Vehicle Standard (Australian Design Rule 80/03 – Emission Control for Heavy Vehicles) 2006 (Cth)
Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006
made under Section 12 of the Road Vehicle Standards Act 2018
Compilation: 3 (up to and including Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2))
Compilation Date: 30/11/2021
Volume 1 contains Clauses 0.1–6 and Notes
Volume 2 contains Appendix A
Volume 3 contains Appendix B
Volume 4 contains Appendix C
Volume 5 contains Appendix D
Compiled by: Vehicle Safety Policy and Partnerships, Department of Infrastructure, Transport, Regional Development and Communications
CONTENTS
0.1 NAME OF STANDARD
1 SCOPE
2 APPLICABILITY AND IMPLEMENTATION
3 DEFINITIONS
4 REQUIREMENT
5 EXEMPTIONS AND ALTERNATIVE PROCEDURES
6 ALTERNATIVE STANDARDS
NOTES
0.1NAME OF STANDARD
0.1.1This Standard is the Vehicle Standard (Australian Design Rule 80/03 – Emission Control for Heavy Vehicles) 2006.
0.1.2This Standard may also be cited as ADR 80/03.
SCOPE
1.1This vehicle standard prescribes the exhaust emissions requirements for engines used in heavy vehicles in order to reduce air pollution.
APPLICABILITY AND IMPLEMENTATION
2.1This vehicle standard applies to vehicles of the M and N categories, with a GVM greater than 3.5 tonnes, as provided in clause 2.2.
2.2This vehicle standard applies:
2.2.1from 1 January 2010 in relation to new model vehicles produced on or after 1 January 2010; and
2.2.2from 1 January 2011 in relation to vehicles produced on or after 1 January 2011, other than new model vehicles referred to in clause 2.2.1.
2.3For the purposes of clause 2.2.1, a new model vehicle is a vehicle of a model first produced with a date of manufacture on or after 1 January 2010.
2.4To the extent of any inconsistency, the applicability dates specified in clause 2.2 apply in lieu of any dates specified in Appendix A, Appendix B or Appendix C.
DEFINITIONS
3.1For the purposes of clause 2.3, ‘date of manufacture’ means, for a road vehicle entered onto the Register of Approved Vehicles under the Road Vehicle Standards Act 2018, the date of that entry. Otherwise, the date the vehicle is available in Australia in a condition that will enable an ‘Identification Plate’ to be lawfully affixed to the vehicle.
3.2For the purposes of clauses 6.2.5, 6.3.4 and 6.4.3, “reagent” has the meaning defined in section 2 (Definitions) of Annex I to Appendix B.
3.3For the purposes of clauses 6.2.4, 6.3.5 and 6.4.2, “defeat device” has the meaning defined in section 2 (Definitions and Abbreviations) of Annex I to Appendix A and “defeat strategy” has the meaning defined in section 2 (Definitions) of Annex I to Appendix B, as amended by Appendix C.
REQUIREMENT
Requirements for Diesel, Liquefied Petroleum Gas and Natural Gas Engines
4.1Subject to clauses 4.1.1, 4.1.2 and 4.1.3, engines which operate on diesel, liquefied petroleum gas or natural gas, and which comply with the technical requirements of Appendix A, Appendix B and Appendix C, will be accepted as complying with this vehicle standard.
4.1.1Engines which operate on diesel shall comply with the relevant limit values in row B2 of Table 1 to section 6.2.1 of Appendix A and with the relevant limit values in row B2 of Table 2 to section 6.2.1 of Appendix A.
4.1.2Engines which operate on liquefied petroleum gas or natural gas shall comply with the relevant limit values in row B2 of Table 2 to section 6.2.1 of Appendix A.
4.1.3Engines which operate on diesel, liquefied petroleum gas or natural gas, shall be equipped with an on board diagnostics (OBD) system which complies with the Stage 2 requirements as described in sections 6.5 of Annex I and 3.3 of Annex IV of Appendix B, as amended by Appendix C.
Requirements for Petrol Engines
4.2Subject to clause 4.2.1, vehicles which operate on petrol and which comply with technical requirements of United Nations – Economic Commission for Europe Regulation No. 83 Uniform Provisions Concerning the Approval of Vehicles with Regard to the Emissions of Pollutants According to Engine Fuel Requirements, Revision 3, incorporating the 05 series of Amendments, and all amendments up to and including supplement 5, will be accepted as complying with this vehicle standard.
4.2.1Vehicles shall comply with the limit values in row “B(2005)” of the table to paragraph 5.3.1.4 of the Regulation.
EXEMPTIONS AND ALTERNATIVE PROCEDURES
5.1Any provisions related to the administrative processes for obtaining type approval under a European Commission or Council (EC) Directive, or for obtaining an approval from the United States Environment Protection Authority or from the Japanese Ministry of Land, Infrastructure and Transport, do not apply to this vehicle standard.
5.2Except as provided in 5.2.1, EC, US EPA and Japanese approval certificates alone are not accepted as demonstration of compliance with this vehicle standard.
5.2.1US EPA approval certificates applying to the 2012 Model Year or later may be accepted as demonstration of compliance with the OBD and inducement requirements in clause 6.2.5.1.
5.3The preamble clauses (1) to (20) and Articles 1 to 12 in Appendix A, the preamble clauses (1) to (14) and Articles 1 to 5 in Appendix B, and the preamble clauses (1) to (9) and Articles 1 to 5 in Appendix C, do not apply to this vehicle standard, except for Article 3 and Article 4 of Appendix A.
5.4The reference to “Council Directive 70/220/EEC of 20 March 1970 on the approximation of the laws of the Member States on measures to be taken against air pollution by emissions from motor vehicles” in Part 1 (Scope) of Annex I to Appendix A, and the reference to “Council Directive 70/220/EEC” in Part 1 (Scope) of Annex I to Appendix B, are both amended to read “ADR 79/02, ADR 79/03 or ADR 79/04”.
ALTERNATIVE STANDARDS
EC Directive (Diesel, Liquefied Petroleum Gas and Natural Gas Engines)
6.1Subject to clauses 6.1.1, 6.1.2 and 6.1.3, for engines which operate on diesel, liquefied petroleum gas or natural gas, the technical requirements of Directive 2005/55/EC of the European Parliament and Council of 28 September 2005, together with the technical requirements of Commission Directive 2005/78/EC of 14 November 2005 and Commission Directive 2006/51/EC of 6 June 2006, are deemed to be equivalent to the technical requirements of this vehicle standard.
6.1.1Engines which operate on diesel shall comply with the relevant limit values in row B2 of Table 1 and in row B2 of Table 2 to section 6.2.1 of Directive 2005/55/EC.
6.1.2Engines which operate on liquefied petroleum gas or natural gas shall comply with the relevant limit values in row B2 of Table 2 to section 6.2.1 of Directive 2005/55/EC.
6.1.3Engines which operate on diesel, liquefied petroleum gas or natural gas shall be equipped with an OBD system which complies with the Stage 2 requirements as described in sections 6.5 of Annex I and 3.3 of Annex IV of Directive 2005/78/EC, as amended by Directive 2006/51/EC.
US EPA CFR (Diesel, Liquefied Petroleum Gas and Natural Gas Engines)
6.2Subject to clauses 6.2.1 to 6.2.5 inclusive, for engines which operate on diesel, liquefied petroleum gas or natural gas, the technical requirements of the United States Code of Federal Regulations (CFR), Part 86 – Control of air pollution from new and in-use motor vehicles and new and in-use motor vehicle engines certification and test procedures - Subpart A 40 CFR 86.007-11 Emission standards and supplemental requirements for 2007 and later model year diesel heavy-duty engines and vehicles, are deemed to be equivalent to the technical requirements of this vehicle standard.
6.2.1Except as provided in 6.2.1.1 and 6.2.1.2, engines shall meet the emission limits specified in 86.007-11 (a)(1), paragraphs (i)(A), (ii)(A), (iii)(A) and (iv)(A) and 86.007-11 (a)(3)SET(i).
6.2.1.1Engines need not comply with the oxides of nitrogen and particulate limits specified in 86.007-11 (a)(1), paragraphs (i)(A) and (iv)(A), respectively, provided the emissions of oxides of nitrogen and particulates from the engine do not exceed the limits specified for the transient test under either Option 1 or Option 2 in Table 1 when tested in accordance with the transient test cycle specified in Subpart N 86.1333-2007.
6.2.1.2Engines need not comply with the weighted average emission limits specified in 86.007-11 (a)(3)SET(i), provided the emissions of oxides of nitrogen and particulates from the engine do not exceed the limits specified for the steady state test under either Option 1 or Option 2 in Table 1 when tested to the supplemental emissions test specified in Subpart N 86.1360-2007.
Table 1 – Emission Limit Options for US Transient and Steady State Tests
Emission Limits (g/kWh)
Oxides of Nitrogen
Particulates
Transient Test
Option 1 2.0 0.03 Option 2 3.0 0.01 Steady State Test
Option 1 2.0 0.02 Option 2 3.0 0.01
6.2.2Engines shall be tested in accordance with the applicable test procedures as specified in Subpart N 40 CFR 86.1300 series – Emission Regulations for new Otto-cycle and diesel heavy duty engines; gaseous and particulate exhaust test procedures.
6.2.3Engines which operate on diesel, liquefied petroleum gas or natural gas shall satisfy the relevant useful life provisions, not to exceed test requirements, and rules regarding use of auxiliary emission control devices applicable to 2007, 2008 and 2009 model year diesel heavy-duty engines and vehicles under CFR Part 86.
6.2.4Engines shall not be equipped with a defeat device or utilise a defeat strategy.
6.2.5Except as provided in 6.2.5.1, engines which operate on diesel, liquefied petroleum gas or natural gas, and which require the use of a consumable reagent in order to achieve the emission limits specified under the standards adopted in clause 6.2, shall be equipped with an OBD system meeting the requirements specified in clause 6.1.3.
6.2.5.1Engines need not comply with the OBD requirements specified in clause 6.1.3 if the engine is equipped with an OBD system with an inducement strategy approved by the US EPA for the 2012 Model Year or later.
Japanese MLIT Regulations (Diesel Engines)
6.3Subject to clauses 6.3.1 to 6.3.4 inclusive, for engines which operate on diesel, the technical requirements of Japanese Ministry of Land, Infrastructure and Transport Announcement No. 619 of 15 July 2002 (as last amended by Announcement No 872 of 16 August 2005), Chapter 2, Section 1, Article 41 (Emission Control Device), paragraph (5) [JE05-Mode Mean Value Regulations at Time of Completion Inspection, etc. for Diesel Motor Vehicles (with GVM exceeding 3.5 tons)], are deemed to be equivalent to the technical requirements of this vehicle standard.
6.3.1Engines shall also comply with the emission values specified under paragraph (6) [JE05-Mode Upper Limit Value Regulations at Time of Initial Inspection, etc. for Diesel Motor Vehicles (with GVM exceeding 3.5 tons)] when tested in accordance with the Technical Standards Relating to the Safety Regulations for Road Vehicles, Attachment 36, Japanese Technical Standard for 13-Mode Exhaust Emission Measurement for Diesel-Powered Motor Vehicles.
