{
  "url": "https://openlegislation.uk/eu-directive-2010-26/annex-III",
  "json_url": "https://openlegislation.uk/eu-directive-2010-26/annex-III.json",
  "legislation": "eudr/2010/26",
  "legislation_title": "Commission Directive 2010/26/EU of 31 March 2010 amending Directive 97/68/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance)",
  "legislation_url": "https://openlegislation.uk/eu-directive-2010-26",
  "path": "annex/III",
  "kind": "annex",
  "number": "III",
  "heading": null,
  "text": "Annex III to Directive 97/68/EC is amended as follows:\n1.. Section 1.1 is replaced by the following:\n‘1.1.\nThis Annex describes the method of determining emissions of gaseous and particulate pollutants from the engine to be tested.\nThe following test cycles shall apply:\nthe NRSC (non-road steady cycle) appropriate for the equipment specification which shall be used for the measurement of the emissions of carbon monoxide, hydrocarbons, oxides of nitrogen and particulates for stages I, II, IIIA, IIIB and IV of engines described in points (i) and (ii) of section 1.A of Annex I, and\nthe NRTC (non-road transient cycle) which shall be used for the measurement of the emissions of carbon monoxide, hydrocarbons, oxides of nitrogen and particulates for stages IIIB and IV of engines described in point (i) of section 1.A of Annex I,\nfor engines intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 8178-4:2002 and IMO MARPOL 73/78, Annex VI (NOx Code) shall be used,\nfor engines intended for propulsion of railcars an NRSC shall be used for the measurement of gaseous and particulate pollutants for stage IIIA and for stage IIIB,\nfor engines intended for propulsion of locomotives an NRSC shall be used for the measurement of gaseous and particulate pollutants for stage IIIA and for stage IIIB.’\n2.. Section 1.3.2 is replaced by the following:\n‘1.3.2.\nNRTC test\nThe prescribed transient test cycle, based closely on the operating conditions of diesel engines installed in non-road machinery, is run twice:\nthe first time (cold start) after the engine has soaked to room temperature and the engine coolant and oil temperatures, after treatment systems and all auxiliary engine control devices are stabilised between 20 and 30 °C,\nthe second time (hot start) after a twenty-minute hot soak that commences immediately after the completion of the cold start cycle.\nDuring this test sequence the above pollutants shall be examined. The test sequence consists of a cold start cycle following natural or forced cool-down of the engine, a hot soak period and a hot start cycle, resulting in a composite emissions calculation. Using the engine torque and speed feedback signals of the engine dynamometer, the power shall be integrated with respect to the time of the cycle, resulting in the work produced by the engine over the cycle. The concentrations of the gaseous components shall be determined over the cycle, either in the raw exhaust gas by integration of the analyser signal in accordance with Appendix 3 to this Annex, or in the diluted exhaust gas of a CVS full-flow dilution system by integration or by bag sampling in accordance with Appendix 3 to this Annex. For particulates, a proportional sample shall be collected from the diluted exhaust gas on a specified filter by either partial flow dilution or full-flow dilution. Depending on the method used, the diluted or undiluted exhaust gas flow rate shall be determined over the cycle to calculate the mass emission values of the pollutants. The mass emission values shall be related to the engine work to give the grams of each pollutant emitted per kilowatt-hour.\nEmissions (g/kWh) shall be measured during both the cold and hot start cycles. Composite weighted emissions shall be computed by weighting the cold start results 10 % and the hot start results 90 %. Weighted composite results shall meet the limits.’\n3.. Section 3.7.1 is replaced by the following:\n‘3.7.1.\nEquipment specification according to section 1.A of Annex I:\n3.7.1.1.\nSpecification A\nFor engines covered by points (i) and (iv) of section 1.A of Annex I, the following 8-mode cycle shall be followed in dynamometer operation on the test engine:\nReference speed is defined in section 4.3.1 of Annex III.\nMode No\nEngine speed(r/min)\nLoad(%)\nWeighting factor\n1\nRated or reference\n100\n0,15\n2\nRated or reference\n75\n0,15\n3\nRated or reference\n50\n0,15\n4\nRated or reference\n10\n0,1\n5\nIntermediate\n100\n0,1\n6\nIntermediate\n75\n0,1\n7\nIntermediate\n50\n0,1\n8\nIdle\n—\n0,15\n3.7.1.2.