Report from the 63rd session of the Working Party on Pollution and Energy (January 2012).

38. The Chair of GRPE reported on the results achieved during its sixty-third session (for more details, see the report of the session ECE/TRANS/WP.29/GRPE/63).

39. He informed WP.29 about the progress made to develop the UN GTR on WLTP (Worldwide harmonized Light vehicles Test Procedure). He added that ongoing discussions about the test cycle development would cause a time delay in the finalization of validation Phase 1 (driveability) and the start of validation Phase 2 (practicability and repeatability). He reported that, at the GRPE session in January 2012, the WLTP secretary had presented a revised Road Map and a proposal on how to organize future WLTP work (GRPE-63-28).

40. With regard to the informal working group on Retrofit Emissions Control devices (REC), WP.29 noted the intention of the informal working group to introduce two levels of stringency. GRPE had agreed to seek the consent of WP.29 for an extension of the mandate of the informal working group for another two years. The World Forum gave its consent.

17. The World Forum recalled the oral report of the Chair of GRPE given during the 156th session (ECE/TRANS/WP.29/1095, paras. 38 – 40) and approved the report.

2. GRPE noted GRPE-63-01-Rev.2 on organizing GRPE informal group meetings. GRPE adopted the agenda ECE/TRANS/WP.29/GRPE/2012/1 and added the following new items (as specified in GRPE-63-09):
(a) Informal Working Group on Electric Vehicle and Environment (EVE);
(b) Proposal to develop a new Regulation on recyclability of M1 and N1 vehicles;
(c) Clarification on referencing of UN Regulations and standards in documents;
(d) Upcoming proposals on Regulation No. 115;
(e) Approach of the involvement of GRPE in the development of the International Whole Vehicle Type Approval (IWVTA) system;
(f) Date of the sixty-fifth session of GRPE in January 2013;
(g) Presentation of the transport-related UNECE Energy Division activities related to the year of “Sustainable Energy for All” (2012);
(h) Secretariat update on the UNDA project;
(i) Tributes.

3. The informal documents distributed during the session are listed in Annex I to the session report.

4. GRPE delegates were informed that the next session of GRPE will take place from 5 to 8 June 2012 and that the deadline for the submission of official working documents is 9 March 2012.

2. GRPE noted GRPE-63-01-Rev.2 on organizing GRPE informal group meetings. GRPE adopted the agenda ECE/TRANS/WP.29/GRPE/2012/1 and added the following new items (as specified in GRPE-63-09):
(a) Informal Working Group on Electric Vehicle and Environment (EVE);
(b) Proposal to develop a new Regulation on recyclability of M1 and N1 vehicles;
(c) Clarification on referencing of UN Regulations and standards in documents;
(d) Upcoming proposals on Regulation No. 115;
(e) Approach of the involvement of GRPE in the development of the International Whole Vehicle Type Approval (IWVTA) system;
(f) Date of the sixty-fifth session of GRPE in January 2013;
(g) Presentation of the transport-related UNECE Energy Division activities related to the year of “Sustainable Energy for All” (2012);
(h) Secretariat update on the UNDA project;
(i) Tributes.

3. The informal documents distributed during the session are listed in Annex I to the session report.

4. GRPE delegates were informed that the next session of GRPE will take place from 5 to 8 June 2012 and that the deadline for the submission of official working documents is 9 March 2012.

22. The expert from the UK introduced GRPE-63-02, proposing a corrigendum to UN Regulation No. 83. After having considered comments received during the GRPE session from other experts, he volunteered to submit an updated proposal on UN Regulation No. 83.

23. The expert from OICA submitted a proposal to add transitional provisions to the 01 series of amendments to UN Regulation No. 101 (GRPE-63-08), to align the 06 series of amendments to UN Regulation No. 83 with the 01 series of amendments to UN Regulation No. 101.

24. GRPE agreed and requested the secretariat to distribute GRPE-63-08 as an official document for consideration at the next GRPE session in June 2012.

25. The expert from OICA introduced GRPE-63-16, proposing to align UN Regulation No. 83 with the EU Regulation No. 566/2011. He explained that the initial transposition of the Euro 5 requirements initially into UN Regulation No. 83 could not take these amendments into account because they were still under discussion.

26. The expert from Poland raised a concern on the definition of cold start suggested by the text. The expert from OICA agreed that this issue should be analysed before submitting an official working document.

27. The GRPE Chair invited the experts from OICA to prepare an updated version of the proposal taking into account the comments received and to send it in due time to the secretariat.

38. The expert from OICA introduced GRPE-63-15, containing a proposal to correct the wrong references to a few paragraphs in UN GTR No. 4.

39. GRPE requested the secretariat to distribute GRPE-63-15 as an official document for consideration at its June 2012 session.

40. The expert from the UK withdrew GRPE-63-03, since the amendments included in it were already incorporated in GRPE-63-22.

41. The expert from OICA introduced GRPE-63-17 (developed in close cooperation with Japan), clarifying ECE/TRANS/WP.29/GRPE/2011/15 on an amendment to UN GTR No. 5. He explained that GRPE-63-17 improves the disablement conditions of OBD system monitors.

42. GRPE requested the secretariat to distribute GRPE-63-17 for consideration as an official document at the next session of GRPE (June 2012).

33. The expert from the EC gave a presentation (GRPE-63-04) focusing on the main amendments proposed for UN Regulation No. 49 (ECE/TRANS/WP.29/GRPE/2012/4). The proposal aims at aligning the requirements of the UN Regulation with those of EU Regulations EC No. 595/2009 and EU No. 582/2011 (Euro VI pollutant emission levels). He added that the proposal was submitted as the 06 consolidated series of amendments to UN Regulation No. 49, also incorporating the amendments proposed in the 05 series.

34. Even if Japan has not adopted UN Regulation No. 49, the expert from Japan noted that Worldwide harmonized Heavy-Duty Certification procedure (WHDC) was developed for compression ignition engines, expressing concerns on its use for positive ignition engines.

35. The expert from the UK introduced GRPE-63-22, containing a proposal to amend ECE/TRANS/WP.29/GRPE/2012/4 in order to include poly-alpha-olefin as a test aerosol material, and including the correction of an error in one of the figures.

36. The expert from OICA preferred to avoid the references to the CS 68649-12-7 and CS 68037-01-4 standards included in GRPE-63-22.

37. GRPE adopted ECE/TRANS/WP.29/GRPE/2012/4, as amended by GRPE-63-22 after deleting the reference to CS standards (removing the text “CS 68649-12-7 and CS 68037-01-4” from GRPE-63-22) and requested the secretariat to submit it to WP.29 and AC.1 for consideration at their June 2012 sessions, as 06 series of amendments to UN Regulation No. 49.

The proposed amendments redefine the class of bi-fuel vehicles to permit the simultaneous use of gas and petrol in gas mode.

22. The expert from the UK introduced GRPE-63-02, proposing a corrigendum to UN Regulation No. 83. After having considered comments received during the GRPE session from other experts, he volunteered to submit an updated proposal on UN Regulation No. 83.

23. The expert from OICA submitted a proposal to add transitional provisions to the 01 series of amendments to UN Regulation No. 101 (GRPE-63-08), to align the 06 series of amendments to UN Regulation No. 83 with the 01 series of amendments to UN Regulation No. 101.

24. GRPE agreed and requested the secretariat to distribute GRPE-63-08 as an official document for consideration at the next GRPE session in June 2012.

25. The expert from OICA introduced GRPE-63-16, proposing to align UN Regulation No. 83 with the EU Regulation No. 566/2011. He explained that the initial transposition of the Euro 5 requirements initially into UN Regulation No. 83 could not take these amendments into account because they were still under discussion.

26. The expert from Poland raised a concern on the definition of cold start suggested by the text. The expert from OICA agreed that this issue should be analysed before submitting an official working document.

27. The GRPE Chair invited the experts from OICA to prepare an updated version of the proposal taking into account the comments received and to send it in due time to the secretariat.

Mr Rijnders indicated that the documents GRPE 63-5 (R.83) and 63-06 (R.115) are informal documents for this GRPE.

Mr. Piccolo indicated that the group decided to look at a re-definition of bi-fuel vehicles to include new technologies making a more intensive use of gasoline in gaseous fuel vehicles, instead of providing ad-hoc provisions for gas systems intended to be fitted on direct injection petrol engines, in retrofit or new applications.

A common requirement for all types of systems has been defined: the use of petrol simultaneously with gas during the Type I test cycle is permitted provided that the energy consumption of the gaseous fuel is higher than 80% of the total amount of energy consumed during the test.

A gas energy ratio has been preferred to a petrol one since gas consumption measurement has been considered easier and more accurate.

Mr. Rijnders indicated that the proposals were agreed in the last GFV meeting but ask again if there are additional comments. Mr. Tappe (CLEPA/Bosch) notes that the present paragraph 3.2.5. of Annex 12 permits, within the maximum time frame of 60secs, the use of petrol during the entire test, while the proposed amendments would allow the use of pure petrol exclusively in the start-up phase;

Mr. Tappe pointed out that there are systems using the 60 seconds of petrol split over the cycle and not necessarily only in the starting phase.

He proposes to re-extend this possibility also to the rest of the driving cycle, adding the wording “only or” in the paragraph 3.2.5 of Annex 12 just after the first part of the sentence: “Without prejudice to paragraph 6.4.1.3. of Annex 4a, during the Type I test it is permissible to use petrol….”.

TUV remarks that recalculation of dilution factors might be needed because they do not take into consideration the use of different fuels.

