Magazine 2018-19,en

H RESEARCH EDITION

Professional scientific magazine edition english

H Research edition. Publisher writing to 22790 Department Italian Government AGCOM ROC. Director Engineer Dr. Gnazzo Vito Annual magazine, publication namber 2018-19 Publisher Italy, Capaccio (Sa) www.htnetEdition.eu ISSN 2532-5612

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ABSTRACT. For the H 2018-19 magazine we published a bibliography that interest publications related to research on University Studies (publication 2018-19,01).

With the publication 2018-19,02 we had interest to the heritage dedicated to a specific business, the legal institution of the heritage destined for a specific business for joint stock companies. The researches carried out involved some legislative updates regarding the prevention of the phenomenon of recycling in the use of the financial system.

In publication 2018-19,03 with interest in the safety of pressure vessels we carried out studies on the historical evolution of the legislative framework that regulates the design and the structural calculation by making in appendix an application of the rules that determine the calculation models to be adopted for the realization of a pressure vessel considered safe throughout the work cycle.

With reference to payment services (pay call), financial systems for small payments and the prevention of the phenomenon of money laundering affecting the use of the financial system in the European market, we have carried out research on legislative updates from the year 2015 to today in the publication 2018-19,04. In the study carried out, we paid attention to payment systems with premium rate telephone numbers, to the single identifier that accompanies transfers of funds and to the rules defined by the law regarding the checks to be carried out for the prevention of the recycling phenomenon in the context of European market.

Considering that among the objectives of modern didactics aimed at students of scientific disciplines, there is a need to translate laws and principles into numbers, and that such translations especially when they affect the safety of people are regulated by regulations, in publication 2018-19.05 we have conducted studies and research on gases both concerning general physical aspects that legislative, with interest in the safety of equipment operating with pressurized gas.

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Given the complexity of internal combustion engines, the rotary thrust mechanism, considering the technological evolution that has affected motor vehicles in the last century, our studies for publication 2018-19,06 have been interested in the whole framework legislation that regulates the approval of motor vehicles from, the EEC directive 156 of the year 1970. In the appendix we have proposed a study of the internal combustion engines of a generic nature on the operating principles for two and four-stroke engines both with controlled ignition and compression ignition with particular interest to the characteristic curves, to its use and to the techniques adopted by the manufacturers in multi-cylinder engines to reduce the vibrations in the normal operation of an engine.

In the publication 2018-19,07 we continued the studies concerning the birth of University Studies in Italian with a look at what happened in Europe; we turned the attention of research to the period 1806-1015 characterized by the important event that saw the birth of the School of Application of Bridges and Roads in the Kingdom of Naples under the occupation of the French.

H Research Edition: professional scientific magazine, division edition of the HTNET Group, thematic area: information engineering.

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Publication list

H Research Edition Italian: magazine number 2018-19, volume english

UNIVERSITIES AND SCIENTIFIC DISCIPLINES IN ITALY AND EUROPE

The birth of the Application School of Bridges and Roads (1806-1815)

publication 2018-19 07

VEHICLE TYPE-APPROVAL

Legislative framework up to the year 2017

publication 2018-19 06

FLUORINATED GAS EQUIPMENT

General Physical Phenomena - Legislative Framework

publication 2018-19 05

LEGISLATIVE UPDATES OF RECENT YEARS, 2015-2017

Prevention of money laundering, small payouts, pay calls system

publication 2018-19 04

PRESSURE VESSELS, LEGISLATION

Structural calculation, pressure vessel.

publication 2018-19 03

PAYMENTS BY TELEPHONE OPERATOR. PAY CALL

Money laundering prevention. EC Regulation No 1781/2006. Directive 2005/60/EC,

publication 2018-19 02

BIBLIOGRAPHY

Bibliography, 0A. University Studies, Mechanics Applied to Machines

publication 2018-19 01

Sources for research: magazine H number 2018-19

publication 2018-19 00

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Universities and scientific disciplines in Italy and Europe.

The birth of the Application School of Bridges and Roads (1806 - 1815), Naples, Italy.

Universities and scientific disciplines in the rest of Italy. In 1725, in Turin, the king Vittorio Amedeo II (1°) had promulgated the statutes of the University that established some criteria of theoretical training for engineers civilians. The latters had to take an approval test with one of the University's mathematics professors. In 1739, the Military Academy was set up in Turin, dedicated to the study of fortifications and artillery.

In 1772, of the successive Constitutions, established the courses of Mathematics and Construction which were to be followed by the royal engineers; these courses were divided into five years, in the first of which the algebraic analysis had to be taught, in the second the conic sections, in the third the analysis of the infinitesimal, in the fourth the theory of the motion of the solids, in the fifth that of the motion of the liquids . Schools for Architects and Engineers then established in Milan, in 1795, in execution of Maria Teresa's 1761 edict, with which one of the most complete disciplines for the engineering profession was dictated; no trace of this school has remained.

In Modena, in 1757, an "Academy of Military Architecture was established for convenience and erudition not only of Engineers and Artillery, but of any official and any other person". It is the foundation, under the period of Napoleonic occupation, of the school of genius and artillery, to bring to Italy the model of the Ecole Polytechnique. The Modena school is the only one of completely free higher education of the Cisalpine Republic, and then of the Kingdom. 28 candidates are admitted to the course. At the end of the threeyear period, the qualifications for the professions as an engineer or artilleryman are obtained. But the 1° June 1814, with the advance of the Austrian troops, the School is closed. The higher technical teaching, aimed at the training of engineers, especially civilians, is given in the faculties of

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physical and mathematical sciences, but it has strong gaps. The only two special schools existing in Italy at the turn of the nineteenth century, the School of Bridges and Roads founded in Naples in 1811 and the School for Engineers built in Rome in 1817, are structures without organization and strongly lacking scientific and educational equipment . The Corps of Pioneers, and in particular the Institute of Pioneering Mathematical Cadets, founded between 1823 and 1824, are an exception. This institute raises an interest in technical education in the territories of Modena and Reggio. The course, unique in Italy, has the structure of a true university course. Its duration is five years, and it is taught, after a preparatory year, the algebraic and analytical calculation, the theoretical and experimental architecture, the descriptive geometry, the mechanics, the hydraulics. After the revolts of 1848 all university boarding schools will be suppressed (V. Marchis, Storia delle Macchine, p.178; Editori Laterza 1994).

NOTE (1°): Vittorio Amedeo II made a not indifferent effort to give a solid financial basis to the new University and this policy was substantially maintained during the century. ..... Wages were regularly paid: And the professors, who enjoyed perpetual conduct, could devote themselves to studies without excessive worries for the future, especially since after fourteen years of teaching, ..... in case of withdrawal , they had the title of jubilant professor, with half salary. (Marina Roggero, History of Italy, Annali 4, Einaudi 1981, p.1072).

Universities and scientific disciplines in Europe. Also in the rest of Europe we are witnessing the birth of schools for military preparation: in France in 1720 the first school for engineers was created, created as a military school; in England, in 1741, the Royal Military Academy was established, for the preparation of artillery officers and Engineers. In the second half of the eighteenth century, in England, and more precisely in Manchester, doctors, physicists and "natural philosophers" disseminated the most recent scientific discoveries. In particular, John Banks is one of the most assiduous lecturers in the north-western regions. His works are the synthesis of more than 20 years of lessons given to a vast audience under the auspices of the College of Art and Sciences. ..... These lessons anticipate in many ways the work of the Mechanics' Institutes. Henry Clarke, after traveling all over Europe, founded the Commercial and Mathematical School in Salford in 1765. In 1772 he established numerous evening courses and grants young people a "preparation on the scientific aspects of mechanical professions and on the most interesting aspects of theoretical and experimental science, correlating them with experiments with modern equipment". Itinerant readers come from different cultural backgrounds: some are self-taught, other

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graduates in Scottish universities, others craftsmen and watchmakers ......

From 1784 to 1792 Isaac Milner, first holder of the Jacksonian Chair, set up at Queen's College a mechanics laboratory with lathes, grinding wheels, bellows, ovens, electrostatic benches, and there begins a vast experimentation activity ..... The course held by William Farish in Cambridge is the first serious attempt - as Hilken called it -, in all English universities, to study the industrial applications of technology, and is the first to teach the discipline of "construction of machines" as an autonomous subject (V. Marchis, History of Machines, p.176-177; Editori Laterza 1994). Continuing to examine what was happening in Europe in the period between the sixteenth and the eighteenth centuries, it is possible to observe that, around 1690, Duke Francesco d'Este had founded the Academy of Military Architecture in modena; in 1745 Duke Charles I founded the Brunswick Collegium Carolinum with a school of mines. By virtue of an ordinance (1744) of Louis XV establishing a design office for the detection of a map of the streets of France, under the direction of engineer Jean-Rodolphe Perronet (1708-1794), in 1747 the famous was born & Eacutr; cole des Ponts et Chaussèes, with the task of preparing the technicians of the Corps of Bridges and Roads, a school that only after 1791 had the character of a higher institute. Also in France, in 1748, the Ecole des Ingenieurs de Mezieres (2& deg;) was founded, with the task of preparing the officers of military engineering and again in 1794-1795 the Ecole Polytecnique, (Engineering Polytechnic). The new cultural instances introduced by the French revolution lead to the creation in France of the Ecole de navigation and the cannonage maritimes, the Ecole des armes, the Ecole de travaux publics (1794), the Conservatoir des Arts et Metiers (1794 ). The Polytechnic of Prague (1806) and the Vienna University (1815) follow in Europe (V. Marchis, History of Machines, p.176177; Editori Laterza 1994).

NOTE (2°): Ecole des Ingenieurs de Mèzières (1748-1794). The duration of the studies was two years and one exam sanctioned each of them. The diploma of engineer was subordinated to the results of the successive stages that the candidate carried out in the various weapons. Monge was among the famous professors of this school.

THE BIRTH OF THE SCHOOL OF APPLICATION OF BRIDGES AND ROADS (1806 - 1815), Naples. At the beginning of the eighteenth century, the situation of university scientific culture could not be said brilliant: The seven hundred had been a glorious season for Neapolitan culture, and partly also for mathematics: Niccolò de Martino and his brother Pietro had published the first manuals of the new physics, of algebra and Cartesian geometry.

After them other figures, notable in the Italian sphere, had continued their

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work as treatise writers (Giuseppe Orlando, Vito Caravelli etc.). The dramatic end of the Neapolitan Republic of 1799, to which many scientists had joined, put an end to this favorable period: those who were not killed by the Bourbon reaction, such as Nicola Fiorentino and Vincenzo De Filippis, found a way out abroad (Vincenzo Porto). A new emigration occurred after the bracket murattiana. Carlo Lauberg and Annibale Giordano lived in exiles in France, modifying their surnames (Laubert, Jordan), Ottavio Colecchi found a place in Lithuania. In Naples remained the old Nicola Fergola and his modest pupil Flauti, engaged in marginal fields of synthetic geometry. In the first half of the nineteenth century the Neapolitan mathematical life ended up being linked essentially to the school for engineers, founded by Murat, and to the astronomical Observatory.

Civil educational institutions A real school, whose order can be considered the inspiration of that of the modern engineering faculties, was built in Naples during the decade of occupation of the Kingdom of Naples by the French, in period 1806 -1815. The French seem to have particular skills in engineering and this is confirmed by taking a look at the public works they have made in the Kingdom of Naples, under Giuseppe Bonaparte and Gioacchino Napoleone Murat. On November 18, 1808, from the Murat (3°) was established in Portici the establishment of a Royal Corps of Bridges and Roads, whose direction with the same act, he was entrusted to the general of division, Jacques David Martin de Campredon. Subsequently, with a decree dated March 4, 1811, a Application Schoolwas set up for the training of engineers assigned to the Corps. On January 26, 1809, the Murat commissioned a commission to present a draft law on public education . The secretary of the commission was Mr. Tito Manzi, the other members were the Archbishop of Taranto, Giuseppe Capecelatro, the Bishop of Lettere and Gragnano, Bernardo della Torre, Melchiorre Delfico and Vincenzo Cuoco.

This is how that Report and draft law was created for the reform of public education, mainly due to Vincenzo Cuoco, a member of the aforementioned commission. In the vision of the Cook (4°), as appears from the Report, on the ordering of what are now called Engineering studies, the University education, which he calls sublime, is considered a third degree, compared to primary education and to middle education. The sciences are considered as operative: they are divided into many operating classes, how many are the uses of civil life to which they are assigned. The sciences are called professions. Of these, some, or of less general use such as the Veterinary and Mineralogy, or special services of the State, such as the Artillery, the Navy etc. they form the subject of education in the special schools. The others should be united in one body, forming the Universities. In the design of

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the Cuoco (Vincenzo Cuoco), therefore, as far as the mathematical and physical sciences are concerned, most of them are taught at the University, in the Faculty of Physical and Mathematical Sciences, and in particular that they should be taught:Mathematics Synthetic - Analytical Mathematics - Calculus of the Infinites - Heuristic or Mechanical Invention - Mechanics - Experimental Physics - Geology - Botany and Plant Physiology - Mineralogy - Chemistry. At the same Faculty the Observatory had to belong, with a professor of astronomy and two added one of them in charge of a course in optics. A cabinet of machines had to be joined to the chair of Experimental Physics, and the professor had to be assigned an adjunct; also the two chairs of Mineralogy and Chemistry had to have a mineralogical cabinet and a laboratory. The professor of chemistry had to have an adjunct, in charge of the Pharmacy courses. The teaching of some of these sciences, and of most of their applications, comes from the Cuoco reserved for the special schools, to which we must also add the School joined to the Museum of Mechanical Arts, at the R. Institute of Encouragement. So for particular Mechanics such as Hydrodynamics, Hydrostatics, Hydraulics, as well as for Metallurgy. The practical mechanics, corresponding to the ancient general experimental physics, is instead assigned to that type of medium institute called School of Arts. The project considers special schools those: Veterinary, Navigation, Mineralogy (Metallurgy), Deaf-mutes, Polytechnic, Bridges and roads, Application for Artillery and Genius, dictating rules for the first three and declaring that the others would be due to be regulated by particular regulations. According to the project, the teaching of Civil Architecture takes place in the existing School of Arts and Design. At the Institute of Encouragement and Mechanical Arts, the project assigns the task of taking particular care of the progress of the industries and the economy of the Kingdom, establishing that a museum is to be added to the Institute to collect the models of all the machines, with the names of the inventors; this Museum should have been joined by the public schools of practical mathematics, of Chemistry applied to the Arts, of practical and descriptive Geometry, of Design or of ornate with respect to the Arts, of Stereotomy and Construction, of Agriculture. After more than half a century we will find this scheme realized in the Royal Industrial Museum of Turin, to whose conception, for the many correspondences, the conception of the cook was certainly not extraneous.

Finally, the project proposes an organic system of rules for the awarding of academic degrees, approval, license, and degree, and for their use for professional purposes. To compare the rules of the Murat decree, dated November 29th, 1811, containing the discipline of the public education system, with the corresponding ones of the Progetto del Cuoco, it is not difficult to find that the original scheme, although undergoing remarkable cuts,

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is still faithfully followed in several of its provisions. As for the rules that regulate, in the Muratt decree, the faculty of mathematical and physical Sciences, we find that the subjects of teaching are the same as in the Cuoco project, with the elimination of the Calculus of the infinite and Heuristic art or mechanical invention . Even the rules relating to the laboratories and the Cabinet of machines remain alive. As in the Project, also in the Law, there are three academic degrees: the approval, the license and the degree, while referring to specific regulations the task of fixing the requirements and the way of conferring degrees and that of regulating professions for whose exercise was required. Returning to the Murat decree of 1811, we recall that in it was deliberated the of a establishment the School of Application in the Corps of Engineers and Bridges, to instruct 12 students chosen by examination, of which you are, after having attended the courses and after being chosen, they had to go to cover the corresponding squares of aspirants, near the Corps: squares that were established with the same decree. The students of the School were assigned an annual treatment of ducats 120 ducats, to the aspirants, that of ducats 240, plus 180 ducats for their campaign. With the transmission of the decree concerning the institution of the School and the regulation of its activity, made March 23, 1811, by the Minister of the Interior to General Campredon, Councilor of State and Director General of Bridges and Roads, the School of application of Bridges and Strade began his life. On May 1, 1811, the competition for the admission of the first twelve students was announced. While the candidates' requests are received, a body of examiners and the choice of teachers are trained. The first designations are those of the abbot Giuseppe Conti (5°), for the chair of Experimental Physics, of Chemistry and Mineralogy and of prof. Leopoldo Laperuta for the chair of Civil Architecture and the Design Arts related to buildings in general. Among the exam subjects, particular importance was assigned to mathematics; the assignment was entrusted with prof. Felice Giannattasio (6°), then at the Military School. The principle to which the studies had to conform was to bring the student to the direct discovery of the cognitive fact, recependolo by means of manual and material execution of this or that object, of this or that experiment, a principle that constitutes a completely new orientation in this kind of studies. This principle is then integrated and completed by the other, which tends to the progressive practical application of the scientific concepts learned, so as to lead to the formation of a direct and increasingly broader experience of the student and then to the gradual formation of its true capacity. technique. For example, in the course of Meccanica, dedicated to the study of the Francoeur (7°) treaty, as regards the General Mechanics, as well as those of Belidoro for Architecture , hydraulics, of Fabre for the mills, of the Polytechnic School of

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Paris for the machines, of the Dubuat for the hydraulic Principles as well as of the Frisi, Bossut, Ximenes, Mari etc., for the Hydraulic Applications, the teaching activity is based, in so much its part, on the Application of Machines and on the Application of Hydraulics. The General Direction of the Royal Corps of Bridges and Roads was installed in the Palace belonging to the Ruffo dei Duchi di Bagnara family, which Carlo Fontana had built around 1660, and which overlooked the Largo del Mercatello (now Piazza Dante), adjacent to the convent joined to the Church of S. Maria di Caravaggio. And it was the convent of Caravaggio, where the Piarist Fathers had their own institute of education, which was chosen as the seat of the School. In order to use it, the works of arrangement were then put into place, although it was evident from the very beginning that the premises were not suitable for the needs. The life of the Application School, from February 1812 to November 1814, is dominated by the personality of the General Manager Pietro Colletta (8째). Pietro Colletta first reorganizes the teachings, giving instructions on teaching methods by the teachers and indicating the programs, which, roughly, refer to the already formulated schemes, but with greater precision, especially for teaching applications. On the basis of the fixed instructions and under the guidance of the teachers themselves, courses are held 1812-1813 and 1813-1814, with which the last three-year period ends. Meanwhile, the war events are increasingly recalling Colletta, which, since 27 June 1813, has been named Field Marshal, and to whom the Command of the active Army Genius has been entrusted. From the following February 1815, the General Director of Ponti e Strade was Field Marshal Francesco Costanzo. Baron Costanzo remains to lead the Corps in the years 1815 and 1816 overcoming the difficult moment of the return of the ruling dynasty. From the administrative records it is revealed that at least for 1815 a certain activity of the school remains alive, to which funds are credited.

NOTE (3째): The period called "French Decade" began with the occupation of Naples by Giuseppe Bonaparte on February 14th, 1806 (.. first French ranks occupy the city ... - Pietro Colletta - History of the Kingdom of Naples, Vol.2째, p.216 - Libreria Scientifica Editrice, Naples), appointed king the following March and remained in office until 15 July 1808, when he became king of Spain. In its place was called Gioacchino Murat who remained in government until March 1815.

NOTE (4째): Vincenzo Cuoco born in 1770 in Civitacampomarano (CB). A philosopher and politician, after the failed Neapolitan revolution of 1799, he fled to Milan where he founded the "Giornale italiano" and became an official of the Cisalpine republic. In 1801 he wrote the first edition of the famous Essay on the Neapolitan Revolution of 1799 (in which he criticized the

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abstractness and schematism of the Jacobins, and argued that theirs was a "passive revolution" brought to Naples by a conquering army and founded on order totally unrelated to the mentality of the southern masses) influenced by the thought of GB Vico and the lighting ideas. In 1806 the second edition of the same essay was published, modified and more moderate than the first edition. In 1806, after returning to Naples, he held important positions in the government of Gioacchino Murat. He died in Naples in 1823.

NOTE (5°): The abbot Giuseppe Conti born in Pellegrino Parmense on 17 January 1779, in 1801 he had obtained teaching as a repeater on the chair of Physics and Mathematics at the Lalatta College of Parma. He expatiated to Naples; after two years dedicated to private teaching, he was appointed professor of Experimental Physics, Chemistry and Mineralogy in the Application School of the General Management of Bridges and Roads. On 17 August 1809 he was appointed member of the Royal Institute of Encouragement at the Natural Sciences of Naples, one of the most important institutions in the period between 1806 and 1819. His inventive and innovative capacity in technology became prominent between 1815 and 1845. Professor of practical mechanics, he solved the practical problem of the water supply of the machines of the great silk spinning mill in San Leucio (Caserta); until then the problem was considered insoluble because of the distance and the difference in height between the manufacturing and the waters of the river that had to feed the factory. In 1832 he also built the first Italian low-pressure steam engine. A detailed description of these works carried out in his laboratory is reported in the Gazzetta di Parma, 1827, p. 37.

He wrote a method to double the hydraulic forces for the benefit of agriculture and factories. In 1837, a device for harvesting cereals and a new-shaped mill.

In 1845 he devised a new method to advantageously use the driving force of water falls, applicable to low-speed currents; he perfected an elastic plunger metal pump for construction, industrial, and field irrigation, with powers from one to four horses, which earned him a gold medal from the King. The date of his death is not certain. Some sources say that in the last years of his existence he was retired by the king of Naples and died in the same city on May 9, 1855. (Summary of news reported on the Internet, under the heading "Joseph Physics Experimental Physics").

NOTE (6°): Felice Giannattasio (1759-1849) Priest, philosopher and mathematician. He occupied a leading position in the Enlightenment Naples where he attended the Ignarra, and Conforti, like him Jansenist for the ideals of reform of the state. He was a pupil of Luca Giordano with whom he investigated various problems of geometry, then replacing it in his school. He was able to operate, both at the University and in a private school that gave

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him greater freedom, where he brought the experience of his travels throughout Italy and his friendship with the French naturalist Daniel Daubenton, and where, together with Fergola, started to a broad action to spread the knowledge of Newton with the explanation of the fundamental work of classical physics Philosophiae naturalis principia mathematica both in the methodology and in the description of the great machine of the world.

Related to the insights he conducted on Newton, his study on the conic sections was born, which "investigates the cause of the wondrous phenomenon of the curves of nature, the orbits of comets and the elliptic trajectories", and which was written "a pro 'de' youths ". He occupied the chair of mathematics at the Military College of Naples and that of Astronomy and of sublime Synthesis.

NOTE (7°): Louis Benjamin Francoeur (Paris 1773 - Paris 1849). In 1804 he was a professor of mathematics at the Ecole Polytechnique; since 1808, professor of mathematics at the Facultè des Sciences, until 1845. Famous as a writer of texts on mechanics and mathematics.

NOTE (8°): Pietro Colletta (Naples 1775 - Florence 1831) - Officer of the genius in the Bourbon army, in 1799 he did not hide his sympathies for the Partenopean Republic, and at the return of the Bourbons it was therefore dispensed from service. Then he followed a rapid military career under the reign of Gioacchino Murat, reaching the rank of lieutenant general. For his exceptional qualities he was not removed from the rank even after the Restoration, but he was kept on the sidelines, until in 1820, the Carbonara revolution broke out, he was given the task of subduing Sicily, a task that he carried out with great firmness. But the following year, to escape the persecutions of the Bourbon reaction, he self-exiled and from 1823 he settled in Florence. In Naples, during the years of the Restoration, he wrote a military 'Memoria' on the Italian campaign of 1815, which did not see the light, and in Tuscany he wanted to devote himself to historical and literary studies, giving life to the History of the Kingdom of Naples from 1734 to 1825, cured, especially for the form, by friends Giordani, Niccolini, Lambruschini and Leopardi, and was published posthumously in 1834. In his works there is a certain personal resentment towards some members of Neapolitan politics, and distinctive features of love for his land that Mazzini called regional selfishness rather than Italian patriotism.

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Fonti per le ricerche: Bibliografia publication 2018-18,02 - Magazine H Research Edition numero 2018-19.

Publication rapporteur and Research Coordinator: Prof. Lelio Della Pietra (Meccanica Applicata alle Macchine, Federico II, Ingegneria, Napoli).

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Legislative framework up to the year 2017.

Vehicle type-approval.

1- INTRODUCTION. Considering that motor vehicles must comply with mandatory and mandatory uniform characteristics between the Member States of the European Union in order to eliminate or at least reduce the obstacles to the establishment and functioning of the common market , characteristics that starting from the year 1970 must be adopted both as a complement and in replacement of the current legislation of the member countries; whereas a check of compliance with the technical requirements has traditionally been carried out by the Member States before the vehicles to which they apply are applied and that this control covers the various types of vehicles, the EEC directive number 156 of 1970 defined the first rules of approval that the member Staes EU must adopt to allow the free movement of motor vehicles in safety. Considers vehicles for any motor vehicle designed to travel on the road, with or without a body, having at least four wheels and a maximum design speed exceeding 25 km / h, as well as its trailers, with the exception of vehicles moving on rails , tractors and agricultural machinery. In this publication (2018-19,06) research and studies are carried out in the field of legislation and vehicle type approval techniques with an interest in the evolution of the regulatory framework up to the year 2017. In the appendix the study of some analytical methods used for the construction and design of internal combustion engines with positive ignition (petrol engines) and compression ignition (diesel engines).

Under Directive 70/156, no longer in force and replaced by Directive 2007/46 / EC (Articles 1-3), it means "national type approval", the administrative act called: - agrĂŠation par type and aanneming, in the Belgian legislation, allgemeine Betriebserlaubnis, in the German legislation, - rĂŠception par type, in the French legislation, - type approval or approval, in the Italian legislation, - agrĂŠation, in the Luxembourg legislation, - typegoedkeuring, in the legislation Dutch; "EEC type-approval" means the act by which a Member State costs a vehicle type that meets the technical requirements of the separate directives (directives which enter into force in the following period for

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the various elements or characteristics of the vehicle) and the checks provided for in the EEC type-approval certificate, the model of which is given in Annex II. The application for EEC type-approval is submitted by the manufacturer or his authorized representative to a Member State. It is accompanied by an information document, the model of which is set out in Annex I to Directive EEC 70/156, including the documents mentioned in the same sheet. For the same type of vehicle, this request can only be sent to one of the Member States.

In accordance with Article 4 of Directive 70/156, each Member State shall approve each type of vehicle which complies with the data set out in the information document in Annex I and which complies with the checks provided for by the type-approval certificate attached II. The Member State which has made the type-approval will take the necessary measures to monitor where conformity of production to the approved prototype is needed, if necessary in cooperation with the competent authorities of the other Member States, survey-limited surveillance. For each type of vehicle which it approves, it completes all the headings of the type-approval certificate set out above (Annex II of the EEC Directive 70/156). In accordance with Article 5, within one month, the competent authorities of each Member State shall send to those of the other Member States a copy of the information and approval forms drawn up for each type of vehicle which they approve or refuse to approve. For each vehicle constructed in accordance with the approved prototype, a certificate of conformity shall be drawn up by the manufacturer or his authorized representative in the country of registration, the model of which is set out in Annex III. The Member States may require, for the purposes of vehicle taxation or for the completion of the registration documents, that the certificate of conformity also includes indications not provided for in Annex III, provided that they appear explicitly on the information document or are deductible with calculations simple. The Member State which has granted the EEC type-approval must take the necessary measures to ensure that always be informed of the eventual suspension of production as well, of any modification of the information appearing on the information sheet. If this State considers that such a modification does not require a modification of the existing type-approval certificate or the completion of a new type-approval certificate, the competent authorities of that State shall inform the manufacturer accordingly and direct them to the competent authorities of the other Member States by grouped items and periodicals, copies of the modifications made to the information sheets already disseminated; otherwise, if a modification to the information document justifies new verifications or new tests and therefore requires a modification of the existing

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type-approval certificate or the compilation of a new type-approval certificate, the competent authorities of that State shall inform the manufacturer and transmit these new ones documents to the competent authorities of the other Member States, within one month from the date of their completion. In the event that an approval certificate is modified or replaced or ceases to have effect after the suspension of production of the approved type, the authorities; The competent authorities of the Member State which carried out the approval shall inform the competent authorities of the other Member States of the serial numbers of the last vehicle produced in accordance with the original datasheet and, where appropriate, the serial numbers of the first vehicle produced in accordance with the new sheet or the amended sheet.

Member States may not refuse the registration or prohibit the sale, entry into service or use of a new vehicle accompanied by a certificate of conformity on grounds relating to the construction or operation of the vehicle itself; the certificate does not prevent a Member State from adopting such measures for vehicles which do not conform to the approved prototype. Conformity with the approved prototype is considered missing when, compared to the information document, unauthorized divergences have been noted such as modifications to the vehicle which entail the modification of the homologation form not carried out and therefore not communicated to the competent authorities of the State that performed the approval and not communicated to the competent authorities of the other Member States, within one month from the date of their completion. To the extent that the separate directives provide for limit values, there is no divergence from the approved type if these limit values are observed.

When the Member State which has granted EEC component type-approval establishes that a number of vehicles, accompanied by a certificate of conformity of the same type, do not conform to the type approved by it, take the necessary measures to ensure conformity of the manufacturing with the approved type. The competent authorities of that State shall inform those of the other Member States of the measures taken, which may implement the withdrawal of the EEC type-approval. These authorities shall adopt the same provisions if they are informed by the competent authorities of another Member State of the existence of such a lack of conformity. The Directive requires the competent authorities of the Member States to inform each other within one month of the withdrawal of an EEC type-approval, including the reasons for such a measure. If the Member State which granted the EEC type-approval confirms the lack of conformity of which it has been informed, the Member States concerned will take care to settle the dispute, essentially if

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a vehicle produced in a Member State does not comply with the approval of the prototype of the model in another Member State, the latter has the right to obtain the adaptation of the characteristics from the Member State in which the vehicle is produced in order to comply with the approval of the prototype.

The Commission is kept informed. It shall proceed, where necessary, to appropriate consultations in order to reach a solution.

A dynamic that has spread in many other industrial sectors in the last decades, even if regulated in a different way as the production of goods with an international brand respecting the quality standards imposed by the owner of the brand (technical specifications, design specifications ); in the case of vehicles above quality, safe circulation is of primary importance.

The Directive EEC 70/156 with the rule of Article 9 states that if a Member State costs that vehicles belonging to the same type, even if accompanied by a certificate of conformity duly issued, compromise the safety of road traffic, it may, for a maximum period of six months, refuse to register or prohibit the sale, putting into circulation or use on its territory. The Member State in question shall immediately inform the other Member States and the Commission, stating the reasons for its decision. The EEC directive 70/156 is implemented in Italy with the Ministerial Decree for Transport and Civil Aviation (Today, Ministry of Transport and Infrastructures of 29 March 1974 and published in the Official Gazette number 105 of 23 April 1974.

The Council of the European Community adopts Directive 77/143 / EEC with provisions on periodic checks that Member States must implement in order to ensure greater safety for the movement of motor vehicles of certain categories (periodic review). Subsequently, it proceeds to recast Directive 77/143 / EEC through Directive 96/96 / EEC, which in turn was repealed by Directive 2009/40 / EC finally repealed by Directive 2014/45 / EC which establishes a periodic inspection (revision) of motor vehicles of category M1 equal to 4 years from the date of matriculation and subsequently every 2 years. With Directive 2014/45 / EC, the Parliament and the European Commission establishes the minimum requirements concerning the object and methodology of a recommended control, the minimum content of a certificate of revision, the minimum requirements for installations and control equipment , the minimum requirements related to the competence, training and certification of the inspectors, the minimum requirements of the institutions supervising institutions by the Member States. Directive 77/143 / EEC enters into force on the twentieth day following its publication in the

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Official Journal of the European Union for Member States. The Italian Republic adopts the directive 2014/45 / CE with Ministerial decree of 19 May 2017 adopted by the Ministry of Infrastructures and Transport.

2 - LEGISLATIVE UPDATE FOR TYPE-APPROVAL OF MOTOR VEHICLES AND THEIR TRAILERSConsidering that Council Directive 70/156 / EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of vehicles motor vehicles and their trailers, has undergone several and substantial modifications, on the occasion of new modifications it is appropriate, for reasons of clarity, to proceed with its recasting, then to the grouping and integration of the previous regulations in force concerning the type-approval of motor vehicles and their trailers, as well as the systems, components and separate technical units intended for such vehicles, through the adoption of Directive 2007/46 / EC. For the purposes of the establishment and functioning of the internal market of a (European) Community, when technological reasons and measures aimed at increasing safety for vehicle drivers, for people around them and the environment, make it necessary to modify the framework for the approval of motor vehicles and their trailers, and of the systems, components and separate technical units intended for such vehicles, it is appropriate to replace the systems of approval by the Member States by an appropriate Community procedure based on the principle of total harmonization.

The European Parliament and the Commission of the European Union considers that the technical requirements applicable to systems, components, separate technical units and vehicles should be harmonized and specified in legislative acts. Such regulatory acts should primarily aim to ensure a high level of road safety, health protection, environmental protection, energy efficiency and protection against unauthorized use. Considering that the producers of small vehicles in small series have been partially excluded from the benefits of the internal market, and that experience has shown significant improvements in safety if vehicles produced in small series were fully integrated into the Community vehicle type-approval system, starting with those in the M1 category, to avoid abuse, a simplified procedure for smallscale vehicles should be applied only in cases where production is very limited, it is therefore necessary to define more precisely the concept of small series in terms of the number of vehicles produced. These limits are set out in

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Section A of Annex XII of Directive 2007/46 / EC: for example for M1 (1°) category lanes not exceeding 1000 units to be put into circulation or sold in the European Union or not more than 75 units in the Member State.

