Commission Delegated Regulation (EU) 2017/654 of 19 December 2016 supplementing Regulation (EU) 2016/1628 of the European Parliament and of the Council with regard to technical and general requirements relating to emission limits and type-approval for internal combustion engines for non-road mobile machinery

COMMISSION DELEGATED REGULATION (EU) 2017/654

of 19 December 2016

supplementing Regulation (EU) 2016/1628 of the European Parliament and of the Council with regard to technical and general requirements relating to emission limits and type-approval for internal combustion engines for non-road mobile machinery

Article 1

Definitions

The following definitions shall apply:

• (1) ‘wobbe index’ or ‘W’ 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: Image omitted; see official source

• (2) ‘λ-shift factor’ or ‘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;

• (3) ‘liquid-fuel mode’ means the normal operating mode of a dual-fuel engine during which the engine does not use any gaseous fuel for any engine operating condition;

• (4) ‘dual-fuel mode’ means the normal operating mode of a dual-fuel engine during which the engine simultaneously uses liquid fuel and a gaseous fuel at some engine operating conditions;

• (5) ‘particulate after-treatment system’ means an exhaust after-treatment system designed to reduce emissions of particulate pollutants through a mechanical, aerodynamic, diffusional or inertial separation;

• (6) ‘governor’ means a device or control strategy that automatically controls engine speed or load, other than an over-speed limiter as installed in an engine of category NRSh limiting the maximum engine speed for the sole purpose of preventing the engine operating at speeds in excess of a certain limit;

• (7) ‘ambient temperature’ means, in relation to a laboratory environment (e.g. filter weighing room or chamber), the temperature within the specified laboratory environment;

• (8) ‘base emission control strategy’ or ‘BECS’ means an emission control strategy that is active throughout the range of torque and speed over which the engine operates, unless an auxiliary emission control strategy (AECS) is activated;

• (9) ‘reagent’ means any consumable or non-recoverable medium required and used for the effective operation of the exhaust after-treatment system;

• (10) ‘auxiliary emission control strategy’ or ‘AECS’ means an emission control strategy that is activated and temporarily modifies a base emission control strategy (BECS) for a specific purpose and in response to a specific set of ambient and/or operating conditions and only remains in operation as long as those conditions exist;

• (11) ‘good engineering judgment’ means judgments consistent with generally accepted scientific and engineering principles and available relevant information;

• (12) ‘high speed’ or ‘nhi’ means the highest engine speed where 70 % of the maximum power occurs;

• (13) ‘low speed’ or ‘nlo’ means the lowest engine speed where 50 % of the maximum power occurs;

• (14) ‘maximum power’ or ‘Pmax’ means the maximum power in kW as designed by the manufacturer;

• (15) ‘partial flow dilution’ means the method of analysing the exhaust gas whereby a part of the total exhaust gas flow is separated, then mixed with an appropriate amount of dilution air prior to reaching the particulate sampling filter;

• (16) ‘drift’ means the difference between a zero or calibration signal and the respective value reported by a measurement instrument immediately after it was used in an emission test;

• (17) ‘to span’ means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 % and 100 % of the maximum value in the instrument range or expected range of use;

• (18) ‘span gas’ means a purified gas mixture used to span gas analysers;

• (19) ‘HEPA filter’ means high-efficiency particulate air filters that are rated to achieve a minimum initial particle-removal efficiency of 99,97 % using ASTM F 1471–93;

• (20) ‘calibration’ means the process of setting a measurement system's response to an input signal so that its output agrees with a range of reference signals;

• (21) ‘specific emissions’ means the mass emissions expressed in g/kWh;

• (22) ‘operator demand’ means an engine operator's input to control engine output;

• (23) ‘maximum torque speed’ means the engine speed at which the maximum torque is obtained from the engine, as designed by the manufacturer;

• (24) ‘engine governed speed’ means the engine operating speed when it is controlled by the installed governor;

• (25) ‘open crankcase emissions’ means any flow from an engine's crankcase that is emitted directly into the environment;

• (26) ‘probe’ means the first section of the transfer line which transfers the sample to the next component in the sampling system;

• (27) ‘test interval’ means a duration of time over which brake-specific emissions are determined;

• (28) ‘zero gas’ means a gas that yields the value zero as response to its input in an analyser;

• (29) ‘zeroed’ means that an instrument was adjusted in a manner that it gives a zero response to a zero calibration standard, such as purified nitrogen or purified air;

• (30) ‘variable-speed non-road steady-state test cycle'’ (hereinafter ‘variable-speed NRSC’) means a non-road steady-state test cycle that is not a constant-speed NRSC;

• (31) ‘constant-speed non-road steady-state test cycle’ (hereinafter ‘constant-speed NRSC’) means any of the following non-road steady-state test cycles defined in Annex IV to Regulation (EU) 2016/1628: D2, E2, G1, G2 or G3;

• (32) ‘updating-recording’ means the frequency at which the analyser provides new, current, values;

• (33) ‘calibration gas’ means a purified mixture of gases used to calibrate gas analysers;

• (34) ‘stoichiometric’ means relating to the particular ratio of air and fuel such that if the fuel were fully oxidised, there would be no remaining fuel or oxygen;

• (35) ‘storage medium’ means a particulate filter, sample bag, or any other storage device used for batch sampling;

• (36) ‘full flow dilution’ means the method of mixing the exhaust gas flow with dilution air prior to separating a fraction of the diluted exhaust gas flow for analysis;

• (37) ‘tolerance’ means the interval in which 95 % of a set of recorded values of a certain quantity shall lie, with the remaining 5 % of the recorded values deviating from the tolerance interval;

• (38) ‘service mode’ means a special mode of a dual-fuel engine that is activated for the purpose of repairing, or of moving the non-road mobile machinery to a safe location when operation in the dual-fuel mode is not possible;

Article 2

Requirements for any other specified fuels, fuel mixtures or fuel emulsions

The reference fuels and other specified fuels, fuel mixtures or fuel emulsions included by a manufacturer in an application for EU type-approval as referred to in Article 25(2) of Regulation (EU) 2016/1628 shall comply with the technical characteristics and be described in the information folder as laid down in Annex I to this Regulation.

Article 3

Arrangements with regard to conformity of production

In order to ensure that the engines in production conform to the approved type in accordance with Article 26(1) of Regulation (EU) 2016/1628, the approval authorities shall take the measures and follow the procedures laid down in Annex II to this Regulation.

