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

Molar component ratios for a mixture of 50 % gaseous fuel and 50 % diesel fuel (mass %)

Gaseous fuel	α	γ	δ	ε
CH4	2,8681	0	0	0,0040
GR	2,7676	0	0	0,0040
G23	2,7986	0	0,0703	0,0043
G25	2,7377	0	0,1319	0,0045
Propane	2,2633	0	0	0,0039
Butane	2,1837	0	0	0,0038
LPG	2,1957	0	0	0,0038
LPG Fuel A	2,1740	0	0	0,0038
LPG Fuel B	2,2402	0	0	0,0039

7.1.3.2.1.   Mass per test of a gaseous emission

In the case that the exact equations are applied to calculate instantaneous values of u gas in accordance with paragraph 7.1.3.2(a) then, when calculating the mass per test of a gaseous emission for transient (NRTC and LSI-NRTC) test cycles and RMC, u gas shall be included in the summation in equation (7-2) of point 2.1.2 of Annex VII by means of equation (8-1):

Image omitted; see official source	(8-1)

Where:

• u gas, i is the instantaneous value of ugas

The remaining terms of the equation are as set out in point 2.1.2 of Annex VII.

Table 8.2

Raw exhaust gas u gas values and component densities for a mixture of 50 % gaseous fuel and 50 % diesel fuel (mass %)

Gaseous fuel	Gas	Gas	Gas	Gas	Gas	Gas	Gas
Gaseous fuel	ρ e	NOx	CO	HC	CO2	O2	CH4
Gaseous fuel	ρ e			ρ gas [kg/m 3 ]
Gaseous fuel	ρ e	2,053	1,250	[^E0046]	1,9636	1,4277	0,716
Gaseous fuel	ρ e			u gas [^E0047]
CNG/LNG [^E0048]	1,2786	0,001606	0,000978	0,000528 [^E0049]	0,001536	0,001117	0,000560
Propane	1,2869	0,001596	0,000972	0,000510	0,001527	0,001110	0,000556
Butane	1,2883	0,001594	0,000971	0,000503	0,001525	0,001109	0,000556
LPG [^E0050]	1,2881	0,001594	0,000971	0,000506	0,001525	0,001109	0,000556

Depending on fuel.

At λ = 2, dry air, 273 K, 101,3 kPa.

u accurate within 0,2 % for mass composition of: C = 58 – 76 %; H = 19 – 25 %; N = 0 – 14 % (CH4, G20, G23, and G25).

NMHC on the basis of CH2,93 (for total HC the u gas coefficient of CH4 shall be used).

[^E0050]: (⁵)

u accurate within 0,2 % for mass composition of: C3 = 27 – 90 %; C4 = 10 – 73 % (LPG Fuels A and B)

7.1.3.3.   Particulate determination

For the determination of particulate emissions with the partial dilution measurement method the calculation shall be performed according to the equations in point 2.3 of Annex VII.

The requirements of point 8.2.1.2 of Annex VI shall apply for controlling the dilution ratio. In particular, if the combined transformation time of the exhaust gas flow measurement and the partial flow system exceeds 0,3 s, look-ahead control based on a pre-recorded test run shall be used. In this case, the combined rise time shall be ≤ 1 s and the combined delay time ≤ 10 s. Except in the case that the exhaust gas mass flow is measured directly the determination of exhaust gas mass flow shall use values of α, γ, δ and ε determined in accordance with point 7.1.5.3.

The quality check according to point 8.2.1.2 of Annex VI shall be performed for each measurement.

7.1.3.4.   Additional requirements regarding the exhaust gas mass flow meter

The flow meter referred to in points 9.4.5.3 and 9.4.5.4 of Annex VI shall not be sensitive to the changes in exhaust gas composition and density. The small errors of e.g. pitot tube or orifice-type of measurement (equivalent with the square root of the exhaust gas density) may be neglected.

7.1.4.   Full flow dilution measurement (CVS)

Point 2.2 of Annex VII shall apply except as set out in this section.

The possible variation of the fuel composition will mainly influence the tabulated hydrocarbon ugas value. The exact equations shall be applied for the calculation of the hydrocarbon emissions using the molar component ratios determined from the fuel consumption measurements of both fuels according to point 7.1.5.

7.1.4.1.   Determination of the background corrected concentrations

To determine the stoichiometric factor, the molar hydrogen ratio α of the fuel shall be calculated as the average molar hydrogen ratio of the fuel mix during the test according to point 7.1.5.3.

Alternatively the Fs value of the gaseous fuel may be used in equation (7-28) of Annex VII.

7.1.5.   Determination of molar component ratios

7.1.5.1.   General

This section shall be used for the determination of molar component ratios when the fuel mix is known (exact method).

7.1.5.2.   Calculation of the fuel mixture components

Equations (8-2) to (8-7) shall be used to calculate the elemental composition of the fuel mixture:

qmf = qmf1 + qmf2	(8-2)
Image omitted; see official source	(8-3)
Image omitted; see official source	(8-4)
Image omitted; see official source	(8-5)
Image omitted; see official source	(8-6)
Image omitted; see official source	(8-7)

where:

• qm f1 is the fuel mass flow rate of fuel 1 [kg/s]

• qm f2 is the fuel mass flow rate of fuel 2 [kg/s]

• w H is the hydrogen content of fuel [% mass]

• w C is the carbon content of fuel [% mass]

• w S is the sulphur content of fuel [% mass]

• w N is the nitrogen content of fuel [% mass]

• w O is the oxygen content of fuel [% mass]

7.1.5.3.   Calculation of the molar ratios of H, C, S, N and O related to C for the fuel mixture

The calculation of the atomic ratios (especially the H/C-ratio α) is given in Annex VII by means of equations (8-8) to (8-11):

Image omitted; see official source	(8-8)
Image omitted; see official source	(8-9)
Image omitted; see official source	(8-10)
Image omitted; see official source	(8-11)

where:

• w H is the hydrogen content of fuel, mass fraction [g/g] or [% mass]

- w

C is the carbon content of fuel, mass fraction [g/g] or [% mass]

• w S is the sulphur content of fuel, mass fraction [g/g] or [% mass]

- w

N is the nitrogen content of fuel, mass fraction [g/g] or [% mass]

• w O is the oxygen content of fuel, mass fraction [g/g] or [% mass]

• α is the molar hydrogen ratio (H/C)

• γ is the molar sulphur ratio (S/C)

• δ is the molar nitrogen ratio (N/C)

• ε is the molar oxygen ratio (O/C)

referring to a fuel CΗαΟεΝδSγ

7.2.   Molar-based emission calculation

Annex VII section 3 shall apply except as set out in this section.

