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Id-Direttiva tal-Kummissjoni tas-16 ta’ Ġunju 1983 li temenda d-Direttiva tal-Kunsill 70/220/KEE dwar l-approssimazzjoni tal-liġijiet ta’ l-Istati Membri li għandhom x’jaqsmu ma’ miżuri li għandhom jittieħdu kontra t-tniġġiż ta’ l-arja b’emissjonijiet minn vetturi b’magna positive-ignition

Official Journal L 197 , 20/07/1983 P. 0001 - 0074 Finnish special edition: Chapter 13 Volume 13 P. 0003  Spanish special edition: Chapter 13 Volume 14 P. 0076  Swedish special edition: Chapter 13 Volume 13 P. 0003  Portuguese special edition Chapter 13 Volume 14 P. 0076  CS.ES Chapter 13 Volume 007 P. 25  - 99 ET.ES Chapter 13 Volume 007 P. 25  - 99 HU.ES Chapter 13 Volume 007 P. 25  - 98 LT.ES Chapter 13 Volume 007 P. 25  - 98 LV.ES Chapter 13 Volume 007 P. 25  - 98 MT.ES Chapter 13 Volume 007 P. 25  - 98 PL.ES Chapter 13 Volume 007 P. 25  - 98 SK.ES Chapter 13 Volume 007 P. 25  - 99 SL.ES Chapter 13 Volume 007 P. 25  - 98

		Id-Direttiva tal-Kummissjonitas-16 ta’ Ġunju 1983li temenda d-Direttiva tal-Kunsill 70/220/KEE dwar l-approssimazzjoni tal-liġijiet ta’ l-Istati Membri li għandhom x’jaqsmu ma’ miżuri li għandhom jittieħdu kontra t-tniġġiż ta’ l-arja b’emissjonijiet minn vetturi b’magna positive-ignition(83/351/KEE)IL-KUNSILL TAL-KOMUNITAJIET EWROPEJ,Wara li kkunsidra t-Trattat li jistabbilixxi l-Komunità Ekonomika Ewropea, u partikolarment l-Artikolu 100 tiegħu,Wara li kkunsidra l-proposta mill-Kummissjoni [1],Wara li kkunsidra l-opinjoni tal-Parlament Ewropew [2],Wara li kkunsidra l-opinjoni tal-Kumitat Ekonomiku u Soċjali [3],Billi l-ewwel programm ta’ azzjoni tal-Komunità Ewropea dwar l-protezzjoni tal-ambjent, approvat mill-Kunsill fit-22 ta’ Novembru 1973, sejjaħ sabiex jittieħed akkont ta’ l-aħħar avvanzi xjentifiċi fil-ġlieda kontra t-tniġġiż tal-atmosfera ikkawżat minn gassijiet emessi minn vetturi bil-mutur, u emenda d-Direttivi li diġà ġew adottati għal dak il-għan;Billi d-Direttiva 70/220/KEE [4] tipprovdi l-valuri ta’ limitu għal carbon monoxide u emissjonijiet ta’ hydrocarbon mhux maħruq minn dawn il-magni; Billi dawn il-limiti kienu l-ewwel ridotti bid-Direttiva 74/290/KEE [5] u supplimentati, skond id-Direttiva77/102/KEE [6], bil-valuri tal-limitu għall-emissjonijiet permessi ta’ nitrogen oxides; billi l-valuri ta’ limitu għall dawn it-tlett elementi li jinkwinaw kienu tnaqqsu aktar bid-Direttiva 78/665/KEE [7];Billi avvanzi fid-disinn tal-vetturi issa jippermettu tnaqqis ta’ dawn il-valuri ta’ limitu; billi jidher mixtieq bħala prekawzjoni kontra effetti li jiżvantaġġaw possibbli fuq l-ambjent; billi matul il-perijodu in kunsiderazzjoni dan it-tnaqqis mhux ser jhedded l-għanijiet tal-politika tal-Komunità f’oqsma oħra, u b’mod partikolari f’dak tal-użu razzjonali tal-enerġija;Billi, minħabba l-użu li qed jiżdied tal-magni diesel f’karozzi u vetturi kummerċjali ħfief, huwa meqjus xieraq illi jitnaqqsu mhux biss emissjonijiet tan-nugrufun, li huma koperti bid-Direttiva 72/306/KEE [8], iżda ukoll l-carbon monoxide, hydrocarbon mhux maħruq u emissjonijiet ta’ nitrogen oxide minn dawn il-magni; billi li wieħed iġib dawn il-magni fl-iskop tad-Direttiva 70/220/KEE jinvolvi emenda għall-parti operazzjonali tal-istess Direttiva; Billi dik l-emenda ukoll għandha effett fuq il-kontenut tal-Anness tekniku; billi l-Kummissjoni ipproponit lill-Kunsill illi fid-Direttiva preżenti hija tadotta fl-istess waqt l-emendi għall-anness tekniku, b’ mod ta’ deroga mill-Artikolu 5 tad-Direttiva 70/220/KEE,ADOTTA DIN ID-DIRETTIVA:Artikolu 1Id-Direttiva 70/220/KEE hija hawn emendata kif ġej:1. It-Titolu tad-Direttiva 70/220/KEE għandu jiġi mibdul b’dan li ġej:"Id-Direttiva 70/220/KEE dwar l-approssimazzjoni tal-liġijiet tal-Istati Membri li għandhom x’jaqsmu mal-miżuri li għandhom jittieħdu kontra t-tniġġiż tal-arja minn gassijiet minn vetturi bil-mutur".2. L-Artikolu 1 huwa mibdul b’dan li ġej:"L-Artikolu 1Għall-għanijiet ta’ din id-Direttiva, "vettura" tfisser kull vettura b’ magna positive ignition jew b’magna compressionignition, maħsuba għall-użu fit-triq, bil- jew mingħajr bodywork, li għandha mill-inqas erba’ roti, toqol massimu permess ta’ mill-inqas 400 kg u veloċità massima skond id-disinn ugwali għal jew li teċċedi 50 km/siegħa, bl-eċċezzjoni ta’ tratturi u makkinarju għall-agrikoltura u vetturi ta’ xogħlijiet pubbliċi."3. L-annessi huma mibdula bl-annessi għal din id-Direttiva.Artikolu 21. Mill-1 ta’ Diċembru 1983, l-ebda Stat Membru ma jista’, fuq bażi li għandha x’taqsam mat-tniġġiż tal-arja minn gassijiet minn magna:- jirrifjuta li jagħti approvazzjoni tat-tip KEE, jew joħroġ dokumenti msemmija fl-aħħar punt tal-Artikolu 10 (1) tad-Direttiva 70/156/KEE, jew jagħti approvazzjoni tat-tip nazzjonali ta’ vettura, jew- jiprojbixxi d-dħul fis-servizz ta’ dawn il-vetturi,billi l-livell ta’ inkwinanti gassużi li joħorġu minn dan it-tip ta’ vettura jew minn dawn il-vetturi jikkonforma mar-rekwiżiti tad-Direttiva 70/220/KEE, kif emendat permezz ta’ din id-Direttiva.2. Mil-1 ta’ Ottubru 1984, l-Istati Membri:- ma’ jistgħux joħorġu aktar id-dokument li hemm provdut fl-aħħar inċiż tal-Artikolu 10 (1) tad-Direttiva 70/156/KEE rigward tip ta’ vettura li temetti inkwinanti gassużi f’livelli li ma jikkonformawx mar-rekwiżiti tad-Direttiva 70/220/KEE, kif emendat permezz ta’ din id-Direttiva,- jistgħu jirrifjutaw approvazzjoni tat-tip nazzjonali għal tip ta’ vettura li temetti inkwinanti gassużi f’livelli li ma’ jikkonformawx mar-rekwiżiti tad-Direttiva 70/220/KEE, kif emendat permezz ta’ din id-Direttiva.3. Mill-1 ta’ Ottubru 1986, Stati Membri jistgħu jiprojbixxu d-dħul fis-servizz ta’ vetturi li jemettu inkwinanti gassużi f’livelli li ma’ jikkonformawx mar-rekwiżiti tad-Direttiva 70/220/KEE, kif emendata permezz ta’ din id-Direttiva.Artikolu 3Stati Membri għandhom idaħħlu fis-seħħ id-dispożizzjonijiet neċessarji sabiex jaderixxu ma’ din id-Direttiva mhux aktar tard mit-30 ta’ Novembru 1983 u għandhom immedjatament jinfurmaw il-Kummissjoni b’dan.Artikolu 4Din id-Direttiva hija indirizzata lill-Istati Membri.Magħmula fil-Lussemburgu, fis-16 ta’ Ġunju 1983.Għall-KunsillIl-PresidentC.D. Spranger[1] ĠU C 181, tad-19.7.1982, p. 30.[2] Opinjoni mogħtija fl-10 ta’ Ġunju 1983 (għadha mhux ippublikata fil-Ġurnal Uffiċjali).[3] ĠU L 346, tal-31.12.1982, p. 2.[4] ĠU L 76, tas-6.4.1970, p. 1.[5] ĠU L 159, tal-15.6.1974, p. 61.[6] ĠU L 32, tat-3.2.1977, p. 32.[7] ĠU L 223, ta’ l-14.8.1978, p. 48.[8] ĠU L 190, ta’ l-20.8.1972, p. 1.--------------------------------------------------ANNEX ISCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE-APPROVAL, EEC TYPE-APPROVAL, SPECIFICATIONS AND TESTS, EXTENSION OF EEC TYPE-APPROVAL, CONFORMITY OF PRODUCTION, TRANSITIONAL PROVISIONS1. SCOPEThis Directive applies to the emission of gaseous pollutants from all motor vehicles equipped with positive-ignition engines and from vehicles of categories M1 and N1 [1] equipped with compression-ignition engines, covered by Article 1.2. DEFINITIONSFor the purposes of this Directive:2.1. Vehicle type, with regard to the emission of gaseous pollutants from the engine, means a category of power-driven vehicles which do not differ in such essential respects as:2.1.1. the equivalent inertia determined in relation to the reference mass as prescribed in 5.1 of Annex III; and2.1.2. the engine and vehicle characteristics as defined in 1 to 6 and 8 of Annex II and Annex VII.2.2. Reference mass means the mass of the vehicle in running order less the uniform mass of the driver of 75 kg and increased by a uniform mass of 100 kg.2.2.1. Mass of the vehicle in running order means the mass defined under 2.6 of Annex I to Directive 70/156/EEC.2.3. Maximum mass means the mass defined under 2.7 of Annex I to Directive 70/156/EEC.2.4. Gaseous pollutants means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85), and oxides of nitrogen, the latter being expressed in nitrogen dioxide (NO2) equivalent.2.5. Engine crankcase means the spaces in or external to an engine which are connected to the oil sump by internal or external ducts through which gases and vapours can escape.2.6. Cold start device means a device which enriches the air/fuel mixture of the engines temporarily, thus assisting the engine to start.2.7. Starting aid means a device which assists the engine to start without enrichment of the air/fuel mixture of the engine, e.g. glow plugs, modifications to the injection timing.3. APPLICATION FOR EEC TYPE-APPROVAL3.1. The application for approval of a vehicle type with regard to the emission of gaseous pollutants from its engine is submitted by the vehicle manufacturer or by his authorized representative.3.2. It is accompanied by the following documents in triplicate and by the following particulars:3.2.1. a description of the engine type comprising all the particulars referred to in Annex II;3.2.2. drawings of the combustion chamber and of the piston, including the piston rings;3.2.3. maximum lift of valves and angles of opening and closing in relation to dead centres.3.3. A vehicle representative of the vehicle type to be approved is submitted for the tests described in 5 of this Annex to the technical service responsible for the type-approval tests.4. EEC TYPE-APPROVAL4.1. A form conforming to the model set out in Annex VII must be attached to the EEC type-approval certificate.5. REQUIREMENTS AND TESTS5.1. GeneralThe components liable to affect the emission of gaseous pollutants must be so designed, constructed and assembled as to enable the vehicle, in normal use, to comply with the requirements of this Directive, despite the vibration to which they may be subjected.5.2. Description of tests5.2.1. The vehicle must, according to its category, be subjected to tests of different types, as specified below. The tests are:- type I, II and III if powered by a positive-ignition engine, and- type I if powered by a compression-ignition engine.5.2.1.1. Type I test (verifying the average emission of gaseous pollutants after a cold start)5.2.1.1.1. This test must be carried out on all vehicles referred to in 1, of a maximum mass not exceeding 3,5 