Mr. Rijnders indicated that presently recalculation the use of petrol up to 60 seconds is not considered because the effect is negligible. Only for simultaneous use of the fuels is a recalculation is introduced. The dilution factors as well as fuel density of gas only are used in the calculations of the final emissions in gram/km, since these represent the “worst case” conditions. This basic assumption generates emission values (g/km) higher than those that would be generated by weighted factors and a mean density.

Mr. Piccolo brings forth document GFV-16-02, where there are detailed explanations on why the present calculation procedures of emissions, based only on gas parameters are not affected by the proposed amendments and do not need to be adapted.

Oliver Eberhardt (BMU, Germany) asked why extend the possibility to increase the use of petrol.

Mr. Rijnders explained the technical reason: in the gas mode, petrol injectors placed directly in the combustion chamber (direct injection) could be over-heated if not cooled by the passage of some petrol.

Mr. Erario asked if there will be an amendment from CLEPA because he is concerned there already is a document on the table for GRPE.

Mr. Rijnders indicates that if this point should be agreed here, it can be included in the informal document as proposed by GFV. Otherwise it would have to be included as an amendment from CLEPA.

It is decided that CLEPA and AEGPL will work together to create amended language that will be included in the GRPE document as a GFV ‘amendment’.

This is a revised version of the proposal by the Gaseous Fueled Vehicles (GFV) informal group to redefine the class of bi-fuel vehicles under UN R83 in order to permit the simultaneous use of gas and petrol while in gas mode.

53. The Chair of the informal group on GFV reported on the work progress made by the group, also including the Liquefied Natural Gas Task Force (LNG TF) (GRPE-63-20). In particular, he explained that the GFV group discussed revisions to UN Regulations No. 83 and 115 and worked on proposals for amendments (GRPE-63-05-Rev.1 and GRPE-63-06-Rev.1).

54. The Chair of the informal group on Gaseous-Fuelled Vehicles (GFV) presented a proposal for an amendment to UN Regulation No. 83 (GRPE-63-05-Rev.1) redefining the class of bi-fuel vehicles regarding the simultaneous use of gas and petrol in gas mode under certain conditions (primarily when bi-fuel vehicles equipped with gasoline direct injection systems require the injection of a certain amount of gasoline also in gas-powered mode). The expert from Poland preferred to limit the scope of this amendment only to vehicles with direct injection engines. He added that the method based on the gas/energy ratio needs to be corrected for Compressed Natural Gas (CNG) vehicles. The expert from Italy supported this proposal.

55. GRPE agreed to reconsider the proposal in June 2012 on the basis of an official document to be provided to the secretariat by GFV and the expert from Poland.

56. The Chair of the GFV Task Force on Heavy Duty Dual Fuel vehicles (HDDF TF) reported on the status of the task force and the progress made since the last GRPE session (GRPE-63-23). He mentioned the HDDF TF intention to develop amendments to UN Regulation No. 49 (06 series of amendments). In this respect, he presented GRPE-63-21 in detail, proposing a supplement to the 06 series of amendments to UN Regulation No. 49 aimed at enabling the type approval of new Euro VI heavy duty dual-fuel engines and vehicles.

57. GRPE agreed that an updated version of GRPE-63-21 should be distributed as an official document taking into account the result of the discussion at the forthcoming GFV meeting. He invited all experts to send comments on the topic to the Chair of the GFV Task Force on Heavy Duty Dual Fuel vehicles. GRPE also agreed that the group should meet in conjunction with its next session, in June 2012.

Mr. Piccolo reminds the group that Mr. Radzimirski (Poland), in the GRPE January session and in subsequent documents circulated to the group, made two main remarks:

• ● As for R.115 proposed amendments, several retrofit system manufacturers find it difficult to meet the emission limit in R.115 because of a certain incapacity to correctly calibrate the engine on gas or, for example, on CNG because of the ineffectiveness of the catalyst. If the possibility to use petrol up to 20% in energy unit was accepted, it would be possible for such manufacturers to extend the operation with petrol in the gas mode after the cold start for some 200 – 250 seconds in a Type I test, in order to satisfy the requirements. As for petrol direct injection engines, that would not be possible since petrol use is mainly required in the second part of the cycle. Mr. Radzimirski proposes, therefore, to limit this provision only to vehicles with direct injection petrol engines.

• ● As for both proposed amendments to R.115 and R. 83, the proposed method for gas ratio calculation (Annex 6B) does not seem to be suitable for reference CNG fuel G25 that is composed of 86% mole of methane and 14% mole of nitrogen (average percentage). The measured CNG mass consumed during the cycle by fuel weighing (numerator of the gas energy ratio) would correspond to the total mass of methane and nitrogen, while the denominator would estimate only the equivalent mass of methane consumed during the cycle. In the case of G 25 reference gas, the calculated gas energy ratio would, therefore, be higher than the actual one. Therefore, the method for G25 needs correcting via, for example, a correction coefficient.

As for the first remark, Mr Piccolo stated that AEGPL shared the concern of Mr Radzimirski and, in principle, would keep the two regulations aligned. However, if the group agrees such a “decoupling” of the two proposals making R.115 more restrictive in comparison with R 83, AEGPL would not oppose it.

Regarding Mr Radzimirski’s second remark, AEGPL asks the group and, in particular, NGVA Europe to specify some correction factors to the gas energy ratio in the case of testing with G25.

Mr. Del Alamo (NGVA Europe) indicated that Fiat does not see the necessity of the amendment to R 83.

Mr. Tappe (CLEPA/Bosch) suggested to leave to the discretion of the OEM’s the opportunity to use the two fuels, gas and petrol, in the most synergistic way for any type of engine system, be it a PSI or GDI. This is in line with a request for more flexibility made by OEM suppliers. OEMs, to respect the CO2 obligations, are forced to minimize the use of petrol and have no reason to misuse of petrol to fulfil the emission limits in the gas mode. That said, due to some safety concerns about the gas mass measurement by weighing, Mr Tappe asked the group to evaluate a different method based on petrol and gas ECU’s data, validated by a proper initial comparison with the official results coming from the application of FC (carbon balance) formulae.

Mr. Castagnini (AEB) expressed concern that a change of this type would delay submitting the formal document. Hence, he suggests to add the new method proposed by CLEPA as an alternative.

My Rijnders, taking into account the positions of the members, proposed to convert the present R.83 proposal (GRPE-63-05-Rev.1) into a formal document for the next GRPE session with no modifications. As for the R.115 proposal, the formal document based on the informal GRPE-63-06-Rev.1 will reflect the comment received by the Polish expert, in restricting the scope of the provision related to the 80% minimum limit for gas energy ratio only to vehicles with petrol direct injection engines. In addition, Mr. Rijnders asked Mr Tappe to provide an appropriate text containing provisions for an alternative method to weighing the mass of gas. This could possibly be included in an informal document to be submitted to the June 2012 GRPE by GFV.

Furthermore, it is agreed that an adequate correction factor for G25 will be part of an informal document for the next GRPE session.

The group agrees and provide for a consistent revision of GRPE-63-06-Rev.1.

16. Mr. Rijnders informed the group that the changes to Regulation 83 and Regulation 115 were approved by the GRPE. The Technical Committee for Motor Vehicles (TCMV) in Brussels will vote on this regulation next week to mandate the Commission to vote positively in WP.29 in November 2012.

17. The new proposal tabled by CLEPA (GFV-22-02) represents an updated version of the document GFV-20-03 that was presented by Harry Scheule (Continental/CLEPA) and discussed at the last GFV in Bologna, 14-15 May 2012. Winfried Langer (CLEPA/Bosch) introduced the new document: since the weighing-of-gas-tank procedure, which the current amendments are based on, may, from CLEPA’s viewpoint, raise practical and safety problems during development and type approval. An alternative method is proposed for the identification of gas fuel mass as calculated by the ECU, making use of the injection time and flow rate through the fuel injectors,

18. Ms. Leifheit (ACEA/VW) said that she has not had a chance to check this alternative approach with her colleagues. She would have preferred to see the document earlier, therefore, they cannot make any comments but it looks very promising.

19. Mr. Del Alamo (NGVAE) also indicates that the document looks very good but that some more time is needed to review the proposal.

20. Mr. Piccolo (AEGPL) agrees that, even if based on proprietary data, the use of ECU outputs is undoubtedly more ‘elegant’ than the weighing procedure, and, if accepted by the authorities, it would be a valuable alternative to gas tank weighing, that could still be the method in the event of a dispute.

21. Mr. Dekker sees some potential problems regarding 2% accuracy measuring CO2. The 2% error in CO2 can mean a 10% error in petrol consumption in percentage. The proposed validation procedure of ECU data needs further investigation and, furthermore, a detailed legal text about this process must be included in the regulation. The advantage of the weighing method is that it can be checked. So, additional work has to be done to get a consistent proposal.

22. As regards the errors, Mr. Langer points out that 2% error in the petrol mass would imply a 2% error in the CO2 by calculation.

23. Mr. Rijnders understands that the work of the OEM can be accurate, but from the regulator’s view as a type approval procedure they have to be able to check.

24. Mr. Rijnders indicates that we must wait for OICA/ACEA’s response. He suggests that by December the GFV members should make comments in a written paper so the issue can be discussed again in January 2013. He asks CLEPA to prepare in detail, in the next two-three weeks, two informal documents (both R. 83 and R. 115) for the GRPE January 2013 session, possibly taking into account the comments expressed today. These informal documents will be sent to the GFV members before the end of October for consideration. Deadline for comments from GFV members must be provided by the end of November/early December Thereafter CLEPA will try to revise their proposals in accordance with the collected comments. If needed, a possible telephone conference can be arranged in December among GFV members in advance of the January 2013 GFV. Otherwise, the final drafts will be dealt with directly in the January 2013 GFV.