6.3.2Engines shall satisfy relevant useful life provisions, not to exceed test requirements, and rules regarding use of emission control devices applicable to engines meeting the requirements of clause 6.3.
6.3.3Engines shall not be equipped with a defeat device or utilise a defeat strategy.
6.3.4Engines which require the use of a consumable reagent in order to achieve the emission limits specified under the standards adopted in clause 6.3, shall be equipped with an OBD system meeting the requirements specified in clause 6.1.3 or the requirements specified in Appendix D or the requirements specified in the Technical Guideline for Urea Selective Catalytic Reduction System, Kokujikan No 105 of September 14, 2004, as last amended by Kokujikan No 91 of August 26, 2008.
Japanese MLIT Regulations (Natural Gas Engines)
6.4Subject to clauses 6.4.1, 6.4.2 and 6.4.3, for engines which operate on natural gas, the technical requirements of Japanese Ministry of Land, Infrastructure and Transport Announcement No. 619 of 15 July 2002 (as last amended by Announcement No 872 of 16 August 2005), Chapter 2, Section 1, Article 41 (Emission Control Device), paragraph (9) [JE05-Mode Mean Value Regulations at Time of Completion Inspection, etc. for Motor Vehicles Fueled by Other Fuel (with GVM exceeding 3.5 tons)], are deemed to be equivalent to the technical requirements of this vehicle standard.
6.4.1Engines which operate on natural gas shall satisfy relevant useful life provisions, not to exceed test requirements, and rules regarding use of emission control devices applicable to engines meeting the requirements of clause 6.4.
6.4.2Engines shall not be equipped with a defeat device or utilise a defeat strategy.
6.4.3Engines which require the use of a consumable reagent in order to achieve the emission limits specified under the standards adopted in clause 6.4, shall be equipped with an OBD system meeting the requirements specified in clause 6.1.3 or the requirements specified in Appendix D or the requirements specified in the Technical Guideline for Urea Selective Catalytic Reduction System, Kokujikan No 105 of September 14, 2004, as last amended by Kokujikan No 91 of August 26, 2008.
US EPA CFR (Petrol, Liquefied Petroleum Gas and Natural Gas Engines)
6.5Subject to clauses 6.5.1 and 6.5.2, for engines which operate on petrol, liquefied petroleum gas or natural gas, the technical requirements of the United States Code of Federal Regulations (CFR), Part 86 - Control of air pollution from new and in-use motor vehicles and new and in-use motor vehicle engines certification and test procedures - Subpart A 40 CFR 86.008-10 Emission standards for 2008 and later model year Otto-cycle heavy-duty engines and vehicles, are deemed to be equivalent to the technical requirements of this vehicle standard.
6.5.1Engines shall meet the exhaust emission limits specified in 86.008-10 (a)(1) paragraphs (i)(A), (ii)(A), (iii) and (iv), and the applicable evaporative emission limits specified in 86.008-10 (b).
6.5.2Engines shall be tested in accordance with the applicable test procedures as specified in Subpart N 40 CFR 86.1300 series – Emission Regulations for new Otto-cycle and diesel heavy duty engines; gaseous and particulate exhaust test procedures.
EC Regulations 595/2009 and 582/2011
6.6Subject to clauses 6.6.1, 6.6.2 and 6.6.3, the technical requirements of Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 together with the technical requirements of Commission Regulation (EU) No 582/2011 of 25 May 2011 are deemed to be equivalent to the technical requirements of this standard.
6.6.1Engines shall comply with the relevant limit values in Annex I of Regulation 595/2009, as amended by Regulation 582/2011.
6.6.2Engines shall satisfy relevant useful life provisions and rules regarding the use of emission control devices applicable to engines meeting the requirements of clause 6.6.
6.6.3Engines shall be equipped with an OBD system that complies with the requirements applicable to engines meeting the requirements of clause 6.6.
UN Regulation No 49
6.7Subject to clauses 6.7.1, 6.7.2 and 6.7.3 for engines which operate on diesel, liquefied petroleum gas or natural gas, the technical requirements of United Nations Regulation No 49, Uniform provisions concerning the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles, incorporating the 05 Series of Amendments onwards are deemed to be equivalent to the technical requirements of this vehicle standard.
6.7.1Engines operating on diesel shall comply with the relevant limit values in row B2 of Table 1 and row B2 of Table 2 to paragraph 5.2.1 of the said Regulation No 49.
6.7.2Engines operating on liquefied petroleum gas or natural gas shall comply with the relevant limit values in row B2 of Table 2 to paragraph 5.2.1 of the said Regulation No 49.
6.7.3Engines which operate on diesel, liquefied petroleum gas or natural gas shall be equipped with an OBD system which complies with the requirements of paragraph 5.4.2 of the said Regulation No 49.
NOTES
This compilation of Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 includes all the instruments set out in the Table of Instruments. The Table of Amendments provides a history of clauses that have been amended, inserted or deleted.
Table of Instruments
| Name of Instrument | FRL Registration Date | Commencement Date |
| Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 | 13/12/06 (F2006L04062) | 14/12/06 |
| Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 1 | 15/02/11 (F2011L00264) | 16/02/11 |
| Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 | 08/01/13 (F2013L00034) | 09/01/13 |
| Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2) | 29/11/21 (F2021L01629) | 30/11/21 |
Table of Amendments
| Clause affected | How affected | Amending instrument |
| 0.1 | rr | Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2) |
| 0.2 | rr | Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2) |
| 0.2 | del | Legislation Act 2003 – section 48D |
| 3.1 | rr | Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2) |
| 5.2 | rr | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 5.2.1 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 5.4 | rr | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.2.5 | rr | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.2.5.1 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.3.4 | am | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 1 |
| 6.3.4 | rr | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.4.3 | am | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 1 |
| 6.4.3 | rr | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.6 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.6.1 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.6.2 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.6.3 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.7 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.7.1 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.7.2 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| 6.7.3 | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 2 |
| Appendix A | rr | Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2) |
| Appendix B | rr | Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2) |
| Appendix C | rr | Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2) |
| Appendix D | ad | Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006 Amendment 1 |
| Appendix D | rr | Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2) |
ad = added or inserted
am = amended
del = deleted or removed
rr = removed and replaced
à = clause renumbered. This takes the format of old no. à new no.
Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006
made under Section 12 of the Road Vehicle Standards Act 2018
Compilation: 3 (up to and including Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2))
Compilation Date: 30/11/2021
Volume 1 contains Clauses 0.1–6 and Notes
Volume 2 contains Appendix A
Volume 3 contains Appendix B
Volume 4 contains Appendix C
Volume 5 contains Appendix D
Compiled by: Vehicle Safety Policy and Partnerships, Department of Infrastructure, Transport, Regional Development and Communications
APPENDIX A
VEHICLE STANDARD (AUSTRALIAN DESIGN RULE 80/03
— EMISSION CONTROL FOR HEAVY VEHICLES) 2006
Directive 2005/55/EC of the European Parliament and of the Council of 28 September 2005, on the approximation of the laws of the Member States relating to measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles.
I
(Acts whose publication is obligatory)
DIRECTIVE 2005/55/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
of 28 September 2005
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 compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles
(Text with EEA relevance)
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty establishing the European Community, and in particular Article 95 thereof,
Having regard to the proposal from the Commission,
Having regard to the opinion of the European Economic and Social Committee (1),
Acting in accordance with the procedure laid down in Article 251 of the Treaty (2),
Whereas:
Council Directive 88/77/EEC of 3 December 1987 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 compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles (3) is one of the separate Directives under the type-approval procedure laid down by Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type- approval of motor vehicles and their trailers (4). Directive 88/77/EEC has been substantially amended several times
(1) OJ C 108, 30.4.2004, p. 32.
Opinion of the European Parliament of 9 March 2004 (OJ C 102 E, 28.4.2004, p. 272) and Council Decision of 19 September 2005.
OJ L 36, 9.2.1988, p. 33. Directive as last amended by the 2003
Act of Accession.
OJ L 42, 23.2.1970, p. 1. Directive as last amended by Commission Directive 2005/49/EC (OJ L 194, 26.7.2005, p. 12).
to introduce successively more stringent pollutant emission limits. Since further amendments are to be made, it should be recast in the interests of clarity.
Council Directive 91/542/EEC (5) amending Directive 88/77/EEC, Directive 1999/96/EC of the European Parliament and of the Council of 13 December 1999 on the approximation of the laws of the Member States relating to measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Council Directive 88/77/EEC (6), and Commission Directive 2001/27/EC (7) adapting to technical progress Council Directive 88/77/EEC have introduced provisions which, while being autonomous, are closely linked to the scheme established under Directive 88/77/EEC. Those autonomous provisions should be fully integrated into the recast of Directive 88/77/EEC in the interests of clarity and legal certainty.
It is necessary that all the Member States adopt the same requirements, in order, in particular, to permit the implementation, for each vehicle type, of the EC type- approval system which is the subject of Directive 70/156/EEC.
The Commission’s programme on air quality, road transport emissions, fuels and emission abatement technologies, hereinafter ‘the first Auto-Oil programme’, showed that further reductions in pollutant emissions from heavy-duty vehicles were necessary with a view to achieving future air quality standards.
(5) OJ L 295, 25.10.1991, p. 1.
(6) OJ L 44, 16.2.2000, p. 1.
(7) OJ L 107, 18.4.2001, p. 10.
Reductions in emission limits applicable from the year 2000, corresponding to abatements of 30 % in emissions of carbon monoxide, total hydrocarbons, oxides of nitrogen and particulate matter were identified by the first Auto-Oil programme as key measures for the achievement of medium-term air quality. A reduction of 30 % in exhaust smoke opacity should additionally contribute to the reduction of particulate matter. Additional reductions in emission limits applicable from the year 2005, corresponding to additional abatements of 30 % in carbon monoxide, total hydrocarbons and oxides of nitrogen and 80 % in particulate matter should greatly contribute to air quality improvement in the medium to longer term. The additional limit for oxides of nitrogen applicable in the year 2008 should result in a further 43 % reduction in the emission limit for this pollutant.
Type-approval tests for gaseous and particulate pollutants and smoke opacity are applicable to allow for a more representative evaluation of the emissions performance of engines under test conditions that more closely resemble those encountered by vehicles in-service. Since 2000 conventional compression-ignition engines and those compression-ignition engines fitted with certain types of emission control equipment have been tested over a steady-state test cycle and using a new load response test for smoke opacity. Compression-ignition engines fitted with advanced emission control systems have, in addition, been tested over a new transient test cycle. From 2005, all compression-ignition engines should be tested on all those test cycles. Gas fuelled engines are only tested on the new transient test cycle.
Under all randomly selected load conditions within a defined operating range, the limit values may not be exceeded by more than an appropriate percentage.