7.2.1.   NOx correction for humidity

Equation (7-102) of Annex VII (correction for compression ignition engines) shall be used.

7.2.2.   Determination of exhaust gas mass flow when not using a raw exhaust flow meter

Equation (7-112) of Annex VII (molar flow rate calculation based on intake air) shall be used. Equation (7-113) of Annex VII (molar flow rate calculation based on fuel mass flow rate) may alternatively be used only when conducting an NRSC test.

7.2.3.   Molar component ratios for determination of the gaseous components

The exact approach shall be used to determine the molar component ratios using the instantaneous proportions of liquid and gaseous fuel determined from instantaneous fuel consumption measurements or calculations.  The instantaneous molar component ratios shall be input in the equations (7-88), (7-90), and (7-91) of Annex VII for the continuous chemical balance.

The determination of the ratios shall be either performed according to point 7.2.3.1 or point 7.1.5.3.

Gaseous fuels, either blended or sourced from a land line, may contain significant amounts of inert constituents such as CO2 and N2. The manufacturer shall either include these constituents in the atomic ratio calculations described in point 7.2.3.1 or point 7.1.5.3 as applicable, or, alternatively, the manufacturer shall exclude the inert constituents from the atomic ratios and allocate them appropriately to the chemical balance intake air parameters x O2int, x CO2int, and x H2Oint in point 3.4.3 of Annex VII.

7.2.3.1.   Determination of molar component ratios

Instantaneous molar component ratios of the number of hydrogen, oxygen, sulphur, and nitrogen atoms to carbons atoms in the mixed fuel for the dual-fuel engines may be calculated by means of equations (8-12) to (8-15):

| | |

| --- | --- | | Image omitted; see official source | (8-12) | | Image omitted; see official source | (8-13) | | Image omitted; see official source | (8-14) | | Image omitted; see official source | (8-15) |

Where:

w i, fuel	=	the mass fraction of the element of interest, C, H, O, S, or N, of liquid or gaseous fuel;
---	---	---
ṁliquid(t)	=	the instantaneous mass flow rate of the liquid fuel at time t, [kg/hr];
---	---	---
ṁgas(t)	=	the instantaneous mass flow rate of the gaseous fuel at time t, [kg/hr];

In cases where exhaust gas mass flow rate is calculated based on the mixed fuel rate then wC in equation (7-113) of Annex VII shall be calculated by means of equation (8-16):

Image omitted; see official source	(8-16)

Where:

w C	=	the mass fraction of the carbon in the diesel or gaseous fuel;
---	---	---
ṁliquid	=	the mass flow rate of the liquid fuel, [kg/hr];
---	---	---
ṁgas	=	the mass flow rate of the gaseous fuel, [kg/hr].

7.3.   CO2 determination

Annex VII shall apply except when the engine is tested on transient (NRTC and LSI-NRTC) test cycles or RMC using raw gas sampling.

7.3.1   CO2 determination when testing on transient (NRTC and LSI-NRTC) test cycles or RMC using raw gas sampling

Calculation of CO2 emissions from measurement of CO2 in the exhaust gas in accordance with Annex VII shall not apply. Instead the following provisions shall apply:

The measured test-averaged fuel consumption shall be determined from the sum of the instantaneous values over the cycle and shall be used as the base for calculating the test averaged CO2 emissions.

The mass of each fuel consumed shall be used to determine, in accordance with section 7.1.5, the molar hydrogen ratio and the mass fractions of the fuel mix in the test.

The total corrected fuel mass of both fuels m fuel,corr [g/test] and CO2 mass emission coming from the fuel m CO2, fuel [g/test] shall be determined by means of equations (8-17) and (8-18).

Image omitted; see official source	(8-17)
Image omitted; see official source	(8-18)

Where:

m fuel	=	total fuel mass of both fuels [g/test]
---	---	---
m THC	=	mass of total hydrocarbon emissions in the exhaust gas [g/test]
---	---	---
m CO	=	mass of carbon monoxide emissions in the exhaust gas [g/test]
---	---	---
w GAM	=	sulphur content of the fuels [per cent mass]
---	---	---
w DEL	=	nitrogen content of the fuels [per cent mass]
---	---	---
w EPS	=	is the oxygen content of the fuels [per cent mass]
---	---	---
α	=	is the molar hydrogen ratio of the fuels (H/C) [-]

| | | |

| --- | --- | --- | | A C | = | is the atomic mass of Carbon: 12,011 [g/mol] |

| | | |

| --- | --- | --- | | A H | = | is the atomic mass of Hydrogen: 1,0079 [g/mol] | | | | | | --- | --- | --- | | M CO | = | is the molecular mass of Carbon monoxide: 28,011 [g/mol] |

| | | |

| --- | --- | --- | | M CO2 | = | is the molecular mass of Carbon dioxide: 44,01 [g/mol] |

The CO2 emission resulting from urea m

CO2,urea [g/test] shall be calculated by means of equation (8-19):

| | |

| --- | --- | | Image omitted; see official source | (8-19) |

Where:

c urea	=	urea concentration [per cent]
---	---	---
m urea	=	total urea mass consumption [g/test]
---	---	---
M CO(NH2)2	=	Molecular mass of urea: 60,056 [g/mol]

Then the total CO2 emission m CO2 [g/test] shall be calculated by means of equation (8-20):

| | |

| --- | --- | | mCO2 = mCO2,fuel + mCO2,urea | (8-20) |

The total CO2 emission calculated by means of equation (8-20) shall be used in the calculation of brake specific CO2 emissions, eCO2 [g/kWh] in section 2.4.1.1 or 3.8.1.1 of Annex VII. Where applicable, the correction for CO2 in the exhaust gas arising from CO2 in the gaseous fuel shall be performed in accordance with Appendix 3 to Annex IX.

Appendix 3

Types of dual-fuel engines operated on natural gas/biomethane or LPG and a liquid fuel — illustration of the definitions and main requirements

Dual-fuel type	GERcycle	Idle on liquid fuel	Warm-up on liquid fuel	Operation on liquid fuel solely	Operation in absence of gas	Comments
1A	GERNRTC, hot ≥ 0,9 or GERNRSC, ≥ 0,9	NOT allowed	Allowed only on service mode	Allowed only on service mode	Service mode
1B	GERNRTC, hot ≥ 0,9 or GERNRSC ≥ 0,9	Allowed only on liquid-fuel mode	Allowed only on liquid-fuel mode	Allowed only on liquid-fuel and service modes	Liquid-fuel mode
2A	0,1 < GERNRTC, hot < 0,9 or 0,1 < GERNRSC < 0,9	Allowed	Allowed only on service mode	Allowed only on service mode	Service mode	GERNRTC, hot ≥ 0,9 or GERNRSC ≥ 0,9 Allowed
2B	0,1 < GERNRTC, hot < 0,9 or 0,1 < GERNRSC < 0,9	Allowed	Allowed	Allowed	Liquid-fuel mode	GERNRTC, hot ≥ 0,9 or GERNRSC ≥ 0,9 allowed
3A	Neither defined nor allowed	Neither defined nor allowed	Neither defined nor allowed	Neither defined nor allowed	Neither defined nor allowed	Neither defined nor allowed
3B	GERNRTC, hot ≤ 0,1 or GERNRSC ≤ 0,1	Allowed	Allowed	Allowed	Liquid-fuel mode

