The group agreed not to re-write the provisions from scratch, and to continue the revision of the provisions based on document SDWEE-02-07-Rev.3. It was considered helpful that clear conclusions are stated about each provision.

Paragraph 7.8.3.:

The experts commented the technical provisions provided by document SDWEE-06-04-Rev.1 on emergency lighting.

It was pointed out that adding a battery for such an improbable event is too challenging. In addition, it was considered not relevant as there is no reason why the main battery would have failed at the time of an accident. Hence the group recommended to connect the emergency lighting circuit directly to the main vehicle battery.

Sensing the decelerations was also recognized very challenging, even if there is a dynamic driving help like EVSC.

It was proposed to simply require that all the interior lights are automatically switched on. Yet in this case, the requirement of 90 minutes illumination would be also quite challenging. It was proposed to limit this time to 30 minutes as a more reasonable value. The use of LED (low consumption) could help, taking into account that this technology is however still under development: their light is very concentrated and needs to be slightly spread for fulfilling the current requirements.

Another, opposite, approach was proposed per making the emergency exit self-illuminated (frame illuminated by some LED band). This was considered however over-demanding, becauseemergency windows are used only when the vehicle is standing on its wheels and in this case there are at least two other possibilities for escaping. HUN was keen that the emergency hatches and the emergency exit at the rear face of the vehicle be illuminated.

It was mentioned that lighting uniformity is as important as the amount of light in order to avoid the eyes to always adapt to a new illumination level when moving along the gangway. In addition, the situation when there is no lighting at all anymore should be addressed, i.e. when photo-luminescent systems are the only ones remaining.

The situation of the vehicle being on its side was addressed as well. The lighting of the emergency exits was considered already enough as a 1st step. A 2nd step could be the illumination of the paths when the vehicle is standing, and a 3rd step, in the case the vehicle is lying on any of the sides.

PL was keen that the emergency switch of UN R36, intended to reduce the risk of fire after the vehicle has come to a standstill, be re-introduced in UN R107, with proper anti-misuse provisions. The provisions in UN R36 however date 30 years and the society evolved a lot during this time.

Industry was keen to have the opportunity for a further revision of the text and the consideration of the necessity for transitional provisions before the group makes a final decision on the requirements for the emergency lighting. It was then decided to review the document SDWEE-06-04-Rev.1 at a next meeting (see item 6 below).