Article 4

Methodology for adapting the emission laboratory test results to include the deterioration factors

The emission laboratory test results shall be adapted to include the deterioration factors, comprising those related with the measurement of the particle number (PN) and with gaseous-fuelled engines, referred to in Article 25(1)(c) of Regulation (EU) 2016/1628, in accordance with the methodology laid down in Annex III to this Regulation.

Article 5

Requirements with regard to emission control strategies, NOx control measures and particulate control measures

The measurements and tests in respect of the emission control strategies referred to in Article 25(3)(f)(i) of Regulation (EU) 2016/1628 and of the NOx control measures referred to in Article 25(3)(f)(ii) of that Regulation and the particulate pollutant emission control measures, as well as the documentation required to demonstrate them, shall be conducted in compliance with the technical requirements laid down in Annex IV to this Regulation.

Article 6

Measurements and tests with regard to the area associated with the non-road steady-state test cycle

The measurements and tests with regard to the area referred to in Article 25(3)(f)(iii) of Regulation (EU) 2016/1628 shall be conducted in compliance with the detailed technical requirements laid down in Annex V to this Regulation.

Article 7

Conditions and methods for the conduct of tests

The conditions for conduct of the tests referred to in Articles 25(3)(a) and (b) of Regulation (EU) 2016/1628, the methods for determining the engine load and speed settings referred to in Article 24 of that Regulation, the methods for taking account of emissions of crankcase gases referred to in Article 25(3)(e)(i) of that Regulation and the methods for determining and taking account of continuous and periodic regeneration of exhaust after-treatment systems referred to in Article 25(3)(e)(ii) of that Regulation shall meet the requirements laid down in Sections 5 and 6 of Annex VI to this Regulation.

Article 8

Procedures for the conduct of tests

The tests referred to in points (a) and (f)(iv) of Article 25(3) of Regulation (EU) 2016/1628 shall be conducted in accordance with the procedures laid down in Section 7 of Annex VI and in Annex VIII to this Regulation.

Article 9

Procedures for emission measurement and sampling

The emission measurement and sampling referred to in Article 25(3)(b) of Regulation (EU) 2016/1628 shall be conducted in accordance with the procedures laid down in Section 8 of Annex VI to this Regulation and in Appendix 1 to that Annex.

Article 10

Apparatus for the conduct of tests and for emission measurement and sampling

The apparatus for the conduct of tests as referred to in Article 25(3)(a) of Regulation (EU) 2016/1628 and for emission measurement and sampling as referred to in Article 25(3)(b) of that Regulation shall comply with the technical requirements and characteristics laid down in Section 9 of Annex VI to this Regulation.

Article 11

Method for data evaluation and calculations

The data referred to in Article 25(3)(c) of Regulation (EU) 2016/1628 shall be evaluated and calculated in accordance with the method laid down in Annex VII to this Regulation.

Article 12

Technical characteristics of the reference fuels

The reference fuels referred to in Article 25(2) of Regulation (EU) 2016/1628 shall meet the technical characteristics laid down in Annex IX to this Regulation.

Article 13

Detailed technical specifications and conditions for delivering an engine separately from its exhaust after-treatment system

Where a manufacturer delivers an engine separately from its exhaust after-treatment system to an original equipment manufacturer (‘OEM’) in the Union, as provided for in Article 34(3) of Regulation (EU) 2016/1628, that delivery shall comply with the detailed technical specifications and conditions laid down in Annex X to this Regulation.

Article 14

Detailed technical specifications and conditions for the temporary placing on the market for the purposes of field testing

Engines that have not been EU type-approved in accordance with Regulation (EU) 2016/1628 shall be authorised, in accordance with Article 34(4) of that Regulation, to be temporarily placed on the market for the purposes of field testing if they comply with the detailed technical specifications and conditions laid down in Annex XI to this Regulation.

Article 15

Detailed technical specifications and conditions for special purpose engines

EU type-approvals for special purpose engines and authorisations for the placing on the market of those engines shall be granted in accordance with Article 34(5) and (6) of Regulation (EU) 2016/1628 if the detailed technical specifications and conditions laid down in Annex XII to this Regulation are fulfilled.

Article 16

Acceptance of equivalent engine type-approvals

The UNECE regulations, or amendments thereto, referred to in Article 42(4)(a) of Regulation (EU) 2016/1628 and the Union acts referred to in Article 42(4)(b) of that Regulation are set out in Annex XIII to this Regulation.

Article 17

Details of the relevant information and instructions for OEMs

The details of the information and instructions for OEMs referred to in Article 43(2), (3) and (4) of Regulation (EU) 2016/1628 are laid down in Annex XIV to this Regulation.

Article 18

Details of the relevant information and instructions for end-users

The details of the information and instructions for end-users referred to in Article 43(3) and (4) of Regulation (EU) 2016/1628 are laid down in Annex XV to this Regulation.

Article 19

Performance standards and assessment of technical services

Article 20

Characteristics of the steady-state and transient test cycles

The steady-state and transient test cycles, referred to in Article 24 of Regulation (EU) 2016/1628, shall meet the characteristics laid down in Annex XVII to this Regulation.

Article 20a

Transitional provisions

Article 21

Entry into force and application

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

ANNEXES

Annex Number	Annex title	Page
I	Requirements for any other specified fuels, fuel mixtures or fuel emulsions
II	Arrangements with regard to conformity of production
III	Methodology for adapting the emission laboratory test results to include the deterioration factors
IV	Requirements with regard to emission control strategies, NOx control measures and particulate control measures
V	Measurements and tests with regard to the area associated with the non-road steady-state test cycle
VI	Conditions, methods, procedures and apparatus for the conduct of tests and for emission measurement and sampling
VII	Method for data evaluation and calculations
VIII	Performance requirements and test procedures for dual-fuel engines
IX	Technical characteristics of the reference fuels
X	Detailed technical specifications and conditions for delivering an engine separately from its exhaust after-treatment system
XI	Detailed technical specifications and conditions for the temporary placing on the market for the purposes of field testing
XII	Detailed technical specifications and conditions for special purpose engines
XIII	Acceptance of equivalent engine type-approvals
XIV	Details of the relevant information and instructions for OEMs
XV	Details of the relevant information and instructions for end-users
XVI	Performance standards and assessment of technical services
XVII	Characteristics of the steady-state and transient test cycles

ANNEX I

Requirements for any other specified fuels, fuel mixtures or fuel emulsions

1. Requirements for engines fuelled with liquid fuels

• 1.1. When applying for an EU type-approval, manufacturers may select one of the following options with regard to the engine's fuel range:

• (a) standard fuel range engine, in accordance with the requirements set out in point 1.2; or,

• (b) fuel-specific engine, in accordance with the requirements set out in point 1.3.

