FCM Stakeholder result meeting Development of a … Stakeholder result meeting Development of a complete test procedure ... literature review into the currently available ... operating

Consortium of TNO and LAT

FCM

Stakeholder result meeting

1

Brussels, January 24, 2013

FCM Stakeholder result meeting Development of a complete test procedure for Fuel Consumption Meters (FCM)

in LD vehicles, which can be integrated into implementing legislation

January 24th 2013

Brussels

Consortium of:

TNO: Sam van Goethem, Coen Obdeijn,

Robin Vermeulen

LAT: Savas Geivanidis, Zissis Samaras


FCM


2


Content

1. Introduction

a. Background

b. Aim and approach

2. Studies

a. Stakeholder questionnaire

b. Literature/ human factors

c. Chassis dynamometer tests

3. General conclusions

4. Recommended FCM requirements


FCM


3


Introduction: Background

Scope of the overall project

Development of:

Technical and functional requirements of FCM in LD vehicles

A complete physical test procedure (for chassis dynamometer testing)

Expected final result: regulatory technical text which can be annexed to implementing legislation.


FCM


4


Introduction: Background

Project structure

WP100: Definition of FCM requirements

Task 110: Definition of FCM requirement based on available sources

Task 120: Evaluation of technically feasible accuracies

WP200: FCM Type approval test procedure development

WP300: Validation and finalisation of the FCM test procedure

WP400: Technical annex to the regulation

Scope of WP100 Draft FCM requirements based on

Questionnaire

Literature (technical and human behavioural aspects)

Dynamometer results


FCM


5


Introduction: Aim and approach

Definition of FCM requirement based on available sources (Task 110)

Definition of the requirements for FCM in LD vehicles

In collaboration with stakeholders via questionnaire

literature review into the currently available experiences with in-car devices

Starting point: Dutch paper published for FCM draft requirements – but not limited to this paper

FCM requirements should at least cover:

Functional requirements (display, presentation, visualization, etc.)

Technical requirements (reliability, accuracy)

The requirements shall be

practically applicable,

supportive for fuel consumption improvement by the driver,

based on acceptance by drivers,

technically feasible,

verifiable in a physical type approval procedure and,

not decreasing the safety.


FCM


6


Introduction: Aim and approach

Evaluation of technically feasible accuracies (Task 120)

Evaluation of up to three FCM systems on the chassis dynamometer

Vehicles equipped with different FCM

NEDC, Artemis and steady speed driving cycles

Recording of the FCM real time visual indication

FCM visual indication transcripted to data using imagine processing

Comparison of FCM signal vs. in laboratory fuel consumption measurement

The evaluation is also meant to deliver insights into the verifiability of the FCM requirements during a physical test procedure


FCM


7


2. Studies Stakeholder questionnaire

Sam van Goethem, TNO

1. Introduction

a. Background

b. Aim and approach

2. Studies







FCM


8


Method

Questionnaire was set-up to get a better understanding of FCM aspects from the stakeholder point of view

Current market penetration

FCM in relation to economic driving

FCM specifications

Technical boundaries

Human machine interaction – will be discussed in literature research part

Functionality and working principles of FCM – will be discussed in literature research part

Questionnaire was made available by the Commission for all stakeholders via CIRCABC

From heron a short overview of the answers will be displayed


FCM


9


Questionnaire results

How many percent of the total vehicle production sold in the EU are supplied with:

FCM as a standard feature?

• For some manufacturers all current produced vehicles are supplied with an FCM. For some manufacturers it is a lesser percentage from 40% to 95%. – ACEA

• Approximately 97% - JAMA

FCM as an option?

• For some manufacturer’s brands, according to the main question, an FCM is not an option. For other manufacturers the FCM is available as an option. - ACEA

• Less than 1%. - JAMA


FCM


10



How does this distribution (percent of total vehicle production sold in the EU with standard FCM or option) look like for the different vehicle segments?

• For some manufacturers the availability of FCM as standard fitment compared to FCM availability as an option is greater for the higher vehicle segments (e.g. 90% - 100% fitment) than for the lower vehicle segments (e.g. 60% - 80% fitment). For some manufacturers, vehicles in mini, SUV or truck segments do not have FCM. - ACEA

• Some models in the Mini, SUV, Truck, and other segments are not equipped. - JAMA


FCM


11



Are there vehicle types/engine types which cannot be supplied with a FCM? If not, why?