In laying down new standards and test procedures, it is necessary to take account of the impact on air quality of future traffic growth in the Community. The work undertaken by the Commission in this sphere has shown that the motor industry in the Community has made great strides in the perfection of the technology allowing a considerable reduction in emissions of gaseous and particulate pollutants. However, it is still necessary to press for further improvements in emission limits and other technical requirements in the interests of environmental protection and public health. In particular, the results of ongoing research into the characteristics of ultra-fine particulates should be taken into account in any future measures.
It is necessary that further improvements be made to the quality of motor fuels to enable the efficient and durable performance of emission control systems in service.
New provisions for on-board diagnostics (OBD) should be introduced from 2005 with a view to facilitating the immediate detection of the deterioration or failure of engine emission control equipment. This should enhance diagnostic and repair capability, significantly improving the sustainable emission performance of in-service heavy- duty vehicles. Since, on the worldwide stage, OBD for heavy-duty diesel engines is in its infancy, it should be introduced in the Community in two stages to allow for system development so that the OBD system does not give false indications. In order to assist the Member States in ensuring that the owners and operators of heavy-duty vehicles meet their obligation to repair faults indicated by the OBD system, the distance covered or the time that has elapsed after a fault has been indicated to the driver should be recorded.
Compression-ignition engines are inherently durable and have demonstrated that, with proper and effective maintenance, they can retain a high level of emissions performance over the significantly high distances travelled by heavy-duty vehicles in the course of commercial operations. However, future emission standards will push the introduction of emission control systems downstream of the engine, such as deNOx systems, diesel particulate filters and systems that are a combination of both and, perhaps, other systems yet to be defined. It is therefore necessary to establish a useful life requirement on which to base procedures for ensuring the compliance of an engine’s emission control system throughout that reference period. In establishing such a requirement, due account should be taken of the considerable distances covered by heavy-duty vehicles, of the need to incorporate appropriate and timely maintenance and of the possibility of type-approving category N1 vehicles in accordance with either this Directive or Council Directive 70/220/EEC of 20 March 1970 on the approximation of the laws of the Member States on measures to be taken against air pollution by emissions from motor vehicles (1).
Member States should be allowed, by means of tax incentives, to expedite the placing on the market of vehicles that satisfy the requirements adopted at Community level, provided that such incentives comply with the provisions of the Treaty and satisfy certain conditions intended to prevent distortion of the internal market. This Directive does not affect the right of the Member States to include emissions of pollutants and other substances in the basis for calculating road traffic taxes on motor vehicles.
OJ L 76, 6.4.1970, p. 1. Directive as last amended by Commission Directive 2003/76/EC (OJ L 206, 15.8.2003, p. 29).
Since some of those tax incentives are State aids under Article 87(1) of the Treaty, they would have to be notified to the Commission under Article 88(3) of the Treaty for evaluation in accordance with the relevant criteria of compatibility. The notification of such measures in accordance with this Directive should be without prejudice to the obligation to notify under Article 88(3) of the Treaty.
With the aim of simplifying and accelerating the procedure, the Commission should be entrusted with the task of adopting measures implementing the fundamental provisions laid down in this Directive as well as the measures for adapting the annexes of this Directive to scientific and technical progress.
The measures necessary for the implementation of this Directive and its adaptation to scientific and technical progress should be adopted in accordance with Council Decision 1999/468/EC of 28 June 1999 laying down the procedures for the exercise of implementing powers conferred on the Commission (1).
The Commission should keep under review the need to introduce emission limits for pollutants which are as yet unregulated and which arise as a consequence of the wider use of new alternative fuels and new exhaust emission control systems.
The Commission should submit proposals it may deem appropriate for a further stage for limit values for NOx and particulate emissions as soon as possible.
Since the objective of this Directive, namely the realisation of the internal market through the introduction of common technical requirements concerning gaseous and particulate emissions for all types of vehicles, cannot be sufficiently achieved by the Member States and can therefore, by reason of the scale of the action, be better achieved at Community level, the Community may adopt measures, in accordance with the principle of subsidiarity, as set out in Article 5 of the Treaty. In accordance with the principle of proportionality, as set out in that Article, this Directive does not go beyond what is necessary in order to achieve this objective.
The obligation to transpose this Directive into national law should be confined to those provisions which represent a substantive change as compared with the earlier Directives. The obligation to transpose the provisions which are unchanged arises under the earlier Directives.
This Directive should be without prejudice to the obligations of the Member States relating to the time limits for transposition into national law and application of the Directives set out in Annex IX, Part B.
(1) OJ L 184, 17.7.1999, p. 23.
HAVE ADOPTED THIS DIRECTIVE:
Article 1
Definitions
For the purposes of this Directive the following definitions shall apply:
(a) ‘vehicle’ means any vehicle as defined in Article 2 of Directive 70/156/EEC and propelled by a compression- ignition or gas engine, with the exception of vehicles of category M1 with a technically permissible maximum laden mass less than or equal to 3,5 tonnes;
(b)‘compression-ignition 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, may be granted;
(c) ‘enhanced environment-friendly vehicle (EEV)’ means a vehicle propelled by an engine which complies with the permissive emission limit values set out in row C of the tables in Section 6.2.1 of Annex I.
Article 2
Obligations of the Member States
For types of compression-ignition or gas engines and types of vehicle propelled by compression-ignition or gas engines, where the requirements set out in Annexes I to VIII are not met and in particular 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 row A of the tables in Section 6.2.1 of Annex I, Member States:
(a) shall refuse to grant EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC; and
(b)shall refuse national type-approval.
Except in the case of vehicles and engines intended for export to third countries or replacement engines for in-service vehicles, Member States shall, where the requirements set out in Annexes I to VIII are not met and in particular 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 row A of the tables in Section 6.2.1 of Annex I:
(a)consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purposes of Article 7(1) of that Directive; and
(b) prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression-ignition or gas engine and the sale or use of new compression-ignition or gas engines.
Without prejudice to paragraphs 1 and 2, with effect from 1 October 2003 and except in the case of vehicles and engines intended for export to third countries or replacement engines for in-service vehicles, Member States shall, for types of gas engines and types of vehicles propelled by a gas engine which do not comply with the requirements set out in Annexes I to VIII:
(a) consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purposes of Article 7(1) of that Directive; and
(b)prohibit the registration, sale, entry into service or use of new vehicles and the sale or use of new engines.
If the requirements set out in Annexes I to VIII and in Articles 3 and 4 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 row B1 or row B2 or with the permissive limit values set out in row C of the tables in Section 6.2.1 of Annex I, no Member State may, on grounds relating to the gaseous and particulate pollutants and opacity of smoke emissions from an engine:
(a)refuse to grant EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC or to grant national type-approval for a type of vehicle propelled by a compression-ignition or gas engine;
(b) prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression-ignition or gas engine;
(c)refuse to grant EC type-approval for a type of compression- ignition or gas engine;
(d) prohibit the sale or use of new compression-ignition or gas engines.
With effect from 1 October 2005, for types of compression-ignition or gas engines and types of vehicle propelled by compression-ignition or gas engines which do not meet the requirements set out in Annexes I to VIII and in Articles 3 and 4 and in particular 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 row B1 of the tables in Section 6.2.1 of Annex I, Member States:
(a) shall refuse to grant EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC; and
(b)shall refuse national type-approval.
With effect from 1 October 2006 and except in the case of vehicles and engines intended for export to third countries or replacement engines for in-service vehicles, Member States shall, where the requirements set out in Annexes I to VIII and in Articles 3 and 4 are not met and in particular 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 row B1 of the tables in Section 6.2.1 of Annex I:
(a)consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purposes of Article 7(1) of that Directive; and
(b) prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression-ignition or gas engine and the sale or use of new compression-ignition or gas engines.
With effect from 1 October 2008, for types of compression-ignition or gas engines and types of vehicle propelled by compression-ignition or gas engines which do not meet the requirements set out in Annexes I to VIII and in Articles 3 and 4 and in particular 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 row B2 of the tables in Section 6.2.1 of Annex I, Member States:
(a) shall refuse to grant EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC; and
(b)shall refuse national type-approval.
With effect from 1 October 2009 and except in the case of vehicles and engines intended for export to third countries or replacement engines for in-service vehicles, Member States shall, where the requirements set out in Annexes I to VIII and in Articles 3 and 4 are not met and in particular 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 row B2 of the tables in Section 6.2.1 of Annex I:
(a)consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purposes of Article 7(1) of that Directive; and
(b) prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression-ignition or gas engine and the sale or use of new compression-ignition or gas engines.
In accordance with paragraph 4 an engine that satisfies the requirements set out in Annexes I to VIII, and, in particular, complies with the limit values set out in row C of the tables in Section 6.2.1 of Annex I shall be considered as complying with the requirements set out in paragraphs 1, 2 and 3.
In accordance with paragraph 4 an engine that satisfies the requirements set out in Annexes I to VIII and in Articles 3 and 4 and, in particular, complies with the limit values set out in row C of the tables in Section 6.2.1 of Annex I shall be considered as complying with the requirements set out in paragraphs 1 to 3 and 5 to 8.
For compression-ignition or gas engines that must comply with the limit values set out in Section 6.2.1 of Annex I under the type-approval system, the following shall apply:
under all randomly selected load conditions, belonging to a definite control area and with the exception of specified engine operating conditions which are not subject to such a provision, the emissions sampled during a time duration as small as 30 seconds shall not exceed by more than 100 % the limit values in rows B2 and C of the tables in Section 6.2.1 of Annex I. The control area to which the percentage not to be exceeded shall apply, the excluded engine operating conditions and other appropriate conditions shall be defined in accordance with the procedure referred to in Article 7(1).
Article 3
Durability of emission control systems
From 1 October 2005 for new type-approvals and from 1 October 2006 for all type-approvals, the manufacturer shall demonstrate that a compression-ignition or gas engine type- approved by reference to the limit values set out in row B1 or row B2 or row C of the tables in Section 6.2.1 of Annex I will comply with those limit values for a useful life of:
(a) 100 000 km or five years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N1 and M2;
(b)200 000 km or six years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N2, N3 with a maximum technically permissible mass not exceeding 16 tonnes and M3 Class I, Class II and Class A, and Class B with a maximum technically permissible mass not exceeding 7,5 tonnes;
(c) 500 000 km or seven years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N3 with a maximum technically permissible mass exceeding 16 tonnes and M3, Class III and Class B with a maximum technically permissible mass exceeding 7,5 tonnes.
From 1 October 2005, for new types, and from 1 October 2006, for all types, type-approvals granted to vehicles shall also require confirmation of the correct operation of the emission control devices during the normal life of the vehicle under normal conditions of use (conformity of in-service vehicles properly maintained and used).
The measures for the implementation of paragraph 1 shall be adopted by 28 December 2005 at the latest.
