IDIADA: an Homologation partner for the automotive industry · Applus+ IDIADA is a type approval agency officially empowered for European vehicle and systems homologation Applus+

IDIADA: an Homologation partner for the automotive industry

April 25th 2013

I/M Programs. Knowledge and International

Technologies

Type Approval and Periodical Technical Inspection of polutant emissions

I/M Programs. Knowledge & International Technologies

01_ Applus+ IDIADA

02_ Air Quality: The need for Emissions Homologation

03_ UNECE: WP.29: The need for Harmonization

04_ Type Approval of Engine Emissions (EC/ECE)

05_ Periodic Technical Inspection Necessity

06_ CITA

07_ UN 1997 Agreement

08_ EU Directives & CITA Recommendations


10_ EU & CITA Projects

11_ I/M World-wide (Other Areas in the World)

12_ Summary & Conclusions

09_ I/M Tests Standards (Comparative Study)

Applus+ IDIADA is a type approval agency officially empowered for European vehicle and systems homologation

Applus+ IDIADA is accredited for the whole list of European EU Directives and UN/ECE Regulations applicable to vehicles and components

Applus+ IDIADA

Official Technical Service for European Homologation

components

Applus+ IDIADA has also a high level of international recognition even in non European countries: South America, Japan, Israel, Saudi Arabia, Gulf Countries, etc.

Applus+ IDIADA is able of carrying out tests according to standards valid for self-certification (USA, Canada, Australia)

Applus+ IDIADA

Engineering

Homologation

Proving ground testing

Testing facility design

IDIADA’s services

� Headquarters in Spain

Germany 60 p.

Ingolstadt MunichIlsfeldWolfsburg

Spain 810 p.

Applus+ IDIADA _ International presence

PolandPoznan

JapanTokyo

ItalyTurin

Czech Republic 100 p.

Mlada BoleslavLiberecHradec králové

KoreaSeoul

China 40 p.ShanghaiBeijing

UKLondonHinckley

ParisMulhouse

France

SwitzerlandGeneva

DetroitUSA

RussiaNizhny Novgorod

India 70 p.

New DelhiPune

Spain 810 p.

MalaysiaKuala Lumpur

Brazil 180 p.

Sao PauloCuritibaTatuí

TaiwanLu Kang –Taichung area

BeijingChongqing

TurkeyIstanbul

BarcelonaHeadquarters & Technical Centre

Madrid

Granada

Mojacar

Vigo

India 110 p.

Engineering

CAD / CAE

Testing

Homologation

Facility Management

Project Management

ThailandBangkok

Saudi ArabiaRiyadh

I/M Programs. Knowledge&International Technologies

01_ Applus+ IDIADA





06_ CITA



Air Quality: The need for Emissions Homologation

EU Air Quality Goals 1999/30/EC


Exposure Levels in the EU


Exceeding PM10 limits in Europe


Exceeding NO2 limits in Europe


01_ Applus+ IDIADA





06_ CITA



UNECE: WP.29: The need for Harmonization

Regulatory framework for new vehicle types as well as in-use inspection have been introduced for the different countries since first motor vehicles were driven in urban areas. At first the regulatory framework was National

Regulatory framework: Nationally or internationally?

OK

One of the actual society tendencies is the raising awareness about the protection for human health and the preservation of human and animals lives, as well as the safeguarding of the environment. Hence, this concern has led the authorities of regions and various international organizations to adopt administrative, financial and technical measures about it.

These technical measures affecting products or services usually take the form of laws, technical regulations, Directives (in case of the EU), provisions, etc..


Vehicle industry and car fleet started to develop (essentially after the IIWW)

• Appeared the necessity to establish rules for production, operation and use

Gaseous emissions of motor vehicles are one of the main contributors to air pollution which strongly affects the environment and the health of people

Appeared the necessity to implement acceptable limits for the exhaust

Why a World-wide regulatory framework for vehicles is needed?

• Appeared the necessity to implement acceptable limits for the exhaust emissions

Motor industry causes lots of accidents and negative effects to urban areas

• Appeared the necessity to establish standards to mitigate this effects

Regulatory framework: Nationally or internationally ?

Establishment of WP.29 in 1952 �� World HARMONIZED Regulatory Framework


The 1958 Agreement on vehicle regulations (1959): 131 Regulations constantly updated to technical progress

The 1997 Agreement on periodical technical inspections

WP.29 of UNECE is aiming at simplifying and harmonizing the international responsibility for road vehicle safety through its Agreements

The 1997 Agreement on periodical technical inspections

• (2001): Rule No. 1 on Emissions of pollutants

• Rule No. 2 for Roadworthiness

The 1998 Global (Parallel) Agreement on global technical regulations (2000): 12 regulations in force and other.. XX in draft ver sion

Since 2007, WP.29 is also considering fuel quality standards


Contracting parties


01_ Applus+ IDIADA





06_ CITA



Type Approval of Engine Emissions (EC/ECE)

Type Approval (Prototype level)

COP (Production level)

OK

Periodic Technical Inspection (In-use level)


The EWVTA of road vehicles is mandatory in whole EU members for their registration. It was first defined in EU Directive 70/156/EEC and its amendments. Actually there is Directive 2007/46/EC which derogates directives. The Directive define the Partial Approvals which are Technical Requirements about safety and environmental protection.

European Whole Vehicle Type Approval (EWVTA)

� There are two sources of legislation for Partial Approvals :

The European Union issuing EU Directives or EU Regulations (after 2007/46/EC). They are published in Brussels by the European Commission

The United Nations issuing UN/ECE Regulations . They are published in Geneva by the Economic Commission for Europe . They are annexes to the 1958 Agreemen t of harmonization on Vehicle Regulations

� The technical contents are identical or very similar, discrepancies may rise from administrative issues.