• 1.2. Requirements for a standard fuel range (diesel, petrol) engine

A standard fuel range engine shall meet the requirements specified in points 1.2.1 to 1.2.4.

• 1.2.1. The parent engine shall meet the applicable limit values set out in Annex II to Regulation (EU) 2016/1628 and the requirements set out in this Regulation when the engine is operated on the reference fuels specified in sections 1.1 or 2.1 of Annex IX.

• 1.2.2. In the absence of either a standard from the European Committee for Standardization (‘CEN standard’) for non-road gas-oil or a table of fuel properties for non-road gas-oil in Directive 98/70/EC of the European Parliament and of the Council ([^E0001]), the diesel (non-road gas-oil) reference fuel in Annex IX shall represent market non-road gas-oils with a sulphur content not greater than 10 mg/kg, cetane number not less than 45 and a fatty-acid methyl ester (‘FAME’) content not greater than 8,0 % v/v. Except where otherwise permitted in accordance with points 1.2.2.1, 1.2.3 and 1.2.4, the manufacturer shall make a corresponding declaration to the end-users in accordance with the requirements in Annex XV that operation of the engine on non-road gas-oil is limited to those fuels with a sulphur content not greater than 10 mg/kg (20 mg/kg at point of final distribution) cetane number not less than 45 and a FAME content not greater than 8,0 % v/v. The manufacturer may optionally specify other parameters (e.g. for lubricity).

• 1.2.2.1. The engine manufacturer shall not indicate at any time that an engine type or engine family may be operated within the Union on market fuels other than those that comply with the requirements in this point unless the manufacturer additionally complies with the requirement in point 1.2.3

• (a) In the case of petrol, Directive 98/70/EC or the CEN standard EN 228:2012. Lubricating oil may be added according to the specification of the manufacturer;

• (b) In the case of diesel (other than non-road gas-oil), Directive 98/70/EC of the European Parliament and of the Council or the CEN standard EN 590:2013;

• (c) In the case of diesel (non-road gas-oil), Directive 98/70/EC and also both a cetane number not less than 45 and FAME not greater than 8,0 % v/v.

• 1.2.3. If the manufacturer permits engines to run on additional market fuels other than those identified in point 1.2.2, such as running on B100 (EN 14214:2012+A1:2014), B20 or B30 (EN16709:2015), or on specific fuels, fuel mixtures or fuel emulsions, all of the following actions shall be taken by the manufacturer in addition to the requirements of point 1.2.2.1:

• (a) declare, in the information document set out in Commission Implementing Regulation (EU) 2017/656 ([^E0002]), the specification of the commercial fuels, fuel mixtures or emulsions on which the engine family is capable to run;

• (b) demonstrate the capability of the parent engine to meet the requirements of this Regulation on the fuels, fuel mixtures or emulsions declared;

• (c) be liable to meet the requirements of in-service monitoring specified in Commission Delegated Regulation (EU) 2017/655 ([^E0003]) on the fuels, fuel mixtures or emulsions declared, including any blend between the declared fuels, fuel mixtures or emulsions, and the applicable market fuel identified in point 1.2.2.1.

• 1.2.4. For SI engines, the fuel/oil mixture ratio must be the ratio which shall be recommended by the manufacturer. The percentage of oil in the fuel/lubricant mixture shall be recorded in the information document set out in Implementing Regulation (EU) 2017/656.

• 1.3. Requirements for a fuel-specific (ED 95 or E 85) engine

A specific fuel (ED 95 or E 85) engine shall meet the requirements specified in points 1.3.1 and 1.3.2.

• 1.3.1. For ED 95, the parent engine shall meet the applicable limit values set out in Annex II to Regulation (EU) 2016/1628 and the requirements set out in this Regulation when the engine is operated on the reference fuel specified in point 1.2 of Annex IX.

• 1.3.2. For E 85, the parent engine shall meet the applicable limit values set out in Annex II to Regulation (EU) 2016/1628 and the requirements set out in this Regulation when the engine is operated on the reference fuel specified point 2.2 of Annex IX.

2. Requirements for engines fuelled with natural gas/biomethane (NG) or liquefied petroleum gas (LPG), including dual-fuel engines

• 2.1. When applying for an EU type-approval, manufacturers may select one of the following options with regard to the engine's fuel range:

• (a) universal fuel range engine, in accordance with the requirements set out in point 2.3;

• (b) restricted fuel range engine, in accordance with the requirements set out in point 2.4;

• (c) fuel-specific engine, in accordance with the requirements set out in point 2.5.

• 2.2. Tables summarizing the requirements for EU type-approval of natural gas/biomethane fuelled engines, LPG-fuelled engines and dual-fuel engines are provided in Appendix 1.

• 2.3. Requirements for a universal fuel range engine

• 2.3.1. For engines fuelled with natural gas/biomethane, including dual-fuel engines, the manufacturer shall demonstrate the parent engine's capability to adapt to any natural gas/biomethane composition that may occur across the market. That demonstration shall be carried out in accordance with this section 2 and in case of dual-fuel engines, also in accordance with the additional provisions regarding the fuel adaptation procedure set out in point 6.4 of Annex VIII.

• 2.3.1.1. For engines fuelled with compressed natural gas/biomethane (CNG) 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). 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 Regulation on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex IX, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the non-road steady-state test cycles (‘NRSC’), where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.

• 2.3.1.1.1. The manufacturer may test the engine on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is 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.

• 2.3.1.2. For engines fuelled with liquefied natural gas/liquefied biomethane (LNG), the parent engine shall meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G20 (fuel 2), as specified in Annex IX, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.

• 2.3.2. For engines fuelled with compressed natural gas/biomethane (CNG) which are self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switch 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 in Annex IX 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, or the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX. The parent engine shall meet the requirements of this Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.

• 2.3.2.1. The manufacturers may test the engine on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is 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.

• 2.3.3. For engines fuelled with natural gas/biomethane, the ratio of the emission results ‘r’ shall be determined for each pollutant as follows:

Image omitted; see official source

or,

Image omitted; see official source

and

Image omitted; see official source

• 2.3.4. For engines fuelled with LPG the manufacturer shall demonstrate the parent engine's capability to adapt to any fuel composition that may occur across the market.