71. The Chair of the informal group on GFVs proposed an amendment to UN Regulation No. 115 (GRPE-63-06-Rev.1), redefining the class of bi-fuel vehicles regarding the simultaneous use of gas and petrol in gas mode under certain conditions. This is similar to the amendment in UN Regulation No. 83 (paragraph 53, agenda item 8(a)).

72. GRPE agreed to distribute an updated version of GRPE-63-06-Rev.1 as an official document for consideration at its June 2012 session.

22. The expert from the UK introduced GRPE-63-02, proposing a corrigendum to UN Regulation No. 83. After having considered comments received during the GRPE session from other experts, he volunteered to submit an updated proposal on UN Regulation No. 83.

23. The expert from OICA submitted a proposal to add transitional provisions to the 01 series of amendments to UN Regulation No. 101 (GRPE-63-08), to align the 06 series of amendments to UN Regulation No. 83 with the 01 series of amendments to UN Regulation No. 101.

24. GRPE agreed and requested the secretariat to distribute GRPE-63-08 as an official document for consideration at the next GRPE session in June 2012.

25. The expert from OICA introduced GRPE-63-16, proposing to align UN Regulation No. 83 with the EU Regulation No. 566/2011. He explained that the initial transposition of the Euro 5 requirements initially into UN Regulation No. 83 could not take these amendments into account because they were still under discussion.

26. The expert from Poland raised a concern on the definition of cold start suggested by the text. The expert from OICA agreed that this issue should be analysed before submitting an official working document.

27. The GRPE Chair invited the experts from OICA to prepare an updated version of the proposal taking into account the comments received and to send it in due time to the secretariat.

Mr Rijnders indicated that the documents GRPE 63-5 (R.83) and 63-06 (R.115) are informal documents for this GRPE.

Mr. Piccolo indicated that the group decided to look at a re-definition of bi-fuel vehicles to include new technologies making a more intensive use of gasoline in gaseous fuel vehicles, instead of providing ad-hoc provisions for gas systems intended to be fitted on direct injection petrol engines, in retrofit or new applications.

A common requirement for all types of systems has been defined: the use of petrol simultaneously with gas during the Type I test cycle is permitted provided that the energy consumption of the gaseous fuel is higher than 80% of the total amount of energy consumed during the test.

A gas energy ratio has been preferred to a petrol one since gas consumption measurement has been considered easier and more accurate.

Mr. Rijnders indicated that the proposals were agreed in the last GFV meeting but ask again if there are additional comments. Mr. Tappe (CLEPA/Bosch) notes that the present paragraph 3.2.5. of Annex 12 permits, within the maximum time frame of 60secs, the use of petrol during the entire test, while the proposed amendments would allow the use of pure petrol exclusively in the start-up phase;

Mr. Tappe pointed out that there are systems using the 60 seconds of petrol split over the cycle and not necessarily only in the starting phase.

He proposes to re-extend this possibility also to the rest of the driving cycle, adding the wording “only or” in the paragraph 3.2.5 of Annex 12 just after the first part of the sentence: “Without prejudice to paragraph 6.4.1.3. of Annex 4a, during the Type I test it is permissible to use petrol….”.

TUV remarks that recalculation of dilution factors might be needed because they do not take into consideration the use of different fuels.

Mr. Rijnders indicated that presently recalculation the use of petrol up to 60 seconds is not considered because the effect is negligible. Only for simultaneous use of the fuels is a recalculation is introduced. The dilution factors as well as fuel density of gas only are used in the calculations of the final emissions in gram/km, since these represent the “worst case” conditions. This basic assumption generates emission values (g/km) higher than those that would be generated by weighted factors and a mean density.

Mr. Piccolo brings forth document GFV-16-02, where there are detailed explanations on why the present calculation procedures of emissions, based only on gas parameters are not affected by the proposed amendments and do not need to be adapted.

Oliver Eberhardt (BMU, Germany) asked why extend the possibility to increase the use of petrol.

Mr. Rijnders explained the technical reason: in the gas mode, petrol injectors placed directly in the combustion chamber (direct injection) could be over-heated if not cooled by the passage of some petrol.

Mr. Erario asked if there will be an amendment from CLEPA because he is concerned there already is a document on the table for GRPE.

Mr. Rijnders indicates that if this point should be agreed here, it can be included in the informal document as proposed by GFV. Otherwise it would have to be included as an amendment from CLEPA.

It is decided that CLEPA and AEGPL will work together to create amended language that will be included in the GRPE document as a GFV ‘amendment’.

This is a revised version of the proposal by the Gaseous Fueled Vehicles (GFV) informal group to redefine the class of bi-fuel vehicles under UN R115 in order to permit the simultaneous use of gas and petrol while in gas mode.

53. The Chair of the informal group on GFV reported on the work progress made by the group, also including the Liquefied Natural Gas Task Force (LNG TF) (GRPE-63-20). In particular, he explained that the GFV group discussed revisions to UN Regulations No. 83 and 115 and worked on proposals for amendments (GRPE-63-05-Rev.1 and GRPE-63-06-Rev.1).

54. The Chair of the informal group on Gaseous-Fuelled Vehicles (GFV) presented a proposal for an amendment to UN Regulation No. 83 (GRPE-63-05-Rev.1) redefining the class of bi-fuel vehicles regarding the simultaneous use of gas and petrol in gas mode under certain conditions (primarily when bi-fuel vehicles equipped with gasoline direct injection systems require the injection of a certain amount of gasoline also in gas-powered mode). The expert from Poland preferred to limit the scope of this amendment only to vehicles with direct injection engines. He added that the method based on the gas/energy ratio needs to be corrected for Compressed Natural Gas (CNG) vehicles. The expert from Italy supported this proposal.

55. GRPE agreed to reconsider the proposal in June 2012 on the basis of an official document to be provided to the secretariat by GFV and the expert from Poland.

56. The Chair of the GFV Task Force on Heavy Duty Dual Fuel vehicles (HDDF TF) reported on the status of the task force and the progress made since the last GRPE session (GRPE-63-23). He mentioned the HDDF TF intention to develop amendments to UN Regulation No. 49 (06 series of amendments). In this respect, he presented GRPE-63-21 in detail, proposing a supplement to the 06 series of amendments to UN Regulation No. 49 aimed at enabling the type approval of new Euro VI heavy duty dual-fuel engines and vehicles.

57. GRPE agreed that an updated version of GRPE-63-21 should be distributed as an official document taking into account the result of the discussion at the forthcoming GFV meeting. He invited all experts to send comments on the topic to the Chair of the GFV Task Force on Heavy Duty Dual Fuel vehicles. GRPE also agreed that the group should meet in conjunction with its next session, in June 2012.

71. The Chair of the informal group on GFVs proposed an amendment to UN Regulation No. 115 (GRPE-63-06-Rev.1), redefining the class of bi-fuel vehicles regarding the simultaneous use of gas and petrol in gas mode under certain conditions. This is similar to the amendment in UN Regulation No. 83 (paragraph 53, agenda item 8(a)).

72. GRPE agreed to distribute an updated version of GRPE-63-06-Rev.1 as an official document for consideration at its June 2012 session.

Mr. Piccolo reminds the group that Mr. Radzimirski (Poland), in the GRPE January session and in subsequent documents circulated to the group, made two main remarks:

• ● As for R.115 proposed amendments, several retrofit system manufacturers find it difficult to meet the emission limit in R.115 because of a certain incapacity to correctly calibrate the engine on gas or, for example, on CNG because of the ineffectiveness of the catalyst. If the possibility to use petrol up to 20% in energy unit was accepted, it would be possible for such manufacturers to extend the operation with petrol in the gas mode after the cold start for some 200 – 250 seconds in a Type I test, in order to satisfy the requirements. As for petrol direct injection engines, that would not be possible since petrol use is mainly required in the second part of the cycle. Mr. Radzimirski proposes, therefore, to limit this provision only to vehicles with direct injection petrol engines.

• ● As for both proposed amendments to R.115 and R. 83, the proposed method for gas ratio calculation (Annex 6B) does not seem to be suitable for reference CNG fuel G25 that is composed of 86% mole of methane and 14% mole of nitrogen (average percentage). The measured CNG mass consumed during the cycle by fuel weighing (numerator of the gas energy ratio) would correspond to the total mass of methane and nitrogen, while the denominator would estimate only the equivalent mass of methane consumed during the cycle. In the case of G 25 reference gas, the calculated gas energy ratio would, therefore, be higher than the actual one. Therefore, the method for G25 needs correcting via, for example, a correction coefficient.

As for the first remark, Mr Piccolo stated that AEGPL shared the concern of Mr Radzimirski and, in principle, would keep the two regulations aligned. However, if the group agrees such a “decoupling” of the two proposals making R.115 more restrictive in comparison with R 83, AEGPL would not oppose it.

Regarding Mr Radzimirski’s second remark, AEGPL asks the group and, in particular, NGVA Europe to specify some correction factors to the gas energy ratio in the case of testing with G25.

Mr. Del Alamo (NGVA Europe) indicated that Fiat does not see the necessity of the amendment to R 83.

Mr. Tappe (CLEPA/Bosch) suggested to leave to the discretion of the OEM’s the opportunity to use the two fuels, gas and petrol, in the most synergistic way for any type of engine system, be it a PSI or GDI. This is in line with a request for more flexibility made by OEM suppliers. OEMs, to respect the CO2 obligations, are forced to minimize the use of petrol and have no reason to misuse of petrol to fulfil the emission limits in the gas mode. That said, due to some safety concerns about the gas mass measurement by weighing, Mr Tappe asked the group to evaluate a different method based on petrol and gas ECU’s data, validated by a proper initial comparison with the official results coming from the application of FC (carbon balance) formulae.