\nSpecification B\nFor engines covered by point (ii) of section 1.A of Annex I, the following 5-mode cycle shall be followed in dynamometer operation on the test engine:\nMode No\nEngine speed(r/min)\nLoad(%)\nWeighting factor\n1\nRated\n100\n0,05\n2\nRated\n75\n0,25\n3\nRated\n50\n0,3\n4\nRated\n25\n0,3\n5\nRated\n10\n0,1\nThe load figures are percentage values of the torque corresponding to the prime power rating defined as the maximum power available during a variable power sequence, which may be run for an unlimited number of hours per year, between stated maintenance intervals and under the stated ambient conditions, the maintenance being carried out as prescribed by the manufacturer.\n3.7.1.3.\nSpecification C\nFor propulsion engines intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 8178-4:2002 and IMO MARPOL 73/78, Annex VI (NOx Code) shall be used.\nPropulsion engines that operate on a fixed-pitch propeller curve shall be tested on a dynamometer using the following 4-mode steady-state cycle developed to represent in-use operation of commercial marine diesel engines.\nMode No\nEngine speed(r/min)\nLoad(%)\nWeighting factor\n1\n100 % (Rated)\n100\n0,2\n2\n91 %\n75\n0,5\n3\n80 %\n50\n0,15\n4\n63 %\n25\n0,15\nFixed speed inland waterway propulsion engines with variable pitch or electrically coupled propellers shall be tested on a dynamometer using the following 4-mode steady-state cycle characterised by the same load and weighting factors as the above cycle, but with engine operated in each mode at rated speed:\nMode No\nEngine speed(r/min)\nLoad(%)\nWeighting factor\n1\nRated\n100\n0,2\n2\nRated\n75\n0,5\n3\nRated\n50\n0,15\n4\nRated\n25\n0,15\n3.7.1.4.\nSpecification D\nFor engines covered by point (v) of section 1.A of Annex I, the following 3-mode cycle shall be followed in dynamometer operation on the test engine:\nMode No\nEngine speed(r/min)\nLoad(%)\nWeighting factor\n1\nRated\n100\n0,25\n2\nIntermediate\n50\n0,15\n3\nIdle\n—\n0,6\n’\n4.. Section 4.3.1 is replaced by the following:\n‘4.3.1.\nReference speed\nThe reference speed (nref) corresponds to the 100 % normalised speed values specified in the engine dynamometer schedule of Appendix 4 of Annex III. The actual engine cycle resulting from denormalisation to the reference speed depends largely on selection of the proper reference speed. The reference speed shall be determined by the following formula:\nnref = low speed + 0,95 x (high speed – low speed)\n(the high speed is the highest engine speed where 70 % of the rated power is delivered, while the low speed is the lowest engine speed where 50 % of the rated power is delivered).\nIf the measured reference speed is within +/– 3 % of the reference speed as declared by the manufacturer, the declared reference speed may be used for the emissions test. If the tolerance is exceeded, the measured reference speed shall be used for the emissions test.’\n5.. Section 4.5 is replaced by the following:\n‘4.5.\nEmissions test run\nThe following flow chart outlines the test sequence:\nOne or more practice cycles may be run as necessary to check engine, test cell and emissions systems before the measurement cycle.\n4.5.1.\nPreparation of the sampling filters\nAt least one hour before the test, each filter shall be placed in a petri dish, which is protected against dust contamination and allows air exchange, and placed in a weighing chamber for stabilisation. At the end of the stabilisation period, each filter shall be weighed and the weight shall be recorded. The filter shall then be stored in a closed petri dish or sealed filter holder until needed for testing. The filter shall be used within eight hours of its removal from the weighing chamber. The tare weight shall be recorded.\n4.5.2.\nInstallation of the measuring equipment\nThe instrumentation and sample probes shall be installed as required. The tailpipe shall be connected to the full-flow dilution system, if used.\n4.5.3.\nStarting the dilution system\nThe dilution system shall be started. The total diluted exhaust gas flow of a full-flow dilution system or the diluted exhaust gas flow through a partial flow dilution system shall be set to eliminate water condensation in the system, and to obtain a filter face temperature between 315 K (42 °C) and 325 K (52 °C).\n4.5.4.