Article 4
On-board diagnostic systems
From 1 October 2005 for new type-approvals of vehicles and from 1 October 2006 for all type-approvals, a compression-ignition engine type-approved by reference to the emission limit values set out in row B1 or row C of the tables in Section 6.2.1 of Annex I or a vehicle propelled by such an engine shall be fitted with an on-board diagnostic (OBD) system that signals the presence of a fault to the driver if the OBD threshold limits set out in row B1 or row C of the table in paragraph 3 are exceeded.
In the case of exhaust after-treatment systems, the OBD system may monitor for major functional failure any of the following:
(a)a catalyst, where fitted as a separate unit, whether or not it is part of a deNOx system or a diesel particulate filter;
(b) a deNOx system, where fitted;
(c)a diesel particulate filter, where fitted;
(d) a combined deNOx-diesel particulate filter system.
From 1 October 2008 for new type-approvals and from 1 October 2009 for all type-approvals, a compression-ignition or a gas engine type-approved by reference to the emission limit values set out in row B2 or row C of the tables in Section 6.2.1 of Annex I, or a vehicle propelled by such an engine shall be fitted with an OBD system that signals the presence of a fault to the driver if the OBD threshold limits set out in row B2 or row C of the table in paragraph 3 are exceeded.
The OBD system shall also include an interface between the engine electronic control unit (EECU) and any other engine or vehicle electrical or electronic systems that provide an input to or receive an output from the EECU and which affect the correct functioning of the emission control system, such as the interface between the EECU and a transmission electronic control unit.
The OBD threshold limits shall be as follows:
| Row | Compression-ignition engines | |
| Mass of oxides of nitrogen (NOx) g/kWh | Mass of particulate (PT) g/kWh | |
| B1 (2005) | 7,0 | 0,1 |
| B2 (2008) | 7,0 | 0,1 |
| C (EEV) | 7,0 | 0,1 |
Full and uniform access to OBD information must be provided for the purposes of testing, diagnosis, servicing and repair in keeping with the relevant provisions of Directive 70/220/EEC and provisions regarding replacement components ensuring compatibility with OBD systems.
The measures for the implementation of paragraphs 1, 2 and 3 shall be adopted by 28 December 2005 at the latest.
Article 5
Emission control systems using consumable reagents
In defining the measures necessary to implement Article 4, as provided for by Article 7(1), the Commission shall, if appropriate, include technical measures to minimise the risk of emission control systems using consumable reagents being inadequately maintained in service. In addition, and if appropriate, measures shall be included to ensure that emissions of ammonia due to the use of consumable reagents are minimised.
Article 6
Tax incentives
Member States may make provision for tax incentives only in respect of vehicles which comply with this Directive. Such incentives shall comply with the provisions of the Treaty, as well as with either paragraph 2 or paragraph 3 of this Article.
The incentives shall apply to all new vehicles offered for sale on the market of a Member State which comply in advance with the limit values set out in row B1 or B2 of the tables in Section 6.2.1 of Annex I.
They shall be terminated with effect from the mandatory application of the limit values in row B1, as laid down in Article 2(6), or from the mandatory application of the limit values in row B2, as laid down in Article 2(8).
The incentives shall apply to all new vehicles offered for sale on the market of a Member State which comply with the permissive limit values set out in row C of the tables in Section
6.2.1 of Annex I.
In addition to the conditions referred to in paragraph 1, for each type of vehicle, the incentives shall not exceed the additional cost of the technical solutions introduced to ensure compliance with the limit values set out in row B1 or row B2 or with the permissive limit values set out in row C of the tables in Section 6.2.1 of Annex I, and of their installation on the vehicle.
Member States shall inform the Commission in sufficient time of plans to institute or change the tax incentives referred to in this Article, so that it can submit its observations.
Article 7
Implementation measures and amendments
The measures necessary for the implementation of Articles 2(10), 3 and 4 of this Directive shall be adopted by the Commission, assisted by the Committee established by Article 13(1) of Directive 70/156/EEC, in accordance with the procedure referred to in Article 13(3) of that Directive.
Amendments to this Directive which are necessary to adapt it to scientific and technical progress shall be adopted by the Commission, assisted by the committee established by Article 13(1) of Directive 70/156/EEC, in accordance with the procedure referred to in Article 13(3) of that Directive.
Article 8
Review and reports
The Commission shall review the need to introduce new emission limits applicable to heavy-duty vehicles and engines in respect of pollutants that are as yet unregulated. The review shall be based on the wider market introduction of new alternative fuels and on the introduction of new additive- enabled exhaust emission control systems to meet future standards laid down in this Directive. Where appropriate, the Commission shall submit a proposal to the European Parliament and the Council.
The Commission should submit to the European Parliament and the Council legislative proposals on further limits on NOx and particulate emissions for heavy-duty vehicles.
If appropriate, it shall investigate whether setting an additional limit for particulate levels and size is necessary, and, if so, include it in the proposals.
The Commission shall report to the European Parliament and to the Council on the progress in negotiations for a worldwide harmonised duty cycle (WHDC).
The Commission shall submit a report to the European Parliament and to the Council on requirements for the operation of an on-board measurement (OBM) system. On the basis of that report, the Commission shall, where appropriate, submit a proposal for measures to include the technical specifications and corresponding annexes in order to provide for the type-approval of OBM systems which ensure at least equivalent levels of monitoring to OBD systems and which are compatible therewith.
Article 9
Transposition
Member States shall adopt and publish, before 9 November 2006 at the latest, the laws, regulations and administrative provisions necessary to comply with this Directive. If the adoption of the implementing measures referred to in Article 7 is delayed beyond 28 December 2005, Member States shall comply with this obligation by the transposition date provided in the Directive containing these implementing measures. They shall forthwith communicate to the Commission the text of those provisions and a correlation table between those provisions and this Directive.
They shall apply those provisions from 9 November 2006 or, if the adoption of the implementing measures referred to in Article 7 is delayed beyond 28 December 2005, from the transposition date specified in the Directive containing these implementing measures.
accompanied by such a reference on the occasion of their official publication. They shall also include a statement that references in existing laws, regulations and administrative provisions to the Directives repealed by this Directive shall be construed as references to this Directive. Member States shall determine how such reference is to be made and how that statement is to be formulated.
Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.
Article 10
Repeal
The Directives listed in Annex IX, Part A, are repealed with effect from 9 November 2006 without prejudice to the obligations of the Member States relating to the time limits for transposition into national law and application of the Directives set out in Annex IX, Part B.
References to the repealed Directives shall be construed as references to this Directive and shall be read in accordance with the correlation table in Annex X.
Article 11
Entry into force
This Directive shall enter into force on the 20th day following its publication in the Official Journal of the European Union.
Article 12
Addressees
This Directive is addressed to the Member States. Done at Strasbourg, 28 September 2005.
When Member States adopt those provisions, they shall contain a reference to this Directive or be
For the European Parliament
The President
J. BORRELL FONTELLES
For the Council
The President
D. ALEXANDER
ANNEX I
SCOPE, DEFINITIONS AND ABBREVIATIONS, APPLICATION FOR EC TYPE-APPROVAL, SPECIFICATIONS AND TESTS AND CONFORMITY OF PRODUCTION
1. SCOPE
This Directive applies to the gaseous and particulate pollutants from all motor vehicles equipped with compression-ignition engines and to the gaseous pollutants from all motor vehicles equipped with positive ignition engines fuelled with natural gas or LPG, and to compression-ignition and positive ignition engines as specified in Article 1 with the exception of those vehicles of category N1, N2 and M2 for which type-approval has been granted under Council Directive 70/220/EEC of 20 March 1970 on the approximation of the laws of the Member States on measures to be taken against air pollution by emissions from motor vehicles (1).
2. DEFINITIONS AND ABBREVIATIONS For the purposes of this Directive:
2.1. ‘test cycle’ means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test);
2.2. ‘approval of an engine (engine family)’ means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants;
2.3. ‘diesel engine’ means an engine which works on the compression-ignition principle;
2.4. ‘gas engine’ means an engine which is fuelled with natural gas (NG) or liquid petroleum gas (LPG);
2.5.‘engine type’ means a category of engines which do not differ in such essential respects as engine characteristics as defined in Annex II to this Directive;
2.6. ‘engine family’ means a manufacturers grouping of engines which, through their design as defined in Annex II, Appendix 2 to this Directive, have similar exhaust emission characteristics; all members of the family must comply with the applicable emission limit values;
2.7. ‘parent engine’ means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family;
2.8. ‘gaseous pollutants’ means carbon 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;
2.9.‘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 ºC);
2.10.‘smoke’ means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light;
2.11.‘net power’ means the power in EC kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EC method of measuring power as set out in Council Directive 80/1269/EEC of 16 December 1980on the approximation of the laws of the Member States relating to the engine power of motor vehicles (2);
(1) OJ L 76, 6.4.1970, p. 1. Directive as last amended by Commission Directive 2003/76/EC (OJ L 206, 15.8.2003, p. 29).
(2) OJ L 375, 31.12.1980, p. 46. Directive as last amended by Commission Directive 1999/99/EC (OJ L 334, 28.12.1999, p. 32).
2.12.‘declared maximum power (Pmax)’ means the maximum power in EC kW (net power) as declared by the manufacturer in his application for type-approval;
2.13. ‘per cent load’ means the fraction of the maximum available torque at an engine speed;
2.14. ‘ESC test’ means a test cycle consisting of 13 steady state modes to be applied in accordance with Section
6.2 of this Annex;
2.15.‘ELR test’ means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with Section 6.2 of this Annex;
2.16.‘ETC test’ means a test cycle consisting of 1 800 second-by-second transient modes to be applied in accordance with Section 6.2 of this Annex;
2.17.‘engine operating speed range’ means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in Annex III to this Directive;
2.18. ‘low speed (nlo)’ means the lowest engine speed where 50 % of the declared maximum power occurs;
2.19. ‘high speed (nhi)’ means the highest engine speed where 70 % of the declared maximum power occurs;
2.20.‘engine speeds A, B and C’ means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in Annex III, Appendix 1 to this Directive;
2.21. ‘control area’ means the area between the engine speeds A and C and between 25 to 100 per cent load;
2.22. ‘reference speed (nref)’ means the 100 per cent speed value to be used for denormalising the relative speed values of the ETC test, as set out in Annex III, Appendix 2 to this Directive;
2.23.‘opacimeter’ means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle;
2.24.‘NG gas range’ means one of the H or L range as defined in European Standard EN 437, dated November 1993;
2.25. ‘self adaptability’ means any engine device allowing the air/fuel ratio to be kept constant;
2.26.‘recalibration’ means a fine tuning of an NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;
2.27. ‘Wobbe Index (lower Wl; or upper Wu)’ means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:
2.28.‘λ-shift factor (Sλ)’ means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ratio λ if the engine is fuelled with a gas composition different from pure methane (see Annex VII for the calculation of Sλ);
2.29.‘defeat device’ means a device which measures, senses or responds to operating variables (e.g. vehicle speed, engine speed, gear used, temperature, intake pressure or any other parameter) for the purpose of activating, modulating, delaying or deactivating the operation of any component or function of the emission control system such that the effectiveness of the emission control system is reduced under conditions encountered during normal vehicle use unless the use of such a device is substantially included in the applied emission certification test procedures.
