Proposal from IWVTA informal group to clarify the current guidelines as to the transitional provisions, in view of discussions at GRSP regarding the interpretation of the term “series” as singular or plural in the phrase “the preceding series of amendments” in English.

Proposal for amendments submitted by the informal group on Validation Methods for Automated Driving (VMAD).

Proposal for clarifications to the text (subsequent to documents WP.29/2022/70, WP.29/2022/129 and WP.29/2022/130), especially relating to the definitions of the cowl monitoring, the windscreen, and the jerk areas.

Proposal for clarifications to the text (subsequent to documents WP.29/2022/70, WP.29/2022/129 and WP.29/2022/130), especially relating to the definitions of the cowl monitoring, the windscreen, and the jerk areas, and to facilitate the administrative control of two-stage requirements.

Proposal to reinsert text allowing tolerances on the vehicle mass and simplified testing that was deleted by the 02 series of amendments.

Proposal to reinsert text allowing tolerances on the vehicle mass and simplified testing that was deleted by the 02 series of amendments.

Proposal to amend the current support leg volume to improve the compatibility between the support leg volume and the Child Restraint Fixtures used for assessing the external dimensions of an ECRS.

Final report on the Phase 2 development of GTR 13.

Proposal to clarify the conditions under which variations of a vehicle can be covered under a single vehicle type without having to apply for a separate approval for another type. The proposal amends certain current provisions that explicitly state that differences will only cause a new type of vehicle if the differences affect the results of the impact test and clarifies the application of this principle across the regulation.

Proposal to reinsert text allowing tolerances on the vehicle mass and simplified testing that was omitted in the 02 series of amendments.

Proposal to reinsert provisions allowing tolerances on the vehicle mass that was omitted in the 02 series of amendments.

Proposal to clarify the procedure and the characteristics of the measuring device used for the compliance test of the vehicle exhaust system.

Proposal to clarify the procedure and the characteristics of the measuring device used for the compliance test of the vehicle exhaust system.

Proposal to amend the current support leg volume to improve the compatibility between the support leg volume and the Child Restraint Fixtures used for assessing the external dimensions of an Enhanced Child Restraint System (ECRS), harmonize the vertical excursion limit for Q3 and Q6 dummies, update the references to EN Standards for toxicity and flammability, clarify the approach used in the production-qualification testing phase, and make editorial improvements.

Proposal to improve explanations and examples for spoofing threats.

Proposal to clarify the cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following justification:

1. When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.
2. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.
3. The proposed wording permits the following, logical, cascade of actions:
   1. The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then
   2. He drives into an eligible road, and is clearly informed thereof; then
   3. He initiates a lane change procedure by activating e.g. the direction indicator.
4. This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.
5. A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.
6. Regarding paragraph 5.6.4.2.3.: While entering the eligible road, the driver may be distracted or annoyed by this “prominent” indication. His attention resources shall be totally available during this phase. So the system would switch automatically to standby mode when fulfilling these two conditions: reaching an eligible and regular lane of travel. This second condition may be fulfilled for example by implementing a suitable time delay or by a direct verification of the lane of travel. These criteria should be explained, agreed between the technical service and the vehicle manufacturer.

Proposal to clarify the cascade of actions regarding activation of ACSF B1 and C and the indication on when the vehicle has entered an eligible road based on the following justification:

1. When the same means is used by the driver to simultaneously activate the Automatically Commanded Steering Function of Category B1 (ACSF B1) and of Category C (ACSF C), both functions switch to standby mode when the vehicle enters an ACSF C eligible road. But if the road is non-eligible to ACSF C, then only the ACSF B1 is activated.
2. With the current text of the regulation, once the vehicle moves to an ACSF C eligible road, the driver must operate again the means to activate the ACSF C. This second deliberate action is confusing for the driver since it makes the manipulation more complex. The current wording discourages most drivers from using this assistance function.
3. The proposed wording permits the following, logical, cascade of actions:
   1. The driver has done a deliberate action to activate ACSF B1 and ACSF C (on a non-eligible road); then
   2. He drives into an eligible road, and is clearly informed thereof; then
   3. He initiates a lane change procedure by activating e.g. the direction indicator.
4. This amendment further clarifies the requirement on the indication of when the vehicle enters an eligible road. It gives some examples of the type of indication to be given to the driver, e.g. additional popup or blinking indication, without being design restrictive.
5. A dedicated status indication of an ACSF C off-mode is by nature already different from the standby or active indication. Therefore, the driver is already sufficiently informed on a potential status change.
6. Regarding paragraph 5.6.4.2.3.: While entering the eligible road, the driver may be distracted or annoyed by this “prominent” indication. His attention resources shall be totally available during this phase. So the system would switch automatically to standby mode when fulfilling these two conditions: reaching an eligible and regular lane of travel. This second condition may be fulfilled for example by implementing a suitable time delay or by a direct verification of the lane of travel. These criteria should be explained, agreed between the technical service and the vehicle manufacturer.

Proposal to permit the use of hydrogen (H2) as fuel for emissions type approval of heavy-duty vehicles, to insert provisions in Supplement 7 to the 06 series that were unintentionally omitted, to add a requirement for the accuracy of the humidity sensor, correct a typographical error (NOx mode), and to clarify the procedures.

Proposal to introduce new requirements for Complex Electronic Control Systems (in line with the corresponding provisions for passenger cars in UN Regulation No. 13-H) and to highlight the approval number and marking provisions pursuant to the series of amendments.

Proposal to correct drafting errors in the text.

Proposal to add assembly plant(s) to the approval information document.

Proposal to permit the use of hydrogen (H2) as fuel for type approval of heavy-duty vehicles and to explicitly permit the usage of the reference fuel required for emission testing when the manufacturer applies for UN Regulations Nos. 24 and/or 49 type approval at same time.

Proposal to harmonize the requirements of the 06 and 07 series of amendments, align with UN R48 wording to ensure consistent type-approval test conditions with the introduction of the 08 series of amendments (to introduce the possibility to switch OFF rear position lamps and other lamps when ambient light conditions outside the vehicle are above 7,000 lux in order to avoid unnecessary fuel consumption), to introduce the option to use of SAE standard J1979-2 (E/E Diagnostic Test Modes: OBDonUDS), to align wording between the first sentence of paragraph 3.2.1.2. (“ambient or engine temperatures”) and the second sentence (where “or engine” was omitted), and to align paragraph 6.5.1.3. with GTR No. 15.

Proposal to harmonize the requirements of the 06 and 07 series of amendments, align with UN R48 wording to ensure consistent type-approval test conditions with the introduction of the 08 series of amendments (to introduce the possibility to switch OFF rear position lamps and other lamps when ambient light conditions outside the vehicle are above 7,000 lux in order to avoid unnecessary fuel consumption), to introduce the option to use of SAE standard J1979-2 (E/E Diagnostic Test Modes: OBDonUDS), to align wording between the first sentence of paragraph 3.2.1.2. (“ambient or engine temperatures”) and the second sentence (where “or engine” was omitted), and to align paragraph 6.5.1.3. with GTR No. 15.

Proposal to introduce SAE standard J1979-2 (E/E Diagnostic Test Modes: OBDonUDS) as an option into the Regulation and to align wording between the first sentence of paragraph 3.2.1.2. (“ambient or engine temperatures”) and the second sentence, where “or engine” was missing to avoid misunderstanding and ambiguity. Engine temperature is sometimes used as a substitute for ambient temperature. In this case, the engine temperature is evaluated once after a longer engine shut off phase. Only in this case an approval is necessary, as this is the only case, where an OBD monitor is disabled for the complete trip.

Proposal to reaffirm Japan’s Real Driving Emissions (RDE) Methodology.

Proposal to align with UN R48 08 series of amendments (to introduce the possibility to switch OFF rear position lamps and other lamps when ambient light conditions outside the vehicle are above 7,000 lux in order to avoid unnecessary fuel consumption), to harmonize the requirements for the determination of CO2, fuel, and electric energy consumption of the discharge requirement for OVC-HEV with an operating mode switch with its stop criterion and the preconditioning requirement with the 01 series of amendments to UN R101 and 06 and 07 series of amendments of UN R83 (Annex 14, provisions for emissions test procedures for HEV), and to add assembly plant(s) to the approval information document.