\nStarting the particulate sampling system\nThe particulate sampling system shall be started and run on by-pass. The particulate background level of the dilution air may be determined by sampling the dilution air prior to entrance of the exhaust into the dilution tunnel. It is preferred that background particulate sample be collected during the transient cycle if another PM sampling system is available. Otherwise, the PM sampling system used to collect transient cycle PM can be used. If filtered dilution air is used, one measurement may be done prior to or after the test. If the dilution air is not filtered, measurements should be carried out prior to the beginning and after the end of the cycle and the values averaged.\n4.5.5.\nChecking the analysers\nThe emission analysers shall be set at zero and spanned. If sample bags are used, they shall be evacuated.\n4.5.6.\nCool-down requirements\nA natural or forced cool-down procedure may be applied. For forced cool-down, good engineering judgement shall be used to set up systems to send cooling air across the engine, to send cool oil through the engine lubrication system, to remove heat from the coolant through the engine cooling system, and to remove heat from an exhaust after-treatment system. In the case of a forced after-treatment cool down, cooling air shall not be applied until the after-treatment system has cooled below its catalytic activation temperature. Any cooling procedure that results in unrepresentative emissions is not permitted.\nThe cold start cycle exhaust emission test may begin after a cool-down only when the engine oil, coolant and after-treatment temperatures are stabilised between 20 °C and 30 °C for a minimum of 15 minutes.\n4.5.7.\nCycle run\n4.5.7.1.\nCold start cycle\nThe test sequence shall commence with the cold start cycle at the completion of the cool-down when all the requirements specified in section 4.5.6 are met.\nThe engine shall be started according to the starting procedure recommended by the manufacturer in the owner's manual, using either a production starter motor or the dynamometer.\nAs soon as it is determined that the engine is started, start a “free idle” timer. Allow the engine to idle freely with no-load for 23 ± 1 s. Begin the transient engine cycle such that the first non-idle record of the cycle occurs at 23 ± 1 s. The free idle time is included in the 23 ± 1 s.\nThe test shall be performed according to the reference cycle as set out in Annex III, Appendix 4. Engine speed and torque command set points shall be issued at 5 Hz (10 Hz recommended) or greater. The set points shall be calculated by linear interpolation between the 1 Hz set points of the reference cycle. Feedback engine speed and torque shall be recorded at least once every second during the test cycle, and the signals may be electronically filtered.\n4.5.7.2.\nAnalyser response\nAt the start of the engine the measuring equipment shall be started, simultaneously:\nstart collecting or analysing dilution air, if a full flow dilution system is used,\nstart collecting or analysing raw or diluted exhaust gas, depending on the method used,\nstart measuring the amount of diluted exhaust gas and the required temperatures and pressures,\nstart recording the exhaust gas mass flow rate, if raw exhaust gas analysis is used,\nstart recording the feedback data of speed and torque of the dynamometer.\nIf raw exhaust measurement is used, the emission concentrations (HC, CO and NOx) and the exhaust gas mass flow rate shall be measured continuously and stored with at least 2 Hz on a computer system. All other data may be recorded with a sample rate of at least 1 Hz. For analogue analysers the response shall be recorded, and the calibration data may be applied online or offline during the data evaluation.\nIf a full flow dilution system is used, HC and NOx shall be measured continuously in the dilution tunnel with a frequency of at least 2 Hz. The average concentrations shall be determined by integrating the analyser signals over the test cycle. The system response time shall be no greater than 20 s, and shall be coordinated with CVS flow fluctuations and sampling time/test cycle offsets, if necessary. CO and CO2 shall be determined by integration or by analysing the concentrations in the sample bag collected over the cycle. The concentrations of the gaseous pollutants in the dilution air shall be determined by integration or by collection in the background bag. All other parameters that need to be measured shall be recorded with a minimum of one measurement per second (1 Hz).\n4.5.7.3.\nParticulate sampling\nAt the start of the engine the particulate sampling system shall be switched from by-pass to collecting particulates.\nIf a partial flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the particulate sample probe or transfer tube is maintained proportional to the exhaust mass flow rate.