tonnes.5.2.1.1.2. The vehicle is placed on a dynamometer bench equipped with a means of load and inertia simulation. A test lasting a total of 13 minutes and comprising four cycles is performed without interruption. Each cycle comprises 15 phases (idling, acceleration, steady speed, deceleration, etc.). During the test the exhaust gases are diluted and a proportional sample collected in one or more bags. The exhaust gases of the vehicle tested are diluted, sampled and analyzed following the procedure described below; the total volume of the diluted exhaust is measured.5.2.1.1.3. The test is carried out by the procedure described in Annex III. The methods used to collect and analyze the gases must be those prescribed. Other analysis methods may be approved if it is found that they yield equivalent results.5.2.1.1.4. Subject to the requirements of 5.2.1.1.4.2 and 5.2.1.1.5, the test is repeated three times. For a vehicle of a given reference mass, the mass of the carbon monoxide and the combined mass of the hydrocarbons and of the nitrogen oxides obtained in the test must be less than the amounts shown in the table below:Reference mass RW (kg) | Carbon monoxide L1 (g/test) | Combined emission of hydrocarbons and oxides of nitrogen L2 (g/test) || || RW ≤ 1020 | 58 | 19,0 |1020 < | RW ≤ 1250 | 67 | 20,5 |1250 < | RW ≤ 1470 | 76 | 22,0 |1470 < | RW ≤ 1700 | 84 | 23,5 |1700 < | RW ≤ 1930 | 93 | 25,0 |1930 < | RW ≤ 2150 | 101 | 26,5 |2150 < | RW | 110 | 28,0 |5.2.1.1.4.1. Nevertheless, for each of the pollutants referred to in 5.2.1.1.4, one of the three results obtained may exceed by not more than 10 % the limit prescribed in that section for the vehicle concerned, provided the arithmetical mean of the three results is below the prescribed limit. Where the prescribed limits are exceeded for more than one pollutant (i.e. carbon monoxide and the combined mass of hydrocarbons and nitrogen oxides) it is immaterial whether this occurs in the same test or in different tests [2].5.2.1.1.4.2. The number of tests prescribed in 5.2.1.1.4 may, on the request of the manufacturer, be increased to 10 tests provided that the arithemtic mean (xi) of the three results performed for carbon monoxide and/or for the combined emissions of hydrocarbons and of oxides of nitrogen falls between 100 and 110 % of the limit. In this case, the decision, after testing, depends exclusively on the average results obtained from all 10 tests (x< L).5.2.1.1.5. The number of tests prescribed in 5.2.1.1.4 is reduced in the conditions hereinafter defined, where V1 is the result of the first test and V2 the result of the second test for each of the pollutants referred to in 5.2.1.1.4.5.2.1.1.5.1. Only one test is performed if V1 readings of carbon monoxide as well as the combined hydrocarbon and oxides of nitrogen reading are less than or equal to 0,70 L.5.2.1.1.5.2. Only two tests are performed if the results of both the carbon monoxide and the combined value of hydrocarbons and oxides of nitrogen are V1 ≤ 0,85 L, and if, at the same time, one of these values is V1 > 0,70 L. In addition, the V2 readings of both the carbon monoxide emissions and the combined emissions of hydrocarbon and oxides of nitrogen must satisfy the requirement that V1 + V2 ≤ 1,70 L, and V2 ≤ L.+++++ TIFF +++++Flow sheet for the type-approval of the European test procedure (see 5.2)5.2.1.2. Type II test (carbon monoxide emission test at idling speed)5.2.1.2.1. With the exception of vehicles powered by a compression-ignition engine, this test must be carried out on all vehicles referred to in 1.5.2.1.2.2. The carbon monoxide content by volume of the exhaust gases emitted with the engine idling must not exceed 3,5 %. When a check is made in accordance with the requirements of Annex IV under operating conditions not in conformity with the standards recommended by the manufacturer (configuration of the adjustment components), the maximum content measured by volume must not exceed 4,5 %.5.2.1.2.3. Conformity with the latter requirement is checked by means of a test carried out using the procedure described in Annex IV.5.2.1.3. Type III test (verifying emissions of crankcase gases)5.2.1.3.1. This test must be carried out on all vehicles referred to in 1 except those having compression-ignition engines.5.2.1.3.2. The engine's crankcase ventilation system must not permit the emission of any of the crankcase gases into the atmosphere.5.2.1.3.3. Conformity with the latter requirement is checked by means of a test carried out using the procedure described in Annex V.6. EXTENSION OF EEC TYPE-APPROVAL6.1. Vehicle types of different reference masses6.1.1. Approval of a vehicle type may under the following conditions be extended to vehicle types which differ from the type approved only in respect of their reference mass.6.1.1.1. Approval may be extended to vehicle types of a reference mass requiring merely the use of the next higher or next lower equivalent inertia.6.1.1.2. If the reference mass of the vehicle type for which extension of the approval is requested requires the use of a flywheel of equivalent inertia higher than that used for the vehicle type already approved, extension of the approval is granted.6.1.1.3. If the reference mass of the vehicle type for which extension of the approval is requested requires the use of a flywheel of equivalent inertia lower than that used for the vehicle type already approved, extension of the approval is granted if the masses of the pollutants obtained from the vehicle already approved are within the limits prescribed for the vehicle for which extension of the approval is requested.6.2. Vehicle types with different overall gear ratios6.2.1. Approval granted to a vehicle type may under the following conditions be extended to vehicle types differing from the type-approval only in respect of their overall transmission ratios:6.2.1.1. E =V− VV1 where V1 and V2 are respectively the speed at 1000 r/min of the engine of the vehicle type approved and the speed of the vehicle type for which extension of the approval is requested.6.2.2. If for each gear ratio E ≤ 8 %, the extension is granted without repeating the type I tests;6.2.3. If for at least one gear ratio E > 8 % and if for each gear ratio E ≤ 13 %, the type I tests are repeated, but may be performed in a laboratory chosen by the manufacturer subject to the approval of the authority granting type-approval. The report of the tests must be sent to the technical service responsible for the type-approval tests.6.3. Vehicle types of different reference masses and different overall transmission ratingApproval granted to a vehicle type may be extended to vehicle types differing from the approved type only in respect of their reference mass and their overall transmission ratios, provided that all the conditions prescribed in 6.1 and 6.2 are fulfilled.6.4. NoteWhen a vehicle type has been approved in accordance with 6.1 to 6.3, such approval may not be extended to other vehicle types.7. CONFORMITY OF PRODUCTION7.1. As a general rule, conformity of production models, with regard to limitation of the emission of gaseous pollutants from the engine, is checked on the basis of the description in the Annex to the type-approval certificate set out in Annex VII and, where necessary, of all or some of the tests of types I, II and III described in 5.2.7.1.1. Conformity of the vehicle in a type I test is checked as follows:7.1.1.1. A vehicle is taken from the series and subjected to the test described in 5.2.1.1. However, the limits shown in 5.2.1.1.4 are replaced by the following:Reference mass RW (kg) | Carbon monoxide L1 (g/test) | Combined standard for hydrocarbons and oxides of nitrogen L2 (g/test) || || RW ≤ 1020 | 70 | 23,8 |1020 < | RW ≤ 1250 | 80 | 25,6 |1250 < | RW ≤ 1470 | 91 | 27,5 |1470 < | RW ≤ 1700 | 101 | 29,4 |1700 < | RW ≤ 1930 | 112 | 31,3 |1930 < | RW ≤ 2150 | 121 | 33,1 |2150 < | RW | 132 | 35,0 |7.1.1.2. If the vehicle taken from the series does not satisfy the requirements of 7.1.1.1, the manufacturer may ask for measurements to be performed on a sample of vehicles taken from the series and including the vehicle originally taken. The manufacturer determines the size n of the sample. Vehicles other than the vehicle originally taken are subjected to a single type I test.x- of the results obtainedwith the sample and the standard deviation S [3] must be determined for both the carbon monoxide emission and for the combined emissions of hydrocarbons and oxides of nitrogen. The production of the series is then deemed to conform if the following condition is met:x+ k · S ≤ LwhereL  is the limit value laid down in 7.1.1.1 for the emissions of carbon monoxide and the combined emissions of hydrocarbons and oxides of nitrogen;n | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 |k | 0,973 | 0,613 | 0,489 | 0,421 | 0,376 | 0,342 | 0,317 | 0,296 | 0,279 | 0,265 | 0,253 | 0,242 | 0,233 | 0,224 | 0,216 | 0,210 | 0,203 | 0,195 |If n ≥ 20, | k = 0,8602n |k 7.1.2. In a type II or type III test carried out on a vehicle taken from the series, the conditions laid down in 5.2.1.2.2 and 5.2.1.3.2 must be complied with.7.1.3. Notwithstanding the requirements of 3.1.1 of Annex III, the technical service responsible for verifying the conformity of production may, with the consent of the manufacturer, carry out tests of types I, II and III on vehicles which have been driven less than 3000 km.8. TRANSITIONAL PROVISIONS8.1. For the type-approval and checking of production conformity of vehicles other than those of category M1 as well as of vehicles of category M1 designed to carry more than six occupants including the driver, the limits for the combined emissions of hydrocarbons and oxides of nitrogen are those resulting from the multiplication of the values L2 given in the tables in 5.2.1.1.4 and 7.1.1.1 by a factor of 1,25.8.2. For the checking of production conformity of vehicles which were type-approved before 1 October 1984 as far as their emissions of pollutants are concerned, in accordance with the provisions of Directive 70/220/EEC, as amended by Directive 78/665/EEC, the provisions of the abovementioned Directive remain applicable until the Member States make use of Article 2 (3) of this Directive.