70/220/EEC related to the measures to be taken against air pollution by gases from positive-ignition engines of motor vehicles

72/306/EEC Diesel Smoke

77/537/EEC Diesel smoke for use in wheeled agricultural or forestry tractors

European Union Type Approval

77/537/EEC Diesel smoke for use in wheeled agricultural or forestry tractors

80/1268/EEC. CO2 emissions/fuel consumption

80/1269/EEC. Engine power of motor vehicles

88/77/EEC related to the measures to be taken against the emission of gaseous pollutants from diesel engines for use in vehicles

97/24/EC, Article 5. Measures to be taken against air pollution caused by two or three-wheel motor vehicles

97/68/EC Emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery


2000/25/EC Emission of gaseous and particulate pollutants by Diesel engines for agricultural or forestry tractors

2005/55/EC taken against the emission of gaseous and particulate

European Union Type Approval

2005/55/EC taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in HD vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in HD vehicles. Replaces 88/77/EEC

R(EC)715/2007 and R(EC)692/2008 Pollutant emissions from Light Duty vehicles (Euro 5 and Euro 6). Replaces 70/220/EEC, 72/306/EEC, 80/1268/EEC

R(EC)595/2009 and R(EC)582/2011 . Emissions from heavy duty vehicles Euro VI. Replaces 2005/55/EC


UNECE Type Approval

Regulation No. 15 Type Approval of vehicles equipped with a positive-ignition engine or with a compression-ignition engine with regard to the emission of gaseous pollutants. Method of measuring the power of positive-ignition engines. gaseous pollutants. Method of measuring the power of positive-ignition engines. Method of measuring the fuel consumption of vehicles (OBSOLETE)

Regulation No. 24 , visible pollutants and power measurement of Diesel Engines

Regulation No. 40 , Motorcycles emissions

Regulation No. 49 , Heavy Duty Diesel Engine emissions

Regulation No. 83 , Light Duty engine emissions. Replaces Regulation No. 15

Regulation No. 85 , Measurement of net power

Regulation No. 101 , CO2 emission/fuel consumption


Regulation No. 24 _ 72/306/CEE

Diesel Smoke

Scope of application: Vehicles with compression ignition engine

Regulation 24.03 (03 series of amendments) allows approvals of diesel engines for diesel smoke, measurement of engine power and installation of a previously approved engineapproved engine

New Regulations CE refer to Regulation ECE 24.03 for technical requirements

Requirements and specifications:

• Specifications concerning cold-start test devices

• Use of reference fuel

• Use of opacimeter with specified characteristics

• Test of Engine Power measurement regarding 80/1269/CEE or Regulation ECE No. 85 for specified limits of validation in the bench (Maximum power: +/- 2%, other points: +6%, -2%)



Diesel Smoke

Tests

• Tests at steady speeds over the full-load curve

� The opacity of the exhaust gases produced by the engine shall be measured with the engine running under full-load and at steady speed.

� A sufficient number of measurements will be carried out ranging between the maximum rated � A sufficient number of measurements will be carried out ranging between the maximum rated speed and the minimum rated speed. The extreme points of measurement shall be situated at the limits of the interval defined above and one point of measurement will coincide with the speed at which the engine develops its maximum power and the speed at which it develops maximum torque.

� For each of the engine speeds at which the absorption coefficient is measured, the nominal gas flow shall be calculated by means of the following formula:

� For each speed the Absorption coefficient shall not exceed the limit value of the following table:



Diesel Smoke



Diesel Smoke

Tests

• Tests under free acceleration

� The test shall be carried out on an engine installed on a test bench or on a vehicle.

� The free acceleration visible pollutants shall be measured with the engine in the maximum

rated speed and maximum power condition.

Similar to Periodic Technical Inspections (PTI) Standards

� The diagram below shows the six possible measuring points of the matrix and the range of power and speed governed by each point.

rated speed and maximum power condition.



Diesel Smoke

Tests

• Tests under free acceleration

Determination of the corrected value of the Absorption coefficient� Determination of the corrected value of the Absorption coefficient


Regulation No. 83 _ R(EC)715/2007 and R(EC)692/2008

Emissions from Light Duty vehicles

Scope of application :

• Euro 4: M1, N1 . (At the client’s request M2, N2 with MR ≤ 2840 kg)

• Euro 5, 6: M1, M2, N1 y N2 with MR ≤ 2610 kg (At the client’s request MR ≤ 2840 kg)

Main Dates of application :

New

01/01/2011(M1, N1 class I)

01/09/2010(N1 class II & III, N2)

01/01/2012(N1 class II & III, N2)

01/09/2009(M1, N1 class I)

01/09/2014(M1, N1 class I)

01/09/2015(N1 class II & III, N2)

01/09/2015(M1, N1 class I)

01/09/2016(N1 class II & III, N2)

EURO V

EURO VI

New TypeNew

Registration




Tests and requirements:

• Type I: tailpipe emissions at ambient conditions

• Type II: CO at idle speed (0,3% instead 3,5%)

• Type III: crankcase emissions

• Type IV: evaporative emissions• Type IV: evaporative emissions

• Type V: durability of antipollution devices (80.000 to 160.000 km)

• Type VI: emissions at low temperature

• On Board Diagnostics (OBD) (including NOx for EU5+)

• Roadworthiness test (0,2% at 2000+ and 0,97 < lambda < 1,03)

• COP & “in-use” (0 & 100.000 km)

• IUPR (EU5+)

• Access to vehicle OBD and repair and maintenance information

Regulations CE refer to Regulations ECE 83, 24, 85, 101, … for technical requirements




Operating cycle for the Type I Test




Emission Limit Euro 3 & Euro 4

Euro 3

Euro 4



Emission Limit Euro 5 & Euro 6

Eur

o 5

Eur

o 6



Emission Standard Evolution



Emissions from Heavy Duty vehicles

(At the client’s request MR ≤ 2610 kg

Scope of application :

• Euro 4 : C.I or gas vehicles, except M1 with a technically p ermissible maximum laden mass less than or equal to 3,5 tons

• Euro 5, 6 : C.I or gas vehicles M1, M2, N1 y N2 with MR ≥ 2610 kg and M3, N3

Main Dates of application :

New TypeNew

Registration

EURO V

EURO VI

01/10/2009

31/12/2013

01/10/2008

31/12/2012

(At the client’s request MR ≤ 2610 kg of an incomplete vehicle) (At the client’s request MR ≥ 2380 kg if also meet requirements of CO2 and fuel of R(EC)715/2007)




Euro III, IV, V :

• Test cycles: ESC, ELR, ETC

• Limit values

E III

E IIIE IVE V

E III

E IVE V




Euro III, IV, V :

• Sequence of ESC (European Steady-state Cycle) Test 13-Mode

where the engine speeds A, Band C shall be calculated asfollows:follows:

with:

nhi = 0.70 x P(n)

nlo = 0.50 x P(n)

P(n) = declared maximum net power




Euro III, IV, V :

• Sequence of ELR test

European Load Response (Diesel Smoke)

• Sequence of ETC test

European Transient Cycle

where the engine speeds A, B and C shall be calculated as before




Euro VI :

• Test cycles: WHSC, WHTC

• Limit values




Euro VI :

• Sequence of WHSC (WorldHarmonized Steady State Cycle)

