18. The expert from the United Kingdom introduced a presentation (GRSG-127-34-Rev.1) that on a revised proposal (ECE/TRANS/WP.29/GRSG/2024/6, amended by GRSG-127-07) to define a subsection frontal visible volume within the area of greatest risk, which aims to ensure that VRUs directly in front of the vehicle cannot be in a blind spot between direct and indirect vision. The expert from EC clarified that ECE/TRANS/WP.29/GRSG/2024/6 and GRSG-127-07 had been discussed by IWG VRU and that unanimous endorsement had not been reached. The expert from Germany noted that the volume approach excessively affected the design geometry of the vehicle. He suggested that vehicle elongated cabin could improve visibility of VRU and the safety approach should not include only visibility but also the General Safety Regulation of the European Union ((EU) 2019/2144) and passive safety provisions (e.g. UN Regulation No. 29 (Cabs of commercial vehicles)). The expert from EC clarified that the solution provided a cost-adequate response to the problem and other systems could compensate the volume approach. He added that WP.29 had adopted the UN Regulation to improve visibility, and possible test voids should be compensated. The expert from Sweden could agree with the proposal from the United Kingdom if appropriate transitional provisions were provided to allow manufacturers to mitigate costs. The expert from OICA supported the view of the experts from Germany and Sweden, and argued that manufactures had already started to redesign cabins. Therefore she requested longer transitional provisions (2031 for new approvals and 2041 for new registered vehicles). The expert from Germany proposed the use of sensors to detect VRU as an alternative. The expert from the United Kingdom stated that the proposal from the expert from OICA was not acceptable. Instead it was urgent to accept his proposal to indicate the way forward for manufacturers. He also added that the UN Regulation and the proposal itself were based on eye contact, giving the driver the possibility to see VRU. The expert from the Netherlands supported the proposal from the United Kingdom including the transitional provisions and urged the adoption of the proposal. In the spirit of compromise, GRSG agreed on the following transitional provisions: 1 September 2031 for new approvals and 1 September 2036 for new registrations. Finally, GRSG adopted ECE/TRANS/WP.29/GRSG/2024/6, as amended by annex V to this report. The secretariat was requested to submit the proposal as 01 series of amendments to UN Regulation No. 167 for consideration and vote at the November 2024 sessions of WP.29 and AC.1.

18. The expert from the United Kingdom introduced a presentation (GRSG-127-34-Rev.1) that on a revised proposal (ECE/TRANS/WP.29/GRSG/2024/6, amended by GRSG-127-07) to define a subsection frontal visible volume within the area of greatest risk, which aims to ensure that VRUs directly in front of the vehicle cannot be in a blind spot between direct and indirect vision. The expert from EC clarified that ECE/TRANS/WP.29/GRSG/2024/6 and GRSG-127-07 had been discussed by IWG VRU and that unanimous endorsement had not been reached. The expert from Germany noted that the volume approach excessively affected the design geometry of the vehicle. He suggested that vehicle elongated cabin could improve visibility of VRU and the safety approach should not include only visibility but also the General Safety Regulation of the European Union ((EU) 2019/2144) and passive safety provisions (e.g. UN Regulation No. 29 (Cabs of commercial vehicles)). The expert from EC clarified that the solution provided a cost-adequate response to the problem and other systems could compensate the volume approach. He added that WP.29 had adopted the UN Regulation to improve visibility, and possible test voids should be compensated. The expert from Sweden could agree with the proposal from the United Kingdom if appropriate transitional provisions were provided to allow manufacturers to mitigate costs. The expert from OICA supported the view of the experts from Germany and Sweden, and argued that manufactures had already started to redesign cabins. Therefore she requested longer transitional provisions (2031 for new approvals and 2041 for new registered vehicles). The expert from Germany proposed the use of sensors to detect VRU as an alternative. The expert from the United Kingdom stated that the proposal from the expert from OICA was not acceptable. Instead it was urgent to accept his proposal to indicate the way forward for manufacturers. He also added that the UN Regulation and the proposal itself were based on eye contact, giving the driver the possibility to see VRU. The expert from the Netherlands supported the proposal from the United Kingdom including the transitional provisions and urged the adoption of the proposal. In the spirit of compromise, GRSG agreed on the following transitional provisions: 1 September 2031 for new approvals and 1 September 2036 for new registrations. Finally, GRSG adopted ECE/TRANS/WP.29/GRSG/2024/6, as amended by annex V to this report. The secretariat was requested to submit the proposal as 01 series of amendments to UN Regulation No. 167 for consideration and vote at the November 2024 sessions of WP.29 and AC.1.

18. The expert from the United Kingdom introduced a presentation (GRSG-127-34-Rev.1) that on a revised proposal (ECE/TRANS/WP.29/GRSG/2024/6, amended by GRSG-127-07) to define a subsection frontal visible volume within the area of greatest risk, which aims to ensure that VRUs directly in front of the vehicle cannot be in a blind spot between direct and indirect vision. The expert from EC clarified that ECE/TRANS/WP.29/GRSG/2024/6 and GRSG-127-07 had been discussed by IWG VRU and that unanimous endorsement had not been reached. The expert from Germany noted that the volume approach excessively affected the design geometry of the vehicle. He suggested that vehicle elongated cabin could improve visibility of VRU and the safety approach should not include only visibility but also the General Safety Regulation of the European Union ((EU) 2019/2144) and passive safety provisions (e.g. UN Regulation No. 29 (Cabs of commercial vehicles)). The expert from EC clarified that the solution provided a cost-adequate response to the problem and other systems could compensate the volume approach. He added that WP.29 had adopted the UN Regulation to improve visibility, and possible test voids should be compensated. The expert from Sweden could agree with the proposal from the United Kingdom if appropriate transitional provisions were provided to allow manufacturers to mitigate costs. The expert from OICA supported the view of the experts from Germany and Sweden, and argued that manufactures had already started to redesign cabins. Therefore she requested longer transitional provisions (2031 for new approvals and 2041 for new registered vehicles). The expert from Germany proposed the use of sensors to detect VRU as an alternative. The expert from the United Kingdom stated that the proposal from the expert from OICA was not acceptable. Instead it was urgent to accept his proposal to indicate the way forward for manufacturers. He also added that the UN Regulation and the proposal itself were based on eye contact, giving the driver the possibility to see VRU. The expert from the Netherlands supported the proposal from the United Kingdom including the transitional provisions and urged the adoption of the proposal. In the spirit of compromise, GRSG agreed on the following transitional provisions: 1 September 2031 for new approvals and 1 September 2036 for new registrations. Finally, GRSG adopted ECE/TRANS/WP.29/GRSG/2024/6, as amended by annex V to this report. The secretariat was requested to submit the proposal as 01 series of amendments to UN Regulation No. 167 for consideration and vote at the November 2024 sessions of WP.29 and AC.1.