Proposal to

1. Establish terms and definitions to enable differentiation of “centre-steer vehicles” and “side-steer vehicles” (paragraphs 12.7. to 12.9.), and
2. to ensure that the indirect vision provides the driver with adequate view in both vehicle designs.

Proposal to align UN R122 to technological progress concerning the use of radiation warmers in electric vehicles. The radiation warmer is expected to increase energy efficiency of EV and is also able to prevent the sharp reduction of All Electric Range (AER).

Proposal to align UN R43 with provisions in GTR 6 concerning the exemption of possible opaque obscuration areas from Zone I of the test area on the windscreen of M₂, M₃ and N categories of vehicles.

Proposal to align the three UN Regulations resulting from the split of UN R116 with regard to their references to UN R10 on electromagnetic compatibility.

Proposal to align the reference to UN R10 (electromagnetic compatibility) resulting from the split of UN R116 into three regulations with the current series.

Proposal to allow additional checks on passive safety at the national level when conducting tests of a complete vehicle (such as checking for damage to seat mounts, objects presenting injury risks in the residual space, and operability of hatches).

Proposal to amend definitions in RE.3 taking into account new technical developments for heavy duty vehicles and battery electric cars.

Proposal from the VRU-Proxi informal group to introduce an alternative method for assessment of the frontal visible volume to address future cab designs with narrower distances between A pillars. The current measurement method is dependent on the position of the A pillar. The alternative method is independent of the cab design and would be available for use at the manufacturer’s discretion.

Proposal from the EDR/DSSAD informal group to revise and clarify the acceleration data accuracy for the lateral and longitudinal acceleration data elements and introduce procedures to verify compliance of the acceleration data with the acceleration sensor accuracy specifications. The proposal is based on the following considerations:

1. There are multiple ways in which the acceleration data accuracy tolerance can be applied. This can potentially lead to different interpretations when applied by type-approval authorities. For clarity, the accuracy tolerance is specified as “+/- 10 per cent of the full range of the accelerometer used in the ECU containing the EDR function”.
2. The proposal enables a component test (including a time-shifting algorithm to address differences in sampling rates between an EDR and bench test) to address difficulties in verifying acceleration sensor accuracy under vehicle crash tests.
3. The proposal adds a footnote to clarify that the manufacturer has discretion (option) over the format for lateral acceleration data in rollover event because such data is not recorded using the lateral airbag deployment sensors.
4. The proposal adds Annex 6 on the verification procedure with an illustration of the tolerance corridor for lateral and longitudinal acceleration.

Proposal from the EDR/DSSAD informal group to revise and clarify the acceleration data accuracy for the lateral and longitudinal acceleration data elements and introduce procedures to verify compliance of the acceleration data with the acceleration sensor accuracy specifications. The proposal is based on the following considerations:

1. There are multiple ways in which the acceleration data accuracy tolerance can be applied. This can potentially lead to different interpretations when applied by type-approval authorities. For clarity, the accuracy tolerance is specified as “+/- 10 per cent of the full range of the accelerometer used in the ECU containing the EDR function”.
2. The proposal enables a component test (including a time-shifting algorithm to address differences in sampling rates between an EDR and bench test) to address difficulties in verifying acceleration sensor accuracy under vehicle crash tests.
3. The proposal adds a footnote to clarify that the manufacturer has discretion (option) over the format for lateral acceleration data in rollover event because such data is not recorded using the lateral airbag deployment sensors.
4. The proposal adds Annex 6 on the verification procedure with an illustration of the tolerance corridor for lateral and longitudinal acceleration.

Proposal from the EDR/DSSAD informal group to revise and clarify the acceleration data accuracy for the lateral and longitudinal acceleration data elements and introduce procedures to verify compliance of the acceleration data with the acceleration sensor accuracy specifications. The proposal is based on the following considerations:

1. There are multiple ways in which the acceleration data accuracy tolerance can be applied. This can potentially lead to different interpretations when applied by type-approval authorities. For clarity, the accuracy tolerance is specified as “+/- 10 per cent of the full range of the accelerometer used in the ECU containing the EDR function”.
2. The proposal enables a component test (including a time-shifting algorithm to address differences in sampling rates between an EDR and bench test) to address difficulties in verifying acceleration sensor accuracy under vehicle crash tests.
3. The proposal adds a footnote to clarify that the manufacturer has discretion (option) over the format for lateral acceleration data in rollover event because such data is not recorded using the lateral airbag deployment sensors.
4. The proposal adds Annex 6 on the verification procedure with an illustration of the tolerance corridor for lateral and longitudinal acceleration.

