows: ‘2. 7. pollutants, means carbon gaseous monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and CH2,93 for NG (NMHC), and an assumed molecule CH3O0,5 for ethanol fuelled diesel engines), methane (assuming a ratio of CH4 for NG) and oxides of nitrogen, the last named being expressed in nitrogen dioxide (NO2) equivalent; particulate pollutants, means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52 °C). ’ 8. In section 2, insert new point 2. 27 in Annex I, as follows: ‘2. 27. EEV means enhanced environmentally friendly vehicle which is a type of vehicle propelled by an engine complying with the permissive emission target values given in rows B of the tables in Section 6. 2. 1 of Annex I to Directive 88/77/EEC, as amended by this Directive. ’ C3H8 CO DOP CO2 HC NMHC NOx NO NO2 PT Propane Carbon monoxide Di-octylphtalate Carbon dioxide Hydrocarbons Non-methane hydrocarbons Oxides of nitrogen Nitric oxide Nitrogen dioxide Particulates 2. 28. 3. Abbreviations CFV CLD EEV ELR ESC ETC FID GC HCLD HFID LPG NDIR NG NMC environmentally Critical flow venturi Chemiluminescent detector Enhanced friendly vehicle European load response test European steady state cycle European transient cycle Flame ionisation detector Gas chromatograph Heated detector Heated detector Liquefied petroleum gas Non-dispersive analyser Natural gas Non-methan cutter. ’ flame chemiluminescent ionisation infrared 10. The following subsections of point 4 in Annex I are amended as follows: 9. In Annex I the titles for Sections 2. 27 and 2. 27. 1 are re-numbered as follows. The title for sections 2. 27. 2 and 2. 27. 3 are re-numbered as follows and the tables in those sections are amended to read as follows: ‘4. 1. 2. ‘2. 28. Symbols and abbreviations 2. 28. 1. Symbols for test parameters 2. 28. 2. Symbols for the chemical components CH4 Methane C2H6 Ethane C2H5OH Ethanol In the case of natural gas the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index in their λ-shift factor (Sλ). The and the formulae Wobbe index and Sλ are given in sections 2. 25 and 2. 26. The composition of the reference fuels reflects the variations of those parameters. the calculation of for C 43/28 EN Official Journal of the European Communities 17. 2. 1999 shall meet fuelling between The parent engine the requirements of this Directive on the reference fuels G20/GR (1), as specified in Annex IV, without any readjustment to tests. the However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be in run-in using the procedure given paragraph 3 of Appendix 2 to Annex III. two the 4. 1. 3. In the case of an engine fuelled with natural gas which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the two relevant reference fuels as specified in Annex IV for each range, at each position of the switch. The fuels are G20/GR (fuel 1) and G23 (fuel 2) for the H-range of gases, G23 (fuel 1) and G25 (fuel 2) for the L-range of gases. The parent engine shall meet the requirements of this Directive at both positions of the switch without any readjustment to the fuelling between the two test at each position of the switch. However, one adaptation run over one is ETC cycle without measurement permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III. 4. 1. 3. 1. On the manufacturer’s request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between those of the fuels G20/GR and G25, for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production. ’ 11. A new point 4. 1. 5 is added as follows: ‘4. 1. 5. In the case of ethanol fuel the parent engine meets the requirements of this Directive on the reference fuel specified in Annex IV. ’ (1) In the case of an EEV-approval to the emission target values given in rows B of the tables in Section 6. 2. 1 of this Annex, fuel GR is to be used instead of fuel G20. 12. The following subsections of point 4 in Annex I are amended to read as follows: ‘4. 2. 1. Exhaust emissions approval of an engine running on natural gas and laid out for operation on either the range of H-gases or on the range of L-gases The parent engine shall be tested on the two relevant reference fuels as specified in Annex IV for the relevant range. The fuels are G20/GR (fuel 1) and G23 (fuel 2) for the H-range of gases, G23 (fuel 1) and G25 (fuel 2) for the L-range of gases. The parent engine shall meet the emission requirements without any readjustment to tests. the However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III. ’ fuelling between two the the reference in Annex ‘4. 2. 2. 