• Sequence of WHTC (WorldHarmonized Transient Cycle)

Type Approval of Engine Emissions (EC/ECE)Euro Directive New Type

ApprovalNew Registration

Limit values [g/kWh] Tests

E 0 88/77/CEE 01/07/1988 01/10/1990 CO HC NOx11,2 2,4 14,4

- Cycle 13 modes- Speed: idle, intermediate, rated

E I 91/542/CEE96/1/CE

01/07/1992 01/10/1993 CO HT NOx PT4,5 1,1 8 0,36

E II 01/10/1995 01/10/1996 CO HT NOx PT4,0 1,1 7 0,15

E III 1999/96/CE2001/27/CE

01/10/2000 01/10/2001 ESC, ELR (C.I Engines)CO HC NOx PT H*2,1 0,66 5,0 0,1 0,8ETC (P.I Engines)CO HC CH4 NOx PT5,45 0,78 1,6 5,0 0,16

- ESC, ELR and ETC cycles - Speed; A, B, C

5,45 0,78 1,6 5,0 0,16

E IV 2005/55/CE2005/78/CE2006/51/CE2008/74/CE

01/10/2005 01/10/2006 ESC, ELR (C.I Engines)CO HC NOx PT H*1,5 0,46 3,5 0,02 0,5ETC (All)CO HC CH4 NOx PT4,0 0,55 1,1 3,5 0,03


E V 01/10/2008 01/10/2009 ESC, ELR (C.I Engines)CO HC NOx PT H*1,5 0,46 2,0 0,02 0,5ETC (All)CO HC CH4 NOx PT4,0 0,55 1,1 2,0 0,03


E VI R(CE)595/2009R(CE)582/2011R(UE)64/2012

31/12/2012 31/12/2013 WHSC (C.I Engines)CO THC NOx NH3 Pm Pn1,5 0,13 0,410ppm 0,018·1011

- WHSC and WHTC cycles


01_ Applus+ IDIADA





06_ CITA



Periodic Technical Inspection (PTI)

After a vehicle type has been approved and the mass production is controlled by the Administration in the annual COP, the vehicles are sold

and used by the owners.

Periodic Technical Inspections necessity

The Periodic Technical Inspection, PTI aims to check the continuous compliance of minimum requirements during the whole useful life of

each vehicle

The failure results of the inspections provide good and objective evidence of the need for enforcement of periodical inspection controls

There is need for periodical technical inspections?

Periodic Technical Inspections from the NETHERLANDS (July-October 2006)


→Failure rates grow with vehicle age

Periodic Technical Inspections for heavy goods vehicles in BRITAIN (2002 - 2006)


→Failure rates over a spread of years do not show vehicles becoming more reliable and durable

Conclusion: Roadworthiness enforcement is still needed and needs to become more effective


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06_ CITA



CITA

International Motor Vehicle Inspection Committee (CITA)

CITA is the most important organization involved World-Wide in roadworthiness inspections of in-service vehicles.

CITA began its work after the Agreement Geneva 1958 concerning the Adoption of Uniform Technical Prescription for Wheeled Vehicles.

CITA is the international association of all stakeholders involved in the PERIODIC TECHNICAL INSPECTION (PTI) of vehicles in use.

Members of CITA are Governments, Public Agencies and Private Operators.

CITA members carry out more than 250 million inspections per year

General Assembly

Work Topic Areas

SECR

RAGs

RAG Europe

COUNCIL

Bureau Permanent

Governance

Executive

Projects

CITAOPERATIONAL STRUCTURE (New working Arrangements si nce 2010)

Advisors

RETARIAT

RAG Asia/Australasia

RAG North America

1. Safety Systems

2. Environmental Protection Syst.

3. Standardized Inspect. Outcomes

4. Continuous Compliance

5. Information Systems

RAG Central & South America

TEGs WGs&

ECS

Database

Emissions

.....

WG 2 & 3 Wheelers

CITA

Membership Evolution

5660

64

7073

78

91

106

117113

117

123 122

60

70

80

90

100

110

120

130

Members

Full Members Corporate Member Affiliated Ass ociations Provisional Members

Affiliated Non-Associations Vehicle Industry

Governmental, non-profit, profit, VI services and V I equipment organizations

43

51

56

30

40

50

60

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Year

CITA

Members

- Algeria - Ivory Coast- Tunisia- South Africa

- China- Israel- Japan- Lebanon- Malaysia- New Zealand

- Andorra- Austria- Belgium- Croatia- Czech Republic- Denmark- Estonia- Finland- France- Germany- G. D. Luxemburg- Greece- Hungary- Iceland

- Argentina- Brazil- Chile- Colombia- Costa Rica- Paraguay

Africa: 4 America: 7 Asia/Australasia : 11

Europe: 32

- New Zealand- Rep. South Korea- Saudi Arabia- Singapore- UAE (Dubai)- Vietnam

- Iceland - Ireland- Italy- Kosovo- Latvia- Lithuania- The Netherlands- Portugal- Poland- Romania- Russia- Slovak Republic- Slovenia- Spain- Sweden- Switzerland- Turkey- United Kingdom- Ukraine

- Paraguay- USA

- Illinois- New York- North Carolina- Pennsylvania- Utah

Total: over 50 countries

CITA

Activities

Services

Conferences

Seminars

Working Groups

Regional Advisory Groups

Products

Recommendations

Questionnaires

Study reports

Publications Regional Advisory Groups

Project management

Research studies

Project resources research

Queries & surveys

Future+

Publications

- CITA News

- CITA Flash

- Ad-hoc

Library

Website

Future+

CITA

Nr 1 Inspections Items for Motor Vehicles

Nr 2 Public Service Vehicles

Nr 3 Features for Measuring Equipment

Nr 4 Reference decisions. In-use vehicles with technical modifications

Nr 5 Inspections of Motorcycles. Items to be Inspected

To encourage standardization and as Best Practice Guidelines, CITA issues various Recommendations

CITA’s Publications

Nr 6 Inspections on Installations & Operation of LPG Equipment

Nr 7 Inspection Station Equipment

Nr 8 Brake Testing of Heavy Vehicles & Cars

Nr 9A Quality Systems. Independent Road Vehicle Inspection bodies not undertaking related Activities

Nr 9B Quality Systems. Independent Road Vehicle Inspection Bodies under Direct Supervision of a Designated Authority

Nr 10 Now covered under R1, 2, 5 and 11

Nr 11 Roadside inspection Items, Methods & Reasons for Rejection

Nr 12 Verification of Road Speed Limiter Systems

Nr 13 Quality Measurement Methods for Vehicle Inspection

Nr 15 European Database for PTI Purposes

Nr 17 Roles of supervising bodies for vehicle inspection operators under CITA recommendation 9B


At regular intervals CITA sends out Questionnaires to its members to gather and update information and data about vehicle inspection related issues

1. General

2. Brake testing

3. Quality

4. Emission testing – Petrol vehicles


4. Emission testing – Petrol vehicles

CITA News & CITA Flash inform members about the meetings of the Bureau Permanent, its activities on EU and UN level, the activities of the different Working Groups, etc.