1. Proposal from the EDR/DSSAD informal group to provide guidance on specification for EDR used in medium and heavy vehicles with regard to the minimum collection, storage, and crash survivability of crash-event data. The performance elements do not include specifications for data retrieval tools and methods which are subject to national or regional requirements.
2. The purpose of these performance elements is to ensure that EDR record, in a readily usable manner, data valuable for effective crash investigations and for analysis of safety equipment performance. These data elements aim to improve understanding of the circumstances in which crashes and injuries occur and facilitate the development of safer vehicle designs. In this context, crashes should be understood as involving property damage and/or personal harm, including that of vulnerable road users involved in the events.
3. Contracting Parties may but are not required to make EDR requirements mandatory for M₂, M₃, N₂ and N₃ vehicles.

1. Proposal from the EDR/DSSAD informal group to enable the type approval of medium and heavy vehicles with regard to the minimum collection, storage, and crash survivability of crash-event data of their event data recorders. The performance elements do not include specifications for data retrieval tools and methods which are subject to national or regional requirements.
2. The purpose of these performance elements is to ensure that EDR record, in a readily usable manner, data valuable for effective crash investigations and for analysis of safety equipment performance. These data elements aim to improve understanding of the circumstances in which crashes and injuries occur and facilitate the development of safer vehicle designs. In this context, crashes should be understood as involving property damage and/or personal harm, including that of vulnerable road users involved in the events.
3. Contracting Parties may but are not required to make EDR requirements mandatory for M₂, M₃, N₂ and N₃ vehicles.

Proposal to introduce provisions for exterior rearview mirrors fixed to the protective housing.

Proposal to consider exploring possibilities for ensuring reliable and robust mileage values as generated by and stored in vehicles (and/or elsewhere).

Proposal from the EDR/DSSAD informal group to amend the text of their proposal for guidelines on EDR data elements for heavy vehicles.

Revisions from the EDR/DSSAD informal group to their proposal for a new UN Regulation on EDR for heavy vehicles.

Proposal for editorial corrections to Annexes 2a and 2b.

Proposal to align UN R43 with provisions in GTR 6 concerning the exemption of possible opaque obscuration areas from Zone I of the test area on the windscreen of M₂, M₃ and N categories of vehicles. This proposal updates and supersedes document GRSG/2023/7.

Proposal to correct a reference in the draft Supplement 11 to the 01 series of amendments to the “Test Area B defined in Annex 18”, which actually is meant to refer to Annex 21.

Proposal to amend the draft text to introduce provisions for radiant warmers into the regulation.

Draft proposal from the FVA informal group for a new UN Regulation on uniform technical provisions concerning the approval of a vehicle with regard to its Field of Vision Assistant (FVA).

Proposal from the VRU-Proxi informal group to amend provisions concerning “temporarily modified view” for “automatic change of view” and deletion of related provisions under “deactivation” in order to allow systems providing enhanced visibility during manoeuvres. Additional proposal to permit temporary obstruction of view subject to conditions.

Proposal to clarify permissibility of folding camera-monitor systems, including conditions for warnings to driver.

Proposal to add illustrations and editorial improvements to the original proposal in document GRSG/2023/16.

Proposal to remove provisions for the verification of the acceleration data accuracy that require lead time for implementation. Specifically, lateral acceleration in rollover events are not recorded using the same sensors as used for lateral air bag deployments. A separate document proposes to include these verification procedures via a new series of amendments rather than as a supplement.

Proposal to introduce a new component-level verification procedure for acceleration sensor accuracy with a two-year transitional period to allow for implementation.

Proposal to remove provisions for the verification of the acceleration data accuracy that require lead time for implementation. Specifically, lateral acceleration in rollover events are not recorded using the same sensors as used for lateral air bag deployments. A separate document proposes to include these verification procedures via a new series of amendments rather than as a supplement.

Proposal from Germany on behalf of the GRSG task force on UN R46 to address surveillance cameras under UN R61 (while removing related provisions from UN R46).

Proposal submitted by Germany on behalf of the GRSG task force on UN R46 to address surveillance cameras/mirrors under UN R26 (while removing related provisions from UN R46 on indirect vision).