For engines fuelled with LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine shall meet the emission requirements on the reference fuels A and B as specified in Annex IX without any readjustment to the fuelling between the two tests. One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.

• 2.3.4.1. The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

Image omitted; see official source

• 2.4. Requirements for a restricted fuel range engine

A restricted fuel range engine shall meet the requirements specified in points 2.4.1 to 2.4.3.

2.4.1.   Engines fuelled with CNG and designed for operation on either the range of H-gases or on the range of L-gases

• 2.4.1.1. The parent engine shall be tested on the relevant reference fuel, as specified in Annex IX, 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 or the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.

• 2.4.1.2. The manufacturers may test the engine on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (that is the lower range of GR) and 1,19 (that is 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.

• 2.4.1.3. The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

Image omitted; see official source

or,

Image omitted; see official source

and

Image omitted; see official source

2.4.2.   For engines fuelled with natural gas or LPG and designed for operation on one specific fuel composition

• 2.4.2.1. The parent engine shall meet the emission requirements on the reference fuels GR and G25 or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX in the case of CNG, on the reference fuels GR and G20 or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 2 of Annex VI in the case of LNG, or on the reference fuels A and B in the case of LPG, as specified in Annex IX. Fine-tuning of the fuelling system is allowed between the tests. 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.

• 2.4.2.2. For engines fuelled with CNG, the manufacturer may test the engine on the reference fuels GR and G23, or on the reference fuels G25 and G23, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix 1 of Annex IX, in which case the EU type-approval is only valid for the H-range or the L-range of gases respectively.

• 2.4.2.3. On delivery to the customer the engine shall bear a label as specified in Annex III to Implementing Regulation (EU) 2017/656 stating for which fuel range composition the engine has been calibrated.

• 2.5. Requirements for a fuel-specific engine fuelled with liquefied natural gas/liquefied biomethane (LNG)

A fuel-specific engine fuelled with liquefied natural gas/liquefied biomethane shall meet the requirements specified in points 2.5.1 to 2.5.2.

2.5.1.   Fuel-specific engine fuelled with liquefied natural gas/liquefied biomethane (LNG)

• 2.5.1.1. The engine shall be calibrated for a specific LNG gas composition resulting in a λ-shift factor not differing by more than 3 % from the λ -shift factor of the G20 fuel specified in Annex IX, and the ethane content of which does not exceed 1,5 %.

• 2.5.1.2. If the requirements set out in point 2.5.1.1.are not fulfilled, the manufacturer shall apply for a universal fuel engine according to the specifications set out in point 2.1.3.2.

2.5.2.   Fuel-specific dual-fuel engine fuelled with Liquefied Natural Gas (LNG)

• 2.5.2.1. For a dual-fuel engine family where the engines are calibrated for a specific LNG gas composition resulting in a λ-shift factor not differing by more than 3 % from the λ-shift factor of the G20 fuel specified in Annex IX, and the ethane content of which does not exceed 1,5 %, the parent engine shall only be tested on the G20 reference gas fuel, or on the equivalent fuel created using an admixture of pipeline gas with other gases, as specified in Appendix 1 of Annex IX.

• 2.6. EU type-approval of a member of a family

• 2.6.1. With the exception of the case mentioned in point 2.6.2, the EU type-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 EU type-approved (in the case of engines described in point 2.5) or the same range of fuels (in the case of engines described in either point 2.3 or 2.4) for which the parent engine has been EU type-approved.

• 2.6.2. Where the approval authority determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Annex IX to Implementing Regulation (EU) 2017/656, an alternative and if necessary an additional reference test engine may be selected by the approval authority and tested.

• 2.7. Additional requirements for dual-fuel engines

In order to receive an EU type-approval of a dual-fuel engine type or engine family, the manufacturer shall:

• (a) conduct the tests in accordance with Table 1.3 of Appendix 1;

• (b) in addition to the requirements set out in section 2, demonstrate that the dual-fuel engines are subject to the tests and comply with the requirements set out in Annex VIII.

Appendix 1

Summary of approval process for natural gas and LPG fuelled engines including dual-fuel engines

Tables 1.1 to 1.3.show a summary of the approval process for of natural gas fuelled engines and LPG fuelled engines and of the minimum number of tests required for approval of dual-fuel engines.

Table 1.1

EU type-approval of natural gas fuelled engines

	Point 2.3: Requirements for an universal fuel range engine	Number of test runs	Calculation of ‘r’	Point 2.4: Requirements for a restricted fuel range engine	Number of test runs	Calculation of ‘r’
Refer to point 2.3.1. NG-engine adaptable to any fuel composition	GR (1) and G25 (2) At manufacturer's request engine may be tested on an additional market fuel (3), if Sl = 0,89 – 1,19	2 (max. 3)	Image omitted; see official source and, if tested with an additional fuel; Image omitted; see official source and Image omitted; see official source
Refer to point 2.3.2. NG-engine which is self-adaptive by a switch	GR (1) and G23 (3) for H and G25 (2) and G23 (3) for L At manufacturer's request engine may be tested on a market fuel (3) instead of G23, if Sl = 0,89 – 1,19	2 for the H-range, and 2 for the L-range; at respective position of switch	Image omitted; see official source and Image omitted; see official source
Refer to point 2.4.1. NG-engine laid out for operation on either H-range gas or L-range gas				GR (1) and G23 (3) for H or G25 (2) and G23 (3) for L At manufacturer's request engine may be tested on a market fuel (3) instead of G23, if Sl = 0,89 – 1,19	2 for the H-range or 2 for the L-range 2	Image omitted; see official source for the H-range or Image omitted; see official source for the L-range
Refer to point 2.4.2. NG-engine laid out for operation on one specific fuel composition				GR (1) and G25 (2), Fine-tuning between the tests allowed. At manufacturer's request engine may be tested on: GR (1) and G23 (3) for H or G25 (2) and G23 (3) for L	2 2 for the H-range or 2 for the L-range

Table 1.2

EU type-approval of LPG fuelled engines

	Point 2.3: Requirements for an universal fuel range engine	Number of test runs	Calculation of ‘r’	Point 2.4: Requirements for a restricted fuel range engine	Number of test runs	Calculation of ‘r’
Refer to point 2.3.4. LPG-engine adaptable to any fuel composition	Fuel A and fuel B	2	Image omitted; see official source
Refer to point 2.4.2. LPG-engine laid out for operation on one specific fuel composition				Fuel A and fuel B, fine-tuning between the tests allowed	2