Mr. Castagnini (AEB) expressed concern that a change of this type would delay submitting the formal document. Hence, he suggests to add the new method proposed by CLEPA as an alternative.

My Rijnders, taking into account the positions of the members, proposed to convert the present R.83 proposal (GRPE-63-05-Rev.1) into a formal document for the next GRPE session with no modifications. As for the R.115 proposal, the formal document based on the informal GRPE-63-06-Rev.1 will reflect the comment received by the Polish expert, in restricting the scope of the provision related to the 80% minimum limit for gas energy ratio only to vehicles with petrol direct injection engines. In addition, Mr. Rijnders asked Mr Tappe to provide an appropriate text containing provisions for an alternative method to weighing the mass of gas. This could possibly be included in an informal document to be submitted to the June 2012 GRPE by GFV.

Furthermore, it is agreed that an adequate correction factor for G25 will be part of an informal document for the next GRPE session.

The group agrees and provide for a consistent revision of GRPE-63-06-Rev.1.

64. The expert from Japan presented an overview on the Japanese fuel efficiency standards for passenger vehicles for the fiscal year 2020. He illustrated the status of the CO2 emissions from the transport sector in Japan, underlining that they peaked in 2001 and also explaining the reasons behind their evolution in the past two decades. He described the history of fuel efficiency standards in Japan and he provided detailed information on the new Japanese fuel efficiency standard for 2020, indicating that it was set to 20.3 km/L. He explained that this level was established taking into account the fuel efficiency of the “top runner” vehicle, as well as a technology assessment (improvements, market penetration). In particular, he noted that the top runner selection for the determination of the 2020 standard accounted for both conventional vehicles and hybrid vehicles (whose market penetration is expected to attain 18 per cent).

65. GRPE welcomed the presentation by the expert from Japan and noted the efforts undertaken in this field.

The purpose of this proposal is to add transitional provisions to the 01 series of amendments to Regulation No. 101, to solve a discrepancy between the 06 series of amendments to Regulation No. 83 and the 01 series of amendments to Regulation No. 101.

22. The expert from the UK introduced GRPE-63-02, proposing a corrigendum to UN Regulation No. 83. After having considered comments received during the GRPE session from other experts, he volunteered to submit an updated proposal on UN Regulation No. 83.

23. The expert from OICA submitted a proposal to add transitional provisions to the 01 series of amendments to UN Regulation No. 101 (GRPE-63-08), to align the 06 series of amendments to UN Regulation No. 83 with the 01 series of amendments to UN Regulation No. 101.

24. GRPE agreed and requested the secretariat to distribute GRPE-63-08 as an official document for consideration at the next GRPE session in June 2012.

25. The expert from OICA introduced GRPE-63-16, proposing to align UN Regulation No. 83 with the EU Regulation No. 566/2011. He explained that the initial transposition of the Euro 5 requirements initially into UN Regulation No. 83 could not take these amendments into account because they were still under discussion.

26. The expert from Poland raised a concern on the definition of cold start suggested by the text. The expert from OICA agreed that this issue should be analysed before submitting an official working document.

27. The GRPE Chair invited the experts from OICA to prepare an updated version of the proposal taking into account the comments received and to send it in due time to the secretariat.

2. GRPE noted GRPE-63-01-Rev.2 on organizing GRPE informal group meetings. GRPE adopted the agenda ECE/TRANS/WP.29/GRPE/2012/1 and added the following new items (as specified in GRPE-63-09):
(a) Informal Working Group on Electric Vehicle and Environment (EVE);
(b) Proposal to develop a new Regulation on recyclability of M1 and N1 vehicles;
(c) Clarification on referencing of UN Regulations and standards in documents;
(d) Upcoming proposals on Regulation No. 115;
(e) Approach of the involvement of GRPE in the development of the International Whole Vehicle Type Approval (IWVTA) system;
(f) Date of the sixty-fifth session of GRPE in January 2013;
(g) Presentation of the transport-related UNECE Energy Division activities related to the year of “Sustainable Energy for All” (2012);
(h) Secretariat update on the UNDA project;
(i) Tributes.

3. The informal documents distributed during the session are listed in Annex I to the session report.

4. GRPE delegates were informed that the next session of GRPE will take place from 5 to 8 June 2012 and that the deadline for the submission of official working documents is 9 March 2012.

This presentation outlines European Commission plans for a new regulatory structure for motorcycles, mopeds, quadricycles, and similar vehicles (Category L vehicles), scheduled for introduction on 1 January 2014.

49. The expert from the EC introduced GRPE-63-10, proposing international environmental and propulsion performance requirements for L-category vehicles. He expressed his intention to proceed according to the following actions: (a) a proposal for an EU Regulation on the approval and market surveillance of two- or three-wheel vehicles and quadricycles; (b) three EU Regulations on Environmental and Propulsion Performance Requirements (REPPR), vehicle functional safety, and vehicle construction; and © an EU Regulation on administrative requirements. He informed GRPE that the adoption of the first EU Regulation is expected by the end of 2012 and the applicability of the whole package by the beginning of 2014.

50. The expectations of the expert from the EC are: (a) to upgrade the current environmental requirements in terms of emission limits of gaseous pollutant emissions (Euro 3 by 2014, Euro 4 by 2017 and Euro 5 by 2020); (b) to include a measurement procedure for CO2 emissions and fuel consumption; and © to use of the World Motorcycle Testing Cycle (WMTC) as single emission laboratory test for all L-category vehicle categories, as of 2020. Referring to the expected REPPR, he underlined the EU goal to make reference to UN Regulations. He presented GRPE-63-11, containing a roadmap to upgrade the environmental and propulsion performance requirements for L-category vehicles through the upgrade of UN Regulations, and he announced that a two-year study to investigate how to accomplish this goal had been initiated.

51. The expert from Japan expressed his interest in the EC activities. The expert from IMMA welcomed the EC proposal. The expert from the EC clarified that the first steps are expected to concern EU legislation, while work on UN GTR No. 2 and UN Regulations Nos. 40 and 47 would follow. The expert from IMMA expressed a preference to move forward with global harmonization first.

52. The GRPE Chair invited the experts from the EC, IMMA and other interested Contracting Parties to develop jointly a detailed roadmap for consideration at the next GRPE session, in June 2012.

This documents presents a flow chart for the process of aligning the EU’s “Regulation on environmental and propulsion performance
requirements” (REPPR) for L-category vehicles with related global regulations.

49. The expert from the EC introduced GRPE-63-10, proposing international environmental and propulsion performance requirements for L-category vehicles. He expressed his intention to proceed according to the following actions: (a) a proposal for an EU Regulation on the approval and market surveillance of two- or three-wheel vehicles and quadricycles; (b) three EU Regulations on Environmental and Propulsion Performance Requirements (REPPR), vehicle functional safety, and vehicle construction; and © an EU Regulation on administrative requirements. He informed GRPE that the adoption of the first EU Regulation is expected by the end of 2012 and the applicability of the whole package by the beginning of 2014.

50. The expectations of the expert from the EC are: (a) to upgrade the current environmental requirements in terms of emission limits of gaseous pollutant emissions (Euro 3 by 2014, Euro 4 by 2017 and Euro 5 by 2020); (b) to include a measurement procedure for CO2 emissions and fuel consumption; and © to use of the World Motorcycle Testing Cycle (WMTC) as single emission laboratory test for all L-category vehicle categories, as of 2020. Referring to the expected REPPR, he underlined the EU goal to make reference to UN Regulations. He presented GRPE-63-11, containing a roadmap to upgrade the environmental and propulsion performance requirements for L-category vehicles through the upgrade of UN Regulations, and he announced that a two-year study to investigate how to accomplish this goal had been initiated.

51. The expert from Japan expressed his interest in the EC activities. The expert from IMMA welcomed the EC proposal. The expert from the EC clarified that the first steps are expected to concern EU legislation, while work on UN GTR No. 2 and UN Regulations Nos. 40 and 47 would follow. The expert from IMMA expressed a preference to move forward with global harmonization first.

52. The GRPE Chair invited the experts from the EC, IMMA and other interested Contracting Parties to develop jointly a detailed roadmap for consideration at the next GRPE session, in June 2012.

This proposal seeks to align UN R96 with EU Directive 2011/87/EU, delaying by three years the introduction of Stage IIIB and IV engines for certain Category T farm tractors. These tractors are specialised machines intended to operate in vineyards and orchards in southern Europe.

43. The expert from Italy presented GRPE-63-12 to align UN Regulation No. 96 with the European Directive 2011/87/EU.

44. GRPE agreed with the principle of the proposal.

45. The GRPE Chair invited the experts from Italy and the EC to provide an updated proposal to the secretariat to be distributed for consideration as an official document at the June 2012 session of GRPE.

The US, EU, and Japan have co-sponsored a proposal to develop harmonized safety and environmental standards for electric vehicles. This document proposes objectives for a working group to pursue the environmental aspects under the auspices of the Working Party on Pollution and Energy (GRPE).

66. The expert from the USA presented a proposal on the Terms of Reference for the informal working group on Electric Vehicles and Environment (EVE) (GRPE-63-13). On behalf of all the co-sponsors: the EU, Japan and the USA, he underlined the need to establish two informal working groups addressing the safety and environmental issues of electric vehicles (ECE/TRANS/WP.29/2012/36), as approved by WP.29 (ECE/TRANS/WP.29/1093) in its last session. He informed GRPE that the co-sponsors aim to: (a) exchange information on current and future regulatory requirements for electric vehicles in different markets; (b) minimize the differences between these regulatory requirements, with a view toward facilitating the development of vehicles to comply with such requirements; and (c) where possible, develop common requirements in the form of UN GTRs. He reminded GRPE that the informal group on EVE is expected to address environmental issues, while another informal group, established in the GRSP framework, should focus on Electric Vehicle Safety.