[1] As defined in 0.4 of Annex I to Directive 70/156/EEC (OJ No L 42, 23. 2. 1970, p. 1).[2] If one of the three results obtained of each of the pollutants exceeds by more than 10 % the limit prescribed in 5.2.1.1.4 for the vehicle concerned, the test may be continued as specified in 5.2.1.1.4.2.[3] S2 = ∑ x − x-2n − 1, where x is any one of the individual results obtained with the sample n.--------------------------------------------------ANNEX II+++++ TIFF ++++++++++ TIFF ++++++++++ TIFF ++++++++++ TIFF +++++--------------------------------------------------ANNEX IIITYPE I TEST(Verifying the average emission of pollutants in a congested urban area after a cold start)1. INTRODUCTIONThis Annex describes the procedure for the type I test defined in 5.2.1.1 of Annex I.2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER2.1. Description of the cycleThe operating cycle on the chassis dynamometer is that indicated in the following table and depicted in the graph in Appendix 1. The breakdown by operations is also given in the table in the said Appendix.2.2. General conditions under which the cycle is carried outPreliminary testing cycles must be carried out if necessary to determine how best to actuate the accelerator and brake controls so as to achieve a cycle approximating to the theoretical cycle within the prescribed limits.2.3. Use of the gearbox2.3.1. If the maximum speed which can be attained in first gear is below 15 km/h, the second, third and fourth gears are used. The second, third and fourth gears may also be used when the driving instructions recommend starting in second gear on level ground, or when first gear is therein defined as a gear reserved for cross-country driving, crawling or towing.2.3.2. Vehicles equipped with semi-automatic-shift gearboxes are tested by using the gears normally employed for driving, and the gear shift is used in accordance with the manufacturer's instructions.2.3.3. Vehicles equipped with automatic-shift gearboxes are tested with the highest gear (Drive) engaged. The accelerator must be used in such a way as to obtain the steadiest acceleration possible, enabling the various gears to be engaged in the normal order. Furthermore, the gear-change points shown in Appendix 1 to this Annex do not apply; acceleration must continue throughout the period represented by the straight line connecting the end of each period of idling with the beginning of the next following period of steady speed. The tolerances given in 2.4 apply.2.3.4. Vehicles equipped with an overdrive which the driver can actuate are tested with the overdrive out of action.2.4. Tolerances2.4.1. A tolerance of ± 1 km/h is allowed between the indicated speed and the theoretical speed during acceleration, during steady speed, and during deceleration when the vehicle's brakes are used. If the vehicle decelerates more rapidly without the use of the brakes, only the requirements of 6.5.3 apply. Speed tolerances greater than those prescribed are accepted during phase changes provided that the tolerances are never exceeded for more than 0,5 s on any one occasion.2.4.2. The time tolerances are ± 0,5 s. The above tolerances apply equally at the beginning and at the end of each gear-changing period [1].Operating cycle on the chassis dynamometerNo of operation | Operation | Phase | Acceleration (m/s2) | Speed (km/h) | Duration of each | Cumulative time (s) | Gear to be used in the case of a manual gearbox |Operation (s) | Phase (s) |1 | Idling | 1 | 11 | 11 | 11 | 6 s PM + 5 s K1 [2] |2 | Acceleration | 2 | 1,04 | 0 — 15 | 4 | 4 | 15 | 1 |3 | Steady speed | 3 | | 15 | 8 | 8 | 23 | 1 |4 | Deceleration | 4 | − 0,69 | 15 — 10 | 2 | 2 | 25 | 1 |5 | Deceleration, clutch disengaged | − 0,92 | 10 — 0 | 3 | 3 | 28 | K1 [2] |6 | Idling | 5 | | | 21 | 21 | 49 | 16 s PM + 5 s K1 [2] |7 | Acceleration | 6 | 0,83 | 0 — 15 | 5 | 12 | 54 | 1 |8 | Gear change | | | 2 | 56 | |9 | Acceleration | 0,94 | 15 — 32 | 5 | 61 | 2 |10 | Steady speed | 7 | | 32 | 24 | 24 | 85 | 2 |11 | Deceleration | 8 | − 0,75 | 32 — 10 | 8 | 11 | 93 | 2 |12 | Deceleration, clutch disengaged | − 0,92 | 10 — 0 | 3 | 96 | K2 [2] |13 | Idling | 9 | | | 21 | 21 | 117 | 16 s PM + 5 s K1 [2] |14 | Acceleration | 10 | 0,83 | 0 — 15 | 5 | 26 | 122 | 1 |15 | Gear change | | | 2 | 124 | |16 | Acceleration | 0,62 | 15 — 35 | 9 | 133 | 2 |17 | Gear change | | | 2 | 135 | |18 | Acceleration | 0,52 | 35 — 50 | 8 | 143 | 3 |19 | Steady speed | 11 | | 50 | 12 | 12 | 155 | 3 |20 | Deceleration | 12 | − 0,52 | 50 — 35 | 8 | 8 | 163 | 3 |21 | Steady speed | 13 | | 35 | 13 | 13 | 176 | 3 |22 | Gear change | 14 | | | 2 | 12 | 178 | |23 | Deceleration | − 0,86 | 32 — 10 | 7 | 185 | 2 |24 | Deceleration, clutch disengaged | − 0,92 | 10 — 0 | 3 | 188 | K2 [2] |25 | Idling | 15 | | | 7 | 7 | 195 | 7 s PM [2] |2.4.3. The speed and time tolerances are combined as indicated in Appendix 1 to this Annex.3. VEHICLE AND FUEL3.1. Test vehicle3.1.1. The vehicle must be presented in good mechanical condition. It must have been run-in and driven at least 3000 km before the test.3.1.2. The exhaust device must not exhibit any leak likely to reduce the quantity of gas collected, which quantity must be that emerging from the engine.3.1.3. The tightness of the intake system may be checked to ensure that carburation is not affected by an accidental intake of air.3.1.4. The settings of the engine and of the vehicle's controls must be those prescribed by the manufacturer. This requirement also applies, in particular, to the settings for idling (rotation speed and carbon monoxide content of the exhaust gases), for the cold start device and for the exhaust gas pollutant emission control system.3.1.5. The vehicle to be tested, or an equivalent vehicle, must be fitted, if necessary, with a device to permit the measurement of the characteristic parameters necessary for chassis dynamometer setting, in conformity with 4.1.1.3.1.6. The technical service may verify that the vehicle's performance conforms to that stated by the manufacturer, that it can be used for normal driving and, more particularly, that it is capable of starting when cold and when hot.3.1.7. A vehicle equipped with a catalytic converter must be tested with the catalyst fitted, if the vehicle manufacturer states that the vehicle so equipped and supplied with fuel having a lead content of up to 0,4 grams per litre is capable of complying with the requirements of this Directive for the catalyst life as defined by the vehicle manufacturer.3.2. FuelThe appropriate reference fuel as defined in Annex VI must be used for testing.4. TEST EQUIPMENT4.1. Chassis dynamometer4.1.1. The dynamometer must be capable of simulating road load within one of the following classifications:- dynamometer with fixed load curve, i.e. a dynamometer whose physical characteristics provide a fixed load curve shape,- dynamometer with adjustable load curve, i.e. a dynamometer with at least two road load parameters that can be adjusted to shape the load curve.4.1.2. The setting of the dynamometer must not be affected by the lapse of time. It must not produce any vibrations perceptible to the vehicle and likely to impair the vehicle's normal operations.4.1.3. It must be equipped with means to simulate inertia and load. These simulators are connected to the front roller in the case of a two-roller dynamometer.4.1.4. Accuracy4.1.4.1. It must be possible to measure and read the indicated load to an accuracy of ± 5 %.4.1.4.2. In the case of a dynamometer with a fixed load curve the accuracy of the load setting at 50 km/h must be ± 5 %. In the case of a dynamometer with adjustable load curve, the accuracy of matching dynamometer load to road load must be 5 % at 30, 40, and 50 km/h and 10 % at 20 km/h. Below this, dynamometer absorption must be positive.4.1.4.3. The total inertia of the rotating parts (including the simulated inertia where applicable) must be known and must be within ± 20 kg of the inertia class for the test.4.1.4.4. The speed of the vehicle must be measured by the speed of rotation of the roller (the front roller in the case of a two roller dynamometer). It must be measured with an accuracy of ± 1 km/h at speeds above 10 km/h.4.1.5. Load and inertia setting4.1.5.1. Dynamometer with fixed load curve: the load simulator must be adjusted to absorb the power exerted on the driving wheels at a steady speed of 50 km/h. The means by which this load is determined and set are described in Appendix 3.4.1.5.2. Dynamometer with adjustable load curve: the load simulator must be adjusted in order to absorb the power exerted on the driving wheels at steady speeds of 20, 30, 40 and 50 km/h. The means by which these loads are determined and set are described in Appendix 3.4.1.5.3. InertiaDynamometers with electrical inertia simulation must be demonstrated to be equivalent to mechanical inertia systems. The means by which equivalence is established is described in Appendix 4.4.2. Exhaust gas-sampling system4.2.1. The exhaust gas-sampling system is designed to enable the measurements of the true mass emission of pollutants by the vehicle exhaust. The system to be used is the constant volume sampler (CVS) system. This requires that the vehicle exhaust be continuously diluted with ambient air under controlled conditions. In the constant volume sampler concept of measuring mass emissions, two conditions must be satisfied, the total volume of the mixture of exhaust and dilution air must be measured and a continuously proportional sample of the volume must be collected for analysis. Mass emissions are determined from the sample concentrations corrected for the pollutant content of the ambient air, and totalized flow over the test period.4.2.2. The flow through the system must be sufficient to eliminate water condensation at all conditions which may occur during a test, as defined in Appendix 5.4.2.3. Figure 1 gives a schematic diagram of the general concept. Appendix 5 gives examples of three types of constant volume sampler system which satisfy the requirements set out in this Annex.4.2.4. The gas and air mixture must be homogeneous at point S2 of the sampling probe.4.2.5. The probe must extract a true sample of the diluted exhaust gases.4.2.6. The system must be free of gas leaks. The design and materials must be such that the system does not influence the pollutant concentration in the diluted exhaust gas. Should any component (heat exchanger, blower, etc.) change the concentration of any pollutant gas in the diluted gas, the sampling for that pollutant must be carried out before that component if the problem cannot be corrected.4.2.7. If the vehicle being tested is equipped with an exhaust pipe comprising several branches, the connecting tubes must be connected as near as possible to the vehicle.4.2.8. Static pressure variations at the tailpipe(s) of the vehicle must remain within ± 1,25 kPa of the static pressure variations measured during the dynamometer driving cycle with no connection to the tailpipe(s). Sampling systems capable of maintaining the static pressure to within ± 0,25 kPa are used if a written request from a manufacturer to the competent authority issuing the approval substantiates the need for the narrower tolerance. The back-pressure must be measured in the exhaust pipe, as near as possible to its end or in an extension having the same diameter.