CITA

Recognition

• By the EU Commission and the UN/ECE as an expert on in-use vehicle

Relationship between UNECE-WP.29 and the EU

expert on in-use vehicle inspections

• Official observer with a consultative Status, category II for the UN/ECE

CITA

Meetings

Relationship between UNECE-WP.29 and the EU

On current and new Directives and Regulations movements:

• EU Commission, Directorate for Transport and Energy

• EU, Technical Adaptation Committee for Technical Progress

• UN/ECE, WP29

Documents

Advice

Assistance

Research

Propose suggestions and draft texts for discussion:

• New Directives and Regulations

• Amendments to Directives and Regulations

CITA

I/M Programs. World-wide Regulation

CITA’s Recommendations are the basis for the International and National Regulations


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06_ CITA



UN 1997 Agreement

Thanks to UN Rules annexed to the UNECE 1997 Vienna Agreement, inspection specifications are increasingly being harmonized and set internationally

In 1997 it was considered that fixing a minimum level of environmental performances of heavy duty vehicles in use was useful in order to facilitate the

Agreement Concerning the Adoption of Uniform Conditions for Periodical Technical Inspections of Wheeled Vehicles and the Reciprocal Recognition of such Inspection

performances of heavy duty vehicles in use was useful in order to facilitate the intra-European traffic of commercial vehicles. Although European Union decided not to become Contracting Party.

Technical UN Rules for vehicle inspection have been annexed to he Agreement, with the technical contribution of WP.29 participants and in particular of the International Motor Vehicle Inspection Committee (CITA)

UN Rules may be considered as useful by countries which wish to introduce, in their national legislation, a periodic inspection system based on international expertise.

UN 1997 Agreement

Contracting Parties

UN 1997 Agreement

Rule 1Emissions

Rule 2Safety

UN 1997 Agreement

Addendum 1: Rule No. 1

UNIFORM PROVISION FOR PERIODICAL TECHNICAL INSPECTI ONS OF WHEELED VEHICLES WITH REGARD TO THE PROTECTION OF T HE ENVIRONMENT

Vehicle Categories Inspection Intervals

Passenger-carrying motor vehicles: M2 above 3.500 kg

One year after the first registration and annually thereafter for vehicles vehicles: M2 above 3.500 kg

and M3

Good vehicles: N2 and N3

and annually thereafter for vehicles registered in countries where all relevant UNECE Regulations or EU Directives do apply for type approval. For countries not doing so, an inspection is required on first registration.

based on Recommendation no. 1


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06_ CITA



EU Directives

(European Commission – Directorate General Transport and Energy, Inland Transport, Road Safety Unit)

Compulsory legislation for EU Members

European Commission EC-DGTREN

Periodic Technical Inspections (PTI) Roadside Inspections (RSI)

EC Directive

Rec

omm

enda

tion

no. 1

Recom

mendation

no. 11Inspections (PTI)

2010/48/EU

amending2009/40/EC

replaces 96/96/EC(26th June 2009)

Roadside Inspections (RSI)

2010/47/EU

amending2000/30/EC

Rec

omm

enda

tion

no. 1

Recom

mendation

no. 11

This regulatory framework can be complemented by stronger national requirements

EC Directive define the MINIMUM ISPECTION REQUIREMENTS in the EU members

EU Directives

COMMISSION DIRECTIVE 2010/48/EU of 5 July 2010 adapting to technical progress Directive 2009/40/EC of the European Parliament and of the Council on roadworthiness tests for motor vehicles and their trailers

Category of Vehicle Frequency of Tests

1. Motor vehicles used for the carriage of passengers and withmore than eight seats, excluding the driver's seat. (M2 and M3)

One year after the date on which the vehicle was firstused, and thereafter annually.

2. Motor vehicles used for the carriage of goods and having a One year after the date on which the vehicle was first

Directive 2010/48/EU (PTI stationary inspections)

2. Motor vehicles used for the carriage of goods and having amaximum permissible mass exceeding 3.500kg. (N2 and N3)

One year after the date on which the vehicle was firstused, and thereafter annually.

3. Trailers and semi-trailers with a maximum permissible massexceeding 3.500kg. (O3 and O4)

One year after the date on which the vehicle was firstused and thereafter annually.

4. Taxis, ambulances.One year after the date on which the vehicle was firstused, and thereafter annually.

5. Motor vehicles having at least four wheels, normally used forthe road carriage of goods and with a maximum permissible massnot exceeding 3.500kg, excluding agricultural tractors andmachinery. (N1)

Four years after the date on which the vehicle was firstused, and thereafter every two years .

6. Motor vehicles having at least four wheels, used for thecarriage of passengers and with not more than eight seatsexcluding the driver's seat. (M1)

Four years after the date on which the vehicle was firstregistered, and thereafter every two years .

The technical requirements are set out thanks to the CITA Recommendation No. 1

EU Directives

COMMISSION DIRECTIVE 2010/47/EU of 5 July 2010 adapting to technical progress Directive 2000/30/EC of the European Parliament and of the Council on the technical roadside inspection of the roadworthiness of commercial vehicles circulating in the Community

EU Directive 2010/47 (Roadside random inspections)

Category of Vehicle

The technical requirements are set out thanks to the CITA Recommendation No. 11

1. Motor vehicles used for the carriage of passengers and with more thaneight seats, excluding the driver's seat. (M2 and M3)

2. Motor vehicles used for the carriage of goods and having a maximumpermissible mass exceeding 3.500kg. (N2 and N3)

3. Trailers and semi-trailers with a maximum permissible massexceeding 3.500kg. (O3 and O4)

Directive 2010/48/EU (PTI: CITA Rec.1)

CITA Recommendation 1

Inspection of vehicles in categories M, N and OItems to be inspected during periodic inspection

Adoption date: 4 May 2011

8.1 Noise

8.2 Exhaustemissions

Petrol

Diesel

8.3 Electromagneticinterference supresssion


“Minor Defects” (MiD) no significant effect on the safety of the vehicle. The vehicle does not have to be re-examined