(1°) NOTE: Some information in Annex II, Part A, paragraph 1 of Directive 2007/46 / EC. Vehicle categories: for the purposes of European and national type-approval as well as for individual type-approval vehicles must be classified according to the following classification: Category M: motor vehicles designed and constructed essentially for the transport of persons and their luggage.Category M1: vehicles of category M, having a maximum of eight seats in addition to the driver's seat. There is no room for standing passengers in vehicles of category M1. The number of seats can be limited to one (ie the driver's seat). Category M2: vehicles of category M, having more than eight seats in addition to the driver's seat and with a maximum mass not exceeding 5 tonnes. Vehicles in category M2 may have space for standing passengers in addition to seats. Category M3: vehicles of category M, having more than eight seats in addition to the driver's seat and with a maximum mass exceeding 5 tonnes. Vehicles in category M3 may have space for standing passengers. Category N: motor vehicles designed and constructed primarily for the transport of goods. Category N1: vehicles of category N with a maximum mass not exceeding 3.5 tonnes. Category N2: vehicles of category N with a maximum mass of between 3.5 and 12 tonnes. Category N3: vehicles of category N with a maximum mass exceeding 12 tonnes. Category O: trailers designed and built for the transport of goods or people as well as for housing people. Category O1: vehicles of category O with a maximum mass not exceeding 0,75 tonnes. Category O2: vehicles of category O with a maximum mass exceeding 0.75 tonnes and less than 3.5 tonnes. Category O3: vehicles of category O with a maximum mass exceeding 3.5 tonnes and less than 10 tonnes. Category O4: vehicles of category O with a maximum mass exceeding 10 tons.

It is important to have measures that allow the approval of vehicles on an individual basis, in particular to introduce some flexibility in the multi-stage type-approval system. However, pending the entry into force of specific harmonized standards at Community level, Member States should be able to continue to issue individual approvals in accordance with their national rules.

(Chapter X of Directive 2007/46 / EC).

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By Council Decision 97/836 / EC, the Community has acceded to the United Nations Economic Commission for Europe Agreement on the adoption of uniform technical prescriptions applicable to motor vehicles, accessories and parts which may be installed and / or used on motor vehicles and the conditions for mutual recognition of approvals issued on the basis of these requirements ("revised 1958 agreement") (2°).

(2°) NOTE: Agreement of 20 March 1958 on the adoption of UN harmonized technical regulations for wheeled vehicles, equipment and parts that they can be installed or used in wheeled vehicles, as well as the conditions for the mutual recognition of approvals granted on the basis of these UN regulations.

The Regulations of the United Nations Economic Commission for Europe (UNECE) to which the Community accedes pursuant to that Decision and the amendments to the UNECE Regulations to which it has already acceded should be incorporated into the Community approval procedure as requirements relating to EC type-approval of vehicles or as alternatives to existing Community legislation. In particular, where the Community, by means of a Council Decision, decides that a UNECE Regulation should be integrated into the EC vehicle type-approval procedure and replaces the existing Community legislation, the Commission has the power to make the necessary adjustments to this Directive. These general measures designed to amend non-essential elements of Directive 77/143 / EEC (the subject of studies in the previous paragraph, periodic review of motor vehicles circulating on the road) or supplement it by adding new non-essential elements, should be adopted in accordance with the regulatory procedure with scrutiny referred to in Article 5a of Decision 1999/468 / EC. (Chapter XIII). Directive 46/2007 / EC, which is being studied in this paragraph, and subsequent amendments establishes that manufacturers must be subjected to regular checks by the competent authorities or by a designated technical service with the necessary qualifications.

Directive 46/2007/ EC constitutes a series of safety requirements in accordance with Article 1 (2) of Directive 2001/95 / EC of the European Parliament and of the Council of 3 December 2001 on general product safety, laying down specific requirements to protect the health and safety of consumers. It is therefore important to lay down provisions to ensure that, in the event that a vehicle presents a serious risk to consumers, resulting from

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the application of the same directive or regulatory acts listed in Annex IV, the manufacturer has taken effective protective measures, including the recall of vehicles. The approval authorities should therefore be able to assess whether or not the proposed measures are sufficient; logic that defines Article 32 of the same Directive 46/2007 / EC. Finally, the European Parliament and the Commission of the European Union deem it important for manufacturers to provide vehicle owners with the information necessary to avoid the misuse of safety devices. It is therefore appropriate to include provisions in this directive 46/2007/EC. It is equally important that equipment manufacturers have access to certain information, which is only available from the vehicle manufacturer, ie the technical information, including drawings, necessary to produce the parts intended for the after-sales assistance market. IS equally important that manufacturers make information easily accessible to independent operators, in order to ensure the repair and maintenance of vehicles in a fully competitive market. (Chapter XIV of Directive 2007/46 / EC).

The following are the directives and the regulations that modify the EC directive 2007/46 (the attachments): Regulation (CE) n. 1060/2008 of the Commission of 7 October 2008 (which replaces Annexes I, III, IV, VI, VII, XI and XV of Directive 2007/46 / EC) Regulation (EC) n. 78/2009 of the European Parliament and of the Council of 14 January 2009 (concerning the approval of motor vehicles in relation to the protection of pedestrians and other vulnerable road users, amending Directive 2007/46 / EC and repealing the 2003 directives / 102 / CE and 2005/66 / CE) Regulation (EC) n. 79/2009 of the European Parliament and of the Council of 14 January 2009 (relating to the type-approval of hydrogen powered motor vehicles and amending Directive 2007/46 / EC) Regulation (EC) no. 385/2009 of the Commission of 7 May 2009 (replacing the Annex IX of the Directive 2007/46 / CE) Regulation (CE) n. 595/2009 of the European Parliament and of the Council of 18 June 2009 (on the approval of motor vehicles and engines with regard to emissions from heavy vehicles (euro VI) and access to vehicle repair and maintenance information, and amending Regulation (EC) No 715/2007 and

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Directive 2007/46 / EC and repealing Directives 80/1269 / EEC, 2005/55 / EC and 2005/78 / EC) Regulation (EC) n. 661/2009 of the European Parliament and of the Council of 13 July 2009 (on the type-approval requirements for the general safety of motor vehicles, their trailers and systems, components and facilities designed for them, amend Annexes IV, VI, XI and XV of Directive 2007/46 / EC) Commission Directive 2010/19 / EU of 9 March 2010 as amended by Commission Decision 2011/415 / EU of 14 July 2011 (amending, for the purpose of adaptation to technical progress in the spray-suppression system of certain categories of motor vehicles and their trailers, Council Directive 91/226 / EEC and Directive 2007/46 / EC of the European Parliament and of the Council) Regulation (EU) n. 371/2010 of the Commission of 16 April 2010 (replacing Annexes V, X, XV and XVI of Directive 2007/46 / EC) Regulation (EU) n. 183/2011 of the Commission of 22 February 2011 (amending Annexes IV and VI of Directive 2007/46 / EC) Regulation (EU) n. 582/2011 of the Commission of 25 May 2011 (implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with regard to emissions from heavy vehicles (Euro VI) and amending Annexes I and III of Directive 2007/46 / EC of the European Parliament and of the Council) Regulation (EU) n. 678/2011 of the Commission of 14 July 2011 (replacing Annex II and modifying Annexes IV, IX and XI of Directive 2007/46 / EC) Regulation (EU) n. 65/2012 of the Commission of 24 January 2012 (implementing Regulation (EC) No 661/2009 of the European Parliament and of the Council on gear shift indicators and amending Directive 2007/46 / EC of the European Parliament and of the Council ) Regulation (EU) n. 1229/2012 of the Commission dated 10 December 2012 (amending Annexes IV and XII of Directive 2007/46 / EC) Regulation (EU) n. 1230/2012 of the Commission of 12 December 2012 (implementing Regulation (EC) No 661/2009 of the European Parliament and

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of the Council as regards the type approval requirements for the masses and dimensions of motor vehicles and their trailers and amending Directive 2007/46 / EC of the European Parliament and of the Council) Regulation (EU) n. 143/2013 of the Commission of 19 February 2013 (amending Directive 2007/46 / EC of the European Parliament and of the Council and Commission Regulation (EC) No 692/2008 as regards the determination of CO2 of the vehicles undergoing approval in more phases) Regulation (EU) no. 171/2013 of the Commission of 26 February 2013 (amending Annexes I and IX, replaces Annex VIII of Directive 2007/46 / EC of the European Parliament and of the Council establishing a framework for the approval of motor vehicles and their trailers, as well as the systems, components and other techniques for such vehicles (framework directive) and amending Annexes I and XII of Commission Regulation (EC) No 692/2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council concerning the approval of motor vehicles with respect to emissions from light commercial and passenger vehicles (Eur 5 and Eur 6) and to obtaining information for the repair and maintenance of the vehicle) Regulation (EU) n. 195/2013 of the Commission of 7 March 2013 (amending Directive 2007/46 / EC of the European Parliament and of the Council and Commission Regulation (EC) No 692/2008 as regards innovative technologies aimed at reducing emissions of CO 2 from passenger and light commercial vehicles) Council Directive 2013/15 / EU of 13 May 2013 (adapting certain directives on the free movement of goods by reason of the Accession of the Republic of Croatia).

Of interest for this research, with reference to the legislative framework that defines a regulatory system for the approval of the vehicle series (the prototype) in safety and with particular reference to Directive 2007/46 / EC in this paragraph: in order to harmonize the legislative framework for the approval of vehicles in circulation in the Community the European Directive applies to the homologation of vehicles designed and manufactured in one or more phases in order to be used on the road, as well as of systems, components and entities techniques designed and manufactured for the aforementioned vehicles. It also applies to the individual type approval of these vehicles. The same directive also applies to parts and equipment

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intended for vehicles contemplated by it. The Directive does not apply to the type-approval or individual type-approval of the following vehicles: agricultural or forestry tractors as defined in Directive 2003/37 / EC of the European Parliament and of the Council of 26 May 2003 (replaced by EU Regulation 167 / 2013), concerning the approval of agricultural or forestry tractors, their trailers and their interchangeable towed machines, as well as of systems, components and entities techniques of such vehicles, and trailers designed and manufactured specifically to be towed by them; quadricycles as defined in Directive 2002/24 / EC of the European Parliament and of the Council of 18 March 2002 (replaced by EU regulation 168/2013) concerning the approval of two- or three-wheel motor vehicles; tracked vehicles. The approval or individual approval, governed by Directive 2007/46 / EC, is optional for the following vehicles: vehicles designed and manufactured to be essentially used on construction sites, quarries, port or airport installations; armored vehicles designed and manufactured for use by the armed forces, civil protection, fire services and services responsible for maintaining public order; mobile machinery, to the extent that these vehicles meet the requirements of the Directive. These optional approvals do not prejudice the application of Directive 2006/42 / EC of the European Parliament and of the Council of 17 May 2006 on machinery (to be studied in forthcoming publications). The individual approval according to the directive is optional for the following vehicles: vehicles intended exclusively for road racing; prototypes of vehicles used on the road under the responsibility of a manufacturer for carrying out specific test programs provided have been designed and manufactured specifically for this purpose.

The procedures for the EC type-approval of vehicles are divided into stages approval, homologation in a single stage; mixed approval. The manufacturer shall submit the application to the approval authority. For a particular type of vehicle, only one application can be submitted and in one Member State.

Furthermore, the application for approval for one type of system, component or separate technical unit can be submitted only one application and in one Member State only. For each type to be approved, a separate application is presented. The application is accompanied by an informative documentation, the content of which is specified in the separate directives or regulations.

Upon the duly motivated request of the approval authority, the manufacturer may be requested to provide further information necessary for the purpose of deciding on the proof required or to facilitate the performance of the tests.

The manufacturer shall make available to the approval authority the quantity of vehicles, components or separate technical units required by the relevant

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special directives or regulations for the purpose of carrying out the required tests.

Tests required for EC type-approval: 1) compliance with the technical requirements contained in the Directive Directive 2007/46 / EC and in the regulatory acts listed in the relevant Annex IV shall be demonstrated by appropriate tests performed by designated technical services. The test procedures, equipment and specific tools necessary for carrying out the tests are described in each of the regulatory acts. 2) The necessary tests are performed on vehicles, components and technical units representative of the type to be approved. At the request of the manufacturer, as an alternative to the test procedures and with the approval of the approval authority, virtual test methods may be used for the regulatory acts listed below including the general conditions that the virtual test methods must satisfy.

List of regulatory acts for virtual tests. Directive 70/221 / EEC: fuel tanks / rear protective devices. Directive 70/387 / EEC: door locks and hinges. Directive 2003/97 / EC: devices for indirect vision. Directive 74/60 / EEC: interior finishes 16. Directive 74/483 / EEC: external projections. Directive 76/756 / EEC: installation of lighting and light-signaling devices. Directive 77/389 / EEC: towing devices. Directive 77/649 / EEC: field of visibility & agrave; front 35. Directive 78/318 / EEC Windscreen wipers / wipers 37. Directive 78/549 / EEC Wheel mudguards. Directive 89/297 / EEC: side protection. Regulation (EU) n. 1230/2012: Directive 92/114 / EEC: external projections of the cabins.

Directive 94/20 / EC: coupling devices. Directive 2001/85 / EC: buses.

Directive 2000/40 / EC: front underrun protection.

The following diagram is used as a basic structure for the description and execution of virtual tests: a) purpose; b) structure model; c) limit conditions; d) load hypothesis; e) calculation; f) evaluation; g) documentation. The fundamental data of calculation and computer simulation are: mathematical model provided by the manufacturer. It reflects the complexity of the vehicle structure, the system and the components to be tested in relation to the requirements of the regulatory act and its limit conditions. The same provisions shall apply mutatis mutandis to the tests of the components or technical entities irrespective of the vehicle. Process of validation of the mathematical model: the mathematical model is validated according to the actual test conditions. To this end, a physical test is carried out in order to compare the results with those obtained with the mathematical model. The comparability of the test results is then demonstrated. The manufacturer or the technical service shall draw up a validation report and submit it to the

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approval authority. Any changes made to the mathematical model or software likely to invalidate this report must be communicated to the type approval authority that may request a new validation. The diagram of the validation process is shown in the figure.

Documentation: The manufacturer provides the data and auxiliary tools used for simulation and calculation, duly documented. At the request of the technical service, the manufacturer provides or makes accessible the necessary tools, including the appropriate software. It also provides appropriate assistance to the technical service. The access and assistance offered to the technical service does not exempt the latter from fulfilling its obligations regarding staff skills, payment of license fees and respect for confidentiality.

For the individual regulatory acts listed above (Annex XVI of Directive 2007/46 / EC) the specific test conditions and the corresponding administrative provisions are set out in Appendix 2 of the same annex. The Commission shall establish the list of regulatory acts for which virtual testing

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methods, specific conditions and corresponding administrative provisions are authorized. These measures, designed to amend non-essential elements of the Directive, including by supplementing it, shall be established and updated in accordance with the regulatory procedure with scrutiny defined in Article 5, paragraphs 1 to 4, and Article 7 of Decision 1999/468 / EC, taking into account the provisions of Article 8 thereof. The Member State issuing EC type-approval shall take the necessary measures pursuant to Annex X (Directive 2007/46 / EC) to verify, if necessary in cooperation with the authorities; approval of other Member States, if appropriate measures have been taken (and if such measures are appropriate in the period following approval for production) to ensure conformity; to the approved type of vehicles, systems, components or entities; technical products. The verification carried out to ensure compliance to the approved type is limited to the procedures set out in Annex X and in regulatory acts containing specific requirements. To this end the competent authority is competent of the Member State which issued the EC type-approval carry out any checks or tests required by the regulatory acts listed in Annex IV or in Annex XI (Directive 2007/46 / EC) on samples taken at the manufacturer's premises, including production facilities. Where a Member State which has granted an EC type-approval finds that the above provisions have not been applied, they diverge significantly from the measures and control plans agreed or ceased to be applied although production has not been interrupted, it adopts the necessary measures, including withdrawal of type approval, to ensure that the compliance procedure is correctly followed; of production.

The manufacturer is obliged to immediately inform the Member State which granted the EC type approval of any modification of the information in the information package. This Member State decides the procedure to be followed in accordance with the provisions of Chapter V of Directive 2007/46 / EC. If necessary, the Member State may decide, in consultation with the manufacturer, that a new EC type-approval is to be issued. The application for amendment of an EC type-approval shall be submitted exclusively to the Member State which granted the original EC type-approval, and if it considers that new inspections or new tests are required to introduce an amendment, it shall inform the manufacturer. The following procedures apply only after the successful outcome of the new inspections or the new tests required: the modification of the indications included in the type-approval file is known as the revision. In this case, the approval authority shall issue, if necessary, the modified page or pages of the information package, indicating clearly on each modified page the nature of the modification and the date of the new issue. A unified and updated version of the type-approval file, accompanied by a

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detailed description of the changes, is considered to comply with this requirement. The revision is called an extension if, in addition to the updating of the type-approval package, further inspections or new tests are required, or one of the information on the EC type-approval certificate, excluding the annexes, has been amended, or new requirements under one of the regulatory provisions applicable to the approved vehicle come into force (in this latest trend there is no need to change the type approval of a vehicle type if the new requirements are technically irrelevant for that type of vehicle or concern other categories of vehicles). In such cases, the approval authority issues a revised EC type-approval certificate, marked with a progressive extension number according to the number of subsequent extensions already issued. The approval form clearly shows the reason for the extension and the date of the new issue. Whenever modified pages or a unified and updated version are released, the index of the approval file attached to the type approval form shall be amended accordingly, indicating the date of the most recent extension or revision or the latest version unification updated.

In the case of an extension, the approval authority shall update all relevant sections of the EC type-approval certificate, its annexes and the index of the type-approval file. The updated form and related annexes are issued to the applicant without undue delay; the approval authority shall issue to the applicant without undue delay, as appropriate, the revised documents or the unified and updated version, including the revised index of the information package; in addition, it shall inform the homologous authorities of the other Member States of all modifications to the EC type-approvals in accordance with the procedures referred to in Article.

The EC type-approval of a vehicle ceases to be valid in the following cases: (a) when new requirements covered by a regulatory act applicable to the approved vehicle become mandatory for the registration, sale or entry into service of new vehicles and not possible update the approval accordingly; (b) when the production of the approved vehicle ceases definitively by voluntary initiative; (c) when the validity of the type-approval ceases as a result of a special restriction. When the termination of validity concerns only a variant of a type or version of a variant, the EC type-approval of the vehicle in question loses its validity in respect of the particular variant or version concerned.

When the production of a vehicle type ceases definitively, the manufacturer shall inform the authority which issued the EC type-approval for the vehicle.

Upon receipt of the notification, that authority shall inform the other Member States of the homologous authorities within twenty working days. If the production of the vehicle takes place as a result of new requirements covered

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by a regulatory act applicable to the approved vehicle, Member States may authorize the registration and sale (or putting into circulation) of vehicles conforming to the prototype the EC component type-approval of which is not most valid, article 27 of Directive 2007/46 / EC (3°). Without prejudice to paragraph 3 (definition used in the Directive and in the regulatory acts referred to in Annex IV,requirements for the EC type-approval of vehicles), when an EC type-approval of a vehicle loses its validity, the manufacturer shall inform the authority which granted the EC type-approval. It shall communicate without undue delay to the equivalent authorities of the other Member States all relevant information to allow for the possible application of Article 27 (3°). This communication specifies in particular the production date and the identification number of the last vehicle produced.

(3°) NOTE: Article 27 of Directive 2007/46 / EC. Limits set out in Annex XII, Section B: the maximum number of complete vehicles according to the end of series procedure is limited according to one of the following methods, chosen by the Member State: 1) the maximum number of vehicles of one or more types can not, for category M 1, can not exceed 10% and, for vehicles of all other categories, 30% of the vehicles of all types concerned put into circulation in the same State member during the previous year. If the values corresponding to 10% or 30% are less than 100 vehicles, the Member State may authorize the putting into circulation of a maximum number of 100 vehicles; 2) the number of vehicles of a given type is limited to those bearing a valid certificate of conformity issued on or after the production date which has remained valid for a period of at least three months after the date of issue, but has lost validity following the entry into force of a regulatory act. Within the above limits and only for a limited period, Member States may register and authorize the sale or entry into service of vehicles conforming to a type of vehicle whose EC type-approval is no longer valid. The logic of the previous rule is applicable only to vehicles in the territory of the Community subject to EC type-approval valid at the time of their production but not registered or put into circulation before this EC type-approval becomes invalid. The possibility of registering vehicles at the end of the series is limited, for complete vehicles, to a period of twelve months from the date of expiry of the validity of the EC type-approval and, for completed vehicles, to a period of eighteen months from that date. A manufacturer wishing to make use of the "end-of-series" provisions shall submit a request to the competent authority of each Member State concerned to put the vehicles in question on the road. This request must specify the technical or economic reasons which

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prevent the vehicles from complying with the new technical requirements.

Within three months of receiving this request, the Member States concerned shall decide whether, and in what number, to authorize the registration of such vehicles within their territory. Paragraphs 1, 2 and 3 shall apply mutatis mutandis to vehicles which are the subject of a national type-approval but which have not been registered or put into circulation before the validity of that approval ceases, in accordance with Article 45 (Article 45 of Directive 2007/46 / EC establishes the dates of application for EC type-approval), due to the obligation to apply the EC type-approval procedure. Member States shall apply appropriate measures to ensure that the number of vehicles to be registered or put into circulation under the same standard procedure is effectively monitored.

Application dates for EC type-approval. With regard to EC type-approval, Member States shall grant EC type-approvals to new types of vehicles as from the dates set out in Annex XIX to Directive 2007/46 / EC. At the request of the manufacturer, Member States may issue EC type approvals for new types of vehicles from 29 April 2009. Until the dates specified in the fourth column of the table in Annex XIX, the manufacturer holding an EC typeapproval certificate a vehicle is not obliged to issue a certificate of conformity accompanying each complete vehicle, incomplete or completed, manufactured in accordance with the approved vehicle type, with reference to new vehicles for which a national type-approval has been issued before the dates specified in the third column or for which a type approval has not been issued. At the request of the manufacturer and within the dates specified in the third column of rows 6 and 9 of the table in Annex XIX, Member States shall continue to issue national approvals, as an alternative to EC vehicle type-approval, for vehicles of category M< sub>2 or M3 provided that these vehicles and their systems, components and individual technical units have been approved in accordance with the regulatory acts listed in Annex IV, Part I, of Directive 2007 / 46 / EC. 5. The EC type-approvals granted to vehicles of category M1 before 29 April 2009 shall not be invalid, the extension of such approvals shall not be impeded. As regards the EC type-approval of new types of systems, components or separate technical units, Member States shall apply Directive 2007/46 / EC as from 29 April 2009. EC type-approvals issued to systems, components or separate technical units shall not be invalidated before 29 April 2009, the extension of such approvals is not hindered.

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The manufacturer holding an EC vehicle type-approval certificate shall issue a certificate of conformity accompanying each complete, incomplete or completed vehicle manufactured in accordance with the approved vehicle type. If it is an incomplete or completed vehicle, the manufacturer shall indicate on page 2 of the certificate of conformity only the elements added or modified during the phase of approval and, if necessary, attach to the certificate all the certificates of conformity issued during the course of the previous phase. The certificate of conformity is drawn up in one of the official languages of the Community. Each Member State may request that the certificate of conformity be translated into its own language or languages. The certificate of conformity is designed in such a way that it can not be falsified.

To this end, the card used is protected by a color graphic or by the manufacturer's identification mark affixed in watermark; it is completed in its entirety and contains no restrictions on the use of the vehicle that are not required by a regulatory act. The certificate of conformity referred to in Annex IX, Part I, of vehicles approved with provisional approval and valid only in the territory of the issuing Member State, bears the indication in the header For completed / completed vehicles approved in accordance with Article 20 (provisional approval). The certificate of conformity referred to in Part I of Annex IX for vehicles with EC type-approval for small series of production bears the heading For complete / completed vehicles type-approved in small series and in proximity year of production followed by a sequential number from 1 up to the limit indicated in the table in Annex XII, which for each year of production identifies the position of the vehicle in the production authorized for that year. The manufacturer may transmit electronically data or information contained in the certificate of conformity to the entity responsible for the registration of the Member State and only the manufacturer may issue a duplicate of the certificate of conformity. The term duplicate must be clearly visible on the front of each duplicate certificate.

If a Member State finds that new vehicles, systems, components or entities techniques, even if they comply with the relevant requirements or duly marked with a trade mark, present a serious risk to road safety or seriously harm the environment or public health; refuse, for a maximum period of six months, to register such vehicles or to authorize the sale or putting into circulation on their territory of such vehicles, components or entities; techniques. In such cases, the Member State concerned shall immediately inform the manufacturer, the other Member States and the Commission, stating the reasons for its decision and indicating, in particular, determined by: shortcomings in the relevant regulatory acts, or incorrect application of the relevant provisions. The Commission consults at the most soon the interested

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parties, in particular the authority which issued the approval, in order to prepare the decision. Where measures are determined by deficiencies in the relevant regulatory acts, appropriate measures shall be taken as follows: in the case of special directives or regulations listed in Part I of Annex IV, the Commission shall amend them in accordance with the regulatory procedure with scrutiny of referred to in paragraphs 1 to 4, and Article 7 of Decision 1999/468 / EC, having regard to the provisions of Article 8 thereof; in the case of UNECE regulations, the Commission proposes the necessary draft amendments to the UNECE regulations in question according to the applicable procedure under the revised 1958 Agreement. Where the measures are due to incorrect application of the relevant requirements, the Commission shall take appropriate measures to ensure compliance; to these requirements.

A manufacturer who has obtained the EC type-approval of a vehicle and who, pursuant to a regulatory act or Directive 2001/95 / EC (on general product safety), is obliged to make a recall of vehicles already sold, registered or put in circulation because one or more systems, components or separate technical units fitted to the vehicle, whether or not they are duly approved in accordance with Directive 2007/46 / EC, present a serious risk to road safety, public health or environment, immediately inform the authority that issued the vehicle type approval. The manufacturer shall propose the appropriate remedies to the approval authority to neutralize the risk indicated above. The approval authority shall immediately communicate the proposed measures to the authorities of the other Member States. The competent authorities shall ensure the effective application of the measures in their respective territories.

If the measures are not considered sufficient by the authorities concerned, or have not been applied promptly, they shall inform the authority which granted the EC type-approval of the vehicle without delay. The approval authority then informs the manufacturer. Where the authority which granted the EC typeapproval is not satisfied with the manufacturer's measures, it shall take all necessary precautionary measures, including the withdrawal of the EC vehicle type-approval if the manufacturer does not propose and does not implement effective remedies. In the event of withdrawal of the EC vehicle type-approval, the approval authority concerned shall inform the manufacturer, the competent authorities of the other Member States and the Commission by registered letter or equivalent electronic means within twenty working days. This standard of Directive 2007/46 / EC also applies to parts that are not subject to any requirement by virtue of a regulatory act. Any decision taken in accordance with the provisions adopted in implementation of this Directive and any decision to refuse or withdraw an EC type-approval,

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refusal of registration or prohibition of sale shall be duly justified. These decisions shall be notified to the interested party together with an indication of the legal remedies provided for by the legislation in force in the Member States concerned and the related time limits.

Directive 70/156 / EEC is repealed with effect from 29 April 2009 without prejudice to the obligations of the Member States relating to the time limits for transposition into national law and application of the directives indicated in Annex XX, Part B to Directive 2007/46 / EC . References to the repealed Directive contained in Directive 2007/46 / EC shall be construed as references to the Directive and be read in accordance with the correlation table set out in Annex XXI thereto. Directive 2007/46 / EC of the European Parliament and of the Council of 5 September 2007 relating to the typeapproval of motor vehicles and their trailers, and of the systems, components and technical units intended for such vehicles, is implemented in Italy with the Decree Law of 28 April 2008 adopted by the Ministry of Transport and Infrastructure. It is published in the Ordinary Supplement n. 167 to the Official Gazette n. 162 of 12 July 2008.

3 - GENERAL REQUIREMENTS AND TESTS FOR SAFETY CIRCULATION OF MOTOR VEHICLES AND. With Regulation 661/2009 / EC, the European Parliament and the Council of the European Union have defined a set of safeguarding the safety in the circulation of motor vehicles including: electronic stability control: an electronic control function of a vehicle that improves its dynamic stability; lane deviation warning system: a system that warns the driver of an involuntary drift of the vehicle from its lane; advanced emergency braking device: a device capable of automatically identifying an emergency situation and activating the vehicle's braking system to slow it down in order to avoid or mitigate a collision; load capacity index: one or two numbers that indicate the load that the tire can bear, individually or in single and coupled configuration, at the speed corresponding to the associated speed category and if used in accordance with the requirements specified by the manufacturer; tire pressure monitoring system: a vehiclemounted system capable of assessing tire pressure or pressure changes over time and transmitting related information to the user while the vehicle is being driven ; unprotected road user: pedestrians, cyclists and motorcyclists; gear

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shift indicator or GSI: a visible device that advises the driver to change gears; manual transmission: a gearbox that can be used in a mode in which the change between all or some of the gears is always derived directly from a driver's action, regardless of how it was physically implemented; this definition does not include systems where the driver can only choose a certain gear shifting strategy a priori or limit the number of gears available while driving, but where the actual gear shift is autonomously initiated by the driver's decision, based on certain driving methods. Regulation 661/2009 / EC establishes the requirements for the approval of motor vehicles and their trailers as well as of the systems, components and separate technical units intended for their safety; lays down the requirements for the approval of motor vehicles, with reference to tire pressure monitoring systems, with regard to their safety, fuel efficiency and CO2 emissions; and, with regard to gear shift indicators, with reference fuel efficiency and emissions CO2 emissions and for the approval of newly manufactured tires with regard to their safety and performance performance rolling resistance and rolling noise.

Manufacturers shall ensure that vehicles are designed, constructed and assembled in such a way as to minimize the risk of injury to vehicle occupants and other road users. They also ensure that vehicles, systems, components and separate technical units meet the relevant requirements set

by Regulation 661/2009 / EC and its implementing measures (detailed rules on procedures, tests and specific technical requirements for type-approval motor vehicles, their trailers, components and separate technical units), including the requirements relating to: (a) the integrity of the vehicle structure, including the impact tests; (b) systems that assist the driver in controlling the vehicle, including steering, brakes and electronic stability control systems; (c) systems designed to inform the driver, acoustically or visually, of the condition of the vehicle and of the surrounding area and including glazing, mirrors and driver information systems; d) to the vehicle lighting systems; e) to the protection of the occupants of the vehicle, which includes interior fittings, head restraints, seat belts, anchors ISOfix (ISOFIX is an international standardized system for anchoring the child's car seat). Compared to the attachment with the ISOFIX safety belts it is safer, easier and faster as it involves the attachment of the seat directly to the car seat or child restraints already fitted as standard and part of the vehicle; f) to the external part of the vehicle and to the accessories; g) to electromagnetic compatibility; h) acoustic signaling devices; i) heating systems; j) protection devices against unauthorized use; k) vehicle identification systems; l) to the masses and dimensions; m) electrical safety; n) to gear shift indicators.

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Regulation 661/2009 / EC establishes that all vehicles of category M1 are equipped with precise tire pressure monitoring systems capable of issuing, where necessary, a warning inside the vehicle for the driver in the event of a loss of pressure in one of the tires, in the interest of optimum fuel consumption and road safety. To achieve this, appropriate limits are set in the technical specifications, which also allow an approach based on technological neutrality and cost efficiency for the development of precise tire pressure monitoring systems. For M1 vehicles, the reference mass of which does not exceed 2610 kg and the M2, N1, N2 vehicles whose reference mass does not exceed 2840 kg, if fitted with manual transmission, are equipped with gear shift indicators in accordance with the requirements of Regulation 661/2009 / EC and related implementing measures (detailed rules on procedures , tests and specific technical requirements for the approval of motor vehicles, their trailers, components and separate technical units). Vehicles belonging to categories M1 and N1are equipped with an electronic stability control system that complies with the requirements of the same regulation and related implementing measures (safeguarding the safety of occupants of motor vehicles and surrounding individuals). Except for off-road vehicles (4°), the following vehicles belonging to the categories listed below are equipped with an electronic stability control system which meets the requirements of Regulation 661/2009 / EC and its implementing measures: (a) vehicles belonging to categories M2 and M3 excluding those with more than three axles, buses, articulated buses and class I or class A buses; (b) vehicles belonging to categories N2 and N3, excluding those with more than three axles, tractors for semi-trailers with a gross mass of between 3,5 and 7,5 tonnes and special purpose vehicles as defined in items 5.7 and 5.8 of Part A of Annex II of Directive 2007/46 / EC; c) vehicles belonging to categories O3 and O4 equipped with air suspension, excluding those with more than three axles, trailers for exceptional transports and trailers which have spaces intended for standing passengers.

(4°) NOTE: Criteria for sub-classification of vehicles as off-road vehicles.

Vehicles M1 or N1 must be sub-classified as off-road vehicles if they meet all the requirements to follow: a) at least one front axle and one rear axle are designed to be simultaneously engines, regardless of the possibility; to disengage the motricity of an axis; b) are equipped with at least one differential locking mechanism or a mechanism having a similar effect; c) they can travel a slope of at least 25% without a trailer; d) satisfy five of the six requirements to follow: i) have an angle of attack of at least 25 degrees; ii)

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have an exit angle of at least 20 degrees; iii) have a ramp angle of at least 20 degrees; iv) have a ground clearance below the front axle of at least 180 mm; v) have a ground clearance below the rear axle of at least 180 mm; (vi) have a height above ground between the axles of at least 200 mm. Vehicles of categories M2, N2 or M3 whose maximum mass does not exceed 12 tonnes shall be sub-classified as off-road vehicles, if they satisfy the requirement referred to in point (a) or both of the requirements referred to in points (b) and (c): (a) all their axles are simultaneously engines, irrespective of the possibility to disengage the motricity of one or more axes; (b) (i) at least one front axle and one rear axle are designed to be simultaneously engines, irrespective of the possibility to disengage the motricity of an axis; ii) are equipped with at least one differential locking mechanism or a mechanism having the same effect; iii) can travel a 25% incline without a trailer; c) satisfy at least five of the following six requirements, if their maximum mass does not exceed 7.5 tonnes, and at least four, if their maximum mass exceeds 7.5 tonnes: (i) have an angle of attack of at least 25 degrees; ii) have an exit angle of at least 25 degrees; iii) have a ramp angle of at least 25 degrees; iv) have a ground clearance below the front axle of at least 250 mm; v) have a height free from the ground between the axles of at least 300 mm; (vi) have a ground clearance below the rear axle of at least 250 mm. 4.3. Vehicles of categories M3 or N3 whose maximum mass exceeds 12 tonnes shall be subclassified as off-road vehicles if they meet the requirement referred to in point (a) or both the requirements referred to in points (b) and (c): (a) all their axles are simultaneously movable, regardless of the possibility; to disengage the motricity of one or more axes; b) i) at least half of the axes (or two axes out of three in the case of a three-axle vehicle and mutatis mutandis in the case of a five-axle vehicle) are designed to be simultaneously engines, irrespective of the possibility; to disengage the motricity of an axis; (ii) are equipped with at least one differential locking mechanism or a mechanism having a similar effect; iii) can travel a 25% incline without a trailer; c) satisfy at least four of the six requirements to follow: i) have an angle of attack of at least 25 degrees; ii) have an exit angle of at least 25 degrees; iii) have a ramp angle of at least 25 degrees; iv) have a ground clearance below the front axle of at least 250 mm; v) have a height free from the ground between the axles of at least 300 mm; (vi) have a ground clearance below the rear axle of at least 250 mm.