Table 1.3

Minimum number of tests required for EU type-approval of dual-fuel engines

Dual-fuel type	Liquid-fuel mode	Dual-fuel mode	Dual-fuel mode	Dual-fuel mode	Dual-fuel mode
Dual-fuel type	Liquid-fuel mode	CNG	LNG	LNG20	LPG
1A		Universal or restricted (2 tests)	Universal (2 tests)	Fuel-specific (1 test)	Universal or restricted (2 tests)
1B	Universal (1 test)	Universal or restricted (2 tests)	Universal (2 tests)	Fuel-specific (1 test)	Universal or restricted (2 tests)
2A		Universal or restricted (2 tests)	Universal (2 tests)	Fuel-specific (1 test)	Universal or restricted (2 tests)
2B	Universal (1 test)	Universal or restricted (2 tests)	Universal (2 tests)	Fuel-specific (1 test)	Universal or restricted (2 tests)
3B	Universal (1 test)	Universal or restricted (2 tests)	Universal (2 tests)	Fuel-specific (1 test)	Universal or restricted (2 tests)

ANNEX II

Arrangements with regard to conformity of production

1. Definitions

For the purposes of this Annex the following definitions shall apply:

• 1.1. ‘quality management system’ means a set of interrelated or interacting elements that organisations use to direct and control how quality policies are implemented and quality objectives are achieved;

• 1.2. ‘audit’ means an evidence-gathering process used to evaluate how well audit criteria are being applied; it should be objective, impartial and independent, and the audit process should be both systematic and documented;

• 1.3. ‘corrective actions’ means a problem-solving process with subsequent steps taken to remove the causes of a nonconformity or undesirable situation and designed to prevent their recurrence;

2. Purpose

• 2.1. The conformity of production arrangements aim to ensure that each engine is in conformity with the specification, performance and marking requirements of the approved engine type or engine family.

• 2.2. Procedures include, inseparably, the assessment of quality management systems, referred as ‘initial assessment’ and set out in section 3 and verification and production-related controls, referred to as ‘product conformity arrangements’ and set out in section 4.

3. Initial assessment

• 3.1. Before granting EU type-approval, the approval authority shall verify the existence of satisfactory arrangements and procedures established by the manufacturer for ensuring effective control so that engines when in production conform to the approved engine type or engine family.

• 3.2. Guidelines for quality and/or environmental management systems auditing set out in the EN ISO 19011:2011 standard shall apply to the initial assessment.

• 3.3. The approval authority shall be satisfied with the initial assessment and the product conformity arrangements in section 4 taking account as necessary of one of the arrangements described in points 3.3.1 to 3.3.3 or a combination of those arrangements in full or in part as appropriate.

• 3.3.1. The initial assessment and/or verification of product conformity arrangements shall be carried out by the approval authority granting the approval or an appointed body acting on behalf of the approval authority.

• 3.3.1.1. When considering the extent of the initial assessment to be carried out, the approval authority may take account of available information relating to the manufacturer's certification which has not been accepted under point 3.3.3.

• 3.3.2. The initial assessment and verification of product conformity arrangements may also be carried out in cooperation with the approval authority of another Member State, or the appointed body designated for this purpose by the approval authority.

• 3.3.2.1. In such a case, the approval authority of the other Member State shall prepare a statement of compliance outlining the areas and production facilities it has covered as relevant to the engines to be EU type-approved.

• 3.3.2.2. On receiving an application for a compliance statement from the approval authority of a Member State granting EU type-approval, the approval authority of another Member State shall send forthwith the statement of compliance or advise that it is not in a position to provide such a statement.

• 3.3.2.3. The statement of compliance shall include at least the following:

• 3.3.2.3.1. group or company (e.g. XYZ manufacturing);

• 3.3.2.3.2. particular organisation (e.g. European division);

• 3.3.2.3.3. plants/sites (e.g. engine plant 1 (United Kingdom) — engine plant 2 (Germany));

• 3.3.2.3.4. engine types/engine families included

• 3.3.2.3.5. areas assessed (e.g. engine assembly, engine testing, after-treatment manufacture)

• 3.3.2.3.6. documents examined (e.g. company and site quality manual and procedures);

• 3.3.2.3.7. date of the assessment (e.g. audit conducted from 18 to 30.5.2013);

• 3.3.2.3.8. planned monitoring visit (e.g. October 2014).

• 3.3.3. The approval authority shall also accept the manufacturer's suitable certification to harmonised standard EN ISO 9001:2008 or an equivalent harmonised standard as satisfying the initial assessment requirements of point 3.3. The manufacturer shall provide details of the certification and undertake to inform the approval authority of any revisions to its validity or scope.

4. Product conformity arrangements

• 4.1. Every engine EU type-approved pursuant to Regulation (EU) 2016/1628, this Delegated Regulation, Delegated Regulation (EU) 2017/655 and Implementing Regulation (EU) 2017/656 shall be so manufactured as to conform to the approved engine type or engine family by meeting the requirements of this Annex, Regulation (EU) 2016/1628 and the abovementioned Delegated and Implementing Regulations.

• 4.2. Before granting a EU type-approval pursuant to Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation, the approval authority shall verify the existence of adequate arrangements and documented control plans, to be agreed with the manufacturer for each approval, to carry out at specified intervals those tests or associated checks necessary to verify continued conformity with the approved engine type or engine family, including, where applicable, tests specified in Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation.

• 4.3. The holder of the EU type-approval shall:

• 4.3.1. ensure the existence and application of procedures for effective control of the conformity of engines to the approved engine type or engine family;

• 4.3.2. have access to the testing or other appropriate equipment necessary for checking conformity to each approved engine type or engine family;

• 4.3.3. ensure that test or check result data are recorded and that annexed documents remain available for a period of up to 10 years to be determined in agreement with the approval authority;

• 4.3.4. for engine categories NRSh and NRS, except for NRS-v-2b and NRS-v-3, ensure that for each type of engine, at least the checks and the tests prescribed in Regulation (EU) 2016/1628 and the delegated and implementing acts adopted pursuant to that Regulation are carried out. For other categories tests at a component or assembly of components level with appropriate criterion may be agreed between the manufacturer and the approval authority.

• 4.3.5. analyse the results of each type of test or check, in order to verify and ensure the stability of the product characteristics, making allowance for variation in industrial production;

• 4.3.6. ensure that any set of samples or test pieces giving evidence of non-conformity in the type of test in question gives rise to a further sampling and test or check.