\nIf a full flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the particulate sample probe or transfer tube is maintained at a value within ± 5 % of the set flow rate. If flow compensation (i.e. proportional control of sample flow) is used, it must be demonstrated that the ratio of main tunnel flow to particulate sample flow does not change by more than ± 5 % of its set value (except for the first 10 seconds of sampling).\nNOTE: For double dilution operation, sample flow is the net difference between the flow rate through the sample filters and the secondary dilution airflow rate.\nThe average temperature and pressure at the gas meter(s) or flow instrumentation inlet shall be recorded. If the set flow rate cannot be maintained over the complete cycle (within ± 5 %) because of high particulate loading on the filter, the test shall be voided. The test shall be rerun using a lower flow rate and/or a larger diameter filter.\n4.5.7.4.\nEngine stalling during the cold start test cycle\nIf the engine stalls anywhere during the cold start test cycle, the engine shall be preconditioned, then the cool-down procedure repeated; finally the engine shall be restarted, and the test repeated. If a malfunction occurs in any of the required test equipment during the test cycle, the test shall be voided.\n4.5.7.5.\nOperations after cold start cycle\nAt the completion of the cold start cycle of the test, the measurement of the exhaust gas mass flow rate, the diluted exhaust gas volume, the gas flow into the collecting bags and the particulate sample pump shall be stopped. For an integrating analyser system, sampling shall continue until system response times have elapsed.\nThe concentrations of the collecting bags, if used, shall be analysed as soon as possible and in any case not later than 20 minutes after the end of the test cycle.\nAfter the emission test, a zero gas and the same span gas shall be used for re-checking the analysers. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 % of the span gas value.\nThe particulate filters shall be returned to the weighing chamber no later than one hour after completion of the test. They shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least one hour, and then weighed. The gross weight of the filters shall be recorded.\n4.5.7.6.\nHot soak\nImmediately after the engine is turned off, the engine cooling fan(s) shall be turned off if used, as well as the CVS blower (or disconnect the exhaust system from the CVS), if used.\nAllow the engine to soak for 20 ± 1 minutes. Prepare the engine and dynamometer for the hot start test. Connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems. Start the CVS (if used or not already on) or connect the exhaust system to the CVS (if disconnected). Start the sample pumps (except the particulate sample pump(s), the engine cooling fan(s) and the data collection system.\nThe heat exchanger of the constant volume sampler (if used) and the heated components of any continuous sampling system(s) (if applicable) shall be preheated to their designated operating temperatures before the test begins.\nAdjust the sample flow rates to the desired flow rate and set the CVS gas flow measuring devices to zero. Carefully install a clean particulate filter in each of the filter holders and install assembled filter holders in the sample flow line.\n4.5.7.7.\nHot start cycle\nAs soon as it is determined that the engine is started, start a “free idle” timer. Allow the engine to idle freely with no-load for 23 ± 1 s. Begin the transient engine cycle such that the first non-idle record of the cycle occurs at 23 ± 1 s. The free idle time is included in the 23 ± 1 s.\nThe test shall be performed according to the reference cycle as set out in Appendix 4 to Annex III. Engine speed and torque command set points shall be issued at 5 Hz (10 Hz recommended) or greater. The set points shall be calculated by linear interpolation between the 1 Hz set points of the reference cycle. Feedback engine speed and torque shall be recorded at least once every second during the test cycle, and the signals may be electronically filtered.\nThe procedure described in previous sections 4.5.7.2 and 4.5.7.3 shall then be repeated.\n4.5.7.8.\nEngine stalling during the hot start cycle\nIf the engine stalls anywhere during the hot start cycle, the engine may be shut off and re-soaked for 20 minutes. The hot start cycle may then be rerun. Only one hot re-soak and hot start cycle restart is permitted.\n4.5.7.9.