Figure 1
Specific definitions of the test cycles
2.30.‘auxiliary control device’ means a system, function or control strategy installed to an engine or on a vehicle, that is used to protect the engine and/or its ancillary equipment against operating conditions that could result in damage or failure, or is used to facilitate engine starting. An auxiliary control device may also be a strategy or measure that has been satisfactorily demonstrated not to be a defeat device;
2.31.‘irrational emission control strategy’ means any strategy or measure that, when the vehicle is operated under normal conditions of use, reduces the effectiveness of the emission control system to a level below that expected on the applicable emission test procedures.
2.32. Symbols and abbreviations
2.32.1. Symbols for test parameters
Symbol Unit Term AP m2 Cross sectional area of the isokinetic sampling probe AT
m2
Cross sectional area of the exhaust pipe
CEE — Ethane efficiency CEM — Methane efficiency C1 — Carbon 1 equivalent hydrocarbon conc ppm/vol. % Subscript denoting concentration D0 m3/s Intercept of PDP calibration function DF — Dilution factor D — Bessel function constant E — Bessel function constant EZ g/kWh Interpolated NOx emission of the control point fa
—
Laboratory atmospheric factor
fc
s-1
Bessel filter cut-off frequency
FFH
—
Fuel specific factor for the calculation of wet concentration for dry concentration
FS
—
Stoichiometric factor
GAIRW
kg/h
Intake air mass flow rate on wet basis
GAIRD
kg/h
Intake air mass flow rate on dry basis
GDILW
kg/h
Dilution air mass flow rate on wet basis
GEDFW
kg/h
Equivalent diluted exhaust gas mass flow rate on wet basis
GEXHW
kg/h
Exhaust gas mass flow rate on wet basis
GFUEL
kg/h
Fuel mass flow rate
GTOTW
kg/h
Diluted exhaust gas mass flow rate on wet basis
H
MJ/m3
Calorific value
HREF
g/kg
Reference value of absolute humidity (10,71g/kg)
Ha
g/kg
Absolute humidity of the intake air
Hd
g/kg
Absolute humidity of the dilution air
HTCRAT
mol/mol
Hydrogen-to-Carbon ratio
i
—
Subscript denoting an individual mode
K
—
Bessel constant
k
m-1
Light absorption coefficient
KH,D
—
Humidity correction factor for NOx for diesel engines
KH,G
—
Humidity correction factor for NOx for gas engines
KV
CFV calibration function
KW,a
—
Dry to wet correction factor for the intake air
KW,d
—
Dry to wet correction factor for the dilution air
KW,e
—
Dry to wet correction factor for the diluted exhaust gas
KW,r
—
Dry to wet correction factor for the raw exhaust gas
L
%
Percent torque related to the maximum torque for the test engine
La
m
Effective optical path length
m
Slope of PDP calibration function
mass
g/h or g
Subscript denoting emissions mass flow (rate)
MDIL
kg
Mass of the dilution air sample passed through the particulate sampling filters
Md
mg
Particulate sample mass of the dilution air collected
Mf
mg
Particulate sample mass collected
Mf,p
mg
Particulate sample mass collected on primary filter
Mf,b
mg
Particulate sample mass collected on back-up filter
MSAM
Mass of the diluted exhaust sample passed through the particulate sampling filters
MSEC
kg
Mass of secondary dilution air
MTOTW
kg
Total CVS mass over the cycle on wet basis
MTOTW,i
kg
Instantaneous CVS mass on wet basis
N
%
Opacity
NP
—
Total revolutions of PDP over the cycle
NP,i
—
Revolutions of PDP during a time interval
n
min-1
Engine speed
np
s-1
PDP speed
nhi
min-1
High engine speed
nlo
min-1
Low engine speed
nref
min-1
Reference engine speed for ETC test
pa
kPa
Saturation vapour pressure of the engine intake air
pA
kPa
Absolute pressure
pB
kPa
Total atmospheric pressure
pd
kPa
Saturation vapour pressure of the dilution air
ps
kPa
Dry atmospheric pressure
p1
kPa
Pressure depression at pump inlet
P(a)
kW
Power absorbed by auxiliaries to be fitted for test
P(b)
kW
Power absorbed by auxiliaries to be removed for test
P(n)
kW
Net power non-corrected
P(m)
kW
Power measured on test bed
Ω — Bessel constant Qs m3/s CVS volume flow rate q — Dilution ratio r — Ratio of cross sectional areas of isokinetic probe and exhaust pipe Ra % Relative humidity of the intake air Rd % Relative humidity of the dilution air Rf — FID response factor ρ kg/m3 Density S kW Dynamometer setting Si
m-1
Instantaneous smoke value
Sλ λ-shift factor T K Absolute temperature Ta K Absolute temperature of the intake air t s Measuring time te s Electrical response time tF s Filter response time for Bessel function tp s Physical response time Δt s Time interval between successive smoke data (= 1/sampling rate) Δti s Time interval for instantaneous CFV flow τ % Smoke transmittance V0 m3/rev PDP volume flow rate at actual conditions W — Wobbe index Wact kWh Actual cycle work of ETC Wref kWh Reference cycle work of ETC WF — Weighting factor WFE — Effective weighting factor X0 m3/rev Calibration function of PDP volume flow rate Yi m-1 1 s Bessel averaged smoke value
2.32.2. Symbols for chemical components
CH4 Methane
C2H6 Ethane
C2H5OH Ethanol
C3H8 Propane
CO Carbon monoxide
DOP Di-octylphtalate
CO2 Carbon dioxide
HC Hydrocarbons
NMHC Non-methane hydrocarbons
NOx Oxides of nitrogen
NO Nitric oxide
NO2 Nitrogen dioxide
PT Particulates.
2.32.3. Abbreviations
CFV Critical flow venturi
CLD Chemiluminescent detector
ELR European load response test
ESC European steady state cycle
ETC European transient cycle
FID Flame ionisation detector
GC Gas chromatograph
HCLD Heated chemiluminescent detector
HFID Heated flame ionisation detector
LPG Liquefied petroleum gas
NDIR Non-dispersive infrared analyser
NG Natural gas
NMC Non-methane cutter
3. APPLICATION FOR EC TYPE-APPROVAL
3.1. Application for EC type-approval for a type of engine or engine family as a separate technical unit
3.1.1.The application for approval of an engine type or engine family with regard to the level of the emission of gaseous and particulate pollutants for diesel engines and with regard to the level of the emission of gaseous pollutants for gas engines shall be submitted by the engine manufacturer or by a duly accredited representative.
3.1.2.It shall be accompanied by the undermentioned documents in triplicate and the following particulars:
3.1.2.1.A description of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II to this Directive which conform to the requirements of Articles 3 and 4 of Directive 70/156/ EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type- approval of motor vehicles and their trailers (1).
3.1.3. An engine conforming to the ‘engine type’ or ‘parent engine’ characteristics described in Annex II shall be submitted to the technical service responsible for conducting the approval tests defined in Section 6.
3.2. Application for EC type-approval for a vehicle type in respect of its engine
3.2.1.The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its gas engine or engine family shall be submitted by the vehicle manufacturer or a duly accredited representative.
3.2.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars:
3.2.2.1.A description of the vehicle type, of the engine-related vehicle parts and of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II, along with the documentation required in application of Article 3 of Directive 70/156/EEC.
3.3. Application for EC type-approval for a vehicle type with an approved engine
3.3.1.The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its approved diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its approved gas engine or engine family shall be submitted by the vehicle manufacturer or a duly accredited representative.
(1) OJ L 42, 23.2.1970, p. 1. Directive as last amended by Commission Directive 2004/104/EC (OJ L 337, 13.11.2004, p. 13).
3.3.2.It shall be accompanied by the undermentioned documents in triplicate and the following particulars:
3.3.2.1.a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in Annex II, as applicable, and a copy of the EC Type-Approval Certificate (Annex VI) for the engine or engine family, if applicable, as a separate technical unit which is installed in the vehicle type, along with the documentation required in application of Article 3 of Directive 70/156/EEC.
4. EC TYPE-APPROVAL
4.1. Granting of a universal fuel EC type-approval
A universal fuel EC type-approval is granted subject to the following requirements.
4.1.1.In the case of diesel fuel the parent engine meets the requirements of this Directive on the reference fuel specified in Annex IV.
4.1.2.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 and in their λ-shift factor (Sλ). The formulae for the calculation of the Wobbe index and Sλ are given in Sections 2.27 and 2.28. Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of Sλ.
The parent engine shall meet the requirements of this Directive on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex IV, without any readjustment to the fuelling between the two tests. 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 given in paragraph 3 of Appendix 2 to Annex III.
4.1.2.1.On the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of 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.
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 relevant reference fuel as specified in Annex IV for each range, at each position of the switch. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) 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 tests at each position of the switch. 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 given in paragraph 3 of Appendix 2 to Annex III.
4.1.3.1.At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of 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.
4.1.4.In the case of natural gas engines, the ratio of the emission results ‘r’ shall be determined for each pollutant as follows:
or,
and,
4.1.5.In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine should meet the emission requirements on the reference fuels A and B as specified in Annex IV without any readjustment to the fuelling between the two tests. 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.
4.1.5.1.The ratio of emission results ‘r’ shall be determined for each pollutant as follows:
4.2. Granting of a fuel range restricted EC type-approval
Fuel range restricted EC type-approval is granted subject to the following requirements:
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 relevant reference fuel, as specified in Annex IV, for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Directive without any readjustment to the fuelling between the two tests. 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.
4.2.1.1.At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of 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.
4.2.1.2.The ratio of emission results ‘r’ shall be determined for each pollutant as follows:
or,
and,
4.2.1.3.On delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which range of gases the engine is approved.
4.2.2.Exhaust emissions approval of an engine running on natural gas or LPG and laid out for operation on one specific fuel composition
4.2.2.1. The parent engine shall meet the emission requirements on the reference fuels GR and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in Annex IV. Between the tests fine-tuning of the fuelling system is allowed. This 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.
4.2.2.2.At the manufacturer's request the engine may be tested on the reference fuels GR and G23, or on the reference fuels G25 and G23, in which case the type-approval is only valid for the H-range or the L-range of gases respectively.
4.2.2.3.On delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which fuel composition the engine has been calibrated.
4.3. Exhaust emissions approval of a member of a family
4.3.1.With the exception of the case mentioned in paragraph 4.3.2, the approval of a parent engine shall be extended to all family members without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in paragraph 4.2.2) or the same range of fuels (in the case of engines described in either paragraphs 4.1 or 4.2) for which the parent engine has been approved.
4.3.2. Secondary test engine
In case of an application for type-approval of an engine, or a vehicle in respect of its engine, that engine belonging to an engine family, if the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Annex I, Appendix 1, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.
4.4. Type-approval certificate
A certificate conforming to the model specified in Annex VI shall be issued for approval referred to under Sections 3.1, 3.2 and 3.3.