• 4.4. If the further audit or check results referred to in point 4.3.6 are deemed not to be satisfactory in the opinion of the approval authority, the manufacturer shall ensure that conformity of production is restored as soon as possible by corrective actions to the satisfaction of the approval authority.

5. Continued verification arrangements

• 5.1. The authority which has granted EU type-approval may at any time verify the conformity of production control methods applied in each production facility by means of periodic audits. The manufacturer shall for that purpose allow access to the manufacture, inspection, testing, storage and distribution sites and shall provide all necessary information with regard to the quality management system documentation and records.

• 5.1.1. The normal approach for such periodic audits shall be to monitor the continued effectiveness of the procedures laid down in sections 3 and 4 (initial assessment and product conformity arrangements).

• 5.1.1.1. Surveillance activities carried out by the technical services (qualified or recognised as required in point 3.3.3) shall be accepted as satisfying the requirements of point 5.1.1 with regard to the procedures established at initial assessment.

• 5.1.1.2. The minimum frequency of verifications (other than those referred to in point 5.1.1.1) to ensure that the relevant conformity of production controls applied in accordance with sections 3 and 4 are reviewed over a period consistent with the climate of trust established by the approval authority shall be at least once every two years. However, additional verifications shall be carried out by the approval authority depending on the yearly production, the results of previous evaluations, the need to monitor corrective actions and upon a reasoned request from another approval authority or any market surveillance authority.

• 5.2. At every review, the records of tests, checks and production records, and in particular the records of those tests or checks documented as required in point 4.2, shall be available to the inspector.

• 5.3. The inspector may select random samples to be tested in the manufacturer's laboratory or in the facilities of the technical service, in which case only physical tests shall be carried out. The minimum number of samples may be determined according to the results of the manufacturer's own verification.

• 5.4. Where the level of control appears unsatisfactory, or when it seems necessary to verify the validity of the tests carried out in application of point 5.2, or upon a reasoned request from another approval authority or any market surveillance authority, the inspector shall select samples to be tested in the manufacturer's laboratory or sent to the technical service to perform physical tests in accordance with the requirements set out in section 6, in Regulation (EU) 2016/1628 and in the delegated and implementing acts adopted pursuant to that Regulation.

• 5.5. Where unsatisfactory results are found by the approval authority during an inspection or a monitoring review, or by an approval authority in other Member State, in accordance with Article 39(3) of Regulation (EU) 2016/1628, the approval authority shall ensure that all necessary steps are taken to restore conformity of production as rapidly as possible.

6. Conformity of production test requirements in cases of an unsatisfactory level of product conformity control as referred to in point 5.4.

• 6.1. In case of an unsatisfactory level of product conformity control as referred to in point 5.4 or point 5.5, conformity of production shall be checked by emissions testing on the basis of the description in the EU type-approval certificates set out in Annex IV to Implementing Regulation (EU) 2017/656.

• 6.2. Except otherwise provided in point 6.3, the following procedure shall apply:

• 6.2.1. Three engines and, if applicable, three after-treatment systems shall randomly be taken for inspection from the series production of the engine type under consideration. Additional engines shall be taken as necessary to reach a pass or fail decision. For reaching a pass decision, a minimum of four engines needs to be tested.

• 6.2.2. After the inspector's selection of the engines, the manufacturer shall not carry out any adjustment to the engines selected.

• 6.2.3. Engines shall be subjected to emissions testing in accordance with the requirements of Annex VI, or, in the case of dual fuel engines, in accordance with Appendix 2 of Annex VIII, and shall be subject to the test cycles relevant for the engine type in accordance with Annex XVII.

• 6.2.3.1. Notwithstanding point 6.2.3, in the case of engines of category RLL where an existing test report is used for type-approval in accordance with Article 7(2) of Implementing Regulation (EU) 2017/656, the per cent load and power and the weighting factor for the mode number of the test cycle type F for the purpose of this Annex may be the same as that used for the type-approval test.

• 6.2.4. The limit values shall be those set out in Annex II to Regulation (EU) 2016/1628. Where an engine with after-treatment regenerates infrequently as referred to in point 6.6.2 of Annex VI, each gaseous or particulate pollutant emission result shall be adjusted by the factor applicable to the engine type. In all cases each gaseous or particulate pollutant emission result shall be adjusted by application of the appropriate deterioration factors (DFs) for that engine type  that were determined in accordance with Annex III.

• 6.2.5. The tests shall be carried out on newly manufactured engines.

• 6.2.5.1. At the request of the manufacturer, the tests may be conducted on engines which have been run-in, up either 2 % of the emission durability period or, if this is a shorter period of time, 125 hours. Where the run-in procedure shall be conducted by the manufacturer who shall undertake not to make any adjustments to those engines. Where the manufacturer has specified a run-in procedure in point 3.3 of the information document, as set out in Annex I to Implementing Regulation (EU) 2017/656, the run-in shall be conducted using that procedure.

• 6.2.6. On the basis of tests of the engine by sampling as set out in Appendix 1, the series production of the engines under consideration is regarded as conforming to the approved type where a pass decision is reached for all the pollutants and as non-conforming to the approved type where a fail decision is reached for one pollutant, in accordance with the test criteria applied in Appendix 1, and as shown in Figure 2.1.

• 6.2.7. When a pass decision has been reached for one pollutant, this decision may not be changed as a consequence of a result from any additional tests made in order to reach a decision for the other pollutants.

If a pass decision is not reached for all the pollutants and no fail decision is reached for any of the pollutant, a test shall be carried out on another engine.

• 6.2.8. If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision shall be recorded.

• 6.3. By derogation from point 6.2.1, the following procedure shall apply for engine types with a sales volume within the EU of less than 100 units per year:

• 6.3.1. One engine and, if applicable, one after-treatment system shall be taken randomly for inspection from the series production of the engine type under consideration.

• 6.3.2. If the engine meets the requirements outlined in point 6.2.4, a pass decision is reached and no further test is necessary.

• 6.3.3. If the test does not satisfy the requirements outlined in point 6.2.4, the procedure outlined in points 6.2.6 to 6.2.9 shall be followed.