ANNEX IX

Reference Fuels

1.1.   Type: Diesel (non-road gas-oil)

Parameter	Unit	Limits [^E0051]	Limits [^E0051]	Test Method
Parameter	Unit	minimum	maximum	Test Method
Cetane number [^E0052]		45	56,0	EN-ISO 5165
Density at 15 °C	kg/m3	833	865	EN-ISO 3675
Distillation:
50 % point	°C	245	—	EN-ISO 3405
95 % point	°C	345	350	EN-ISO 3405
— Final boiling point	°C	—	370	EN-ISO 3405
Flash point	°C	55	—	EN 22719
CFPP	°C	—	– 5	EN 116
Viscosity at 40 °C	mm2/s	2,3	3,3	EN-ISO 3104
Polycyclic aromatic hydrocarbons	% m/m	2,0	6,0	IP 391
Sulphur content [^E0053]	mg/kg	—	10	ASTM D 5453
Copper corrosion		—	class 1	EN-ISO 2160
Conradson carbon residue (10 % DR)	% m/m	—	0,2	EN-ISO 10370
Ash content	% m/m	—	0,01	EN-ISO 6245
Total contamination	mg/kg	—	24	EN 12662
Water content	% m/m	—	0,02	EN-ISO 12937
Neutralization (strong acid) number	mg KOH/g	—	0,10	ASTM D 974
Oxidation stability [^E0053]	mg/ml	—	0,025	EN-ISO 12205
Lubricity (HFRR wear scar diameter at 60 °C)	μm	—	400	CEC F-06-A-96
Oxidation stability at 110 °C [^E0053]	H	20,0	—	EN 15751
FAME	% v/v	—	7,0	EN 14078

The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods of test’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).

Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.

The range for the cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.

Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life.

1.2.   Type: Ethanol for dedicated compression ignition engines (ED95) (¹)

Parameter	Unit	Limits [^E0054]	Limits [^E0054]	Test method [^E0055]
Parameter	Unit	Minimum	Maximum	Test method [^E0055]
Total alcohol (Ethanol incl. content on higher saturated alcohols)	% m/m	92,4		EN 15721
Other higher saturated mono-alcohols (C3-C5)	% m/m		2,0	EN 15721
Methanol	% m/m		0,3	EN 15721
Density 15 °C	kg/m3	793,0	815,0	EN ISO 12185
Acidity, calculated as acetic acid	% m/m		0,0025	EN 15491
Appearance		Bright and clear	Bright and clear
Flashpoint	°C	10		EN 3679
Dry residue	mg/kg		15	EN 15691
Water content	% m/m		6,5	EN 15489 [^E0056] EN-ISO 12937 EN15692
Aldehydes calculated as acetaldehyde	% m/m		0,0050	ISO 1388-4
Esters calculated as ethylacetat	% m/m		0,1	ASTM D1617
Sulphur content	mg/kg		10,0	EN 15485 EN 15486
Sulphates	mg/kg		4,0	EN 15492
Particulate contamination	mg/kg		24	EN 12662
Phosphorus	mg/l		0,20	EN 15487
Inorganic chloride	mg/kg		1,0	EN 15484 or EN 15492
Copper	mg/kg		0,100	EN 15488
Electrical Conductivity	μS/cm		2,50	DIN 51627-4 or prEN 15938
(1)  Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 % m/m.	(1)  Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 % m/m.	(1)  Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 % m/m.	(1)  Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 % m/m.	(1)  Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 % m/m.

[^E0054]: (¹)

The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

Equivalent EN/ISO methods will be adopted when issued for properties listed above.

Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of EN 15489 shall be applied.

2.1.   Type: Petrol (E10)

Parameter	Unit	Limits [^E0057]	Limits [^E0057]	Test method [^E0058]
Parameter	Unit	Minimum	Maximum	Test method [^E0058]
Research octane number, RON		91,0	98,0	EN ISO 5164:2005 [^E0059]
Motor octane number, MON		83,0	89,0	EN ISO 5163:2005 [^E0059]
Density at 15 °C	kg/m3	743	756	EN ISO 3675 EN ISO 12185
Vapour pressure	kPa	45,0	60,0	EN ISO 13016-1 (DVPE)
Water content			Max 0,05 % v/v Appearance at – 7 °C: clear and bright	EN 12937
Distillation:
— evaporated at 70 °C	% v/v	18,0	46,0	EN-ISO 3405
— evaporated at 100 °C	% v/v	46,0	62,0	EN-ISO 3405
— evaporated at 150 °C	% v/v	75,0	94,0	EN-ISO 3405
— final boiling point	°C	170	210	EN-ISO 3405
Residue	% v/v	—	2,0	EN-ISO 3405
Hydrocarbon analysis:
— olefins	% v/v	3,0	18,0	EN 14517 EN 15553
— aromatics	% v/v	19,5	35,0	EN 14517 EN 15553
— benzene	% v/v	—	1,0	EN 12177 EN 238, EN 14517
— saturates	% v/v	Report	Report	EN 14517 EN 15553
Carbon/hydrogen ratio		Report	Report
Carbon/oxygen ratio		Report	Report
Induction period [^E0060]	minutes	480		EN-ISO 7536
Oxygen content [^E0061]	% m/m	3,3 [^E0064]	3,7	EN 1601 EN 13132 EN 14517
Existent gum	mg/ml	—	0,04	EN-ISO 6246
Sulphur content [^E0062]	mg/kg	—	10	EN ISO 20846 EN ISO 20884
Copper corrosion (3h at 50 °C)	rating	—	Class 1	EN-ISO 2160
Lead content	mg/l	—	5	EN 237
Phosphorus content [^E0063]	mg/l	—	1,3	ASTM D 3231
Ethanol [^E0060]	% v/v	9,0 [^E0064]	10,2 [^E0064]	EN 22854

The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

[^E0058]: (²)

Equivalent EN/ISO methods will be adopted when issued for properties listed above.

[^E0059]: (³)

A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008.

The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added.

Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added to the reference fuel.

The actual sulphur content of the fuel used for the Type 1 test shall be reported.