+++++ TIFF +++++Diagram of exhaust-gas sampling system4.2.9. The various valves used to direct the exhaust gases must be of a quick-adjustment, quick-acting type.4.2.10. The gas samples are collected in sample bags of adequate capacity. These bags must be made of such materials as will not change the pollutant gas by more than ± 2 % after 20 minutes of storage.4.3. Analytical equipment4.3.1. Requirements4.3.1.1. Pollutant gases must be analyzed with the following instruments:Carbon monoxide (CO) and carbon dioxide (CO2) analysis:The carbon monoxide and carbon dioxide analyzers must be of the non-dispersive infra-red (NDIR) absorption type.Hydrocarbons (HC) analysis — spark-ignition engines:The hydrocarbons analyzer must be of the flame ionization (FID) type calibrated with propane gas expressed equivalent to carbon atoms (C1).Hydrocarbons (HC) analysis — compression-ignition engines:The hydrocarbons analyzer must be of the flame ionization type with detector, valves, pipework, etc. heated to 190 ± 10 °C (HFID). It must be calibrated with propane gas expressed equivalent to carbon atoms (C1).Nitrogen oxide (NOx) analysis:The nitrogen oxide analyzer must be either of the chemiluminescent (CLA) or of the non-dispensive ultra-violet resonance absorption (NDUVR) type, both with an NOx — NO converter.4.3.1.2. AccuracyThe analyzers must have a measuring range compatible with the accuracy required to measure the concentrations of the exhaust gas sample pollutants.Measurement error must not exceed ± 3 %, disregarding the true value of the calibration gases.For concentrations of less than 100 ppm the measurement error must not exceed ± 3 ppm. The ambient air sample must be measured on the same analyzer and range as the corresponding diluted exhaust sample.4.3.1.3. Ice-trapNo gas drying device must be used before the analyzers unless shown to have no effect on the pollutant content of the gas stream.4.3.2. Particular requirements for compression-ignition enginesA heated sample line for a continuous HC-analysis with the flame ionization detector (HFID), including recorder (R) must be used. The average concentration of the measured hydrocarbons must be determined by integration. Throughout the test, the temperature of the heated sample line must be controlled at 190 ± 10 °C. The heated sampling line must be fitted with a heated filter (FH) 99 % efficient with particle ≥ 0,3 μm to extract any solid particles from the continuous flow of gas required for analysis. The sampling system response time (from the probe to the analyzer inlet) must be no more than four seconds.The HFID must be used with a constant flow (heat exchanger) system to ensure a representative sample, unless compensation for varying CFV or CFO flows is made.4.3.3. CalibrationEach analyzer must be calibrated as often as necessary and in any case in the month before type-approval testing and at least once every six months for verifying conformity of production. The calibration method to be used is described in Appendix 6 for the analyzers referred to in 4.3.1.4.4. Volume measurement4.4.1. The method of measuring total dilute exhaust volume incorporated in the constant volume sampler must be such that measurement is accurate to ± 2 %.4.4.2. Constant volume sampler calibrationThe constant volume sampler system volume measurement device must be calibrated by a method sufficient to ensure the prescribed accuracy and at a frequency sufficient to maintain such accuracy.An example of a calibration procedure which will give the required accuracy is given in Appendix 6. The method utilizes a flow metering device which is dynamic and suitable for the high flow-rate encountered in constant volume sampler testing. The device must be of certified accuracy in conformity with an approved national or international standard.4.5. Gases4.5.1. Pure gasesThe following pure gases must be available, if necessary, for calibration and operation:- purified nitrogen (purity ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO),- purified synthetic air (purity ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO); oxygen content between 18 and 21 % vol,- purified oxygen (purity ≤ 99,5 % vol O2),- purified hydrogen (and mixture containing hydrogen) (purity ≤ 1 ppm C, ≤ 400 ppm CO2).4.5.2. Calibration and span gasesGases having the following chemical compositions must be available: mixtures of:- C3H8 and purified synthetic air (4.5.1),- CO and purified nitrogen,- CO2 and purified nitrogen,- NO and purified nitrogen.(The amount of NO2 contained in this calibration gas must not exceed 5 % of the NO content.)The true concentration of a calibration gas must be within ± 2 % of the stated figure.The concentrations specified in Appendix 6 may also be obtained by means of a gas divider, diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device must be such that the concentrations of the diluted calibration gases may be determined to within ± 2 %.4.6. Additional equipment4.6.1. TemperaturesThe temperatures indicated in Appendix 8 are measured with an accuracy of ± 1,5 °C.4.6.2. PressureThe atmospheric pressure must be measurable to within ± 0,1 kPa.4.6.3. Absolute humidityThe absolute humidity (H) must be measurable to within ± 5 %.4.7. The exhaust gas-sampling system must be verified by the method described in 3 of Appendix 7. The maximum permissible deviation between the quantity of gas introduced and the quantity of gas measured is 5 %.5. PREPARING THE TEST5.1. Adjustment of inertia simulators to the vehicle's translatory inertiasAn inertia simulator is used enabling a total inertia of the rotating masses to be obtained proportional to the reference mass within the following limits:Reference mass of vehicle RW (kg) | Equivalent inertias I (kg) || | || RW ≤ | 750 | 680 |750 < | RW ≤ | 850 | 800 |850 < | RW ≤ | 1020 | 910 |1020 < | RW ≤ | 1250 | 1130 |1250 < | RW ≤ | 1470 | 1360 |1470 < | RW ≤ | 1700 | 1590 |1700 < | RW ≤ | 1930 | 1810 |1930 < | RW ≤ | 2150 | 2040 |2150 < | RW ≤ | 2380 | 2270 |2380 < | RW ≤ | 2610 | 2270 |2610 < | RW | | 2270 |5.2. Setting of dynamometerThe load is adjusted according to methods described in 4.1.4.The method used and the values obtained (equivalent inertia — characteristic adjustment parameter) must be recorded in the test report.5.3. Conditioning of vehicle5.3.1. Before the test, the vehicle must be kept in a room in which the temperature remains relatively constant between 20 and 30 °C. This conditioning must be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 °C of the temperature of the room.If the manufacturer so requests, the test must be carried out not later than 30 hours after the vehicle has been run at its normal temperature.5.3.2. The tyre pressures must be the same as that specified by the manufacturer and used for the preliminary road test for brake adjustment. The tyre pressures may be increased by up to 50 % from the manufacturer's recommended setting in the case of a two-roller dynamometer. The actual pressure used must be recorded in the test report.6. PROCEDURE FOR BENCH TESTS6.1. Special conditions for carrying out the cycle6.1.1. During the test, the test cell temperature must be between 20 and 30 °C. The absolute humidity (H) of either the air in the test cell or the intake air of the engine must be such that:5,5 ≤ H ≤ 12,2 g HO/kgdry air6.1.2. The vehicle must be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel.6.1.3. The test must be carried out with the bonnet raised unless this is technically impossible. An auxiliary ventilating device acting on the radiator (water-cooling) or on the air intake (air-cooling) may be used if necessary to keep the engine temperature normal.6.1.4. During the test the speed is recorded against time so that the correctness of the cycles performed can be assessed.6.2. Starting-up the engine6.2.1. The engine must be started up by means of the devices provided for this purpose according to the manufacturer's instructions, as incorporated in the drivers' handbook of production vehicles.6.2.2. The engine must be kept idling for a period of 40 seconds. The first cycle must begin at the end of the aforesaid period of 40 seconds at idle.6.3. Idling6.3.1. Manual-shift or semi-automatic gearbox6.3.1.1. During periods of idling the clutch must be engaged and the gears in neutral.6.3.1.2. To enable the accelerations to be performed according to the normal cycle the vehicle must be placed in first gear, with the clutch disengaged, five seconds before the acceleration following the idling period considered.6.3.1.3. The first idling period at the beginning of the cycle consists of six seconds of idling in neutral with the clutch engaged and