Proposal to introduce provisions for driver-initiated automated lane-change systems (Category C ASCF) and for automated emergency steering functions (ESF). This proposal includes amendments the annex on complex electronic systems (Annex 6), in particular, to require auditing of the methodologies used to ensure system safety at both concept and system level. The concept level specifically requires consideration of interaction with other vehicle systems.

Proposal to allow the use of the flashing electronic stability control (ESC) tell-tale to indicate the intervention of a corrective steering function (CSF) in cases where the CSF is controlled by the ESC (or other vehicle stability function) system. Outside such cases, CSF interventions are indicated by a continuous optical signal displayed for the duration of the intervention.

Proposal for editorial improvements, including to update a cross-reference in paragraph 3.4. to read “3.1.2” pursuant to the earlier division of paragraph 3.1 into separate paragraphs 3.1.1. and 3.1.2.

Proposal to

1. delete redundant provisions (paragraphs 2.2. and 2.2.1.) in favor of paragraph 5.2.2.13. which requires all O4 trailers to be equipped with Anti-lock Braking Systems (ABS) of Category A.
2. clarify exemptions from electronic stability control requirements, and
3. enable the verification of sufficient movement of the balancer without having to take measurements underneath the trailer.

Proposal to enable activation of the ESC optical symbol in cases of a corrective steering function intervention when the CSF intervention is activated under the control of an ESC system. The aim is to avoid separate requirements for brake-actuated and steering-actuated vehicle stability functions (VSF) that would lead to two optical warnings where only one is necessary. This would enable use of the ESC intervention tell-tale for CSF steering intervention.

Extensive changes to UN R51 as developed mainly by the informal working group on Additional Sound Emission Provisions (ASEP II), but including further proposals submitted through GRB. All of these proposals were consolidated by GRB during its September 2017 session in Annex II to the session report. GRB intends to hold a final review of the changes, including whether they constitute a new series of amendments, during its January 2018 session, (i.e., prior to the March 2018 WP.29 session that will consider this document). The draft changes include proposals to