There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

[^E0064]: (⁸)

The ethanol content and corresponding oxygen content may be zero for engines of category SMB at the choice of the manufacturer. In this case all testing of the engine family, or engine type where no family exists, shall be conducted using petrol with zero ethanol content.

2.2.   Type: Ethanol (E85)

Parameter	Unit	Limits [^E0065]	Limits [^E0065]	Test method
Parameter	Unit	Minimum	Maximum	Test method
Research octane number, RON		95,0	—	EN ISO 5164
Motor octane number, MON		85,0	—	EN ISO 5163
Density at 15 °C	kg/m3	Report	Report	ISO 3675
Vapour pressure	kPa	40,0	60,0	EN ISO 13016-1 (DVPE)
Sulphur content [^E0066]	mg/kg	—	10	EN 15485 or EN 15486
Oxidation stability	Minutes	360		EN ISO 7536
Existent gum content (solvent washed)	mg/100ml	—	5	EN-ISO 6246
Appearance This shall be determined at ambient temperature or 15 °C whichever is higher		Clear and bright, visibly free of suspended or precipitated contaminants	Clear and bright, visibly free of suspended or precipitated contaminants	Visual inspection
Ethanol and higher alcohols [^E0067]	% v/v	83	85	EN 1601 EN 13132 EN 14517 E DIN 51627-3
Higher alcohols (C3-C8)	% v/v	—	2,0	E DIN 51627-3
Methanol	% v/v		1,00	E DIN 51627-3
Petrol [^E0068]	% v/v	Balance	Balance	EN 228
Phosphous	mg/l	0,20 [^E0069]	0,20 [^E0069]	EN 15487
Water content	% v/v		0,300	EN 15489 or EN 15692
Inorganic chloride content	mg/l		1	EN 15492
pHe		6,5	9,0	EN 15490
Copper strip corrosion (3h at 50 °C)	Rating	Class 1		EN ISO 2160
Acidity, (as acetic acid CH3COOH)	% m/m (mg/l)	—	0,0050 (40)	EN 15491
Electric Conductivity	μS/cm	1,5	1,5	DIN 51627-4 or prEN 15938
Carbon/hydrogen ratio		Report	Report
Carbon/oxygen ration		Report	Report

The values quoted in the specifications are ‘true values’. In establishment of their limit values the terms of ISO 4259 Petroleum products — Determination and application of precision data in relation to methods of test have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels shall nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

The actual sulphur content of the fuel used for the emission tests shall be reported.

Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.

The unleaded petrol content can be determined as 100 minus the sum of the % content of water, alcohols, MTBE and ETBE.

[^E0069]: (⁵)

There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

3.1.   Type: LPG

Parameter	Unit	Fuel A	Fuel B	Test method
Composition:				EN 27941
C3-content	% v/v	30 ± 2	85 ± 2
C4-content	% v/v	Balance [^E0070]	Balance [^E0070]
< C3, > C4	% v/v	Maximum 2	Maximum 2
Olefins	% v/v	Maximum 12	Maximum 15
Evaporation residue	mg/kg	Maximum 50	Maximum 50	EN 15470
Water at 0 °C		Free	Free	EN 15469
Total sulphur content including odorant	mg/kg	Maximum 10	Maximum 10	EN 24260, ASTM D 3246, ASTM 6667
Hydrogen sulphide		None	None	EN ISO 8819
Copper strip corrosion (1h at 40 °C)	Rating	Class 1	Class 1	ISO 6251 [^E0071]
Odour		Characteristic	Characteristic
Motor octane number [^E0072]		Minimum 89,0	Minimum 89,0	EN 589 Annex B

Balance shall be read as follows: balance = 100 – C3 – < C3 – > C4.

This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited.

At the request of the engine manufacturer, a higher MON could be used to perform the type approval tests.

3.2.   Type: Natural Gas/ Biomethane

3.2.1.   Specification for reference fuels supplied with fixed properties (e.g. from a sealed container)

As an alternative to the reference fuels set out in this point, the equivalent fuels in point 3.2.2 may be used

Characteristics	Units	Basis	Limits	Limits	Test method
Characteristics	Units	Basis	minimum	maximum	Test method
Characteristics	Units	Basis	Reference fuel GR	Reference fuel GR	Reference fuel GR	Reference fuel GR	Reference fuel GR	Reference fuel GR
Characteristics	Units	Basis	Composition:		Test method
Characteristics	Units	Basis	Methane		Test method	87	84	89
Characteristics	Units	Basis	Ethane		Test method	13	11	15
Balance (1)	% mole	—	—	1	Test method	ISO 6974
Sulphur content	mg/m3 (2)	—		10	ISO 6326-5
Notes: (1)  Inerts + C2+ (2)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts + C2+ (2)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts + C2+ (2)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts + C2+ (2)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts + C2+ (2)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts + C2+ (2)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.
Reference fuel G23	Reference fuel G23	Reference fuel G23	Reference fuel G23	Reference fuel G23	Reference fuel G23
Composition:
Methane		92,5	91,5	93,5
Balance (1)	% mole	—	—	1	ISO 6974
N2	% mole	7,5	6,5	8,5
Sulphur content	mg/m3 (2)	—	—	10	ISO 6326-5
Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.
Reference fuel G25	Reference fuel G25	Reference fuel G25	Reference fuel G25	Reference fuel G25	Reference fuel G25
Composition:
Methane	% mole	86	84	88
Balance (1)	% mole	—	—	1	ISO 6974
N2	% mole	14	12	16
Sulphur content	mg/m3 (2)	—	—	10	ISO 6326-5
Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.	Notes: (1)  Inerts (different from N2) + C2+ C2+ (2)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.
Reference fuel G20	Reference fuel G20	Reference fuel G20	Reference fuel G20	Reference fuel G20	Reference fuel G20
Composition:
Methane	% mole	100	99	100	ISO 6974
Balance [^E0073]	% mole	—	—	1	ISO 6974
N2	% mole				ISO 6974
Sulphur content	mg/m3 [^E0074]	—	—	10	ISO 6326-5
Wobbe Index (net)	MJ/m3 [^E0075]	48,2	47,2	49,2

Inerts (different from N2) + C2 + C2+.

Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

Value to be determined at 273,2 K (0 °C) and 101,3 kPa.

3.2.2.   Specification for reference fuel supplied from a pipeline with admixture of other gases with gas properties determined by on-site measurement

As an alternative to the reference fuels in this point the equivalent reference fuels in point 3.2.1 may be used.

• 3.2.2.1. The basis of each pipeline reference fuel (GR, G20, …) shall be gas drawn from a utility gas distribution network, blended, where necessary to meet the corresponding lambda-shift (Sλ) specification in Table 9.1, with an admixture of one or more of the following commercially ([^E0076]) available gases:

• (a) Carbon dioxide;

• (b) Ethane;

- (c) Methane;

- (d) Nitrogen;

- (e) Propane.