Based on FCM that already exist, the general answer is no. But there are questions whether FCM will be acceptable and accurate enough for LPG/CNG vehicles. – ACEA

Based on the FCMs that already exist, technically any vehicle can be supplied with a FCM provided there are no specific or lead-time requirements that need to be met. - JAMA


FCM


12



What is the accuracy of the currently used FCMs for the measuring the instantaneous/average fuel consumption (l/100km, km/l, l/h)?

• It is difficult to quantify FCM real-world accuracy since it depends highly on the operating environment of the specific vehicle and the driver. A comparison of various FCM evaluation methods suggests an accuracy of ± 10% but this does not accounting for dispersions in market fuel density that the customer will additionally observe. - ACEA

• A comparison of fuel consumption test methods suggested a deviation of plus or minus 10%. It is also difficult to quantify real-world accuracy since it is highly dependent on the operating environment of each user. - JAMA


FCM


13



What accuracy of fuel consumption measurements (l/100km, km/l, l/h) do you consider feasible?

• It varies from manufacturer to manufacturer and on various factors outside the control of the vehicle or manufacturer. It will be difficult to improve on ±10%. In fact, the need for an even better level of accuracy is irrelevant since the objective of FCM (and other devices like GSI) is to help influence driver behaviour. – ACEA

• We believe the installation of a FCM can contribute to more ecologically friendly driving (Ecodriving), so the purpose of an FCM is get the user to take an interest in and practice Ecodriving. For that purpose, we do not think a high accuracy is very necessary. - JAMA


FCM


14



Is there a difference in calculation for different fuels? (e.g. gasoline, diesel, other)

• No difference. In case of other fuels, no difference. - ACEA

• There is no difference in calculation method. – JAMA


FCM


15



How do you test and validate these FCM values?

• It varies from manufacturer to manufacturer, e.g:

On the dynamometer over various test cycles.

By on-road driving evaluations.

Comparing measured fuel consumption with FCM output.

- ACEA

• Some companies validate them using vehicles. - JAMA


FCM


16



Some quotes:

If a regulation is justified it should be compatible with manufacturers current and planned on-board computer/FCM specifications, design, performance and location. If necessary, any legislation should aim to set simply some general boundary conditions. – ACEA

“Research shows that FCM driver feedback does result in savings but

it is unlikely to be at the levels achieved due to driver eco-training

and it is questionable if FCM will enhance savings due to following

the GSI signal.” – ACEA


FCM


17


Questionnaire conclusions

Almost all vehicles sold are already equipped with a FCM system, and there are no technical limitations to equip every vehicle, provided there are no specific or lead-time requirements that need to be met.

The current FCM systems are said to be already +- 10% accurate, and is held as a feasible accuracy by the stakeholders

FCM accuracy is evaluated by stakeholders with chassis dynamometer and on-road tests

It is mentioned that FCM feedback does result in fuel consumption savings, and contribute to more ecologically friendly driving


FCM


18


2. Studies Literature review, human factors

Coen Obdeijn, TNO

1. Introduction

a. Background

b. Aim and approach

2. Studies







FCM


19


Method: Literature review, human factors

HMI design

principles ISO standards

FCM requirements

(Kroon, 2012)

Commission

recommendation

(26/V/2008)

Evaluation studies:

fuel economy

interfaces

Questionnaire:

JAMA & ACEA

Draft functional

requirements


FCM


20


Draft FCM requirements: Functional

European statement of Principles on the

design of human-machine interface

(ESoP 2006)

Installation

principles

Information

presentation

principles

Interaction with

displays and

controls principles

System behaviour

principles

Information about

the system

principles

FR01 – FR04 FR05 – FR14 FR15 FR16 FR17


FCM


21


Literature, human factors conclusions

Most requirements from [Kroon, 2012] were backed up either from literature, experience, measurements or a combination of the previous

Some requirements from [Kroon, 2012] were adjusted to make them more practical applicable.

Some requirements were added based on the information available from e.g. EU recommendation 26/V/2008 and ISO

Manufacturers already make use of the HMI guidelines for FCM functionality, but are not restricted by it.


FCM


22


Some examples of Draft FCM functional requirements: Installation FR02

The fuel consumption display

may be part of an larger

display and is positioned at

one of the following locations:

• In the instrument panel of

the vehicle’s dashboard;

• In the central console;

• In the central part of the

dashboard

Installation Principles (Commission recommendation (26/V/2008)):

• Visual displays should be positioned as close as practicable to the

driver’s normal line of sight.