five seconds in first gear with the clutch disengaged.6.3.1.4. For the idling periods during each cycle the corresponding times are 16 seconds in neutral and five seconds in first gear with the clutch disengaged.6.3.1.5. The idling period between two successive cycles comprises 13 seconds in neutral with the clutch engaged.6.3.2. Automatic-shift gearboxAfter initial engagement the selector must not be operated at any time during the test except as in the case specified in 6.4.3.6.4. Accelerations6.4.1. Accelerations must be so performed that the rate of acceleration is as constant as possible throughout the phase.6.4.2. If an acceleration cannot be carried out in the prescribed time, the extra time required is, if possible, deducted from the time allowed for changing gear, but otherwise from the subsequent steady-speed period.6.4.3. Automatic-shift gearboxesIf an acceleration cannot be carried out in the prescribed time, the gear selector is operated in accordance with requirements for manual-shift gearboxes.6.5. Deceleration6.5.1. All decelerations are effected by removing the foot completely from the accelerator, the clutch remaining engaged. The clutch is disengaged, without use of the gear lever, at a speed of 10 km/h.6.5.2. If the period of deceleration is longer than that prescribed for the corresponding phase, the vehicle's brakes are used to enable the timing of the cycle to be complied with.6.5.3. If the period of deceleration is shorter than that prescribed for the corresponding phase, the timing of the theoretical cycle is restored by constant speed or idling period merging into the following operation.6.5.4. At the end of the deceleration period (halt of the vehicle on the rollers) the gears are placed in neutral and the clutch engaged.6.6. Steady speeds6.6.1. Pumping or the closing of the throttle must be avoided when passing from acceleration to the following steady speed.6.6.2. Periods of constant speed are achieved by keeping the accelerator position fixed.7. PROCEDURE FOR SAMPLING AND ANALYSIS7.1. SamplingSampling begins at the beginning of the test cycle as defined in 6.2.2 and ends at the end of the idling period after the fourth cycle.7.2. Analysis7.2.1. The exhaust gases contained in the bag must be analyzed as soon as possible and in any event not later than 20 minutes after the end of the test cycle.7.2.2. Prior to each sample analysis the analyzer range to be used for each pollutant must be set to zero with the appropriate zero gas.7.2.3. The analyzers are then set to the calibration curves by means of span gases of nominal concentrations of 70 to 100 % of the range.7.2.4. The analyzers' zeros are then rechecked. If the reading differs by more than 2 % of range from that set in 7.2.2, the procedure is repeated.7.2.5. The samples are then analyzed.7.2.6. After the analysis, zero and span points are rechecked using the same gases. If these rechecks are within 2 % of those in 7.2.3, the analysis is considered acceptable.7.2.7. At all points in this section the flow-rates and pressures of the various gases must be the same as those used during calibration of the analyzers.7.2.8. The figure adopted for the content of the gases in each of the pollutants measured is that read off after stabilization on the measuring device. Hydrocarbon mass emissions of compression-ignition engines are calculated from the integrated HFID reading, corrected for varying flow if necessary as shown in Appendix 5.8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS EMITTED8.1. The volume consideredThe volume to be considered must be corrected to conform to the conditions of 101,33 kPa and 273,2 K.8.2. Total mass of gaseous pollutants emittedThe mass M of each pollutant emitted by the vehicle during the test is determined by obtaining the product of the voluminal concentration and the volume of the gas in question, with due regard for the following densities at the abovementioned reference condition:- in the case of carbon monoxide (CO) d = 1,25 grams per litre,- in the case of hydrocarbons (CH1,85) d = 0,619 grams per litre,- in the case of nitrogen oxides (NO2) d = 2,05 grams per litre.Appendix 8 gives calculations relative to the various methods, followed by examples, to determine the quantity of gaseous pollutants emitted.[1] It should be noted that the time of two seconds allowed includes the time for changing gear and, if necessary, a certain amount of latitude to catch up with the cycle.[2] PM = gearbox in neutral, clutch engaged.K1, K2 = first or second gear engaged, clutch disengaged.--------------------------------------------------ANNEX IVTYPE II TEST(Carbon monoxide emission test at idling speed)1. INTRODUCTIONThis Annex describes the procedure for the type II test defined in 5.2.1.2 of Annex I.2. CONDITIONS OF MEASUREMENT2.1. The fuel must be the reference fuel, specifications for which are given in Annex VI.2.2. The type II test must be carried out immediately after the fourth operating cycle of the type I test, with the engine at idling speed, the cold-start device not being used. Immediately before each measurement of the carbon-monoxide content, a type I test operating cycle as described in Annex 2.1 of Annex III must be carried out.2.3. In the case of vehicles with manually-operated or semi-automatic-shift gearboxes the test must be carried out with the gear lever in the neutral position and with the clutch engaged.2.4. In the case of vehicles with automatic-shift gear-boxes the test is carried out with the gear selector in either the neutral or the parking position.2.5. Components for adjusting the idling speed2.5.1. DefinitionFor the purposes of this Directive, components for adjusting the idling speed means controls for changing the idling conditions of the engine which may be easily operated by a mechanic using only the tools described in 2.5.1.1. In particular, devices for calibrating fuel and air flows are not considered as adjustment components if their setting requires the removal of the set-stops, an operation which cannot normally be performed except by a professional mechanic.2.5.1.1. Tools which may be used to control components for adjusting the idling speed: screwdrivers (ordinary or cross-headed), spanners (ring, open-end or adjustable), pliers, Allen keys.2.5.2. Determination of measurement points2.5.2.1. A measurement at the setting used for the type I test is performed first.2.5.2.2. For each adjustment component with a continuous variation, a sufficient number of characteristic positions are determined.2.5.2.3. The measurement of the carbon-monoxide content of exhaust gases must be carried out for all the possible positions of the adjustment components, but for components with a continuous variation only the positions defined in 2.5.2.2 are adopted.2.5.2.4. The type II test is considered satisfactory if at least one of the two following conditions is met:2.5.2.4.1. none of the values measured in accordance with 2.5.2.3 exceeds the limit values;2.5.2.4.2. the maximum content obtained by continuously varying one of the adjustment components while the other components are kept stable does not exceed the limit value, this condition being met for the various combinations of adjustment components other than the one which was varied continuously.2.5.2.5. The possible positions of the adjustment components are limited:2.5.2.5.1. on the one hand, by the larger of the following two values: the lowest idling speed which the engine can reach; the speed recommended by the manufacturer, minus 100 revolutions per minute;2.5.2.5.2. on the other hand, by the smallest of the following three values: the highest speed the engine can attain by activation of the idling speed components; the speed recommended by the manufacturer, plus 250 revolutions per minute; the cut-in speed of automatic clutches.2.5.2.6. In addition, settings incompatible with correct running of the engine must not be adopted as measurement settings, In particular, when the engine is equipped with several carburettors all the carburettors must have the same setting.3. SAMPLING OF GASES3.1. The sampling probe is placed in the pipe connecting the exhaust with the sampling bag and as close as possible to the exhaust.3.2. The concentration in CO (CCO) and CO2 (CCO2) is determined from the measuring instrument readings or recordings, by use of appropriate calibration curves.3.3. The corrected concentration for carbon monoxide regarding four-stroke engines is:Ccorr = CC+ CCO2 (% vol)3.4. The concentration in CCO (see 3.2) measured according to the formulae contained in 3.3 need not be corrected if the total of the concentrations measured (CCO + CCO2) is at least 15 for four-stroke engines.