“Major Defects” (MaD) may prejudice the safety of the vehicle. Further use of the vehicle without repair is not allowed

“Dangerous Defects” (DD) constitute a direct and immediate risk to road safety such that the vehicle should not be used on the road under any circumstances

Assessing of defects

such that the vehicle should not be used on the road under any circumstances

Roadside Technical Inspection vehicles in SWEDEN (2005)

→nearly 40% of vehicles inspectedon the roads in Sweden haveeither dangerous ormajor faults

8.2 Exhaust emissions

Petrol engine emissions

Item Method Principal reasons for rejectionDefect categorisation

MiD MaD DD

Exhaust emission control

Visual inspection

(a) Emission control equipment fitted by the manufacturer

(b) Leaks which would affect

X X

X


equipment(b) Leaks which would affect

emission measurementsX

Gaseous Emissions

Measurement using an exhaust gas analyser in accordance with the requirements

(a) Specific levels(b) CO emissions(c) Lambda(d) OBD

XXXX

Requirements are laid down by type-approval requirements at the date of first registration or first entry into service as well as retrofitting obligations or national legislation of the country of registration

CITA: Recommendation no.1

If the exhaust emissions are not controlled by an advanced emission control system such as a three-way catalytic converter that is lambda-probe controlled:

After a reasonable period of engine conditioning (taking account of manufacturer’s recommendations) the carbon monoxide (CO) content of the exhaust gases is measured when the engine is idling (no load) .

8.2 Exhaust emissions_Petrol engine emissions

Gaseous emissions

Reasons for rejection :Reasons for rejection :

(a) Gaseous emissions exceed the specific

levels given by the manufacturer

(b) If this information is not available, the CO emissions exceed,

– 4,5% vol , vehicles registered before 1 October 1986

– 3,5% vol , vehicles registered after 1 October 1986

CITA: Recommendation no.1

If the exhaust emissions are controlled by an advanced emission control systemsuch as a three-way catalytic converter that is lambda-probe controlled:

Determination of the efficiency of the vehicle’s emission control system by measuring the lambda value and the CO content of the exhaust gases. For each of the tests the engine is conditioned in accordance with the vehicle manufacturer’s recommendations.

• % CO at engine idling speed (no load)


Gaseous emissions

• % CO at engine idling speed (no load)

• % CO & lambda value ( λ) at high idle speed (no load) �� at least 2000 min -1

Alternatively, for vehicles equipped with on-board diagnostic systems, the proper functioning of the emission system can be checked by appropriate reading the OBD device .

Equipment:

A garage-type non-dispersive infrared (NDIR) analyzer. A probe in the tailpipe is introduced.

Principal reasons of rejection:

• (a) Gaseous emissions exceed the specific levels given by the manufacturer

• (b) If this information is not available, the CO emissions exceed,

– at engine idle: 0,5% vol– at high idle: 0,3% vol

– at engine idle: 0,3% vol



before Euro 3 limit of emissions

Since Euro 3 limit of emissions or – at engine idle: 0,3% vol– at high idle: 0,2% vol

• (c) Lambda outside the range 1+/- 0.03 or in accordance with the manufacturer’s specification

• (d) OBD readout indicating significant malfunction

Since Euro 3 limit of emissions or vehicles registered after 1 July 2002


• (c) Lambda value ( λ)

� Lambda is the ratio of O2 available to the Combustion Process vs. the combustion demand for O2 to attain complete oxidation.

� Lambda is equal to 1 when O2 and combustible demand for O are in balance, the perfect stoichiometric point, so



for O2 are in balance, the perfect stoichiometric point, so there is not excess of air as a combustion product.

� At this point Air/Fuel ratio is 14,71 kg air/ 1 kg fuel , for Gasoline combustible.

� Lambda/oxygen sensor measures the residual concentration of O2 in combustion exhaust gases.

Lambda sensor


• (c) Lambda value ( λ)

� Catalytic converters are designed to work best when the exhaust gases passing through them are the result of nearly perfect combustion, λ = 1



λ = 1 Stoichiometric Mixture (14,7:1)

λ < 1 Rich Mixture

λ > 1 Lean Mixture


Diesel engine emissions


MiD MaD DD


Visual inspection (a) Emission control equipment fitted by the manufacturer

X X

X


control equipment

manufacturer(b) (b) Leaks which would

affect emission measurements

X

Opacity

(for vehicles registered or put into service after 1 January 1980)

Exhaust gas opacity to be measured during free acceleration (no load from idle up to cut-off speed) with gear lever in neutral and clutch engaged

(a) Manufacturer’s plate on the vehicle

(b) Opacity levels (Absorption coefficient, m-1)

XXXX

8.2 Exhaust emissions_Diesel engine emissions

Opacity


Vehicle preconditioning

• (1) Vehicles may be tested without preconditioning although for safety reasons checks should be made that the engine is warm and in a satisfactory mechanical condition

• (2) Precondition requirements:

Engine shall be fully warm

� Oil temperature measured by a probe in the oil level dipstick tube to be at least 80ºC, or normal � Oil temperature measured by a probe in the oil level dipstick tube to be at least 80ºC, or normal operating if lower

� If this measurement is impractical, the establishment of the engine’s normal operating temperature may be made by other means, for example by the operation of the engine cooling fan

Exhaust system shall be purged by at least 3 acceleration cycles or by an equivalent method

Test procedure

• (1) Engine and any turbocharger fitted, to be at idle before the start of each free acceleration cycle. For HD, this means waiting for at least 10 sec after the release of the throttle.

• (2) To initiate the cycle, the throttle pedal must be fully depressed


Opacity


quickly and continuously (in less than 1sec) but not violently, so as to obtain the maximum delivery from the injection pump.

• (3) During each cycle, the engine shall reach cut-off speed or, for vehicles with automatic transmissions, the speed specified by the manufacturer.

• (4) Vehicles shall only be failed if the arithmetic means of at least the last 3 cycles are in excess of the limit value . This may be calculated by ignoring any measurement that departs significantly from the measured mean. Member States may limit the number of test cycles.