67. The GRPE Chair welcomed the proposal and invited GRPE experts that send their comments on the proposal to the expert from the USA (delaney.maureen@epa.gov). He concluded that there is no intention, at the moment, to develop a UN GTR on environmental issues (while such a development is likely in the case of safety). He stated the expectation that this initiative would reinforce the work undertaken on electric vehicles by other groups (like HDH and WLTP).

Germany has provided this proposal to revise their earlier submission (document GRPE/2012/2) pursuant to discussions held with the experts from the United Kingdom, the Netherlands and the European Commission.

19. The expert from Germany introduced GRPE-63-14, superseding ECE/TRANS/WP.29/GRPE/2012/2 and ECE/TRANS/WP.29/GRPE/2012/3 and amending UN Regulation No. 101 with respect to the determination of the electric range (including the possibility to allow the communication of a lower-than-tested value for consumers), the electrical energy consumption and the CO2 emissions of hybrid electric vehicles.

20. The expert from Japan pointed out, that with the development of the WLTP GTR, updated testing procedures for hybrid electric vehicles will be introduced.

21. GRPE adopted ECE/TRANS/WP.29/GRPE/2012/2, as amended by GRPE-63-14, and requested the secretariat to submit the proposal to WP.29 and AC.1 for consideration at their June sessions, as a supplement to the 01 series of amendments to the UN Regulation 101.

This proposal would correct editorial errors detected in GTR 4 during the transposition of the GTR provisions into UN Regulation 49 (6 series of amendments).

38. The expert from OICA introduced GRPE-63-15, containing a proposal to correct the wrong references to a few paragraphs in UN GTR No. 4.

39. GRPE requested the secretariat to distribute GRPE-63-15 as an official document for consideration at its June 2012 session.

40. The expert from the UK withdrew GRPE-63-03, since the amendments included in it were already incorporated in GRPE-63-22.

41. The expert from OICA introduced GRPE-63-17 (developed in close cooperation with Japan), clarifying ECE/TRANS/WP.29/GRPE/2011/15 on an amendment to UN GTR No. 5. He explained that GRPE-63-17 improves the disablement conditions of OBD system monitors.

42. GRPE requested the secretariat to distribute GRPE-63-17 for consideration as an official document at the next session of GRPE (June 2012).

This proposal was prepared by the experts from the International Organization of Motor Vehicle Manufacturers (OICA) in order to incorporate the content of Regulation (EU) 566/2011 into UN Regulation No. 83.06.

22. The expert from the UK introduced GRPE-63-02, proposing a corrigendum to UN Regulation No. 83. After having considered comments received during the GRPE session from other experts, he volunteered to submit an updated proposal on UN Regulation No. 83.

23. The expert from OICA submitted a proposal to add transitional provisions to the 01 series of amendments to UN Regulation No. 101 (GRPE-63-08), to align the 06 series of amendments to UN Regulation No. 83 with the 01 series of amendments to UN Regulation No. 101.

24. GRPE agreed and requested the secretariat to distribute GRPE-63-08 as an official document for consideration at the next GRPE session in June 2012.

25. The expert from OICA introduced GRPE-63-16, proposing to align UN Regulation No. 83 with the EU Regulation No. 566/2011. He explained that the initial transposition of the Euro 5 requirements initially into UN Regulation No. 83 could not take these amendments into account because they were still under discussion.

26. The expert from Poland raised a concern on the definition of cold start suggested by the text. The expert from OICA agreed that this issue should be analysed before submitting an official working document.

27. The GRPE Chair invited the experts from OICA to prepare an updated version of the proposal taking into account the comments received and to send it in due time to the secretariat.

The European Commission has proposed amending GTR No. 5 concerning on-board diagnostic systems. Japan has expressed concerns regarding OBD disablement conditions under section 5.2.2. This document from the former chair of the OBD GTR working group proposes revisions to that section.

28. GRPE noted that no further information was given under this agenda item.

38. The expert from OICA introduced GRPE-63-15, containing a proposal to correct the wrong references to a few paragraphs in UN GTR No. 4.

39. GRPE requested the secretariat to distribute GRPE-63-15 as an official document for consideration at its June 2012 session.

40. The expert from the UK withdrew GRPE-63-03, since the amendments included in it were already incorporated in GRPE-63-22.

41. The expert from OICA introduced GRPE-63-17 (developed in close cooperation with Japan), clarifying ECE/TRANS/WP.29/GRPE/2011/15 on an amendment to UN GTR No. 5. He explained that GRPE-63-17 improves the disablement conditions of OBD system monitors.

42. GRPE requested the secretariat to distribute GRPE-63-17 for consideration as an official document at the next session of GRPE (June 2012).

Written overview of the status of work on heavy-duty hybrid vehicle emissions standards (complements presentation by the group to the Working Party on Pollution and Energy. See document GRPE-63-19.)

29. The secretary of the informal group on Heavy Duty Hybrids (HDH) introduced GRPE-63-18 and GRPE-63-19, describing the work accomplished. He explained that the test procedure for heavy duty hybrids may be based on a wheel power cycle or on the vehicle cycle, and he announced the group’s intention to resume considering whether only one of these approaches shall be retained for the future work.

30. It was agreed that the group should meet in conjunction with the next GRPE session, in June 2012.

Presentation to the Working Party on Pollution and Energy (GRPE), covering the work on emissions testing standards for heavy-duty hybrid (HDH) vehicles, including status of research programs, roadmap, report on 7th and 8th HDH meetings, open items, and plans for next meetings. (See also document GRPE-63-18 for written status report.)

29. The secretary of the informal group on Heavy Duty Hybrids (HDH) introduced GRPE-63-18 and GRPE-63-19, describing the work accomplished. He explained that the test procedure for heavy duty hybrids may be based on a wheel power cycle or on the vehicle cycle, and he announced the group’s intention to resume considering whether only one of these approaches shall be retained for the future work.

30. It was agreed that the group should meet in conjunction with the next GRPE session, in June 2012.

This proposal was prepared by the experts from the informal Heavy-Duty Dual Fuel (HDDF) Task Force within the GFV informal working group in order to enable the type approval of new EURO VI heavy duty dual-fuel engines and vehicles.

53. The Chair of the informal group on GFV reported on the work progress made by the group, also including the Liquefied Natural Gas Task Force (LNG TF) (GRPE-63-20). In particular, he explained that the GFV group discussed revisions to UN Regulations No. 83 and 115 and worked on proposals for amendments (GRPE-63-05-Rev.1 and GRPE-63-06-Rev.1).

54. The Chair of the informal group on Gaseous-Fuelled Vehicles (GFV) presented a proposal for an amendment to UN Regulation No. 83 (GRPE-63-05-Rev.1) redefining the class of bi-fuel vehicles regarding the simultaneous use of gas and petrol in gas mode under certain conditions (primarily when bi-fuel vehicles equipped with gasoline direct injection systems require the injection of a certain amount of gasoline also in gas-powered mode). The expert from Poland preferred to limit the scope of this amendment only to vehicles with direct injection engines. He added that the method based on the gas/energy ratio needs to be corrected for Compressed Natural Gas (CNG) vehicles. The expert from Italy supported this proposal.

55. GRPE agreed to reconsider the proposal in June 2012 on the basis of an official document to be provided to the secretariat by GFV and the expert from Poland.

56. The Chair of the GFV Task Force on Heavy Duty Dual Fuel vehicles (HDDF TF) reported on the status of the task force and the progress made since the last GRPE session (GRPE-63-23). He mentioned the HDDF TF intention to develop amendments to UN Regulation No. 49 (06 series of amendments). In this respect, he presented GRPE-63-21 in detail, proposing a supplement to the 06 series of amendments to UN Regulation No. 49 aimed at enabling the type approval of new Euro VI heavy duty dual-fuel engines and vehicles.

57. GRPE agreed that an updated version of GRPE-63-21 should be distributed as an official document taking into account the result of the discussion at the forthcoming GFV meeting. He invited all experts to send comments on the topic to the Chair of the GFV Task Force on Heavy Duty Dual Fuel vehicles. GRPE also agreed that the group should meet in conjunction with its next session, in June 2012.

This document proposes to add the use of poly-alpha-olefin filters and to correct an error in the particle number measurement diagram in UN Regulation 49.

33. The expert from the EC gave a presentation (GRPE-63-04) focusing on the main amendments proposed for UN Regulation No. 49 (ECE/TRANS/WP.29/GRPE/2012/4). The proposal aims at aligning the requirements of the UN Regulation with those of EU Regulations EC No. 595/2009 and EU No. 582/2011 (Euro VI pollutant emission levels). He added that the proposal was submitted as the 06 consolidated series of amendments to UN Regulation No. 49, also incorporating the amendments proposed in the 05 series.

34. Even if Japan has not adopted UN Regulation No. 49, the expert from Japan noted that Worldwide harmonized Heavy-Duty Certification procedure (WHDC) was developed for compression ignition engines, expressing concerns on its use for positive ignition engines.

35. The expert from the UK introduced GRPE-63-22, containing a proposal to amend ECE/TRANS/WP.29/GRPE/2012/4 in order to include poly-alpha-olefin as a test aerosol material, and including the correction of an error in one of the figures.

36. The expert from OICA preferred to avoid the references to the CS 68649-12-7 and CS 68037-01-4 standards included in GRPE-63-22.