Reference: ISO 4513 (2003): Road Vehicle – Visibility, method for

establishment of eyellipses for driver’s eye location.

FR13 Internationally agreed standards

relating to symbols should be

used on FCM’s.

Information presentation principles (Commission recommendation

(26/V/2008)):

Internationally and/or nationally agreed standards relating to legibility, audibility,

icons, symbols, words, acronyms and/or abbreviations should be used.

FR15 The driver must be able to

operate the on-board

computer/fuel consumption

meter easily from any regular

driver’s position

Interaction with the FCM

should allow the driver to

have at least one hand at the

steering wheel.

Interaction with display and controls principles (Commission

recommendation (26/V/2008)):

The driver should always be able to keep at least one hand on the steering

wheel while interacting with the system.


FCM


23


2. Studies Chassis dynamometer measurements

Savas Geivanidis, LAT/AUTh

1. Introduction

a. Background

b. Aim and approach

2. Studies







FCM


24


Targets of testing

Assess the accuracy of FCM systems of

1 modern gasoline vehicle

1 modern diesel vehicle

1 older vehicle (gasoline)

Assess the ability of a FCM to measure the fuel consumption benefit over different test driving cycles of fuel saving technologies such as:

Engine deactivation system during vehicle stop (Start & Stop system, S&S) (gasoline vehicle)

Gear Shift Indicator (GSI) (diesel vehicle)

Compare different methods of FC measurement

Candidates for a possible type-approval test

Vehicle choice

Random, based on availability

Sample size limited by measurement resources


FCM


25


Test cycles

NEDC (type-approval)

NEDC (hot start)

Artemis Urban (highly transient)

Artemis Road (gear shifting at higher rpm)

Steady speed: 50, 80, 100 km/h


FCM


26


Measurement of Fuel Consumption

Using laboratory equipment:

CVS bag

(bag sampling and analysis of CO, CO2, HC)

Instantaneous

(integration of the FC calculated from the instantaneous CO, CO2, HC concentrations)

Using vehicle on-board data:

FCM average

(trip average during driving cycle)

FCM instantaneous

(integration of instantaneous on-screen indication)

Analyzer

Point A

Point B

Point C

Point D

Filter

Diaphragm

Dilution

airTo

ventilation

Constant

volume

pumpMixing

point

Exhaust

gas

Sampling line

Bag


FCM


27


FC measurement: Instantaneous CO2 vs. Bag 2012

gasoline: -2.0%

2012,

diesel: -1.5%

2002, gasoline:

-1.5%

Δ =𝐹𝐶𝑖𝑛𝑠𝑡. 𝐶𝑂2

− 𝐹𝐶𝑏𝑎𝑔

𝐹𝐶𝑏𝑎𝑔∙ 100%


FCM


28


Test vehicles

Test vehicle

segment Fuel Engine

capacity

[cc]

Model

year Emission

standard Target: Assess

the accuracy of

the FCM of a

Fuel saving

system

evaluated

‘Lower medium’

diesel 1600 2012 Euro 5 modern diesel

vehicle Start & stop

‘Lower medium’

gasoline 1400 2012 Euro 5 modern gasoline

vehicle Gear shift

indicator ‘Lower medium’

gasoline 1800 2002 Euro 3 old vehicle

(gasoline) -


FCM


29


Gasoline, Euro 5: FC

Instantaneous FCM deviates more in cycles with long vehicle stops due to FC unit definition (l/100 km) not covering areas of vehicle speed = 0


FCM


30


Diesel, Euro 5: FC

FCM measured constantly lower than lab. methods

FCM instantaneous calculation deviation is due to on-screen warning signal covering FC information for certain periods of testing


FCM


31


Gasoline, Euro 3: FC

Similar results obtained by all measurement methods


FCM


32


Gasoline, Euro 5: FCFCM vs. FCbag

Max deviation of FCM over:

NEDC: better than -3%

Real world cycle: better than -5%

Δ =𝐹𝐶𝐹𝐶𝑀𝑎𝑣𝑒𝑟𝑎𝑔𝑒




FCM


33


Gasoline, Euro 5: FCFCM - Fcbag

FCM average absolute deviation: up to -0.5 l/100 km


FCM


34


Diesel, Euro 5: FCFCM vs. FCbag

FCM average trip value deviation band: -10% to -18%

FCM instantaneous calculation deviation is due to on-screen warning signal covering FC information for certain periods of testing