1. The parent engine shall meet the emission requirements on fuels G20/GR and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified IV. Between the tests, fine-tuning of the fuelling allowed. This is fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow (such as injector nozzles) is allowed. ’ system ‘4. 2. 2. 2. If the manufacturer so desires the engine may be tested on the reference fuels G20/GR and G23, or G23 and G25, in which case the type approval is only valid for the H-range or the L-range of gases respectively. ’ 13. The following new point 5. 1. 5 in Annex I is inserted as follows: ‘5. 1. 5. In the case of an EEV approved engine the marking “EEV” shall be placed after the EC (if applicable after the letter(s) indicating the gas range of an NG engine). ’ type-approval number 17. 2. 1999 EN Official Journal of the European Communities C 43/29 14. In Annex I, points 5. 1. 5 and 5. 1. 5. 1 are replaced by the following: ‘5. 1. 6. Labels 5. 1. 6. 1. NG and LPG fuelled engines In the case of NG and LPG fuelled fuel range restricted engines with a type-approval, the following labels are applicable: 5. 1. 6. 1. 1. C o n t e n t following information must be The given: In the case of paragraph 4. 2. 1. 3, the label shall state “ONLY FOR USE WITH NATURAL GAS RANGE H”. If applicable, “H” is replaced by “L”. In the case of paragraph 4. 2. 2. 3, the label shall state “ONLY FOR USE WITH NATURAL GAS SPECIFICATION. ” or “ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION. ”, as applicable. All the information in the appropriate table(s) in Annex IV shall be given with the individual constituents and the engine specified by manufacturer. limits The letters and figures must be at least 4 mm in height. 5. 1. 6. 2. EEV engines In the case of engines which comply with the emission limits of rows B of the tables given in Section 6. 2. 1 of this Annex, the following EEV label is applicable. 5. 1. 6. 2. 1. C o n t e n t state In addition to the “ ” symbol the label “ENVIRONMENTALLY shall FRIENDLY (EEV)” and the number of this Directive as shown in the example below: ENVIRONMENTALLY FRIENDLY (EEV) DIRECTIVE 1999/XY/EC The letters and figures must be at least 4 mm in height. ’ 15. In Annex I, points 5. 1. 5. 2 and 5. 1. 5. 3 are re-numbered as 5. 1. 6. 3 and 5. 1. 6. 4 and amended as follows: 5. 1. 6. 4. Placing ‘5. 1. 6. 3. Properties Labels must be durable for the useful life of the engine. Labels must be clearly legible and their letters and figures must be indelible. Additionally, labels must be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them. Labels must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels must be located so as to be readily visible to the average person after the engine has been completed with all the auxiliaries engine operation. necessary for An EEV label may be attached to a vehicle only if an EEV-approved engine is installed in that vehicle. ’ C 43/30 EN Official Journal of the European Communities 17. 2. 1999 16. In Annex I, points 5. 2 and 5. 3 are amended as follows: ‘5. 2. 5. 3. In the case of an application for EC type-approval for a vehicle type in respect of its engine, the marking specified in point 5. 1. 6. 1 shall also be placed close to the fuel filling aperture. In the case of an application for EC type-approval for a vehicle type with an approved engine, the marking specified in point 5. 1. 6. 1 shall also be placed close to the fuel filling aperture. ’ 17. In Annex I, point 6. 2 is amended as follows: ‘6. 2. Specifications concerning the emission of gaseous and particulate pollutants and smoke fuel injection The emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic equipment, exhaust gas recirculation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust after treatment systems including deNOx catalysts and/or particulate traps, shall additionally be tested on the ETC test. For gas engines, the gaseous emissions shall be determined on the ETC test; the particulate emission is not subject to testing. The ESC and ELR test procedures are described in Annex III, Appendix 1; the ETC test procedure in Annex III, Appendices 2 and 3. if applicable, by The emissions of gaseous pollutants and particulate pollutants, if applicable, and smoke, the engine submitted for testing shall be measured by the methods described in Annex III, Appendix 4. Annex V describes the recommended analytical systems for the gaseous pollutants, the recommended particulate sampling systems, and the smoke measurement recommended system. test cycle. respective Other systems or analysers may be approved by the technical service if it is found that they yield equivalent results on The the determination of system equivalency shall be based upon a seven sample pair (or larger) correlation study between the system under consideration and one of the reference systems of this Directive. For particulate emissions only the full flow dilution system is recognised as the reference system. “Results” refer to the specific emissions value. The correlation testing shall be performed at the same laboratory, test cell, and on the same engine, and is preferably to be run concurrently. The equivalency criterion is defined as a ± 5 % agreement of the sample pair averages. For introduction of a new system into the Directive the determination of equivalency shall be of based the as repeatability described in ISO 5725. ’ calculation reproducibility, upon cycle and 17. 