\nOperations after hot start cycle\nAt the completion of the hot start cycle, the measurement of the exhaust gas mass flow rate, the diluted exhaust gas volume, the gas flow into the collecting bags and the particulate sample pump shall be stopped. For an integrating analyser system, sampling shall continue until system response times have elapsed.\nThe concentrations of the collecting bags, if used, shall be analysed as soon as possible and in any case not later than 20 minutes after the end of the test cycle.\nAfter the emission test, a zero gas and the same span gas shall be used for re-checking the analysers. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 % of the span gas value.\nThe particulate filters shall be returned to the weighing chamber no later than one hour after completion of the test. They shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least one hour, and then weighed. The gross weight of the filters shall be recorded.’\n6.. Appendix 3 is amended as follows:\n(a) Section 2.1.2.4 is replaced by the following:\n‘2.1.2.4.\nCalculation of the specific emissions\nThe specific emissions (g/kWh) shall be calculated for each individual component in the following way:\nIndividual gas = 1/10 M gas,cold + 9/10 M gas,hot 1/10 W act,cold + 9/10 W act,hot\nwhere:\nMgas,cold total mass of gaseous pollutant over the cold start cycle (g)\nMgas,hot total mass of gaseous pollutant over the hot start cycle (g)\nWact,cold actual cycle work over the cold start cycle as determined in Annex III section 4.6.2 (kWh)\nWact,hot actual cycle work over the hot start cycle as determined in Annex III section 4.6.2 (kWh)’\n(b) Section 2.1.3.1 is replaced by the following:\n‘2.1.3.1.\nCalculation of mass emission\nThe particulate masses MPT,cold and MPT,hot (g/test) shall be calculated by either of the following methods:\n(a) M PT = M f M SAM × M EDFW 1 000 where\nMPT MPT,cold for the cold start cycle\nMPT MPT,hot for the hot start cycle\nMf particulate mass sampled over the cycle (mg)\nMEDFW mass of equivalent diluted exhaust gas over the cycle (kg)\nMSAM mass of diluted exhaust gas passing the particulate collection filters (kg)\nThe total mass of equivalent diluted exhaust gas mass over the cycle shall be determined as follows:\nM EDFW = Σ i = 1 1 = n G EDFW,i × 1 f G EDFW,i = G EXHW,i × q i q i = G TOTW,i G TOTW,i – G DILW,i where\nGEDFW,i instantaneous equivalent diluted exhaust mass flow rate (kg/s)\nGEXHW,i instantaneous exhaust mass flow rate (kg/s)\nqi instantaneous dilution ratio\nGTOTW,i instantaneous diluted exhaust mass flow rate through dilution tunnel (kg/s)\nGDILW,i instantaneous dilution air mass flow rate (kg/s)\nf data sampling rate (Hz)\nn number of measurements\n(b) M PT = M f r s × 1 000 where\nMPT MPT,cold for the cold start cycle\nMPT MPT,hot for the hot start cycle\nMf particulate mass sampled over the cycle (mg)\nrs average sample ratio over the test cycle\nwhere\nr s = M SE M EXHW × M SAM M TOTW MSE sampled exhaust mass over the cycle (kg)\nMEXHW total exhaust mass flow over the cycle (kg)\nMSAM mass of diluted exhaust gas passing the particulate collection filters (kg)\nMTOTW mass of diluted exhaust gas passing the dilution tunnel (kg)\nNOTE: In case of the total sampling type system, MSAM and MTOTW are identical’\n(c) Section 2.1.3.3 is replaced by the following:\n‘2.1.3.3.\nCalculation of the specific emissions\nThe specific emissions (g/kWh) shall be calculated for in the following way:\nPT = 1/10 K p, cold × M PT,cold + 9/10 K p, hot × M PT,hot 1/10 W act, cold + 9/10 W act, hot\nwhere\nMPT,cold particulate mass over the cold start cycle (g/test)\nMPT,hot particulate mass over the hot start cycle (g/test)\nKp, cold humidity correction factor for particulate over the cold start cycle\nKp, hot humidity correction factor for particulate over the hot start cycle\nWact, cold actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III, (kWh)\nWact, hot actual cycle work over the hot start cycle as determined in section 4.6.2. of Annex III, (kWh)’\n(d) Section 2.2.4 is replaced by the following:\n‘2.2.4.\nCalculation of the specific emissions\nThe specific emissions (g/kWh) shall be calculated for each individual component in the following way:\nIndividual gas = 1/10 M gas, cold + 9/10 M gas, hot 1/10 W act, cold + 9/10 W act, hot\nwhere\nMgas,cold total mass of gaseous pollutant over the cold start cycle (g)\nMgas,hot total mass of gaseous pollutant over the hot start cycle (g)\nWact,cold actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III (kWh)\nWact,hot actual cycle work over the hot start cycle as determined in section 4.6.2. of Annex III. (kWh)’\n(e) Section 2.2.5.1 is replaced by the following:\n‘2.2.5.1.