This Regulation (661/2009 / EC) shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. It

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shall be applicable from 1 November 2011 and shall be binding in its entirety and directly applicable in all Member States.

In consideration of the rules for the implementation of Directive 661/2009 / EC, the European Commission adopts Regulation 65/2012 / EU. With reference to the definition of manual gear shift (or automatic gear shift with manual gearshift function) reported above, the GSI system is defined. A gear shift indicator that signals to the driver when it is appropriate to gear shift, reduce or increase, to minimize fuel consumption; the automatic transmission adopts the system to reduce consumption automatically. An important factor for ecological driving is proceed in the correct gear and change at the right time. GSI (Gear Shift Indicator) - which signals when it is appropriate to gear shift up or down to minimize fuel consumption. To optimize performance, prevent vibrations or other reasons, you can however, it is advisable to change gear at a higher speed. With the regulation 65/2012 / UE the European Commission defines the characteristics of the GSI system below: 1) the recommendation to change gear should be transmitted with a separate optical indication, as a signal that clearly invites to go from a gear shift higher or lower or a symbol which identifies the gear in which the driver should change. The optical indication can be supplemented by other indications, including sound, provided they do not compromise security. 2) The GSI must not make it difficult or prevent the identification of warning lights, controls or indicators that are prescribed or induce the safe operation of the vehicle. The signal must be designed in such a way as not to distract the driver's attention and not to interfere with the correct and safe operation of the vehicle in compliance with the following characteristics. 3) The GSI must be placed in compliance with in the paragraph 5.1.2 of UN / ECE regulation no. 121 (Warning lights and indicators must be placed visibly and recognizable by drivers - both at night and during the day - in conditions where the driver must have adapted to the light conditions of the environment and must be considered by the impact protection system , adjusted according to the manufacturer's instructions, and be free to move within the limits set by this system). Is not necessary that spies and indicators are visible or recognizable if they are not activated. It should be designed so that it is not confused with other lights, controls or indicators that equip the vehicle. 4) To show the indications of the GSI you can use an information display device they must differentiate themselves sufficiently from other signals and be clearly visible and identifiable by the driver. 5) In exceptional situations, the indications of the GSI can be temporarily canceled or deactivated automatically. These are situations that could compromise safe operation or integrity of the vehicle relating to the activation of traction control systems or

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stability, to the temporary display of driver assistance systems or to warnings relating to the vehicle malfunctioning. The GSI must be able to return to normal operation within 10 seconds, as soon as the exceptional situation ceases or within a greater period of time if it occurs is justified by technical or behavioral reasons.

Functional requirements. The GSI invites to change gear as soon as it estimates that with the recommended gear shift the fuel consumption would be less than consumption with the gear at that time inserted, taking into account the following requirements: the GSI must be designed to encourage an optimized driving style , aimed at saving fuel in reasonably predictable driving conditions. Its main purpose is to minimize the fuel consumption of the vehicle when the driver follows his directions. Following the indications of the GSI, the regulated emissions that escape from the exhaust must not however increase disproportionately with respect to the initial state. Furthermore, if the GSI strategy is adopted (to reduce harmful emissions), this must not compromise the timely functioning of the pollution control devices (catalyst) after a cold start. To this end, vehicle manufacturers will provide the type approval authority with technical documents describing the impact of the GSI strategy on regulated emissions escaping from the exhaust, at least under constant speed conditions. Applying the GSI designation must not compromise the proper functioning of the vehicle and cause engine stoppage, insufficient engine braking or insufficient torque at the time of strong power demand.

The manufacturer must provide the documentation relating to the tests carried out to determine the impact on fuel economy of the gear change points recommended by the GSI. This test must be carried out on a hot vehicle and on a dynamometer with roller, according to the speed profiles in the figure below. The invitation of the GSI to move to a higher gear will be followed and the vehicle speeds to which the GSI recommends to change are recorded. The test is repeated 3 times. The definition of the gear change speed (from a lower gear to a higher gear) is defined in consideration of the speed profiles in the figure below, with reference to the acceleration that must fall within the margins defined in the same figure for each gear engaged.

Alternatively, the exchange gear speed recommended by the GSI can be calculated by the manufacturer analytically based on the GSI algorithm contained in the complete documentation file, presented with the application for approval to the authority of the Member State, reported below: the manufacturer must provide the type-approval authority with the following information. The information must be made available in the following 2 parts:

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a) the formal documentation, which, upon request, can be given to interested parties; b) the expanded documentation , which remains strictly confidential.

The formal documentation must contain: a) a complete description of all the aspects that can be assumed by GSIs that are mounted on vehicles belonging to the vehicle type, in relation to the GSI, and a certificate that they meet the characteristics of the GSI system (above ). (b) attested, in the form of data or technical expertise - such as data on modeling, emission or consumption maps, emission tests - demonstrating adequately that the GSI recommends to the driver, in an effective and timely manner, appropriate gear changes, suitable to satisfy the functional characteristics (indicated above). c) an explanation of the purposes, use and functions of the GSI in a GSI section of the user manual that accompanies the vehicle.

Graphical representation of the vehicle speed profile; continuous line: speed profile; discontinuous lines: deviation tolerated by this velocity profile.

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Regulation 65/2012 / EU shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. The regulation is binding in its entirety and directly applicable in all Member States.

4 - EMISSION LIMITS HARMFUL SUBSTANCES FOR INTERNAL COMBUSTION ENGINES. The European Parliament and the Council of the European Commission with regulation 595/2009 / EC amends directive 2007/46 (annexes) and fixes the EURO VI harmful emissions limits for internal combustion engines. The internal market comprises an area without internal frontiers in which the free movement of goods, persons, services and capital must be ensured. To this end, a general Community type-approval system applies to motor vehicles. The technical requirements for the approval of motor vehicles with regard to emissions should therefore be harmonized in order to avoid the adoption of different requirements from one Member State to another and to ensure a high degree of environmental protection. In order to improve air quality and to meet pollution limit values and national maximum emission levels, it is in particular necessary to reduce the NOx emissions of heavy vehicles. Setting the limit values for NOx emissions at an early stage should give motor vehicle manufacturers long-term planning certainty on a European scale. When setting emission standards it is important to consider the implications for the competitiveness of markets and builders, the direct and indirect costs for businesses, the increasing benefits in terms of stimulating innovation, improving air quality, reducing healthcare costs and increasing people's safety by reducing the proportion of indirect causable injuries. In order to improve the functioning of the internal market, in particular as regards the free movement of goods, freedom of establishment and freedom to provide services, unlimited access to vehicle repair information is required, through a standardized search function which allows to obtain technical information, and effective competition on the market for information services relating to vehicle repair and maintenance. Much of this information refers to OBD (5°) onboard diagnostics and their interaction with other vehicle systems. It is necessary to establish the technical characteristics which manufacturers must comply with when providing information on their websites, as well as the targeted measures ensuring reasonable access to small and medium-sized enterprises.

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(5°) NOTE: on-board diagnostics, from English on-board diagnostics, OBD or OBD-II, in a car, motorbike or motor vehicle context in general, is a generic term referring to the ability to self-diagnose and report errors, faults in a vehicle. Before the self-diagnosis, it was the mechanics who had to diagnose the faults, while now it is the on-board ECU that self-checks and checks the status of the vehicle. OBD systems provide the vehicle owner or mechanic access to information on the "health status" of the various vehicle subsystems: standard legislation (in Europe and the United States) refers only to the "emission relevant" subsystems, ie those which, if broken, they can lead to an increase in emissions, such as catalytic converter, lambda probe, etc., while the other systems (eg airbag, air conditioning, etc.) have a non-standard self-diagnosis, defined at will by each car manufacturer.

The amount of diagnostic information available via OBD has changed a lot since the introduction in the early 1980s of on-board computers in motor vehicles (control units) that made OBD possible. The first implementations of OBD simply switched on a warning light in the case of problems, but did not provide any further information regarding the nature of the problem. Modern OBD implementations use a digital communication port to provide real-time information in addition to an alert to the nature of the problems by means of standard diagnostic code (DTC) "Diagnostic Trouble Codes" which allow to quickly identify and solve vehicle malfunctions. The OBD-II is a standard defined in the United States in the mid-nineties that allows complete control over engine parameters and monitoring other parts of a vehicle such as the chassis and accessories; it also allows you to connect to the diagnostic system. OBD-II was issued by the California Air Resources Board. The OBDII is primarily a read-only interface for acquiring diagnostic signals. The OBDII standard also defines some commands for controlling the output, for selfchecking modes and for resetting the KAM (Keep Alive Memory) memory.

Even the control units of the motorbikes, even if they do not have the obligation, sometimes have the OBD protocol, since they often derive from those of the cars. US vehicle manufacturers were required to convert diagnostic connections to the OBD-II standard in 1996; until 1994 many houses used proprietary connections. Where there is no legal requirement for the detection of pollution-related parameters (eg for gasoline engines before 2001), instead of OBD-II it is called OBD-I, ie a diagnosis on board related to electrical errors. Starting in 2000, the European community, together with the stringent emission limits established by the Euro3 legislation, has adopted the EOBD standard that derives from OBDII, making it mandatory for all new vehicles. As a consequence, all car manufacturers have had to adapt, both as regards the fault codes, and for the real self-diagnosis interface, starting from

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the communication protocols up to the 16-pole connector for the tester connection. It applies to all M1 category cars (with no more than 8 seats and a gross vehicle weight of up to 2500 kg) registered for the first time in EU Member States from 1 January 2001 for cars with petrol engines and from 1 January 2004 for diesel-powered cars. For newly introduced models, the dates of application of the legislation were brought forward by one year: 1 January 2000 for petrol cars and 1 January 2003 for diesel cars. For passenger cars with a gross vehicle weight of more than 2500 kg and for light commercial vehicles, the dates of application of the legislation started from 1 January 2002 for petrol models, and from 1 January 2007 for diesel models.

The technical implementation of the EOBD is essentially the same as OBD-II, and the same SAE J1962 connection and signal protocols are used. The EOBD emission thresholds for the Euro V and Euro VI regulations are lower than the previous Euro III and IV.

Regulation 595/2009 / EC lays down common technical requirements for the approval of motor vehicles, engines and spare parts with regard to their emissions. The same regulation also establishes rules for the in-service conformity of vehicles and engines, the durability of pollution control devices, OBD systems, the measurement of fuel consumption and CO2 emissions and the accessibility of vehicle OBD information and vehicle repair and maintenance information. This Regulation applies to motor vehicles of categories M1, M2, N1 and N2, as defined in Annex II to Directive 2007/46 / EC with reference mass exceeding 2 610 kg and to all motor vehicles of categories M3 and N3, defined in the same annex.

Manufacturers must ensure compliance, within the scope of the approval, with the procedures for verifying conformity of production, durability of pollution control devices and in-service conformity. The technical measures taken by the manufacturer must ensure that the exhaust emissions are effectively limited, within the meaning of Regulation 595/2009 / EC and their implementing measures, throughout the normal life of vehicles under normal conditions of use. To this end, mileage and time periods, with respect to which the durability tests of the pollution control devices for the approval and proof of conformity of vehicles or engines in service must be carried out, are as follows: a) 160 000 km or five years, whichever comes first, for engines installed on vehicles of categories M1, N1 and M2; b) 300 000 km or six years, whichever occurs first, for engines installed on vehicles of category N2, N3 of technically permissible maximum mass not exceeding 16 tonnes, and

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M3 class I, class II and class A, and class B of technically permissible maximum mass not exceeding 7,5 tonnes; c) 700 000 km or seven years, whichever occurs first, for engines installed on vehicles of category N3 of technically permissible maximum mass exceeding 16 tonnes, and M2, class III and class B of technically permissible maximum mass exceeding 7,5 t.

Manufacturers shall manufacture vehicles and engines in such a way that the components capable of affecting emissions are designed, constructed and installed in such a way as to allow the engine or vehicle, in normal use, to meet the EURO VI emission limits, Annex I of Directive 595/2009 / EC. The use of manipulation strategies that reduce the effectiveness of emission control systems is prohibited. The regulation shall enter into force on the twentieth day following its publication in the Official Journal of the European Union and shall be binding in its entirety and directly applicable in all Member States.

The European Commission, having regard to the regulation (EC) no.

715/2007 laying down common technical requirements for the approval of motor vehicles and spare parts with regard to their emissions and establishing compliance rules in service, on the duration of pollution control devices, on-board diagnostic (OBD), fuel consumption measurement and accessibility information for vehicle repair and maintenance. Considering the subsequent amendments made by the EC Regulation No. 692/2008 of the Commission of 18 July 2008, implementing and amending the EC Regulation number 715/2007, concerning the approval of motor vehicles with regard to emissions from light commercial and passenger vehicles ( Euro 5 and Euro 6) and to obtain information for the repair and maintenance of the vehicle, establishes the administrative provisions for the control of conformity of vehicles with regard to CO2 emissions and establishes the requirements for the measurement of CO2emissions and the fuel consumption of such vehicles. Given the regulation (EU) n. 510/2011 of the European Parliament and of the Council of 11 May 2011, which defines the emission performance levels of new light commercial vehicles as part of the integrated Union approach aimed at reducing CO2 emissions of light vehicles, establishes the obligation to establish a procedure to obtain representative values of CO2 emissions, fuel efficiency and mass of completed vehicles, ensuring at the same time that the basic vehicle manufacturer can access timely data on the mass and specific CO 2 emissions of the completed vehicle. On February 19, 2013 they adopt the regulation 143/2013 / CE concerning the determination of CO 2 emissions of the vehicles submitted for approval in more detail phases that make changes to the Annexes of Directive 2009/45 /

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EC. The regulation is mandatory in its entirety and directly applicable in each of the Member States.

5 - PEDESTRIAN SAFETY. In Part I of Annex IV of Directive 2007/46 / EC, "for vehicles belonging to category M1" the technical requirement is defined : the vehicles are equipped with an electronic anti-lock braking system acting on all the wheels; the technical requirement is necessary for the homologation of the prototype to which all the subsequent vehicles of category M1 of the same type of the prototype will have to be compliant for matriculation.

The European Parliament and the Council of the European Union in order to reduce the number of road accident victims in the Community deems it necessary to introduce measures to improve the protection of pedestrians and other vulnerable road users before and in the event of a collision with parts fronts of motor vehicles, therefore adopts Directive 2003/102 / EC which provides for the adoption by vehicle manufacturers of active and passive systems (6°) for the protection of pedestrians (< b>the obligation for manufacturers to equip vehicles with engines of active systems, anti-lock braking systems and passive systems, to make the front of the vehicle compliant with the technical requirements of Annexes I to Directive 2003/102, bumper, headlight protection, mudguards, for vehicle protection.). With reference to Directive 2003/102 / EC, the European Commission adopts the Directive 2005/66 / EC laying down the requirements for passive pedestrian protection systems and related tests that manufacturers must perform for the approval of the prototype. Subsequently with the regulation number 78/2009 / EC the European Commission modifies the annexes of directive 2007/46 / CE and repeals the directives 2003/102 / CE and 2005/66 / CE. Regulation 78/2009 / EC establishes requirements for the construction and operation of motor vehicles and frontal protection systems in order to reduce the number and severity of injuries suffered by pedestrians and other vulnerable road users in the event of a collision with the front surfaces of vehicles and to avoid such shocks. Manufacturers shall ensure that vehicles put on the market are equipped with a braking assistance device approved in accordance with the requirements set out in Annex I, point 4 of Regulation 78/2009 / EC, and that such vehicles meet the requirements set out in points 2 or 3 of the Annex I to the same directive. Furthermore, manufacturers must

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ensure that frontal protection systems mounted as original features on vehicles marketed or supplied as separate technical units meet the requirements set out in points 5 and 6 of Annex I of that regulation; moreover, for the approval of the prototype they are obliged to provide the approval authorities with adequate data on the specifications and conditions of the tests to which the vehicle and the frontal protection system have been subjected. The data contain the information necessary to verify the operation of the active safety devices installed on the vehicle. Collision avoidance systems Based on an assessment by the Commission, vehicles equipped with anti-collision systems may not be required to meet the requirements for impact tests against the frontal part of pedestrians (bumper, additional bumper vehicle) for the purpose of obtaining an EC type-approval or national type-approval for a vehicle type with regard to pedestrian protection, or for the purpose of sale, registration or entry into service. The Commission will present evaluations to the European Parliament and the Council, possibly accompanied by proposals to amend this Regulation (78/2009 / EC) with regard to the adoption of builders of anti-collision systems. Any proposed measures will have to guarantee at least equivalent levels of protection, in terms of real effectiveness, to those achieved with the requirements of the impact tests with pedestrians, of the vehicle, as defined in Annex I, points 2 and 3 of Regulation 78 / 2009 / EC and amending the Annexes to Directive 2007/46 / EC. With the application of anti-collision systems, the manufacturer will have more freedom in designing the vehicle design.

(6°)NOTE: Definitions: 1) for uppercut A means the outer front support of the roof extending from chassis to the roof of the vehicle; 2) for brake assist device means a function of the braking system which recognizes an emergency braking situation by a characteristic of the brake stress by the driver and, under these conditions: helps the driver to reach the maximum braking level; or b) is sufficient to activate the complete cycle of the anti-lock braking system; 3) bumper means the structures of the lower section of the outer front of a vehicle, including the accessory elements, designed to protect the vehicle in the event of a low speed frontal collision with another vehicle; however, frontal protection systems are not included; 4) for frontal protection system means one or more separate structures, for example a rigid tubular bumper, or an additional bumper which, in addition to the original one, is intended to protect the outer surface of the vehicle from damage resulting from impact, with the exception of structures whose mass is less than 0,5 kg and intended solely for the protection of the lights of the vehicle; (5) for maximum mass means the technically permissible maximum laden mass declared by the manufacturer in accordance with point 2.8 of Annex I to

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Directive 2007/46 / EC; 6) for vehicles of category N1 derived from M1 means vehicles of category N1 which, on the front of the A-pillars, they have the same general structure and shape as the pre-existing M1 category vehicles; 7) for vehicles of category M1 derived from N1 means vehicles of category M1 which, in front of the A-pillars, they have the same general structure and form of the pre-existing N category vehicles.

Regulation 78/2009 / EC shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union and shall be binding in its entirety and directly applicable in all Member States.

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APPENDIX

1. INTRODUCTION. INTERNAL COMBUSTION ENGINES 2 AND 4 TIMES.

The internal combustion engine, used in most vehicles, is an example of a thermal engine, which transforms the energy that develops into the combustion of a liquid or gaseous fuel into mechanical energy. The most common internal combustion engine is the four-stroke engine, the first example of which was built by a German engineer, N. Otto, in 1877. The four-stroke engine consists of two main parts: a carburetor, where it forms an explosive mixture of air and fuel, and a cylinder (commonly there are four), sealed by a piston. The inlet to the cylinder is regulated by two valves, the inlet valve and the exhaust valve, and provided with a spark plug, which produces the spark. Each piston is connected to a connecting rod, which transmits the movement of the piston to the transmission shaft. The operation of the internal combustion engine takes place in four different phases: in the first phase, called suction phase, the piston which must contain the combustible fluid passes from a minimum volume to a maximum volume, creating inside a depression that sucks the mixture air-fuel through the inlet valve. In the second step, said compression step, in which the valves are closed, the piston returns to the minimum volume position, compressing the mixture inside it until it reaches a point of maximum compression in the small volume remaining (said combustion chamber or blast). In the third phase, the phase of combustion and expansion, the spark caused by the candle triggers the

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combustion of the compressed mixture, which explodes producing heat and releasing a mass of gas. The gases expand, pushing the piston up to its maximum volume. From here, with the exhaust valve open, the fourth phase begins, the unloading phase, in which the piston is lowered and the system is ready to restart the cycle from the first phase.

In the following figure the operation of a cylinder in the 4-stroke engine.

The invention of the 2-stroke engine is attributed to Sir Douglas Clerk (Glasgow 1854 - 1932), an English Chemical Engineer who in 1879 invented (and subsequently patented in 1881) the particular two-stroke engine characterized by having an active phase during each complete rotation of the crankshaft, unlike the 4-stroke engine in which there is an active phase every two rotation.

The two-stroke engines are characterized by the speed of rotation and are distinguished in slow motors and fast motors: 1) low rotation speed and with higher powers (two-stroke diesel engines), 2) high rotation speed with lower powers (two-stroke engines petrol engines). The field of greatest application for slow two-stroke engines is represented by naval propulsion, as well as by the

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stationary generation of electricity; fast two-stroke engines are mainly used for motorcycles. In 2-stroke engines there is an active phase (combustion) at each complete rotation of the driving shaft and it is necessary to overlap the various phases so as to make this greater frequency of the combustion phase possible.

The overlap of the phases has repercussions on the geometry of the engine, in particular the 2-stroke engines have lights for the passage of the charge (fresh and / or combust) that are opened and closed directly by the piston. The air and fuel are premixed and generally aspirated in the crankcase, which assumes the role of "partial supercharger" since during the piston descent phase, this operates a compression of the charge accumulated in the crankcase (for this reason also called "carter-pump") forcing the exchange through the subsequent opening of the wash light. The use in the road field is greatly reduced because of the problems in terms of pollutant emissions that these engines have, in contrast to the turbocharged two-stroke diesel engines widely used in marine engines, much less polluting.

Below is the figure of a fast two-stroke engine.

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For slow two-stroke engines a washing pump is generally used (even if it would be correct to call it a compressor) generally of a volumetric type, and therefore not using the pump casing and they are not afflicted by problems of contamination of the fresh charge with the 'lubricating oil. Instead of the exhaust ports, they are removed and normal mushroom valves are used.

(Below is the figure of a two-stroke engine diesel.)

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2 - PERFORMANCE CURVES OF AN INTERNAL COMBUSTION ENGINE.

For a Z-cylinder engine the indicated power Pi is given by the relation

D 2

n 1  Cpmi  Pi  z 4 30 1000

[kW] where

D 2 4

C

is the volume of the cylinder displacement V (volume) with D (diameter) and C

(cylinder height) expressed in meters [m] and pmi in Newton on square meters [

N

m 2 ], ε the number of times (2 or 4 times), n the number of revolutions for

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minute divided by 60 becomes revolutions per second for a two-stroke engine that generates one revolution per cycle while for a four-stroke engine it is halved

;

with pmi is indicated the indicated average pressure, that is, the differential pressure which, acting constantly for the entire stroke of the piston in an internal combustion engine, would be able to provide the same work of the variable cycle. Pi is the power transferred from the fluid (access fuel) to the piston, the first moving member of the rotary drive mechanism; to know the effective power Pe, that is effectively available on the machine axis, it is necessary to evaluate the aliquot of the indicated power that degrades due to the frictions and that which is used to move the auxiliary organs of the engine (cooling fan, water pump , etc). Multiplying Pmi for mechanical efficiency Ρm we obtain:

with the same rule the indicated average pressure is determined

Expressing the total engine displacement in liters as Vt = zV (with z numbers of cylinders) and the average pressure in bar, considering the conversion constants (1 bar = 100000 pascals and 1 liter = 1/1000 cubic meters), Pi becomes

[kW]

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[kW]

All the other conditions being equal, the Pi and Pe relationships allow to deduce that the power of an internal combustion engine varies linearly with the rotation speed n; it is inevitable that other parameters that involve changes in pmi and pme also vary. The following figure shows qualitatively the power curve as a function of the rotation speed, the corresponding curve of the driving torque and the specific consumption cs.

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Trend of the power P, of the driving torque M and of the specific consumption of a fuel cs, in an internal combustion engine when vary of the number of laps n in conditions of maximum opening of the regulating member (for example a butterfly valve which varies motor power supply).

The three traced curves that take the name of characteristic curves are related to the maximum admission of the engine, with the throttle in conditions of maximum opening for a spark ignition engine, or with the rack rod of the injection pump positioned for maximum combustion flow rate per cycle if it is a diesel engine (1 °). The value of the power corresponding to point B of the graph in the figure is that corresponding to the minimum speed of the motor compatible with a regular operation of the latter. Below this speed the engine tends to stop due to the greater irregularities at the minimum of the driving torque supplied and the consequent irregularities in the power supply. Beyond the minimum rotation speed the power increases with increasing n, up to a maximum at a rotation speed (point A) above which it decreases rapidly until it is canceled at a higher value of the number of revolutions. The logic of the trend is determined by considering that in an initial stretch (B-M), both the increase in n (number of revolutions per minute) and in terms of pme caused by a better filling of the cylinder contribute to increase the power; in other words, there is a rotation speed, linked to the type of engine and the function of its constructive characteristics, in correspondence of which the quantity of fluid that evolves in the cylinder in each cycle is maximum. In correspondence with this rotation

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speed, being the area of the maximum cycle, the maximum values of the pme and therefore of the motor torque Mt are realized. The power can be expressed as a product of the driving torque (moment of force due to the explosion of the fuel mixture air acting on the crank button of the rotary push mechanism, the outer part of the crankshaft where the connecting rod is hinged) Mt [Nm] for the rotation speed ω [rad/s] we have:

[kW]

[Nm] The torque Mt is therefore maximum when the ratio P/n is the maximum that represents the tangent of the angle α that the axis of the abscissae forms with any half-line coming out from the origin and cutting the power curve (figure above). It is evident that the torque reaches its maximum value for the rotation speed equal to ñ (n marked) which represents the abscissa of the point M on the power curve in which the half-line exiting from the origin is tangent to the curve itself; in this condition the angle α is maximum, same for the ratio P/n = tg (α) and same for the moment Mt torque. Beyond point A the amount of evolving fluid for each cycle is reduced more rapidly than of the increases number of cycles per unit of time; due to the appreciable decrease in efficiency (beyond the point A, figure of above), mechanical efficiency ηm (a quadratic function of the rotation

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speed), the power decreases until it disappears for that speed at which the mechanical losses completely absorb the useful work that can be obtained. The motors are used at rotation speed for powers slightly above the maximum power; in other words: the work provided by the motor remains constant over time, it is no longer able to provide increments of work with respect to time for rotation valuescorresponding to a power close to zero (2°). From point M to point A the power continues to increase even if the engine torque Mt is reduced because it increases the amount of work that the engine performs with respect to time due to the increase in the speed of rotation.

(1°) NOTE: the rack rod adjusts the position of the lateral helical groove of the piston of a pumping element of an injection pump so as to determine how long the compressed fuel spills into the delivery pipe up to the injectors that they introduce the compressed fuel into the combustion chamber of the cylinder (during the compression phase of the air inside the combustion chamber) during the upward stroke (compression) of the pump piston. By means of the position of the helical scaling the lateral holes in the cylinder of the fuel injection piston are discovered before or after during the piston rising phase causing a sudden pressure drop which closes the delivery valve and interrupts the flow in the delivery pipe. The rack rod mechanism is controlled by the accelerator, for example for a motor vehicle of the M1 type (Annex I Part A, paragraph 1 of Directive 2007/46 / EC). The operation of a pumping element of an injection pump is described in the following figures.

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a) Fuel flow; b) Compression and start of fuel delivery; c) Mandate; d) Propeller of the pumping piston discovers the hole and interrupts the delivery.

Fuel flow regulation system. a) No fuel flow; b) Partial flow (and variable through the rack drive mechanism; c) Maximum capacity. The electronic feed pump added to the injection pump provides the fuel flow necessary for the injection of fuel into the injection pump when the piston, during the descent phase, again discovers the intake holes, shown above. The delivery pressures reach values up to 600 - 700 bar and in some cases even 1000 bar. For internal combustion engines with controlled ignition, in which the direct injection system replaces the carburetors, the amount of fluid sent to the cylinders by the pressure of the electronic feed pump (4 - 5 bar) from the air intake duct where the injector is

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positioned, it is drawn into the cylinders by the piston with the intake valve opening. They can provide electronic control of both the power supply and the ignition to the various engine cylinders allowing a wide flexibility of performances. The control unit consists of a real digital microcomputer through which it is possible to manage both the injection times of the fuel, started up to the cylinders by means of electro-injectors, and the angles of advance on ignition. The ignition advance angles are determined according to a map of values stored in the control unit, modifiable in relation to the engine coolant temperature, the intake air temperature and the throttle position. The direct injection system can be either intermittently, with the fuel injected only in the suction phase or continuously with the fuel continuously injected into the intake ducts; the admission of the motor is controlled by means of the throttle valve.

For petrol engines, the direct injection system is also used, where the injection pressure is 35 - 40 bar to facilitate the mixing of gasoline with the air made difficult by the reduced contact time compared to indirect injection systems, with the injectors arranged directly in the combustion chamber. The amount of fuel is controlled by a pressure valve which increases or reduces the injection pressure by varying the flow rate of the return circuit to the fuel tank. The pressure valve is indirectly controlled by the opening or closing of the butterfly valve; the admission of the motor is controlled by means of the throttle valve. In engines c. the. with spark ignition the fuel (petrol) is injected into the combustion chamber during the suction phase unlike compression ignition engines in which the fuel (diesel) is injected in the compression phase and therefore pressure values of the latter are required very higher, obviously becoming not enough the electronic feeding pump. The injectors in diesel engines are direct and therefore in the combustion chamber. For the aspirated engines, therefore with carburettor, the admission is always regulated by the throttle valve that, by partializing the air

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flow, creates a depression around the venturi (a particular pipe with the end capable of creating the depression used by the air flow for to call up the petrol) variable with the number of revolutions and therefore with the speed of the air flow. The carburetor systems also adopt a compensating venturi which, connected to the outside through a small well, introduces an flow of petrol quite constantand little variable with the speed of the air flow; in this way, since through the main venturi the petrol-air mixture is enriched with fuel as the engine rotates and impoverishes with the reduction of the rotation speed of the motor, it is sought through the two venturi, main and compensation, of maintain constant the stoichiometric ratio of the blend, (the measurement of the reaction ratio of two or more substances, in this case the ratio in combustion of air and fuel). The systems a carburetor are also equipped with the circuit for running at minimum rpm, an enrichment system of the petrol mixture (petrol-air mixture) when the butterfly valve is almost closed to prevent the engine from turning off.

(2°) NOTE: physical definition of power: mechanical power is defined as work L (also called W) performed in unit time t the mathematical definition of power is as follows: derivative of work with respect to time:

When the incremental ratio dL is zero, the power is zero; in the absence of an increase in work, mechanical power is zero.

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3 - PLAN LISTED OF THE SPECIFIC FUEL CONSUMPTION OF AN INTERNAL COMBUSTION ENGINE. 4-stroke naturally aspirated engine, with a total displacement of 2000 cm3 for automotive traction.

Four-stroke turbocharged diesel engine with an exhaust gas turbocharger equipped with intercooler and direct injection of 1896 cm3 of total displacement, intended for automotive traction.

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In order to define the quality of an engine, it is advisable to have the performance curves in conditions of partial power supply and not only for those relating to the maximum opening of the regulating member supplied by the manufacturers. In order to perform a complete qualitative evaluation of the engine, it is necessary to have specific consumption variation curves as the load and the rotation speed vary, and therefore the entire engine operating range, the consumption plan shown in the two figures above , the first for a spark ignition engine, the second for a compression ignition engine (diesel). In the first floor listed, of consumption, there are also the curves with constant power that appear to be hyperbole. Comparing the two quoted consumption plans of the above figures, it is possible to see that the diesel engine is characterized by lower values of specific consumption of fuel, dynamics due to combustion, which when

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carried out with excesses of air takes place more completely of what does not happen in a spark ignition engine (2°). It is evident that the diagrams shown in the two figures above (quoted consumption plans) are a tool of great utility when comparing the performance of several engines or of the same engine under modification: a different feeding system, different combustion chamber , different timing of distribution timing, ... They are also useful for comparing different engines in the displacement or in the maximum number of revolutions when more general engine parameters are reported, such as the average piston speed, the power per unit area of the piston or per displacement unit, .... The same dimensional plans can show the level of any other motor parameter studied: the mixture ratio ι (fuel mixture), the hourly fuel consumption, the air flow rate or the composition of the exhaust gases. The same consumption plans are used by manufacturers of motor vehicles with reference to Regulation 65/2012 / EU, subject of study at the end of paragraph 3 of this publication for the determination of the vehicle speed profile in the construction of the GSI system: a gear indicator which signals to the driver when it is appropriate to change gear to reduce fuel consumption for manual gear shift to a minimum or to change gear in automatic gear shift management systems.

(3°) NOTE: in diesel engines it is more commonly used the supercharging obtained through the installation of a compressor, which intervenes to introduce more air into the combustion chamber in addition to the air introduced through the suction phase of the piston. By intervening in the compression phase it is necessary for the purpose: to introduce more air into the combustion chamber during the compression phase. Obviously, the increase in air introduced follows an increase in the fuel for a complex increase in the fluid and therefore in the SMI. The compressor is more directly driven by the motor shaft (mechanically

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controlled); in this case it is volumetric and the engine is defined as supercharged. Turbocharging can also be applied to engines with spark ignition (petrol or alternative fuels, gas ...). The compressor can also be driven by a turbine powered by the engine exhaust gas; the group compressor-turbine unit is called a turbo-supercharger or even a turbo blower for two-stroke diesel engines. The compressor used for a turbo-compressor unit is centrifugal, dynamic compressor.

The following figure shows the diagram of a compressor to supercharge a full lobe combustion engine mechanically driven by the drive shaft.

