development · 2 jaar geleden

Summary of workshop on EURO-VI truck engines

On Tuesday May 9th 2017 during the Maritime Industry fair in Gorinchem (the Netherlands) the Dutch Innovation Lab of the Expertise and InnovationCentre Barging (EICB) organized a meeting about EURO-VI truck-engines and how these engines fit to the NRMM Stage-V requirements. A series of experts provided insight into questions -amongst others- how feasible the concept is in terms of both technology and regulations.


Application of EURO-VI engines for the propulsion of inland waterway vessels is currently a hot topic. Results of a first pilot look very promising. These engines can play a role for entrepreneurs who want to comply with the Non Road Mobile Machine (NRMM) Stage-V directive. The following organisations contributed to this workshop: VINK Diesel, ADS van STIGT, TNO, VNF and EICB.

Sander Langenberg (VINK Diesel) informed the audience about the Paccar EURO-VI truck-engines built into an inland vessel by Vink Diesel BV from Sliedrecht, The Netherlands. Mr. Langenberg is the responsible person for the PACCAR EURO-VI truck engine project. Besides the challenges, he also addressed barriers and solutions using such EURO-VI truck engine for the propulsion of an inland vessel. The second presentation was by Sander Snoek of ADS van Stigt. Mr. Snoek discussed the mechanical connection and the challenges connecting more engines to one propulsion shaft. In the third presentation, Ruud Verbeek (TNO) discussed the comparison between EURO-VI and NRMM Stage-V requirements and test procedures, followed by a discussion whether EURO-VI engines are equivalent to NRMM Stage-V by Khalid Tachi of EICB (fourth presentation). The French and the Dutch market for EURO-VI truck engines in inland vessels were discussed in the fifth and sixth presentations by respectively Eloi Flipo (VNF, France) and Khalid Tachi (EICB, Rotterdam).

More than 80 persons from various organisations as from engine manufacturers, maritime industry, ship owners, consultants, etc. attended the workshop.



  • A EURO-VI truck-engine has been built into an inland vessel. The maximum engine power is 560kW. When more power for propulsion is needed two or more engines can be mechanically coupled to one propulsion shaft;
  • NOx-emissions for EURO-VI engine are 4.5 times lower than for Stage-V and particulate emission limits are very similar. Test procedures for EURO-VI and NRMM IWT are very different but EURO-VI has a large ‘Emission Control Area’ to fulfil IWT ‘Emission Control Areal’ requirements;
  • Ships with Stage-V engines will have about equal NOx emissions per of per as EURO-VI trucks. But ships with EURO-VI engines should perform much better;
  • EURO-VI truck-engines fit to the NRMM Stage-V requirements. There is no need for a separate type-approval granted under Regulation (EU) 2016/1628 for a type-approved EURO-VI engine used in place of a Stage-V IWP or IWA engine <560kW;
  • An additional arrangement for a correct operation of NOx control measures/after treatment system, must be confirmed by a Technical Service, e.g. the speed derating procedure should be adapted in the software for another procedure;
  • A EURO-VI type approved engine can be used for inland navigation already before 2019 on the grounds of Art 65(2), 2nd paragraph, under the same conditions related to the equivalency discussed;
  • The market potential for EURO-VI engines depends on a number of parameters: the sailing profile, configuration possibilities within the engine room, economic and technical state of the current drive line of a vessel, required additional investments compared to alternative solutions to meet NRMM Stage-V emission levels, and the Total Cost of Ownership (TCO).

Picture credits: Vink Diesel