1. amend the scope to be design-neutral and reflect the driving situations covered by the Regulation;
2. highlight that ASEP apply to vehicles and their electric sound enhancement systems such as the Audible Vehicle Alert System (AVAS) and silencers equipped with an active cancelling system
3. update the “backfire” assessment procedure; and
4. clarify the gear ratio anchor point in Annex 7 as defined via Annex 3
5. Paragraph 1: The scope was originally drafted for the Annex 3 test which refers to normal urban driving. A proposed additional sentence covers the intention of Annex 7.
6. Paragraph 2.8.1.: Adopt the wording from standard ISO 362-1:2015 for clarity. If an electric motor is not operational during the type approval tests, then its power must not contribute to the calculation of the power to mass ratio (PMR).
7. Paragraph 2.24., table: Amendments regarding paragraph 2.2.7.4. of Annex 3 because paragraph 2.2.7.4. is new. Amendments also for line BB’ to reflect that the measurement will not end after line BB’. For the speeds vAA’, vBB’ and vPP’, a wrong reference coming from ISO was corrected.
8. Paragraph 2.27.: A new definition of “kickdown” was introduced since this term is used in this Regulation. With a large variety of products, it is unclear what “kickdown” exactly means. This definition is a design neutral approach and reflects the intention of Annex 3 and Annex 7.
9. Paragraph 2.28.: Prevention of downshift is a legal measure to ensure that the vehicle can be tested within the test conditions as specified by this Regulation.
10. Paragraph 3.3.: Deletion of meaningless sentence given the requirement that the vehicles have to be loaded in order to be able to achieve the urban driving conditions as described in paragraph 3.1.2.2. of Annex 3. The sentence has similarly already been deleted in Regulation (EU) No. 540/2014.
11. Paragraph 6.2.3.: Amend paragraph 11.6 to exempt vehicles with a serial hybrid drive train until July 2022 from ASEP since these vehicles do not have the internal combustion engine running within the control range of Annex 7 and therefore cannot yield valid test results.
12. Annex 1, Appendix 1: For the test method according to 3.1.2.1 the pre-acceleration length may differ per gear ratio. In this case, it is necessary to report the pre-acceleration length per gear ratio.
13. Annex 1, Appendix 2: Missing elements of the information document have been added, namely “0.2. type” and “3.2.6. pressure charger(s)”.
14. Annex 3, paragraph 2.1.: Lower temperatures will lead to slightly higher test results due to an increased tyre rolling sound. Thus, testing at lower temperatures will be a disadvantage for the manufacturer. If for practical reasons the manufacturer wishes to carry out tests at lower temperatures, this shall be accepted by the type approval authority.
15. Annex 3, paragraph 2.2.1.: For M1 and N1, the current provision has led to ambiguities about its meaning. The proposed new sentence clarifies the meaning. Further, the tolerances are broadened, as research shows, that the impact of the test mass can be neglected in a wide range. For M2, M3, N2 and N3, the current provision has led to ambiguities about its meaning. The proposed new sentence clarifies the meaning. If the test mass of the vehicle is equal to the target mass, the target mass shall be achieved with a tolerance of ±5 per cent according to equation (2) in paragraph 2.2.7.1. of Annex 3. Consequently this has to be valid also for the test mass mt. If the test mass of the vehicle is lower than the target mass according to equation (12) and (13) in paragraph 2.2.7.1. of Annex 3, the test mass shall be achieved with a tolerance of ±5 per cent. Concerning M2 and M3, for clarification and to avoid misunderstanding, the loading conditions for complete vehicles of category M2 (M > 3,500 kg) and M3 were aligned with the requirements for incomplete vehicles of category M2 (M > 3,500 kg) and M3. As a consequence, vehicles of category M2 (M ≤ 3,500 kg) have to be added to the table and their test mass requirement has to be aligned with those of vehicles of category M1 and N1.
16. Annex 3, paragraph 2.2.6.: add conditioning provisions for exhaust systems containing fibrous materials,
17. Annex 3, paragraph 2.2.7.1.: See the above justification for M2, M3, N2 and N3 in paragraph 2.2.1.
18. Annex 3, paragraph 2.2.7.4.: If a manufacturer does not produce vehicles with two axles only, he is not able to calculate the right test mass for his vehicles with more than two axles. For calculating the test mass, a vehicle with two axles has to be put on a scale to measure the unladen front axle load, mfa load unladen, and the unladen rear axle load, mra load unladen, for being able to calculate munladen as given in formula (3) of paragraph 2.2.7.1. of Annex 3. In addition, a new paragraph provides a procedure for calculating the test mass of a virtual vehicles with two axles, based on an existing vehicle with more than two axles, when a vehicle with two axles is physically not available to be put on a scale.
19. Annex 3, paragraph 3.1.2.1.: Proposal to extend the measurement to a position where misfiring is detectable. A redundant sentence is deleted per paragraph 2.2.4.
20. Annex 3, paragraph 3.1.2.1.4.1.(d): Clarify gear usage where one gear ratio is above 2 m/s² and the other below a_urban.
21. Annex 3, paragraph 3.1.2.1.4.1.: Clarify the proper setup for testing for vehicles with very short gear ratios.
22. Annex 3, paragraph 3.1.2.1.4.3.: Introduction of specifications for vehicles with only one gear ratio.
23. Annex 3, paragraph 3.1.2.1.5.: Simplify testing. With a fixed vehicle length, it is not necessary to adjust the test equipment (light barriers, pylons) for each vehicle.
24. Annex 3, paragraph 3.1.2.2.1..: Clarify the gear ratio selection procedures,
25. Annex 3, paragraph 3.2.3.: Reference correction
26. Annex 3, paragraph 3.2.5.3.: Reference correction
27. Annex 4, paragraph 1.: The performance of the fibrous material can be checked by completely removing the fibrous material. This reintroduces an option removed when Annex 5 of the 02 series of amendments was revised.
28. Annex 6, paragraph 2.1.: Proposal to simplify and clarify CoP. During the conformity of production procedures, neither the vehicle nor tyres will have a proper preconditioning. In many cases, the vehicles are foiled and parts may be missing as theft protection. It is very unlikely that the vehicles will have already the same performance as the type approval vehicle. This provision adopts the specifications from the revised ASEP provisions (Informal document GRB-65-26, Annex 7, para. 1). In addition, the range of masses was broadened in the same way as proposed for type approval.
29. Annex 6, paragraph 3.: Reference correction.

Proposal to delete a description of the L₄ vehicle category (motorcycles with a side car) from Annex 3 to Regulation No. 41. These vehicles fall under the scope of UN R9, having been removed from the scope of UN R41 as of the 04 series of amendments.

Proposal to replace the term “roof” with the term “ceiling” throughout the text pursuant to Supplement 1 to the 02 series of amendments which modified the definition of “interior compartment” (previously “passenger compartment”) in paragraph 2.2. The definition replaced the term “roof” by “ceiling” in reference to the upper boundary surface of the compartment definition; however, the change in terminology was not reflected throughout the rest of the text. This proposal corrects that omission.

Proposal to replace the term “roof” with the term “ceiling” throughout the text pursuant to Supplement 1 to the 02 series of amendments which modified the definition of “interior compartment” (previously “passenger compartment”) in paragraph 2.2. The definition replaced the term “roof” by “ceiling” in reference to the upper boundary surface of the compartment definition; however, the change in terminology was not reflected throughout the rest of the text. This proposal corrects that omission.

Proposal to harmonize the requirements on Compressed Natural Gas (CNG) and/or Liquefied Natural Gas (LNG) vehicles of UN Regulation No. 110 with those of the international standard ISO 11439:2013.