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The following figure shows the turbo-compressor assembly to supercharge an entire combustion engine with a centrifugal-type dynamic compressor driven by a turbine in turn powered by the engine's exhaust gases

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4 - INTERNAL COMBUSTION ENGINES: POLLUTING EMISSIONS AT THE DISCHARGE.

Object of study for some time and not only in America but also in Europe is the problem of exhaust gas of internal combustion engines due to the rapid development of motorized traffic, mostly in industrialized countries. At the exhaust of the Engines a c. i. with controlled ignition in addition to non-toxic complete combustion products, CO2 carbon dioxide, H2O water, nitrogen N2 and oxygen always present due to combustion with excess air, there are also products of incomplete combustion pollutants , essentially carbon oxide CO and unburnt HC hydrocarbons in addition to the NOx nitrogen oxides the formation of which is facilitated by the high combustion temperatures of the excess air.

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Pollutants were the lead compounds that were added to the gasoline to increase the indetonant properties (the detonation capacity of the combustion of the fluid in the engine is cause of increased consumption, pollution and loss of power because it tends to make the combustion process uneven, the propagation of the flame inside the combustion chamber when is more regular and the greater the performances obtained by the engine). With the directive 98/70 / CEE the European Commission has defined the obligation for all the member Countries to prohibit the marketing in their territory of the petrol with lead, prohibition come into force from the 1 January of the year 2000 (extension until 1 January 2005 for member countries not ready to apply the ban with limits on the amount of lead possible); directive 98/70 / EEC will be studied in future publications. Last pollutant present in the exhaust gases of a motor vehicle a c. i. it is the heavy hydrocarbons coming from the lubricating oils present in the combustion chamber which, entrained by the gaseous stream, go into suspension in the exhaust gases and then into the atmosphere. The polluting substances vary in percentage according to the engine speed and load conditions, the maintenance and set-up conditions of the engine, the functional and design characteristics of the engine and the composition of the gasolines used.

At the exhaust of diesel engines (compression ignition engines) in addition to non-toxic substances, products of complete combustion, CO2 carbon dioxide, H2O water, nitrogen N2 and oxygen always present due to the combustion with excess of air, there are products of incomplete polluting combustion, carbon

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monoxide CO (present only in particular loading conditions), unburnt hydrocarbons HC together with organic compounds deriving from the partial oxidation of the latter in aldehydes, organic acids, alcohols, ketones; in addition, NOx nitrogen oxides and sulfur compounds which, for the purposes of Directive 93/12 / EEC (subsequently amended by Directive 98/70 / EEC), studied in forthcoming publications, may not exceed 0.2% by 1 October 1994 and 0.05% as of October 1, 1996 (by mass.) Sulfur pollutants consist of both SO2and SO oxides and sulfates. harmful emissions in the exhaust gases of diesel engines are those relating to the particulate consisting of particles composed of a solid and insoluble granitic core called solc (solid carbon) on which a layer of hydrocarbons in the liquid state is deposited by condensation and condensate (generally polycyclic aromatics) which constitute the soluble organic part of each particle, called sof (soluble organic fraction). These hydrocarbons come essentially from the fuel and, to a lesser extent, also from the lubricating oil; sulphates are also deposited on the granitic nucleus together with the liquid hydrocarbons. The pollutants vary in percentage according to the engine speed and load conditions, the maintenance and set-up conditions of the engine, the functional and design characteristics of the engine, the composition and characteristics of the gas oil used.

The reduction and control of pollutant emissions in internal combustion engines with spark ignition can be achieved by: 1) the adjustment of gasoline, 2) with fuel supply systems that allow a regulation aimed at obtaining minimum levels of

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global emissions in the field of operation of the motor, 3) devices that intervene directly on the discharges of the engines to eliminate the polluting compounds once they have been formed. The gasolines are adjusted with interventions on the physical characteristics that can favor the constancy of the properties and a more complete and uniform combustion, also eliminate compounds such as lead (green or unleaded petrol). The interventions applied on power regulation start with the adoption of dual-body carburetors or a single carburettor for each cylinder with the aim of improving the distribution of the fuel air mixture to the various cylinders, more uniform distribution reducing the differences in harmful emissions existing between the cylinders. Interventions with devices on the carburetors have been realized with reference to the deceleration of the vehicles in which without, there is a useless flow of fuel caused by the depression in the intake manifold and the values of the rotation speed; with these devices the percentages of particularly abundant unburned hydrocarbons in the deceleration transients are considerably reduced. Subsequently, more efficient systems of power regulation are made, the fuel injection systems (4°) able to provide a precise mixture to contain the emissions in the exhaust gases within modest values and considerably lower than those achieved with carburetors. The advantages of the injection system are summarized in lower danger of separation of the fuel air mixture in the intake manifolds, absence of fuel film deposits on the walls of the intake manifolds to the advantage of uniformity of supply between the cylinders, possibility of precise cold control and starting up in the heating phases.

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With devices applied to the exhaust ducts, called catalytic converters, it is possible to further reduce the polluting emissions; is a system that acts against three main parameters: carbon dioxide, HC hydrocarbons and NOx nitrogen oxides; to break down the first two polluting substances, the catalytic converters perform an oxidizing function with a suitable addition of secondary air (through a suction valve upstream of the catalytic converter), making the conversion of carbon monoxide and unburnt hydrocarbons into harmless products such as carbon dioxide and water. For nitrogen oxides, a reducing action obtained with a second catalyst is required so as to give rise to non-toxic substances. Systems with a unique oxidation and reduction catalyst are also applied (mostly in use), combined with a lambda probe used to detect if the power supply is in fault with oxygen or in excess. This last system (defined as a three-way converter and control with lambda probe in the closet loop) is efficient only if the fuel air mixture is kept in a neighborhood very close to the stoichiometric value so not too much air by adjusting the injection times and then the fuel flow rates (the stoichiometric ratio defines the measure of the reaction ratio of two or more substances, in this case the reaction ratio in combustion of air and fuel and therefore if the mixture is such as to deviate from the stoichiometric ratio, there will be excess or fuel defect or of air). The catalytic converter system with lambda probe is applied to vehicles with injection fuel system that allows almost total elimination of harmful exhaust emissions.

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In internal combustion engines with power on for compression, diesel, the gaseous emissions relative to CO and HC are comparable to the emissions of a large-displacement gasoline engine equipped with a three-way catalytic converter and "closet loop" control with lambda probe due to of the high values of the excess of air with which they normally work, which reduce the percentage of unburnt hydrocarbons, much lower compared to petrol engines. Carbon monoxide is practically absent except at maximum loads when the amount of fuel injected is high enough to significantly reduce excess air or even to cancel it. For nitrogen oxides, their entity is equal to the values found in petrol engines; for the reduction of the latter and of the particulate, the applicable solutions can be summarized in two categories: 1) to intervene directly on the combustion in the engine in order to limit the formation of polluting substances, ie to intervene on the fuel quality, injection, on the design of the combustion chamber, 2) apply to the exhaust system devices able to reduce harmful emissions before they are released into the atmosphere. For the interventions on the combustion phenomenon the following techniques are applied: a) use of fuels with a low content of aromatic hydrocarbons, use of fuels with a low sulfur content, b) increase of the injection pressures (even above 1000-1200 bar) and optimization of the combustion chamber geometry so as to favor mixing between the air and the fuel, minimizing the formation of carbon particles, c) more extensive use of turbocharging in order to reduce the amount of the organic soluble fraction sof in the particulate , d) delay of fuel injection to achieve the most favorable initial conditions for the combustion process. The systems applied directly on the

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exhaust

gases

to

reduce

harmful

emissions

are

filtration

systems

called traps whose operating principle consists of two phases: 1) retention of the particles contained in the exhaust gases (both carbon and other substances, mainly sulfates) inside a ceramic or metal support which exerts a filtering action; 2) subsequent elimination due to a combustion process of the carbonate particulates. The combustion process often activated also by the presence of particular additives is called regeneration of the trap. Since the filtration capacity of the ceramic or metal support varies with the dimensions of the holes in the usually honeycomb structure, it causes a rapid accumulation of particles inside the filtering support to avoid values of back pressure to the exhaust that excessively alter the engine performance, must be periodically removed and burn the carbon fraction of the trapped particulate so as to regenerate the trap.

Both the control of thermal-mechanical stresses in the filter and the techniques for activating the incineration of carbon particles inside the filter are the major problems in the application of emission reduction systems harmful to diesel engines.

5 - ALTERNATIVE MACHINES WITH MORE CYLINDERS.

The internal combustion machines that use the rotary thrust crank (piston, connecting rod, crankshaft), a mechanism for the transformation of the

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reciprocating motion of the piston in the rotary motion of the crankshaft, belong to the set of alternative machines just for the alternate motion of the piston which linearly travels the same straight stretch in the two directions in a cyclic and continuous way. The rotary push mechanism consists of a crank (crankshaft) with one end hinged in the engine frame, by a connecting rod hinged at the other end of the crank and in the slide that moves along a rectilinear axis (l piston cylinder coupling or even cylinder plunger); figure below.

From the moment measurements carried out on the Mt Moment a variable motor torque is detected due to the reciprocating motion of the piston causing an obvious non-constant rotation. The phenomenon is very accentuated in singlecylinder internal combustion engines which when coupled to the operating machines the angular speed of the group (engine-driven machine) under steady conditions does not remain constant but varies with periodic law; this variation constitutes a negative aspect and must be contained within more or less restricted limits; it is possible to balance the rotational inertia force which causes the variation of the angular velocity by fitting a flywheel on the drive shaft. More

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complicated is to intervene on the alternative force of direct inertia the ungo the axis of the non-balancing cylinder with simple mechanisms; the latter causes significant vibrations if not reduced to functional limits. It should be noted that the single-cylinder engines, even if characterized by the negative aspects described above, find extensive applications when the already small displacement (engines for model aircraft) can not be divided by the small displacement and when, for bigger powers, it is easier for construction and maintenance it is still preferable the one-cylinder solution. For larger powers, engines with more cylinders must be used, even if the number of cylinders is not a simple choice in the design phase. Among the possible solutions we choose the one that guarantees the best result in respect of the uniformity of the engine moment and the balance of inertia forces.

The arrangement of the cylinders in a generally equal z-cylinder engine can be arranged in line or in a V-shaped star-shaped arrangement. Whatever the arrangement of the cylinders, the best result with reference to the uniformity of the engine torque, the moment Mt, is obtained by suitably dephasing out the active phases (those related to combustion, the burst phase) precisely because the whole cycle is obtained in two rounds crankshaft. If the active phases occur contemporaneously in the z cylinders, the motor would present an irregular pattern of the engine moment (the driving torque) and an imbalance of the inertia forces similar to those of the two-stroke engines. For the uniformity of the motor moment, the active phases are uniformly displaced in the rotation of the two

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revolutions; the same way of preceding also applies to two-stroke engines with more cylinders, taking into account that the entire cycle is performed in just one revolution of the driving shaft. Deduction of what is written above is the following relationship: indicating with γ the angle of which you have to shift out the z active phases, it results:

Where α indicates the number of revolutions of the crankshaft necessary for a cycle to be carried out and therefore has α = 1 for two-stroke engines and α = 2 for four-stroke engines. The displacement of an angleγ between the successive engine phases given by the above relation is obtained, in the engines with in-line cylinders, by displacing the crankshaft crank of the same angle. For an in-line 4cylinder engine the angle γobtained from the relation above is:

This phase shift condition can be achieved with different crank layouts as shown below.

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Of the three solutions only the third in the figure above is applied because, due to the symmetry, the crankshaft is rotated around a central axis of dynamic inertia which cancels both the rotating force and the inertia torque and therefore reduces vibrations.

When the number of cylinders z exceeds a certain value to reduce the axial dimensions of the crankshaft and the engine, the cylinders are arranged in two rows; the axes of the cylinders of each row are parallel to each other and are contained in a plane passing through the shafts, the two axial planes thus defined form an angle δ called dihedral which takes the name of angle V (see figure below).

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The crankshaft has a number of cranks equal to z / 2 and to each AB are connected two connecting rods BC1 and BC2 relative to two cylinders one of the row S (left) one of the row D (right); the axes of the two cylinders are contained in a single plane normal to the axis of the engine. In the figure above is indicated the direction of rotation ω and that for it the crank AB forms with the axes of the two cylinders an angle equal to θ and δ + θ we can deduce that the piston C1 starts an internal stroke with a phase displacement (delay) δ with respect to the beginning of the stroke of the piston C2 in the same plane orthogonal to the crankshaft and passing through the cylinder C1; the expansion phase of the cylinder D (with piston C1) is out of phase with respect to the expansion phase of the cylinder S (with piston C2). The angle δ of V is used to uniformly phase

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out the active phases of the engine from which it derives that the angle δ of V is defined by the following relation

and that the active phases occur alternating themselves on the row S and on the row D. Each row of z / 2 cylinders constitutes together with the crankshaft having z / 2 cranks an engine in line with z / 2 cylinders that for a uniform the phase shift of the active phases the crankshaft must have an angle Îł given by the following relation:

As an example, in conclusion of this research, consider a four-stroke engine with eight cylinders:

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For some types of multi-cylinder engines, due to space constraints it may happen that the uniformity of the engine moment is renounced and V-motors they have a angle δ different from the one provided by the above relationships can be.

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2 - APPENDIX ANNEX I AND II OF DIRECTIVE 70/156 / EEC

3 - APPENDIX 2007L0046 — EN — 01.01.2014 — 012.001 — 45 LIST OF ANNEXES DIRECTIVE 2007/46/EC źB LIST OF ANNEXES Annex I

Complete list of information for the purpose of EC type-approval of vehicles

Annex II

General definitions, criteria for vehicle categorisation, vehicle types and types of bodywork Appendix 1:

Procedure for checking whether a vehicle can be categorised as off-road vehicle

Appendix 2:

Digits used to supplement the codes to be used for various kinds of bodywork

Annex III

Information document for the purpose of EC type-approval of vehicles

Annex IV

Requirements for the purpose of EC type-approval of vehicles

Annex V

Annex VI

Appendix 1:

Regulatory acts for EC type-approval of vehicles produced in small series pursuant to Article 22

Appendix 2:

Requirements for the approval pursuant to Article 24 of complete vehicles belonging to category M1 and N1, produced in large series in or for third countries

Procedures to be followed with respect to EC type-approval Appendix 1:

Standards with which the entities referred to in Article 41 have to comply

Appendix 2:

Procedure for the assessment of the technical services

Appendix 3:

General requirements concerning format of the test reports

Models of the type-approval certificate Appendix:

Annex VII

the

List of regulatory acts to which the type of vehicle complies

EC type-approval certificate numbering system Appendix:

EC component and separate technical unit type-approval mark

Annex VIII

Test results

Annex IX

EC certificate of conformity

Annex X

Conformity of production procedures

Annex XI

List of regulatory acts setting the requirements for the purpose of EC type-approval of special purpose vehicles

Annex XII

Appendix 1:

Motor-caravans, ambulances and hearses

Appendix 2:

Armoured vehicles

Appendix 3:

Wheelchair accessible vehicles

Appendix 4:

Other special purpose vehicles (including trailer caravans)

Appendix 5:

Mobile cranes

Appendix 6:

Exceptional load transport trailers

Small series and end-of-series limits

2007L0046 — EN — 01.01.2014 — 012.001 — 46 źB Annex XIII

List of parts or equipment which are capable of posing a significant risk to the correct functioning of systems that are essential for the safety of the vehicle or its environ‫ڐ‬ mental performance, their performance requirements, appro‫ڐ‬ priate test procedures, marking and packaging provisions

Annex XIV

List of EC type-approvals issued pursuant to regulatory acts

Annex XV

Regulatory acts for which a manufacturer may be designated as technical service Appendix:

Annex XVI

Annex XVII

Designation of a manufacturer as technical service

Specific conditions required from virtual testing methods and regulatory acts for which virtual testing methods may be used by a manufacturer or a technical service Appendix 1:

General conditions required from virtual testing methods

Appendix 2:

Specific conditions concerning virtual testing methods

Appendix 3:

Validation process

Procedures to type-approval Appendix:

be

followed

during

multi-stage

EC

Model of the manufacturer’s additional plate

Annex XVIII

Certificate of origin of the vehicle — Manufacturer’s declaration of base/incomplete vehicle which is not provided with a Certificate of Conformity

Annex XIX

Timetable for the enforcement of this Directive in respect of type-approval

Annex XX

Time-limits for the transposition of repealed directives into national law

Annex XXI

Correlation table

4 - APPENDIX ANNEX I OF DIRECTIVE 78/2009/EC

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Sources for research: Annex I and II, Directive 70/156/EEC | List of Annexes Directive 2007/46/EC |Annexes I Directive 78/2009/EC | Directive 70/156/EEC type-approval motor vehicles and trailers |Directive 77/143/ECC, periodic revision of motor vehicles | Directive 96/96/EC, periodic review of vehicles | Directive 2009/40/EC, periodic review of vehicles | Directive 2014/45/EC, (repealing directive 2009/40/CE) | Direttiva 2007/46/CE, approval of motor vehicles andtrailers | Directive 2001/95/EC, (on general product safety) | DECISION 199/468/EC | Regulation EC 1060/2008 (amending Annexes EC 2007/46) | Regulation EC 78/2009 (type-approval regard protection of pedestrians | REGULATION EC 385/2009 (framework approval motor vehicles and their trailers | Regulations 595/2009/CE, typeapproval vehicles and engines Euro VI | Regultations UE 582/2011 (amending CE 595/2009) |Regulation EC 661/2009 (requirements for general safety) | DIRECTIVE 2010/19/EU, spray-suppression| Agreement on the European Economic Area, EEA | Decision N 6-2012 (amending Annex II to the EEA agreement) | Regolation EU 371/2010 (amending Annexes EC 2007/46) | Regulation EU 183-2001 (amending Annexes EC 2007/46) | Regulation EU 678/2011 (amending annexes EC 2007/46) |Regulation EU 65/2012 (indicators regards gear shift) | Regulation UE 1229/2012 (amending Annexes EC 2007/46) | Regulation EU 1230/2012 (implementing Regulation EC No 661/2009) | Regulation EU 143/2013 (CO2 emissions) | Regulation EU 171-2013 (amending annexes EC 2007/46 and EC 692/2008) |Regulation EU 195-2013 (amending EC 2007-46 and EC 6922008) | Directive 2013/15/UE | Directive 167/2013/UE, approval and surveillance of agricultural and forestry | Directive 2003/37/EC, type-approval of agricultural or forestry | Regulations EU 167/2013, appoval agricultural and forestry vehicles | Regulation EU 168/2013, approval vehicles 2,3,4 wheels | Regulation No 121 UN-ECE, location and identification of hand controls | Regualtion EC 715/2007 (approval respect emissions) |Regulation EC 692/2008 (amending EC 715/2007) | Regulation 510/2011/EU, setting emission performance standards | Directive 2003/102/EC, protection of pedestrians | Directive 2005/66/EC, frontal protection vehicles | DIRECTIVE 2008/99/EC, protection through criminal law | Revised 1958 Agreement (UN), revision 2 |

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Sources for research: Text of the Mechanical Engineering Machines course, Federico II University of Naples, Italy: Renato della Volpe, Macchine, Liguori Editore, Naples, Italy 1994 (first Italian edition). |D. Giacosa, Endothermic Engines, Hoepli, Milan, Italy 1965. | E. Weber, General Catalog - Technical Introduction, 2nd Edition, Bologna, Italy 1969. | R. Bosch, Automotive Handbook, 2nd Edition, SAE 1986. | J. Abthoff, Die neuen VierventilOttomotoren fur die mittlere Baureihe von Mercedes-Benz, MTZ, Germany November 1992. | G. Goergens ed altri, Ein neuer Turbodieselmotor mit Direkteinspritzung und 1,9l Hubraum, MTZ, Germany, Marz 1992. | R. Della Volpe - M. Migliaccio, Notes of the lessons of Motors for Autotraction, Liguori Editori, Naples, Italy 1976. | P. Belardini et al., Cross-effects of modern motor technologies on pollutant emissions with reference to the new regulations, Conference on Energy and the environment: prosepttive for the 1990s, Capri, Italy 1990.| R. Della Volpe, engines for marine propulsion, Liguori Editore, Naples, Italy 1989. | G. Bella - M, Feola - V. Rocco, Devices for abatement of particulate emitted by diesel engines and simulation models, VL Congresso ATI, Cagliari, Italy 1990. | C. Bertoli - M. Migliaccio, The fast diesel engine for road traction, Rocco Curto Editore, Naples, Italy 1989. | M. Gambino - M. Migliaccio, Alternative fuels for automation, Liguori Editore, Naples, Italy 1993. | Text of the course of Mechanics applied to Mechanical Engineering machines, Federico II University of Naples: Angelo Raffaele Guido, Lelio Della Pietra, CUEN publisher, Naples, Italy 1991. | V.Marples Dynamics of Machines, McGraw-Hill Book Comp. N.Y. Toronto, London, United Kingdom, 1948. |

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General Physical Phenomena - Legislative Framework.

Fluorinated gas equipment 1 - INTRODUCTION. Among the objectives of the modern didactics addressed to students of scientific disciplines, the need to translate laws and principles into numbers is a necessity that, in order to be put into practice, it requires the definition of theoretical models that are faced with numerical problems related to the interpretation of possible physical results as the initial conditions of the problem change, values such as pressure, mass, temperature, environmental conditions, energies in play, movement, forces. Fundamental chemistry is one of the disciplines that targets the above goals by studying the composition, structure and transformations of matter and the energetic implications that accompany the transformations themselves. Chemistry obtained the rank of sciences only when its scientific conclusions derived, through logical reasoning, by systematic controlled measures that can be reproduced on natural or caused phenomena related to the behavior of the matter and these measures were expressed in numbers. Systematic observations could lead to the discovery of patterns of regular behaviors that could in themselves be described by laws and explained by models or theories. The first significant studies conducted in the eighteenth and nineteenth centuries led to the formulation of laws that describe the chemical behavior of matter: the law of mass conservation of the mass (Lavoisier, 1785), the law of the defined proportions (Proust, 1799) multiple (Dalton, 1805), volume combination law (Gay-Lussac, 1808).

Lavoisier's law also known as the mass conservation law states that in the course of a chemical reaction the sum of reagent masses is equal to the sum of the masses of the products. In other words, in a chemical reaction, matter is not created and is not destroyed.

Antoine-Laurent de Lavoisier (Paris, August 26, 1743 - Paris, May 8, 1794) was a French chemist, biologist, philosopher and economist. Lavoisier was one of the most important characters in the history of science: he enunciated the first version of the mass conservation law (the sum of weights of the starting substances or reagents must be equal to the sum of the weights of the substances that are obtained or produced), he acknowledged and

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baptized oxygen (1778) and hydrogen (1783), refuted the theory of flogistry and helped reform the chemical nomenclature. is universally recognized as the "father of chemistry". was also the first to discover the close relationship between combustion and lung respiration by highlighting the role played by the air in both processes. Lavoisier was also, being a noble birth, a powerful member of several aristocratic councils, including the French Philomatic Society. His political and economic activities allowed him to fund his scientific research. Because of his role as a tax officer, however, he was involved with the monarchy deployed by the French Revolution, which cost him his life: Lavoisier was accused of treason, condemned to death and guillotined in 1794.

Law of Proportions (also known as Proust's Law) which affirms: in a chemical compound the elements constituting it are always present in constant and defined mass ratios.

Joseph Louis Proust (Angers, September 26, 1754 - Angers, July 5, 1826) was a French chemist who became famous for his law of definite and constant proportions. Son of a Spice Seller, in 1775 he was appointed pharmacist at the SalpĂŞtriĂŞre Hospital in Paris. He was a friend of Professor Jacques Charles who involved him in his experiments with the balloons and in 1784 he made a flying on the Marie-Antoinette "hot-air balloon". He then moved to Segovia where he taught chemistry, thanks to an agreement between King Louis XVI of France and Charles III of Spain. He returned to France in 1806 for family affairs but could no longer leave the country for reasons related to Napoleon Bonaparte's intervention in Spain's affairs. After returning to France he devoted himself to the study of foods by discovering leucine, one of the basic amino acids that enters into the constitution of proteins. He became a member of the Academy of Sciences in 1816. He is considered one of the precursors of atomic theory.

John Dalton applied the law of Proust's definite proportions in 1808 to enunciate the law of multiple proportions according to which: when two elements combine together to form compounds, a certain amount of an element is combined with multiple quantities of the other which are among them as small and whole numbers.

John Dalton was born in Eaglesfield, near Cockermouth, in Cumberland. He was a student of his father (who was the weaver) and John Fletcher, a quaker who ran a private school in a neighboring village. It is said that at the age of twelve he himself taught at a private school in Kendall. "The Quakers (the

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name known to the Society of Friends) are the faithful to a Christian movement born in the seventeenth century in England belonging to Puritan Calvinism, which focuses on the priesthood of believers." Later, in 1793, he moved to Manchester where he spent his entire life teaching physics and math and researcher at New College. Fascinated by meteorology, he was interested in the properties of the gases; published the results of his studies in 1803. Its research has been on weather and rain development that was initially considered to be the product of a change in air pressure, while Dalton highlighted the relationship between it and the temperature change. John Dalton was affection by from the homonymous. His eyes were removed and stored for study purposes after his death. Dalton realized he was suffering from this illness only when, having to attend a Quaker meeting, he had bought a pair of red-colored stockings, believing that they were instead of a more sober brown color. Accustomed to the problem, he undertook a systematic study of his visual defect, reaching in 1794 his first rigorous scientific description. Dalton was a member of the Royal Society of London, the greatest British cultural society of the time.

The law of combination volumes, or law of the combination of GayLussac, made by Joseph Louis Gay-Lussac in 1808, states that when two gaseous substances combine to produce a new gas substance, volumes of the produced substances, they stay among them according to expressive relationships with integers, rational and simple numbers.

Joseph Louis Gay-Lussac (Saint-Leonard-de-Noblat, December 6, 1778 Paris, May 10, 1850) was a French physicist and chemist, known primarily for gas laws bearing his name (First Law of Gay- Lussac and Second Law of Gay-Lussac). An important French scientist studied between 1798 and 1800 at the Paris Polytechnique, where he began his career as a professor of physics and chemistry. In 1804 he conducted several experiments on the chemical composition of the Earth's atmosphere and on the variations in the Earth's magnetic field using some hydrogen filled balloons. He covered the quantitative study of gas properties. He conducted important gas experiments to study their behavior on temperature variations a constant pressur.

2

-

PHYSICAL PHENOMENA OF GENERAL CHARACTER, UNIVERSAL PHENOMENA. Through chemistry forces that are generated in a pressurized gas can be identified in the dipolar interaction model of particles according to

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which the molecules are schematized as dipoles positioned so as to form an electrostatic attractive force defined as Van der Waals force in which below the distance r0 predominate repulsive forces between dipoles. From a purely physical point of view, it would be possible to resort to the elastic force between the molecules (hereinafter referred to as particles) when, for example, air is compressed by a centrifugal compressor (which utilizes the rotational kinetic energy of the rotor posts to compress the air into a pressure vessel). Compressed particles in contact (liquid air) react with a repulsive elastic force that determines the pressure of the fluid accumulated in the pressure vessel.

The phenomenon that determines the transformation of the body is the variation in density, variation in the weight of the single particle, variation of the attraction force between the individual particles (increase). The basic principle is the weight gain of individual particles due to the heat supplied by heat; all the particles have a variable attraction force with the same weight, from the air where the force of attraction is not enough to tie the individual particles, the iron arrives where the attraction between the particles reaches the maximum possible values in solid state. The increase in temperature in all bodies tends to cause the mutual movement of individual particles until the material is fused and then liquid from solid. By extrapolating physical reasoning: it is possible to imagine the sun as a large body of melted iron in the liquid state, where the particles due to temperature are in reciprocal orderly arrangement being however tied to the nucleus, generating sun rotation. The obvious question in the extrapolation of the phenomenon: the of heat spring of the sun? The obvious answer: the same sun considering that the density increase of a shape increases the temperature of existence of the same. When the density of a corpus reaches values in the order of the sun's density it assumes sufficient temperature values to cause its fusion (obviously the sun has existed and will always exist at the present state). The phenomenon is not complete because changing the size of a body does not vary the density. It is also known that iron provides attraction properties, with other metal shape, which varies with the size increase as long as we imagine a large iron shape as the sun obviously imagines an attraction capable of varying the distance between the individual particles of the same body to reach very high density levels, it is as if the particles due to the enormous attraction force join together to form newer heavier particles, dynamic that is repeated for all the particles is that it amplifies because the new particles will attract with greater force being of greater weight; obvious result: high density increase causing the melting temperature. To have an idea of the dimensions in the game we imagine looking at an island from space, Cuba, visibly big as

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a pixel, a dusty powder, yet from the ground we would not see the sea. The rotational motion of the sun is a consequence of temperature, as in the case of a gas where the forces in play are very small is with a slight increase in temperature causing movement of the same. Rotational motion (therefore ordered) is the consequence of the bond between the individual particles of the sun, even in the liquid state, which binds them to an ordered rotation (1°).

In the case of a planet's nucleus, the dimensions are not enough as for the sun to reach thermal fusion and rotation conditions: the formation of the planet's crust, the earth's crust in the planet earth's case, in the cooling phase of the planet has caused a conservation of the thermal conditions derived from the sun as in a furnace.

(1°) Note. If the order were disturbed, an expulsion of sunshine could occur in the surrounding space event that certainly occurred in creating the universe of the solar system where the perturbations of the motorcycle ordered in some part of the sun's volume caused the expulsion of a mass of the nucleus responsible for the next generation of planets, including the planet earth. The causes of disturbance are to be found in excessive densities (in excess) in some sub-volumes of the sun that for an infinite time could exist because they are distant from each other; in some time it happens that some or all of the sub-volumes have been at a distance of interaction causing as a whole a subvolume of greater density and size beyond the limit within which it can exist in the sun (remain bound in the liquid) and then expelled a bit 'as is the case with the thrust of bodies immersed in a fluid. The interaction of the sub-volumes of greater density (the weight of the individual particles than the weight of the particles of the remaining nucleus) triggers an amount of motion of the same that is added to the orderly motion, somewhat as at the liquidity limit of the liquid phase towards the change of state, "steam"; the result is an increase in volume such that the thrust outward (the thrust that a body immersed in a fluid receives: the thrust of "Archimedes") exceeds the bonding forces of the volume with the surrounding nucleus, the phenomenon that causes the expulsion . Separation of the volume at a greater density than the current planets of the solar system begins in the expulsion phase for the same reason that the entire under volume is expelled from the sun, according to a dimensional scale, that of the planets, a phenomenon due to the continuous variation of the density of the ejected volume or reduction due to the separation in succession of volumes that form the planets of the solar system. The liquid state limit in which the volume ejected from the sun is found is due to not ordered motion within it that without the core of the surrounding sun causes the subdivision of under volumes (the planets). Immediately outside the sun the entire mass, not stable liquid, assumes a subvolume configuration of the same dimensions. The size of the under-volumes varies with the size of the whole core mass for subsequent separation into planets. If it increased, it would increase internal instability, individual particles would have more weight, the mass would have higher density, higher temperature, the separation would occur in underdimensions of ever smaller size with increasing density. On the contrary, with of decreasing the mass, hence the weight of the individual particles, the density of the

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core of the sun expelled and its relative temperature, the separation takes place in under-volume of increasing size; a phenomenon that causes the mass separation in the planets of the solar system with variable mass and growing from the farthest planet. The separation is repeated until reaching the maximum volume in which the sun mass can exist in the stable liquid state, the planet closest to the sun, larger than other planets of the solar system. It should be considered that the separation takes place at a time when the variation in temperature and therefore the density of the mass caused by the distancing from the sun is less than the reduction that causes the mass separation in the planets of the system. (It should be remembered that the volume of sun-expelled nucleus has the minimum volume limit beyond which the archimede's thrust exceeds the cohesion force with the surrounding nucleus).

The physical principles described, although apparently deviating from the object of the research, will be suitable to understand the increase in pressure caused by the rise in temperature that is generated within a pressure vessel containing liquid gas compressed in quiet conditions.

The increase in temperature, even if it tends to move the fluid particles (in this case it could be in a situation of instability and danger of explosion), causes a gas pressure increase because it intervenes in the mechanical properties of the single particle. The physical phenomenon affecting the increase in pressure caused by the increase in energy due to heat transmission is the weight gain of individual particles, which while causing an increase in mutual attractiveness is not enough to tie the individual particles (outside the containing would return to the gaseous state) is enough to cause the elastic constant of the particles to increase (variation in mechanical properties). In line with the initial description of the phenomenon related to the increase in pressure caused by elevating the temperature in a compressed gas in the liquid state in a pressure vessel, the increase in the elastic constant increases the elastic repulsive force between the compressed gas particles. In the case of a gas contained in an uncompressed vessel, the increase in temperature would cause a pressure increase (for much lower values than a compressed gas) due to the increase in motion of the single particles that strike each other and with the walls of the container causing the pressure increase.

The working conditions of pressure vessels and pressure-working equipment are important and determine safety coefficients in the design as in the case of publication 2017-18, 04. Operating temperature, motion conditions (eg containers under pressure installed on the compressed gas transport trucks)

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can vary considerably the thickness of the walls and the bottom of the pressure vessels so that they are safe under operating conditions.