Proposal to require a vehicle stability function on commercial vehicles over 25 tons with four axles in accordance with their specific use.

Proposal for a new UN Regulation on uniform provisions for the approval of light-duty passenger and commercial vehicles with regard to real driving emissions (RDE).

Proposal to establish harmonized provisions for the measurement of brake wear particle emissions.

Proposal based on the 07 series of amendments to remove elements covered by UN R154 (WLTP), to include references to the draft UN Regulation on Real Driving Emissions (RDE), and to update In-Service Conformity (ISC) requirements for the purposes of establishing regional type approval equivalence.

Proposal to introduce an explanation clarifying the possibility for Approval Authorities to recognise Certificates of Compliance for Cyber Security Management Systems (CSMS) issued by the Approval Authority of another Contracting Party.

Proposal to complete the additional sound emission provisions’ table of the communication form in the 05 series of amendments to UN R41 to avoid oversight in data collection and entries.

Proposal to introduce amendments addressing the following:

1. “Special use” tyres with nominal rim diameters larger than those listed in the present table (rim diameters up to 42, section widths up to 750 mm and overall diameters over 2 meters) and with speed symbols F and above have been announced in the European market as original equipment of N3G “special purpose vehicles” (i.e., special high speed self-propelled vehicles for agricultural and forestry use, like wood choppers).

2. Existing multi-purpose tyres (MPT) (classified as “special use tyres” as per paragraphs 2.5.3. and 3.1.13.), already type approved since years, have a tread pattern with lugs or cleats in addition to those with blocks, as evidenced by the attached slide showing some examples. It is proposed to amend paragraph 6.3.1. by clarifying that lugs and cleats are possible shapes of the mentioned blocks.

3. Testing tyres with very large overall diameters, sometimes over 2 m, on a test drum with a diameter of 1.70 m ± 1 % would be unpracticable. For practical reasons most of those tyres are regularly tested on drums with a diameter of 3 m or even larger. The proposal carries equivalence provisions from UN R106 to justify the equivalence of the test method as required by Annex 7 in point 4 “Equivalent test methods" and clarifies based on UN R117 the formula already used indirectly.

4. Some commercial vehicles are often used in the market at a reduced speed of 70 km/h with a load-capacity of the tyres increased as per load/speed combination defined in the table of Annex 8. The proposal would allow use of the speed category symbol E (but restrict it to “additional service description”) to provide this information.

5. Considering that 32 km/h is already a floor value for the test-drum speed for diagonal tyres, ETRTO proposes not to apply to E speed category symbol tyres the linear decrease of the test-drum speed in function of the decrease of the speed category symbol by keeping, for safety reasons, the same test-drum speed as for F speed category symbol tyres, i.e., 32 km/h).

6. In the case of additional service descriptions mentioned in paragraph 6.2.5.1., it is proposed not to perform the additional load/speed test because the load-capacity approximates with a negligeable difference the reduction or the increase in percentage of the nominal load/speed combination applicable to the nominal speed category symbol (see Annex 8). An example of the actual differences (in percentage and in absolute value) is provided.

7. Type approval applications for radial tyres with load capacity index greater or equal to 122 and without the additional marking “LT”, or “C” have been done in the past for the speed category symbol N for which the load/speed endurance test procedure is not described in Annex 7, Appendix 1. To type approve such tyres the test speed was separately defined by the different involved Type Approval Authorities. In order to harmonize the test procedure to be used for the type approval of such tyres, it is proposed to amend the Annex 7, Appendix 1 by introducing testing conditions in line with the rule applied for defining the test speed of radial tyres with load capacity index greater or equal to 122 (i.e. starting from 32 km/h set for F speed category symbol, the test speed is increased by 8 km/h respect to the one set for the previous speed category symbol).