Proposal to

1. augment the provisions to address the needs of persons with reduced mobility by improving accommodations for wheelchair users and for persons who are visually and/or hearing impaired, and
2. replace the prohibition against the use of reinforced insulation for trolleybus circuits directly connected to the overhead power line with a requirement that such circuits shall be double insulated.

Proposal to replace the prohibition against the use of reinforced insulation for trolleybus circuits directly connected to the overhead power line with a requirement that such circuits shall be double insulated. Please note that the linked document should read “Supplement 2” in place of “Supplement 6” per notification by the WP.29 secretariat.

Proposal to replace the prohibition against the use of reinforced insulation for trolleybus circuits directly connected to the overhead power line with a requirement that such circuits shall be double insulated.

Proposal to

1. introduce new safety provisions with regard to LPG systems having hydraulic interconnections with the petrol or diesel fueling system through which inter-flows of fuels may occur,
2. establish procedures for the approval of non-seamless gas tube(s), gas tube(s) made of materials other than copper, stainless steel, and steel with corrosion-resistant coating, and their couplings in Liquefied Petroleum Gas (LPG) vehicles provided they can withstand the applicable tests according to Annex 15, and
3. require marking or other means of approval identification on accessories of the container (multivalve or, when approved separately, pressure relief valve (discharge valve) and pressure relief device).

Proposal to correct the omission of Class VII devices from the communication form described under Annex 3 of the regulation.

Proposal to correct the omission of Class VII devices from the communication form described under Annex 3 of the regulation.

Proposal to align UN R43 with GTR 6 and UN R125 with regard to the aiming positions of the driver’s eyes. This proposal corrects inconsistencies introduced during the transposition of GTR 6 into UN R43.

Proposal to correct references to Regulations Nos. 30 and 54 following renumbering of paragraphs in these regulations.

Proposal to enable activation of the ESC optical symbol in cases of a corrective steering function intervention when the CSF intervention is activated under the control of an ESC system. The aim is to avoid separate requirements for brake-actuated and steering-actuated vehicle stability functions (VSF) that would lead to two optical warnings where only one is necessary. This would enable use of the ESC intervention tell-tale for CSF steering intervention.

Proposal to expand the scope of UN R90 to include requirements for the approval of replacement brake lining assemblies for L-category vehicles.

Draft listing of global technical regulation development programs organized into relative categories of priority.

Proposal to correct a number of editorial errors in sheets of filament light sources and to update International Electrotechnical Commission (IEC) cap sheet numbers in the IEC cap sheet references.

Proposal to change the units for vehicle masses from tonnes to kilograms in R.E.3.

Proposal to introduce requirements and test specifications for light emitting diode (LED) light sources for forward lighting.

Proposal to correct a reference to standard IEC (pursuant to a change in paragraph numbering of the IEC standard) and to align UN R37 with UN R48 and UN R128 with regard to the use of the term “chromaticity area”. The wording “required tolerance area” in case of colour is changed to “required chromaticity area” to align with Regulation No. 48. This proposal was initiated by a proposal to amend Regulation No. 128 aimed at avoiding confusion with other tolerance areas.

Proposal to reinsert text in paragraph 1.3 concerning differentiation of types according to trade name or mark that was inadvertently omitted from Supplements 27 and 28 to the 01 series of amendments.

Proposal to exempt all heaters located outside the passenger compartment and using water as a transfer medium from the requirements of the annexes on air quality and temperature. The current text only exempts combustion heaters.

Proposal to apply footnote ¹⁸ to the symbol for tell-tale No. 1 (master lighting switch) in order to simplify the treatment of colour changes of tell-tales. Footnote ¹⁸ specifies "“Symbol may be shown in other colours than specified in column 5 in order to convey different meanings according to the general colour coding as proposed in paragraph 5. of ISO 2575-2004.” This proposal clarifies the existing understanding of the intent of the regulation and in particular addresses concerns over interpretation where tell-tales Nos. 1 and 19 have been combined.

Proposal to apply footnote ¹⁸ to the symbol for tell-tale No. 1 (master lighting switch) in order to simplify the treatment of colour changes of tell-tales. Footnote ¹⁸ specifies "“Symbol may be shown in other colours than specified in column 5 in order to convey different meanings according to the general colour coding as proposed in paragraph 5. of ISO 2575-2004.” This proposal clarifies the existing understanding of the intent of the regulation and in particular addresses concerns over interpretation where tell-tales Nos. 1 and 19 have been combined.

Proposal to update the references to ISO standards in Mutual Resolution 1, Addendum 2 (document WP.29/1101/Amend.1).

Update to the original agenda in order to add references to additional documentation and to delete references to documentation where none has been received.

