25. The expert from Global NCAP, stated that L7 category of vehicles were becoming more popular and frequent on roads, and that, it was probable that they become popular in emerging markets as well. He urged that these vehicles be designed to perform adequately in frontal and side impacts tests, as well as pedestrian protection tests. He reminded GRSP of the low-rate crash test results of four L7 vehicles that had been displayed on the grounds of the Palais de Nations (see ECE/TRANS/WP.29/1126, para. 86). The expert from France stated that the actual number of these kinds of vehicles in his country was still low (0.5 per cent). He suggested fixing priorities and identifying the main areas to be addressed in parallel with other types of vehicles. The expert from Australia informed GRSP that his country had decided that there should be minimum crashworthiness requirements for L6 and L7 vehicles. He added that his country did not adopted the L6 and L7 vehicle categories into its national law, which means these vehicles were classified as M1 category of vehicles and were required to meet the national standards applied to passenger cars, including crashworthiness standards. He concluded that as a result, there were very few L6 and L7 vehicles in Australia. The expert from the Republic of Korea reminded GRSP of the presentation he had given during the May 2017 session of GRSP (see ECE/TRANS/WP.29/GRSP/61, para. 31), on a plan for implementing safety requirements of micromobility. However, he clarified that, according to the plan, crashworthiness requirements would be covered by the Korean NCAP. The expert from CI supported the statement from Global NCAP and reminded GRSP about the recommendation made by the World Forum at its June 2017 session (see ECE/TRANS/WP.29/1141, para. 41) on the need to address roadworthiness issue related to this category of vehicles, especially frontal collision. Finally, GRSP agreed to resume discussion on this subject at its May 2018 session.