8. The definition of “snow tyre” is amended to clarify that “snow tyres” are not only suitable for the use in snow conditions but also on mud and by replacing the term “maintain vehicle motion” (i.e. keeping the vehicle speed and direction of movement constant) by a more general concept of “controlling vehicle motion” (i.e. also being able to change the vehicle speed and direction of movement as intended).

9. It is proposed to explicitly allow other technical measurement solutions of the tyre overall width by removing the words “by caliper” which fix a technical limitation. The removal of this technical limitation would be advisable following the principle of not stopping the technical innovations.

The Russian Federation considers that additional checks of a complete vehicle during rollover tests should be provided within the framework of UN R66 as an option at the national/regional level and requests guidance on whether such flexibility is permissible.

Proposal to update the whole vehicle approval with regard to the series of amendments to UN R12, 46, 48, 110, 117, 127, and 135.

Draft proposal for guidelines concerning harmonised conditions for the assessment of the performance of vehicles, equipment and parts along different stages of their useful life.

Proposal from GRE to permit AFS passing-beam headlamps to project driver assistance symbols and patterns subject to relevant provisions of UN R149 and to align the 06 series of amendments to UN R48 with the 01 series of amendments to UN R148 and 149.

Proposal to enable the phasing out of the installation of older lamps/devices pursuant to the simplification of lighting regulations under GRE.

Proposal to enable the phasing out of the installation of older lamps/devices pursuant to the simplification of lighting regulations under GRE.

Proposal to enable the phasing out of the installation of older lamps and devices pursuant to the simplification of lighting regulations (UN R148, 149, and 150).

Proposal from GRSG 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 and to correct a reference in the draft Supplement 11 to the 01 series of amendments to the “Test Area B defined in Annex 18” to Annex 21.

Proposal from GRE to permit AFS passing-beam headlamps to project driver assistance symbols and patterns and to add Driver Assistance Projections to the communication form in Annex 1 to improve transparency over whether a headlamp includes this capability.

Proposal from GRE to permit AFS passing-beam headlamps to project driver assistance symbols and patterns subject to relevant provisions of UN R149 and to align the 08 series of amendments to UN R48 with the 01 series of amendments to UN R148 and 149.

Proposal from GRE to permit AFS passing-beam headlamps to project driver assistance symbols and patterns subject to relevant provisions of UN R149 and to align the 07 series of amendments to UN R48 with the 01 series of amendments to UN R148 and 149.

Proposal 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 to introduce provisions for radiant warmers.

Proposal 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 to align references to UN R10 (electromagnetic compatibility) pursuant to the spin-off of UN R161 from UN R116.

Proposal to align references to UN R10 (electromagnetic compatibility) pursuant to the spin-off of UN R162 from UN R116.

Proposal to transpose Amendment 1 to UN GTR13, Phase 2 (GTR13-PH2) into UN R134.

Proposal to:

1. Clarify the single belt route principle mentioned in paragraph 3.2.2.
2. Introduce definitions, requirements and a test procedure for lower tether anchorages
3. Restrict use of the colour green exclusively to the marking belt route indicators.

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to:

1. define minimum safety-belt installation specifications for forward-facing seats which face a Child Restraint System in M₂ and M₃ vehicles
2. introduce definitions, requirements and a test procedure for lower tether anchorages
3. prohibit use of the Unique Identifier in place of the UN R16 approval mark, and
4. remove two exemptions for two-point belts
5. clarify the requirements for safety-belt reminder of rear seat row(s)
6. clarify:
   1. how to assess safety-belt reminder connection, in the case of removable seats and
   2. safety-belt reminder systems test procedure (first and second level warning), visual warning and requirements for safety-belt reminder of rear seat row(s).

Proposal to introduce requirements concerning post-crash safety of hydrogen-fuelled vehicles based on Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to enable approval of all vehicles and seating positions with regard to the strength of seats and their anchorages and with regard to their head restraints (in addition to M₁ and N₁) under UN R17. (Note: WP.29 deferred a decision on adoption of this proposal during the November 2023 session.)

Proposal to ensure that only safe head restraints are fitted to seats of any seating position in all vehicle categories within the scope of UN R17 and to extend the test performance of paragraph 5.7.4 (height retention of head restraints) to non-adjustable head restraint with only one position of use.