--------------------------------------------------ANNEX VTYPE III TEST(Verifying emissions of crankcase gases)1. INTRODUCTIONThis Annex describes the procedure for the type III test defined in 5.2.1.3 of Annex I.2. GENERAL PROVISIONS2.1. Test III is carried out on the vehicle with gasoline-fuelled engine subjected to the type I and the type II test.2.2. The engines tested must include leak-proof engines other than those so designed that even a slight leak may cause unacceptable operating faults (such as flat-twin engines).3. TEST CONDITIONS3.1. Idling must be regulated in conformity with the manufacturer's recommendations.3.2. The measurements are performed in the following three sets of conditions of engine operation:Condition No | Vehicle speed (km/h) |1 | Idling |2 | 50 ± 2 |3 | 50 ± 2 |Condition No | Power absorbed by brake |1 | Nil |2 | That corresponding to the settings for type I tests |3 | That for conditions No 2, multiplied by a factor of 1,7 |4. TEST METHOD4.1. For the operation conditions as listed in 3.2 reliable function of the crankcase ventilation system must be checked.5. METHOD OF VERIFICATION OF THE CRANKCASE VENTILATION SYSTEM5.1. The engine's apertures must be left as found.5.2. The pressure in the crankcase is measured at an appropriate location. It is measured at the dipstick hole with an inclined-tube manometer.5.3. The vehicle is deemed satisfactory if, in every condition of measurement defined in 3.2, the pressure measured in the crankcase does not exceed the atmospheric pressure prevailing at the time of measurement.5.4. For the test by the method described above, the pressure in the intake manifold is measured to within ± 1 kPa.5.5. The vehicle speed as indicated at the dynamometer is measured to within ± 2 km/h.5.6. The pressure measured in the crankcase is measured to within ± 0,01 kPa.5.7. If in one of the conditions of measurement defined in 3.2 the pressure measured in the crankcase exceeds the atmospheric pressure, an additional test as defined in 6 is performed if so requested by the manufacturer.6. ADDITIONAL TEST METHOD6.1. The engine's apertures must be left as found.6.2. A flexible bag impervious to crankcase gases and having a capacity of approximately five litres is connected to the dipstick hole. The bag must be empty before each measurement.6.3. The bag must be closed before each measurement. It must be opened to the crankcase for five minutes for each condition of measurement prescribed in 3.2.6.4. The vehicle is deemed satisfactory if in every condition of measurement defined in 3.2 no visible inflation of the bag occurs.6.5. Remark6.5.1. If the structural layout of the engine is such that the test cannot be performed by the methods described in 6 above, the measurements must be effected by that method modified as follows:6.5.2. before the test, all apertures other than that required for the recovery of the gases are closed;6.5.3. the bag is placed on a suitable take-off which does not introduce any additional loss of pressure and is installed on the recycling circuit of the device directly at the engine-connection aperture.+++++ TIFF +++++TYPE III TEST--------------------------------------------------ANNEX VISPECIFICATIONS OF REFERENCE FUELS1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED TESTING VEHICLES EQUIPPED WITH A GASOLINE-FUELLED ENGINECEC reference fuel RF-01-A-80Type: Premium gasoline, leaded| Limits and units | ASTM method |Research octane number | Min. 98,0 | 2699 |Density at 15 °C | Min. 0,741 kg/litre | 1298 |Max. 0,755 |Reid vapour pressure | Min. 0,56 bar | 323 |Max. 0,64 |Distillation | | 86 |Initial boiling point | Min. 24 °C |Max. 40 |10 % vol point | Min. 42 |Max. 58 |50 % vol point | Min. 90 |Max. 110 |90 % vol point | Min. 150 |Max. 170 |Final boiling point | Min. 185 |Max. 205 |Residue | Max. 2 % vol |Hydrocarbon analysis | | 1319 |Olefins | Max. 20 % vol |Aromatics | Max. 45 |Saturates | Balance |Oxidation stability | Min. 480 minutes | 525 |Existent gum | Max. 4 mg/100 ml | 381 |Sulphur content | Max. 0,04 % mass | 1266, 2622 or 2785 |Lead content | Min. 0,10 g/litre | 3341 |Max. 0,40 g/litre |Nature of ocavonger | Motor mix | |Nature of lead alkyl | Not specified | |2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED TESTING VEHICLES EQUIPPED WITH A DIESEL ENGINECEC reference fuel RF-03-A-80Type: Diesel fuel| Limits and units | ASTM method |Density at 15 °C | Min. 0,835 | 1298 |Max. 0,845 |Cetane Index | Min. 51 | 976 |Max. 57 |Distillation [7] | | 86 |50 % vol point | Min. 245 °C |90 % vol point | Min. 320 |Max. 340 |Final boiling point | Max. 370 |Viscosity, 40 °C | Min. 2,5 cSt (mm2/s) | 445 |Max. 3,5 |Sulphur content | Min. 0,20 % mass | 1266, 2622 or 2785 |Max. 0,50 |Flash point | Min. 55 °C | 93 |Cold filter plugging point | Max. − 5 °C | CEN draft pr EN116 or IP309 |Conradson carbon residue on 10 % dist. residue | Max. 0,30 % mass | 189 |Ash content | Max. 0,01 % mass | 482 |Water content | Max. 0,05 % mass | 95 or 1744 |Copper corrosion, 100 °C | Max. 1 | 130 |Neutralization (strong acid) number | Max. 0,20 mg KOH/g | 974 |[1] Equivalent ISO methods will be adopted when issued for all properties listed above.[2] The figures quoted show the total evaporated quantities (% recovered + % loss).[3] The blonding of this fuel must involve use of only conventional European refinery components.[4] The fuel may contain oxidation inhibitors and metal de-activators normally used to stabilize refinery gasoline streams, but detergent/dispersant additives and solvent oils must not be added.[5] The values quoted in the specification are true values. In establishment of their limit values the terms of ASTM D 3244 Defining a basis for petroleum product quality disputes have been applied and in fixing a maximum value, a minimum difference of 2 R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4 R (R = reproducibility).Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a fuel should nevertheless aim at a zero value where the stipulated maximum value is 2 R and at the mean value in the case of quotations of maximum and minimum limits.Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specification, the terms of ASTM D 3244 should be applied.--------------------------------------------------ANNEX VIIMODEL+++++ TIFF ++++++++++ TIFF +++++--------------------------------------------------


Avviż Legali Importanti

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31988L0321

Id-Direttiva Tal-Kummissjoni tas-16 ta’ Mejju 1988 li tadatta għall-progress tekniku tad-Direttiva tal-Kunsill 71/127/KEE dwar l-approssimazzjoni tal-liġijiet ta’ l-Istati Membri li għandhom x’jaqsmu mal-mirja li minnhom tista’ tara fuq wara ta’ vetturi bil-mutur

Official Journal L 147 , 14/06/1988 P. 0077 - 0079 Finnish special edition: Chapter 13 Volume 17 P. 0063  Swedish special edition: Chapter 13 Volume 17 P. 0063  CS.ES Chapter 13 Volume 009 P. 219  - 221 ET.ES Chapter 13 Volume 009 P. 219  - 221 HU.ES Chapter 13 Volume 009 P. 219  - 221 LT.ES Chapter 13 Volume 009 P. 219  - 221 LV.ES Chapter 13 Volume 009 P. 219  - 221 MT.ES Chapter 13 Volume 009 P. 219  - 221 PL.ES Chapter 13 Volume 009 P. 219  - 221 SK.ES Chapter 13 Volume 009 P. 219  - 221 SL.ES Chapter 13 Volume 009 P. 219  - 221

		Id-Direttiva Tal-Kummissjonitas-16 ta’ Mejju 1988li tadatta għall-progress tekniku tad-Direttiva tal-Kunsill 71/127/KEE dwar l-approssimazzjoni tal-liġijiet ta’ l-Istati Membri li għandhom x’jaqsmu mal-mirja li minnhom tista’ tara fuq wara ta’ vetturi bil-mutur(88/321/KEE)IL-KUMMISSJONI TAL-KOMUNITAJIET EWROPEJ,Wara li kkunsidrat it-Trattat li jistabbilixxi l-Komunita Ekonomika Ewropea,Wara li kkunsidrat id-Direttiva tal-Kunsill 71/127/KEE ta’ l-1 ta’ Marzu 1971 dwar l-approssimazzjoni tal-liġijiet ta’ l-Istati Membri li għandhom x’jaqsmu mal-mirja li minnhom tista’ tara fuq wara ta’ vetturi bil-mutur [1], kif l-aħħar emendata bid-Direttiva tal-Kummissjoni 86/562/KEE [2], u partikolarment Artikolu 9 tagħha,Billi, minħabba l-esperjenza miksuba, u li qed jittieħed kont ta’ l-aqwa stat kurrenti, huwa issa possibbli li ċerti ħtiġiet tad-Direttiva 71/127/KEE jiġu magħmula aktar stretti sabiex is-sigurtà tat-toroq titjieb;Billi l-ħtiġiet kurrenti fir-rigward ta’ vetturi tal-kategorija N2 li għandhom massa ta’ iżjed minn 7,5 tunnellata metrika u vetturi tal-kategorija N3 minbarra t-tractive units għal semi-karrijiet wrew li mhumiex adegwati fir-rigward tal-kamp viżiv ta’ barra għall-ġenb u għall-parti ta’ wara tal-vettura; Billi, sabiex dan in-nuqqas jiġi ttrattat, huwa neċessarju li jkun hemm provdut għat-twaħħil ta’ mirja li minnhom tista’ tara fuq wara addizjonali tat-tip hekk imsejħa ‘anglu wiesa’;Billi l-ħtiġiet kurrenti fir-rigward ta’ vetturi tal-kategorija N2 li għandhom massa ta’ iżjed minn 7,5 tunnellata metrika wrew li wkoll ma kienux adegwati fir-rigward tal-kamp viżiv fiż-żona tal-ġenb tan-naħa ta’ l-istruttura tal-kabina opposta għas-sewwieq; billi, sabiex dan in-nuqqas jiġi ttrattat, huwa neċessarju li jkun hemm provdut għat-twaħħil ta’ mirja li minnhom tista’ tara fuq wara tat-tip ‘prossimità viċina’;Billi l-miżuri previsti f’din id-Direttiva huma skond l-opinjoni tal-Kumitat għall-Adattament għall-Progress Tekniku tad-Direttivi immirati lejn it-tneħħija ta’ ostakli tekniċi għall-kummerċ fis-settur ta’ vetturi bil-mutur,ADDOTTAT DIN ID-DIRETTIVA:Artikolu 1Annessi II u III għad-Direttiva 71/127/KEE huma b’dan emendati skond l-Anness ta’ din id-Direttiva.Artikolu 21. Mill-1 ta’ Jannar 1989 l-Istati Membri ma jistgħux, għar-raġunijiet li jikkonċernaw mirja li minnhom tista’ tara fuq wara:- jew jirrifjutaw l-approvazzjoni tat-tip tal-KEE jew il-ħruġ tad-dokument previst fit-tielet inċiż ta’ Artikolu 10 (1) tad-Direttiva tal-Kunsill 70/156/KEE [3], jew approvazzjoni tat-tip nazzjonali, għal tip ta’ vettura,- jipprojbixxu d-dħul fis-servizz ta’ vetturi,jekk il-mirja li minnhom tista’ tara fuq wara ta’ dak it-tip ta’ vettura jew vetturi jissodisfaw id-dispożizzjonijiet ta’ din id-Direttiva.2. Mill-1 ta’ Ottubru 1990, l-Istati Membri:- ma jistgħux aktar joħorġu d-dokument previst fit-tielet inċiż ta’ Artikolu 10 (1) tad-Direttiva 70/156/KEE għal tip ta’ vettura, li l-mirja li minnhom tista’ tara fuq wara tagħha ma jikkonformawx mad-dispożizzjonijiet ta’ din id-Direttiva,- jistgħu jirrifjutaw approvazzjoni tat-tip nazzjonali fir-rigward ta’ tip ta’ vettura, li l-mirja li minnhom tista’ tara fuq wara tagħha ma jikkonformawx mad-dispożizzjonijiet ta’ din id-Direttiva,- jistgħu jipprojbixxu d-dħul fis-servizz ta’ vetturi, li l-mirja li minnhom tista’ tara fuq wara tagħhom ma jikkonformawx mad-dispożizzjonijiet ta’ din id-Direttiva.Artikolu 3L-Istati Membri għandhom idaħħlu fis-seħħ id-dispożizzjonijiet neċessarji biex jikkonformaw ma’ din id-Direttiva sa’ mhux aktar tard mill-1 ta’ Jannar 1989. Huma għandhom minnufih jinformaw lill-Kummissjoni b’dan.Artikolu 4Din id-Direttiva hija indirizzata lill-Istati Membri.Magħmula fi Brussel, fis-16 ta’ Mejju 1988.Għall-KummissjoniCockfieldViċi-President[1] ĠU L 68, tat-22.3.1971, p. 1.[2] ĠU L 327, tat-22.11.1986, p. 49.[3] ĠU L 42, tat-23.2.1970, p. 1.