3 - SAFETY OF APPLIED GAS PRESSURE EQUIPMENT - EC REGULATION 842/2006. Equipment that operates under pressure gases such as an air treatment system, poor maintenance and poor controls can cause leakage of refrigerant gas, which, if of an incendiary type, becomes obviously dangerous because can even cause explosions. Other malicious events that can cause the losses of equipment running under pressure gas are due to the pollution that some types of gas can cause to the surrounding environment because they are harmful. The Sixth Community Environment Action Program has identified a priority in climate change in climate change. It recognizes that the Community is committed to achieving a reduction of greenhouse gas emissions by 8% compared to 1990 levels between 2008 and 2012 and that in the long term it will be necessary to reduce total gas greenhouse effect of about 70% compared to 1990. On May 17, 2006, the European Commission adopts EC Regulation 842/2006 with the aim of containing, preventing and therefore reducing the emissions of fluorinated greenhouse gases covered by the Kyoto Protocol. The Regulation applies to fluorinated greenhouse gases listed in Annex A to the said Protocol. Annex I to this Regulation contains a list of the fluorinated greenhouse gases currently covered by this Regulation, together with their respective global warming potential. In the light of the revisions provided for in Article 5 paragraph 3 of the Kyoto Protocol (2°) and accepted by the Community and the Member States, Annex I may be revised and, where necessary, subsequently updated. The global warming potential (GWP) contributes to the greenhouse effect of a greenhouse gas relative to the CO2 effect, with a reference potential of 1 (3°). This Regulation concerns the containment, use, recovery and destruction of greenhouse gases listed in Annex I, the labeling and disposal of products and equipment containing such gases, the communication of information on such gases, the control of the uses of sulfur hexafluoride as referred to in Article 8 (in quantities not exceeding 850 kg per year in magnesium die casting and the 2007 tire filling ban) and prohibitions on the marketing of products and equipment referred to in Article 9 and Annex II (Marketing of products and equipment containing fluorinated greenhouse gases or whose functioning depends on such gases, listed in Annex II, made on dates following entry into force of Regulation

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842/2006 / EC), as well as the training and certification of staff and companies involved in the activities covered by this Regulation.

(2°) NOTE: The Kyoto Protocol is an international environmental treaty on global warming, drawn up on 11 December 1997 in the Japanese city of Kyoto from more than 180 countries at the "COP3" Conference of the Framework Convention of the United Nations on Climate Change (UNFCCC). The treaty entered into force on 16 February 2005, after ratification by Russia. In May 2013, the states that have acceded to and ratified the protocol are 192.

(3°) NOTE: "Global warming potential" means the potential for climatic warming of a fluorinated greenhouse gas with respect to carbon dioxide. Global Warming Potential (GWP) is calculated on the basis of the 100-year-old kilowatt-hour heating potential over one kilogram of CO2. The GWP data listed in Annex I are those published in the Third Assessment Report (TAR) adopted by the Intergovernmental Panel on Climate Change (2001 IPCC GWP Values) Third IPCC Assessment Report on Climate Change 2001.

Article 2 paragraph 6 of EC Regulation 842/2006 defines the technical operator as a natural or legal person who exercises effective control over the technical operation of the equipment and installations covered by this Regulation; a Member State may, in specific and well-defined circumstances, consider the owner responsible for the obligations of the technical operator.

The same Article 3 Regulation states that operators for the following fixed applications: refrigeration, air conditioning, mobile heat pumps, including circuits and fire protection systems containing greenhouse gases with greenhouse gases listed in Annex I, take all feasible technical measures and do not involve disproportionate costs for: (a) preventing leakage of such gases; and (b) repair as soon as possible the losses detected. It also stipulates that operators for the same applications (whose operation is based on the use of fluorinated gases) shall ensure that they are checked for leakage by certified personnel meeting the requirements of Article 5 of Regulation EC 842 / 2006 (4°), with the frequency indicated in Article 3 of Regulation 842/2006, paragraphs 2-5 and below.Paragraph 6 of Article 3 stipulates that operators for fixed applications above (referred to in paragraph 1 of Article 3) containing 3 kilograms or more of fluorinated greenhouse gases shall keep a register containing the quantity and type of installed greenhouse fluorinated gases, any quantities added and recovered during maintenance, repair and final disposal operations. They shall must also keep a record of other relevant information, including the identification of the company or

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maintenance technician or repairer, as well as the dates and results of the checks carried out pursuant to paragraphs 2, 3 and 4 of Article 3 and Relevant information that specifically identifies fixed equipment containing more than 3 Kg of gas and less than 30 Kg separate of the applications referred to in paragraph 2 (b) and (c), equipment containing more than 30 Kg of gas or more than 300 Kg Fluorinated gas: operators must ensure that certified personnel carry out controls for applications containing more than 3 kg of fluorinated gases once a year by certified technical staff (4°), if they contain more than 30 Kg of fluorinated gases, 6 months, for 300 Kg checks must be performed every 3 months. Upon request, these registers shall be made available to the competent authority and the Commission. For applications containing 300 kilograms or more of fluorinated greenhouse gases, leak detection systems must be installed and must be checked at least once a year to ensure their proper operation. In the case of fire protection systems installed prior to 4 July 2007, leak detection systems must be installed by 4 July 2010. Where a properly functioning leak detection system exists, the frequency of the controls for applications containing more than 30 Kg of fluorinated gas can be halved. In case of repairs, checks must be made within one month of repair to identify any leaks. In the case of fire protection systems, if an inspection system has already been applied to comply with ISO 14520, these inspections may also meet the requirements of this Regulation, provided that they are at least as frequent. For leak detection checks, EC Regulation 842/2006 means that equipment or installations are examined to detect leakage through direct or indirect measurement methods, focusing on parts of the equipment or plant where it is most likely that check for leaks.

Direct or indirect measurement methods to check for any leakage must be specified in the standard inspection requirements defined by Regulation No 1516/2007 of 19 December 2007 (for stationary refrigeration, air conditioning and heat pumps) and with Regulation No 1497/2007 of 18 December 2007 for fire-fighting systems, regulations contained in paragraph 4 of this publication.

(4°) NOTE: By 4 July 2007, on the basis of information received from Member States and consulted with the sectors concerned, the minimum requirements and conditions for mutual recognition in respect of training and certification programs are set for both companies both for personnel involved in the installation, maintenance or repair of refrigeration, air conditioning, mobile heat pumps and circuits, as well as fire protection systems, which contain fluorinated greenhouse gases listed in Annex I to Regulation (EC) No 842/2006 as well as for staff involved in carrying out the activities referred to in Articles 3 and 4. By the same date, the minimum requirements and conditions for mutual

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recognition shall be laid down in respect of training and certification for both companies and staff involved in the installation, maintenance or repair of the equipment and systems indicated for the personnel involved in the installation, repair, maintenance, and gas recovery activities. By 4 July 2009, Member States shall ensure that the companies involved in the implementation of the activities concerned deliver fluorinated greenhouse gases only if their staff member is in possession of the certificates. The operator of the relevant application shall ensure that the personnel concerned have obtained the necessary certification, which entails an appropriate knowledge of the applicable regulations and standards, and which also has the necessary competence in the field of emission prevention and the recovery of fluorinated gases greenhouse effect and safe handling of the type and size of the equipment in question.

Article 4 stipulates that operators of the fixed equipment types,indicated in subsequent lines, are responsible for arranging the correct recovery of the fluorinated greenhouse gases by certified personnel meeting the requirements of Article 5 (4° above), in order to ensure its recycling, regeneration or destruction: (a) cooling circuits of refrigeration, air conditioning and heat pumps; (b) equipment containing fluorinated greenhouse gas-based solvents; (c) fire protection and fire extinguishers; and d) high voltage switches.

For air conditioning systems whose fluoride gas quantity does not exceed 3 Kg there is only a moral obligation the safety and therefore require checks to check for any losses to certified personnel at frequencies that do not involve disproportionate costs (there is no of law obligation for the control); it is to be considered that with under 3 kg the equipment is considered to be less risk to safety. In the case of multiple air handling equipment in the same environment, the total quantity of fluorinated gas must be obtained from the sum of the gases contained in the individual equipment, with adequate increase in the case of pipes of not negligible length. Among the most commonly used gas for this type of equipment is the refrigerant fluoride gas R407c contained in the table in Annex I to Regulation 842/2006 with the chemical formula CH2F2 in HFC-32 mixed with other HFC-125 gas with the formula chemistry C2HF5 and HFC-134 ° with chemical formula CH2FCF3 (also referred to as R32, R125, R134a). Paragraph 5 of this publication with reference to the legislative update of Regulation 842/2006 sets out the new minimum limit for the amount of refrigerant gas (fluoride) beyond which the Member States are obliged to impose the control

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requirements for the equipment. The new limit is 2.8 Kg. The Global Warming Potential (GWP) Calculation Method for a Preparation (Mixture of Fluorinated Gases) is a weighted average obtained from the sum of the weight fractions of each substance multiplied for the respective GWP. The result obtained (GWP) refers to a Kg of the gas mixture (prepared) and thus allows to obtain the total GWP, multiplying the total weight of the gas prepared for the weighted average GWP. Article 7 of Regulation 842/2006 / EC provides that products and equipment containing fluorinated greenhouse gases shall only be placed on the market if the chemical names of the fluorinated greenhouse gases are identified by a label conforming to the nomenclature accepted by the 'industry; the provisions of the previous Directives 67/548 / EEC and 1999/45 / EC on the labeling of dangerous substances and preparations remain unchanged. This label clearly indicates that the product or equipment contains greenhouse gases with fluorinated greenhouse gases covered by the Kyoto Protocol and its quantities, and this is clearly and indelibly marked on the product or equipment near the access points for charging or the recovery of fluorinated greenhouse gases, or the part of the product or equipment in which such gases are contained. The hermetically sealed systems are labeled as such.

Information on fluorinated greenhouse gases, including their global warming potential, is included in the instruction manuals provided for these products and equipment. The above label must be applied to the following types of products and equipment: (a) refrigeration products and refrigerating equipment containing perfluorocarbons or preparations containing perfluorocarbons; (b) refrigeration and conditioning products and equipment (other than those in motor vehicles), heat pumps, fire protection systems, fire extinguishers, where the respective type of equipment or product contains hydrofluorocarbons or preparations containing hydrofluorocarbons; c) exchangers containing sulfur hexafluoride or preparations containing sulfur hexafluoride; and (d) all containers for fluorinated greenhouse gases.

4 - LEGISLATIVE REFERENCES LABELING, REQUIREMENTS, STANDARD, AIR CONDITIONING AND MOTOR VEHICLES, CRIMINAL PROTECTION OF THE ENVIRONMENT. By Regulation 1494/2007 / EC in accordance with Article 7 (3) of Regulation (EC) No. 842/2006 the opportunity to include additional relevant environmental protection information in the product and equipment labels

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referred to in Article 7 (2) of that Regulation was assessed. For clarity reasons, the exact formulation of the information to be indicated on the labels should be laid down. Member States must be able to decide on the use of their language on the labels. The additional label shall contain information indicating whether the refrigeration and air-conditioning products and equipment and the heat pumps falling within the scope of this Regulation have been insulated with flammable foam with fluorinated greenhouse gases.

They fall within the scope of this Regulation: (a) refrigeration products and equipment containing perfluorocarbons or preparations containing perfluorocarbons; (b) refrigeration and conditioning products and equipment (other than those in motor vehicles), heat pumps, fire protection systems, fire extinguishers, where the respective type of equipment or product contains hydrofluorocarbons or preparations containing hydrofluorocarbons; c) exchangers containing sulfur hexafluoride or preparations containing sulfur hexafluoride; and (d) all containers for fluorinated greenhouse gases. Where the fluorinated greenhouse gases are added to the product or equipment outside the manufacturing plants, the label must indicate the total quantity of greenhouse gases present in the product or equipment. The label must be clearly legible and visible to installation and maintenance technicians.

Regulation (EC) No 303/2008 of 2 April 2008 lays down, in accordance with Regulation (EC) No. 842/2006 of the European Parliament and of the Council, the minimum requirements and the conditions for mutual recognition of undertakings and personnel certification in respect of fixed refrigeration, air-conditioning and heat pumps. The Regulation is subsequently repealed by the new EU Regulation 2015/2067 which will include obligations relating to the certification of undertakings and natural persons by intervention, as well as the equipment included in Regulation 842/2006 / EC, also on refrigerator trucks and refrigerated trailers. It will define obligations to update the minimum requirements and the scope of activities envisaged, as well as the skills and knowledge regarding the replacement of lower-level fluorinated gases and manipulation of equipment for such purposes, will define the obligation to specify the modalities certification and the conditions for mutual recognition of certification between Member States. The updating of Regulation 303/2008 is caused by the abrogation of EC Regulation 842/2006, which will be replaced by the new EU 517/2014 Regulation studied in paragraph 5 of this publication in the variations of the regulations of interest for this.

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Regulation (EC) No 304/2008 of 2 April 2008 lays down, in accordance with Regulation (EC) 842/2006 of the European Parliament and of the Council, minimum requirements and conditions for the mutual recognition of certification by undertakings and personnel in respect of fixed fire protection installations and fire extinguishers containing certain fluorinated greenhouse gases. Regulation (EC) No 305/2008 of 2 April 2008 lays down the minimum requirements and conditions for mutual recognition of the certification of personnel recuperating certain fluorinated greenhouse gases from high voltage switches. Regulation (EC) No 306/2008 of 2 April 2008 lays down the minimum requirements and conditions for the mutual recognition of certification of personnel recuperating certain fluorinated greenhouse gasbased solvents from equipment. Regulation No 307/2008 of 2 April 2008 lays down the minimum training requirements and the conditions for the mutual recognition of staff training certificates in respect of air conditioning systems in certain motor vehicles containing certain fluorinated greenhouse gases.

Regulation (EC) No 308/2008 of 2 April 2008 laying down the format for notifying training and certification programs to be notified by the Member States to the European Commission in order to facilitate the application of paragraph 2 of Article 5 of Regulation 842/2006 / EC on the recognition by Member States of certificates issued to technical staff in any Member State by refusing to restrict freedom to provide services and freedom of establishment for reasons connected with the issue of certificates in another Member State.

Regulation (EC) No 1493/2007 of 17 December 2007 lays down, pursuant to Regulation (EC) Regulation No 842/2006 of the European Parliament and of the Council, Article 6, the format of the report to be submitted by the producers, importers and exporters of certain fluorinated greenhouse gases which are obliged to communicate through a report to the Commission, 'Competent authority of the Member State concerned previous year's information on the quantity of fluorinated greenhouse gases produced, main categories of intended applications (refrigeration, air conditioning, foams, aerosols, electrical equipment, semiconductor production, solvents and fire protection) , it communicates the quantity of the same gases placed on the market in the Community, the quantities of each recycled, regenerated or destroyed greenhouse gas fluoride. The same for importers and exporters from a Member State importing or exporting more than one tonne per year of fluorinated greenhouse gases.

Regulation (EC) No 1497/2007 of 18 December 2007 lays down, in accordance with Regulation (EC) 842/2006 of the European Parliament and

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of the Council, the standard requirements for the control of losses for fixed fire protection systems containing certain fluorinated greenhouse gases. In fire-fighting systems composed of several interconnected containers installed in response to a specific fire risk in a defined space, the charge of fluorinated greenhouse gases shall be calculated on the basis of the total charge of the containers in such a way as to ensure that the frequency of controls corresponds to the actual charge of the fluorinated greenhouse gases existing throughout the plant. In accordance with Regulation (EC) No. Article 3 (6) (defining the system registry in the possession of the person or legal entity as a technical operator), the register of the fire protection system must contain certain information, in particular the operator indicates its own name, 'postal address and telephone number, the fluorescent greenhouse gas charge must be indicated in the register. When the fluorinated greenhouse gas charge for a fire protection system is not specified in the manufacturer's specifications or on the system label, the operator ensures that it is determined by certified personnel. Certified personnel, when conducting verification checks, focuses on parts where leaks have been identified and repaired, as well as adjacent parts in cases where pressure has been pressed during repair, visual inspection of the control devices, Containers, Components and Connections under pressure to detect damage and signs of leakage, any presumption of leakage of fluorinated greenhouse gases from the fire protection system is verified by certified personnel. A loss presumption is one or more of the following: a) A fixed loss detection system indicates a loss; (b) a container indicates a pressure loss, adjusted by temperature, of more than 10%; (c) a container indicates a loss of the extinguishing agent by more than 5%; d) Other signs indicate a loss of charge. Pressure gauges and weight monitoring devices are checked once every 12 months to ensure their proper operation. In the event of a presumption of loss, a check must be made to locate the leak and repair it, and the new installation systems are checked immediately after they have been commissioned to check for leaks.

Regulation EC No 1516-2007 of 19 December 2007 lays down, in accordance with Regulation (EC) No. 842/2006 of the European Parliament and of the Council, the standard requirements for leakage monitoring for fixed refrigeration, air conditioning and heat pumps containing certain fluorinated greenhouse gases. The Regulation lays down, in accordance with Regulation (EC) No. 842/2006, the standard leakage control requirements for fixed refrigeration, air conditioning or heat pumps containing 3 kilograms or more of fluorinated greenhouse gases. This Regulation shall not apply to equipment with hermetically sealed systems labeled as such and containing less than 6

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kg of fluorinated greenhouse gases or equipment containing less than 3 Kg of fluorinated gas. Fluorinated greenhouse gas charge information should be included in the equipment register. When the fluorinated greenhouse gas charge is not known, the operator of the equipment concerned must ensure that the charge is determined by certified personnel in order to facilitate leakage control, as well as certified personnel before carrying out leak checks Identifies any previous issues on the log. The staff systematically checks 1) joints; 2) valves, including ducts; 3) sealing joints, including sealing joints on dryers and replaceable filters; 4) parts of the system subject to vibration; 5) connections to safety or operation devices. Methods for measurement that are always applicable are defined by direct regulations and concern the control of circuits that present risk of leakage through adequate detectors, leak detection can be carried out with ultraviolet (UV) fluids or a suitable colorant in the circuit. Use foamy solutions in the water to be positioned outside the circuits and components at risk of leakage. Detection devices should be monitored every 12 months and must have a detection sensitivity of 5 grams per year, so they must be able to detect a loss that would result in a 5 grams emission per year. The application of a UV detection fluid or an appropriate colorant in the refrigeration circuit is carried out only if the equipment manufacturer has approved such detection methods as technically feasible. The method is only applied by certified personnel performing activities that involve intervention on the refrigerant circuit containing fluorinated greenhouse gases. If no leakage is detected, the certified personnel inspect the other parts of the equipment. Oxygen-free pressure tests are performed, with nitrogen, that involve the removal of the fluorinated gases by recovering it from certified personnel to recover the fluorinated greenhouse gases from the specific type of equipment. The checks will focus on any part where leaks have been identified and repaired, as well as adjacent areas where pressure has been under repair (information that must be found in the operator's register). New installation equipment is checked soon after commissioning. The second measurable method of measurement is defined by indirect regulation and is based on the detection of abnormal functioning of the system and on the analysis of the relevant parameters.

Indirect measurement methods should be applied in cases where leaks develop very slowly and the equipment is installed in well-ventilated areas, making it difficult to detect leaks from the fluorinated greenhouse gas system, unlike the method of direct measurement are necessary to determine the exact point of the loss. The decision on the measurement method to be used must be carried out by certified personnel with the training and experience necessary to determine the most appropriate measurement method on a

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case-by-case basis. With the application of the indirect measurement method, certified personnel, before detecting a loss, performs visual and manual inspection of the equipment and analyzes one or more of the following parameters: a) Pressure; b) temperature; c) compressor current; (d) liquid levels; e) Charging volume. Any presumption of loss of fluorinated greenhouse gas is verified by a direct method. The Regulation establishes that loss of one or more of the following situations is presumed: (a) a fixed loss detection system indicates a loss; b) the equipment produces abnormal noises or vibrations, there is ice formation or refrigeration capacity is insufficient; c) signs of corrosion, loss of oil and damage to components or materials in possible leakages; (d) indication of loss from visual specimens or level gauges or other visual aids; (e) signs of damage to safety switches, pressure switches, pressure gauges and sensor connections; (f) deviations from the normal operating conditions indicated by the parameters analyzed, including the reading of real-time electronic systems; g) other signs indicating the leakage of the coolant. Leaks must be repaired by certified personnel (the operator is assured), before servicing the machine, emptying the equipment and recovering the gas. The operator shall ensure that an oxygen-free test or other appropriate pressure and dry gas test is carried out, followed, if necessary by evacuation, recharging and sealing test, that the fluorinated greenhouse gases are, if necessary, recovered from the entire system before the pressure test. The cause of the loss must be identified in order to avoid the repetition of the loss as much as possible.

Directive 2006/40 / EC of the European Parliament and of the Council of 17 May 2006 on emissions from air conditioning systems for motor vehicles, amending Council Directive 70/156 / EEC (on type approval of vehicles engines and towed trailers objected for future research by the magazine sceintific professional H Research edition). This Directive lays down the requirements for the EC type-approval or national type-approval of vehicles for the emission of air-conditioning systems installed on vehicles and the safe use of such installations. It also lays down the provisions relating to the adaptation and refilling of such installations. It lays down the requirements that air-conditioning systems for motor vehicles must comply with for market entry and prohibit, as from a given date, air conditioning systems containing greenhouse gases with a greenhouse effect with a potential for heating global over 150. From 1 January 2011, air conditioning systems intended to contain greenhouse gases with a global warming potential greater than 150 can not be adapted to vehicles approved from that date onwards. From 1 January

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2017 such air conditioning systems can not be adapted to any vehicle. Air conditioning systems installed on vehicles approved on or after 1 January 2011 shall not be filled with fluorinated greenhouse gases with a global warming potential greater than 150. As from 1 January 2017 air conditioning systems, air on all vehicles are not filled with fluorinated greenhouse gases with a global warming potential greater than 150, except for the replenishment of air conditioning systems containing such gases that have been installed on vehicles before that date . Service providers offering services and repairs to air conditioning systems do not, until the end of the necessary repair, fill in a fluorinated greenhouse gas system if abnormal refrigerant leakage is detected.

Directive 2008/99 / EC adopted on 19 November 2008 by the European Parliament and the Council of the European Union concerns the criminal protection of the environment. Experience shows that existing sanction systems are not sufficient to ensure full compliance with environmental protection legislation. Such compliance can and should be strengthened by the availability of criminal sanctions, which are identify the of a social rejection of a qualitatively different nature than administrative sanctions or civil law compensation mechanisms. This Directive obliges Member States to impose criminal penalties in their national legislation in connection with serious infringements of the provisions of Community law on the protection of the environment. This Directive does not create any obligations with regard to the application of these sanctions, or other applicable law enforcement systems, in specific cases (in applicazione di leggi specifiche). The European Commission believes that effective environmental protection requires, in particular, more dissuasive sanctions for activities that damage the environment, which generally cause or may cause significant deterioration of air quality, including stratosphere, soil, water, fauna and flora, including conservation of species. Failure to comply with an obligation to act may have the same effects as active behavior and should therefore likewise be subject to appropriate sanctions. Consequently, such conduct should be punishable throughout the territory of the Community if committed intentionally or by gross negligence. Consequently, such conduct should be punishable throughout the territory of the Community if committed intentionally or by gross negligence.

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5 - LEGISLATIVE UPDATES OF REGULATION 842/2006 / EC. NEW EU REGULATION 517/2014. The European Parliament and the Council of the European Union on 16 April 2014 adopt EU Regulation 517/2014 repealing EC Regulation 842/2006, following the Fourth Assessment Report of the Intergovernmental Panel on Climate Change (Intergovernmental Panel on Climate Change IPCC) of the United Nations Framework Convention on Climate Change (UNFCCC), of which the Union is party (5°), which states that on the basis of current scientific data, developed countries reduce greenhouse gas emissions by 80-95% compared to 1990 levels by 2050 to limit climate change to an increase in temperature of 2 ° C and thus prevent unwanted effects on the climate.

NOTE (5°): The United Nations Framework Convention on Climate Change (UNFCCC or FCCC), also known as the Rio Accords, is an international environmental treaty produced by the Conference on the United Nations on Environment and Development (UNCED, United Nations Conference on Environment and Development), informally known as the Earth Summit, held in Rio de Janeiro in 1992. The Treaty aims to reduce greenhouse gas emissions on the basis of 'global warming hypothesis. The treaty, as originally stipulated, did not set mandatory limits for greenhouse gas emissions to individual nations; was therefore legally non-binding in this respect. However, it included the possibility for the signatory parties to adopt additional acts (called "protocols") in specific conferences, which would set mandatory emission limits. The main one, adopted in 1997, is the Kyoto Protocol. The FCCC was opened for ratification on 9 May 1992 and entered into force on March 21, 1994. Its stated goal is to stabilize greenhouse gas concentrations in the atmosphere at a low enough level to prevent harmful anthropogenic interference to the climate system.

The Commission's report of 26 September 2011 on the application, effects and adequacy of Regulation (EC) Regulation (EC) No 842/2006 of the European Parliament and of the Council states that the existing containment measures, if fully applied, would reduce the emissions of greenhouse gases.

These measures should therefore be maintained and clarified on the basis of experience gained in their application. Some measures should be extended to other equipment that use considerable quantities of fluorinated greenhouse gases such as lorries and refrigerated trailers;Article 4 (2) of Regulation 517/2014/EU. The obligation to set up and keep records of equipment containing these gases should be extended to electrical switches; Article 4 (1) of Regulation 517/2014/EU. Given the importance of end-of-life containment measures for products and equipment containing fluorinated greenhouse

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gases, Member States should take into account the value of producer liability regimes and encourage them to be established on the basis of best practice recovery of fluorinated greenhouse gases and their recycling, regeneration or destruction; (result: Article 9 of Regulation 517/2014/EU). It is considered appropriate for the Commission to intervene on the training of persons engaged in activities involving the use of fluorinated greenhouse gases, training should cover information on technologies that will allow the replacement of greenhouse gases by greenhouse gases and reduce their use. In view of the fact that some alternative greenhouse gases used in products and equipment for replacement and reduction of fluorinated greenhouse gases may be toxic, flammable or highly pressurized, the European Commission should examine existing Union legislation on the formation of natural persons for the safe handling of alternative refrigerants and, where appropriate, submit to the European Parliament and the Council a legislative proposal to amend the relevant Union legislation; (result: Article 10 of Regulation 517/2014/EU). certification or training programs should be set up or adapted in accordance with those laid down in Regulation (EC) No. 842/2006 and integral in professional training systems. Where alternative solutions are available to the use of certain fluorinated greenhouse gases with a higher greenhouse effect, it is appropriate to introduce restrictions on the marketing of new refrigeration and air-conditioning and fire-fighting equipment containing or operating on such substances, in favor of alternative fluorinated gas solutions with less environmental impact. Where alternatives are not available or can not be used for technical or security reasons or where the use of such alternatives involves disproportionate costs, the Commission should be able to authorize a derogation to allow the use and marketing of such products and equipment for a limited period. In the light of future technical developments, the Commission should further evaluate the ban on placing on the market new equipment for medium voltage secondary switchgear and new small monosplit air conditioning systems; (result: Article 11 of Regulation 517/2014/EU). The gradual reduction in the quantities of hydrofluorocarbons that can be placed on the market has been recognized as the most cost-effective way to reduce emissions of such substances in the long run. In order to implement the gradual reduction in the quantities of hydrofluorocarbons which may be marketed in the Union, the Commission should grant individual producers and importers quotas for the placing on the market of hydrofluorocarbons in order not to exceed the total quantitative limit for l placing hydrofluorocarbons on the market. In order to protect the integrity of the gradual reduction in the quantities of hydrofluorocarbs placed on the market in the Union, the hydrofluorocarbons contained in the equipment

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should be considered within the Union quota system; (result: Article 14 of Regulation 517/2014/EU). If the hydrofluorocarbons contained in the equipment have not been placed on the market before the equipment is loaded, a declaration of conformity should be required to prove that such hydrofluorocarbons are considered within the Union quota system. Initially, the calculation of reference values and the allocation of quotas to individual producers and importers should be based on the quantities of hydrofluorocarbons which reported that they were marketed in the reference period 2009-2012. However, in order not to exclude small businesses, 11% of the total quantitative limit should be reserved for importers and producers who did not market 1 tonne or more of fluorinated greenhouse gases during the reference period. The Commission should periodically recalculate benchmarks and quotas should ensure that businesses are able to continue their business on the basis of the average volumes they have marketed in recent years; (result: Article 15-18 of Regulation 517/2014/EU). The process of manufacturing some fluorinated gases can result in high emissions of other fluorinated greenhouse gases produced as by-products. Destruction or recovery for subsequent use of such by-products emissions should be a condition for marketing fluorinated greenhouse gases. In order to allow for the monitoring of the effectiveness of this Regulation, existing communication obligations should be extended to other fluorinated substances which have a significant global warming potential or could replace greenhouse gases listed in Annex I. Should also be notified, by the same reason, the destruction of fluorinated greenhouse gases and the importation into the Union of such gases if contained in products and equipment. In order to avoid disproportionate administrative burdens, in particular for small and mediumsized enterprises and micro-enterprises, it is appropriate to set minimum thresholds beyond which to apply the limits imposed by quotas for the sale of fluorinated gases; (result: Article 15-19 of Regulation 517/2014/EU).

IMPORTANT: the EU 517-2014 Regulation (as also repealed by EC 842/2006) also defines fluoride gas as a mixture of a fluid (gaseous) consisting of two or more substances, at least one of which is a substance listed in Annex I. By the same regulation, global warming potential or GWP is defined as the potential for climate warming of a greenhouse gases in relation to carbon dioxide (CO2), calculated in terms of heating potential in 100 years of one kilogram of greenhouse gases in relation to one kilogram of CO2 referred to in Annexes I, II and IV or, in the case of mixtures, calculated in accordance with Annex IV; is defined as tonnes of CO2 equivalent, the

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amount of greenhouse gases expressed as the product of the weight of greenhouse gases in metric tonnes and their global warming potential. With reference to the quantitative limits of gas over which periodic maintenance checks and operator registers for fluorinated gas appliances are required, the values of values should be compared with EC Regulation 842/2006: the limit of 3 kg of fluorinated gas becomes 5 tonnes of CO2 equivalent that for Gas for industrial use with R407c (fluorinated gas mixture) of interest for this publication is approximately 2.8 kilograms. Article 4 of Regulation 517-2014 defines the other limits by means of the new measure, tonnes of CO2 equivalent: hermetically sealed equipment containing fluorinated greenhouse gases in quantities of less than 10 tonnes of CO2 equivalent is not subject to losses laid down in the same article provided that the equipment is labeled as sealed. The imitations of Article 3 of EC Regulation 842/2006 change as follows: 3 kg becomes 5 tonnes of CO2 equivalent, 30 Kg of gas becomes 50 tonnes of CO2 equivalent, 300 Kg of gas becomes 500 tonnes of CO2 equivalent. Article 4 (3), (article 3, paragraph 4) of Regulation 517-2014.

6 - APPENDIX: INDIRECT EFFECTS OF A RESTRICTIVE LEGISLATIVE FRAMEWORK. In the nineteenth century, refrigeration industry had an economic revolution, resulting in massive production of refrigeration appliances, refrigerators. The same has happened over the last decades for refrigerants in indoor environments, fixed refrigerating systems, for air.

Excessive production in the first phase leads to a cost-effective reduction, enabling to all bands of workers to purchase a refrigerator and, or even purchase an air treatment appliance. It then causes uncontrolled waste of resources when considering the damaging aspect of the market that through the utility of innovation tends to replicate the same products to workers (little different, same functions) at affordable costs, causing accumulation of apparatuses actually replaced by little useful needs but only for economic convenience, design and other factors that while finding their utility in the context of excessive waste of planet's primary resources become lesser factors (color, shape of the door opening door handle of the fridge, shape more innovative than the indoor unit of the air handling system). A restrictive legislative framework beyond the primary objectives for which it is defined, causing indirectly often less visible effects such as the complexity of production and hence the reduction of production without control over batches, the establishment of only highly specialized manufacturers

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companies, the inevitable increase of in costs that reduces the repurchase by consumers (workers) of a new equipment to replace the existing only for design or for futile innovative features (little useful).

Sources for research: REGULATION (EC) No 842/2006, fluorinated gases | Application EC, Protocol of Kyoto | REGULATION (EC) No 1516/2007, losses stationary refrigeration | REGULATION (EC) No 1497/2007, losses fire protection systems | 67/548/EEC, packaging and labelling of dangerous substances | DIRECTIVE 1999/45/EC, packaging and labelling of dangerous preparations |REGULATION (EC) No 1494/2007, form and requirem labelling | REGULATION (EC) No 303/2008, Professional certifications | REGULATION (EU) 2015/2067, Professional certifications | REGULATION (EC) No 304/2008, requirements certification | Regulation EC No 305/2008, certification of personnel |Regulation EC n 306/2008, certification of personnel | Regulation EC No 307/2008, attestations personnel | Regulation EC No 308/2008, training programmes | REGULATION (EC) No 1493/2007, report producers | DIRECTIVE 2006/40/EC, conditioning motor vehicles | DIRECTIVE 2008/99/EC, protection through criminal law | Regulation EU 517-2014, repealing the No 842/2006 |

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Legislative updates of recent years, 2015-2017.

Prevention of money laundering, small payouts, pay calls system.

In the publication H 2018-19,04 we have been interested in the legislative framework aimed at payment systems, pay-call, with greater interest in the numbering at a higher cost (an increase equal to the cost of the goods sold), for Italy the 899 prefix numbers, 892 and 895. With reference to the unique identifier defined by EC Regulation 1781/2006, the European Parliament and the Council of the European Union on 20 May 2015 adopt the EU Regulation 847/2015 on the information accompanying transfers of funds and repealing Regulation (CE) n.

1781/2006.

Illegal cash flows resulting from transfers undermine the integrity, stability and reputation of the financial sector pose a threat to the Union's internal market and international development. In order to safeguard the integrity, stability of the fundraising system, the European Commission adopts new measures aimed at preventing the transfer of illegal money by defining obligations to control information that must integrate a transfer of funds, excluding payment services defined by ' Article 3, points (a) to (m) and (o) of Directive 2007/64 / EC (on payment services in the internal market, European market). It is also appropriate to exclude from the scope of EU Regulation 847/2015 the transfer of funds with low risk of money laundering or terrorist financing. Such exclusions should include payment cards, electronic money instruments, mobile phones or other digital or computer devices prepaid or postpayed with similar characteristics, where they are used solely for the purchase of goods or services and the card number, Instrument or device accompany all transfers. In the case of transfer of funds between people, the regulation can not be excluded. They should

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be excluded from the scope of this Regulation the Automated Teller Machine withdrawals, payments of taxes, fines or other levies, transfers of funds carried out through cheque images exchanges, including truncated cheques, or bills of exchange, and transfers of funds where both the payer and the payee are payment service providers acting on their own behalf should.