FCM


35


Diesel, Euro 5: FCFCM - FCbag

FCM average absolute deviation: -0.6 to -1.2 l/100 km


FCM


36


Gasoline, Euro 3: FCFCM vs. FCbag

FCM deviation band: -4% to -8%





FCM


37


Gasoline, Euro 3: FCFCM - FCbag

FCM average absolute deviation: up to -0.8 l/100 km


FCM


38


Gasoline, Euro 5: FC benefit due to GSI

FCM calculates higher FC benefit (calculated absolute FC by FCM is lower)

Instantaneous FCM deviates more in cycles with long vehicle stops due to FC unit definition (l/100 km) not covering areas of vehicle speed = 0

Δ =𝐹𝐶𝐺𝑆𝐼 − 𝐹𝐶𝑏𝑎𝑠𝑒

𝐹𝐶𝑏𝑎𝑠𝑒∙ 100%


FCM


39


Diesel, Euro 5: FC benefit due to Start&Stop

Benefit is calculated only at cycles with vehicle stops (as expected)

Artemis road shows FC increase with S&S due to the very short pause duration

FCM overstates in general the FC benefit

Δ =𝐹𝐶𝑆&𝑆 − 𝐹𝐶𝑏𝑎𝑠𝑒

𝐹𝐶𝑏𝑎𝑠𝑒∙ 100%


FCM


40


Findings

FCM vehicle testing – FCM accuracy

The tested FCM system demonstrated that at least the following FC measurement accuracies are possible

Gasoline vehicle: 1% to -5% (-4% to -8% on older vehicle)

Diesel vehicle: -10% to -18% (or better with correction offset)

Instantaneous FCM measurement is lower due to:

FC not defined at vehicle stops (due to being expressed on a per km basis)

Problems during chassis dynamometer testing (warning windows covering FCM indication)


FCM


41


Measurement recommendations

FCM vehicle testing

Within the tested FCM systems:

At least one gasoline vehicle was able to comply to a requirement of measurement accuracy of ±5%

This can be also applied to diesel vehicles assuming no difference in FCM systems for gasoline and diesel vehicles

The FCMs of the two vehicles equipped with GSI and S&S systems were able to measure the FC difference and demonstrate the FC benefit from the activation of their fuel saving systems over the different test driving cycles

Issues related to FCM testing can be resolved as follows:

FC should be reported when vehicle is still (vehicle speed = 0 km/h) in per time instead of per distance units, e.g. l/h

A steady state test at multiple speeds >0 km/h can be used instead of a driving cycle

Real time visual FCM signal acquisition at a transient test may be replaced by access to this information in real time via the OBD/CAN bus


FCM


42


1. Introduction

a. Background

b. Aim and approach

2. Studies







FCM


43


3. General conclusions and recommendations

Current FCM systems are able to provide an accuracy of ±5%.

FCM accuracy in all its forms can be assessed in a chassis dynamometer test procedure.

Manufacturers already make use of the HMI guidelines for FCM functionality, but are not restricted by it.

Based on the questionnaire, literature research and measurements, the following slides of recommended FCM requirements are given.


FCM


44


4. Recommended Draft FCM requirements

Overview of:

technical requirements (TR)

functional requirements (FR)

Requirements are:

practically applicable,

supportive for fuel consumption improvement by the driver,

based on acceptance by drivers,

technically feasible,

verifiable in a physical type approval procedure and,

not decreasing the safety.


FCM


45


Draft FCM technical requirements:

TR01 The fuel consumption data displayed e.g. average, instantaneous, idle, total lifetime, shall not

deviate from the real fuel consumption more than 5 [%] or 0.5 [litre/100km], whichever is less

TR02

The fuel consumption data e.g. average, instantaneous, idle, total lifetime shall be available on

OBD port under al conditions the vehicle is driving and idling.


FCM


46


Draft FCM functional requirements: Installation FR01 The driver must be able to

read the information displayed

about fuel consumption from

a regular seating position

during all meteorological

conditions.