Proposal to include the following transitional provision, “Until 18 months after the date of entry into force of the Supplement 3, it shall not apply to extensions of existing approvals, originally granted prior to the date of entry into force of Supplement 3.” This document was submitted after the WP.29 filing deadline in order to reflect recent developments. At its September 2017 session, GRB adopted a draft Supplement 3 to the 03 series of amendments to UN Regulation No. 51 and requested the secretariat to submit this proposal to the March 2018 session of WP.29. This was done in December 2017 (ECE/TRANS/WP.29/2018/7). At its next session in January 2018, GRB reviewed the proposal and decided to complement it with a new provision. The secretariat was requested to submit the modification as an addendum to the original WP.29 document (ECE/TRANS/WP.29/2018/7/Add.1).

Corrigendum from the ITS/AD informal group to note that the provisions in the table ending on page 11 for ACSF Category B2 and ACSF Category E are under discussion.

Proposal to introduce a new light emitting diode (LED) forward lighting light source category L1/6. The proposal is part of a package which also includes amendments to Regulation No. 128. 2. GTB proposes one category L1/6 with “maximum test temperature” 65 °C. The definition of the maximum test temperature is necessary to ensure interchangeability between approved light sources from different manufacturers. A separate (unique) light source category is specified for every “maximum test temperature”. The choice of installation of a light source with a given maximum test temperature is based on the application in the vehicle and determined by due diligence of the car maker and set maker, in the same way as is now the case with LED modules. (This revised version of the original document corrects minor inaccuracies in formatting of text boxes on some drawings.)

Items 12 and 13 commending and endorsing efforts between WP.1 (road safety) and WP.29 (vehicle safety) to cooperate with regarding to automated driving.

Voting form for decisions pending under the 1997 Agreement on Periodical Technical Inspections.

Voting table for 1998 Agreement decisions.

OICA and IMMA comments on the new procedures of Revision 3 to the 1958 Agreement concerning the retroactive application of Supplements to extensions of type approvals.

OICA comments on EDR versus DSSA and on Driver Availability Recognition as well as relationship of automated driving efforts with the 1998 Agreement.

Request of the DETA informal working group for WP.29 decisions during its March 2018 session on the program development, including initial deployment and rebranding to communicate that the system is not limited to the exchange of type approval information, but can be used for other vehicle-related information.

In response to discussions over the application of Revision 3 to the 1958 Agreement concerning extensions of approvals granted prior to Revision 3, IMMA presents an example from UN R50 where application of Revision 3 presents concerns.

Japan comments in relation to the EU submission WP.29-174-09.

Partial OICA research regarding supplements developed prior to Revision 3 of the 1958 Agreement where application of Revision 3 with regard to extensions of approvals (para. 31(b)) would present problems for manufacturers.

Proposal of subjects for work from the EU and Japan.

Proposal to remove “if fitted” language from the text to clarify that UN R140 can only be applied to a vehicle equipped with a ESC system. UN R140 was originally established through the extraction of electronic stability controls (ESC) provisions from UN R13-H on brake systems. Within the context of UN R13-H, the ESC provisions were written to assess performance in cases where a vehicle was fitted with an electronic stability control system. As a stand-alone regulation, however, UN R140 applies only to vehicles that are equipped with ESC. The proposal also would correct an apparent error in to Annex 4, paragraph 2.1. where the reference to “ISO 15037 Part 1:2005” should read “ISO 15037 Part 1:2006”.

Proposal to clarify the purpose of UN R139 which was originally established through the extraction of brake assist system (BAS) provisions from UN R13-H on brake systems. Within the context of UN R13-H, the BAS provisions were written to assess performance in cases where a vehicle was fitted with a brake assist system. As a stand-alone regulation, UN R139 applies only to vehicles that are equipped with BAS. Therefore, this supplement proposes to refine the text to remove the “if fitted” language and ensure that UN R139 can only be applied to a vehicle equipped with a BAS.

In order to have a Regulation on the retreaded tyres with definitions and provisions structured in the same way of those previously introduced in amendments of “new tyres” Regulations, this amendment:

1. Indicates that for the purpose of this Regulation “tyres” means “pneumatic tyres”, so all the text has been reviewed
2. Introduces a definition of :
   • “retreader” copy based on that “manufacturer” in the tyres regulations
   • Brand name", “Trademark”, “Trade description” and “Commercial name” as defined in the tyre regulations
   • Material manufacturer / material supplier
3. Takes into account the rounding rules (already approved in the other tyre regulations) for the calculation of width and diameter of the tyres
4. Aligns the title and the provisions of the para. 12 related to the names and addresses of Technical Services, Approved Laboratories and administrative Department with their equivalent in the tyres regulations

Proposal to clarify the references to UN R10 in UN R89. This was part of a collective amendment proposal concerning (in addition to UN R89) UN R13, UN R13-H, UN R79; UN R130 and UN R131. Proposal also to

1. exempt cases where the driver has temporarily deactivated the speed limiter from the warning requirement for excess speed in in order to reduce driver distraction
2. introduce throttle control via adjustment of the accelerator pedal position
3. to correct an editorial error in paras. 5.2.5.4.2. and 21.2.5.4.2.