2. 1999 EN Official Journal of the European Communities C 43/31 18. In Annex I, point 6. 2. 1 is amended as follows: ‘6. 2. 1. Limit values Diesel engines The specific masses of the carbon monoxide, of the total hydrocarbons, of the oxides of nitrogen and of the particulates, as determined on the ESC test, and of the smoke opacity, as determined on the ELR test, shall not exceed the amounts shown in table 1. Limit values for diesel fuelled engines — ESC and ELR tests Table 1 Date Mass of carbon monoxide (CO) g/kWh Mass of total hydrocarbons (THC) g/kWh Mass of nitrogen oxides (NOx) g/kWh Mass of particulates (PT) g/kWh Smoke m−1 A (2000) B (EEV) 2,1 1,5 0,66 0,25 5,0 2,0 0,10 0,13 (1) 0,8 0,01 0,15 (1) For engines having a swept volume of less than 0,7 dm³ per cylinder and a rated power speed of more than 3 000 min−1. Diesel and gas engines For diesel engines that are additionally tested on the ETC test, and specifically for gas engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons, of the methane (where applicable), of the oxides of nitrogen and of the particulates (where applicable) shall not exceed the amounts shown in table 2. Limit values for diesel and gas fuelled engines — ETC test Table 2 Date Mass of carbon monoxide (CO) g/kWh Mass of non- methane hydrocarbons (NMHC) g/kWh A (2000) B (EEV) 5,45 3,0 0,78 0,40 Mass of methane (CH4) (1) g/kWh 1,6 0,65 Mass of nitrogen oxides (NOx) g/kWh 5,0 2,0 Mass of particulates (PT) (2) g/kWh 0,16 0,21 (3) 0,015 (1) For engines having a swept volume of less than 0,7 dm³ per cylinder and a rated power speed of more than 3 000 min-1. (2) For NG engines only. (3) Not applicable for measurement in the case of gas fuelled engines at the time of type-approval (row A), but may be subject to conformity of production checking. ’ 19. In Annex I, point 6. 2. 2. 1 is amended as follows: ‘6. 2. 2. 1. A manufacturer may choose to measure the mass of total hydrocarbons on the ETC test instead of measuring the mass of non-methane hydrocarbons. In this case, the limit for the mass of total hydrocarbons is the same as shown in table 2 for the mass of non-methane hydrocarbons. ’ C 43/32 EN Official Journal of the European Communities 17. 2. 1999 20. Annex IV is amended to read as follows: ‘ANNEX IV TECHNICAL CHARACTERISTICS OF REFERENCE FUEL PRESCRIBED FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF PRODUCTION 1. 1. DIESEL FUEL (1) [. ] 1. 2. ETHANOL FOR DIESEL ENGINES (1) Parameter Unit Test method (3) Minimum Maximum Limits (2) Alcohol, mass Other alcohol than ethanol contained in total alcohol, mass Density at 15 °C Ash content Flash point Acidity, calculated as acetic acid Neutralisation (strong acid number) Colour Dry residue at 100 °C Water content Aldehydes calculated as acetic acid Sulphur content Esters, calculated as ethylacetate % m/m % m/m kg/m³ % m/m °C % m/m KOH/g According to scale mg/kg % m/m % m/m mg/kg % m/m 92,4 — — 2 ASTM D 5501 ADTM D 5501 795 815 ASTM D 4052 0,001 ISO 6245 ISO 2719 0,0025 ISO 1388-2 1 10 15 6,5 ASTM D 1209 ISO 759 ISO 760 0,0025 ISO 1388-4 10 0,1 ASTM D 5453 ASTM D 1617 10 — — — — — — (1) Cetane improver, as specified by the engine manufacturer, may be added to the ethanol fuel. The maximum allowed amount is 10 % m/m. (2) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ISO 4259, ‘Petroleum products — Determination and application of precision data in relation to methods of test’, have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R — reproducibility). Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a fuel should nevertheless aim at a zero value where stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specification, the terms of ISO 4259 should be applied. (3) Equivalent ISO methods will be adopted when issued for all properties listed above. 2. NATURAL GAS (NG) European market fuels are available in two ranges: 17. 2. 