FR02 The fuel consumption display

may be part of an larger

display and is positioned at

one of the following locations:

• In the instrument panel of

the vehicle’s dashboard;

• In the central console;

• In the central part of the

dashboard







is located above knee level of

an average driver’s length.

The average driver’s length

shall be derived from the

regular driver’s size as

actually applied by the car

manufacturer.







should be designed to avoid

glare and reflections.


• Visual displays should be designed and installed to avoid glare and

reflections

Reference: ISO 15008 (2003): Road vehicles – ergonomic aspects of

transport information and control systems – specification and compliance

procedures for in-vehicle visual presentation.


FCM


47


Draft FCM functional requirements: Information presentation FR05 The vehicle must be equipped

with an on-board computer

which permanently displays

fuel consumption directly

visible for the driver.


may only be overruled in case

of:

• (road) safety emergencies;

• risk of running out of fuel;

• technical failures related to

EOBD


(26/V/2008)):

• Visually displayed information presented at any one time by the system

should be designed in such a way that the driver is able to assimilate the

relevant information with a few glances which are brief enough not to

adversely affect driving.

• Information with higher safety relevance should be given higher priority.

Reference:

ISO/TS16951 (2004): Road Vehicles - Ergonomic aspects of transport

information and control systems - Procedure for determining priority of on-board

messages presented to drivers.

FR06 Visible upon request of the

driver the fuel consumptions

display can switch between:

• ‘instantaneous fuel

consumption’ in

litres/100km

• ‘average fuel consumption’

in litres/100km

• ‘fuel consumption over

time’ in litres/hour

• ‘lifetime total fuel

consumption’ in litres

• ‘lifetime average fuel

consumption in litres/100km

Expert opinion:

Personalised information enhances acceptance of in-vehicle systems, therefore

it is preferred if the driver can switch between different fuel consumption

displays. Most of the FCM’s include first two options. The third option is only

relevant in absence of S&S systems, otherwise there is no meaningful

information to display.

Total lifetime and lifetime average can serve for statistical purposes of fuel used

over mileage to get a better understanding of the real life fuel consumption. It

can also create more fuel consumption awareness among customers. This

however needs a certain accuracy, which should be at least the accuracy from

TR01.


FCM


48


Draft FCM functional requirements: Information presentation

FR07 The on-board computer must

be able to display fuel

consumption in [litre/100km]

and [litre/hour] with a

resolution of 0.1 and for total

lifetime fuel consumption

[litre] with a resolution of 1,

with the same amount of

digits the mileage counter has.

Expert opinion

In case the measurement units of fuel consumption are in a lower resolution

than 0.1, the indication is too rough to be informative and is of less use to be

supportive for fuel consumption improvement by the driver.

FR08 Instantaneous fuel

consumption is presented

immediately after the vehicle

starts moving and stay

displayed unless the driver

selects another fuel

consumption presentation

(e.g. average, trip average,

lifetime total)


which is presented at the start

of the trip is the fuel

consumption last displayed at

the end of the previous trip.

Expert opinion:

• Personalised information enhances the acceptance and usability of in-vehicle

information systems.

• The type of fuel consumption which was displayed at the end of the previous

trip is most likely to increase the acceptance, because this display is most

likely manually set by the driver.


FCM


49


Draft FCM functional requirements: Information presentation FR09

The instantaneous fuel

consumption figure [l/100km]

and [l/h] presented must vary

as frequently as needed

between 0.1 and 2 sec,

whenever the fuel use varies

during driving.

Trip Average fuel consumption

figure [l/100km] presented

must vary as frequently as

needed between 1 and 120

sec, whenever the average

fuel use changes over time.

Expert opinion:

Real-time feedback has been proven to be very effective to influence behaviour.

The changes in the instantaneous fuel consumption should be fast enough for

drivers to feel that their actions are represented by the data. The changes

should be slow enough for drivers to read and interpret. Relation between

refresh rate and calculation interval complicates matters. Common practice and

rule of thumb in HMI design suggest the stated formulation of FR09.

FR10 Average lifetime fuel

consumption comprises the fuel

used over the distance travelled

over the lifetime of the vehicle.

Trip average fuel consumption

comprises the fuel used over the

trip distance.

Expert opinion:

This function can serve for statistical purposes of fuel used over mileage to get

a better understanding of the real life fuel consumption. It can also create more

fuel consumption awareness among customers. This however needs a certain

accuracy, which should be at least the accuracy from TR01.