37. GRPE adopted ECE/TRANS/WP.29/GRPE/2012/4, as amended by GRPE-63-22 after deleting the reference to CS standards (removing the text “CS 68649-12-7 and CS 68037-01-4” from GRPE-63-22) and requested the secretariat to submit it to WP.29 and AC.1 for consideration at their June 2012 sessions, as 06 series of amendments to UN Regulation No. 49.

Progress report of the informal group working on heavy-duty dual-fuel vehicle provisions in UN Regulations 49, 85, and 115.

53. The Chair of the informal group on GFV reported on the work progress made by the group, also including the Liquefied Natural Gas Task Force (LNG TF) (GRPE-63-20). In particular, he explained that the GFV group discussed revisions to UN Regulations No. 83 and 115 and worked on proposals for amendments (GRPE-63-05-Rev.1 and GRPE-63-06-Rev.1).

54. The Chair of the informal group on Gaseous-Fuelled Vehicles (GFV) presented a proposal for an amendment to UN Regulation No. 83 (GRPE-63-05-Rev.1) redefining the class of bi-fuel vehicles regarding the simultaneous use of gas and petrol in gas mode under certain conditions (primarily when bi-fuel vehicles equipped with gasoline direct injection systems require the injection of a certain amount of gasoline also in gas-powered mode). The expert from Poland preferred to limit the scope of this amendment only to vehicles with direct injection engines. He added that the method based on the gas/energy ratio needs to be corrected for Compressed Natural Gas (CNG) vehicles. The expert from Italy supported this proposal.

55. GRPE agreed to reconsider the proposal in June 2012 on the basis of an official document to be provided to the secretariat by GFV and the expert from Poland.

56. The Chair of the GFV Task Force on Heavy Duty Dual Fuel vehicles (HDDF TF) reported on the status of the task force and the progress made since the last GRPE session (GRPE-63-23). He mentioned the HDDF TF intention to develop amendments to UN Regulation No. 49 (06 series of amendments). In this respect, he presented GRPE-63-21 in detail, proposing a supplement to the 06 series of amendments to UN Regulation No. 49 aimed at enabling the type approval of new Euro VI heavy duty dual-fuel engines and vehicles.

57. GRPE agreed that an updated version of GRPE-63-21 should be distributed as an official document taking into account the result of the discussion at the forthcoming GFV meeting. He invited all experts to send comments on the topic to the Chair of the GFV Task Force on Heavy Duty Dual Fuel vehicles. GRPE also agreed that the group should meet in conjunction with its next session, in June 2012.

Status report of the informal group developing a Mobile Air-Conditioning emissions Test Procedure.

17. The Chair of the informal group on Mobile Air-Conditioning Test Procedures (MACTP) reported on the work progress made in the EU framework (GRPE-63-24). He provided information on the main characteristics of the test procedure that are being developed. He explained the status of the tests being carried out in Korea, ongoing testing activities in Japan, and mentioned China’s interest in this work.

18. GRPE noted the consent given by WP.29 to extend MACTP’s mandate for another three years and agreed that the group should also meet in conjunction with its next session, in June 2012.

Document Description

10. On the Worldwide harmonized Light vehicles Test Procedures (WLTP), the Chair of the informal subgroup on the Development of the Harmonized driving Cycle (DHC) introduced GRPE-63-25 on their progress since June 2011. He summarized the outcomes of the first validation phase, including the decisions to revise the test cycle according to the concerns raised by the EC on the cycle dynamics and, following the observations from India, to develop a test cycle for low powered vehicles. He noted that a second step of the first validation phase (validation 1b), expected to lead to a clarification on the gear shifting points, had started in some laboratories and should be completed by March 2012. Referring to the concerns expressed by the expert from India on the last WLTP proposal, he mentioned that he expects a solution as an outcome of validation phase 1b.

11. The expert from the EC preferred to leave a possibility to test issues related to the gear shift points also in the second validation phase, since a final solution may not emerge from the validation phase 1b.

12. The Chair of the informal subgroup on the Development of the Test Procedure (DTP) reported on the work status of the subgroup (GRPE-63-32). He stated that the beginning of validation phase 2 has been postponed until the conclusion of validation 1b. He mentioned that it is crucial for the DTP work to have a confirmation test and validation 2 completed by the end of 2012. He mentioned that a new drafting coordinator for the drafting of the UN GTR has been selected. He informed GRPE that a first approach on the UN GTR structure has been presented and invited interested experts to present comments. He reported on issues related to the subgroups of DTP (Laboratory Processes on Electric Vehicles and those powered by internal combustion engines, Particulate Matter and Particulate Number, Additional Pollutants and Reference Fuels). 13. Following a question from the expert from Germany, the Chair of the DTP subgroup noted that testing of additional pollutants (other than CO, HC, NOX, and PM) like NO2, aldehydes and others should be encouraged in laboratories that are willing to undertake it. The expert from the EC underlined the importance of this, underlying the need to develop specific procedures if not addressed by this work.

14. The secretary of WLTP introduced GRPE-63-27 and GRPE-63-28, providing information on the WLTP road map. He noted that the delays accumulated had resulted in significantly shorter (six months) validation phases, since the main deadlines of the process were not expected to change. He informed GRPE that solutions to eventual problems due to the delays are expected to be identified by the WLTP steering group.

15. The expert from France underlined the importance, for successful work on WLTP, to deliver on time robust results, especially with respect to reliability, accuracy and flexibility of test results, also underlying that the results could be used to establish labelling schemes and fiscal measures related to the performance of vehicles.

16. The GRPE Chair announced that, if further delays occur, a special GRPE session may be held in autumn 2012 to validate the conclusions resulting from the WLTP activities. The GRPE Chair illustrated possible options for developing the work in the DTP and DHC subgroups after completing validation phase 1. He mentioned, in particular the following possibilities: (a) the combination of DTP and DHC subgroups (the most likely option); (b) the re-activation of the WLTP informal group (a less likely option, requiring to inform WP.29); and (c) the continuation of the work in two separate subgroups. He invited the experts to provide written comments on this subject.

Document Description

46. The Chair of the informal group on the Particle Measurement Programme (PMP) informed GRPE about the group’s activities (GRPE-63-26). He summarized the issues discussed during the last PMP meeting, giving details on the status of the Volatile Particle Removal (VPR) round robin, the Particle Number Counter (PNC) calibration experience, the European Metrology Research Project (EMRP), measurements of particles under 23 nm, and the status of the Heavy Duty (HD) round robin. He informed about the next steps (including discussions on the results of the round robin testing for VPR and HD, updates from the EMRP calibration work). He invited GRPE experts to give their views on the sub-23 nm particles measurement and he informed GRPE about the ongoing discussion on improving calibration procedures.

47. GRPE acknowledged the progress made by the group. The experts from France, Germany, the Netherlands, Switzerland and OICA supported the group’s request to act as a forum for discussion of further studies and to investigate measurement procedures for sub 23nm particles. The expert from France stressed the need to analyse the costs and benefits of this.

48. GRPE agreed that the group should meet in conjunction with its next session, in June 2012.

Overview of proposals for amending the plans for establishing the Worldwide harmonized Light vehicle emissions Test Procedure (WLTP) in light of progress to date.

10. On the Worldwide harmonized Light vehicles Test Procedures (WLTP), the Chair of the informal subgroup on the Development of the Harmonized driving Cycle (DHC) introduced GRPE-63-25 on their progress since June 2011. He summarized the outcomes of the first validation phase, including the decisions to revise the test cycle according to the concerns raised by the EC on the cycle dynamics and, following the observations from India, to develop a test cycle for low powered vehicles. He noted that a second step of the first validation phase (validation 1b), expected to lead to a clarification on the gear shifting points, had started in some laboratories and should be completed by March 2012. Referring to the concerns expressed by the expert from India on the last WLTP proposal, he mentioned that he expects a solution as an outcome of validation phase 1b.

11. The expert from the EC preferred to leave a possibility to test issues related to the gear shift points also in the second validation phase, since a final solution may not emerge from the validation phase 1b.

12. The Chair of the informal subgroup on the Development of the Test Procedure (DTP) reported on the work status of the subgroup (GRPE-63-32). He stated that the beginning of validation phase 2 has been postponed until the conclusion of validation 1b. He mentioned that it is crucial for the DTP work to have a confirmation test and validation 2 completed by the end of 2012. He mentioned that a new drafting coordinator for the drafting of the UN GTR has been selected. He informed GRPE that a first approach on the UN GTR structure has been presented and invited interested experts to present comments. He reported on issues related to the subgroups of DTP (Laboratory Processes on Electric Vehicles and those powered by internal combustion engines, Particulate Matter and Particulate Number, Additional Pollutants and Reference Fuels). 13. Following a question from the expert from Germany, the Chair of the DTP subgroup noted that testing of additional pollutants (other than CO, HC, NOX, and PM) like NO2, aldehydes and others should be encouraged in laboratories that are willing to undertake it. The expert from the EC underlined the importance of this, underlying the need to develop specific procedures if not addressed by this work.

14. The secretary of WLTP introduced GRPE-63-27 and GRPE-63-28, providing information on the WLTP road map. He noted that the delays accumulated had resulted in significantly shorter (six months) validation phases, since the main deadlines of the process were not expected to change. He informed GRPE that solutions to eventual problems due to the delays are expected to be identified by the WLTP steering group.

15. The expert from France underlined the importance, for successful work on WLTP, to deliver on time robust results, especially with respect to reliability, accuracy and flexibility of test results, also underlying that the results could be used to establish labelling schemes and fiscal measures related to the performance of vehicles.