1999 EN Official Journal of the European Communities C 43/33 — the H range, whose extreme reference fuels are G20/GR (1) and G23, — the L range, whose extreme reference fuels are G23 and G25. The characteristics of G20, GR, G23 and G25 reference fuels are summarised below: Reference fuel G20 Characteristics Units Basis Test method Minimum Maximum Limits Composition: Methane Balance (Inerts +C2/C2+) %-mole 100 — Sulphur content mg/m³(*) — 99 — — 100 1 ISO 6974 50 ISO 6326-5 (*) Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa). Reference fuel GR Characteristics Units Basis Test method Minimum Maximum Limits Composition: Methane Ethane Balance (Inerts +C3/C3+) %-mole Sulphur content mg/m³(*) 87 13 — — 84 11 — — 89 15 1 ISO 6974 50 ISO 6326-5 (*) Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa). Reference fuel G23 Characteristics Units Basis Test method Minimum Maximum Limits Composition: Methane Balance (Inerts +C2/C2+) N2 %-mole Sulphur content mg/m³(*) 92,5 — 7,5 — 91,5 — 6,5 — 93,5 1 8,5 ISO 6974 50 ISO 6326-5 (*) Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa). (1) Reference fuel G20 may not be extreme enough with regard to the λ-shift factor (Sλ) in order to cover certain gas compositions, for example North Sea H2 and Prop-Air mixtures. Therefore, in the case of an EEV-approval to the emission target values given in rows B of the tables in point 6. 2. 1 of this Annex, fuel GR is to be used instead of fuel G20. C 43/34 EN Official Journal of the European Communities 17. 2. 1999 Reference fuel G25 Characteristics Units Basis Test method Minimum Maximum Limits Composition: Methane Balance (Inerts +C3/C3+) N2 %-mole Sulphur content mg/m³(*) 86 — 14 — 84 — 12 — 88 1 16 50 ISO 6974 ISO 6326-5 (*) Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa). 3. LIQUEFIED PETROLEUM GAS (LPG) Parameter Unit Limits Fuel A Limits Fuel B Minimum Maximum Minimum Maximum 89,0 (1) 93,5 Test method EN 589 Annex B Motor octane number Composition: C3 content C4 content Olefins Evaporation residue Total sulphur content % vol % vol % vol mg/kg 48 48 0 ppm weight (2) Hydrogen sulphide — Copper strip corrosion Water at 0 °C rating 83 13 9 52 52 12 (1) 50 50 None Class 1 87 17 15 50 50 ISO 7941 NFM 41-015 EN 24260 None ISO 8819 Class 1 ISO 6251 (3) Free Free Visual inspection (1) In the case of fuel A only, a manufacturer may choose to type-approve an engine using a fuel with a minimum MON of 93,5 and a maximum olefins content of 6 % vol. In such cases, the manufacturer must declare to the approval authority that the following statement will be included in the vehicle or engine data or vehicle handbook: ‘This engine is designed to run on LPG with a minimum MON of 93,5. If the engine is operated with LPG fuel of a lower MON, engine damage may result. ’ (2) Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa. (3) This method may not accurately determine the presence of corrosive materials if teh sample contains corrosion inhibitors or other chemicals which diminish the corrosiveness of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited. ’ 17. 2. 1999 EN Official Journal of the European Communities C 43/35 21. Annex VI is amended as follows: ‘SECTION I 0. 5. Category of engine: diesel/NG fuelled/LPG fuelled/ethanol fuelled diesel (1):. Appendix 1. 1. 5. Category of engine: diesel/NG fuelled/LPG fuelled/ethanol fuelled diesel (1):. ’ 22. A new Annex VIII is added as follows: ‘ANNEX VIII SPECIFIC TECHNICAL REQUIREMENTS RELATING TO ETHANOL FUELLED DIESEL ENGINES In the case of ethanol fuelled diesel engines the following specific modifications to equations and factors will apply to the test procedures defined in Annex III to this Directive. In Annex III, Appendix 1: 4. 2. Dry/wet correction FFH = 1,877 (1 + 2,577 * GFUEL GAIRW) 4. 3. NOx correction for humidity and temperature KH,D = 1 1 + A * (Ha − 10,71) + B * (Ta − 298) with, = −0,123 GFUEL/GAIRD + 0,00954 A = 0,181 GFUEL/GAIRD − 0,0266 B Ta = temperature of the air, K Ha = humidity of the intake air, g water per kg dry air 4. 4. Calculation of the emission mass flow rates The emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming the exhaust gas density to be 1,272 kg/m3 at 273 K (0 °C) and 101,3 kPa: (1) NOx mass = 0,001613 * NOx conc * KH,D * GEXHW (2) COmass = 0,000982 * COconc * GEXHW (3) HCmass = 0,000809 * HCconc * GEXHW where NOx conc, COconc, HCconc (1) are the average concentrations (ppm) in the raw exhaust gas, as determined in point 4. 1. (1) Based on C1 equivalent. C 43/36 EN Official Journal of the European Communities 17. 2. 