--------------------------------------------------ANNESSAnness II għad-Direttiva 71/127/KEE huwa emendat kif ġej:Il-punt 2.2.2 fit-tieni kolonna tat-tabella, it-tieni linja issa taqra: "M1, N1 u N2" minflok "M1 u N1".Anness III għad-Direttiva 71/127/KEE huwa emendat kif ġej:1.2.3.4.5.6.7. Il-punt 2.1.1. issa jaqra:"2.1.1. Il-kampi viżivi stipulati f’punt 5 għandhom ikunu miksuba min-numru minimu ta’ mirja li minnhom tista’ tara fuq wara obbligatorji mniżżla fit-tabella li ġejja:Kategorija | Mirja ta’ ġewwa li minnhom tista’ tara fuq wara Klassi 1 | Mirja esterni li minnhom tista’ tara fuq wara |Mirja li minnhom tista’ tara fuq wara prinċipali | Klassi II Klassi III | Mirja li minnhom tista’ tara fuq wara b’angolu wiesa Klassi IV |Mirja li minnhom tista’ tara fuq wara prossimità viċin | Klassi V |M1 | 1 (madankollu, ara l-punt 2.1.2) | — (madankollu, ara l-punt 2.1.2.3) | 1 fuq in-naħa opposta tad-direzzjoni segwita mit-traffiku (madankollu, ara l-punt2.2.1) | — | — |M2 | — | 2 (1 fuq ix-xelluġ u 1 fuq il-lemin) | — | — (madankollu, ara l-punt 2.2.4) | — (ara, madankollu l-punti 2.2.2 u 3.7) |M3 | — | 2 (1 fuq ix-xellug u 1 fuq il-lemin) | — | — (madankollu, ara l-punt 2.2.4) | — (madankollu, ara l-punti 2.2.2 u 3.7) |N1 | 1 (madankollu, ara l-punt 2.1.2) | — (madankollu, ara punt 2.1.2.3) | 1 fuq in-naħa opposta tad-direzzjoni segwita mit-traffiku (madankollu, ara l-punt 2.2.1) | — (madankollu, ara l-punt 2.2.4) | — |N2≤7,5 tunnellata metrika | — (madankollu, ara l-punt 2.2.3) | 2 (1 fuq ix-xellug u 1 fuq il-lemin) | — (madankollu, ara l-punt 2.1.3) | — (madankollu, ara l-punt 2.1.4) | — (madankollu, ara l-punti 2.2.2 u 3.7) |N2 > 7,5 tunnellata | — madankollu, ara l-punt 2.2.3) | 2 (1 fuq ix-xellug u 1 fuq il-lemin) | — (madankollu, ara l-punt 2.1.3) | 1 | — (madankollu, ara l-punt 3.7) |N3 | — (madankollu, ara l-punt 2.2.3) | 2 (1 fuq ix-xellug u 1 fuq il-lemin) | — (madankollu, ara l-punt 2.1.3) | 1 | 1 (madankollu, ara l-punt 3.7)" |L-ewwel linja tal-punt 2.1.3 issa taqra:"Madankollu,…, għall-vetturi tal-kategorija N2 u N3)"minflok"Madankollu, għall-vetturi tal-kategorija N3".Il-punt ġdid li ġej 2.1.4. jiġi miżjud wara l-punt 2.1.3:"2.1.4. Mera li minnha tista’ tara fuq wara tal-Klassi IV hija obbligatorja fil-vetturi kollha tal-kategorija N2 li għandhom massa massima ta’ mhux aktar minn 7,5 tunnellata metrika jekk il-mera li minnha tista’ tara fuq wara obbligatorja tal-Klassi II, imwaħħla fuq l-istess naħa, m’hiex konvessa".Il-Punt 2.2.2. issa jaqra:"2.2.2. Il-mera ta’ barra li minnha tista’ tara fuq wara tal-Klassi V hija aċċettabli għall-vetturi tal-kategorija N2 li għandhom massa massima ta’ mhux aktar minn 7,5 tunnellata metrika, u għall-vetturi tal-kategorija M2 u M3".Il-Punt 2.2.4. issa jaqra:"2.2.4. Mera ta’ barra li minnha tista’ tara fuq wara tal-Klassi IV hija aċċettabbli għall-vetturi N2 li għandha massa massima ta’ mhux aktar aktar minn 7,5 tunnellata metrika, u għall-vetturi tal-kategorija M2 u M3".It-tieni linja tal-punt 5.5.1, issa taqra:"(għall-vetturi li jinsaqu min-naħa tax-xellug)"minflok"(għall-vetturi li jinsaqu min-naħa tal-lemin)".It-tielet linja tal-punt 5.5.1, issa taqra:"(għall-vetturi li jinsaqu min-naħa tal-lemin)"minflok"(għall-vetturi li jinsaqu min-naħa tax-xellug)".--------------------------------------------------


title: Id-Direttiva 2003/20/KE tal-Parlament Ewropew u tal-Kunsill tat-8 ta' April 2003 li temenda d-Direttiva tal-Kunsill 91/671 dwar l-approssimazzjoni tal-liġijiet ta' l-Istati Membri dwar l-użu mandatorju taċ-ċintorini tas-sigurtà f'vetturi ta' inqas minn 3,5 tunnellati

text:
Avviż Legali Importanti

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32003L0020

Official Journal L 115 , 09/05/2003 P. 0063 - 0067

		Id-Direttiva 2003/20/KE tal-Parlament Ewropew u tal-Kunsilltat-8 ta' April 2003li temenda d-Direttiva tal-Kunsill 91/671 dwar l-approssimazzjoni tal-liġijiet ta' l-Istati Membri dwar l-użu mandatorju taċ-ċintorini tas-sigurtà f'vetturi ta' inqas minn 3,5 tunnellatiIL-PARLAMENT EWROPEW U L-KUNSILL TA' L-UNJONI EWROPEA,Wara li kunsidraw it-Trattat li jistabbilixxi l-Komunità Ewropea, u b'mod partikolari l-Artikolu 71(1) tiegħu,Wara li kunsidraw il-proposta mill-Kummissjoni [1],Wara li kunsidraw l-opinjoni tal-Kumitat Ekonomiku u Soċjali [2],Wara li konsultaw lill-Kumitat tar-Reġjuni,Filwaqt li jaġixxu skond il-proċedura stabbilita fl-Artikolu 251 tat-Trattat [3],Billi:(1) L-Artikolu 153 tat-Trattat jeħtieġ b'mod partikolari illi, sabiex jiġi żgurat livell għoli ta' protezzjoni lill-konsumatur, il-Komunità għandha tikkontribwixxi għall-protezzjoni tas-saħħa, is-sigurtà u l-interesi ekonomiċi tal-konsumaturi.(2) Fir-Riżoluzzjoni tiegħu tat-13 ta' Marzu 1984 [4], il-Parlament Ewropew għamel l-użu taċ-ċintorini tas-sigurtà obbligatorju fuq it-toroq kollha, sewwa jekk rurali u sewwa jekk urbani, bħala miżura ta' prijorità. Fir-Riżoluzzjoni tiegħu tat-18 ta' Frar 1986 [5], enfasizza l-ħtieġa li x-xedd taċ-ċintorini tas-sigurtà jsir obbligatorju għall-passiġġieri kollha, inklużi t-tfal għajr fuq il-vetturi tas-servizzi pubbliċi.(3) Id-Direttiva 91/671/KEE [6] tipprovdi għall-użu obbligatorju tat-trażżin għat-tfal fuq il-postijiet imgħammra biċ-ċintorini tas-sigurtà. Din id-Direttiva ma tispeċifikax it-tip tas-sistema tat-trażżin għat-tfal li tkun xierqa u tippermetti l-ġarr tat-tfal mingħajr ma jiġu mrażżna bi trażżin xieraq għat-tfal meta dan it-trażżin ma jkunx disponibbli.(4) Jinħtieġ użu aktar strett ta' dawn is-sistemi, biex b'hekk noqorbu lejn il-prinċipu ta' l-użu obbligatorju riferit fit-tieni paragrafu ta' l-Artikolu 2 tad-Direttiva.(5) Bid-Deċiżjoni 97/836/KE [7], il-Komunità laqgħet il-Ftehim tal-Kummissjoni Ekonomika tan-Nazzjonijiet Uniti għall-Ewropa li jirrigwarda l-adozzjoni ta' preskrizzjonijiet tekniċi uniformi għall-vetturi bir-roti u l-kundizzjonijiet għall-għarfien reċiproku ta' l-approvazzjonijiet konċessi fuq il-bażi ta' dawn il-preskrizzjonijiet.(6) Bl-adeżjoni ma' dan il-Ftehim, il-Komunità laqgħet lista ddefinta ta' regolamenti stabbiliti skond dan il-Ftehim, inkluża dik li tirrigwarda l-approvazzjoni tal-mezzi tat-trażżin għat-tfal riekba fuq il-vetturi mmexxija bl-enerġija (trażżin għat-tfal).(7) Għalkemm in-numru tat-tfal imweġġgħin b'mod fatali fid-dħul tal-karrozzi ġo xulxin huwa relattivament żgħir meta mqabbel ma' l-imwiet tat-tfal pedestrijani jew it-tfal ċiklisti, jeħtieġ li jiġu rinfurzati r-regoli komuni tal-protezzjoni tat-tfal. B'mod partikolari, r-riċerka wriet illi l-użu ta' mezzi tat-trażżin għat-tfal jista' jagħmel kontribuzzjoni sostanjali fit-tnaqqis tal-gravità tal-korriment bil-ħbit tal-vetturi fil-każ ta' ħbit u li r-riskju ta' korriment iktar gravi fi ħbit huwa ogħla għat-tfal m'humiex imrażżna milli għat-tfal imrażżna.(8) L-Istati Membri għandhom madankollu, bil-qbil tal-Kummisjoni, jkunu kapaċi jawtrorizzaw ċerti eżenzjonijiet għat-trasport fil-pajjiżi tagħhom fil-każ ta' sitwazzjonijiet speċifiċi ħafna; l-Istati Membri għandhom ukoll jieħdu l-passi meħtieġa għalbiex jevitaw l-abbuż.(9) Ġaladarba qiegħed isir dejjem aktar komuni illi l-vetturi M2 u M3 jiġu mgħammrin biċ-ċintorini tas-sigurtà skond id-Direttivi tal-Kummissjoni 96/36/KE [8], 96/37/KE [9] u 96/38/KE [10], huwa raġjonevoli li l-passiġġieri bil-qiegħda għandhom ikunu meħtieġa li jilbsuhom. Il-passiġġieri f'dawn il-vetturi għandhom jiġu mgħarrfa bil-ħtieġa li jilbsu ċ-ċintorini tas-sigurtà meta l-vettura tkun miexja.(10) Fil-preżent ma jeżistu l-ebda studji magħrufa fil-livell Komunitarju li jirrigwardaw l-użu taċ-ċintorini tas-sigurtà mit-tfal taħt l-eta ta' l-eta ta' tliet snin fil-vetturi M2 u M3. Għalhekk, minħabba l-importanza li t-tfal jiġu protetti minn kull tip ta' inċident, il-Kummissjoni għandha twettaq dawn l-istudji sabiex tistabbilixxi l-arranġamenti Komunitarji l-aktar xierqa biex jiġu applikati għat-tfal li jivvjaġġaw f'dawn il-vetturi. Sakemm jitlestew dawn l-istudji, madankollu, l-Istati Membri għandu jkollhom il-permess li jagħżlu l-arranġamenti li jridu japplikaw.(11) Qegħdin isiru żviluppi tekniċi bla waqfien fil-qasam tas-sistemi tas-sigurtà; għandu għalhekk jiġi stabbilit il-makkinarju għall-addattament tekniku.(12) Il-miżuri meħtieġa sabiex tiġi applikata din id-Direttiva għandhom jiġu adottati skond id-deċiżjoni tal-Kunsill 1999/468/KE tat-28 ta' Ġunju 1999 li tistabbilixxi l-proċeduri għall-eżerċizzju tal-poteri ta' implimentazzjoni konferiti fuq il-Kummissjoni [11],ADDOTTAW DIN ID-DIRETTIVA:Artikolu 1Id-Direttiva 91/671/KEE hija hawnhekk emendata kif ġej:1. it-titolu għandu jiġi mibdul b'li ġej: "Id-Direttiva tal-Kunsill tas-16 ta' Diċembru 1991 dwar l-użu obbligatorju taċ-ċintorini tas-sigurtà u s-sistemi tat-trażżin għat-tfal fil-vetturi";2. L-Artikolu 1 għandu jiġi mibdul b'dan li ġej:"L-Artikolu 11. Din id-Direttiva għandha tapplika għall-vetturi kollha bil-magna fil-kategoriji M1, M2, M3, N1, N2 u N3 kif iddefinit fl-Anness II mad-Direttiva 70/156/KEE [*] Id-Direttiva tal-Kunsill 70/156 tas-6 ta' Frar 1970 dwar l-approssimazzjoni tal-liġijiet ta' l-Istati Membri li għandhom x'jaqsmu ma' l-approvazzjoni skond it-tip tal-vetturi bil-magna u t-trailers tagħhom (ĠU L 42, tat-23.2.1970, p. 1). Direttiva kif l-aħħar emendata bid-Direttiva tal-Kummissjoni 2001/116/KE (ĠU L. 18, tal- 21.01.2002, p. 1)., għall-użu fuq it-triq, li jkollhom mill-inqas erba' roti u veloċità massima skond id-disinn li taqbeż il-25 km/h.2. Għall-finijiet ta' din id-Direttiva:- id-definizzjonijiet tas-sistem tas-sigurtà, inklużi ċ-ċintorini tas-sigurtà u l-mezzi għat-trażżin għat-tfal, rigward il-vetturi fil-kategoriji M1 u N1,u tal-komponenti tagħhom, għandhom ikunu dawk li jidhru fl-Anness I mad-Direttiva 77/541 [**] Id-Direttiva tal-Kunsill 77/541/KEE tat-28 ta' Ġunju 1977 dwar l-approssimazzjoni tal-liġijiet ta' l-Istati Membri li għandhom x'jaqsmu maċ-ċintorini tas-sigurtà u s-sistema tat-trażżin fil-vetturi bil-magna (ĠU L 220, tad-29.8.1977, p. 95). Direttiva kif l-aħħar emendata bid-Direttiva tal-Kummissjoni 2000/3/KE (ĠU L 53, tal-25.02.2000, p. 1).,- "iħarsu lura" għandha tfisser ħarsien lejn id-direzzjoni opposta għad-direzzjoni normali tal-vjaġġ tal-vettura.3. Il-mezzi għat-trażżin għat-tfal għandhom jiġu klassifikati f'ħames "gruppi skond it-toqol";(a) il-grupp 0 għat-tfal ta' toqol inqas minn 10 kg;(b) il-grupp 0 + għat-tfal ta' toqol inqas minn 13-il kg;(ċ) il-grupp I għat-tfal ta' toqol bejn id-9 kg u t-18-il kg;(d) il-grupp II għat-tfal ta' toqol minn 15-il kg sa 25 kg;(e) il-grupp III għat-tfal ta' toqol minn 22 kg sa 36 