4. The expert from EC reported on the progress of the study on Euro 5 sound level limits of L-category vehicles (GRB-67-13), including a cost-benefit analysis (CBA). According to him, the study identified a potential for reducing sound limits of L-category vehicles. The expert of IMMA was of the view that the study did not properly address a wide variety of vehicles and that lowering the sound limits for type approval would not solve the main issue: single vehicles creating a high noise level (GRB-67-16-Rev.1).

5. The experts from Germany, Netherlands and Spain posed questions about the study assumptions and pointed out that the proposed policy measures would not tackle illegal aftermarket products (silencers) that were the heart of the problem. The Chair invited EC to take into consideration the comments received and to work closely with Contracting Parties, IMMA and other stakeholders with a view to proposing tangible solutions.

21. No new information was reported under this item.

Presentation on the consortium researching a methodology for the measurement of particles to about 10 nm and development of a high efficiency PN-Portable Emission Measurement System (PEMS) demonstrator.

Status report on the European Commission program to investigate the potential for new sound limits of L-category vehicles at Euro 5 step and make a justified proposal.

21. The experts from EC informed GRB about an ongoing study on Euro 5 sound level limits of L-category vehicles (GRB-65-16 and Add.1), with the aim to investigate the potential for lower limits and to prepare justified proposals for amendments to EU Regulation No. 168/2013 and, at a later stage, to UN Regulations Nos. 9, 41 and 63. According to the experts, the study had been launched in response to frequent complaints from citizens over the excessive levels of sound emissions from L-category vehicles, which were often perceived as disturbing and harmful noise for the public health.

22. The experts of Germany, Netherlands, IMMA and OICA pointed out that the underlying problems were not because of the prescribed limits for new vehicles, but due to retrofitting and tampering with silencers of the vehicles in use. Thus, these experts were of the view that only reducing the sound level limits in the above Regulations would not improve the situation, unless accompanied by efficient enforcement measures and market surveillance. GRB agreed to study the relevant documents and to monitor the developments at the EU level.

Discussion presentation on issues potentially impacting the measurement of PN during regeneration of gasoline particulate filters and diesel particulate filters on light-duty vehicles.

JRC contracted Ricardo-AEA. Presentation provided by B. Giechaskiel.

• Heavy Duty include regeneration PN measurements – continuous and periodic, however, PN measurements during regeneration are currently excluded from light duty emissions requirements.
• Regen measurements with 10nm and 23nm CPCs show no indication of artefact. The artefact shows up in the 6nm measurements.
• Considering the PN-PEMs project for RDE in Europe, useful to consider how regeneration in real driving situation compares to regeneration in a laboratory.
• Clear need identified to ensure pre-conditioning occurs prior to testing post-regeneration.
• Identified need to consider regen from multi-device aftertreatment systems (eg either LNT or SCR and DPF.
• Essential to use Euro 6 vehicles .
• JRC test plan (under revision) for diesel regeneration aims to start Sept 2014 in parallel with PN-PEMS. JRC will use the WLTC as the cycle for study basis.
• Further discussions on issues with measuring regeneration on GPF (passive rather than active regen) – agreed to review in 1 month by web conference and tentatively to cancel the GRPE PMP session.

Co-Decision part of the legislation to be finalised by end April 2014 with delegated Act to be adopted in 18-24 months on the test methods and other practical aspects.
Co-Decision part will contain the essential elements – i.e scope and limit values
PN limit values will be established for:

• 56 – 560 kW : land based engines
• >300 kW : inland waterway transport
• All rail cars (note locomotives out of scope)

Proposal as per Swiss ordinance : 1E+12 #/kWh – in line with PM limits as tried to correlate stringency of PM and PN limits.

J Andersson (Ricardo AEA) presented overview of NRMM situation and open questions –

• eg Slide 11 – considering partial flow measurement instead of CVS
• Open crankcase ventilation issues (slide 12) with oil mist via mini CVS to prevent damage to measurement side by analyser contamination. Noted blow-by gas measurement already required.
• Areas for further study identified on slide 17.

• <56kW : PN will apply for CI engines only
• >56kW : PN will apply to both CI and SI engines
• Questions remain on CNG SI and CNG CI dual fuel engines
• Fuel = 10 ppm S