• (5) To avoid unnecessary testing, Member States may fail vehicles which have measure values significantly in excess of the limits after less than 3 cycles. Equally, MS may pass vehicles which have measured values significantly below the limits after 3 cycles.

opacimeter


• (a) The level of concentration (Absorption coefficient) must not exceed the level recorded on the plate pursuant to Directive 72/306/EEC or Regulation No. 24

• (b) Where this information is not available or requirements do not allow the use of reference values,

for naturally aspirated engines:

– 2.5 m-1



– 2.5 m-1

for turbo-charged engines:

– 3.0 m-1

since Euro 4 limit of emissions for Light Duty Vehicles

since Euro IV limit of emissions for Heavy Duty Vehicles

for vehicles registered after 1 July 2008 if compliance with limits is not possible

– 1.5 m-1

Requirements are laid down by type-approval requirements at the date of first registration or first entry into service as well as retrofitting obligations or national legislation of the country of registration

Directive 2010/47/EU (RSI: CITA Rec. 11)

Recommendation no. 11 covers all M, N and O vehicle categories.

The items to be inspected are those that can be carried out at the roadside with or without the use of equipment, and without the use of tools to dismantle

CITA Recommendation 11

Items to be inspected at the roadside, methods of inspection and principal reasons for rejection

equipment, and without the use of tools to dismantle or remove any part of the vehicle.

Items that may only be checked by the use of equipment have been marked with an (E)

The use of equipment is not mandatory during roadside inspections. However it will enhance the quality of inspections and where possible, it is recommended






MiD MaD DD


Visual inspection

(a) Emission control equipment fitted by the manufacturer

(b) (b) Leaks which would affect

X X

control equipment

(b) (b) Leaks which would affect emission measurements

X

Gaseous Emissions(E)

Measurement using an exhaust gas analyser in accordance with the requirements

(a) Specific levels(b) CO emissions(c) Lambda(d) OBD(e) Remote sensing

measurement showing significant non-compliance

XXXX




MiD MaD DD



X X

X


equipment (b) (b) Leaks which would affect emission measurements

X

Opacity(E)

(for vehicles registered or put into service after 1 January 1980)

Exhaust gas opacity to be measured during free acceleration (no load from idle up to cut-off speed) with gear lever in neutral and clutch engaged

(a) Manufacturer’s plate on the vehicle

(b) Opacity levels(c) Remote sensing

measurement showing significant non-compliance

XXXX

Specimen Technical Roadside Inspection Report incorporating a Check-list


CITA Rec. 5 (Motorcycles)

Inspection of vehicles in category L

Items to be inspected in inspection stations


8.1 Noise

8.2 Exhaustemissions

Petrol

Diesel

8.3 Electromagneticinterference supresssion

8.4 Other items related to the environment


MiD MaD DD


Exhaust emission control equipment



X X

X

Gaseous Emissions

Not in accordance with regulations 1/ X


CITA Rec. 5 (Motorcycles)

Exhaust emission control equipment



X X

X

Opacity Not in accordance with regulations 1/ X

Other items related to the environment

Visible smoke

Visual examination

Excessive smoke likely to obscure vision X X

Fluid leaks Visual examination

Any excessive fluid leak likely to harm the environment or to pose a safety risk to other road users.

X X

1/ ‘regulations’ means the relevant national or international requirements specified in national legislation.






I/M Tests Standards (Comparative Study)

The objective of I/M test is to ensure that the vehicle is still able to circulate (still roadworthy) and is necessary to perform shorter and extremely cheaper tests on I/M programs, I/M tests are simpler and less restrictive than TA-Tests (Type Approval Tests)

Comparison between the different Emissions I/M Tests Standards

Gasoline

Diesel


It is performed under no load conditions and pollutant measurement is performed on concentration units over raw exhaust gas .

The test is done at idle speed and/or higher engine speed (2000 – 3000 r pm) and its transmission in neutral position

The test duration is about 30 sec in case of single idle speed test and up to about 5 minutes if it is a two-speed test (Two Speed Idle Test, TSI)

1.- Idle/Fast Idle Test_TSI(Two Speed Idle Test) Gasoline

5 minutes if it is a two-speed test (Two Speed Idle Test, TSI)

Emissions analyzer: A garage-type non-dispersive infrared (NDIR) analyzercapable of measuring CO, HC and CO 2 concentrations . A probe in the tailpipeis introduced.

Disadvantages

• It is not able to detect defects related to high emissions on catalyzed vehicles (oxygen sensor failure or low catalyst efficiency)

• It is not able to detect the performance of the injection system during transient engine operation

• As the test is done with no load, NOx emissions are negligible.


The air/fuel mixture is usually known as lambda value. In catalyzed vehicles, Lambda value should be close to the stoichiometric air/fuel ratio (14.7/1) in order to allow a good catalyst performance . The lambda value is controlled by different oxygen sensors on the exhaust system.

In case of a malfunction of these sensors the mixture preparation would not be correct and the catalyst would not be able to work properly causing a high

2.- Idle/Fast Idle Test with lambda test Gasoline

increase in the emissions.

To cover catalyst equipped cars, Idle test can be improved with a lambda test.

Disadvantages

• It is not able to detect the performance of the injection system during transient engine operation

• As the test is done with no load, NOx emissions are negligible.


Acceleration simulation mode is a Steady-State loaded test with pollutant concentration measurement. The dynamometer is adjusted so that a certain speed and certain constant energy absorption (load) are obtained. The load and speed conditions are maintained during some time (usually 30 seconds) to allow the vehicle and the engine to reach a completely stabilized regime .

The most usual test conditions for speed/load factors are:

3.- ASM test (Acceleration Simulation Mode) Gasoline

• High load / Low speed (50/15)

• Moderate load / Moderate Speed (25/25)

The main difference with idle tests is that ASM is a load test and so NOx measurements are possible. Cut points for HC, CO and NOx are used.

Disadvantages

• No transient cycles are simulated. A concentration reading is supposed to be representative of the stabilized regime emissions.


Introduction of the ASM test in Chile in September 2008

3.- ASM test (Acceleration Simulation Mode) Gasoline


Different transient tests were developed in USA since the decade of 1970’s in order to find tests with a good correlation with FTP (Federal Tests Procedures) at an affordable cost.

This test is similar to FTP75 but it is performed with a shortened 240 secondscycle as the one represented in the following graph:

4.- IM240 Gasoline

IM240 is a transient-load test so NOx measurement is possible and transient phase’s emissions are considered. This method is the same applied on TA-tests and so it is possible to obtain a good correlation with them. But it is expensive .


As the test is performed on a real pattern circulation cycle, it is possible to obtain fuel consumption values which can be used to compare vehicle fuel with standards

There are different Transient loaded tests related to IM240:

4.- IM240 Gasoline

• VMASSTM

• IM93/CT93

• IM147

5.- VMASSTM

• It allows a mass emission measurement with cheaper analysis elements than usual CVS techniques and also allows the use of simpler dynamometers.