16. The GRPE Chair announced that, if further delays occur, a special GRPE session may be held in autumn 2012 to validate the conclusions resulting from the WLTP activities. The GRPE Chair illustrated possible options for developing the work in the DTP and DHC subgroups after completing validation phase 1. He mentioned, in particular the following possibilities: (a) the combination of DTP and DHC subgroups (the most likely option); (b) the re-activation of the WLTP informal group (a less likely option, requiring to inform WP.29); and (c) the continuation of the work in two separate subgroups. He invited the experts to provide written comments on this subject.

Excel spreadsheet showing the WLTP roadmap, including the current and proposed WLTP organization, as well as tentative meeting schedule.

10. On the Worldwide harmonized Light vehicles Test Procedures (WLTP), the Chair of the informal subgroup on the Development of the Harmonized driving Cycle (DHC) introduced GRPE-63-25 on their progress since June 2011. He summarized the outcomes of the first validation phase, including the decisions to revise the test cycle according to the concerns raised by the EC on the cycle dynamics and, following the observations from India, to develop a test cycle for low powered vehicles. He noted that a second step of the first validation phase (validation 1b), expected to lead to a clarification on the gear shifting points, had started in some laboratories and should be completed by March 2012. Referring to the concerns expressed by the expert from India on the last WLTP proposal, he mentioned that he expects a solution as an outcome of validation phase 1b.

11. The expert from the EC preferred to leave a possibility to test issues related to the gear shift points also in the second validation phase, since a final solution may not emerge from the validation phase 1b.

12. The Chair of the informal subgroup on the Development of the Test Procedure (DTP) reported on the work status of the subgroup (GRPE-63-32). He stated that the beginning of validation phase 2 has been postponed until the conclusion of validation 1b. He mentioned that it is crucial for the DTP work to have a confirmation test and validation 2 completed by the end of 2012. He mentioned that a new drafting coordinator for the drafting of the UN GTR has been selected. He informed GRPE that a first approach on the UN GTR structure has been presented and invited interested experts to present comments. He reported on issues related to the subgroups of DTP (Laboratory Processes on Electric Vehicles and those powered by internal combustion engines, Particulate Matter and Particulate Number, Additional Pollutants and Reference Fuels). 13. Following a question from the expert from Germany, the Chair of the DTP subgroup noted that testing of additional pollutants (other than CO, HC, NOX, and PM) like NO2, aldehydes and others should be encouraged in laboratories that are willing to undertake it. The expert from the EC underlined the importance of this, underlying the need to develop specific procedures if not addressed by this work.

14. The secretary of WLTP introduced GRPE-63-27 and GRPE-63-28, providing information on the WLTP road map. He noted that the delays accumulated had resulted in significantly shorter (six months) validation phases, since the main deadlines of the process were not expected to change. He informed GRPE that solutions to eventual problems due to the delays are expected to be identified by the WLTP steering group.

15. The expert from France underlined the importance, for successful work on WLTP, to deliver on time robust results, especially with respect to reliability, accuracy and flexibility of test results, also underlying that the results could be used to establish labelling schemes and fiscal measures related to the performance of vehicles.

16. The GRPE Chair announced that, if further delays occur, a special GRPE session may be held in autumn 2012 to validate the conclusions resulting from the WLTP activities. The GRPE Chair illustrated possible options for developing the work in the DTP and DHC subgroups after completing validation phase 1. He mentioned, in particular the following possibilities: (a) the combination of DTP and DHC subgroups (the most likely option); (b) the re-activation of the WLTP informal group (a less likely option, requiring to inform WP.29); and (c) the continuation of the work in two separate subgroups. He invited the experts to provide written comments on this subject.

38. The Chair of GRPE reported on the results achieved during its sixty-third session (for more details, see the report of the session ECE/TRANS/WP.29/GRPE/63).

39. He informed WP.29 about the progress made to develop the UN GTR on WLTP (Worldwide harmonized Light vehicles Test Procedure). He added that ongoing discussions about the test cycle development would cause a time delay in the finalization of validation Phase 1 (driveability) and the start of validation Phase 2 (practicability and repeatability). He reported that, at the GRPE session in January 2012, the WLTP secretary had presented a revised Road Map and a proposal on how to organize future WLTP work (GRPE-63-28).

40. With regard to the informal working group on Retrofit Emissions Control devices (REC), WP.29 noted the intention of the informal working group to introduce two levels of stringency. GRPE had agreed to seek the consent of WP.29 for an extension of the mandate of the informal working group for another two years. The World Forum gave its consent.

The WLTP roadmap was presented by Ichikawa‐san (see document GRPE‐63‐28). There were no major changes since last GRPE. Confirmation test shall start in September 2012 directly after end of Validation Phase 2. Ichikawa‐san asked strongly for a firm DTP process to fix critical open issues necessary for confirmation testing in due time.

Presentation to the Working Group on Pollution and Energy (GRPE) on the status of work on a new regulation concerning Retrofit Emissions Control (REC) devices.

31. The Chair of the informal group on Retrofit Emissions Control devices (REC) reported on the progress made by the group (GRPE-63-29). He reported on solved and on outstanding issues. He addressed the need to deal with different stringency levels in the UN Regulation under preparation. He mentioned that this could be solved by drafting the original version of the UN Regulation and, in parallel, a first series of amendments. This approach would be in line with article 12 of the 1958 agreement. Referring to outstanding issues, he noted that it would be difficult to fulfil the task in the original timeframe and requested an extension of the mandate for another two years.

32. GRPE noted the work progress of the REC informal group. The Chair announced his intention to seek WP.29 consent for an extension of the mandate for another 2 years. GRPE endorsed the proposal to draft the UN Regulation and, in parallel, a first series of amendments. GRPE also agreed that the group should meet in conjunction with its session in June 2012.

The chairman presented his draft progress report for GRPE. He will report that the draft Regulation covers the majority of the issues to be dealt with. Some significant issues still have to be solved in detail, but the direction of the solution is within reach. After today’s decisions a further draft Regulation will be prepared.

It is agreed that retrofit systems shall not interfere with the operation of the original engine and its OEM aftertreatment system. Due to the new solution for the general approach, the provisions on NO2 will have to be re-discussed. Most participants agree on a PN requirement for high efficiency DPFs and this will be including with provisions on secondary emissions, for which an approach has been agreed. The approach for test cycles has been agreed.

The approach agreed at today’s meeting is described in the presentation. This involves starting with only the lower stringency levels and then introducing an 01 series of amendments as soon as possible. Contracting parties may choose to subscribe to only the 01 series of amendments. Other outstanding issues are NOx reagent control and OBD provisions.

The presentation reviews the meetings held and defines the role of the editorial group (UK, CH, NL, D & AECC) as being to implement in the draft Regulation the outcome of discussions in the informal group and comments on the draft text from informal group members, and to identify issues for discussion in the informal group.

The REC group asks GRPE for an extension of its mandate by two years as a result of the time-consuming but necessary discussions on the general approach and other outstanding discussions. It is intended to nevertheless complete the Regulation as soon as possible – it not intended that the full 2 years should be taken. It was agreed that it needs to be clarified whether the existing mandate would allow drafting of the 01 series of amendments.

Schulte proposed that once the extension of the mandate is agreed, an internal time plan (with drafting responsibilities) should be prepared. The group agreed to this proposal. The secretary noted that GRPE should also be asked for a ½ day meeting at the next session. It was agreed that the chairman and Eberhardt would refine the wording of the presentation to GRPE.

Presentation by the Sustainable Energy Division of the UN Economic Commission for Europe on UNECE activities in support of the UN’s 2012 “International Year for Sustainable Energy for All”.

75. A representative of the Energy Division of the UNECE secretariat informed GRPE about the activities related to the year 2012, proclaimed as the year of “Sustainable Energy for All” by the UN General Assembly in its Resolution 65/151 (GRPE-63-30). He underlined the “UN Secretary-General’s High-Level Initiative on Sustainable Energy for All”, focusing on its three targets for 2030: universal energy access, double energy efficiency and double renewable energy mix. He also mentioned the activities that will be undertaken by the UNECE, including in particular an exhibition on “the Energy R[E]volution” planned to be held in the “Palais des Nations”, in Geneva, from 27 February to 16 March 2012. He invited GRPE experts to participate in this exhibition and to contribute to the event, offering the possibility to showcase new innovative technologies on transport, energy and sustainability, including electric vehicles.

76. The GRPE Chair invited all interested experts to contact the representative of the UNECE Energy Division (gianluca.sambucini@unece.org).

Status report on efforts towards the “development and implementation of a monitoring and assessment tool for CO2 emissions in inland transport to facilitate climate change mitigation” under the UNDA’s “For Future Inland Transport Systems” (forFITS) project.

This is the summary of the 8th session of the WLTP subgroup on development of the test procedures presented to the Working Party on Pollution and Energy. (This document is identical to the DTP meeting wrap-up document WLTP-DTP-08-05. Only the reference number has been changed.)

10. On the Worldwide harmonized Light vehicles Test Procedures (WLTP), the Chair of the informal subgroup on the Development of the Harmonized driving Cycle (DHC) introduced GRPE-63-25 on their progress since June 2011. He summarized the outcomes of the first validation phase, including the decisions to revise the test cycle according to the concerns raised by the EC on the cycle dynamics and, following the observations from India, to develop a test cycle for low powered vehicles. He noted that a second step of the first validation phase (validation 1b), expected to lead to a clarification on the gear shifting points, had started in some laboratories and should be completed by March 2012. Referring to the concerns expressed by the expert from India on the last WLTP proposal, he mentioned that he expects a solution as an outcome of validation phase 1b.