In order not to hinder the efficiency of payment systems and to counter the risk of triggering, as a result of small amounts of funds transfers, illegal transactions as a result of too stringent identification provisions aimed at countering the potential threat of money laundering, in the case of transfers of funds whose verification has not yet been carried out, it is appropriate to provide that the obligation to verify the accuracy of the information relating to the payer or the payee is imposed solely in relation to individual transfers of funds above the 1000 Euro, unless the transfer appears to be linked to other fund transfers exceeding EUR 1000 each, the funds have been received or paid in cash or anonymous electronic money or where there is a reasonable suspicion of money laundering or financing terrorism. With EC Directives 2015/849 and 2015/847, anonymous electronic money is introduced in the legislative framework on the prevention, against use of the financial system for money laundering.

In order to facilitate criminal investigations, with regard to counterfeiting in payment transactions, payment service providers should keep information about the payer and the beneficiary for a period of five years after which all personal data should be deleted , Unless otherwise provided by national law.

If necessary to prevent, detect or investigate terrorist offenses or terrorist financing, and after having assessed the necessity and proportionality of the measure, Member States should be able to authorize or impose that data be retained for a further period No more than five years, respecting the national criminal law provisions in the field of evidence relating to criminal investigations and ongoing judicial proceedings. (In Italy, they must be kept for a period of 10 years after termination of employment, professional performance, or occasional operation pursuant to Decree Law 90-2017 implementing Directive EC 847/2015).

Article 2 (3) of Regulation 847/2015 stipulates that the directive should not apply to transfers of funds made using a payment card, an electronic money instrument or cell phone or any other prepaid digital or computer device or Postpayed with similar characteristics provided, that the following conditions

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are met: (a) the card, instrument or device is used solely for the payment of goods or services; And b) the card, instrument, or device number accompany all transactions generated by the transaction. It therefore excludes any obligation to verify data payment information, for the system of payment Pay Call system.

Article 2 (5) of EU Regulation 847/2015 stipulates that a Member State may decide not to apply this Regulation to transfers of funds to its territory on a payee's account which only allows payment of the supply of Goods or services provided that all of the following conditions are met: (a) the service payment provider the beneficiary, is subject to Directive (EU) 2015/849; (B) the payee's payment service provider is able to trace through the beneficiary, through a unique identification code, the transfer of funds by the party who has concluded an agreement with the beneficiary for the supply of goods or services; C) the amount of the transfer of funds does not exceed 1000 Euro.

In the case of transfers of funds not exceeding EUR 1000 which do not appear to be linked to other transfers of funds which, together with the transfer in question, exceed EUR 1000, the payee's payment service provider is not required to verify the transfer of funds, the accuracy of the beneficiary's disclosure data, unless the service payment provider, ax the payer, makes payment of funds in cash or anonymous electronic money or has reasonable suspicion of money laundering or terrorist financing.

With reference to the obligations of the payment service provider defined by the European Commission under EU Regulation 847/2015, the provisions of Article 4 and Article 7 define the information that accompany the transfers of funds which are: a - ordaining; b - the payee's payment account number; and c - the address of the payer, the number of his official personal document, his identification number as a customer, or the date and place of birth. The payer's payment service provider shall ensure that the transfers of funds are accompanied by the following information concerning the beneficiary: a - the name of the beneficiary; And b - the payer's payment account number. Where transfers are not made out of a payment account or in favor of an account, the payment service provider of the payer ensures that the transfer of funds is accompanied by a unique identification code of the transaction rather than number or payment account numbers. Prior to transferring the funds, the payment service provider the payer, verifies the accuracy of the information, relying on documents, data or information obtained from a reliable and independent source. It is considered that the verification of the information has been carried out if: a - the identity of the payer has been verified in

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accordance with article 13 of directive (EU) 2015/849 and the information resulting from the verification is kept in accordance with article 40 of that directive; or, b - article 14 (5) of directive (EU) 2015/849 applies to the payer.

6. The payment service provider of the payer shall not transfer funds until he / she has fully observed this article. The payee's payment service provider the beneficiary ensures that all information about the transaction is provided. The payee's payment beneficiary service provider applies effective risk-based procedures, including procedures calibrated in accordance with the risks referred to in article 13 of directive (EU) 2015/849, to determine whether to perform, refuse or suspend a transfer of funds not accompanied by complete information required for the payer and beneficiary and the appropriate measures to be taken. Where the payee's payment service provider, in receiving funds transfers, realizes that the information is missing or incomplete or has not been completed with the characters or data eligible in accordance with the messaging or payment system conventions and the payment service provider of the beneficiary refuses the transfer or requests the required information about the payer and the payee before or after making the payment on the beneficiary's account or making available to him the funds, depending on the risk assessment. If a payment service provider repeatedly omits to provide the required information on the payer or beneficiary, the payee's payment service provider shall take measures, which may initially include recalls and objections, before refusing any future transfer of funds coming from that payment service provider or limiting or terminating his professional relationship with the same. The payee's payment service provider shall report such failure and the measures taken to the competent authority responsible for checking compliance with the anti-money laundering and terrorist financing provisions.

With reference to publication H 2018-19,02 and the free use of payment cards (up to 1000,00 Euro) and non-rechargeable devices of an amount not exceeding 150,00 â&#x201A;Ź in electronic money in compliance with the conditions defined by the standard of Article 3 (3) of regulation EC 1781/2006 on 20 May 2015, the European Commission and Parliament adopted the EU directive 2015/849 on the prevention of the use of the financial system for the purpose of money laundering or terrorist financing, which amend regulation (EU) No 648/2012 of the European Parliament and of the Council and repealing Directive 2005/60 / EC of the European Parliament and of the Council and Commission directive 2006/70 / EC. Considering that high cash payments significantly threaten the risk of money laundering and terrorist financing, with the EU directive 2015/849 in order to increase supervision and limit the risks associated with these cash payments, the European Commission Considers

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it appropriate for asset dealers to fall within the scope of this Directive when making or accepting cash payments in the amount of EUR 10,000 or more.

Member States should be able to adopt lower thresholds, additional general rules on cash use and more stringent provisions. The directive allows Member States to apply a maximum threshold per customer and per single transaction, regardless of whether the transaction is carried out in a single solution or with several transactions that appear to be affiliated, so that it is not possible to meet the obligations of adequate verification . This maximum threshold is established at national level depending on the type of financial activity. It must be sufficiently low to ensure that the types of transaction in question are a method that is unlikely to be usable and ineffective for money laundering or terrorist financing and should not exceed 1000 Euros.

In the implementation of EU Directive 849/2015, Member States shall ensure that obliged subjects apply measures to properly monitor customers when establishing a business relationship, when carrying out an occasional transaction of EUR 15,000 or more, irrespective of whether the transaction is carried out in a single operation or with several related transactions (â&#x201A;Ź 15,000 is the maximum amount for Certain payment transactions exempt from the obligations under EU Directive 849/2015, with the exception of always mandatory identification without the unique identification code); or when a transfer of funds exceeds â&#x201A;Ź 1,000.00 as defined as an operation carried out at least partially by electronic means on behalf of an ordering party by a payment service provider in order to make the funds available to the beneficiary through a payment service provider, irrespective of whether the payer And that the payer's payment service provider and the payee's payment service provider coincide, including: wire transfer, direct debit, cash withdrawal, transfer Made using a payment card, an electronic money instrument or cell phone or any other prepaid or postpayed digital or computer device with similar characteristics. Verification requirements must be assured in the case of persons negotiating in goods when performing occasional cash transactions of at least 10,000 Euro, irrespective of whether the transaction is carried out in one operation or with several transactions which appear connected, for gambling services providers, to collect the winnings, on a bet, or on both occasions, when performing transactions of a value equal to or greater than 2,000 Euro, regardless of whether the transaction is executed with a single operation or with several transactions that appear to be affiliated, where there is suspicion of recycling or terrorist financing, irrespective of any exemption, exemption or threshold applicable, and in the end if there are doubts as to the veracity or adequacy of the previously obtained data for the purpose of identifying the customer.

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Member States, in the implementation of EU Directive 849/2015 on the basis of an appropriate assessment of the risk of money laundering and financing of terrorism from which a low-risk profile emerges, may allow the obliged individuals not to apply certain measures to adequate of verify for Customers of electronic money if certain conditions of risk limitation are met together, including the payment instrument not to be rechargeable or subject to a maximum monthly limit of 250 Euro transactions, usable only by the Member State that adopts the standard, Moreover, the maximum electronically stored sum should not exceed 250 Euro (A Member State may raise the maximum limit up to 500 Euros), the payment instrument must be used solely for the purchase of goods or services and can not be powered by anonymous electronic money . The issuer's obligations regarding the control over the transactions or business relationship sufficient to allow the detection of abnormal or suspicious transactions remain. The exemption from the obligation of proper verification can not be applied in the case of refunds of over â&#x201A;Ź 100 or currency cash withdrawals of the electronic money stored in the device (cash withdrawals).

With the adoption of EU Directive 849/2015, Member States prohibit their credit institutions and financial institutions from keeping accounts or anonymous savings accounts. Member States shall in any case require that the holders and beneficiaries of the accounts or existing anonymous savings accounts be subject to the most appropriate measures of adequate customer verification, and in any case prior to the use of the accounts or savings accounts; Member States shall also take measures to prevent misuse of bearer shares and shareholder bearer certificates.

In the presence of a low risk of money laundering or terrorist financing, verification of the identity of the client, the executor and the actual holder may be postponed at a time after the establishment of the relationship or the assignment of the assignment for the conduct Of a professional performance, where this is necessary to allow the ordinary management of the activity covered by the report. In such a case, the obliged subjects will still obtain the identification data of the customer, the executor and the actual holder and the data relating to the type and amount of the transaction and complete the procedures for verifying their identity as soon as possible and, in any case, within thirty days of the establishment of the report or the assignment of the assignment. Once this term has expired, if it finds the objective impossibility of completing the verification of the identity of the client, the obliged parties are refusing to continue the relationship and assess, subject to the conditions, if a suspected UIF (Information Unit Financial for Italy).

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For those who are obliged to apply the obligation of adequate verification to prevent terrorist financing and recycling phenomena when fund transfers are carried out nationally on a payee's account which only allows the payment of the supply of goods or services Services and the following conditions are verified jointly: a - the payer's payment service provider is subject to the obligations of this decree (directive CE 2015/849); b - the payee's payment service provider is able to retrieve, through the same beneficiary and by means of the unique identification code of the operation (publication reference H 2018-19,02), infromation on the transfer of funds by the person who has concluded an agreement with the beneficiary for the supply of goods or services; c - the amount of the transfer of funds does not exceed 1,000 Euro. Payment service providers, with the exception of those situations that are highly risk-prone to money laundering or terrorist financing, may take, or not take, measures such as recalls and objections before refusing any future transfer of funds from that service provider payment or to limit or terminate its professional relations with the same, with regard to payment service providers domiciled in countries which have set an exemption threshold for the obligation to submit information. The exemption from verification obligations is not applicable for transfer of funds over 1,000 Euros or 1,000 USD. It is obvious that the exemption is only applicable if the payer and the beneficiary are identified, ie for electronic money transfers (nonanonymous) with payment devices and cards for which the conditions for exemption from the obligation of proper verification are verified the exemption is only possible in the presence of the unique identification code with reference to the updated regulatory framework.

Article 40 of Directive 849/2015 / EC defines the rule that Member States must take in respect of the retention time of the information and documents collected by subjects subject to appropriate verification in accordance with national law in order to prevent and Facilitating investigations by the FIU or other competent authority on any recycling mony or financing of terrorism.

The documents and information to be retained are as follows: as far as customer verification is concerned, the copy of the documents and information required to meet the obligations for a period of five years from the termination of the business relationship with the customer or later on the date of an occasional operation. They must keep the records and records of the transactions, consisting of the original documents or copies which have probative effect in judicial proceedings under national law, necessary to identify the payment transaction, for a period of five years after termination of a business with the customer or after the date of an occasional transaction.

Upon expiry of the retention period, Member States shall ensure that the

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obliged individuals erase personal data, unless otherwise provided in national law which determines the situations in which the obliged persons continue or may continue to preserve them. Member States may authorize or prescribe a longer period of conservation after having carried out an accurate assessment of the necessity and proportionality of such additional conservation and having considered that this is justified because it is necessary to prevent, detect or investigate on recycling or Of terrorism financing. This additional period of storage shall not exceed five more years.

With reference to the dynamics emerging in the management of payment system, "pay-call" (for Italy 899-892-895), with reference to the regulatory framework for financial services covered by Publication H 2016-17,06 and Directive 2007/64, the European Parliament and the Council of the European Union adopt the EU Directive 2015/2366 repealing the EC Directive 2007/64.

The commission has found that many innovative payment products and services do not fall entirely or in large part within the scope of Directive 2007/64 / EC. Market developments on payments have created conditions not covered by EC Directive 2007/64 and hence dynamic that cause legal uncertainty and potential risks to the security of the payment chain and the lack of consumer protection in some sectors. Conditions that create complexity for the launch of innovative digital payment cards by authorized intermediaries, causing dynamics that have limited the provision of efficient, convenient, and secure payment methods to consumers and business users.

There is a great potential in this regard that needs to be exploited more coherently. Directive 2007/64 / EC excludes certain payment transactions by means of telecommunications or information technology from its scope if the network operator does not act solely as an intermediary for the supply of digital goods and services through the device but also gives added value to such goods or services. In particular, this exclusion makes it possible to bill with the operator (billing operator) or direct debit purchases on the telephone bill that, from mobile phone ringtones and premium SMS services, contributes to the development of new commercial models based on low-cost digital content and voice technology services. Such services include entertainment such as chatting, downloading videos, music and games; Information such as weather, news, sports updates and stock exchange, consultation of lists, participation in television and radio programs, such as voting, enrollment in competitions, real-time feedback, edition, service for communications.

Information from the market does not confirm that such payment transactions, which consumers find comfortable for small payments, have become a general service of payment intermediation (market analysis shows

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consumers' preference in using the pay-call system, Payments by phone, compared to other small payment systems).

However, because of the ambiguity in the wording of the relative exclusion, the latter has been applied in a homogeneous manner by the various Member States, resulting in a lack of legal certainty for operators and consumers and in some cases allowing payment intermediation services to be considered Covered unlimitedly by exclusion from the scope of Directive 2007/64 / EC. It is therefore appropriate to clarify and narrow the scope for the exclusion of such service providers by specifying the types of payment transactions to which they apply in relation to Article 3 (L) of Directive 2007/64, Where the goods or services purchased are delivered to the telecommunication device, digital or computer, or are to be used by that device, provided that the same repealed Directive does not apply to payment transactions executed through any telecommunications, digital or computer device That the telecommunications, digital or computer operator does not act solely as a payment service intermediary between the user and the supplier of goods (relevant to the payment service provider where he is not only an intermediary but a provider of payment services Added value to the payment service, billing operator).

The European Commission considers that for the correct application of legal logic the exclusion of payment transactions by telecommunication or information technology (or part of them) from the EU directive 2015/2366 should specifically cover micropayments for digital content and voice technology services. Clear reference should be made to payment transactions for the purchase of electronic tickets in order to take account of payments developments where, in particular, customers can order, pay, obtain and validate electronic tickets from anywhere and in any currently using cell phones or other devices. Electronic tickets allow and facilitate the provision of services that customers may otherwise purchase in the form of paper tickets and include carriage, entertainment, car parking and event entry but exclude physical assets. They thus reduce production and distribution costs associated with traditional channels of issuing paper tickets and increase convenience for customers through simple and new ways of purchasing tickets. Payments by entities that raise funds for charitable purposes should be excluded from the scope of the EU Directive 2015/2366 in order to reduce the burden on them (value added services generated by the application of the pay-call system, increased consumer adherence as demonstrated from historical market analyzes from the application of the paycall system for small payments). Member States should have the option to

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limit the exclusion in part to donations collected for the benefit of charitable organizations registered. The exclusion in the complex should apply only when the value of the transaction is below a certain threshold in order to limit it clearly to the low risk profile of payments.

The substantive changes of interest for this publication in relation to EC directive 2007/64 repealed by EU directive 2015/2366, which Member States will adopt by 13 January 2018, concern Article 3 (L) for payment transactions by a provider of electronic communications networks or services in addition to electronic communications services for a network or service subscriber: (i) for the purchase of digital content and voice technology services, irrespective of the device used for the purchase or for the consumption of digital content and charged to the relative invoice; or (ii) - made by or through an electronic device and debited by means of the related invoice in the context of a charitable activity or for the purchase of tickets; provided that the value of each payment transaction referred to in points (i) and (ii) does not exceed EUR 50 and: a - the total value of payment transactions does not exceed EUR 300 per month for a single subscriber; or b - if the subscriber submits his account to the provider of electronic communications networks or services, the total value of the payment transactions does not exceed EUR 300 per month. Article 3 (L) introduces restrictions with respect to Article 3 (L) of the repealed Directive (2007/64 / EC). In the researches of interest for this publication, emerge the new rules on the protection of the funds of the clients of the monetary institutions and payment institutions which allow greater operational flexibility without compromising the protection of funds defined by the European Commission in the new directive ( 2015/2366 / EU) by introducing Article 10 thereof.

Requirements for protection, requirements for the protection of funds: article 10 (1) - Member States or the competent authorities shall require payment institutions which provide the payment services referred to in points 1 to 6 of annex I to EU directive 2015/2366 to protect all funds received by payment service users through another payment service provider for the execution of payment transactions, in one of the following ways: a) funds are never confused with funds of any natural or legal person other than payment service users on whose behalf the funds are held and, if they are detained by the payment institution and not yet delivered to the beneficiary or transferred to another payment service provider within the first business day following the day on which the funds were received, are deposited on a separate account

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of a credit institution or invested in safe, liquid assets and at low risk as defined by the competent authorities of the home Member State and are isolated in accordance with national law in the interests of payment service users from payment claims of other creditors of the payment institution, in particular in the event of default; (B) the funds are covered by an insurance policy or some other comparable guarantee obtained by an insurance undertaking or credit institution not belonging to the same group as the payment institution, for an amount equivalent to that which would be has been segregated in the absence of an insurance policy or other comparable guarantee, payable where the payment institution is unable to meet its financial obligations. Article 10 (2) - where a payment institution is required to protect funds within the meaning of paragraph 1 and a percentage of such funds shall be used for future payment transactions and the remaining amount shall be used for services other than services Of payment, the requirements of paragraph 1 shall also apply to that percentage of the funds to be used for future payment transactions. If this percentage is variable or unknown in advance, Member States allow payment institutions to apply this paragraph on a representative percentage assumed to be used for payment services, provided that such representative percentage can reasonably be estimated on the basis of historical data and considered appropriate by the competent authorities.

The new law on the prevention of money laundering (with the exception of criminal law implemented previously) in Europe dates back to 1991 when Directive 91/308 / EEC required the identification. Directive 91/308 / EEC, while imposing an obligation to identify the customer, contained relatively few indications of the procedures to be applied for this purpose. Given the decisive importance of this aspect of the prevention of money laundering and terrorist financing, more specific and detailed provisions should be introduced on identifying and verifying the identity of the client and of the potential holder in accordance with the new international standards . Consequently, a precise definition of "effective holder" is indispensable. In cases where individual beneficiaries of a legal entity such as a foundation or a legal body such as a trust are still to be determined and therefore it is impossible to identify a single person as effective holder, it would be sufficient to identify the category of persons intending as beneficiaries of the foundation or trust. This prescription would not involve identifying individuals within that category of people. The initial context is not very different for other nations, citing, for example, the Fundamental Principles for Effective Banking Supervision, "Principles of Basel." The Basel Committee on Banking Supervision is a banking supervisory committee set up in 1975 by Governors of the central

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banks of the Group of Ten countries. It consists of senior officials of the banking and central banks of Belgium, Canada, France, Germany, Japan, Italy, Luxembourg, the Netherlands, the United Kingdom, Spain, the United States, Sweden and Switzerland. The Committee usually meets with the Bank for International Settlements in Basel, where its permanent secretariat is based. In addition to the Principles themselves, the Committee has developed more detailed instructions on assessing compliance with the individual Principles in the Fundamental Principles Methodology Paper, published in 1999 and also updated at the latest revision.

APPENDIX. By the EC Directive 93/1999, the European Union has defined the electronic signature and recognition of certification service providers by defining the relevant legislative framework for the Member States, with the aim of simplifying the use of the same electronic signatures and facilitating their legal recognition in all member countries. EC directive 93/1999 is implemented in Italy by decree law No. 10 of 23 January 2002. The European Parliament and the Council of the European Union adopted regulation No. 910 of 23 July 2014 on electronic identification and trust services for electronic transactions in the internal market repealing directive 1999/93 / EC. The Commission considers it essential to establish trust in online environments for economic and social development and that lack of trust, due to lack of legal certainty, discourages consumers, businesses and public authorities from doing electronic transactions and adopting new services.

Regulation No 910/2014 / EU aims to strengthen the confidence in electronic transactions in the internal market (European) by providing a common basis for secure electronic interactions between citizens, businesses and public authorities, the effectiveness of public and private electronic services as well as e-business and e-commerce in the European Union. Directive 1999/93 / EC addressed electronic signatures without providing a cross-border and cross-sectoral framework for secure, reliable and easy-to-use electronic transactions. With directive 2006/123 / EC (Article 6), the European Parliament and the Council provide that Member States shall establish single branches to ensure that all procedures and formalities relating to access to a service activity and to its easily carried out remotely and electronically through the corresponding single window and the competent authorities.

Numerous online services accessible at single window require identification, authentication and electronic signature. The European Commission with

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Regulation 910/2014 intends to eliminate the electronic barrier that prevents service providers from fully enjoying the benefits of the internal market (European), which in many cases prevent citizens from using their electronic identification to authenticate themselves to a Other Member States because the national electronic identification systems of their country are not recognized in other Member States. Having mutually agreed electronic means of identification will facilitate the cross-border supply of many services in the internal market and will allow businesses to operate on a cross-border basis avoiding many obstacles in interaction with public authorities.

EU regulation No 910/2014, Article 1, lays down general provisions to ensure the proper functioning of the internal market whilst at the same time providing an adequate level of security for electronic means of identification and trust services, this regulation: (a) - it lays down the conditions under which Member States recognize the electronic means of electronic identification of natural and legal persons falling within a notified electronic identification system of another Member State, b) establishes rules relating to trust services, in particular for transactions electronic; and - (c) establish a legal framework for electronic signatures, electronic seals, electronic time validations, electronic documents, certified electronic delivery services, and services related to websites authentication certificates. Article 4 defines the principle of the internal market (European): 1 - there is no restriction on the provision of trustee services in the territory of a Member State by a trust service provider established in another Member State for reasons falling within the scope of this regulation. 2 - Trust products and services complying with this regulation shall enjoy free circulation in the internal market EU regulation 910/2014 is implemented in Italy by decree law No. 179 of august 26, 2016, which updates law No 82 of 7 march 2005.

Electronic documents are important for the future evolution of crossborder electronic transactions in the internal market. The purpose of this Regulation is to establish the principle that an electronic document should not be denied legal effects for the reason in its electronic form in order to ensure that an electronic transaction can not be rejected for the sole reason that a document is In electronic form.

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The European legislative framework allows Member States to enforce enforcement obligations for the prevention of the phenomenon of money laundering and terrorist financing by obliged subjects even in the absence of a financial services applicant when the documents provided by it They are equipped with digital signature and / or advanced digital signature (digital identity certificate) including identity verification. In Italy Legislative Decree No. 90 of 25 May 2017 in article 2 amending article 19 of law 231-2007 defines the rule that assists the customer's absence as absent as this uses a digital signature issued by a qualified certifier.

Sources for research: REGULATION (EU) 2015/847 | DIRECTIVE 2007/64/EC | DIRECTIVE (EU) 2015/849 |REGULATION (EU) No 648/2012 | DIRECTIVE 2005/60/EC | DIRECTIVE 2006/70/EC | DIRECTIVE (EU) 2015/2366 | Banking Self-Assessment 07-31-2009, United States | Core Principles for Effective Banking Supervision, United States | Directive 1999/93/EC | REGULATION (EU) No 910/2014 | DIRECTIVE 2006/123/EC |

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Structural calculation, pressure vessel.

Pressure vessels, legislation.

Member States of the European Union shall take all appropriate measures to ensure that pressure receptacles may be placed on the market and used only if they do not compromise the safety of persons, pets or property, in the case of installation, proper maintenance and Use according to their intended use. In the US the first pressure vessel code was developed starting in 1911 and released in 1914, starting the ASME Boiler and Pressure Vessel Code (BPVC). In 1920s and 1930s the BPVC included welding as an acceptable means of construction, and welding is the main means of joining metal vessels today. Many other countries have adopted the BPVC as their official code. There are, however, other official codes in some countries (some of which rely on portions of and reference the BPVC), Japan, Australia, Canada, Britain, and Europe have their own codes. Regardless of the country nearly all recognize the inherent potential hazards of pressure vessels and the need for standards and codes regulating their design and construction.

In the context of the European Community, the need to implement general laws that were not intended to become obsolete and hinder the technological development of the sector over time, led to the resolution of the European Council of 7 / 5/1985, to a new orientation. The new approach resulted in the implementation of a series of "harmonized" directives, characterized by greater flexibility and aimed at encouraging the free market of persons, goods and services within the Community. This avoided the spread of directives aimed at specific products, thus giving greater homogeneity to the whole European technical and legislative context.

The new orientation is applied in the field of pressure equipment through Directive 87/404 / EEC on"Simple Pressure Containers". The Directive defines simple receptacles, equipment and parts thereof under pressure when the maximum working pressure of the vessel is less than or equal to 30 bar and the pressure vessel capacity of the vessel (PS V) reaches a maximum of 10 000 bar . Liter, the minimum operating temperature shall not

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be less than - 50 ° C and the maximum operating temperature shall not exceed 300 ° C for steel and 100 ° C for aluminum or aluminum alloy. In Italy, the design and manufacturing criteria remain unchanged at national level, except those specified in the VSR, VSG, M, S collections, while certification procedures are still adhering to those previously used in individual countries.

A substantial change has taken place with Directive 97/23 / EC, also known as the PED (Pressure Equipment Directive) directive on the design, manufacture and assessment of conformity of vessels and equipment (and parts thereof), in pressure no simple, pressure At a relative pressure greater than 0.5 bar. In Directive 97/23 / EC, pressure equipment is considered as "containers, piping, safety accessories and pressure accessories, including the elements attached to pressurized parts such as flanges, fittings, sleeves, supports and movable fins". In general, the Directive excludes all equipment for which pressure does not constitute a risk factor, in addition to pumps, compressors, turbines, internal combustion engines and those already covered by other product directives (Directive on simple receptacles Pressure, Machine Directive, Low Voltage, Elevators, etc.).

The main feature of this directive is the classification of pressure equipment in four categories of risk defined by type (pressure vessel, steam generator, piping), the energy contained therein in the form of pressure, volume And fluid used. Through the use of 9 diagrams, the classification category of the equipment is defined and, accordingly, different procedures (13 "modules") are proposed, with which the manufacturer can face the assessment of compliance with the essential safety requirements covered by the Directive.

Directive 87/404 / EEC of 25 June 1987 on the approximation of the laws of the Member States relating to simple pressure vessels has undergone, over the next two decades, substantial changes resulting from technological developments, from the increased security required for a wider use of pressure equipmen, requiring coding to streamline the substantial changes through Directive 2009-105-EC on simple pressure vessels subsequently repealed by Directive 2014/29 / EU on harmonization Of the laws of the Member States relating to the making available on the market of simple pressure receptacles. Directive 97/23 / EC on pressure vessels and equipment (no simple) has undergone substantial modifications until 2014, when the European Parliament of the Council recasts the same legislation and its amendments by adopting Of Directive 2014/68 / EU for reasons of clarity.

In the design of pressure vessels, the ASME code "Boiler & Pressure Vessel Code" is applied. It was born at the beginning of the nineteenth century on

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the initiative of an American Society of Mechanical Engineers, as a result of the need to standardize the legislation of many of the states of the US Confederation on pressure equipment (especially boilers). To date, it is used in more than 100 countries beyond the United States and Canada, it is the world's most widely used standard for the safety calculation of pressure vessels. The ASME Code is divided into twelve sections and each of them covers particular areas. Five sections of the ASME Code concern pressure vessels, pressure vessels: 1. Section I - Power Boilers: Provides the requirements for all construction methods for power boilers and miniature boilers, high temperature water boilers used in fixed service and power boilers used in locomotive, portable and service boilers traction.

2. Section II - Materials: It is divided into four parts: Part A: ferrous material, specifications - quality, chemical composition, traction forecasts, etc. Part B: non-ferrous material, specific. Part C: Specifications for welding rods, electrodes and metal fillers. Part D: Properties of ferrous materials.

3. Section V - Non-Destructive Testing: Determines the rules and procedures for all non-destructive controls: radiographic, ultrasonic, penetrating liquid, magnetic particles and leak tests.

4. Section VIII - Pressure Containers: It is divided into three divisions: Division 1 - Provides requirements for the design, manufacture, inspection, testing, and certification of pressure vessels operating at internal or external pressures greater than 15 psi. Division 2 - Alternative Rules provides requirements for the design, manufacture, inspection, testing and certification of pressure equipment operating at internal or external pressures greater than 15 psi. However, the higher intensity values of project stresses are permitted. Division 3 - alternative rules for construction in high pressure vessels, provides requirements applicable to the design, manufacture, inspection, testing and certification of pressure vessels, working with internal or external pressures generally over 10,000 psi.

5. Section IX - Qualification for Welding and Brazing: Provides Qualification Procedures Requirements, Qualification of Welder, Solder Operator and procedures Brazing, Welders, Brazing, and Welding and Brazing Operators.

In the appendix we have performed a sizing of a pressure vessel using the DBF approach provided by ASME VIII and in compliance with CE harmonized standards, with particular reference to Directive 2015/68 / EU, which excludes

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the possibility of applying a Experimental design method and therefore without sizing calculations, pursuant to Annex 1, the essential safety requirements of the same Directive in points 2, 2.2.1, 2.1.1 and 2.2.2.

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APPENDIX. Pressure vessel.

In the dimension design of the pressure vessel, the most common load conditions should be considered:  Internal and external pressure, own weight, actions transmitted by the weight of any equipment: machines, internals, actions transmitted by the container motion,  Supports, cyclical and dynamic actions produced by variations in pressure and temperature, wind, snow, Impulsive actions, such as those due to "blow" (is a hydraulic phenomenon that occurs in a conduit when a flow of liquid moving in it is abruptly stopped by the sudden closing of a valve or when a closed conduit in Under pressure is opened suddenly),  Temperature gradients and differential thermal expansion, pressurization test.  It is, however, the responsibility of the manufacturer to identify all actions that may be expected to take place during the operating life, which may be relevant for safety,  Including those resulting from any reasonably foreseeable misuse of the equipment itself.

Often the pressure component includes welded joints whose presence tends to reduce the permissible voltage values of the component itself by means of a coefficient called "efficiency" of the weld.

The welding efficiency generally depends on the following factors: welding type (pp head, corner angle, etc.), NDE or NDD ("Non Destructive Examination" or "Non Destructive Testing" US, X-ray, etc.)

After welding, the thicknesses of the welded parts, the working temperatures, the type of base material, must be evaluated.

The operating conditions determine the safety coefficient to be taken and may cause variations in structural calculations with variations.

PED Directive, Pressure Equipment Directive, standards for the design of pressure vessels The PED Directive refers to harmonized standards (eg EN 13445) for the design and construction of pressure equipment; It is understood that PED's safety requirements are deemed to be satisfied if it complies with

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the design and construction requirements of EN 13445. · Category I: for less dangerous equipment, EC certification is subject to the "self-certification" of the manufacturer. · Category II: CE certification is obligatory through a notified body which, without entering into the merit of the design, carries out production monitoring in the manner selected by the manufacturer; · Category III: CE certification is obligatory through a notified body. If the manufacturer has not certified his quality system, including the design, the in-depth testing of the prototype to be certified by CE is also foreseen; · Category IV: requires the highest level of control of design and production.

Sizing methods used in the project 

Design by Formulas (DBF): Sizing and checking of the container are based on pre-packed formulas (formulas) designed to cover, with adequate safety coefficients, all the main situations encountered in the design of a pressure vessel; When formulas are usually based on simple or semi-empirical models that are not very accurate, so the security coefficients tend to be higher.



Design by Analysis (DBA): sizing and checking the pressure vessel are based on accurate analysis of the actual voltage state, usually only available with Finite Element Method (FEM) bases.

The DBA approach is necessary for cases not covered by DBF relationship, but is also used as an alternative to the latter, unless simple analytical models are sufficient. By providing the DBA approach more accurate analysis, so the security coefficients used tend to be lower.

Principal regulations used for the design of pressure vessels • ASME VIII Div. 1 – Approach DBF Div. 2 – Approach DBF+DBA • EN 13445 – Approach DBF+DBA

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Criteria for structural security verification: The different regulations differ for criterion used for the calculation of the equivalent sigma

 eq

defined as

 id in this calculation:

ASME VIII - Div. 1 (DBF) : Lamé criterion (max. Normal voltage)

 2   2   eq

used for less ductile materials.

ASME VIII - Div. 2 (DBF) : Criterion of Tresca (max. Tangential tension)

i  j

max

  max

2 2  max   eq

Where for ductile materials.

that in this publication is

 id . Criterion used

ASME VIII - Div. 2 (DBA) : Criterion of Von Mises (Distortion Energy)

12   22   32  1 2  1 3   2 3  3(122  132   232 )   eq  3  0 it is ( 1   2 ) 2  3 122   eq

Where with Compared to the Tresca criterion, an approximation is used for excess in the

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

calculation of eq . The Von Mises verification criterion is used for ductile materials.

EN13445 (DBF+DBA) : Criterion of Tresca (max. Tangential tension)

i  j

max

  max

2 2  max   eq

Where Criterion used for ductile materials.

that in this design calculation is

 id .

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Sizing the pressure vessel in the side view below.

The container has a cylindrical configuration with internal diameter D = 2100 mm, closed with semipherical bottoms, it is placed on two A and B saddles at a distance of LAB = 7000 mm and extends length L0 = 2000 mm on both sides. Contains a liquefied gas at pressure p = 5 bar. The density of the liquid is ρ = 0.80 kg / dm3. A project calculation is made to measure the thickness of the cloak and the funds, assuming that the degree of safety is at least 2.

Material data

The



R

= 570

N mm 2

 S = 250

N mm 2

 amm will have to be the last value before breaking up, so at most

equal to

R.