kg.4. It-trażżin għat-tfal għandu jkun suddiviż f'żewġ klassijiet:(a) klassi integrali li jkun fiha għaqda ta' ċineg jew komponenti flessibbli b'bokkla li ssakkar, mezz ta' l-aġġustament, it-twaħħil u f'xi każi siġġu u/jew ilqugħ ta' protezzjoni mill-impatt supplimentari, kapaċi li jiġu ankrati permezz taċ-ċinga jew iċ-ċineg integrali minnha/hom nfisha/hom;(b) klassi mhux integrali li jista' jkun fiha trażżin parzjali li, meta wżat f'għaqda ma' ċintorin ta' adult li jgħaddi madwar il-ġisem tat-tifel/tifla jew li jirrestrinġi l-mezz li fih ikunu tqiegħdu t-tidel/tifla, jiffurmaw sistema sħiħa ta' trażżin tat-tidel/tifla,"3. L-Artikolu 2 għandu jiġi mibdul b'dan li ġej:"L-Artikolu 21. Il-vetturi M1, N1, N2 u N3:(a) (i) għall-vetturi M1, NI, N2 u N3, l-Istati Membri għandhom jeħtieġu illi l-okkupanti kollha tal-vetturi fl-użu għandhom jużaw is-sistemi tas-sigurtà pprovvduti.It-tfal ta' inqas minn 150 ċm tul għandhom jiġu mrażżna b'sistema integrali jew mhux integrali tat-trażżin għat-tfal, fit-tifsira ta' l-Artikolu 1(4)(a) u (b), li jixirqu t-toqol tat-tifel/tifla kif iddefinit fil-1(3);fil-vetturi M1, N1, N2 u N3 li ma jkunux imgħammra b'sistemi tas-sigurtà:- it-tfal taħt it-tliet snin ma jistgħux jiġu trasportati,- mingħajr preġudizzju għall-punt (ii), it-tfal taħt it-tliet snin u fuqhom u inqas minn 150 ċm tul għandhom joqogħdu f'post ieħor għajr il-post ta' quddiem;(ii) l-Istati Membri jistgħu jippermettu, fit-territorju tagħhom, tfal ta' inqas minn 150 ċm u mill-inqas 135 ċm tul li jiġu mrażżna minn ċintorin tas-siġurtà għall-adulti. Dawn il-limiti tat-tul għandhom jiġu eżaminati mill-ġdid skond il-proċedura riferita fl-Artikolu 7b(2);(iii) madankollu, l-Istati Membri jistgħu jippermettu, fit-territorju tagħhom, lil dawk it-tfal riferiti fil-(i) u t-(ii) li ma jiġux imrażżna minn sistema tat-trażżin għat-tfal meta jkunu jivvjaġġaw f'karozza tal-kiri. Madankollu, meta t-tfal imsemmija hawn fuq ikunu qegħdin jivvjaġġaw fil-karozzi tal-kiri mgħammra b'sistemi tat-trażżin għandhom joqogħdu f'post ieħor għajr il-post ta' quddiem;(b) it-tfal ma jistgħux jiġu trasportati waqt l-użu ta' sistema tat-trażżin li tħares lura f'post ta' passiġġier protett minn borża ta' l-arja fuq quddiem għajr jekk il-borża ta' l-arja tkun mitfija mill-attivazzjoni, saħansitra meta l-borża ta' l-arja tiġi mitfija awtomatikament mill-attivazzjoni f'manjiera suffiċjenti;(ċ) meta tintuża sistema tat-trażżin għat-tfal, għandha tkun approvata skond l-istandards tar-Regolament UN-ECE 44/03 jew tad-Direttiva 77/541, jew kull addattazzjoni oħra għaliha;(d) sad-9 ta' Mejju 2008 l-Istati Membri jistgħu jippermettu l-użu ta' sistemi tat-trażżin għat-tfal skond l-istandards li jkunu japplikaw fl-Istat Membru fid-data ta' l-istallazzjoni tas-sistema tat-trażżin jew skond l-istandards nazzjonali ekwivalenti għar-Regolament 44/03 tal-Kummissjoni Ekonomika tan-Nazzjonijiet Uniti għall-Ewropa jew id-Direttiva 75/541/KEE.2. Il-vetturi M2 u M3:(a) L-Istati Membri għandhom jeħtieġu illi l-okkupanti kollha ta' l-età ta' tliet snin u fuqhom fil-vetturi M2 u M3 fl-użu għandhom jużaw is-sistemi tas-sigurtà provvduti waqt li jkunu bil-qiegħda.It-trażżin għat-tfal għandu jiġi approvat skond il-paragrafu (1)(ċ) u (d);(b) il-passiġġieri fil-vetturi M2 u M3 għandhom jiġu mgħarrfa bil-ħtieġa li jilbsu ċ-ċintorini tas-sigurtà kulmeta jkunu bil-qiegħda u l-vettura tkun miexja. Għandhom jiġu mgħarrfa b'mod jew iktar:- mis-sewwieq,- mill-konduttur, il-courier, jew l-uffiċjal innominat bħala l-mexxej tal-grupp,- bil-mezzi awdjo-viżwali (p.e. video),- bis-sinjali u/jew il-piktogramma stabbiliti mill-Istati Membri skond id-disinn tal-Komunità fl-Anness, esibiti b'mod prominenti f'kull post bil-qiegħda.";4. L-Artikolu 4 għandu jiġi mħassar;5. L-Artikolu 6 jiġi mibdul b'dan li ġej:"L-Artikolu 6Għat-trasport fit-territorju tagħhom l-Istati Membri jistgħu, bil-qbil tal-Kummissjoni, jikkonċedu eżenzjonijiet oħra għajr dawk stabbiliti fl-Artikolu 5, għalbiex:- iqisu kundizzjonijiet fiżiċi speċifiċi, jew ċirkostanzi partikolari ta' tul limitu taż-żmien,- jippermettu li jitwettqu ċerti tipi ta' qagħad fil-postijiet b'mod effettiv,- li jiżguraw illi l-pulizija, jew is-servizzi tas-sigurtà jew ta' l-emerġenza jkunu jistgħu jwettqu x-xogħol tagħhom kif jixraq,- meta jkunu mgħammra żewġ mezzi tat-trażżin għat-tfal fuq in-naħa ta' wara tal-vetturi M1 u M2 u n-nuqqas ta' spazju jipprevjieni it-twaħħil tat-tielet wieħed, it-tielet tifel/tifla ta' l-età ta' tliet snin jew fuqhom u ta' inqas minn 150 ċm iridu jiġu mrażżna permezz taċ-ċintorin għall-adulti,- sabiex jippermettu t-tfal ta' l-età ta' tliet snin jew fuqhom li jiġu mrażżna permezz ta' ċintorin tas-sigurtà ta' l-adulti, fil-postijiet l-oħra għajr dawk ta' quddiem tal-vetturi M1 u M2, għat-trasport ta' kultant fuq distanza qasira meta ma jkun hemm l-ebda mezz tat-trażżin jew meta ma jkunux disponibbli numru biżżejjed ta' mezzi tat-trażżin għat-tfal fil-vettura,- li jqisu l-kundizzjonijiet speċifiċi ta' l-użu tal-vetturi M1 u M2 għat-trasport lokali fiż-żoni urbani u dawk mibnija, li fihom ikunu permessi l-bil-wieqfa.";6. għandhom jiżdiedu l-Artikoli li ġejjin:"L-Artikolu 6aL-Istati Membri jistgħu, bil-qbil tal-Kummissjoni, jikkonċedu eżenzjonijiet temporanji, għajr dawk ipprovduti fl-Artikoli 5 u 6, sabiex, bla ħsara għall-konformità mar-regoli ta' l-Istati Membri interessati, il-ħidmiet tat-trasport lokali, b'mod partikolari rigward il-karrozzi tat-tfal ta' l-iskola, jkunu jistgħu jġorru numu ikbar ta' tfal bil-qiegħda fil-vetturi M1 u M2 milli jkun hemm postijiet bil-qiegħda imgħammra biċ-ċintorini tas-sigurtà.Il-perjodu taż-żmien tal-validità ta' dawn l-eżenzjonijiet, iffissat mill-Istat Membru, ma jistax ikun iktar minn ħames snin mid-9 ta' Mejju 2003.L-Artikolu 6bL-Istati Membri jistgħu, għat-trasport fit-territorju tagħhom, jikkonċedu eċċezzjonijiet temporanji, għajr dawk ipprovduti fl-Artikoli 5 u 6, sabiex, bla ħsara għall-konformità mar-regoli ta' l-Istati Membri interessati, jippermettu li jġorru numru akbar ta' persuni fil-postijiet għajr il-postijiet ta' quddiem tal-vetturi M1u N1 milli jkunu disponibbli postijiet imgħammra biċ-ċintorini tas-sigurtà jew sistemi tat-trażżin.Il-perjodu taż-żmien tal-validità ta' dawn l-eżenzjonijiet, iffissati mill-Istati Membri ma jistax ikun ta' iktar minn sitt snin mid-9 ta' Mejju 2003";7. Għandhom jiġu miżjuda l-Artikoli li ġejjin:"L-Artikolu 7a1. Sabiex jitqies il-progress tekniku, l-Artikoli 2 u 6 jistgħu jiġu adattati skond il-proċedura riferita fl-Artikolu 7b(2).2. Il-Kummissjoni għandha tissokta twettaq l-istudji dwar is-sistemi tas-sigurtà l-aktar xierqa sabiex jippromwovu l-protezzjoni tal-passiġġieri kollha mit-tipi kollha ta' inċidenti u għandha tissottometti lill-Parlament u lill-Kummissjoni rapport dwar is-sejbiet ta' dawn l-istudji u dwar kif tiġi applikata din id-Direttiva, b'mod partikolari dwar l-eżenzjonijiet konċessi mill-Istati Membri skond l-Artikolu 6, sabiex jiġi stmat jekk ikunx tal-parir li jiġu msaħħa l-miżuri tas-sigurtà u l-ħtieġa ta' iktar armonizzazzjoni. Meta xieraq, fuq il-bażi ta' dan ir-rapport, il-Kummissjoni għandha tissottometti l-proposti li jeħtieġ.L-Artikolu 7b1. Il-Kummissjoni għandha tkun megħjuna minn kumitat.2. Meta ssir referenza għal dan il-paragrafu, għandhom japplikaw l-Artikoli 5 u 7 tad-Deċiżjoni 1999/468/KE [*] ĠU L 184, tas-17.7.1999, p. 23., filwaqt li jitqiesu d-dispożizzjonijiet ta' l-Artikolu 8 tagħha.Il-perjodu taż-żmien stabbilit fl-Artikolu 5(6) tad-Deċiżjoni 1999/468/KE għandu jiġi fissat għal tliet xhur.3. Il-Kumitat għandu jadotta r-regoli tiegħu ta' proċedura.";8. Għandu jiġi miżjud l-Anness li jidher fl-Anness ma din id-Direttiva.Artikolu 2L-Istati Membri għandhom idaħħlu fis-seħħ il-liġijiet, ir-regolamenti u d-dispożizzjonijiet amministrattivi meħtieġa sabiex jikkonformaw ma' din id-Direttiva qabel id-9 ta' Mejju 2006.Għandhom jgħarrfu lill-Kummissjoni b'dan minnufih.Meta l-Istati Membri jadottaw dawn il-miżuri, għandu jkollhom referenza għal din id-Direttiva jew għandhom jkunu akkumpanjati b'din ir-referenza fl-okkażjoni tal-pubblikazzjoni uffiċjali tagħhom. Il-metodi dwar kif issir din ir-referenza għandhom jiġu stabbiliti mill-Istati Membri.Artikolu 3Din id-Direttiva għandha tidħol fis-seħħ fil-jum tal-pubblikazzjoni tagħha fil-Ġurnal Uffiċjali tal-Komunitajiet Ewropej.Artikolu 4Din id-Direttiva hija indirizzata lill-Istati Membri.Magħmulha fil-Lussemburgu, fit-8 ta' April 2003.Għall-Parlament EwropewIl-PresidentP. CoxGħall-KunsillIl-PresidentG. Drys[1] ĠU C 96 E, tas-27.3.2001, p. 330.[2] ĠU C 260, tas-17.9.2001, p. 30.[3] Opinjoni tal-Parlament Ewropew tal-31 ta' Mejju 2001 (ĠU C 47 E, tal-21.2.2002, p. 156), Pożizzjoni Komuni ta' l-14 ta' Novembru 2002 (ĠU C 299 E, tat-3.12.2002, p. 38) u d-Deċiżjoni tal-Parlament Ewropew tal-11 ta' Marzu 2003 (għadha mhix ippubblikata fil-Ġurnal Uffiċjali).[4] ĠU C 104, tas-16.4.1984, p. 38.[5] ĠU C 68, ta' l-24.3.1986, p. 35.[6] ĠU L 373, tal-31.12.1991, p. 26.[7] ĠU L 346, tas-17.12.1997, p. 78.[8] Id-Direttiva tal-Kummissjoni 96/36/KE tas-17 ta' Ġunju 1996 li taddatta għall-progress tekniku d-Direttiva 77/541/KEE li għandha x'taqsam maċ-ċintorini tas-sigurtà u s-sistemi tat-trażżin tal-vetturi bil-magna (ĠU L 178, tas-17.7.1996, p. 15).[9] Id-Direttiva tal-Kummissjoni 96/37/KE tas-17 ta' Ġunju 1996 li taddatta għall-progress tekniku d-Direttiva 74/408/KEE li għandha x'taqsam ma' l-oġġetti tat-twaħħil fuq ġewwa tal-vetturi bil-magna (is-saħħa tal-postijiet ta' bil-qiegħda u l-ankraġġ tagħhom) (ĠU L 186, tal-25.7.1996, p. 28).[10] Id-Direttiva tal-Kummissjoni 96/38/KE tas-17 ta' Ġunju 1996 li taddatta għall-progress tekniku d-Direttiva tal-Kunsill 76/115 li għandha x'taqsam ma' l-ankraġġi taċ-ċintorini tas-sigurtà tal-vetturi bil-magna (ĠU L 187, tas-26.7.1996, p. 95).[11] ĠU L 184, tas-17.7.1999, p. 23.--------------------------------------------------ANNESS"ANNESSID-DISINN KOMUNITARJU GĦALL-PIKTOGRAMMA ESIBITA B'MOD PROMINENTI F'KULL POST TAL-QAGĦAD BIL-QIEGĦDA IMGĦAMMAR B'ĊINTORIN TAS-SIGURTÀ FIL-VETTURI M2 U M3 KOPERTI BID-DIRETTIVA 91/671+++++ TIFF +++++"--------------------------------------------------