• Several studies found a good correlation between VMASS based tests and IM240

• It is used in New York I/M system (NYTEST)


It is performed without dynamometer . The vehicle in neutral position is rapidly accelerated to its maximum regime.

Engines that have been tampered or that have defects in the fuel or air intake systems will emit an initial puff of dark smoke when snapped.

In this test pollutant emissions are not directly measured but are estimated by measuring opacity (as the resistance opposed by the gases to be crossed b y

6.- Snap-Idle Opacity Test (SAE J1667) Diesel

measuring opacity (as the resistance opposed by the gases to be crossed b y a light beam ) in m-1 units .

it should be considered that some old engines can be damaged because of the fast acceleration, thus engine’s temperature and oil level are checked before the test in order to minimize risks

Disadvantages• In old mechanically controlled Diesel engines there was a clear correlation between exhaust

opacity and the concentration of different pollutan ts . This relation is no longer existent in modern Diesel engines fitted with a particles filter, but while different direct particulate matter (PM) measurement are under development, it is still the most common test for Diesel vehicles .


It is similar to SAEJ1667 but on a loaded condition . The test is performed on a dynamometer were the vehicle will be driven to its maximum speed on an unloaded condition. Once the maximum speed is reached the load absorption of the dynamometer is increased up to the moment when the speed falls to 80% of the initial one in wide open throttle condition.

Disadvantages

7.- Lug-Down Test Diesel

• The same as in Snap-Idle Opacity Test (SAE J1667)


OBD is continuously checking the vehicle emissions and the emissions control systems. If high emissions or any emission related malfunction is detected, the OBD connects a MIL (Malfunction Indication Lamp) in the dashboard and registers a trouble code (DTC: Diagnostic Trouble Code) on the main central unit.

Since its use is mandatory since 1996 (in the United States) and the system is fully standardized, OBD checking is an inexpensive and convenient way to check

Alternative Technologies

On-board Diagnostics (OBD): Use in I/M Programs

fully standardized, OBD checking is an inexpensive and convenient way to check vehicle emissions status on I/M programs.

The use of OBD offers different inspection possibilities, from a MIL (Malfunction Indication Lamp) checking on roadside inspections, to the DTC (Diagnostic Trouble Code) reading by means of a diagnosis system on inspection centers


Remote sensing devices (RSD’s) enables the exhaust emissions of a motor vehicle to be measured as the vehicle passes by on the road. No dispersive infrared (IR) spectroscopy is used to measure concentrations of CO and HC while dispersive ultraviolet (UV) spectroscopy is used to measure NOx. The system measures the ratio of each pollutant to the emissions of carbon monoxide.


Remote Sensing Device (RSD)


When remote sensing was initially applied it was suggested that this technology would replace traditional I/M testing in some years. Several studies found that RSD’s was not able to replace traditional testing as its results are highly dependent on driver’s behavior and on road, traffic and atmosphere conditions, nevertheless it was also found that the system could provide extremely useful


Remote Sensing Device (RSD)

information in order to supplement station-based inspection.

Although it is not possible to use RSD for a fully automatic inspection, the system provides a quick and relatively cheap way to perform general analysis about the emission behavior of the vehicle fleet on a certain area. This information can be used to improve the I/M program design.

Technology trends of I/M Tests in E.U & U.S

E.U: According to Directive 2010/48/EU gasoline vehicles receive Two Speed Idle Test with lambda test (λ for catalytic converter vehicles)

U.S: According to Clean Air Act (1990) U.S.EPA promotes the use of different I/M levels (basic, low enhanced and enhanced) for the different states according to their air quality index.For basic and low enhanced I/M levels, the most common tests are

Spark-Ignition Vehicles (Petrol Engine )

Idle and two speed idle. In some states where air quality is not a concern some vehicles are not inspected according to a tailpipe test and only visual inspection is applied. In the case of enhanced programs, the U.S.EPA tried initially to promote IM240 testing in all cases but in year 2000 ASM testing was accepted as an alternative. ODB (On Board Diagnosis) was also accepted for 1996 and newer vehicles and now it is being used on an increasing number of States because its simplicity and convenience. To perform tailpipe analysis some states complement it with the use of RSD.


Diesel vehicles are more common in Europe than in United States. While in Europe in 2005, Diesel vehicles accounted for about 30% of the total passenger vehicles fleet, and on new vehicle registration Diesel engines account for more than 50%, use of Diesel passenger vehicles in US is almost negligible.

Compression-Ignition Vehicles (Diesel Engine )

E.U: According to Directive 2010/48/EU Diesel vehicles (passenger cars and also Heavy Duty) receive Snap-Idle Opacity Test (SAE J1667)

U.S: The inspection test applied in U.S. to Diesel vehicles depends on the state. Usually most of the states do not apply specific testing for diesel light vehicles. In the case of Heavy Duty Vehicles in most of the cases the tests used are Snap-Idle Test (SAE J1667) or Lug-down test).


Emission testing for motorcycles, scooters, mopeds, and 3 wheelers had received little attention in western countries because these vehicles represented a small part of the total fleet. The most significant emissions of these vehicles are carbon monoxide (CO) and hydrocarbons (HC). Nitrogen Oxides (NOx) emissions tent to be low.

Two and three wheelers (Motorcycles )

E.U: Two and three wheelers inspection is not mandatory on a European basis, not mandatory on a European basis, nevertheless countries are able to develop its own specific legislation to control emissions from these vehicles. In Spain idle test with CO measurement is being introduced for four-stroke two wheelers.

U.S: According to US.EPA, only one U.S. state, Arizona, required motorcycles to participate in the I/M program in 2003. National requirements in Germany

Emission test for motorcycles > 50cc






IDELSY Project

Founded by the European Commission with CITA working groups

Duration of the project: from 1/01/2004 until 1/12/2005

The target of this project is to improve the existi ng 96/96/EC Regulation for solving the new vehicle technology, which is more a nd more electronically

Initiative for Diagnosis of Electronic Systems in Motor Vehicles for PTI

solving the new vehicle technology, which is more a nd more electronically controlled and relevant for the road safety while p roceeding PTI.

An early diagnostic on detection of malfunctions or worn parts prevents accidents and reduces injuries. Therefore, scan tools and test procedures have been developed to address these problems. It was proposed that these tools should be used in the course of periodic vehicle inspections in order to verify the functionality and safety of electronic control units, of electronic components and electronic systems during their life cycle on the road.

Legal regulations already exist with regard to the design and integration of OBD systems in the regular monitoring of exhaust gas emissions (in Germany - AU).