The 02 series of amendments to UN R79 introduced requirements for RCP systems. An RCP system requires the engagement of an EPB (electronic parking brake) once the manoeuvre has finished and the ignition is switched off. This proposal would allow the release or disconnection of the EPB by a remote control system (approved to R79) so the RCP can subsequently drive the vehicle out of a parking spot.

Proposal to clarify and correct the reference in paragraph 8.3.6. to UN R14 and the new UN Regulation on ISOFIX anchorages with regard to the measurement of the pitch angle used for the geometrical assessment of the installation of ISOFIX child restraint fixtures. This proposal relates to the supplements presented in document WP.29/2017/120.

Proposal for a new UN Rule [No. 3] on Periodical Technical Inspections of motor vehicles using Compressed Natural Gas (CNG), Liquefied Petroleum Gas (LPG) and/or Liquefied Natural Gas (LNG) in their propulsion system

Requirements for the approval of:

1. Compressed hydrogen storage systems for hydrogen-fuelled vehicles of categories L₁, L₂, L₃, L₄ and L₅ on their safety-related performance
2. Specific components for compressed hydrogen storage systems for hydrogen-fuelled vehicles of categories L₁, L₂, L₃, L₄ and L₅ on their safety-related performance
3. Hydrogen-fuelled vehicles of categories L₁, L₂, L₃, L₄ and L₅ incorporating compressed hydrogen storage system on its safety-related performance.

Proposal to clarify and correct the reference in paragraph 8.3.6. to UN R14 and the new UN Regulation on ISOFIX anchorages with regard to the measurement of the pitch angle used for the geometrical assessment of the installation of ISOFIX child restraint fixtures. This proposal relates directly to the supplements presented in document WP.29/2017/120.

Proposal to correct Table 1 by deleting “F1” (this fixture is part of a corresponding ISO Standard but not in UN R16) and to replace “universal” by “i-Size” in the title of Appendix 5, as UN R129 booster seats can be only i-Size or specific.

Proposal to clarify that the second level warning requirement in the 02 series of amendments to the UN R16 is dependent upon the needs of each seating position. A strict reading of paragraph 2.45. would require a second-level warning in the event of any unfastened seat-belt in a front or rear position. This proposal would clarify that the second-level warning is required depending on the individual position requirement (e.g., based on detection that a position is occupied).

Proposal to add tyre sizes and tyre classification codes common in the United States and standardised by the Tire and Rim Association, but needed under UN Regulation No. 106 in order to permit their type approval in conformity with Regulation EU 167/2013 for imported tyres. The proposal adds kPa marking specifications for use in measurements and tyre testing. The proposal further includes changes to the text and addition of tyre size designations to Annex 5 and Annex 7:

1. Paragraph 2.33.2 deleted since new tables for IF and VF were added to Annex 7
2. Paras 3.2., 3.2.2. and 5.4. modified because “tyres submitted for approval” cannot bear an approval mark until approved and the “only” as it is written can be misunderstood. Para. 3.2.2. was aligned to the wording in other UN Regulations. Reference to para. 3.3 in paragraph 5.4. is deleted because paragraph 3.3 does not refer to specific markings
3. Para 6.1.2. amended to align the wording to the headers in Annex 5 and to correct the reference to the footnote
4. Para 6.2.1. amended to restore the proper references after renumbering resulting from the latest Supplements
5. The amendment of Annex 5, Table 5 adds the value for the overall diameter (D) in column (*) that applies to tyres marked with classification code “I-3”
6. Annex 5, Table 6, Note 1 amended because most of the tyre sizes listed in the table, especially those identified by the “classification code I‐3” (i.e. Traction tread), are currently available in both versions: ‘implement’ to be used on agricultural machinery and ‘IND’ to be used on construction vehicles. The two types of tyres have the same type of size designation and the same dimensions. Therefore some manufacturers identify those tyres with the suffix ‘IND’ rather than with the suffix ‘IMP’ thus applying the variation of load capacity with speed as published in Annex 7 Part E. The reason for this proposal is to avoid a duplication of tables with a new table only replacing the suffix IMP with the suffix IND.
7. The addition of the footnote to Annex 5, Table 7 answers the request by GRRF to introduce appropriate formulae in the Regulation instead of continuously updating Annex 5.
8. References in Annex 7 corrected pursuant to the renumbering following the introduction of three new paragraphs in Supplement 15 approved during the 172nd session of WP.29.
9. Annex 7, Part A amended to conform with Tire and Rim Association specifications for code designated diagonal tyres with speed symbol A8.

Proposal to correct a mistake in Supplement 17 to UN R75 (adopted document WP.29/2017/8). Annex 7, Paragraph 1.2., Footnote 1 should refer to UN R54, not UN R106.