FR11 During idling at standstill or

nearly standstill (not exceeding 5

km/h) the fuel consumption

display automatically switches to

l/hour.

Expert opinion:

Displaying the liters/hour while idling can be useful to support fuel efficient

driving (in absence of S&S systems), because it gives drivers insight in the fuel

consumption of idling which eventually could lead to turning of the engine in

case of long idling times.


FCM


50


Draft FCM functional requirements: Information presentation

FR12

Textual addition of the displayed

unit(litres / 100km, litres / hour

etc.) and time period (average

trip, instantaneous) is required.


(26/V/2008)):

Visually displayed information presented at any one time by the system should

be designed in such a way that the driver is able to assimilate the relevant

information with a few glances which are brief enough not to adversely affect

driving.

Mantser et al. (2010):

Textual addition improved the comprehension of fuel economy information.

FR13 Internationally agreed standards

relating to symbols should be

used on FCM’s.


(26/V/2008)):

Internationally and/or nationally agreed standards relating to legibility, audibility,

icons, symbols, words, acronyms and/or abbreviations should be used.

FR14 The visual presentation of

information (font sizes,

luminance contrast and colour

use) should be in line with:

ISO 15008 (2003): Road

vehicles – ergonomic aspects of

transport information and control

systems – specification and

compliance procedures for in-

vehicle visual presentation.


(26/V/2008)):

Visually displayed information presented at any one time by the system should

be designed in such a way that the driver is able to assimilate the relevant

information with a few glances which are brief enough not to adversely affect

driving.


FCM


51


Draft FCM functional requirements: Interaction with display and

controls

FR15

The driver must be able to

operate the on-board

computer/fuel consumption

meter easily from any regular

driver’s position

Interaction with the FCM

should allow the driver to

have at least one hand at the

steering wheel.

Interaction with display and controls principles (Commission

recommendation (26/V/2008)):

The driver should always be able to keep at least one hand on the steering

wheel while interacting with the system.


FCM


52


Draft FCM functional requirements: System behaviour

FR16 The FCM should give an

indication of malfunctioning,

in case there is any.

System behaviour principles (Commission recommendation (26/V/2008)):

Information should be presented to the driver about current status and any

malfunction within the system that is likely to have an impact on safety.


FCM


53


Draft FCM functional requirements: Information about the system

FR17 The FCM should have

adequate instructions for the

driver covering use.

Information about the system principles(Commission recommendation

(26/V/2008)):

The system should have adequate instructions for the driver covering use and

relevant aspects of installation and maintenance.


FCM


54


Draft FCM functional requirements


is depicting fuel consumption

in a numerical form.

The outcomes of this evaluation is that horizontal bars and/or simple

representations (e.g. pictures) were most usable (Manser et al., 2010). Their

participants preferred representative or symbolic forms of fuel economy in

formation, rather than text representation. Text representation can however

improve comprehension, in case it is added to a representative component

feature.

FR19 Lifetime total fuel

consumption and average

lifetime fuel consumption is

available upon request of the

driver and cannot be reset.

This function can serve for statistical purposes of fuel used over mileage to get

a better understanding of the real life fuel consumption. It can also create more

fuel consumption awareness among customers. This however needs a certain

accuracy, which should be at least the accuracy from TR01.

FR20 Lifetime total fuel, and average

lifetime consumption figure is

secured in the same way the

total vehicle mileage is

secured.

This requirement is needed to avoid unwanted manipulation of the total lifetime

fuel consumption, which could be misleading to customers.


FCM


55


Thank you for your attention

Sam van Goethem, TNO, [email protected]

Coen Obdeijn, TNO, [email protected]

Robin Vermeulen , TNO, [email protected]

Savas Geivanidis, LAT/AUTh, [email protected]

http://www.tno.nl/

mailto:[email protected]

http://www.tno.nl/


http://www.tno.nl/


http://lat.eng.auth.gr/

http://lat.eng.auth.gr/



FCM


56


Planning

Kick-off meeting 18.10.2012

Sending out questionnaire 22.10.2012

Expected input from questionnaire 23.11.2012

Stakeholder result meeting Tue 24.01.2013

Deadline for submission of reactions Fri 15.02.2013

Draft Final report March 2013

Documents

FCM Stakeholder result meeting Development of a … Stakeholder result meeting Development of a complete test procedure ... literature review into the currently available ... operating