11. The expert from the EC preferred to leave a possibility to test issues related to the gear shift points also in the second validation phase, since a final solution may not emerge from the validation phase 1b.

12. The Chair of the informal subgroup on the Development of the Test Procedure (DTP) reported on the work status of the subgroup (GRPE-63-32). He stated that the beginning of validation phase 2 has been postponed until the conclusion of validation 1b. He mentioned that it is crucial for the DTP work to have a confirmation test and validation 2 completed by the end of 2012. He mentioned that a new drafting coordinator for the drafting of the UN GTR has been selected. He informed GRPE that a first approach on the UN GTR structure has been presented and invited interested experts to present comments. He reported on issues related to the subgroups of DTP (Laboratory Processes on Electric Vehicles and those powered by internal combustion engines, Particulate Matter and Particulate Number, Additional Pollutants and Reference Fuels). 13. Following a question from the expert from Germany, the Chair of the DTP subgroup noted that testing of additional pollutants (other than CO, HC, NOX, and PM) like NO2, aldehydes and others should be encouraged in laboratories that are willing to undertake it. The expert from the EC underlined the importance of this, underlying the need to develop specific procedures if not addressed by this work.

14. The secretary of WLTP introduced GRPE-63-27 and GRPE-63-28, providing information on the WLTP road map. He noted that the delays accumulated had resulted in significantly shorter (six months) validation phases, since the main deadlines of the process were not expected to change. He informed GRPE that solutions to eventual problems due to the delays are expected to be identified by the WLTP steering group.

15. The expert from France underlined the importance, for successful work on WLTP, to deliver on time robust results, especially with respect to reliability, accuracy and flexibility of test results, also underlying that the results could be used to establish labelling schemes and fiscal measures related to the performance of vehicles.

16. The GRPE Chair announced that, if further delays occur, a special GRPE session may be held in autumn 2012 to validate the conclusions resulting from the WLTP activities. The GRPE Chair illustrated possible options for developing the work in the DTP and DHC subgroups after completing validation phase 1. He mentioned, in particular the following possibilities: (a) the combination of DTP and DHC subgroups (the most likely option); (b) the re-activation of the WLTP informal group (a less likely option, requiring to inform WP.29); and (c) the continuation of the work in two separate subgroups. He invited the experts to provide written comments on this subject.

2. GRPE noted GRPE-63-01-Rev.2 on organizing GRPE informal group meetings. GRPE adopted the agenda ECE/TRANS/WP.29/GRPE/2012/1 and added the following new items (as specified in GRPE-63-09):
(a) Informal Working Group on Electric Vehicle and Environment (EVE);
(b) Proposal to develop a new Regulation on recyclability of M1 and N1 vehicles;
(c) Clarification on referencing of UN Regulations and standards in documents;
(d) Upcoming proposals on Regulation No. 115;
(e) Approach of the involvement of GRPE in the development of the International Whole Vehicle Type Approval (IWVTA) system;
(f) Date of the sixty-fifth session of GRPE in January 2013;
(g) Presentation of the transport-related UNECE Energy Division activities related to the year of “Sustainable Energy for All” (2012);
(h) Secretariat update on the UNDA project;
(i) Tributes.

3. The informal documents distributed during the session are listed in Annex I to the session report.

4. GRPE delegates were informed that the next session of GRPE will take place from 5 to 8 June 2012 and that the deadline for the submission of official working documents is 9 March 2012.

Text prepared by Germany to introduce amendments to Annex 9 of Regulation No. 101 regarding the procedure for the determination of the electric range of hybrid electric vehicles taking into account the use of the fuel consuming engine.

19. The expert from Germany introduced GRPE-63-14, superseding ECE/TRANS/WP.29/GRPE/2012/2 and ECE/TRANS/WP.29/GRPE/2012/3 and amending UN Regulation No. 101 with respect to the determination of the electric range (including the possibility to allow the communication of a lower-than-tested value for consumers), the electrical energy consumption and the CO2 emissions of hybrid electric vehicles.

20. The expert from Japan pointed out, that with the development of the WLTP GTR, updated testing procedures for hybrid electric vehicles will be introduced.

21. GRPE adopted ECE/TRANS/WP.29/GRPE/2012/2, as amended by GRPE-63-14, and requested the secretariat to submit the proposal to WP.29 and AC.1 for consideration at their June sessions, as a supplement to the 01 series of amendments to the UN Regulation 101.

19. The expert from Germany introduced GRPE-63-14, superseding ECE/TRANS/WP.29/GRPE/2012/2 and ECE/TRANS/WP.29/GRPE/2012/3 and amending UN Regulation No. 101 with respect to the determination of the electric range (including the possibility to allow the communication of a lower-than-tested value for consumers), the electrical energy consumption and the CO2 emissions of hybrid electric vehicles.

20. The expert from Japan pointed out, that with the development of the WLTP GTR, updated testing procedures for hybrid electric vehicles will be introduced.

21. GRPE adopted ECE/TRANS/WP.29/GRPE/2012/2, as amended by GRPE-63-14, and requested the secretariat to submit the proposal to WP.29 and AC.1 for consideration at their June sessions, as a supplement to the 01 series of amendments to the UN Regulation 101.

Text prepared by the European Commission to align the requirements of the Regulation with those of European Union Regulation (EC) No 595/2009 and (EU) No 582/2011 (Euro VI ).

33. The expert from the EC gave a presentation (GRPE-63-04) focusing on the main amendments proposed for UN Regulation No. 49 (ECE/TRANS/WP.29/GRPE/2012/4). The proposal aims at aligning the requirements of the UN Regulation with those of EU Regulations EC No. 595/2009 and EU No. 582/2011 (Euro VI pollutant emission levels). He added that the proposal was submitted as the 06 consolidated series of amendments to UN Regulation No. 49, also incorporating the amendments proposed in the 05 series.

34. Even if Japan has not adopted UN Regulation No. 49, the expert from Japan noted that Worldwide harmonized Heavy-Duty Certification procedure (WHDC) was developed for compression ignition engines, expressing concerns on its use for positive ignition engines.

35. The expert from the UK introduced GRPE-63-22, containing a proposal to amend ECE/TRANS/WP.29/GRPE/2012/4 in order to include poly-alpha-olefin as a test aerosol material, and including the correction of an error in one of the figures.

36. The expert from OICA preferred to avoid the references to the CS 68649-12-7 and CS 68037-01-4 standards included in GRPE-63-22.

37. GRPE adopted ECE/TRANS/WP.29/GRPE/2012/4, as amended by GRPE-63-22 after deleting the reference to CS standards (removing the text “CS 68649-12-7 and CS 68037-01-4” from GRPE-63-22) and requested the secretariat to submit it to WP.29 and AC.1 for consideration at their June 2012 sessions, as 06 series of amendments to UN Regulation No. 49.

33. The expert from the EC gave a presentation (GRPE-63-04) focusing on the main amendments proposed for UN Regulation No. 49 (ECE/TRANS/WP.29/GRPE/2012/4). The proposal aims at aligning the requirements of the UN Regulation with those of EU Regulations EC No. 595/2009 and EU No. 582/2011 (Euro VI pollutant emission levels). He added that the proposal was submitted as the 06 consolidated series of amendments to UN Regulation No. 49, also incorporating the amendments proposed in the 05 series.

34. Even if Japan has not adopted UN Regulation No. 49, the expert from Japan noted that Worldwide harmonized Heavy-Duty Certification procedure (WHDC) was developed for compression ignition engines, expressing concerns on its use for positive ignition engines.

35. The expert from the UK introduced GRPE-63-22, containing a proposal to amend ECE/TRANS/WP.29/GRPE/2012/4 in order to include poly-alpha-olefin as a test aerosol material, and including the correction of an error in one of the figures.

36. The expert from OICA preferred to avoid the references to the CS 68649-12-7 and CS 68037-01-4 standards included in GRPE-63-22.

37. GRPE adopted ECE/TRANS/WP.29/GRPE/2012/4, as amended by GRPE-63-22 after deleting the reference to CS standards (removing the text “CS 68649-12-7 and CS 68037-01-4” from GRPE-63-22) and requested the secretariat to submit it to WP.29 and AC.1 for consideration at their June 2012 sessions, as 06 series of amendments to UN Regulation No. 49.

33. The expert from the EC gave a presentation (GRPE-63-04) focusing on the main amendments proposed for UN Regulation No. 49 (ECE/TRANS/WP.29/GRPE/2012/4). The proposal aims at aligning the requirements of the UN Regulation with those of EU Regulations EC No. 595/2009 and EU No. 582/2011 (Euro VI pollutant emission levels). He added that the proposal was submitted as the 06 consolidated series of amendments to UN Regulation No. 49, also incorporating the amendments proposed in the 05 series.

34. Even if Japan has not adopted UN Regulation No. 49, the expert from Japan noted that Worldwide harmonized Heavy-Duty Certification procedure (WHDC) was developed for compression ignition engines, expressing concerns on its use for positive ignition engines.

35. The expert from the UK introduced GRPE-63-22, containing a proposal to amend ECE/TRANS/WP.29/GRPE/2012/4 in order to include poly-alpha-olefin as a test aerosol material, and including the correction of an error in one of the figures.

36. The expert from OICA preferred to avoid the references to the CS 68649-12-7 and CS 68037-01-4 standards included in GRPE-63-22.

37. GRPE adopted ECE/TRANS/WP.29/GRPE/2012/4, as amended by GRPE-63-22 after deleting the reference to CS standards (removing the text “CS 68649-12-7 and CS 68037-01-4” from GRPE-63-22) and requested the secretariat to submit it to WP.29 and AC.1 for consideration at their June 2012 sessions, as 06 series of amendments to UN Regulation No. 49.