Proposal to introduce formulae for tyre sizes in Annex 5, Table B, add sizes in Annex 5, Part II, Tables C and E for old sizes that do not follow the guidelines/formulae applicable for high flotation tyres, amends footnotes in Annex 5, Part II, Table B in order to clarify categories of use, clarify tyre width tolerances, correct paragraph numbering and references, align the text editorially with UN R30 and to make other editorial improvements.

Report on the development of Amendment 4 to GTR 15. Amendment 4 is part of the second phase development of the GTR mandated to:

1. Introduce definitions of response time, delay time and rise time harmonized with those in GTR Nos. 4 and 11
2. Introduce improvements to the gear shifting procedures
3. Ensure consistency in the use of the terms accuracy, precision, resolution, tolerance, repeatability and deviation
4. Address bi-fuel and bi-fuel gas vehicles in accordance with UN R83
5. Clearly define the appropriate positioning of payload mass (25 kg plus the mass of vehicle load)
6. Correct terminology such as “classes of rolling resistance coefficients”
7. Correct minor spelling and/or punctuation mistakes, and restructuring some paragraphs
8. orrect some equations and to make them all consistent with Word’s use of mathematical symbols
9. Exclude all Rechargeable Electric Energy Storage Systems (REESSs) that do not contribute to vehicle propulsion from monitoring
10. Better define the purity of certain gases such as nitrogen and synthetic air
11. Define more specifically the difference in mass of CO2 during charge sustaining between the test with the highest and lowest positive and negative electric energy charge

[Adopted with Canada and US abstaining.]

Background information on the development of Amendment 1 to GTR 19.

Proposal of minor corrections to the draft Amendment 1 to GTR 19 (WP.29/2018/73).

Amendment 1 to UN GTR No. 19 adds a test procedure for sealed fuel tank systems in addition to modifications related to testing of non-sealed fuel tank systems which were raised during the work on sealed fuel tank systems.

Proposal to establish a WP.29 program to develop a UN GTR specifying a methodology for determining the real driving emissions of light-duty vehicles based on the European RDE methodology appropriately adapted for specific regional traffic conditions and boundaries.

Proposal for a new UN Regulation on uniform provisions concerning the approval of mechanical coupling components of combinations of agricultural vehicles. [Regulation adopted with Australia and Japan abstaining.]

Proposal to introduce provisions for the approval of universal belted and specific-to-vehicle belted child restraint systems. The proposal also introduces provisions for lower tether straps. This proposal represents the culmination of the “Phase 3” amendments prepared by the CRS informal group. This amendment concludes the three-phased program to develop a new UN Regulation for CRS to supersede UN R44.

Proposal to clarify the text of UN R14. The current text has produced differing interpretations among Technical Services with regard to which requirements apply to central seating positions in rear rows of category M1 and N1 vehicles and the minimum distance between two effective lower belt anchorages (L1 and L2). The proposed amendments clarify that a reduced minimum distance of 240 mm is only allowed in the case where there is only one central seating position (i.e. in a row of 3 seating positions). Rear seat rows with an even number of seats always shall have a distance of at least 350 mm. Given that it entails new requirements, the proposal is presented as a new series of amendments with transitional provisions (starting from September 2019 through into 2025).

Proposal to delete a reference to the measurement of the femur bending moments because such measurements are unnecessary under the full width rigid impact test. Specifically, paragraph 5.2.4.1. is changed from “The axial compressive force and the bending moments are measured with a CFC of 600.” to read “The axial compressive force is measured with a CFC of 600.”

Proposal to delete a reference to the measurement of the femur bending moments because such measurements are unnecessary under the full width rigid impact test. Specifically, paragraph 5.2.4.1. is changed from “The axial compressive force and the bending moments are measured with a CFC of 600.” to read “The axial compressive force is measured with a CFC of 600.”

Proposal to specify the proper use and behavior of an adult safety-belt used to install a non-integral Enhanced CRS during dynamic tests. These instructions are present in UN R44, but not in UN R129. Therefore, this proposal would align the two regulations. The proposal also clarifies that the opening force applied to the ISOFIX attachments of a complete seat or of a seat component under the test protocol is 50 ± 1 N.

Proposal to clarify that the opening force applied to the ISOFIX attachments of a complete seat or of a seat component under the test protocol is 50 ± 1 N.

Proposal to delete the requirement for chest deflection and abdominal pressure data under the dynamic tests. These criteria were not required in this (original or 00 series) version of UN R129.

Proposal to cease new approvals of non-integral group 2 and group 2/3 child restraint systems under UN Regulation No. 44 as of 1 September 2019, to delete a reference to the “Y” symbol denoting a crotch strap, to allow for the use of digital means (QR code, smartphone software application, etc.) in furnishing the consumer with the list of vehicle applications of a CRS, to clarify that the opening force applied to the ISOFIX attachments of a complete seat or of a seat component under the test protocol is 50 ± 1 N, and to clarify the test protocol for positioning and securing the child restraint system on the vehicle.