5. ENGINE MARKINGS
5.1. The engine approved as a technical unit must bear:
5.1.1. the trademark or trade name of the manufacturer of the engine;
5.1.2. the manufacturer's commercial description;
5.1.3.the EC type-approval number preceded by the distinctive letter(s) or number(s) of the country granting EC type-approval (1);
5.1.4. in case of an NG engine one of the following markings to be placed after the EC type approval number:
— H in case of the engine being approved and calibrated for the H-range of gases;
— L in case of the engine being approved and calibrated for the L-range of gases;
— HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;
(1) 1 = Germany, 2 = France, 3 = Italy, 4 = Netherlands, 5 = Sweden, 6 = Belgium, 7 = Hungary, 8 = Czech Republic, 9 = Spain, 11 = United Kingdom, 12 = Austria, 13 = Luxembourg, 17 = Finland, 18 = Denmark, 20 = Poland, 21 = Portugal, 23 = Greece, 24 = Ireland, 26 = Slovenia, 27 = Slovakia, 29 = Estonia, 32 = Latvia, 36 = Lithuania, 49 = Cyprus, 50 = Malta.
— Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling;
— Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling;
— HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling.
5.1.5. Labels
In the case of NG and LPG fuelled engines with a fuel range restricted type approval, the following labels are applicable:
5.1.5.1. Content
The following information must be 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 limits specified by the engine manufacturer.
The letters and figures must be at least 4 mm in height.
Note:
If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information must be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes will be determined by agreement between the manufacturer and the approval authority.
5.1.5.2. 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.
5.1.5.3. Placing
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 necessary for engine operation.
5.2.In case of an application for EC type-approval for a vehicle type in respect of its engine, the marking specified in Section 5.1.5 shall also be placed close to fuel filling aperture.
5.3.In case of an application for EC type-approval for a vehicle type with an approved engine, the marking specified in Section 5.1.5 shall also be placed close to the fuel filling aperture.
6. SPECIFICATIONS AND TESTS
6.1. General
6.1.1. Emission control equipment
6.1.1.1.The components liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Directive.
6.1.2. Functions of emission control equipment
6.1.2.1.The use of a defeat device and/or an irrational emission control strategy is forbidden.
6.1.2.2.An auxiliary control device may be installed to an engine, or on a vehicle, provided that the device:
— operates only outside the conditions specified in paragraph 6.1.2.4, or
— is activated only temporarily under the conditions specified in paragraph 6.1.2.4 for such purposes as engine damage protection, air-handling device protection, smoke management, cold start or warming-up, or
— is activated only by on-board signals for purposes such as operational safety and limp-home strategies.
6.1.2.3. An engine control device, function, system or measure that operates during the conditions specified in Section 6.1.2.4 and which results in the use of a different or modified engine control strategy to that normally employed during the applicable emission test cycles will be permitted if, in complying with the requirements of Sections 6.1.3 and/or 6.1.4, it is fully demonstrated that the measure does not reduce the effectiveness of the emission control system. In all other cases, such devices shall be considered to be a defeat device.
6.1.2.4. For the purposes of point 6.1.2.2, the defined conditions of use under steady state and transient conditions are:
— an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa),
— an ambient temperature within the range 283 to 303 K (10 to 30 °C),
— engine coolant temperature within the range 343 to 368 K (70 to 95 °C).
6.1.3. Special requirements for electronic emission control systems
6.1.3.1. Documentation requirements
The manufacturer shall provide a documentation package that gives access to the basic design of the system and the means by which it controls its output variables, whether that control is direct or indirect.
The documentation shall be made available in two parts:
(a) the formal documentation package, which shall be supplied to the technical service at the time of submission of the type-approval application, shall include a full description of the system. This documentation may be brief, provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been identified. This information shall be attached to the documentation required in Annex I, Section 3;
(b) additional material that shows the parameters that are modified by any auxiliary control device and the boundary conditions under which the device operates. The additional material shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation.
The additional material shall also contain a justification for the use of any auxiliary control device and include additional material and test data to demonstrate the effect on exhaust emissions of any auxiliary control device installed to the engine or on the vehicle.
It is necessary to ensure that the functioning of the emission control monitoring system is not impaired by a defeat strategy.
Gas engines do not use the exhaust gas recirculation or selective catalytic reduction technologies in order to fulfil the current standards for NOx emissions. Therefore, it is considered that, at this stage, gas engines and vehicles fuelled with gas should be exempted from the requirements to ensure correct operation of NOx control measures. The exemption might be revoked when taking into consideration further emission stages.
It is appropriate to adjust the date of application of sections 6.5.3, 6.5.4 and 6.5.5 of Annex I to Directive 2005/55/EC in case of new type approvals.
The Commission intends to review the OBD threshold limit values in order to adapt them to the technological progress.
Directives 2005/55/EC and 2005/78/EC should therefore be amended accordingly.
The measures provided for in this Regulation are in accordance with the opinion of the Committee for Adap- tation to Technical Progress established by Article 13(1) of Directive 70/156/EEC,
HAS ADOPTED THIS DIRECTIVE:
Article 1
Annex I to Directive 2005/55/EC is amended in accordance with Annex I to this Directive.
Article 2
Annex IV to Directive 2005/78/EC is amended in accordance with Annex II to this Directive.
Article 3
Member States shall adopt and publish, by 8 November 2006 at the latest, the laws, regulations and administrative provisions necessary to comply with this Directive. They shall forthwith communicate to the Commission the text of those provisions and a correlation table between those provisions and this Directive.
They shall apply those provisions from 9 November 2006. When Member States adopt those provisions, they shall contain a reference to this Directive or be accompanied by such a reference on the occasion of their official publication. Member States shall determine how such reference is to be made.
Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.
Article 4
This Directive shall enter into force on the third day following its publication in the Official Journal of the European Union.
Article 5
This Directive is addressed to the Member States.
Done at Brussels, 6 June 2006.
For the Commission Günter VERHEUGEN Vice-President
ANNEX I
AMENDMENTS TO DIRECTIVE 2005/55/EC
Annex I is amended as follows:
1. section 2.1 is amended as follows:
(a) the definition of ‘defeat strategy’ is replaced by the following:
‘ “defeat strategy” means:
—an AECS that reduces the effectiveness of the emission control relative to the BECS under conditions that may reasonably be expected to be encountered in normal vehicle operation and use,
—a BECS that discriminates between operation on a standardised type-approval test and other operations and provides a lesser level of emission control under conditions not substantially included in the applicable type- approval test procedures, or
—an OBD or an emission control monitoring strategy that discriminates between operation on a standardised type-approval test and other operations and provides a lower level of monitoring capability (timely and accurately) under conditions not substantially included in the applicable type-approval test procedures;’
(b) in the definition of ‘permanent emission default mode’ ‘permanent emission default mode’ is replaced by ‘emission default mode’;
(c) the following definition is added:
‘ “emission control monitoring system” means the system that ensures correct operation of the NOx control measures implemented in the engine system according to the requirements of section 6.5 of Annex I.’;
2. in the second indent of section 6.1.5.6 ‘permanent emission default modes’ is replaced by ‘emission default modes’.
3. section 6.5 is replaced by the following:
‘6.5. Requirements to ensure correct operation of NOx control measures
6.5.1. General
6.5.1.1. This section is applicable to compression-ignition engine systems irrespective of the technology used to comply with the emission limit values provided in the tables in section 6.2.1.
6.5.1.2. Application dates
The requirements of sections 6.5.3, 6.5.4 and 6.5.5 shall apply from 9 November 2006 for new type approvals and from 1 October 2007 for all registrations of new vehicles.
6.5.1.3. Any engine system covered by this section shall be designed, constructed and installed so as to be capable of meeting these requirements over the useful life of the engine.
6.5.1.4. Information that fully describes the functional operational characteristics of an engine system covered by this section shall be provided by the manufacturer in Annex II.
6.5.1.5. In its application for type-approval, if the engine system requires a reagent, the manufacturer shall specify the characteristics of all reagent(s) consumed by any exhaust aftertreatment system, e.g. type and concen- trations, operational temperature conditions, reference to international standards etc.
6.5.1.6. Subject to requirements set out in section 6.1, any engine system covered by this section shall retain its emission control function during all conditions regularly pertaining in the territory of the Community, especially at low ambient temperatures.
6.5.1.7. For the purpose of type-approval, the manufacturer shall demonstrate to the Technical Service that for engine systems that require a reagent, any emission of ammonia does not exceed, over the applicable emissions test cycle, a mean value of 25 ppm.
6.5.1.8. For engine systems requiring a reagent, each separate reagent tank installed on a vehicle shall include means for taking a sample of any fluid inside the tank. The sampling point shall be easily accessible without the use of any specialised tool or device.
6.5.2.Maintenance requirements
6.5.2.1. The manufacturer shall furnish or cause to be furnished to all owners of new heavy-duty vehicles or new heavy-duty engines written instructions that shall state that if the vehicle emission control system is not functioning correctly, the driver shall be informed of a problem by the malfunction indicator (MI) and the engine shall consequentially operate with a reduced performance.
6.5.2.2. The instructions will indicate requirements for the proper use and maintenance of vehicles, including where relevant the use of consumable reagents.
6.5.2.3. The instructions shall be written in clear and non-technical language and in the language of the country in which a new heavy-duty vehicle or new heavy-duty engine is sold or registered.
6.5.2.4. The instructions shall specify if consumable reagents have to be refilled by the vehicle operator between normal maintenance intervals and shall indicate a likely rate of reagent consumption according to the type of new heavy-duty vehicle.
6.5.2.5. The instructions shall specify that use of and refilling of a required reagent of the correct specifications when indicated is mandatory for the vehicle to comply with the certificate of conformity issued for that vehicle or engine type.
6.5.2.6. The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any reagent if it is required for the reduction of pollutant emissions and that, in consequence, any favourable conditions for the purchase or operation of the vehicle obtained in the country of registration or other country in which the vehicle is used may become invalid.
6.5.3.Engine system NOx control
6.5.3.1. Incorrect operation of the engine system with respect to NOx emissions control (for example due to lack of any required reagent, incorrect EGR flow or deactivation of EGR) shall be determined through monitoring of the NOx level by sensors positioned in the exhaust stream.
6.5.3.2. Any deviation in NOx level more than 1,5 g/kWh above the applicable limit value given in table 1 of section 6.2.1 of Annex I, shall result in the driver being informed by activation of the MI as referred to in section 3.6.5 of Annex IV to Directive 2005/78/EC.
6.5.3.3. In addition, a non-erasable fault code identifying the reason why NOx exceeds the levels specified in section 6.5.3.2 shall be stored in accordance with section 3.9.2 of Annex IV to Directive 2005/78/EC for at least 400 days or 9 600 hours of engine operation.