• 3.2.2.2. The value of Sλ of the resulting blend of pipeline gas and admixture gas shall be within the range specified in Table 9.1 for the specified reference fuel.

Table 9.1

Required range of Sλ for each reference fuel

Reference fuel	Minimum Sλ	Maximum Sλ
GR [^E0077]	0,87	0,95
G20	0,97	1,03
G23	1,05	1,10
G25	1,12	1,20

The engine shall not be required to be tested on a gas blend with a Methane Number (MN) less than 70. In the case that the required range of Sλ for GR would result in an MN less than 70 the value of Sλ for GR may be adjusted as necessary until a value of MN no less than 70 is attained.

- 3.2.2.3. The engine test report for each test run shall include the following:

• (a) The admixture gas(es) chosen from the list in point 3.2.2.1;

• (b) The value of Sλ for the resulting fuel blend;

• (c) The Methane Number (MN) of the resulting fuel blend.

- 3.2.2.4. The requirements of Appendices 1 and 2 shall be met in respect to determination of the properties of the pipeline and admixture gases, the determination of Sλ and MN for the resulting gas blend, and the verification that the blend was maintained during the test.

• 3.2.2.5. In the case that one or more of the gas streams (pipeline gas or admixture gas(es)) contain CO2 in greater than a de minimus proportion, the calculation of specific CO2 emissions in Annex VII shall be corrected according to Appendix 3.

Appendix 1

Supplementary requirements for conducting emission testing using gaseous reference fuels comprising pipeline gas with admixture of other gases

1. Method of gas analysis and gas flow measurement

• 1.1. For the purpose of this Appendix, where required the composition of the gas shall be determined by analysis of the gas using gas chromatography according to EN ISO 6974, or by an alternative technique that achieves at least a similar level of accuracy and repeatability.

• 1.2. For the purpose of this Appendix, where required the measurement of gas flow shall be performed using a mass-based flowmeter.

• 2.1. The composition of the utility gas supply shall be analysed prior to the admixture blending system.

• 2.2. The flowrate of the utility gas entering the admixture blending system shall be measured.

• 3.1. When an applicable certificate of analysis is available for an admixture (for example issued by the gas supplier) this may be used as the source of that admixture composition. In this case the on-site analysis of that admixture composition shall be permitted but shall not be required.

• 3.2. Where an applicable certificate of analysis is not available for an admixture the composition of that admixture shall be analysed.

• 3.3. The flowrate of each admixture entering the admixture blending system shall be measured.

- 4.1. The analysis of the composition of the gas supplied to the engine after leaving the admixture blending system shall be permitted in addition to, or as an alternative to the analysis required by points 2.1 and 3.1, but shall not be required.

5. Calculation of Sλ and MN of the blended gas

- 5.1. The results of the gas analysis according to point 2.1, point 3.1 or 3.2 and, where applicable, point 4.1, combined with the mass flowrate of gas measured according to points 2.2 and 3.3, shall be used to calculate the MN according to EN16726:2015. The same set of data shall be used to calculate Sλ according to the procedure set out in Appendix 2.

• 6.1 The control and verification of the gas blend during the test shall be performed using either an open loop or closed loop control system.

• 6.2 Open loop blend control system

• 6.2.1 In this case the gas analysis, flow measurements and calculations set out in points 1, 2, 3 and 4 shall be performed prior to the emission test.

• 6.2.2 The proportion of utility gas and admixture(s) shall be set to ensure that the Sλ is within the permitted range for the relevant reference fuel in Table 9.1.

• 6.2.3 When the relative proportions have been set they shall be maintained throughout the emission test. Adjustments to individual flow rates to maintain the relative proportions shall be permitted.

• 6.2.4 When the emission test has been completed the analysis of gas composition, flow measurements and calculations set out in points 2, 3, 4 and 5 shall be repeated. In order for the test to be considered valid the value of Sλ shall remain within the specified range for the respective reference fuel given in Table 9.1.

• 6.3 Closed loop blend control system

• 6.3.1 In this case the analysis of gas composition, flow measurements and calculations set out in points 2, 3, 4 and 5 shall be performed at intervals during the emission test. The intervals shall be chosen taking into consideration the frequency capability of the gas chromatograph and corresponding calculation system.

• 6.3.2 The results from the periodic measurements and calculations shall be used to adjust the relative proportions of utility gas and admixture in order to maintain the value of Sλ within the range specified in Table 9.1 for the respective reference fuel. The frequency of adjustment shall not exceed the frequency of measurement.

• 6.3.3 In order for the test to be considered valid the value of Sλ shall be within the range specified in Table 9.1 for the respective reference fuel for at least 90 % of the measurement points.

Appendix 2

Calculation of λ-Shift factor (Sλ)

The λ-shift factor (Sλ) ([^E0078]) shall be calculated by means of equation (9-1):

| | |

| --- | --- | | Image omitted; see official source | (9-1) |

Where:

Sλ	=	λ-shift factor;
---	---	---
inert %	=	% by volume of inert gases in the fuel (i.e. N2, CO2, He, etc.);
---	---	---
Image omitted; see official source	=	% by volume of original oxygen in the fuel;
---	---	---
n and m	=	refer to average CnHm representing the fuel hydrocarbons, i.e.:
---	---
Image omitted; see official source	(9-2)
Image omitted; see official source	(9- 3)

Where:

CH4	=	% by volume of methane in the fuel;
---	---	---
C2	=	% by volume of all C2 hydrocarbons (e.g.: C2H6, C2H4, etc.) in the fuel;
---	---	---
C3	=	% by volume of all C3 hydrocarbons (e.g.: C3H8, C3H6, etc.) in the fuel;
---	---	---
C4	=	% by volume of all C4 hydrocarbons (e.g.: C4H10, C4H8, etc.) in the fuel;
---	---	---
C5	=	% by volume of all C5 hydrocarbons (e.g.: C5H12, C5H10, etc.) in the fuel;
---	---	---
diluent	=	% by volume of dilution gases in the fuel (i.e.: O2*, N2, CO2, He, etc.).

Example 1: G25: CH4 = 86 %, N2 = 14 % (by volume)

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

Example 2: GR: CH4 = 87 %, C2H6 = 13 % (by vol)

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

Example 3: USA: CH4 = 89 %, C2H6 = 4,5 %, C3H8 = 2,3 %, C6H14 = 0,2 %, O2 = 0,6 %, N2 = 4 %

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

As an alternative to the above equation, Sλ may be calculated from the ratio of the stoichiometric air demand of pure methane to the stoichiometric air demand of the fuel blend supplied to the engine, as specified below.