AUTOFORE Project

The purpose of the AUTOFORE project is to recommend improvements in roadworthiness enforcement in the European Union to ensure that the benefits accruing from the original design and manufacture of vehicles are retained, where justified, throughout the life of those vehicles.

Founded by the DGTREN - European Commission and CITA which lead the study.

Study on the Future Options for Roadworthiness Enforcement in the European Union

Founded by the DGTREN - European Commission and CITA which lead the study.

The study makes the following recommendations

• Rec. 1 - Amend Directive 96/96/EC to increase the frequency of inspection for older vehicles of categories 5 and 6, as defined in the Directive.

• Rec. 2 - Amend Directive 96/96/EC to include the examination of safety relevant electronic systems that are already widely fitted (airbags, ABS and ESC).

• Rec. 3 - Amend the scope of Directive 96/96/EC to include two-wheeled motor vehicles (international categories L1 and L3).

• Rec. 4 - Undertake a new study AUTOFORE 2 by 2020. Undertake further work to develop methods of improving compliance and proposals for further harmonization of European roadworthiness standards.

TEDDIE Project

Preamble : Chapter 11 of EU Directive 2010/48/EU

• (11) Further works needs to be done in field of developing alternative test procedures to check the maintenance condition of diesel driven vehicles, particularly concerning NOx and particulates taking into account new emission after-treatment system.

Founded by the European Commission in 2011 and coor dinated by CITA

Inspection of low emission vehicles

Founded by the European Commission in 2011 and coor dinated by CITA

The objective of TEDDIE was to define new test procedures and equipment for measuring emissions of nitric oxide (NO), nitrogen dioxide (NO2) and particulate matter (PM) from diesel vehicles during periodic technical inspection (PTI).

• To investigate new measurement devices for particle mass and NO/NO2-ratio

• to evaluate if OBD capable via MIL or storing DTCs to identify PM emissions above the given limits

• Limits: type approval = 5 mg/km in NEDC, OBD threshold = 50 mg/km

• To identify reliable and effective methods of emission testing

TEDDIE Project

Vehicles prepared with defects of the exhaust emiss ion system:

• Defects of particle trap (DPF)

• Defective/damaged/aged SCR

• Manipulated crankcase breather

• Defective air mass flow sensor






I/M World-wide (Other Areas in the World)

Homologation Authority

• Approval Body: MLIT (Ministry of Land, Infrastructure and Transport)

• Technical Service: NTSEL (National Traffic Safety and Environment Laboratory)

PTI Authority: NAVI (National Agency of Vehicle Inspection)

JAPAN

PTI Authority: NAVI (National Agency of Vehicle Inspection)

PTI is mandatory throughout Japan

Pollutant emission control:

• CO/HC in idling (Gasoline)

• Opacity (Diesel)

• Visual check of exhaust devices


Process Renewal Inspections

• Approval Bo

JAPAN


All automobile owners in territory of Russia are obliged to pass PTI

• On January, 1st, 2012 the Federal law № 170, defining new rules of passage of checkup of vehicles in the Russian Federation has come into force.

RUSSIAN FEDERATION

Russian Federation is contracting party of the 1997 Agreement since January 2001

Ministry of Transport of the Russian FederationMinistry of Transport of the Russian Federation


Bharat stage emission standards

Emission standards instituted by the Government of India to regulate the output of air pollutants from internal combustion engine equipment, including motor vehicles. The standards and the timeline for implementation are set by the Central Pollution Control Board under the Ministry of Environment & Forests .

Since the year 2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and heavy-duty. Indian own emission regulations still apply to two- and

INDIA

three-wheeled vehicles.

Homologation Authority

• ARAI,Pune

• ICAT,Manesar

• CIRT,Pune

• VRDE, Ahemdnagar


PTI is under discussion (draft stage) at Government Body.

• There is not mandatory requirement.

Current requirement is that all transport vehicles carry a fitness certificate . The renewal period for fitness certification in general is 2 years for new commercial vehicles and every 1-year for old vehicles. For private vehicles no mandatory periodic fitness check is required in India

INDIA

All in-use vehicles are compulsorily required to obtain emission check certificate called Pollution Under Control (PUC) . The frequency varies from 2 to 4 times a year. It is based on conformity to idle emission test for gasoline vehicles and free acceleration smoke test for diesel vehicles.


National Emission Standards for New Vehicles

National Standards for motor vehicle emissions control have been issued by the State Environmental Protection Administration. The vehicle emission control standards of PRC refer to European, American and Japanese motor vehicle emissions regulations.

PEOPLE’S REPUBLIC OF CHINA


Emission Standards for In-use VehiclesIn 1985, PRC issued its first group of motor vehicle emissions standards. In order to enforce these standards and control emissions from in-use vehicles, an inspection and maintenance (I/M) program was implemented. PRC’s I/M program has been widely developed throughout the country.

PEOPLE’S REPUBLIC OF CHINA







The Periodic Technical Inspection, PTI aims to check the continuous compliance of minimum requirements during the whole useful life of each vehicle. Air quality goals and environment safety means an improvement of I/M Programs.

While in TA-Tests emissions of CO, HC, NOx and PM in the tailpipe are measured with a driving cycle test in a bench as well as crankcase gases and evaporative

Summary & Conclusions

with a driving cycle test in a bench as well as crankcase gases and evaporative emissions, in I/M Programs usually it is only measured CO for gasoline vehicles and opacity for diesel vehicles during idle conditions.

It is necessary to perform shorter and extremely cheaper tests on I/M programs then I/M tests are simpler and less restrictive than TA-Tests (Type Approval Tests). New technologies are trying to assimilate I/M test as much as possible to TA-Test and then control emissions better.


CITA is the most important organization involved World-Wide in roadworthiness inspections. Its members carry out more than 250 million inspections per year. CITA Recommendations & Questionnaires are the basis for EC Directives about PTI and RSI, as well as for the Rule 1, 1997 Agreement of UNECE WP.29.

IDELSY, AUTOFORE, TEDDIE are projects founded by EC and coordinated by

Summary & Conclusions

IDELSY, AUTOFORE, TEDDIE are projects founded by EC and coordinated by CITA with the aim to improve I/M Programs and adapt the new technologies of emission Standard for new vehicles for in-use inspections.

USA through EPA has more sophisticated I/M Programs in many States. This is because of the early implementation of OBD systems in 1996 and the introduction of RSD in Roadside on an increasing number of States.

In other areas of the world such as Japan, China, Russia or India having a reliable and consolidated I/M Programs is still a pending topic.