\nCalculation of the mass flow\nThe particulate masses MPT,cold and MPT,hot (g/test) shall be calculated as follows:\nM PT = M f M SAM × M TOTW 1 000\nwhere\nMPT MPT,cold for the cold start cycle\nMPT MPT,hot for the hot start cycle\nMf particulate mass sampled over the cycle (mg)\nMTOTW total mass of diluted exhaust gas over the cycle as determined in section 2.2.1. (kg)\nMSAM mass of diluted exhaust gas taken from the dilution tunnel for collecting particulates (kg)\nand,\nMf Mf,p + Mf,b, if weighed separately (mg)\nMf,p particulate mass collected on the primary filter (mg)\nMf,b particulate mass collected on the back-up filter (mg)\nIf a double dilution system is used, the mass of the secondary dilution air shall be subtracted from the total mass of the double diluted exhaust gas sampled through the particulate filters.\nMSAM = MTOT – MSEC\nwhere,\nMTOT mass of double diluted exhaust gas through particulate filter (kg)\nMSEC mass of secondary dilution air (kg)\nIf the particulate background level of the dilution air is determined in accordance with section 4.4.4 of Annex III, the particulate mass may be background corrected. In this case, the particulate masses MPT,cold and MPT,hot (g/test) shall be calculated as follows:\nM PT = M f M SAM – M d M DIL × 1– 1 DF × M TOTW 1 000\nwhere\nMPT MPT,cold for the cold start cycle\nMPT MPT,hot for the hot start cycle\nMf, MSAM, MTOTW see above\nMDIL mass of primary dilution air sampled by background particulate sampler (kg)\nMd mass of the collected background particulates of the primary dilution air (mg)\nDF dilution factor as determined in section 2.2.3.1.1’\n(f) Section 2.2.5.3 is replaced by the following:\n‘2.2.5.3.\nCalculation of the specific emissions\nThe specific emissions (g/kWh) shall be calculated for in the following way:\nPT = 1/10 K p, cold × M PT,cold + 9/10 K p, hot × M PT,hot 1/10 W act, cold + 9/10 W act, hot\nwhere\nMPT,cold particulate mass over the cold start cycle of NRTC, (g/test)\nMPT,hot particulate mass over the hot start cycle of NRTC, (g/test)\nKp, cold humidity correction factor for particulate over the cold start cycle\nKp, hot humidity correction factor for particulate over the hot start cycle\nWact, cold actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III, (kWh)\nWact, hot actual cycle work over the hot start cycle as determined in section 4.6.2 of Annex III, (kWh)’",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [
    {
      "type": "footnote",
      "label": "f1",
      "text": "IMO: International Maritime Organisation."
    },
    {
      "type": "footnote",
      "label": "f2",
      "text": "MARPOL: International Convention for the Prevention of Pollution from Ships.’"
    },
    {
      "type": "footnote",
      "label": "f3",
      "text": "Identical with C1 cycle as described in paragraph 8.3.1.1 of ISO 8178-4:2007 standard (corrected version 2008-07-01)."
    },
    {
      "type": "footnote",
      "label": "f4",
      "text": "Reference speed is defined in section 4.3.1 of Annex III."
    },
    {
      "type": "footnote",
      "label": "f5",
      "text": "Identical with D2 cycle as described in paragraph 8.4.1 of the ISO 8178-4: 2002(E) standard."
    },
    {
      "type": "footnote",
      "label": "f6",
      "text": "Constant-speed auxiliary engines must be certified to the ISO D2 duty cycle, i.e. the 5-mode steady-state cycle specified in section 3.7.1.2, while variable-speed auxiliary engines must be certified to the ISO C1 duty cycle, i.e. the 8-mode steady-state cycle specified in section 3.7.1.1."
    },
    {
      "type": "footnote",
      "label": "f7",
      "text": "Identical with E3 cycle as described in Sections 8.5.1, 8.5.2 and 8.5.3 of the ISO 8178-4: 2002(E) standard. The four modes lie on an average propeller curve based on in-use measurements."
    },
    {
      "type": "footnote",
      "label": "f8",
      "text": "Identical with E2 cycle as described in Sections 8.5.1, 8.5.2 and 8.5.3 of the ISO 8178-4: 2002(E) standard."
    },
    {
      "type": "footnote",
      "label": "f9",
      "text": "Identical with F cycle of ISO 8178-4: 2002(E) standard.’"
    },
    {
      "type": "footnote",
      "label": "f10",
      "text": "This is consistent with the ISO 8178-11:2006 standard.’"
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eudr/2010/26/annex/III",
    "retrieved_at": "2026-11-01T14:42:08.842500+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}