Lambda-shift factor (Sλ) expresses the oxygen demand of any fuel blend in relation to oxygen demand of pure methane. Oxygen demand means the amount of oxygen to oxidise methane in a stoichiometric composition of reaction partners to products of complete combustion (i.e. carbon-dioxide and water).

For the combustion of pure methane the reaction is as set out in equation (9-4):

1 · CH 4 + 2 · O 2 → 1 · CO 2 + 2 · H 2 O	(9-4)

In this case the ratio of molecules in stoichiometric composition of reaction partners is exactly 2:

Image omitted; see official source

Where:

nO 2	=	number of molecules of oxygen
---	---	---
nCH 4	=	number of molecules of methane

The oxygen demand for pure methane is therefore:

| | | |

| --- | --- | --- | | nO 2 | = | 2 ·nCH 4 with a reference value of [nCH4]= 1 kmol |

The value of Sλ may be determined from the ratio of the ratio of the stoichiometric composition of oxygen and methane to the ratio of the stoichiometric composition of oxygen and the fuel blend supplied to the engine, as set out in equation (9-5):

| | |

| --- | --- | | Image omitted; see official source | (9-5) |

Where:

nblend	=	number of molecules of the fuel blend
---	---	---
(nO 2)blend	=	the ratio of the molecules in the stoichiometric composition of oxygen and the fuel blend supplied to the engine

Because air contains 21 % oxygen the stoichiometric air demand Lst of any fuel shall be calculated by means of equation (9-6):

Image omitted; see official source	(9-6)

Where:

Lst,fuel	=	the stoichiometric air demand for the fuel
---	---	---
nO 2 fuel	=	the stoichiometric oxygen demand for the fuel

Consequently the value of Sλ may also be determined from the ratio of the stoichiometric composition of air and methane to the ratio of the stoichiometric composition of air and the fuel blend supplied to the engine, i.e. the ratio of the stoichiometric air demand of methane to that of the fuel blend supplied to the engine, as set out in equation (9-7):

Image omitted; see official source	(9-7)

Therefore, any calculation that specifies the stoichiometric air demand may be used to express the Lambda-shift factor.

Appendix 3

Correction for CO2 in the exhaust gas arising from CO2 in the gaseous fuel

• 1.1. Gas composition and gas flow shall be determined according to the requirements of sections 1 to 4 of Appendix 1.

• 1.2 The instantaneous mass flow rate of CO2 in a stream of gas supplied to the engine shall be calculated by means of equation (9-8).

ṁ CO2i = (M CO2/M stream) · x CO2i · ṁ streami	(9-8)

Where:

ṁ CO2i	=	Instantaneous mass flow rate of CO2 from the gas stream [g/s]

| | | |

| --- | --- | --- | | ṁ streami, | = | Instantaneous mass flow rate of the gas stream [g/s] | | | | | | --- | --- | --- | | x CO2i | = | Molar fraction of CO2 in the gaseous stream [-] | | | | | | --- | --- | --- | | M CO2 | = | Molar mass of CO2 [g/mol] | | | | | | --- | --- | --- | | M stream | = | Molar mass of gas stream [g/mol] |

M stream shall be calculated from all measured constituents (1, 2, …, n) by means of equation (9-9).

M stream = x 1 · M 1 + x 2 · M 2 + … + x n · M n	(9-9)

Where:

X 1, 2, … n	=	Molar fraction of each measured constituent in the gas stream (CH4, CO2, …) [-]

| | | |

| --- | --- | --- | | M 1, 2, … n | = | Molar mass of each measured constituent in the gas stream [g/mol] |

• 1.3. In order to determine the total mass flow rate of CO2 in the gaseous fuel entering the engine the calculation in equation (9-8) shall be performed for each individual gas stream containing CO2 that is entering the gas blending system and the result for each gas stream added together, or it shall be performed for the blended gas leaving the blending system and entering the engine by means of equation (9-10):

ṁ CO2i, fuel = ṁ CO2i, a + ṁ CO2i, b + … + ṁ CO2i, n	(9-10)

Where:

ṁ CO2i, fuel	=	instantaneous combined mass flow rate of CO2 arising from the CO2 in the gaseous fuel entering the engine [g/s]
---	---	---
ṁ CO2i, a, b, …, n	=	instantaneous mass flow rate of CO2 arising from the CO2 in each individual gas stream a, b, …, n [g/s]

- 2.1 The total mass per test of CO2 emission from the CO2 in the fuel m

CO2, fuel [g/test] shall be calculated by summation of the instantaneous mass flow rate of CO2 in the gaseous fuel entering the engine ṁ CO2i, fuel [g/s] over the test cycle by means of equation (9-11):

| | |

| --- | --- | | Image omitted; see official source | (9-11) |

Where:

ƒ	=	data sampling rate [Hz]
---	---	---
N	=	number of measurements [-]

• 2.2 The total mass of CO2 emission m CO2 [g/test] used in equation (7-61), (7-63), (7-128) or (7-130) of Annex VII to calculate the specific emissions result e CO2 [g/kWh] shall be replaced in those equations by the corrected value m CO2, corr [g/test] calculated by means of equation (9-12).

m CO2, corr = m CO2 – m CO2, fuel	(9-12)

• 3.1 The mean mass flow of CO2 emission from the CO2 in the fuel per hour qm CO2, fuel or ṁ CO2 fuel [g/h] shall be calculated for each individual test mode from the measurements of instantaneous mass flow rate of CO2 ṁ CO2i, fuel [g/s] given by equation (9-10) taken during the sampling period of the respective test mode by means of equation (9-13):

Image omitted; see official source	(9-13)

Where:

N	=	number of measurements taken during the test mode [-]

• 3.2 The mean mass flow rate of CO2 emission qm CO2 or ṁ CO2 [g/h] for each individual test mode used in equation (7-64) or (7-131) of Annex VII to calculate the specific emissions result e CO2 [g/kWh] shall be replaced in those equations by the corrected value qm CO2, corr or ṁ CO2, corr [g/h] for each individual test mode calculated by means of equation (9-14) or (9-15).

q m CO2, corr = q m CO2 – q m CO2, fuel	(9-14)
ṁ CO2, corr = ṁ CO2– ṁ CO2, fuel	(9-15)

ANNEX X

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

• 1. Separate shipment, as set out in Article 34(3) of Regulation (EU) 2016/1628, occurs when the manufacturer and the OEM installing the engine are separate legal entities and the engine is shipped by the manufacturer from one location separately from its exhaust after-treatment system, and the exhaust after-treatment system is delivered from a different location and / or at a different moment in time.