Proposal for a correction (corrigendum) to the French-language version of the 03 series of amendments.

Proposal to align the text with the guidelines on UN regulatory procedures and transitional provisions in UN Regulations (document ECE/TRANS/WP.29/1044/Rev.3). Under the guidelines, a UN Regulation (in this case, UN R157) making reference to the provisions of another UN Regulation (in this case, UN R10) shall not require actual approval to that UN regulation but simply refer to the provisions of that UN Regulation.

Proposal to update the whole vehicle approval with regard to the series of amendments to UN R12, 46, 48, 110, 117, 127, and 135.

Proposal for guidelines concerning harmonised conditions for the assessment of the performance of vehicles, equipment and parts along different stages of their useful life.

Proposal to clarify the packaging and labelling requirements for some types of brake lining assemblies, which could be fitted on various different applications and to allow the option of using a QR code (or another type of digital data carrier) to replace some information printed on or included in the packaging.

Proposal to clarify the packaging and labelling requirements for some types of brake lining assemblies, which could be fitted for various different applications and to allow the option of using a QR code (or another type of digital data carrier) to replace some information printed on or included in the packaging.

Proposal to align the text with the guidelines on UN regulatory procedures and transitional provisions in UN Regulations (document ECE/TRANS/WP.29/1044/Rev.3). Under the guidelines, a UN Regulation (in this case, UN R157) making reference to the provisions of another UN Regulation (in this case, UN R10) shall not require actual approval to that UN regulation but simply refer to the provisions of that UN Regulation.

Proposal for a new UN Regulation on the type approval of built-in Child Restraint Systems installed in vehicles of categories M₂ and M₃ class B and class III with regards to the securing of children from 40 – 150 cm in forward facing and rearward facing vehicle seats.

Proposal to align the Regulation with the latest regional requirements.

Proposal to align the Regulation with the latest regional requirements.

Proposal to add the possibility to perform a particle number (PN) inspection tests on diesel cars of categories M and N into Resolution R.E.6.

Proposal 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.

Proposal to clarify the wording regarding the use of the reference fuel required for emission testing, to permit testing with the same reference fuel used for emission testing, and to align with recently adopted amendments to Regulation No. 85.

Proposal to introduce specifications for technical inspection requirements concerning equipment to measure number of particles.

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to clarify the direction of impact in the mechanical integrity test.

Proposal to clarify the figures of Annex 5, Appendix 2 and to reintroduce legends which had been removed from the 02 series of amendments to UN R95.

Proposal to clarify the figures of Annex 5, Appendix 2 and to reintroduce legends which had been removed from the 02 series of amendments to UN R95.

Proposal to define minimum safety-belt installation specifications for forward-facing seats which face a Child Restraint System in M₂ and M₃ vehicles and to prevent the approval mark from being replaced by a Unique Identifier.

Proposal for the introduction of three-point safety-belts for buses and coaches (all M2 and M3 vehicle categories) on adult seats facing a built-in Child Restraint System (CRS).

Proposal to introduce definitions, requirements and a test procedure for lower tether anchorages.

Proposal to introduce requirements concerning post-crash safety of hydrogen fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to amend the provisions for the number of ISOFIX positions if a built-in CRS is installed in that position to reflect the size ranges used in UN R129.

Proposal to to clarify the single belt route principle mentioned in paragraph 3.2.2. and to restrict use of the colour green exclusively to the marking belt route indicators.

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to introduce requirements for the post-crash safety of hydrogen-fuelled vehicles based on the Amendment 1 to UN GTR No. 13 (Hydrogen and Fuel Cells Vehicles).

Proposal to clarify the direction of impact in the mechanical integrity test.

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

This paper seeks to clarify the expected approval process to be utilized by Contracting Parties concerning UN Regulation No. 131 which requires Contracting Parties applying UN R131 and UN R152 to recognise approvals to either Regulation as equally valid for vehicles of category M₂ and for those of category M₃/N₂ with a maximum weight below or equal to 8t and equipped with a hydraulic braking system.