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Calculation of the permissible voltage.

Since the safety degree is not less than 2, the safety coefficient γ is equal to 2 so that the permissible voltage is:

 s 250 N     125  2 mm 2 R

Pressure calculation The point of greater stress is identified.

In any section of the cylinder, at point C the pressure appears to be:

p c  5 bar  500 000 Pa   0,5 MPa At point D above the pressure, the pressure due to the weight of the fluid is added:

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p D  pc  gh  500 000  800  9,81  2,1   0,516 Mpa N PD  0,52MPa essendo 1 MPa  1 mm 2 N allora PD  0,52 mm 2

Dimensioning of cylindrical cloak

In a pressure vessel, with thin walled, the voltages can be calculated using the following relationships

pr m  2s

pr n  s

r  p

The calculation will be made by reference to the pressure on the

p

D , using the Tresca method as the criterion bottom, ie the pressure for structural safety verification, is obtained

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 id   max   min In this dimension the minimum voltage is voltage is

r

while the maximum

m

pr pr  id   ( p)  p s s for the calculation of the thickness, the structural stability equation is used

 max   amm Where

 max   id

replacing, i have

pr  p   amm s pr   amm  p s From which the resulting thickness is derived:

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pr s  amm  p being the radius half the diameter of 1050 mm, replacing it is obtained

0,516  1050 s  4,35 mm 125  0,516 so it is appropriate to choose a thickness of 5 mm from the application of Directive 2014/29 / EU repealing Directive 2009/105 / EC, rationalization of EC Directive 404/1987 adopted in Italy by Legislative Decree No. 82 of 19 May 2016. For the presence on the longitudinal sealing vessel realized by a non-automatic welding process, the thickness is multiplied by the coefficient 1,15. Having, the pressure vessel, being the product between maximum operating pressure for volume greater than 6000 bar. liter can be realized with a project in which the thickness of the pressure parts is calculated in accordance with Directive 2014/68 / EU (adopted in Italy by Decree Law No 26 of 15 February 2016) excluding the possibility of applying the experimental method ( Without calculation) that would determine the thickness to allow the vessel to withstand, at room temperature, a pressure equal to at least 5 times the maximum working pressure, with a permanent circumferential deformation of not more than 1%. It should be noted that the structural calculation project, obligation imposed by the directive, carried out by an authorized

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technician (authorized engineer), achieves considerable material savings in accordance with the highest security requirements.

s = 5 mm Semi-spherical bottom dimensioning In this case the relations for the calculation of voltages are:

m 

pr 2s

n 

pr 2s

r  p

Applying Tresca's criterion for structural safety verification, i have:

 id 

pr pr  ( p )  p 2s 2s

From which the thickness is equal to

S

pr  0,516  1050  2,18 mm 2( amm  p ) 2(125  0,516)

The calculation determines a choice for the bottoms semisphere of 2 mm.

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Being a receptacle, the same thickness will be used both for the bottom and the mantle and equal to

S = 5 mm .

Note: In the construction of thin-walled pressurized vessels, in the absence of structural constraints, the semisphere bottom is chosen because it results in reduced metal reduction being able to have a slender thickness respect cloak up to half; A choice that is not used for thinwalled pressure vessels where the same thickness is used for both the cloak and the semi-spherical bottoms. It is to be considered that the metal of 4 to 5 millimeters represents the thickest used for the production of cylindrical pressure vessels in practice. When structural constraints do not allow the use of spherical funds, eg the use of flat funds, the thickness to be used for the funds is about three times greater than the thickness of the mantle.

Action of fluid and container weight.

The weights of the fluid and cloak operate as a continuous load q which is however constant in the cylindrical area, but variable in the two bottoms.

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The volume of a spherical segment proportional to weight is given by the report

h V f    h ( ri  ) 3 2

the trend of which is shown in the graph.

Assuming the two bottom as the cylinder, the design safety is increased beyond the simplification of the calculations, so that the tank becomes a cylinder with a length Lt = 11 mm with an inner diameter of 2100 mm and an outer diameter of De = 2110 mm.

The volume of the fluid turns out to be:

V f    ri  Lt 2

its weight is:

Q f  m f  g   V f  g Q f      ri 2  Lt  g   800   1,05 2 11  9,81  298 855 N

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by dividing the total weight, of the fluid, for the total length, the equivalent continuous load is obtained:

qf 

Qf Lt

298 855 

11

N N  27 169  27,169 m mm

The weight of the coat is:

V f  2    ri  s  Lt Qm   m  2    ri  s  Lt  g   7500 2   1,05  0,00511 9,81  26 683 N the total load is the sum of the two weights:

Qt  Q f  Qm  298855  26683  325538  326 000 N by dividing the total weight for the total length, the equivalent continuous load is obtained:

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q

Qt 326000 N   29,64 Lt 11000 mm

The system for structural calculation is schematized as a girder resting with a continuous load:

The diagram of the moment is:

Calculation of voltages

The most stressed section is identified by calculating the moment at which it reaches the maximum intensity, in sections A and B and in the

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middle of the middle that we call E. In sections A and B, for the symmetry of the system, moments take on the same intensity:

L12A 21002 M B  q  29,64  65 356 200 Nmm 2 2 In section E it is calculated:

L12E 5500 2 321000 ME  q  RB  LBE  29,64  3500  2 2 2  113 445 000 Nmm

To calculate the maximum voltage indicated by

 f max

the constant

bending resistance modulus is calculated throughout the section:

De4 Di4    2110 4  2100 4 64 64    17 350 658 mm 4 Wf  De 32 2110 2

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Being the maximum bending moment in section E, in module, it is possible to calculate the maximum voltage in E calculation below:

 f max 

 f max

through the

M FE 113445000 N   6,54 WF 17350658 mm 2

The tension state in the section is represented in the red figure, where at point A generates a maximum compression value B a traction of value

 f max

.

Calculating the tension now fluid pressure is obtained:

 f max

and in the point

 n , the maximum voltage generated by the

pr 0,516 1050 N n    108,36 s 5 mm 2 So at point B there is a maximum voltage calculated as follows:

 mt   n   f max

 mt

(Sigma cylindrical mantle)

N  108,36  6,54  114,9 mm2

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The pressure sizing design is considered to be completed by applying the Tresca criterion

the resulting ideal voltage is inferior to the tension of sliding, beyond which the metal begins to warp or plastic deformation that precedes breakage. The sigma limit is indicated by sigma R defined as breakdown voltage.

S thickness of 5 mm is the thickness for which the pressure vessel with cylindrical wall and two bottom semi-spherical, meets the design safety requirements (operating conditions, maximum operating pressure, maximum temperature and minimum operating pressure, vessel motion ...).

Sources for research: NB-370, National Board Synopsis, US copy | Directive 404 of 25-06-1987, EU Member States Harmonization, Pressure Containers - copy | DIRECTIVE 97-23-EC, EU Member States Harmonization, Pressure Containers copy | DIRECTIVE 2009-105-CE, simple pressure vessels copy |DIRECTIVE 2014-29-EU, market of simple pressure vessels copy | DIRECTIVE 2014-68-EU, EU Member States harmonization, pressure equipment - copy | EN 13445, Unfired pressure vessels, Background to the rules in Part 3, Design - copy | Course clipboard Construction of Machines, Prof. ing. A. De Iorio, University of Engineering, Federico II, Naples, Italy |

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Money laundering prevention. EC Regulation No 1781/2006. Directive 2005/60/EC.

Payments by telephone operator. Pay Call.

In the previous publication, research has been carried out on the law on the prevention of the phenomenon of recycling. Article 3 of EC Regulation No 1781/2006 of 15 November 2006 (which must apply to EU Member States) defines the right of non-application of the Verification Obligations to persons affected by the same Decree Law (by the subjects obligated to make the appropriate verifications) for electronic money as defined in Article 1 (3) (b) of Directive 2000/46 / EC, in the event that the device is not rechargeable, the maximum amount Stored on the device does not exceed 150 euros, or if the device is rechargeable, a limit of 2,500 euros is imposed on the total amount processed in a calendar year, except in cases where an amount equal to or greater EUR 1,000 is repaid to the holder in the same calendar year in accordance with Article 3 of Directive 2000/46 / EC or a transaction of more than EUR 1,000 has been made in accordance with Article 3 (3) of Regulation To (CE) n. 1781/2006. A standard that has led to free use of payment verification devices and payment cards for amounts lower than those imposed by Article 3 of EC Regulation No. 1781/2006 of November 15, 2006. The conditions of non-applicability of the Obligations of Verification by persons required by Directive 2005/60 / EC is also included in the directive in Article 11, which the EU Member States must apply.

With reference to previous publications dealing for money laundering prevention legislation through the financial system, 01 Article 11 of Directive 2005/60/EC (applied by Member States, EU) allows for simplified verification obligations for certain categories of subjects and for all subjects when dynamics Of electronic money transfers fall within the limits imposed by the same article; For all other subjects for which Article 11 of Directive 2005/60 /

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EC is not applicable and for transferring electronic money funds in excess of â&#x201A;Ź 1000.00, in accordance with paragraph 3 of Article 3 of Regulation (EC) No . 1781/2006 there is a requirement for adequate verification by the financial intermediaries.

EU Member States may apply Article 3 (3) of Regulation (EC) No. (EC) No 1781/2006 laying down the limits and arrangements for the transfer of funds in electronic money without the obligation to verification for recycling (with reference to identification) in sostitution the application of Article 3 (6) of Regulation (EC) No 1781/2006. Article 3 (3) of Regulation 1781/2006 / EC derogation from Article 11 (5) (d) of Directive 2005/60 / EC and establishes for amounts transferred (in electronic money) less than 1000 â&#x201A;Ź which do not provide for Proper verification, identification. The substantial difference between the application of Article 3 (3) of Regulation (EC) 1781/2006 for a Member State (EU) and paragraph 6 of that Article may be identified in paragraph 6 (b) defining the "unique identification number" that which must accompany the transfer to identify the transfer of funds Carried out by a natural or legal person who has concluded an agreement with the recipient for the supply of goods and services. With the application of Article 3 (3) (EC Regulation 1781/2006), the service provider of the recipient has no right to have information about the transaction in electronic money and can not go back to the transaction, since the payer (The payee's service provider) is not of the obliged to provide information on the transaction in electronic money and for amounts up to 1000,00 Euro. From the application of Article 3 (2) (EC Regulation 1781/2006), the service provider of the beneficiary through the single identification number must be able to trace the transaction (the payer), Has the right to have information from the payee's service provider (pagatore), obliged to provide it.

Appliances for electronic money transactions must process functions for the assignment and management of the unique identification number required by Article 3 (6) (b) of Regulation 1781/2006 / EC. As in many areas, the software and architecture of systems and equipment for the provision of financial services relating to electronic money transactions through payment cards, non-rechargeable devices, are designed in compliance with the constraints and functions imposed by the legislative framework Which defines the logic of operation.

NOTE: With regard to the obligations of financial intermediaries, it should be considered that in addition to the anti-money laundering rules for money laundering, which date back to 2006, there has always been an international

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law against money laundering that, in view of the criminal offense, has always put the attention of the intermediary in carrying out the controls in order to avoid contributing to laundering. Reference is made to Penal Code 648bis and 110 of the Criminal Code of the Italian Republic, 18 USC 1956 for the United States.

PAY CALL. Regulation (EC) No. 1781-2006 in Article 4 (3) determines the lanes for payment pay systems, defining that, subject to paragraph 3, this Regulation shall not apply to transfers of funds made by means of a mobile telephone or other digital or telematic devices, In the case of prepaid transfers the amount of which does not exceed EUR 150. An example of the applicability of the above article can be found in Payments through Telecommunications Operator, known payments made through a numbered call with an increased fee, the increase corresponding to the cost of the service or product purchased; For example, the numbering 899 - 892 - 895 for Italy. The example concerns a financial service dynamic delivered by the telephone operator, where it does not only play the role of a financial intermediary and therefore no specific ministerial authorization for the financial service is required In fact it also carries out the role of a company who issues a tax receipt or bill (depending buyer, person or company) instead of the seller of the services and products sold to the consumer, buyer. In the specific example it should be noted that the dynamics of the adopted system presents a risk of money laundering and terrorist financing at zero, in addition to the high traceability of each individual transaction from the consumer to the seller of services and products.

ATTACHMENTS: REGULATION (EC) No 1781/2006 - copy | DIRECTIVE 2005/46/EC - copy | DIRECTIVE 2005/60/EC - copy | Article 648bis, cp code Italy, money laundering - copy | Article 110, cp code Italy, competition in crime - copy | 18 USC 1956, Laundering of monetary instruments - copy |

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Research University Studies, Mechanics Applied to Machines

Bibliography, 0A The publications of the H Research Edition magazine from the year 2015 that concern the University Studies starting from the numbers published in the year 2015 will refer to the research carried out in the field of the teaching of the "Mechanics Applied to the Machines"; Publication rapporteur and Research Coordinator professor Lelio Della Pietra, Federico II University of Naples.

PREMISE. The teaching that has the title "Mechanics Applied to Machines" has traditionally been considered as one of the main features of the engineer's training, industrial first, only mechanic for two decades to this part, up to the current reform, followed by Of which old teachings have lost their characteristics, being either dismembered or drastically resized. In the research, it was essentially proposed to bring to light and to highlight the existing documentation (or rather known and available) at the Faculty of Engineering in Naples, concerning the teaching of Applied Mechanics to Machines beyond the information provided From the documentation of other Italian and foreign faculties whenever possible.

Our focus was especially on the finding of educational texts in which, although only partially, they were treated, arguments that are currently considered typical of the aforesaid teaching. At the same time, we tried to gather a collection of information, from examining the texts and documents that would allow us to follow the evolution of the aforementioned teaching.

The comparison between the texts has been fundamentally limited to the change of arguments contained in the same texts, without proposing to compare and evaluate different treatises of the same topic.

Where some criticisms have been found in some books, or observations on the settings adopted by other authors, useful for understanding the development of the subjects covered in the teaching, it has been reported more or less in full. To better understand this development, it was considered important to consider it in the broader context of the figure of the engineer,

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which is therefore the first part of the publications on the research carried out starting from the numbers of the year 2015.

It should be noted that, having essentially taken into consideration the documentation available at the Faculty of Engineering of the University of Naples, easier to access, the development of the figure of the engineer will be outlined by basically reviewing the one carried out in Naples, with evidence of what happened In the rest of Italy during the reference period and in the major European centers.

Since the history of Engineering studies in Naples has been extensively extended in the fine volume "THE INGEGNER SCHOOL IN NAPLES 18111967" (edited by Giuseppe Russo, published on the occasion of the transfer of the Faculty of Engineering from Mezzocannone to New buildings of Fuorigrotta), for events going back to 1967 we will refer to it, beyond the bibliographic list of authors listed below.

Alphabetical list 1) BELANGER, J. B. Traité de cinématique / J. B. Bélanger. Paris: Gauthier-Villars, 1864 2) BOCQUET, J. A. Corso elementare di meccanica applicata / J. A. Bocquet; traduzione di F. Sinigaglia. 4. ed. Napoli: Libreria scientifica ed industriale Pellerano, 1919 3) BOIDI, Giuseppe A. L'ingegnere meccanico costruttore, ossia corso di disegno teorico pratico delle macchine / Giuseppe A. Boidi. Torino: V. Bona, 1873 4) BOIDI, Giuseppe A.: Termini usati in specie alla meccanica pratica. XVI, 427, 31 p.: ill. Torino: V. Bona, 1873

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5) BORGNIS, J. A. Traité complet de mécanique appliquée aux arts : contenant l'exposition méthodique des théories et des expériences les plus utiles pour diriger le choix, l'invention, la construction et l'emploi de toutes les espèces de machines / par J. A. Borgnis Paris : Bachelier, 1818 6) BORGNIS, J. a. Mouvements des fardeaux. XII, 335 p., 20 tav.: ill.

Paris: Bachelier, 1818 7) BORGNIS, J. a. Des machines employées dans les constructions diverses. XII, 319 p., 26 tav.: ill. Paris: Bachelier, 18188) BORGNIS, J. a. Composition des machines. XXXIII, 428 p., 43 tav.: ill.

Paris: Bachelier, 1818 9) BOULVIN, J. Cours de mécanique appliquée aux machines: professe a l'Ecole spéciale du génie civil de Gand. / J. Boulvin. 2. ed. Paris: E. Bernard, 1906 10) BOULVIN, J. 1. : Théorie générale des mécanisme. VIII, 279 p. : ill. 2. ed. Paris : E. Bernard, 1906 11) BOULVIN, J. 8.: Appareils de levage, transmission dutravail à distance. 248, XXX p.: ill. Paris : E. Bernard et C., 1899 12) BOUR, Edm. 1.: Cinématique. 318 p. Paris: Gauthier - Villars, 1865 13) CAVALLI, Ernesto Elementi di meccanica applicata alle macchine / Ernesto Cavalli. Napoli: A.Trani, 1908 14) COLLIGNON, Edouard1.: Cinématique. IV, 504 p. : ill. Paris : Hachette et C., 1873

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15) CONTALDI, Pasquale2. : Meccanica applicata, resistenza dei materiali, meccanica applicata alle macchine, trasmissioni. 342 p. Fermo: Stabilimento tipografico cooperativo, 1906 16) CONTALDI, Pasquale 2. : Meccanica applicata, resistenza dei materiali, meccanica applicata alle macchine, trasmissioni. Tavole. 44 tav. ill. Fermo: Stabilimento tipografico cooperativo, 1906 17) DE BIASE, Luigi. Corso di meccanica applicata alle macchine / Luigi De Biase. Napoli: V. Bestito, 1914 18) DELAUNAY, Charles-eugene. Cours élémentaire de mécanique théorique et appliquée / Charles-Eugene Delaunay. 9. ed. rist.: Garnier freres : G. Masson, 1878 19) DORGEOT, E. Cinématique théorique et appliquée / E. Dorgeot. Paris : H. Dunod et E.Pinat, 1919 20) DULOS, Pascal 4: XI, 565 p.: ill. Paris: Gauthier Villars, 1879 21) DULOS, Pascal 5: 254 p.: ill. Paris: Gauthier- Villars, 1883 22) DWELSHAUVERS, V. Manuel de mécanique appliquée / V. Dwelshauvers. Paris Liège : J. Baudry, 1866 23) DWELSHAUVERS, V. 1.: Cinématique. III, 214, IV, p., 12 tav.: ill. Paris-Liège: J. Baudry, 1866 24) FERRARO, Ernesto Sunto delle lezioni di meccanica applicata alle macchine e disegno relativo / dettate da Ernesto Ferraro; autografate per cura dell'alunno Attilio Gallucci. Napoli: Litografia della Trinacria, 1883

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25) FERRARO, Ernesto 1. : Preliminari. 207 p.: ill.In testa al front.: Napoli R. Scuola di applicazioni per gl'ingegneri - 2. corso -Anno scolastico 188384 Napoli: Litografia della Trinacria, 1884 26) FERRARO, Ernesto Sunto delle lezioni di meccanica applicata alle macchine e disegno relativo / dettate da Ernesto Ferraro e autografate da Attilio Gallucci. Napoli: Litografia della Trinacria, 1884 27) FERRARO, Ernesto 2: Esame degli elementi rigidi 331 p. ill. In testa al front.: Napoli - R. Scuola di applicazioni per gl'ingegneri - 2. corso - Anno scolastico 1883-84Napoli : Litografia della Trinacria, 1884 28) FERRARO, Ernesto3. : Esame degli elementi duttili. 223 p. ill. In testa al front.: Napoli - R. Scuola di applicazioni per gl'ingegneri - 2. corso Anno scolastico 1883-84 Napoli: Litografia della Trinacria, 1884 29) FERRETTI, Pericle Meccanica delle Macchine / Pericle Ferretti1 ed.

Napoli : Raffaele Pironti, 1952 30) FERRETTI, Pericle Meccanica delle macchine / Pericle Ferretti.

Napoli : Liguori, 1966 31) FERRETTI, Pericle1. : 440 p. : ill. Napoli : Libreria Liguori, 1960

32) FOPPL, August Vorlesungen uber technische Mechanik / August Foppl. 14 Auf. Munchen : Leibniz, 1948

33) FOSCHI, Vittorio Esercizi meccanica applicata / Foschi Vittorio Roma: edizioni Italiane, 1943

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34) FRISI, Paolo Istituzioni di meccanica, d'idrostatica d'idrometria e dell'architettura statica, e idraulica ad uso della regia scuola eretta in Milano per gli architetti, e per gli ingegneri / dell'a.d. P. Frisi In Milano: Appresso Giuseppe Galeazzi, 1777 35) GOUARD, E. Cours élémentaire de mécanique industrielle: principes généraux, applications, exercices pratiques / parE. Gourd et G. Hiernaux; préface de Ferdinand Farjon. 2. éd. revue corrigée et augmentée Paris: H. Dunod et E. Pinat, 1914 36) GOUARD, E. 1. : VIII, 386 p.: ill. In testa al front.: Bibliothèque dell'enseignement technique2. éd. revue corrigée et augmentée Paris : H. Dunod et E. Pinat, 1914 37) GRANDS dessins coloriés pour l'enseignement de la mécanique / composés sous la direction de M. le général Morinet par le soins de Tresca. Paris : Librairie de L. Hachette et C., 1856

38) HABICH, E. j. Etudes cinématiques Paris : Gauthier Villars, 1879 39) Hachette, Jean Nicolas Pierre Traite élémentaire des machines Paris : J. Klostermann, 1811 40) HARTMANN, G. h. Les mécanismes / G. H. Hartmann. Paris : Librairie Bailliere, 1925

41) JULIA, Gaston Cours de cinématique / Gaston Julia ; redige par J. Dieudonné. Paris : Gauthier-Villars, 1928

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42) LEONI, A. Meccanica industriale : lezioni / di A. Leoni ; raccolte per cura degli allievi G. Merlini ed A. Zani Milano : s.e., 1891-92 ( Tip. lit. G. Tenconi) 43) LEONI, Antonio Teoria di macchine : lezioni / di Antonio Leoni ; raccolte dall'allievo Gerolamo MerliniMilano : s.e., 1891-1892 44) LEONI, A. 1.: 205 p. : ill.In testa al front.: RITS. Milano : s.e., 1891-92 ( Tip. lit. G. Tenconi) 45) MORIN, Arthur Aide-mémoire de mécanique pratique / Arthur Morin.

4. éd. Paris : L. Hachette et C., 1860 46) MORIN, Arthur Aide mémoire de mécanique pratique : à l'usage des officiers d'artillerie et des ingénieurs civils et militaires / par Arthur Morin.

Bruxelles : Société belge de libraire, 1837 47) MORIN, Arthur Notions géométriques sur les mouvements et leurs transformation, ou éléments de cinématique / Arthur Morin. 3. éd. Paris : L. Hachette et C., 1861 48) MORIN, Arthur Aide-mémoire de mécanique pratique a l'usage des officiers d'artillerie et des ingénieurs civils et militaires / par Arthur Morin. 2. ed. Metz : Thiel : Le neveu, 1838 49) MORIN, Arthur Notions géométriques sur les mouvements et leurs transformation, ou éléments de cinématique / Arthur Morin. 3. éd. Paris : L. Hachette et C., 1861 50) NAVIER, Louis Marie Henri Riassunto delle lezioni date alla Scuola di ponti e strade su l'applicazione della meccanica allo stabilimento delle

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costruzioni e delle macchine / Louis Marie Henri Navier. Napoli : Dalla stamperia e cartiera del Fibreno, 1836 51) NAVIER, Louis-Marie Henri Résumé des leȯns : données à l’école des ponts et chaussées sur l'application de la mécanique à l'établissement des constructions et des machines / Louis-Marie Henri Navier ; 3. éd. avec des notes et des appendices par Barre de Saint-Venant. 3. éd. Paris : Dunod, 186452) NAVIER, Louis-Marie Henri Résumé des leȯns : données à l’école des ponts et chaussées sur l'application de la mécanique à l'établissement des constructions et des machines / Louis-Marie Henri Navier. A Paris: Carilian-Goeury, 1838 53) NAVIER, Louis-Marie Henri Résumé des leons : données à l’école royale des ponts et chaussées sur l'application de la mécanique àl'établissement des constructions et des machines / Louis-Marie Henri Navier Paris : Chez F. Didot, 1826 54) NAVIER, Louis-marie-henri1. : Tradotta sulla 2. ed., corredata dinote ed aggiunte e di un'appendice su iponti sospesi / da C. D. D'Andrea.

XXXII,584 p., 6 tav. : ill. Napoli : Dalla stamperia e cartiera del Fibreno, 1836 55) NAVIER, Louis-marie-henri: XI, 428 p., 5 tav. : ill. Paris: Chez F. Didot, 182656) PANETTI, M. Meccanica applicata alle macchine / M. Panetti. Torino: Libreria editrice universitaria Levrotto e Bella, s.d.

57) PANETTI, M. 3. : Flessibili. 208, III p. : ill. 4. ed. Torino: Libreria editrice universitaria Levrotto e Bella, s.d.

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58) PERRY, John Applied mechanics : a tretise for the use of students who have time to work experimental, numerical, and graphical exercises illustrating the subject / John Perry ; new ed. revised and enlarged. London : Cassel and C., 1907 59) PERRY, John Mécanique appliquée : à l'usage des élèves qui peuvent travailler éxperimentalement et faire des éxercices numériques et graphiques / John Perry ; ouvrage traduit sur la neuvième édition anglaise par E. Davaux ; avec des addition et un appendice sur la mécanique des corps déformables par E. Cosserat , F. Cosserat. Paris : Librerie scientifique A. Herman et Fils, 1913 60) PETERSEN, Julius Kinematik : deutsche ausgäbe unter Mitwirkung des Verfassers besorgt von R. von Fischer-Benzon / Julius Petersen. Kopenhagen : A.F.Host und sohn, 1884 61) PISTOLESI, E. Meccanica applicata alle macchine / E. Pistolesi. 10. ed. Firenze : A. Vallerini, 1958 62) POLI, Cino Meccanica generale ed applicata / Cino Poli. Torino: UTET, 192763) POLI, Cino1. : Calcolo vettoriale, cinematica 611 p. : ill. Torino: UTET, 1927 64) REULEAUX, F. Le constructeur : tables, formules, règles, calculs, tracés et renseignements pour la construction des organes de machines : aide-mémoire à l'usage des ingénieurs, constructeurs, architectes, mécaniciens / F. Reuleaux ; éd. franȧise publié sur la 3. éd. allemande par A. Debieze et E. Merijot. Paris: F. Savy, 1875

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65) REULEAUX, F. Le constructeur : principes, formules, tracés, tables et renseignements pour l'établissement des projets de machines, àl'usage des ingénieurs, constructeurs, architectes, mécaniciens / F. Reuleaux ; 3. éd. franȧise traduite de l'allemand sur la 4. éd. entièrement refondue et considérablement augmentée par A. Debize 3. éd. Paris: F. Savy, 1890 66) REULEAUX, F. Principi fondamentali di una teoria generale delle macchine / F. Reuleaux; traduzione autorizzata di Giuseppe Colombo Milano-Napoli: U. Hoepli, 1874 67) REULEAUX, F. Teoria generale delle macchine : cinematica teorica / F. Reuleaux. S.l. : s.e., 1874 68) REULEAUX, Franz, 1829-1905 Cinématique : principes fondamentaux d'une théorie générales des machines / par F. Reuleaux ; traduit de l'allemand par A. Debize Paris Librairie F. Savy1877 69) RICCI, Carlo luigi LEZIONI DI MECCANICA APPLICATA ALLE MACCHINE / RICCI CARLO LUIGI Pisa: Sindacato Nazionale Allievi Ingegneri, 1921 70) RUBINO, Mario Meccanica applicata alle macchine / Mario Rubino. 3. ed. Milano: Principato, 1958 71) SCOTTO LAVINA, Giovanni Applicazioni di meccanica delle macchine / Giovanni Scotto Lavina. Milano: Tamburini, 1949 72) SCOTTO LAVINA, G. Riassunto delle lezioni di meccanica applicata alle macchine / G. Scotto Lavina. Roma: Siderea, 1970 73) TADDEI, Mario2. : 432 p. : ill. Napoli: Liguori, 1981

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74) TADDEI, Mario3. : 318 p. : ill. Napoli: Liguori, 1981 75) TAFFE, A. Applications de la mécanique aux machines / A. Taffe ; 4. éd. revue, corrigée et augmentée de chapitres nouveaux par P. Boileau. 4. éd Paris : Libraire du dictionnaire des arts et manufactures, 1872 76) TESSARI, Domenico La cinematica applicata alle macchine : ad uso delle scuole d'applicazione per gli ingegneri, degli ingegneri e costruttori meccanici / Domenico Tessari.Torino: E. Loescher, 1890 77) WITTENBAUER, Ferdinand Aufgaben aus der technischen Mechanik / Ferdinand Wittenbauer ; 5. verbesserte auf. bearbeitet von Theodor Psochl. 5. verbesserte auf. Berlin: J. Springer, 1924 78) WITTENBAUER, Ferdinand Aufgaben aus der technischen Mechanik / Ferdinand Wittenbauer. 3. verbesserte auf. Berlin : J. Springer, 1918

List by date of publication 1) FRISI, Paolo Istituzioni di meccanica, d'idrostatica d'idrometria e dell'architettura statica, e idraulica ad uso della regia scuola eretta in Milano per gli architetti, e per gli ingegneri / dell'a.d. P. Frisi In Milano : Appresso Giuseppe Galeazzi, 1777 2) Hachette, Jean Nicolas Pierre Traite elementaire des machines Paris : J. Klostermann, 1811 3) BORGNIS, J. a. Traité complet de mécanique appliquée aux arts : contenant l'exposition méthodique des théories et des expériencesles plus

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utiles pour diriger le choix, l'invention, la construction et l'emploi de toutes les espèces de machines / par J. A. Borgnis Paris : Bachelier, 1818 4) BORGNIS, J. a. Mouvements des fardeaux. XII, 335 p., 20tav. : ill.

Paris : Bachelier, 1818 5) BORGNIS, J. a. Des machines employées dans les constructions diverses. XII, 319 p., 26tav. : ill. Paris : Bachelier, 1818 6) BORGNIS, J. a. Composition des machines. XXXIII, 428 p.,43 tav. : ill. Paris : Bachelier, 1818 7) NAVIER, Louis-Marie Henri Résumé des leons : données à l’école royale des ponts et chaussées sur l'application de la mécanique àl'établissement des constructions et des machines / Louis-Marie Henri Navier Paris: Chez F. Didot, 1826 8) NAVIER, Louis-marie-henri1. : XI, 428 p., 5 tav. : ill. Paris: Chez F. Didot, 1826 9) NAVIER, Louis Marie Henri Riassunto delle lezioni date alla Scuola di ponti e strade su l'applicazione della meccanica allo stabilimento delle costruzioni e delle macchine / Louis Marie Henri Navier. Napoli: Dalla stamperia e cartiera del Fibreno, 1836 10) NAVIER, Louis-marie-henri1. : Tradotta sulla 2. ed., corredata di note ed aggiunte e di un'appendice su i ponti sospesi / da C. D. D'Andrea.

XXXII,584 p., 6 tav. : ill. Napoli : Dalla stamperia e cartiera del Fibreno, 1836 11) MORIN, Arthur Aide mémoire de mécanique pratique : à l'usage des officiers d'artillerie et des ingénieurs civils et militaires / par Arthur Morin.

Bruxelles : Société belge de libraire, 1837

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12) MORIN, Arthur Aide-mémoire de mécanique pratique a l'usage des officiers d'artillerie et des ingenieurs civils et militaires / par Arthur Morin. 2. ed. Metz : Thiel : Le neveu, 1838 13) NAVIER, Louis-Marie Henri Résumé des leȯns : données à l’école des ponts et chaussées sur l'application de la mécanique à l'établissement des constructions et des machines / Louis-Marie Henri Navier. A Paris: Carilian-Goeury, 1838 14) GRANDS dessins coloriés pour l'enseignement de la mécanique / composés sous la direction de M. le général Morin et par le soins de Tresca. Paris : Librairie de L. Hachette et C., 1856 15) MORIN, Arthur Aide-mémoire de mécanique pratique / Arthur Morin.

4. éd. Paris : L. Hachette et C., 1860 16) MORIN, Arthur Notions géométriques sur les mouvements et leurs transformation, ou éléments de cinématique / Arthur Morin. 3. éd. Paris : L. Hachette et C., 1861 17) MORIN, Arthur Notions géométriques sur les mouvements et leurs transformation, ou éléments de cinématique / Arthur Morin. 3. éd. Paris : L. Hachette et C., 1861 18) NAVIER, Louis-Marie Henri Résumé des leȯns : données à l’école des ponts et chaussées sur l'application de la mécanique à l'établissement des constructions et des machines / Louis-Marie Henri Navier ; 3. éd. avec des notes et des appendices par Barre de Saint-Venant. 3. éd. Paris: Dunod, 1864 19) BELANGER, J. b. Traité de cinématique / J. B. Bélanger. Paris : Gauthier Villars, 1864

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20) BOUR, Edm. 1. : Cinématique. 318 p. Paris : Gauthier Villars, 1865 21) DWELSHAUVERS, V. Manuel de mécanique appliquée / V. Dwelshauvers. Paris Liège : J. Baudry, 1866 22) DWELSHAUVERS, V. 1. : Cinématique. III, 214, IV, p., 12 tav.: ill.

