The chairman said that key items in [square brackets] will be discussed today. The draft presentation for GRPE on open issues would be used as a basis for discussion (document uploaded as REC-13-05). He noted that if necessary the formal document could still be submitted to the next June GRPE session with square brackets provided that they are resolved by an amending informal document tabled simultaneously at the June meeting.

NOx reduction performance
NOx reduction performance is to be measured on the WHTC for Heavy-Duty (HD) engines. A 60% minimum figure has been proposed with the suggestion that it is challenging but achievable. The chairman noted that a lower figure may be more cost-effective but currently some authorities require up to 85% on bus cycles. For NRMM, 60% on the NRTC would be less challenging due to higher engine loads on the NRTC.

In discussion of the potential of current technologies to reach these figures, it was commented that no robust and reliable data has ever been presented on whether this could or could not be achieved, but also that there is to date little experience of WHTC performance.
The chairman proposed that 60% efficiency be adopted (for HD). There were no objections.

The proposal of a 70% minimum efficiency figure for NRMM on the NRTC was then discussed. There were concerns over whether those who have not participated in the group would understand the reasons for the difference from HD, and over the need for additional testing. It was felt that systems developed to meet the HD figure would then readily meet a 70% figure on the NRTC.

Following the discussion, the chairman proposed adopting 60% for both HD and NRMM. Germany registered a reservation on this. The chairman agreed to raise this in the following day’s GRPE meeting. (Note: the 60% figure for both HD and NRMM was accepted at next days GRPE).
It was agreed that paragraph 10.4 has to be amended, as the second para. talks only of particulate reduction REC. In addition “the same structural manner” needs to be better defined. This could be done by the editorial group or in the next informal meeting.

Direct NO2 emissions
The question was again discussed as to whether, for Class II RECs, the cap on NO2 increase should be 30 percentage points (as originally used in California) or 20 percentage points as proposed by Germany and currently used in the US (on the US test cycle). The chairman commented that many continuously-regenerating systems currently give figures >30% and a figure below 30% would lead to more complex and expensive regeneration methods.

In discussion Galey said that 30% is achievable but 20% is challenging. NO2 levels would probably be higher with fresh systems than after aging. The UK considered that 30% would be reasonable and the Netherlands said that they would prefer 20% but could accept 30%. Sweden said that they would prefer the lower level. AECC pointed out that Contacting Parties will have the option to use incentives/disincentives to ensure the use of Class I devices if they so required. Schulte reiterated that 30% is not acceptable to Germany. The chairman agreed to present the two alternatives to GRPE. (The situation was not resolved at GRPE).

NOx control diagnostic system
The group has agreed the need for NOx control diagnostic systems to ensure that systems are properly maintained (e.g. refilling of urea tanks). Proposals had been drafted by OICA/Euromot.

Galey commented that the current generation of systems do not include that degree of control, but have their own systems to ensure reliability. The chairman said that the proposal is supported by the Netherlands and said that industry had not indicated that the proposal was not feasible. The European Commission (DG-ENTR), Germany, Sweden, and India said that they also support the draft. There was no comment from other contracting parties present.

The chairman concluded that the proposals are accepted.

CLEPA concern on paragraph 11 (Modifications to engine baseline emissions)
Laurent said that the current wording of paragraph 11 effectively requires the OEMs approval. Experience has shown that OEMs do not respond to such requests. It is necessary to ensure that OEMs have to make available information such as maximum back-pressure. CLEPA will propose improved wording for the next meeting.

Inducement systems
OICA proposed threshold levels for inducement systems as 900 mg/kWh for Stage IV and the limit value + 1.5 g/kWh for Stage IIIB and Euro V. This was accepted by the group. The current proposal for 5 hours as the time before restart was also accepted.

CoP requirments
There had previously been a discussion on whether specific CoP requirements could be included. It has now been confirmed that they can and the proposed paragraph will therefore be re-instated for discussion at the next meeting.

REC mandate
OICA had said that the group did not have an explicit mandate from WP.29 to develop a new Regulation, although it is implied. This will be raised with GRPE tomorrow to rectify this situation.

Other issues
Stein commented that there are still some open issues. These included a statement that “a similar procedure shall be applied for fuel consumption” which needs to be properly defined; wording on “2 subsequent emissions stages”, the requirement to report NO2/NOx ratios, and some paragraph numbering issues. The chairman agreed that these have to be resolved for the formal document. It would be helpful if a proposal on fuel consumption, for instance, could be made for the next meeting. He noted that there had been discussion on the need for requirements on fuel consumption and it had been agreed that they should be included. Stein agreed to check whether the specifications in Euro VI could be applied. Regarding NO2 to NOx ratio this requirement is for information and is based on Anlage XXVII. Galey said that many local authorities ask for real-world reductions in NO2 – it may be that direct emissions of NO2 are reduced but the proportion of NO2 to total NOx is increased. The chairman agreed to reconsider the wording of this paragraph.