The reasons for the NOx exceedance shall, at a minimum, and where applicable, be identified in the cases of empty reagent tank, interruption of reagent dosing activity, insufficient reagent quality, too low reagent consumption, incorrect EGR flow or deactivation of the EGR. In all other cases, the manufacturer is permitted to refer to a non-erasable fault code “high NOx — root cause unknown”.
6.5.3.4. If the NOx level exceeds the OBD threshold limit values given in the table in Article 4(3), a torque limiter shall reduce the performance of the engine according to the requirements of section 6.5.5 in a manner that is clearly perceived by the driver of the vehicle. When the torque limiter is activated the driver shall continue to be alerted according to the requirements of section 6.5.3.2 and a non-erasable fault code shall be stored in accordance with section 6.5.3.3.
6.5.3.5. In the case of engine systems that rely on the use of EGR and no other aftertreatment system for NOx emissions control, the manufacturer may utilise an alternative method to the requirements of section
6.5.3.1 for the determination of the NOx level. At the time of type approval the manufacturer shall demonstrate that the alternative method is equally timely and accurate in determining the NOx level compared to the requirements of section 6.5.3.1 and that it triggers the same consequences as those referred to in sections 6.5.3.2, 6.5.3.3 and 6.5.3.4.
6.5.4.Reagent control
6.5.4.1. For vehicles that require the use of a reagent to fulfil the requirements of this section, the driver shall be informed of the level of reagent in the on-vehicle reagent storage tank through a specific mechanical or electronic indication on the vehicle’s dashboard. This shall include a warning when the level of reagent goes:
-below 10 % of the tank or a higher percentage at the choice of the manufacturer, or
-below the level corresponding to the driving distance possible with the fuel reserve level specified by the manufacturer.
The reagent indicator shall be placed in close proximity to the fuel level indicator.
6.5.4.2. The driver shall be informed, according to the requirements of section 3.6.5 of Annex IV to Directive 2005/78/EC, if the reagent tank becomes empty.
6.5.4.3. As soon as the reagent tank becomes empty, the requirements of section 6.5.5 shall apply in addition to the requirements of section 6.5.4.2.
6.5.4.4. A manufacturer may choose to comply with the sections 6.5.4.5 to 6.5.4.12 as an alternative to complying with the requirements of section 6.5.3.
6.5.4.5. Engine systems shall include a means of determining that a fluid corresponding to the reagent characteristics declared by the manufacturer and recorded in Annex II to this Directive is present on the vehicle.
6.5.4.6. If the fluid in the reagent tank does not correspond to the minimum requirements declared by the manufacturer as recorded in Annex II to this Directive the additional requirements of section 6.5.4.12 shall apply.
6.5.4.7. Engine systems shall include a means for determining reagent consumption and providing off-board access to consumption information.
6.5.4.8. Average reagent consumption and average demanded reagent consumption by the engine system either over the previous complete 48 hour period of engine operation or the period needed for a demanded reagent consumption of at least 15 litres, whichever is longer, shall be available via the serial port of the standard diagnostic connector as referred to in section 6.8.3 of Annex IV to Directive 2005/78/EC.
6.5.4.9. In order to monitor reagent consumption, at least the following parameters within the engine shall be monitored:
-level of reagent in on-vehicle storage tank,
-flow of reagent or injection of reagent as close as technically possible to the point of injection into an exhaust aftertreatment system.
6.5.4.10. Any deviation more than 50 % in average reagent consumption and average demanded reagent consumption by the engine system over the period defined in section 6.5.4.8 shall result in application of the measures laid down in section 6.5.4.12.
6.5.4.11. In the case of interruption in reagent dosing activity the measures laid down in section 6.5.4.12 shall apply. This is not required where such interruption is demanded by the engine ECU because engine operating conditions are such that the engine’s emission performance does not require reagent dosing, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply.
6.5.4.12. Any failure detected with respect to sections 6.5.4.6, 6.5.4.10 or 6.5.4.11 shall trigger the same conse- quences in the same order as those referred to in sections 6.5.3.2, 6.5.3.3 or 6.5.3.4.
6.5.5.Measures to discourage tampering of exhaust aftertreatment systems
6.5.5.1. Any engine system covered by this section shall include a torque limiter that will alert the driver that the engine system is operating incorrectly or the vehicle is being operated in an incorrect manner and thereby encourage the prompt rectification of any fault(s).
6.5.5.2. The torque limiter shall be activated when the vehicle becomes stationary for the first time after the conditions of either sections 6.5.3.4, 6.5.4.3, 6.5.4.6, 6.5.4.10 or 6.5.4.11 have occurred.
6.5.5.3. Where the torque limiter comes into effect, the engine torque shall not, in any case, exceed a constant value of:
-60 % of the engine maximum torque for vehicles of category N3 > 16 tonnes, M1 > 7,5 tonnes, M3/III and M3/B > 7,5 tonnes,
-75 % of the engine maximum torque for vehicles of category N1, N2, N3 ≤ 16 tons, 3,5 < M1 ≤ 7,5 tonnes, M2, M3/I, M3/II, M3/A and M3/B ≤ 7,5 tonnes.
6.5.5.4. Requirements for documentation and the torque limiter are set out in sections 6.5.5.5 to 6.5.5.8.
6.5.5.5. Detailed written information fully describing the functional operation characteristics of the emission control monitoring system and the torque limiter shall be specified according to the documentation requirements of section 6.1.7.1.(b). Specifically, the manufacturer shall provide information on the algorithms used by the ECU for relating the NOx concentration to the specific NOx emission (in g/kWh) on the ETC in accordance with section 6.5.6.5.
6.5.5.6. The torque limiter shall be deactivated when the engine speed is at idle if the conditions or its activation have ceased to exist. The torque limiter shall not be automatically deactivated without the reason for its activation being remedied.
6.5.5.7. Deactivation of the torque limiter shall not be feasible by means of a switch or a maintenance tool.
6.5.5.8. The torque limiter shall not apply to engines or vehicles for use by the armed services, by rescue services and by fire-services and ambulances. Permanent deactivation shall only be done by the engine or vehicle manufacturer, and a special engine type within the engine family shall be designated for proper identifi- cation.
6.5.6.Operating conditions of the emission control monitoring system
6.5.6.1. The emission control monitoring system shall be operational,
-at all ambient temperatures between 266 K and 308 K (– 7 °C and 35 °C),
-at all altitudes below 1 600 m,
-at engine coolant temperatures above 343 K (70 °C).
This section does not apply in the case of monitoring for reagent level in the storage tank where moni- toring shall be conducted under all conditions of use.
6.5.6.2. The emission control monitoring system may be deactivated when a limp-home strategy is active and which results in a torque reduction greater than the levels indicated in section 6.5.5.3 for the appropriate vehicle category.
6.5.6.3. If an emission default mode is active, the emission control monitoring system shall remain operational and comply with the provisions of section 6.5.
6.5.6.4. The incorrect operation of NOx control measures shall be detected within four OBD test cycles as referred to in the definition given in section 6.1 of Appendix 1 of Annex IV to Directive 2005/78/EC.
6.5.6.5. Algorithms used by the ECU for relating the actual NOx concentration to the specific NOx emission (in g/kWh) on the ETC shall not be considered to be a defeat strategy.
6.5.6.6. If an AECS that has been approved by the type-approval authority in accordance with section 6.1.5. becomes operational, any increase in NOx due to the operation of the AECS may be applied to the appropriate NOx level referred to in section 6.5.3.2. In all such cases, the influence of the AECS on the NOx threshold shall be described in accordance with section 6.5.5.5.
6.5.7.Failure of the emission control monitoring system
6.5.7.1. The emission control monitoring system shall be monitored for electrical failures and for removal or deactivation of any sensor that prevents it from diagnosing an emission increase as required by sections 6.5.3.2 and 6.5.3.4.
Examples of sensors that affect the diagnostic capability are those directly measuring NOx concentration, urea quality sensors, and sensors used for monitoring reagent dosing activity, reagent level, reagent consumption or EGR rate.
6.5.7.2. If a failure of the emission control monitoring system is confirmed, the driver shall be immediately alerted by the activation of the warning signal according to section 3.6.5 of Annex IV to Directive 2005/78/EC.
6.5.7.3. The torque limiter shall be activated in accordance with section 6.5.5 if the failure is not remedied within 50 hours of engine operation.
The period laid down in the first subparagraph shall be reduced to 36 hours from the dates specified in Article 2(7) and 2(8).
6.5.7.4. When the emission control monitoring system has determined the failure has ceased to exist, the fault code(s) associated with that failure may be cleared from the system memory, except in the cases referred to in section 6.5.7.5, and the torque limiter, if applicable, shall be deactivated according to section 6.5.5.6.
Fault code(s) associated with a failure of the emission control monitoring system shall not be capable of being cleared from the system memory by any scan tool.
6.5.7.5. In the case of the removal or deactivation of elements of the emission control monitoring system, in accordance with section 6.5.7.1, a non-erasable fault code shall be stored in accordance with section 3.9.2 of Annex IV to Directive 2005/78/EC for a minimum of 400 days or 9 600 hours of engine operation.
6.5.8.Demonstration of the emission control monitoring system
6.5.8.1. As part of the application for type-approval provided for in section 3, the manufacturer shall demonstrate the conformity of the provisions of this section by tests on an engine dynamometer in accordance with sections 6.5.8.2 to 6.5.8.7.
6.5.8.2. The compliance of an engine family or an OBD engine family to the requirements of this section may be demonstrated by testing the emission control monitoring system of one of the members of the family (the parent engine), provided the manufacturer demonstrates to the type approval authority that the emission control monitoring systems are similar within the family.
This demonstration may be performed by presenting to the type-approval authorities such elements as algorithms, functional analyses, etc.
The parent engine is selected by the manufacturer in agreement with the type approval authority.
6.5.8.3. The testing of the emission control monitoring system consists of the following three phases:
Selection :
An incorrect operation of the NOx control measures or a failure of the emission control monitoring system is selected by the authority within a list of incorrect operations provided by the manufacturer.
Qualification:
The influence of the incorrect operation is validated by measuring the NOx level over the ETC on an engine test bed.
Demonstration:
The reaction of the system (torque reduction, warning signal, etc.) shall be demonstrated by running the engine on four OBD test cycles.
6.5.8.3.1.For the selection phase, the manufacturer shall provide the type approval authority with a description of the monitoring strategies used to determine potential incorrect operation of any NOx control measure and potential failures in the emission control monitoring system that would lead either to activation of the torque limiter or to activation of the warning signal only.
Typical examples of incorrect operations for this list are an empty reagent tank, an incorrect operation leading to an interruption of reagent dosing activity, an insufficient reagent quality, an incorrect operation leading to low reagent consumption, an incorrect EGR flow or a deactivation of the EGR.
A minimum of two and a maximum of three incorrect operations of the NOx control system or failures of the emission control monitoring system shall be selected by the type approval authority from this list.