• 6.4. All these tests may be conducted with the applicable market fuels. However, at the manufacturer's request, the reference fuels described in Annex IX shall be used.  For engines fuelled with natural gas/biomethane (NG) or liquefied petroleum gas (LPG), including dual-fuel engines, the tests shall be performed with at least two of the reference fuels for each gaseous-fuelled engine, except in the case of a gaseous-fuelled engine with a fuel-specific type-approval where only one reference fuel is required, as described in Appendix 1 to Annex I. Where more than one gaseous reference fuel is used the results shall demonstrate that the engine meets the limit values with each fuel.

• 6.5. Non-compliance of gaseous-fuelled engines

In the case of dispute concerning compliance of gaseous-fuelled engines, including dual-fuel engines, when using a market fuel, the tests shall be performed with each reference fuel on which the parent engine has been tested, and, at the request of the manufacturer, with the possible additional third fuel, as referred to in points 2.3.1.1.1, 2.3.2.1 and 2.4.1.2 of Annex I, on which the parent engine may have been tested. When applicable, the result shall be converted by a calculation, applying the relevant factors ‘r’, ‘r a’ or ‘r b’ as described in points 2.3.3, 2.3.4.1 and 2.4.1.3 of Annex I. If r, r a or r b are less than 1, no correction shall take place. The measured results and, when applicable, the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (for example fuels 1, 2 and, if applicable, the third fuel in the case of natural gas/bio-methane engines, and fuels A and B in the case of LPG engines).

Figure 2.1

Schematic of production conformity testing

Image omitted; see official source

Appendix 1

Procedure for production conformity testing

• 1.This appendix describes the procedure to be used to verify production conformity for the emissions of pollutants.

• 2.With a minimum sample size of three engines, the sampling procedure shall be set out so that the probability of a lot passing a test with 30 % of the engines defective is 0,90 (producer's risk = 10 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

• 3.The following procedure is used for each of the emission pollutants (see Figure 2.1):

Let	:	n = the current sample number.

• 4.Determine for the sample the test statistic quantifying the cumulative number of nonconforming tests at the n^th test.

• 5.Then:

• (a) If the test statistic is less than or equal to the pass decision number for the sample size given in Table 2.1, a pass decision shall be reached for the pollutant;

• (b) If the test statistic is greater than or equal to the fail decision number for the sample size given in Table 2.1, a fail decision shall be reached for the pollutant;

• (c) Otherwise, an additional engine is tested in accordance with point 6.2 and the calculation procedure shall be applied to the sample increased by one more unit.

• In Table 2.1 the pass and fail decision numbers shall be calculated by means of the International Standard ISO 8422/1991.

Table 2.1

Test statistics for production conformity testing

Minimum sample size: 3	Minimum sample size for pass decision: 4
Cumulative number of engines tested (sample size)	Pass decision number
---	---
3	—
4	0
5	0
6	1
7	1
8	2
9	2
10	3
11	3
12	4
13	4
14	5
15	5
16	6
17	6
18	7
19	8

ANNEX III

Methodology for adapting the emission laboratory test results to include the deterioration factors

1. Definitions

For the purposes of this Annex, the following definitions apply:

• 1.1. ‘Ageing cycle’ means the non-road mobile machinery or engine operation (speed, load, power) to be executed during the service accumulation period.

• 1.2. ‘Critical emission-related components’ means the exhaust after- treatment system, the electronic engine control unit and its associated sensors and actuators, and the exhaust gas recirculation (EGR) including all related filters, coolers, control valves and tubing.

• 1.3. ‘Critical emission-related maintenance’ means the maintenance to be performed on critical emission-related components of the engine.

• 1.4. ‘Emission-related maintenance’ means the maintenance which substantially affects emissions or which is likely to affect emissions performance of the non-road mobile machinery or the engine during normal in-use operation.

• 1.5. ‘Engine-after-treatment system family’ means a manufacturer's grouping of engines that comply with the definition of engine family, but which are further grouped into a family of engine families utilising a similar exhaust after-treatment system.

• 1.6. ‘Non-emission-related maintenance’ means maintenance which does not substantially affect emissions and which does not have a lasting effect on the emissions performance deterioration of the non-road mobile machinery or the engine during normal in-use operation once the maintenance is performed.

• 1.7. ‘Service accumulation schedule’ means the ageing cycle and the service accumulation period for determining the deterioration factors for the engine-after-treatment system family.

2. General

• 2.1. This Annex details the procedures for selecting engines to be tested over a service accumulation schedule for the purpose of determining deterioration factors for engine type or engine family EU type-approval and conformity of production assessments. The deterioration factors shall be applied to the emissions measured in accordance with Annex VI and calculated in accordance with Annex VII in accordance with the procedure set out in point 3.2.7 or point 4.3, respectively.

• 2.2. The service accumulation tests or the emissions tests performed to determine deterioration need not be witnessed by the approval authority.

• 2.3. This Annex also details the emission-related and non-emission-related maintenance that should be or may be carried out on engines undergoing a service accumulation schedule. Such maintenance shall conform to the maintenance performed on in-service engines and communicated to the end-users of new engines.

3. Engine categories NRE, NRG, IWP, IWA, RLL, RLR, SMB, ATS and sub-categories NRS-v-2b and NRS-v-3

3.1.   Selection of engines for establishing emission durability period deterioration factors

• 3.1.1. Engines shall be selected from the engine family defined in section 2 of Annex IX to Implementing Regulation (EU) 2017/656 for emission testing to establish emission durability period deterioration factors.

• 3.1.2. Engines from different engine families may be further combined into families based on the type of exhaust after-treatment system utilised or where no after-treatment is used, based upon the similarity of the technical characteristics of the emission control system. Engines of different bore and stroke, different configuration, different air management systems or different fuel systems may be considered equivalent in respect to emissions deterioration characteristics if the manufacturer provides data to the approval authority that there is a reasonable technical basis for such determination. In order to place engine families having similar technical specifications and installation for the exhaust after-treatment systems into the same engine after-treatment system family, the manufacturer shall provide data to the approval authority that demonstrates that the emissions reduction performance of such engines is similar.

• 3.1.3. The test engine shall represent the emission deterioration characteristics of the engine families that will apply the resulting deterioration factors for type approval. The engine manufacturer shall select one engine representing the engine family, group of engine families or engine-after-treatment system family, as determined in accordance with point 3.1.2, for testing over the service accumulation schedule referred to in point 3.2.2, which shall be reported to the approval authority before any testing commences.

• 3.1.4. If the approval authority decides that the worst case emissions of the engine family, group of engine families or engine-after-treatment system family can be better characterised by another test engine, the test engine to be used shall be selected jointly by the approval authority and the engine manufacturer.