Paris Liège : J. Baudry, 1866 23) TAFFE, A. Applications de la mécanique aux machines / A. Taffe ; 4. éd. revue, corrigée et augmentée de chapitres nouveaux par P. Boileau. 4. éd Paris: Libraire du dictionnaire des arts et manufactures, 1872 24) BOIDI, Giuseppe a. L'ingegnere meccanico costruttore, ossia corso di disegno teorico pratico delle macchine / Giuseppe A. Boidi. Torino: V. Bona, 1873 25) BOIDI, Giuseppe a. 1. : Termini usati in specie alla meccanica pratica. XVI, 427, 31 p. : ill. Torino: V. Bona, 1873 26) COLLIGNON, Edouard1. : Cinématique. IV, 504 p. : ill. Paris: Hachette et C., 187327) REULEAUX, F. Principi fondamentali di una teoria generale delle macchine / F. Reuleaux; traduzione autorizzata di Giuseppe Colombo Milano-Napoli : U. Hoepli, 1874) 28) REULEAUX, F. Teoria generale delle macchine : cinematica teorica / F. Reuleaux. S.l. : s.e., 1874 29) REULEAUX, F. Le constructeur : tables, formules, règles, calculs, tracés et renseignements pour la construction des organes de machines : aide-mémoire à l'usage des ingénieurs, constructeurs, architectes,

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mécaniciens / F. Reuleaux ; éd. franȧise publié sur la 3. éd. allemande par A. Debieze et E. Merijot. Paris: F. Savy, 1875 30) REULEAUX, Franz, 1829-1905 Cinématique : principes fondamentaux d'une théorie générales des machines / par F. Reuleaux ; traduit de l'allemand par A. Debize Paris Librairie F. Savy1877 31) DELAUNAY, Charles-eugene Cours élémentaire de mécanique théorique et appliquée / Charles-Eugene Delaunay. 9. ed. ris : Garnier frères : G. Masson, 1878 32) HABICH, E. j. Etudes cinématiquesParis: Gauthier-Villars, 1879 33) DULOS, Pascal 4. : XI, 565 p. : ill. Paris : Gauthier-Villars, 1879 34) DULOS, Pascal 5. : 254 p. : ill. Paris : Gauthier- Villars, 1883 35) FERRARO, Ernesto Sunto delle lezioni di meccanica applicata alle macchine e disegno relativo / dettate da Ernesto Ferraro ; autografate per cura dell'alunno Attilio Gallucci. Napoli: Litografia della Trinacria, <1883> 36) FERRARO, Ernesto1. : Preliminari. 207 p. : ill.In testa al front.: Napoli R. Scuola diapplicazioni per gl'ingegneri - 2. corso -Anno scolastico 188384Napoli : Litografia della Trinacria, 1884 37) FERRARO, Ernesto Sunto delle lezioni di meccanica applicata alle macchine e disegno relativo / dettate da Ernesto Ferraro e autografate da Attilio Gallucci. Napoli : Litografia della Trinacria, 1884 38) FERRARO, Ernesto2. : Esame degli elementi rigidi. 331 p. :ill. In testa al front.: Napoli - R. Scuoladi applicazioni per gl'ingegneri - 2.corso Anno scolastico 1883-84 Napoli: Litografia della Trinacria, 1884

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39) FERRARO, Ernesto 3: Esame degli elementi duttili. 223 p. :ill. In testa al front.: Napoli - R. Scuola di applicazioni per gl'ingegneri -2. corso - Anno scolastico 1883-84Napoli: Litografia della Trinacria, 1884 40) PETERSEN, Julius Kinematik : deutsche ausgabe unter mitwirkung des verfassers besorgt von R. von Fischer-Benzon / Julius Petersen. Kopenhagen: A.F.Host und sohn, 1884 41) REULEAUX, F. Le constructeur : principes, formules, tracés, tables et renseignements pour l'établissement des projets de machines, àl'usage des ingénieurs, constructeurs, architectes, mécaniciens / F. Reuleaux ; 3. éd. francise traduite de l'allemand sur la 4. éd. entièrement refondue et considérablement augmentée par A. Debize 3. éd. Paris: F. Savy, 1890 42) TESSARI, Domenico La cinematica applicata alle macchine : ad uso delle scuole d'applicazione per gli ingegneri, degli ingegneri e costruttori meccanici / Domenico Tessari. Torino : E. Loescher, 1890 43) LEONI, A. Meccanica industriale : lezioni / di A. Leoni ; raccolte per cura degli allievi G. Merlini ed A. Zani Milano : s.e., 1891-92 ( Tip. lit. G. Tenconi) 44) LEONI, Antonio Teoria di macchine : lezioni / di Antonio Leoni ; raccolte dall'allievo Gerolamo Merlini Milano: s.e., 1891-1892 45) LEONI, A. 1.: 205 p. : ill.In testa al front.: RITS. Milano: s.e., 1891-92 ( Tip. lit. G. Tenconi) 46) BOULVIN, J. 8. : Appareils de levage, transmission du travail à distance. 248, XXX p. : ill. Paris : E. Bernard et C., 1899

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47) BOULVIN, J. Cours de mécanique appliquée aux machines : professe a l'Ecole spéciale du génie civil de Gand. / J. Boulvin. 2. ed.

Paris: E. Bernard, 1906 48) BOULVIN, J. 1. : Theorie generale des mecanisme. VIII,279 p. : ill. 2. ed. Paris : E. Bernard, 1906 49) CONTALDI, Pasquale2. : Meccanica applicata, resistenza dei materiali, meccanica applicata alle macchine, trasmissioni. 342 p. Fermo : Stabilimento tipografico cooperativo, 1906 50) CONTALDI, Pasquale 2. : Meccanica applicata, resistenza dei materiali, meccanica applicata alle macchine, trasmissioni. Tavole. 44 tav. :ill. Fermo: Stabilimento tipografico cooperativo, 1906 51) PERRY, John Applied mechanics : a tretise for the use of students who have time to work experimental, numerical, and graphical exercises illustrating the subject / John Perry ; new ed. revised and enlarged. London: Cassel and C., 1907 52) CAVALLI, Ernesto Elementi di meccanica applicata alle macchine / Ernesto Cavalli. Napoli : A.Trani, 1908 53) PERRY, John Mécanique appliquée : à l'usage des élèves qui peuvent travailler éxperimentalement et faire des exercices numériques et graphiques / John Perry ; ouvrage traduit sur la neuvième édition anglaise par E. Davaux ; avec des addition et un appendice sur la mécanique des corps deformables par E. Cosserat , F. Cosserat. Paris : Librerie scientifique A. Herman et fils, 1913 54) DE BIASE, Luigi Corso di meccanica applicata alle macchine / Luigi De Biase. Napoli : V. Bestito, 1914

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55) GOUARD, E. Cours élémentaire de mécanique industrielle : principes généraux, applications, exercices pratiques / parE. Gouard et G. Hiernaux ; préface de Ferdinand Farjon. 2. éd. revue corrigée et augmentée Paris: H. Dunod et E. Pinat, 1914 56) GOUARD, E. 1. : VIII, 386 p. : ill.In testa al front.: Bibliothèque del'enseignement technique2. éd. revue corrigée et augmentée Paris: H. Dunod et E. Pinat, 1914 57) WITTENBAUER, Ferdinand Aufgaben aus der technischen Mechanik / Ferdinand Wittenbauer. 3. verbesserte auf. Berlin : J. Springer, 1918 58) BOCQUET, J. A. Corso elementare di meccanica applicata / J. A. Bocquet ; traduzione di F. Sinigaglia. 4. ed. Napoli : Libreria scientifica ed industriale Pellerano, 1919 59) DORGEOT, E. Cinématique théorique et appliquée / E. Dorgeot. Paris : H. Dunod et E. Pinat, 1919 60) RICCI, Carlo Luigi LEZIONI DI MECCANICA APPLICATA ALLE MACCHINE / RICCI CARLO LUIGI Pisa : Sindacato Nazionale Allievi Ingegneri, 1921 61) HARTMANN, G. h. Les mécanismes / G. H. Hartmann. Paris : Librairie Bailliere, 1925) 62) WITTENBAUER, Ferdinand Aufgaben aus der technischen Mechanik / Ferdinand Wittenbauer ; 5. verbesserte auf. bearbeitet von Theodor Psochl. 5. verbesserte auf. Berlin : J. Springer, 1924 63) POLI, Cino Meccanica generale ed applicata / Cino Poli. Torino: UTET, 1927

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64) POLI, Cino1. : Calcolo vettoriale, cinematica 611 p.: ill. Torino: UTET, 1927 65) JULIA, Gaston Cours de cinématique / Gaston Julia ; rédige par J. Dieudonné. Paris: Gauthier Villars, 1928 66) FOSCHI, Vittorio Esercizi meccanica applicata / Foschi Vittorio Roma : edizioni Italiane, 1943 67) FOPPL, August Vorlesungen uber technische Mechanik / August Foppl. 14 Auf. Munchen : Leibniz, 1948 68) SCOTTO LAVINA, Giovanni Applicazioni di meccanica delle macchine / Giovanni Scotto Lavina. Milano : Tamburini, 1949 69) PANETTI, M. Meccanica applicata alle macchine / M. Panetti. Torino : Libreria editrice universitaria Levrotto e Bella, s.d.

70) PANETTI, M. 3. : Flessibili. 208, III p. : ill. 4. ed. Torino: Libreria editrice universitaria Levrotto e Bella, s.d.

71) FERRETTI, Pericle Meccanica delle Macchine / Pericle Ferretti1 ed.

Napoli : Raffaele Pironti, 1952 72) PISTOLESI, E. Meccanica applicata alle macchine / E. Pistolesi. 10. ed. Firenze : A. Vallerini, 1958 73) RUBINO, Mario Meccanica applicata alle macchine / Mario Rubino. 3. ed. Milano : Principato, 1958 74) FERRETTI, Pericle1. : 440 p. : ill. Napoli : Libreria Liguori, 1960-

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75) FERRETTI, Pericle Meccanica delle macchine / Pericle Ferretti.

Napoli : Liguori, 1966 76) SCOTTO LAVINA, G. Riassunto delle lezioni di meccanica applicata alle macchine / G. Scotto Lavina. Roma : Siderea, 1970 77)

TADDEI, Mario2. : 432 p. : ill. Napoli : Liguori, 1981

78)

TADDEI, Mario3. : 318 p. : ill. Napoli : Liguori, 1981

Authors list in chronological order HACHETTE 1811 BORGNIS 1836 1864 1838 1826 GRANDS 1856 1861 1872 1868

1818

MORIN 1861 1860 1837 1861

LABOULAYE 1864 DWELSHAUVERS 1866

BELANGER

TAFFE 1872 COLLIGNON 1873 GOUPILLIERE 1874 PONCELET 1874 1876 1874 1877 RANKINE 1877 1879 1883

BABBAGE

1864

BOIDI 1873

KELLER 1874

DELAUNENAY 1878

1834

NAVIER

REDTENBACHER

BOUR

1865

HATON DE LA

REULEAUX 1875 1890

HABICH 1879

DULOS

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FERRARO 1883 1884 1891-92 MASI 1897 1907

PETERSEN 1884

BOULVIN

PERRY 1907 1913 BIASE 1914 GOUARD 1914 1919

1899 1906

CAVALLI

WITTENBAUER 1924 1928 FOPPL 1948

CONTALDI 1906

1908

BRUNELLI 1916

1958

LEONI

WEVE

GABRIEL 1911 1913

DORGEOT 1919

HARTMANN

PANETTI PISTOLESI 1961 TADDEI 1981

TESSARI 1890

1925

DE

BOCQUET

POLI 1927

FERRETTI 1960 1966

JULIA

TOLLE

Authors list in alphabetical order BABBAGE (1834) BELANGER (1873) BORGNIS (1818) BOULVIN (1899 1906) (1908)

(1864)

BOUR (1865)

BOCQUET

(1919)

BRUNELLI (1916)

COLLIGNON (1873) CONTALDI (1906 1913) DELAUNENAY (1878)

BOIDI

CAVALLI

DE BIASE (1914)

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DORGEOT (1919) DULOS (1879 1883) DWELSHAUVERS (1866) FERRARO (1883 1884) FERRETTI (1960 1966) (1914)

FOPPL (1948)

GRANDS (1856) HARTMANN (1925)

HABICH

HATON (1874)

DE LA COUPILLIERE

GABRIEL (1911)

(1879)

(1874)

LABOULAYE (1864) LEONI (1891-92) 1860 1837)

HACHETTE

JULIA

(1928)

GOUARD

(1811)

KELLER

MASI (1897) MORIN (1861

NAVIER (1836 1864 1838 1826) PETERSEN (1884)

PANETTI

PISTOLESI (1958) RANKINE (1877)

PONCELET (1874 1876 1861)

POLI (1927)

PERRY (1907 1913)

REDTENBACHER (1861 1872 1868) REULEAUX (1875 1890 1874 1877) TAFFE (1872) TADDEI (1981) TESSARI (1890) TOLLE (1961) WITTENBAUER (1924)

WEVE (1907)

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Sources for research: Naples State Archive | University Library Federico II of Naples, documents and texts from the 17th to the 20th centuries | Texts from the 17th to the 20th centuries of the Universities of the City of Rome, City of Florence, City of Turin, City of Paris | Sources for research: Sources for research: volume "THE ENGINEERING SCHOOL IN NAPLES 18111967" (edited by Giuseppe Russo, published on the occasion of the transfer of the Faculty of Engineering from Mezzocannone to the new buildings of Fuorigrotta) - extracted historical information and documents. | Publication rapporteur and Research Coordinator: Prof. Lelio Della Pietra (Mechanics Applied to Machines, Federico II, Engineering, Naples).

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BIBLIOGRAPHY. For the research we have referred to the following quotations.

PUBLICATION 2018-19,07 Bibliografia, 0A (publication numero 2018-19,01). Research Studi Universitari, Meccanica Applicata alle Macchine. Pubblicata nel magazine H Research Edition numero 2018-19. Le pubblicazioni del magazine H Research Edition dall'anno 2015 che interessano gli Studi Universitari a partire dai numeri pubblicati nell'anno 2015 faranno riferimento alle ricerche svolte nell'ambito dell'insegnamento della "Meccanica Applicata alle Macchine"; relatore e coordinatore delle ricerche svolte, il Professore Lelio Della Pietra, Università di Ingegneria Federico II di Napoli. Il nostro interesse si è rivolto in particolar modo al ritrovamento di testi didattici nei quali fossero trattati, anche se solo parzialmente, argomenti che attualmente sono considerati tipici dell'insegnamento suddetto. Nello stesso tempo abbiamo cercato di raccogliere un insieme di informazioni, dall'esame dei testi e di documenti, che consentissero di seguire l'evoluzione del suddetto insegnamento. Il confronto fra i testi è stato limitato fondamentalmente a quello del cambiamento degli argomenti contenuti negli stessi testi, senza proporsi di paragonare e valutare trattazioni diverse dello stesso argomento.

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PUBBLICATION 2018-19,06 1) Annex I and II, Directive 70/156/EEC. 2) List of Annexes Directive 2007/46/EC. 3) Annexes I Directive 78/2009/EC. 4) COUNCIL DIRECTIVE of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers (70/156/EEC).

5) COUNCIL DIRECTIVE of 29 December 1976 on the approximation of the laws of the Member States relating to roadworthiness tests for motor vehicles and their trailers ( 77/143 /EEC).

6) COUNCIL DIRECTIVE 96/96/EC of 20 December 1996 on the approximation of the laws of the Member States relating to roadworthiness tests for motor vehicles and their trailers.

7) DIRECTIVE 2009/40/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 6 May 2009 on roadworthiness tests for motor vehicles and their trailers (Recast) (Text with EEA relevance).

8) DIRECTIVE 2014/45/EU OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 3 April 2014 on periodic roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC (Text with EEA relevance).

9) DIRECTIVE 2007/46/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (Text with EEA relevance).

10) DIRECTIVE 2001/95/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 3 December 2001 on general product safety (Text with EEA relevance).

11) COUNCIL DECISION (1999/468/EC) of 28 June 1999 laying down the procedures for the exercise of implementing powers conferred on the Commission ( Three statements in the Council minutes relating to this Decision are set out in OJ C 203 of 17 June, page 1.).

12) COMMISSION REGULATION (EC) No 1060/2008 of 7 October 2008 replacing Annexes I, III, IV, VI, VII, XI and XV to Directive 2007/46/EC of the European Parliament and of the Council establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (Text with EEA relevance).

13) REGULATION (EC) No 78/2009 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 14 January 2009 on the type-approval of motor vehicles with regard to the protection of pedestrians and other vulnerable road users, amending Directive 2007/46/EC and repealing Directives 2003/102/EC and 2005/66/EC (Text with EEA relevance).

14) Commission regulation (EC) No 385/2009 of 7 May 2009 replacing Annex IX to Directive 2007/46/EC of the European Parliament and of the Council establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate

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technical units intended for such vehicles (Framework Directive) (Text with EEA relevance).

15) REGULATION (EC) No 595/2009 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC (Text with EEA relevance).

16) COMMISSION REGULATION (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council (Text with EEA relevance).

17) REGULATION (EC) No 661/2009 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 13 July 2009 concerning type-approval requirements for the general safety of motor vehicles, their trailers and systems, components and separate technical units intended therefor (Text with EEA relevance).

18) COMMISSION DIRECTIVE 2010/19/EU of 9 March 2010 amending, for the purposes of adaptation to technical progress in the field of spray-suppression systems of certain categories of motor vehicles and their trailers, Council Directive 91/226/EEC, and Directive 2007/46/EC of the European Parliament and of the Council (Text with EEA relevance).

19) Agreement on the European Economic Area. Decision 94/1/EC, ECSC on the conclusion of the agreement on the European Economic Area. Agreemento on the European Economic Area.

20) DECISION OF THE EEA JOINT COMMITTEE No 6/2012 of 10 February 2012 amending Annex II (Technical regulations, standards, testing and certification) to the EEA Agreement.

21) COMMISSION REGULATION (EU) No 371/2010 of 16 April 2010 replacing Annexes V, X, XV and XVI to Directive 2007/46/EC of the European Parliament and of the Council establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (Text with EEA relevance).

22) COMMISSION REGULATION (EU) No 183/2011 of 22 February 2011 amending Annexes IV and VI to Directive 2007/46/EC of the European Parliament and of the Council establishing a framework for the approval of motor vehicles and their trailers and of systems, components and separate technical units intended for such vehicles (Framework Directive) (Text with EEA relevance).

23) COMMISSION REGULATION (EU) No 678/2011 of 14 July 2011 replacing Annex II and amending Annexes IV, IX and XI to Directive 2007/46/EC of the European Parliament and of the Council establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (Text with EEA relevance).

24) COMMISSION REGULATION (EU) No 65/2012 of 24 January 2012 implementing Regulation (EC) No 661/2009 of the European Parliament and of the Council as regards

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gear shift indicators and amending Directive 2007/46/EC of the European Parliament and of the Council (Text with EEA relevance).

25) COMMISSION REGULATION (EU) No 1229/2012 of 10 December 2012 amending Annexes IV and XII to Directive 2007/46/EC of the European Parliament and of the Council establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (Text with EEA relevance).

26) COMMISSION REGULATION (EU) No 1230/2012 of 12 December 2012 implementing Regulation (EC) No 661/2009 of the European Parliament and of the Council with regard to type-approval requirements for masses and dimensions of motor vehicles and their trailers and amending Directive 2007/46/EC of the European Parliament and of the Council (Text with EEA relevance).

27) COMMISSION REGULATION (EU) No 143/2013 of 19 February 2013 amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EC) No 692/2008 as regards the determination of CO2 emissions from vehicles submitted to multi-stage type-approval (Text with EEA relevance).

28) COMMISSION REGULATION (EU) No 171/2013 of 26 February 2013 amending Annexes I and IX, replacing Annex VIII to Directive 2007/46/EC of the European Parliament and of the Council establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive), and amending Annexes I and XII to Commission Regulation (EC) No 692/2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (Text with EEA relevance).

29) COMMISSION REGULATION (EU) No 195/2013 of 7 March 2013 amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EC) No 692/2008 as concerns innovative technologies for reducing CO2 emissions from light passenger and commercial vehicles (Text with EEA relevance).

30) COUNCIL DIRECTIVE 2013/15/EU of 13 May 2013 adapting certain directives in the field of free movement of goods, by reason of the accession of the Republic of Croatia.

31) REGULATION (EU) No 167/2013 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 5 February 2013 on the approval and market surveillance of agricultural and forestry vehicles (Text with EEA relevance).

32) DIRECTIVE 2003/37/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 26 May 2003 on type-approval of agricultural or forestry tractors, their trailers and interchangeable towed machinery, together with their systems, components and separate technical units and repealing Directive 74/150/EEC (Text with EEA relevance).

33) REGULATION (EU) No 167/2013 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 5 February 2013 on the approval and market surveillance of agricultural and forestry vehicles (Text with EEA relevance).

34) REGULATION (EU) No 168/2013 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 15 January 2013 on the approval and market surveillance of two- or three-

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wheel vehicles and quadricycles (Text with EEA relevance).

35) ACTS ADOPTED BY BODIES CREATED BY INTERNATIONAL AGREEMENTS Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at: Regulation No 121 of the Economic Commission for Europe of the United Nations (UN/ECE) - Uniform provisions concerning the approval of vehicles with regard to the location and identification of hand controls, tell-tales and indicators [2016/18].

36) REGULATIONS REGULATION (EC) No 715/2007 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (Text with EEA relevance).

37) Commission Regulation (EC) No 692/2008 of 18 july 2018 implementing and amending Regualtion (EC) No 715/2007 of the European Parliament and of the Council on typeapproval of motor vehicles with respect to e missions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information.

(Text with EEA relevance).

38) REGULATION (EU) No 510/2011 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 11 May 2011 setting emission performance standards for new light commercial vehicles as part of the Union's integrated approach to reduce CO2 emissions from light-duty vehicles (Text with EEA relevance).

39) DIRECTIVE 2003/102/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 November 2003 relating to the protection of pedestrians and other vulnerable road users before and in the event of a collision with a motor vehicle and amending Council Directive 70/156/EEC. 40) DIRECTIVE 2005/66/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 26 October 2005 relating to the use of frontal protection systems on motor vehicles and amending Council Directive 70/156/EEC. 41) DIRECTIVE 2008/99/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 19 November 2008 on the protection of the environment through criminal law (Text with EEA relevance).

42) ECONOMIC COMMISSION FOR EUROPE INLAND TRANSPORT COMMITTEE AGREEMENT CONCERNING THE ADOPTION OF UNIFORM TECHNICAL PRESCRIPTIONS FOR WHEELED VEHICLES, EQUIPMENT AND PARTS WHICH CAN BE FITTED AND/OR BE USED ON WHEELED VEHICLES AND THE CONDITIONS FOR RECIPROCAL RECOGNITION OF APPROVALS GRANTED ON THE BASIS OF THESE PRESCRIPTIONS (Former title of the Agreement: Agreement Concerning the Adoption of Uniform Conditions of Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, done at Geneva on 20 March 1958.)

43) Text of the Mechanical Engineering Machines course, Federico II University of Naples, Italy: Renato della Volpe, Macchine, Liguori Editore, Naples, Italy 1994 (first Italian edition).

44) D. Giacosa, Endothermic Engines, Hoepli, Milan, Italy 1965.

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45) E. Weber, General Catalog - Technical Introduction, 2nd Edition, Bologna, Italy 1969.

46) R. Bosch, Automotive Handbook, 2nd Edition, SAE 1986.

47) J. Abthoff, Die neuen Vierventil-Ottomotoren fur die mittlere Baureihe von MercedesBenz, MTZ, Germany November 1992.

48) G. Goergens ed altri, Ein neuer Turbodieselmotor mit Direkteinspritzung und 1,9l Hubraum, MTZ, Germany, Marz 1992.

49) R. Della Volpe - M. Migliaccio, Notes of the lessons of Motors for Autotraction, Liguori Editori, Naples, Italy 1976.

50) P. Belardini et al., Cross-effects of modern motor technologies on pollutant emissions with reference to the new regulations, Conference on Energy and the environment: prosepttive for the 1990s, Capri, Italy 1990.

51) R. Della Volpe, engines for marine propulsion, Liguori Editore, Naples, Italy 1989.

52) G. Bella - M, Feola - V. Rocco, Devices for abatement of particulate emitted by diesel engines and simulation models, VL Congresso ATI, Cagliari, Italy 1990.

54) C. Bertoli - M. Migliaccio, The fast diesel engine for road traction, Rocco Curto Editore, Naples, Italy 1989.

56) M. Gambino - M. Migliaccio, Alternative fuels for automation, Liguori Editore, Naples, Italy 1993.

57) Text of the course of Mechanics applied to Mechanical Engineering machines, Federico II University of Naples: Angelo Raffaele Guido, Lelio Della Pietra, CUEN publisher, Naples, Italy 1991.

58) V.Marples Dynamics of Machines, McGraw-Hill Book Comp. N.Y. Toronto, London, United Kingdom, 1948.

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PUBBLICATION 2018-19,05 1) REGULATION (EC) No 842/2006 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 May 2006 on certain fluorinated greenhouse gases (Text with EEA relevance).

2) COUNCIL DECISION of 25 April 2002 concerning the approval, on behalf of the European Community, of the Kyoto Protocol to the United Nations Framework Convention on Climate Change and the joint fulfilment of commitments thereunder (2002/358/CE).

3) COMMISSION REGULATION (EC) No 1516/2007 of 19 December 2007 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, standard leakage checking requirements for stationary refrigeration, air conditioning and heat pump equipment containing certain fluorinated greenhouse gases (Text with EEA relevance).

4) COMMISSION REGULATION (EC) No 1497/2007 of 18 December 2007 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, standard leakage checking requirements for stationary fire protection systems containing certain fluorinated greenhouse gases (Text with EEA relevance).

5) COUNCIL DIRECTIVE of 27 Tune 1967 on the approximation of laws, regulations and administrative provisions relating to the classification, packaging and labelling of dangerous substances (67/548/EEC).

6) DIRECTIVE 1999/45/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 31 May 1999 concerning the approximation of the laws, regulations and administrative provisions of the Member States relating to the classification, packaging and labelling of dangerous preparations.

7) COMMISSION REGULATION (EC) No 1494/2007 of 17 December 2007 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, the form of labels and additional labelling requirements as regards products and equipment containing certain fluorinated greenhouse gases (Text with EEA relevance).

8) COMMISSION REGULATION (EC) No 303/2008 of 2 April 2008 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, minimum requirements and the conditions for mutual recognition for the certification of companies and personnel as regards stationary refrigeration, air conditioning and heat pump equipment containing certain fluorinated greenhouse gases (Text with EEA relevance).

9) COMMISSION IMPLEMENTING REGULATION (EU) 2015/2067 of 17 November 2015 establishing, pursuant to Regulation (EU) No 517/2014 of the European Parliament and of the Council, minimum requirements and the conditions for mutual recognition for the certification of natural persons as regards stationary refrigeration, air conditioning and heat pump equipment, and refrigeration units of refrigerated trucks and trailers, containing fluorinated greenhouse gases and for the certification of companies as regards stationary refrigeration, air conditioning and heat pump equipment, containing fluorinated greenhouse gases (Text with EEA relevance).

10) COMMISSION REGULATION (EC) No 304/2008 of 2 April 2008 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, minimum requirements and the conditions for mutual recognition for the certification of companies and

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personnel as regards stationary fire protection systems and fire extinguishers containing certain fluorinated greenhouse gases (Text with EEA relevance).

11) COMMISSION REGULATION (EC) No 305/2008 of 2 April 2008 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, minimum requirements and the conditions for mutual recognition for the certification of personnel recovering certain fluorinated greenhouse gases from high-voltage switchgear (Text with EEA relevance).

12) COMMISSION REGULATION (EC) No 306/2008 of 2 April 2008 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, minimum requirements and the conditions for mutual recognition for the certification of personnel recovering certain fluorinated greenhouse gas-based solvents from equipment (Text with EEA relevance).

13) COMMISSION REGULATION (EC) No 307/2008 of 2 April 2008 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, minimum requirements for training programmes and the conditions for mutual recognition of training attestations for personnel as regards air-conditioning systems in certain motor vehicles containing certain fluorinated greenhouse gases (Text with EEA relevance).

14) COMMISSION REGULATION (EC) No 308/2008 of 2 April 2008 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, the format for notification of the training and certification programmes of the Member States (Text with EEA relevance).

15) COMMISSION REGULATION (EC) No 1493/2007 of 17 December 2007 establishing, pursuant to Regulation (EC) No 842/2006 of the European Parliament and of the Council, the format for the report to be submitted by producers, importers and exporters of certain fluorinated greenhouse gases.

16) DIRECTIVE 2006/40/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 May 2006 relating to emissions from air-conditioning systems in motor vehicles and amending Council Directive 70/156/EEC (Text with EEA relevance).

17) DIRECTIVE 2008/99/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 19 November 2008 on the protection of the environment through criminal law (Text with EEA relevance).

18) REGULATION (EU) No 517/2014 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 16 April 2014 on fluorinated greenhouse gases and repealing Regulation (EC) No 842/2006 (Text with EEA relevance).

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PUBBLICATION 2018-19,04 1) REGULATION (EU) 2015/847 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 20 May 2015 on information accompanying transfers of funds and repealing Regulation (EC) No 1781/2006 (Text with EEA relevance).

2) DIRECTIVE 2007/64/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 13 November 2007 on payment services in the internal market amending Directives 97/7/EC, 2002/65/EC, 2005/60/EC and 2006/48/EC and repealing Directive 97/5/EC (Text with EEA relevance).

3) DIRECTIVE (EU) 2015/849 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 20 May 2015 on the prevention of the use of the financial system for the purposes of money laundering or terrorist financing, amending Regulation (EU) No 648/2012 of the European Parliament and of the Council, and repealing Directive 2005/60/EC of the European Parliament and of the Council and Commission Directive 2006/70/EC (Text with EEA relevance).

4) REGULATION (EU) No 648/2012 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 4 July 2012 on OTC derivatives, central counterparties and trade repositories (Text with EEA relevance).

5) DIRECTIVE 2005/60/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 26 October 2005 on the prevention of the use of the financial system for the purpose of money laundering and terrorist financing (Text with EEA relevance).

6) COMMISSION DIRECTIVE 2006/70/EC of 1 August 2006 laying down implementing measures for Directive 2005/60/EC of the European Parliament and of the Council as regards the definition of ‘politically exposed person’ and the technical criteria for simplified customer due diligence procedures and for exemption on grounds of a financial activity conducted on an occasional or very limited basis.

7) DIRECTIVE (EU) 2015/2366 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 25 November 2015 on payment services in the internal market, amending Directives 2002/65/EC, 2009/110/EC and 2013/36/EU and Regulation (EU) No 1093/2010, and repealing Directive 2007/64/EC (Text with EEA relevance).

8) ASSESSMENT OF COMPLIANCE WITH THE BASEL CORE PRINCIPLES FOR EFFECTIVE BANKING SUPERVISION. Jurisdiction: United States of America.

9) Basel Committee on Banking Supervision. Core Principles for Effective Banking Supervision. Bank for International Settlements Press & Communications CH-4002 Basel, Switzerland.

10) Directive 1999/93/EC of the European Parliament and of the Council of 13 December 1999 on a COmmunity framework for electronic signatures.

11) REGULATION (EU) No 910/2014 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 23 July 2014 on electronic identification and trust services for electronic transactions in the internal market and repealing Directive 1999/93/EC. 12) DIRECTIVE 2006/123/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 12 December 2006 on services in the internal market.

H Research Edition. ISSN 2532-5612. Publication 2018-19,00 Division edition Group HTNET www.htnetEdition.eu

PUBBLICATION 2018-19,03 1) NB-370, National Board Synopsis United States. The National Board Synopsis of Boiler and Pressure Vessel Laws, Rules and Regolations is a compilation of jurisdiction laws, rules, and regulations set forth in a concise, easy-to-read format. It features the prevailing requirements, detailed contact information, and regulatory history for each jurisdiction.

2) COUNCIL DIRECTIVE of 25 June 1987 on the harmonization of the laws of the Member States relating to simple pressure vessels ( 87 / 404 /EEC).

3) DIRECTIVE 97/23/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 29 May 1997 on the approximation of the laws of the Member States concerning pressure equipment.

4) DIRECTIVE 2009/105/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 16 September 2009 relating to simple pressure vessels (codified version) (Text with EEA relevance).

5) DIRECTIVE 2014/29/EU OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 26 February 2014 on the harmonisation of the laws of the Member States relating to the making available on the market of simple pressure vessels (recast) (Text with EEA relevance).

6) DIRECTIVE 2014/68/EU OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 15 May 2014 on the harmonisation of the laws of the Member States relating to the making available on the market of pressure equipment (recast) (Text with EEA relevance).

7) Union de Normalisation de la Mécanique, Nation France. EN 13445 "Unfired pressure vessels". Background to the rules in Part 3 Design.

8) Course clipboard Construction of Machines, Prof. ing. A. De Iorio, University of Engineering, Federico II, Naples, Italy.

9) Exercises prof. ing. Carmine Napoli.

H Research Edition. ISSN 2532-5612. Publication 2018-19,00 Division edition Group HTNET www.htnetEdition.eu

PUBBLICATION 2018-19,02 1) REGULATION (EC) No 1781/2006 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 15 November 2006 on information on the payer accompanying transfers of funds, (Text with EEA relevance).

2) DIRECTIVE 2000/46/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 18 September2000 on the taking up, pursuit of and prudential supervision of the business of electronic money institutions.

3) DIRECTIVE 2005/60/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 26 October 2005 on the prevention of the use of the financial system for the purpose of money laundering and terrorist financing (Text with EEA relevance).

4) Device of article 648 bis Criminal Code Nation Italy. Money laundering.

5) Device of article 110, Criminal Code Nation Italy. Competition in crime.

6) TITLE 18 - CRIMES AND CRIMINAL PROCEDURE PART I - CRIMES CHAPTER 95 RACKETEERING § 1956. Laundering of monetary instruments.

H Research Edition. ISSN 2532-5612. Publication 2018-19,00 Division edition Group HTNET www.htnetEdition.eu

PUBLICATION 2018-19,01 Bibliography, 0A (publication number 2018-19.01). Research University Studies, Mechanics Applied to Machines. Published in the H Research Edition magazine number 2018-19. The publications of the magazine H Research Edition from the year 2015 that interest University Studies starting from the numbers published in the year 2015 will refer to the research carried out in the field of teaching the "Mechanics Applied to Machines"; speaker and coordinator of the research carried out, Professor Lelio Della Pietra, University of Engineering Federico II of Naples. Our interest was particularly directed to the retrieval of didactic texts in which the topics that are currently considered typical of the aforementioned teaching were treated, even if only partially. At the same time we tried to collect a set of information, from the examination of texts and documents, which would allow to follow the evolution of the aforementioned teaching. The comparison between the texts was fundamentally limited to the change of the topics contained in the texts themselves, without proposing to compare and evaluate different treatments of the same subject.