6.5.8.3.2.For the qualification phase, the NOx emissions shall be measured over the ETC test cycle, according to the provisions of Appendix 2 to Annex III. The result of the ETC test shall be used to determine in which way the NOx control monitoring system is expected to react during the demonstration process (torque reduction and/or warning signal). The failure shall be simulated in a way that the NOx level does not exceed by more than 1 g/kWh any of the threshold levels given in sections 6.5.3.2 or 6.5.3.4.
Emissions qualification is not required in case of an empty reagent tank or for demonstrating a failure of the emission control monitoring system.
The torque limiter shall be deactivated during the qualification phase.
6.5.8.3.3.For the demonstration phase, the engine shall be run over a maximum of four OBD test cycles.
No failure other than the ones which are being considered for demonstration purposes shall be present.
6.5.8.3.4. Prior to starting the test sequence of section 6.5.8.3.3, the emission control monitoring system shall be set to a “no failure” status.
6.5.8.3.5. Depending on the NOx level selected, the system shall activate a warning signal and in addition, if applicable, the torque limiter at any time before the end of the detection sequence. The detection sequence may be stopped once the NOx control monitoring system has properly reacted.
6.5.8.4. In the case of an emission control monitoring system principally based on monitoring the NOx level by sensors positioned in the exhaust stream, the manufacturer may choose to directly monitor certain system functionalities (e.g. interruption of dosing activity, closed EGR valve) for the determination of compliance. In that case, the selected system functionality shall be demonstrated.
6.5.8.5. The level of torque reduction required in section 6.5.5.3 by the torque limiter shall be approved together with the general engine performance approval in accordance with Directive 80/1269/EC. For the demon- stration process, the manufacturer shall demonstrate to the type-approval authority the inclusion of the correct torque limiter into the engine ECU. Separate torque measurement during the demonstration is not required.
6.5.8.6. As an alternative to sections 6.5.8.3.3 to 6.5.8.3.5, the demonstration of the emission control monitoring system and the torque limiter may be performed by testing a vehicle. The vehicle shall be driven on the road or on a test track with the selected incorrect operations or failures of the emission control monitoring system to demonstrate that the warning signal and activation of the torque limiter will operate in accordance with the requirements of section 6.5, and, in particular, those in sections 6.5.5.2. and 6.5.5.3.
6.5.8.7. If the storage in the computer memory of a non-erasable fault code is required for complying with the requirements of section 6.5, the following three conditions shall be met by the end of demonstration sequence:
-that it is possible to confirm via the OBD scan tool the presence in the OBD computer memory of the appropriate non-erasable fault code described in section 6.5.3.3 and that it can be shown to the satisfaction of the type approval authority that the scan tool cannot erase it, and,
-that it is possible to confirm the time spent during the detection sequence with the warning signal activated by reading the non-erasable counter referred to in section 3.9.2 of Annex IV to Directive 2005/78/EC, and that it can be shown to the satisfaction of the type approval authority that the scan tool cannot erase it, and,
-that the type-approval authority has approved the elements of design showing that this non-erasable information is stored in accordance with section 3.9.2 of Annex IV to Directive 2005/78/EC for a minimum of 400 days or 9 600 hours of engine operation.’
ANNEX II
AMENDMENTS TO DIRECTIVE 2005/78/EC
1. Annex IV is amended as follows:
(a) in section 3.6.4 ‘permanent emission default mode’ is replaced by ‘emission default mode’;
(b) in the second paragraph of section 3.7 ‘permanent emission default mode’ is replaced by ‘emission default mode’;
(c) section 3.8.3. is replaced by the following:
‘3.8.3. In the case of MI activation due to incorrect operation of the engine system with respect to NOx control measures, or incorrect reagent consumption and dosing activity, the MI may be switched back to the previous state of activation if the conditions given in section 6.5.3., 6.5.4 and 6.5.7. of Annex I to Directive 2005/55/EC no longer apply.’;
(d) section 3.9.2. is replaced by the following:
‘3.9.2. From 9 November 2006 for new type approvals and from 1 October 2007 for all registrations, in the case of a non-erasable fault code being generated according to sections 6.5.3 or 6.5.4 of Annex I to Directive 2005/55/EC, the OBD system shall retain a record of the fault code and the hours run by the engine during the MI activation for at least 400 days or 9 600 hours of engine operation.
Any such fault code and the corresponding hours run by the engine during MI activation shall not be erased through use of any external diagnostic or other tool as referred to in section 6.8.3 of this Annex.’
2. Annex V is amended as follows:
(a) point 2 is replaced by the following:
‘2. Example of applying requirements set out in this Directive and Directive 2005/55/EC for the third approval (with, as yet, no extension) corresponding to application date B1 with OBD stage I, issued by the United Kingdom:
e11*2005/55*2005/78B*0003*00’;
(b) point 3 is replaced by the following:
‘3. Example of applying requirements set out in Directives 2005/55/EC and amending Directive 2006/51/EC for the second extension to the fourth approval corresponding to application date B2, with OBD stage II, issued by Germany:
e1*2005/55*2006/51F*0004*02’;
(c) the following point 4 is added:
‘4. Table showing the characters to be used in accordance with the different implementation dates set out in Directive 2005/55/EC:
Character Row (*) OBD Stage I (**) OBD Stage II Durability and in-use NOx control (***) A A — — — — B B1(2005) YES — YES — C B1(2005) YES — YES YES D B2(2008) YES — YES — E B2(2008) YES — YES YES F B2(2008) — YES YES — G B2(2008) — YES YES YES H C YES — YES — I C YES — YES YES J C — YES YES — K C — YES YES YES
(*) In accordance with table I, section 6 of Annex I to Directive 2005/55/EC.
(**) In accordance with Article 4 of Directive 2005/55/EC, gas engines are excluded from OBD stage I.
(***) In accordance with section 6.5 of Annex I to Directive 2005/55/EC.’
Vehicle Standard (Australian Design Rule 80/03 — Emission Control for Heavy Vehicles) 2006
made under Section 12 of the Road Vehicle Standards Act 2018
Compilation: 3 (up to and including Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.2))
Compilation Date: 30/11/2021
Volume 1 contains Clauses 0.1–6 and Notes
Volume 2 contains Appendix A
Volume 3 contains Appendix B
Volume 4 contains Appendix C
Volume 5 contains Appendix D
Compiled by: Vehicle Safety Policy and Partnerships, Department of Infrastructure, Transport, Regional Development and Communications
APPENDIX D
VEHICLE STANDARD (AUSTRALIAN DESIGN RULE 80/03
— EMISSION CONTROL FOR HEAVY VEHICLES) 2006
Japanese Ministry of Land, Infrastructure and Transport Technical Guideline for Urea Selective Catalytic Reduction System
No. 105 of 14 September 2004
(Edited translation for the purposes of this vehicle standard)
1 Scope
This technical guideline applies to vehicles with gross vehicle weight of 3.5 tonnes or more equipped with urea selective catalyst reduction system (hereinafter called SCR).
Urea Solution Standard
Urea solution used for the SCR system on the vehicle should conform to DIN V70070 Dieselmotoren–NOx–Reduktionsmittel AUS32– Anforderungen und Pruefverfahren.
Construction Requirements
3.1 The SCR system on the vehicle shall be designed to:
3.1.1 keep the temperature of the urea solution liquid at low atmospheric temperature in order to prevent phase separation;
3.1.2 prevent urea from staying at the injection nozzle when the engine stops in order to prevent phase separation;
3.1.3 prevent high urea solution temperatures by adopting shields or other measures in order to maintain the quality of the urea solution in the tank;
3.1.4 provide a pressure regulator in urea solution tank in order to prevent excessively high pressures in the tank;
3.1.5 prevent urea solution from freezing while the engine is running in order to secure proper injection rates for the urea solution; and
3.1.6 use parts which are durable and resist corrosion by the urea solution and other material.
3.2 In order to keep the emission of ammonia as low as possible, a vehicle equipped with an SCR system shall:
3.2.1 be fitted with oxidation catalyst downstream of the SCR system, which has enough oxidation capability to keep emissions of ammonia as low as possible; and
3.2.2 utilise a pressure regulator in the urea tank which incorporates a mechanism to keep emissions of ammonia as low as possible.
3.3 A vehicle equipped with an SCR system should be provided with a meter, which indicates the balance of urea solution in the tank so that the driver is able to refill properly.
3.4 Any catalyst used as part of, or in conjunction with, an SCR system must not emit any of the following metals into the atmosphere:
·Vanadium
·Chromium
·Manganese
·Cobalt
·Nickel
·Copper
Cautions and Warnings
4.1 Cautions
A vehicle equipped with an SCR system should be provided with caution lamps, which shall engage and inform the driver to take corrective measures when the following conditions are detected:
4.1.1 the urea solution injection rate is incorrect;
4.1.2 the level of urea solution in the tank falls below the level required for 300km of normal operation; or
4.1.3 the urea solution is of abnormal quality (not meeting the requirements of clause 2).
4.2 Warnings
An additional warning lamp and an audible warning (buzzer) shall be activated under the following conditions:
4.2.1where no corrective action is taken within 300km after the first caution lamp is engaged under clause 4.1 in response to the detection of the conditions of clause 4.1.1;
4.2.2where no corrective action is taken within 300km after the first caution lamp is engaged under clause 4.1 in response to the detection of the conditions of clause 4.1.3; or
4.2.3 where the tank containing the urea solution is empty.
4.3 The onboard diagnostics system of the vehicle shall record a fault code when any of the conditions of clause 4.2 are met.
4.4 All caution and warning lamps shall be clearly visible from the driver’s seating position.
4.5 The vehicle shall be able to confirm that the SCR system is operating normally, prior to the start of driving.
4.6 The reason for the triggering of the different caution and warning lamps shall be clear to the driver.
Restriction and recovery
5.1Subject to clause 5.2, where no corrective action is taken following the detection of conditions under clause 4.1.2 or 4.1.3, and the triggering of the warning lamp and buzzer under clause 4.2.2 or 4.2.3 subsequently occurs, the vehicle shall be constructed so that engine is unable to re-start after the engine is stopped by the key being switched to the ‘ACC’ or ‘OFF’ position.
5.2 The vehicle shall allow the engine to re-start if the engine stops when the key is in the ‘ON’ position.
5.3 The vehicle shall be constructed so that caution and warning systems are disengaged once the appropriate corrective action is taken.
5.4 After being stopped under clause 5.1, the engine shall be able to be re-started once the tank has been refilled with a quantity of urea solution meeting the requirements of clause 2 sufficient for vehicle operation of more than
300 km.
Notice to driver
6.1The vehicle manufacturer shall include instructions regarding the following items in the vehicle’s operation manual:
(a) an explanation of the warning lamps and buzzer, including their meaning;
(b) an explanation of the conditions under which the engine is unable to start again after caution is made;
(c) a description of the measures operators must take when engine is unable to be re-started;
(d) the need to maintain supply of urea solution;
(e) the quality standards for urea solution;
(f) storage of urea solution; and
(g) other relevant operational matters.
6.2Items (b) and (c) of clause 6.1 must also be detailed in caution labels which should be affixed in a position that is clearly visible to the driver.
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