3.2.   Determination of emission durability period deterioration factors

3.2.1.   General

Deterioration factors applicable to an engine family, group of engine families or an engine-after-treatment system family shall be developed from the selected engines based on a service accumulation schedule that includes periodic testing for gaseous and particulate emissions over each test cycle applicable to the engine category, as given in Annex IV to Regulation (EU) 2016/1628. In the case of non-road transient test cycles for engines of category NRE (‘NRTC’), only the results of the hot-start run of the NRTC (‘hot-start NRTC’) shall be used.

• 3.2.1.1. At the request of the manufacturer, the approval authority may allow the use of deterioration factors that have been established using alternative procedures to those specified in points 3.2.2 to 3.2.5. In that case, the manufacturer shall demonstrate to the satisfaction of the approval authority that the alternative procedures used are not less rigorous than those set out in points 3.2.2 to 3.2.5.

3.2.2.   Service accumulation schedule

Service accumulation schedules may be carried out at the choice of the manufacturer by running a non-road mobile machinery equipped with the selected engine over an ‘in-service’ accumulation schedule or by running the selected engine over a ‘dynamometer service’ accumulation schedule. The manufacturer shall not be required to use reference fuel for the service accumulation in-between emission measurement test points.

3.2.2.1.   In-service and dynamometer service accumulation

• 3.2.2.1.1. The manufacturer shall determine the form and duration of the service accumulation and the ageing cycle for engines in a manner consistent with good engineering judgment.

• 3.2.2.1.2. The manufacturer shall determine the test points where gaseous and particulate emissions will be measured over the applicable cycles, as follows:

• 3.2.2.1.2.1. When running a service accumulation schedule shorter than the emission durability period in accordance with point 3.2.2.1.7, the minimum number of test points shall be three, one at the beginning, one approximately in the middle and one at the end of the service accumulation schedule.

• 3.2.2.1.2.2. When completing the service accumulation up to the end of the emission durability period, the minimum number of test points shall be two, one at the beginning and one at the end of the service accumulation.

• 3.2.2.1.2.3. The manufacturer may additionally test at evenly spaced intermediate points.

• 3.2.2.1.3. The emission values at the start point and at the emission durability period endpoint either calculated in accordance with point 3.2.5.1 or measured directly in accordance with point 3.2.2.1.2.2, shall be within the limit values applicable to the engine family. However individual emission results from the intermediate test points may exceed those limit values.

• 3.2.2.1.4. For engine categories or sub-categories to which a NRTC applies, or for engines category or sub-categories NRS to which a large spark-ignition engines non-road transient test cycles (‘LSI-NRTC’) applies, the manufacturer may request the agreement of the approval authority to run only one test cycle (either the hot-start NRTC or LSI-NRTC, as applicable, or NRSC) at each test point, and to run the other test cycle only at the beginning and at the end of the service accumulation schedule.

• 3.2.2.1.5. In the case of engine categories or sub-categories for which there is no applicable non-road transient cycle given in Annex IV to Regulation (EU) 2016/1628, only the NRSC shall be run at each test point.

• 3.2.2.1.6. Service accumulation schedules may be different for different engine-after-treatment system families.

• 3.2.2.1.7. Service accumulation schedules may be shorter than the emission durability period, but shall not be shorter than the equivalent of at least one quarter of the relevant emission durability period specified in Annex V to Regulation (EU) 2016/1628.

• 3.2.2.1.8. Accelerated ageing by adjusting the service accumulation schedule on a fuel consumption basis is permitted. The adjustment shall be based on the ratio between the typical in-use fuel consumption and the fuel consumption on the ageing cycle, but fuel consumption on the ageing cycle shall not exceed typical in-use fuel consumption by more than 30 %.

• 3.2.2.1.9. The manufacturer may use, if agreed by the approval authority, alternative methods of accelerated ageing.

• 3.2.2.1.10. The service accumulation schedule shall be fully described in the application for EU type-approval and reported to the approval authority before the start of any testing.

• 3.2.2.2. If the approval authority decides that additional measurements need to be performed between the points selected by the manufacturer it shall notify the manufacturer. The revised service accumulation schedule shall be prepared by the manufacturer and agreed by the approval authority.

3.2.3.   Engine testing

3.2.3.1.   Engine stabilisation

• 3.2.3.1.1. For each engine-after-treatment system family, the manufacturer shall determine the number of hours of non-road mobile machinery or engine running after which the operation of the engine-after-treatment system has stabilised. If requested by the approval authority the manufacturer shall make available the data and analysis used to make this determination. As an alternative, the manufacturer may run the engine or non-road mobile machinery between 60 and 125 hours or the equivalent time on the ageing cycle to stabilise the engine-after-treatment system.

• 3.2.3.1.2. The end of the stabilisation period determined in point 3.2.3.1.1 shall be deemed to be the start of the service accumulation schedule.

3.2.3.2.   Service accumulation testing

• 3.2.3.2.1. After stabilisation, the engine shall be run over the service accumulation schedule selected by the manufacturer, as described in point 3.2.2. At the periodic intervals in the service accumulation schedule determined by the manufacturer, and, where applicable, decided by the approval authority in accordance with point 3.2.2.2, the engine shall be tested for gaseous and particulate emissions over the hot-start NRTC and NRSC, or LSI-NRTC and NRSC applicable to the engine category, as set out in Annex IV to Regulation (EU) 2016/1628.

The manufacturer may select to measure the pollutant emissions before any exhaust after-treatment system separately from the pollutant emissions after any exhaust after-treatment system.

In accordance with point 3.2.2.1.4, if it has been agreed that only one test cycle (hot-start NRTC, LSI-NRTC or NRSC) be run at each test point, the other test cycle (hot-start NRTC, LSI-NRTC or NRSC) shall be run at the beginning and at the end of the service accumulation schedule.

In accordance with point 3.2.2.1.5, in the case of engine categories or sub-categories for which there is no applicable non-road transient cycle given in Annex IV to Regulation (EU) 2016/1628, only the NRSC shall be run at each test point.

• 3.2.3.2.2. During the service accumulation schedule, maintenance shall be carried out on the engine in accordance with point 3.4.

• 3.2.3.2.3. During the service accumulation schedule, unscheduled maintenance on the engine or non-road mobile machinery may be performed, for example if the manufacturer's normal diagnostic system has detected a problem that would have indicated to the non-road mobile machinery operator that a fault had arisen.

3.2.4.   Reporting