Proposal to modify the frequency of conformity of production inspections and random sampling and to prohibit the use of the DETA program Unique Identifier in place of the approval mark specified in UN R22 because the current mark provides important consumer information that would be lost through use of the UI. This latter prohibition has similarly been approved for child restraint systems (UN R44 and R129).

Proposal to exclude pure electric vehicles, including vehicles with auxiliary electric propulsion, from the scope of the regulation, to include sound-level measurement conditions for powered cycles equipped with compressed air engine and to introduce sound-level limits for powered cycles.

Proposal to add indoor testing, including ISO 362-3, as an alternative to the type approval tests in Annex 3. In addition, UN R51 allows the use mechanical or electronic devices to control the gear shifting and measures to avoid accelerations greater than 2.0 m/s². However, the measures are not defined and the manufacturer or technical service is not obliged to document the methodology in the test report. This proposal introduces a table with examples for devices and measures for reference and would require documentation of methodology used.

Proposal to align UN R120 with the proposed 05 series of amendments to UN R96.

Proposal of a consolidated revision of UN R96 to align the UN Regulation with Regulation (EU) 2016/162 concerning gaseous and particulate pollutant emission limits and type-approval for internal combustion engines for non-road mobile machinery.

Proposal to clarify the wording of the determination of the net power for electric motors and to correct an error in the formula presented in paragraph 5.4.2. Diesel engines – Factor αd. The parameter “f_m” in the equation should be a superscript (e.g., meaning “to the power of f_m”). Through a transcription error, this factor was rendered in normal text.

Proposal to clarify the text with regard to the extension of approvals for category N vehicles in order to avoid a possible misinterpretation that extensions may not be granted to vehicles with a reference mass greater than the mass of the type-approved vehicle.

Proposal to improve the Engine Control Unit (ECU) torque signal validation requirement in the 06 series of amendments to R49 with regard to dual-fuel or flex-fuel vehicles. Under the regulation, the ECU torque information can be calibrated only to one fuel’s heat value (usually the basic reference fuel) even though the heat value of the alternative fuel is different. In order to increase the accuracy of the torque values used for calculating the emission results during in-service conformity testing, OICA proposes to change the provisions to either:

1. Demonstrate that both fuels comply because the ODB system is able to detect the fuel used, or
2. Determine the torque deviation caused by the alternative fuel heat value compared to the standard fuel and apply this correction factor to calculate a more accurate power signal for the emission calculation.

Proposal to improve the “random check requirement” and define the rounding of test results calculated according to Annex 4A in the 05 series of amendments.

Proposal to clarify the text with regard to the extension of approvals for category N vehicles in order to avoid a possible misinterpretation that extensions may not be granted to vehicles with a reference mass greater than the mass of the type-approved vehicle.

Addendum from GRRF to include provisions for PSI or kilopascal (kPa) markings and to clarify inflation pressure under the test procedures in the proposal for Supplement 9.

Addendum from GRPE to include amendments to provisions for reagent tank specifications and limits for triggering warning and driver inducement systems to the draft Supplement 7.

Addendum from GRPE to include amendments to provisions for reagent tank specifications and limits for triggering warning and driver inducement systems to the draft Supplement 11.

Establishment of the Executive Committee (AC.3) of the 1998 Agreement Fifty-third session (agenda item 12) – Consideration and vote by AC.3 (agenda items 14.2, 14.3 and 15)

Status of the agreement as of 13 June 2018.

Proposal to update the scope of the PTI informal group activities to cover new subjects, including diesel emissions system tampering and automated vehicle in-use performance.

China input regarding the discussions on restructuring WP.29 to address the regulation of automated vehicles and the priorities for work under the 1998 Agreement.

Presentation of PTI Informal Group interest in investigation tampering and fraud involving Exhaust Gas Recirculation (EGR), Diesel Particulate Filter (DPF), and Selective Catalytic Reduction (SCR) devices/systems.

Proposal to clarify the scope of UN R140 to vehicles submitted for approval under the Regulation (i.e., vehicles equipped with ESC).

Proposal to clarify application of UN R139 to vehicle submitted for approval under the regulation (i.e., equipped with a brake assist system).

Draft update of the introductory handbook to WP.29, its processes and procedures.

Status of the proposals adopted during the March 2018 session.

Status of work on Amendment 2 pursuant to the 18th TyreGTR informal group session in Ottawa, 12-14 June 2018.