• 1. In this case, the manufacturer shall:

• 2.1. Be considered responsible for the placing on the market of the engine and for ensuring that the engine is brought into conformity with the approved engine type;

• 2.2. Place all orders for the parts shipped separately before shipping the engine separately from its exhaust after-treatment system to the OEM;

- 2.3. Make available to the OEM the instructions for installation of the engine, including the exhaust after-treatment system, and the identification marking of the parts shipped separately as well as the information necessary for checking the proper functioning of the assembled engine according to the approved engine type or engine family.

- 2.4. Keep records of:

• (1) the instructions made available to the OEM;

• (2) the list of all parts delivered separately;

• (3) the records returned from the OEM confirming that the engines delivered have been brought into conformity in accordance with section 3;

• 2.4.1. keep these records for at least 10 years;

• 2.4.2. Make the records available to the approval authority, the European Commission or market surveillance authorities upon request.

• 2.5. Ensure that, in addition to the statutory marking required by Article 32 of Regulation (EU) 2016/1628, a temporary marking is affixed to the engine without exhaust after-treatment system, as required by Article 33(1) of that Regulation and in accordance with the provisions set out Annex III to Implementing Regulation (EU) 2017/656.

• 2.6. Ensure that the parts shipped separately from the engines have identification marking (for example part numbers).

• 2.7. Ensure that in the case of a transition engine, the engine (inclusive of the exhaust after-treatment system) has an engine production date prior to the date for placing on the market of engines set out in Annex III to Regulation (EU) 2016/1628, as required by Article 3(7), Article 3(30) and Article 3(32) of that Regulation.

• 2.7.1. The records set out in point 2.4 shall include evidence that the exhaust after-treatment system that is part of a transition engine was produced prior to the said date in the case that the production date is not apparent from the marking on the exhaust after-treatment system.

• 1. The OEM shall:

- 3.1. Confirm to the manufacturer that the engine has been brought into conformity with the approved engine type or engine family according to the instructions received and that all checks necessary to ensure the proper functioning of the assembled engine according to the approved engine type have been conducted.

- 3.2. Where an OEM receives a regular supply of engines from a manufacturer the confirmation set out in point 3.1 may be provided at regular intervals agreed between the parties, but not exceeding one year.

ANNEX XI

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

The following conditions shall apply for the temporary placing on the market of engines for the purpose of field testing in accordance with Article 34(4) of Regulation (EU) 2016/1628:

• 1. The ownership of the engine shall remain with the manufacturer until the procedure set out in point 5 is completed. This does not preclude a financial arrangement with the OEM or end-users who participate in the test procedure.

• 1. Before placing the engine on the market, the manufacturer shall inform the approval authority of a Member State, indicating his name or trade mark, the unique engine identification number of the engine, the production date of the engine, any relevant information on the emission performance of the engine and the OEM or end-users who participates in the test procedure.

• 1. The engine shall be accompanied by a statement of conformity delivered by the manufacturer and complying with the provisions set out in Annex II to Implementing Regulation (EU) 2017/656; the statement of conformity shall indicate, in particular, that it is a field testing engine temporarily placed on the market in accordance with Article 34(4) of Regulation (EU) 2016/1628.

• 1. The engine shall bear the statutory marking set out in Annex III to Implementing Regulation (EU) 2017/656;

• 1. When the tests have been completed and in any case 24 months from the placing on the market of the engine, the manufacturer shall ensure that the engine is either withdrawn from the market or brought into conformity with Regulation (EU) 2016/1628. The manufacturer shall inform the authorising approval authority of the option taken.

- 6. Notwithstanding point 5, the manufacturer may apply for an extension of the duration of the test for up to 24 additional months, before the same approval authority providing due justification for the extension request.

- 6.1. The approval authority may authorise the extension, if deemed justified. In this case:

• (1) a new statement of conformity shall be issued by the manufacturer for the additional period; and

• (2) the provisions set out in point 5 shall apply by the end of the extension period or, in any case, 48 months after placing the engine on the market.

ANNEX XII

Detailed technical specifications and conditions for special purpose engines

The following conditions shall apply for placing on the market of engines that meet the gaseous and particulate pollutant emission limit values for special purpose engines set out in Annex VI to Regulation (EU) 2016/1628:

• 1. Before placing the engine on the market, the manufacturer shall take reasonable measures to ensure that the engine will be installed in a non-road mobile machinery to be exclusively used in potentially explosive atmospheres, in accordance with Article 34(5) of that Regulation, or for the launch and recovery of lifeboats operated by a national rescue service, in accordance with Article 34(6) of that Regulation.

• 1. For the purposes of point 1, a written statement from the OEM or economic operator receiving the engine confirming that it will be installed in a non-road mobile machinery to be exclusively used for such special purposes, shall be considered a reasonable measure.

• 1. The manufacturer shall:

• (1) keep the written statement set out in point 2 for at least 10 years; and

• (2) make it available to the approval authority, the European Commission or market surveillance authorities upon request.

• 1. The engine shall be accompanied by a statement of conformity delivered by the manufacturer and complying with the provisions set out in Annex II to Implementing Regulation (EU) 2017/656; the statement of conformity shall indicate, in particular, that it is a special purpose engine placed on the market under the conditions set out in Article 34(5) or 34(6) of Regulation (EU) 2016/1628.

• 1. The engine shall bear the statutory marking set out in Annex III to Implementing Regulation (EU) 2017/656.

ANNEX XIII

Acceptance of equivalent engine type-approvals

• 1. For engine families or engines types of category NRE the following type-approvals and, where applicable, the corresponding statutory marking, shall be recognised as equivalent to EU type-approvals granted and statutory marking required in accordance with Regulation (EU) 2016/1628:

• (1) EU type-approvals granted on the basis of Regulation (EC) No 595/2009 of the European Parliament and of the Council ([^E0079]) and its implementing measures, where a technical service confirms that the engine type meets:
• (a) the requirements set out in Appendix 2 of Annex IV, when the engine is exclusively intended for use in the place of Stage V engines of categories IWP and IWA, in accordance with Article 4(1), point (1)(b) of Regulation (EU) 2016/1628, or
• (b) the requirements set out in Appendix 1 of Annex IV for engines not covered by paragraph (a);

- (2) type-approvals in conformity with the 06 series of amendments to UNECE Regulation No 49 ([^E0080]), where a technical service confirms that the engine type meets:

• (a) the requirements set out in Appendix 2 of Annex IV, when the engine is exclusively intended for use in the place of Stage V engines of categories IWP and IWA, in accordance with Article 4(1), point (1)(b) of Regulation (EU) 2016/1628; or
• (b) the requirements set out in Appendix 1 of Annex IV for engines not covered by paragraph (a), and where an approval authority confirms that the manufacturer complies with the obligations set out in Article 19 of Regulation (EU) 2016/1628.