Proposal from the VRU-Proxi informal group to introduce an alternative method for assessment of the frontal visible volume to address future cab designs with narrower distances between A pillars. The current measurement method is dependent on the position of the A pillar. The alternative method is independent of the cab design and would be available for use at the manufacturer’s discretion.

Proposal to define a Subsection Frontal Visible Volume within the area of greatest risk with the aim of ensuring that VRUs directly in front of the vehicle cannot be in a blind spot between direct vision and indirect vision.

Proposal from the VRU-Proxi informal group to amend provisions concerning “temporarily modified view” for “automatic change of view” and deletion of related provisions under “deactivation” in order to allow systems providing enhanced visibility during manoeuvres. Additional proposal to permit temporary obstruction of view subject to conditions.

Proposal to clarify the need to have a support device for centre axle trailers, independent of the type of coupling device.

Proposal from the GRSG task force on UN R46 to

• clarify the diameter of the impact test rig,
• introduce provisions for centre-steered vehicles and corresponding magnification factors and for frameless outside mirrors,
• clarify the possibility of having foldable camera wings,
• exclude Class I CMS camera (mounted on the roof of the vehicle) from the impact test,
• clarify impact positions for the pendulum test,
• remove provisions for surveillance cameras (to be covered under UN R26 and UN R61),
• replace references to “mirror” with “indirect vision device”,
• clarify markings for devices capable of displaying more than one field of vision, and
• clarify positioning of pure Class I CMS.

Proposal to mandate the task force to develop a draft regulatory proposal to amend UN Regulation No. 39, or any other regulatory proposal, with regard to speedometer and odometer equipment including its installation, in respect of mileage values processing.

Proposal to delete the reference to “direct vision” in the paragraph regarding equivalency of approvals under UN R125 to avoid confusion due to its usage in both UN R167 and UN R125.

Informational document from the EDR/DSSAD informal group describing potential items for consideration in further work on light and heavy vehicle EDR provisions.

Proposal to improve accessibility of buses, especially to users of mobility support devices, and improve convenience to promote use of public transport, addressing

• Identification of the bus from the bus stop
• Identification of the entry door
• Bus access: ramp, handrails, safety, etc.
• Identification of the different dedicated spaces: wheelchair area, pram area, reserved seats, space for assistance dogs
• The safety while traveling: wheelchair stability, protection of seated passengers, etc.
• Communication with driver, outside and inside the bus
• Identification of the exit door
• Bus exit: ramp, handrails, safety, etc., and
• To address different situations: wheelchair users, parents with prams or pushchairs, visually impaired passengers, users of other mobility support devices, etc.

Proposal to introduce options to fulfil marking requirements in cases where more than one Regulation applies (e.g. avoid duplicating the E-Marking).

Proposal to introduce options to fulfil marking requirements in cases where more than one Regulation applies (e.g. avoid duplicating the E-Marking).

Proposal for amendments pursuant to the introduction of a headform impact test.

Information document to inform GRSG of the proposal to introduce provisions for the specifications and calibration procedure of the 3-D “H”-point machine and the procedure for determining the “H”-point and the actual torso angle for seating positions in motor vehicles, to be used in all referenced UN Regulations and GTR. The proposal will be formally considered by GRSP in December 2023.

Editorial correction to the French version of the Regulation.

Proposal from the GRSG task force on UN R46 to

• clarify the diameter of the impact test rig,
• introduce provisions for centre-steered vehicles and corresponding magnification factors and for frameless outside mirrors,
• clarify the possibility of having foldable camera wings,
• exclude Class I CMS camera (mounted on the roof of the vehicle) from the impact test,
• clarify impact positions for the pendulum test,
• remove provisions for surveillance cameras (to be covered under UN R26 and UN R61),
• replace references to “mirror” with “indirect vision device”,
• clarify markings for devices capable of displaying more than one field of vision, and
• clarify positioning of pure Class I CMS.

Proposal to modify the definitions of the “external original surface” of the vehicle and the “impact point” relative to the hammer.

Proposal from the VRU-Proxi informal group to amend its formal proposal to introduce an alternative method for assessment of the frontal visible volume to address future cab designs with narrower distances between A pillars.

Proposal to enable EDR approval for vehicles between 8-12t under UN R160 subject to additional verifications.

Proposal to require a support device for centre axle trailers, independent of the type of coupling device.

Supersedes official document ECE/TRANS/WP29/GRSG/2023/13