In 2015 and 2017, public figures and experts warned about potential risks related to Artificial Intelligence use. AI has found prominent applications in the automotive sector in infotainment, vehicle management, and self-driving capability development. Some AI implications fall within WP.29’s remit, including HMI distraction and automated vehicle performance. AI in automotive applications searches for optimized solutions, looks for patterns, and predicts future events. Machine Learning, a subset of AI, uses data-based computational techniques to improve performance without explicit programming. Deep Learning uses multiple layers of nonlinear processing units for feature extraction. AI applications in the automotive sector include HD Map building, image analysis for object detection, driving policies for automated driving, and human machine interface. AI raises questions regarding model transparency, traceability, validation for safety and environmental performance functions, and whether vehicles of the same type should have identical AI performance.

Discussion document prepared under the WP.29 committee for coordination on the creation of a permanent GR Working Party dedicated to automated/autonomous and connected vehicles.

Proposal to update the list of UN Regulations subject to UN R0 (Annex 4), including addition of UN R14 (safety belt anchorages) and UN R34 (rear impact and fire risk).

This version of the programme developed by Japan and the European Union supersedes the previous versions and substitutes for planned formal document WP.29/2018/78.

Proposal to clarify the definition of “Option” and “Module” as used within Global Technical Regulations.

Presentation made during the ITS/Automated Driving informal group session.

Update of document WP.29/2018/80.

Presentation on a UNECE database and modeling tool for aiding the development of road-safety policies.

Proposal to enable the approval of the laminated-glass panes with improved mechanical properties, especially as designed for front, exterior, forward-facing glazing of the upper deck of a double-deck vehicle. This request follows the approval by GRSG of a similar amendment to UN R43 (document GRSG/2018/7) and therefore seeks to maintain the alignment between GTR 6 and UN R43.

Proposal from GRE to introduce transitional provisions for the phasing out of UN R3 in conjunction with the introduction of the new simplified Regulation on Retro-Reflective Devices (RRD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R123 in conjunction with the introduction of the new UN Regulation on Road Illumination Devices (RID).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R119 in conjunction with the introduction of the new UN Regulation on Road Illumination Devices (RID).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R113 in conjunction with the introduction of the new UN Regulation on Road Illumination Devices (RID).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R112 in conjunction with the introduction of the new UN Regulation on Road Illumination Devices (RID).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R104 in conjunction with the introduction of the new UN Regulation on Retro-Reflecting Devices (RRD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R98 in conjunction with the introduction of the new UN Regulation on Road Illumination Devices (RID).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R91 in conjunction with the introduction of the new UN Regulation on Light-Signaling Devices (LSD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R87 in conjunction with the introduction of the new UN Regulation on Light-Signaling Devices (LSD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R77 in conjunction with the introduction of the new UN Regulation on Light-Signaling Devices (LSD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R70 in conjunction with the introduction of the new UN Regulation on Retro-Reflecting Devices (RRD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R69 in conjunction with the introduction of the new UN Regulation on Retro-Reflecting Devices (RRD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R50 in conjunction with the introduction of the new UN Regulation on Light-Signaling Devices (LSD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R38 in conjunction with the introduction of the new UN Regulation on Light-Signaling Devices (LSD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R27 in conjunction with the introduction of the new UN Regulation on Retro-Reflecting Devices (RRD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R23 in conjunction with the introduction of the new UN Regulation on Light-Signalling Devices (LSD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R19 in conjunction with the introduction of the new UN Regulation on Road Illumination Devices (RID).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R7 in conjunction with the introduction of the new UN Regulation on Light-Signalling Devices (LSD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R6 in conjunction with the introduction of the new UN Regulation on Light-Signalling Devices (LSD).

Proposal from GRE to introduce transitional provisions for the phasing out of UN R4 in conjunction with the introduction of the new UN Regulation on Light-Signalling Devices (LSD).

Proposal to amend Annex 7 (laminated-glass panes), inserting a new paragraph 6 to allow optional 2,260 g ball test and headform test for laminated-glass panes. The proposal adds the marking “/D” to signify laminated-glass panes subjected to the 2,260 g ball test and the headform test. The proposal aims to enable the approval of laminated-glass panes with improved mechanical properties, especially as designed for front, exterior, forward-facing glazing of the upper deck of a double-deck vehicle.

Proposal to harmonize airbag warning labels regarding the correct use of a child restraint system in a seating position equipped with an activated frontal airbag in order to prohibit the display of additional information unrelated to child safety.

Proposal to introduce installation specifications for securing a cab mounted on a vehicle to the test rig for tests B and C, as is currently provided for test A, under UN R29. This proposal aims to improve repeatability and reproducibility while allowing more flexibility in permitting the use of rigid composite blocks and/or (adjustable) metal brackets in securing the vehicle in the place of the wooden block presently prescribed in Figure 1.

Proposal to correct an oversight by adding the minimum requirement for at least a two-point lap belt (Br3, Br4m, Br4Nm) for use with rearward facing child restraints for M₃ as is already the case for M₂ vehicles.

Proposal to correct an oversight by adding the minimum requirement for at least a two-point lap belt (Br3, Br4m, Br4Nm) for use with rearward facing child restraints for M₃ as is already the case for M₂ vehicles.