- (3) type-approvals in conformity with the 05 series of amendments to UNECE Regulation No 96 ([^E0081]) of engine families or engine types of category NRE, as set out in Table I-1 of Annex I to Regulation (EU) 2016/1628, where an approval authority confirms that the manufacturer complies with the obligations set out in Article 19 of Regulation (EU) 2016/1628.

• 1. For engine families or engine types of category NRG, NRSh, NRS, SMB and ATS, type-approvals in conformity with the 05 series of amendments to UNECE Regulation No 96, of engines that correspond to the engine categories set out in Tables I-2, I-3 and I-4 and Tables I-9 to I-10 of Annex I to Regulation (EU) 2016/1628 and, where applicable, the corresponding statutory marking, shall be recognised as equivalent to EU type-approvals granted and statutory marking required in accordance with Regulation (EU) 2016/1628, where an approval authority confirms that the manufacturer complies with the obligations set out in Article 19 of Regulation (EU) 2016/1628.

• 1. For special purpose engines (SPE) falling within the scope of Article 34, paragraphs 5 and 6 of Regulation (EU) 2016/1628, of category NRE with reference power not less than 19 kW and not more than 560 kW, Stage IIIA type-approvals in conformity with the 02 ([^E0082]), 03 ([^E0083]) or 04 ([^E0084]) series of amendments to UNECE Regulation No 96 of engines families or engine types of category NRE, as set out in Table VI-1 of Annex VI to Regulation (EU) 2016/1628 and, where applicable, the corresponding statutory marking, shall be recognised as equivalent to EU type-approvals granted and statutory marking required in accordance with that Regulation.

• 3.1. Additional requirements:

Engines based on a type-approval which is accepted as equivalent to an EU type-approval in accordance with point 3 shall meet the requirements of Annex XII to Delegated Regulation (EU) 2017/654.

• 1. For the following emission stages, type-approvals on the basis of UNECE Regulations of engine families or engine types belonging to the categories listed below and, where applicable, the corresponding statutory marking shall be recognised as equivalent to EU type-approvals granted and statutory marking required under Directive 97/68/EC, in accordance with the transitional provisions set out in Article 58 of Regulation (EU) 2016/1628:

• (1) Stage IV: type-approvals of engines belonging to category Q and R as set out in Article 9 of Directive 97/68/EC in conformity with the 04 series of amendments to UNECE Regulation No 96;

• (2) Stage IIIB: type-approvals of engines belonging to category L, M, N and P as set out in Article 9 of Directive 97/68/EC in conformity with the 03 or 04 series of amendments to UNECE Regulation No 96;

• (3) Stage IIIA: type-approvals of engines belonging to category H, I, J and K as set out in Article 9 of Directive 97/68/EC in conformity with the 02, 03 or 04 series of amendments to UNECE Regulation No 96;

• (4) Stage II: type-approvals of engines belonging to category D, E, F and G as set out in Article 9 of Directive 97/68/EC in conformity with the 01 ([^E0085]), 02, 03 or 04 series of amendments to UNECE Regulation No 96;

• (5) Stage I: type-approvals of engines belonging to category A, B and C as set out in Article 9 of Directive 97/68/EC in conformity with the 00 series ([^E0086]) of amendments to UNECE Regulation No 96.

• 4.1. Additional requirements

Engines based on a type-approval which is accepted as equivalent to the EU type-approval in accordance with point 4 shall be accompanied by a statement of conformity and the supplementary information in its statutory marking as required by Articles 31 and 32(2) of Regulation (EU) 2016/1628 and as set out in Annexes II and III to Implementing Regulation (EU) 2017/656.

ANNEX XIV

Details of the relevant information and instructions for OEMs

• 1. As required by Article 43(2) of Regulation (EU) 2016/1628, the manufacturer shall provide to the OEM all relevant information and instructions to ensure that the engine conforms to the approved engine type when installed in non-road mobile machinery. Instructions for this purpose shall be clearly identified to the OEM.

• 1. The instructions may be provided on paper or a commonly used electronic format.

• 1. Where a number of engines requiring the same instructions are supplied to the same OEM it shall be necessary to provide only one set of instructions.

• 1. The information and instructions to the OEM shall include at least:

• (1) installation requirements to achieve the emissions performance of the engine type, including the emissions control system, that shall be taken into account to ensure the correct operation of the emissions control system;

• (2) a description of any special conditions or restrictions linked to the installation or use of the engine, as noted on the EU type-approval certificate set out in Annex IV to Implementing Regulation (EU) 2017/656;

• (3) a statement indicating that the installation of the engine shall not permanently constrain the engine to exclusively operate within a power range corresponding to a (sub-)category with gaseous and particulate pollutant emission limits more stringent than the (sub-)category the engine belongs to;

• (4) for engine families to which Annex V applies, the upper and lower boundaries of the applicable control area and a statement indicating that the installation of the engine shall not constrain the engine to exclusively operate at speed and load points outside of the control area for the torque curve of the engine;

• (5) where applicable, design requirements for the components supplied by the OEM that are not part of the engine and are necessary to ensure that, when installed, the engine conforms to the approved engine type;

- (6) where applicable, design requirements for the reagent tank, including freeze protection, monitoring of reagent level and means to take samples of reagent;

- (7) where applicable, information on the possible installation of a non-heated reagent system;

• (8) where applicable, a statement indicating that the engine is exclusively intended for installation in snow throwers;

• (9) where applicable, a statement indicating that the OEM shall provide a warning system as set out in Appendices 1 to 4 of Annex IV;

• (10) where applicable, information on the interface between the engine and the non-road mobile machinery for the operator warning system, referred to in point (9);

• (11) where applicable, information on the interface between the engine and the non-road mobile machinery for the operator inducement system, as set out in section 5 of Appendix 1 of Annex IV;

• (12) where applicable, information on a means to temporarily disable the operator inducement as defined in point 5.2.1 of Appendix 1 of Annex IV;

• (13) where applicable, information on the inducement override function as defined in point 5.5 of Appendix 1 of Annex IV;

• (14) in the case of dual-fuel engines:
• (a) a statement indicating that the OEM shall provide a dual-fuel operating mode indicator as described in point 4.3.1 of Annex VIII,
• (b) a statement indicating that the OEM shall provide a dual-fuel warning system as described in point 4.3.2 of Annex VIII,
• (c) information on the interface between the engine and the non-road mobile machinery for the operator indication and warning system, referred to in points (14)(a) and (b);

• (15) in the case of a variable speed engine of category IWP that is type-approved for use in one or more other inland waterway application as set out in point 1.1.1.2 of Annex IX to Implementing Regulation (EU) 2017/656, the details of each (sub-)category and operating mode (speed operation) for which the engine is type approved and may be set when installed;