1999 If, optionally, the gaseous emissions are determined with a full flow dilution system, the following formulae shall be applied: (1) NOx mass = 0,001587 * NOx conc * KH,D * GTOTW (2) COmass = 0,000966 * COconc * GTOTW (3) HCmass = 0,000795 * HCconc * GTOTW where NOx conc, COconc, HCconc (1) are the average background corrected concentrations (ppm) of each mode in the diluted exhaust gas, as determined in Annex III, Appendix 2, point 4. 3. 1. 1. In Annex III, Appendix 2: Sections 3. 1, 3. 4, 3. 8. 3, and 5 of Appendix 2 do not apply solely to diesel engines. They also apply to ethanol fuelled diesel engines. 4. 2. The conditions for the test should be arranged so that the air temperature and the humidity measured at the engine intake is set to standard conditions during the test run. The standard should be 6 ± 0,5 g water per kg dry air at a temperature interval of 298 ± 3 K. Within these limits no further NOx correction should be made. The test is void if these conditions are not met. 4. 3. Calculation of the emission mass flow 4. 3. 1. S y s t e m s w i t h c o n s t a n t m a s s f l o w For systems with heat exchanger, the mass of the pollutants (g/test) shall be determined from the following equations: (1) NOx mass = 0,001587 * NOx conc * KH,D * MTOTW (ethanol fuelled engines) (2) COmass = 0,000966 * COconc * MTOTW (ethanol fuelled engines) (3) HCmass = 0,000794 * HCconc * MTOTW (ethanol fuelled engines) where NOx conc, COconc, HCconc (1), NMHCconc MTOTW = average background corrected concentrations over the cycle from integration (mandatory for NOx and HC) or bag measurement, ppm = total mass of diluted exhaust gas over the cycle as determined in section 4. 1, kg 4. 3. 1. 1. Determination of the background corrected concentrations: The average background concentration of the gaseous pollutants in the dilution air shall be subtracted from measured concentrations to get the net concentrations of the pollutants. The average values of the background concentrations can be determined by the sample bag method or by continuous measurement with integration. The following formula shall be used. (1) Based on C1 equivalent. 17. 2. 1999 EN Official Journal of the European Communities C 43/37 conc = conce − concd * (1 − (1/DF)) where: conc = concentration of the respective pollutant in the diluted exhaust gas, corrected by the amount of the respective pollutant contained in the dilution air, ppm conce = concentration of the respective pollutant measured in the diluted exhaust gas, ppm concd = concentration of the respective pollutant measured in the dilution air, ppm DF = dilution factor The dilution factor shall be calculated as follows: FS CO2 conce + (HCconce + COconce) * 10-4 DF = where, CO2 conce = concentration of CO2 in the diluted exhaust gas, % vol HCconce COconce FS = concentration of HC in the diluted exhaust gas, ppm C l = concentration of CO in the diluted exhaust gas, ppm = stoichiometric factor Concentrations measured on dry basis shall be converted to a wet basis in accordance with Annex III, Appendix 1, point 4. 2. The stoichiometric factor shall, for the general fuel composition CHÆOâNγ, be calculated as follows: FS = 100 * 1 1 + Æ 2 + 3,76 * (1 + Æ 4 − â 2) + γ 2 Alternatively, if the fuel composition is not known, the following stoichiometric factors may be used: Fs (ethanol) = 8,4. 4. 3. 2. S y s t e m s w i t h f l o w c o m p e n s a t i o n For systems without heat exchanger, the mass of the pollutants (g/test) shall be determined by calculating the instantaneous mass emissions and integrating the instantaneous values over the cycle. Also, the background correction shall be applied directly to the instantaneous concentration value. The following formulae shall be applied: (1) NOxmass = Σn (MTOTW, i × NOxconce, i × 0,001587) − i = 1 (MTOTW × NOxconcd × (1 − 1/DF) × 0,001587) (2) COmass = Σn (MTOTW, i × COconce, i × 0,000966) − i = 1 (MTOTW × COconcd × (1 − 1/DF) × 0,000966) (3) HCmass = Σn (MTOTW, i × HCconce, i × 0,000749) − i = 1 (MTOTW × HCconcd × (1 – 1/DF) × 0,000749) C 43/38 EN Official Journal of the European Communities 17. 2. 1999 where: conce = concentration of the respective pollutant measured in the diluted exhaust gas, ppm concd = concentration of the respective pollutant measured in the dilution air, ppm MTOTW, i = instantaneous mass of the diluted exhaust gas (see point 4. 1), kg MTOTW = total mass of diluted exhaust gas over the cycle (see point 4. 1), kg DF = dilution factor as determined in point 4. 3. 1. 1. 4. 4. Calculation of the specific emissions The emissions (g/kWh) shall be calculated for all individual components in the following way: NOx = NOx mass / Wact CO = CO mass / Wact HC = HC mass / Wact where Wact = actual cycle work as determined in point 3. 9. 2, kWh. ’