Proposal to correct and clarify provisions of the regulation.

9. The expert from EC introduced GRPE-78-22 introducing minor changes to the 06 and 07 series of amendments to UN Regulation No. 83. The representative from OICA agreed to the changes and expressed his wish to have the changes included as soon as possible in UN Regulation No. 83. The experts from EC, UK proposed minor corrections to GRPE-78-22 that GRPE adopted as reproduced in Annex VI to the session report.

10. GRPE requested the secretariat to submit Annexes IV and VI of the report to WP.29 and Administrative Committee of the 1958 Agreement (AC.1) for consideration and vote at their June 2019 sessions as draft Supplement 13 and 9 to the 06 and 07 series of amendments to UN Regulation No. 83 respectively. GRPE also requested to submit Annex V of the report to WP.29 and AC.1 for consideration and vote at their June 2019 sessions as draft Corrigendum 1 to Supplement 8 to the 07 series of amendments to UN Regulation No. 83.

Proposal to add the text, “In such a case, the motor-vehicle’s user instructions (e.g. owner’s manual, vehicle handbook) shall clearly specify that the removable or repositionable mechanical coupling device shall always be removed or repositioned when it is not in use.”

35. The expert from EC introduced ECE/TRANS/WP.29/GRSG/2019/6 to update the provisions on removable mechanical couplings fitted to motor vehicles, particularly on the need to provide clear information to the driver. He added that the proposal should not increase the stringency of the technical requirements but should rather provide the driver with appropriate information on the use of removable or repositionable mechanical coupling devices in the manufacturer’s user manual or handbook. The expert from OICA stated that, under the 1958 Agreement, a user manual was not yet mandatory. Some experts endorsed that position. The expert from the Russian Federation expressed her preference to proceed with the proposal as a new series of amendments. The expert from EC volunteered to prepare a revised official document for further consideration at the next session of GRSG.

37. The expert from EC introduced GRSG-117-25 amending ECE/TRANS/WP.29/GRSG/2019/6 to update the provisions on removable mechanical couplings fitted to motor vehicles, particularly on the need to provide clear information to the driver. The expert from Finland introduced GRSG-117-06 with further amendments to UN Regulation No.55 clarifying flexible components of the articulation.

38. GRSG adopted GRSG-117-25 amending ECE/TRANS/WP.29/GRSG/2019/6 and requested the secretariat to add, based on the related part of GRSG-117-06, an updated Annex 3 on the approval mark and to submit it to WP.29 and AC.1 as draft 02 series of amendments to UN Regulation No. 55 for consideration at their March 2020 sessions.

39. GRSG agreed to resume consideration on GRSG-117-06 on basis of new working documents and on GRSG-117-09 at its next session.

18. The expert from Japan, Co-Chair of the Task Force on Cyber Security and Over-the-Air Software Updates presented GRVA-02-03, containing a status report of the group’s activities since the previous GRVA session and introducing ECE/TRANS/WP.29/GRVA/2019/2. He mentioned that the group responded in writing to all the questions and comments received on the proposal.

19. The expert from FIA welcomed the proposal produced by the group but mentioned that it did not reflect their position regarding life time requirements.

20. The expert from OICA wondered whether such aspect raised by FIA would belong to the scope of the 1958 Agreement. The secretariat answered that some precedents could help answering this question e.g. UN Regulation No. 49 (including conformity of in-service vehicles/engines provisions), UN Regulation No. 59 (Replacement (retrofit) silencing systems), UN Regulation No. 83 (including durability requirements and “in use” requirements), UN Regulation No. 90 (Replacement braking parts) and UN Regulation No. 133 (Recyclability of motor vehicles). He stated that he was not aware of any provision of the Agreement that would limit the activities under this Agreement only to the performance of new vehicles. The expert from OICA, Secretary of the Task Force agreed to submit in written an informal document highlighting the difficulty faced by the group with this aspect. He presented, on the last day of the second GRVA session, GRVA-02-46 that described the issue of post-production, understood as the product lifetime starting after the production is definitely discontinued.

21. The expert from Germany and the Netherlands stated that the document should address the three following phases: system/vehicle development, production and post-production.

22. The expert from Japan supported the proposal ECE/TRANS/WP.29/GRVA/2019/2 and stated the need to adopt this document during this session, since the new UN Regulation proposed in the document was one of the important and needed Regulations for the improvement of vehicle safety.

23. The expert from EC provided comments on the proposal (GRVA-02-37).

24. The expert from IMMA presented GRVA-02-18, proposing to exclude vehicles of category L from the scope of the document.

25. The expert from Japan, Co-Chair of the Task Force, responding to the advice received from the previous session of GRVA, reported on its proposal for a test phase to assure the draft produced. He presented the aim and the desired output of this activity.

26. GRVA agreed to keep the documents under this agenda item for continued review at next GRVA session. GRVA invited the Task Force to address the comments received and to proceed with the test phase. GRVA noted the need to make further progress on this item and requested the secretariat to explore the possibility to organize a special session of GRVA in May or June 2019.

27. GRVA noted that the presentation of GRVA-02-03 also introduced ECE/TRANS/WP.29/GRVA/2019/3, that the proposal for a test phase would also apply to the software updates work stream. The expert from Japan also supported the document ECE/TRANS/WP.29/GRVA/2019/3. He indicated Japan’s support for the earliest adoption (during this session), since the issue was important and a UN Regulation was needed for the improvement of vehicle safety.

28. The expert from EC provided comments on the proposal (GRVA-02-37).

29. The expert from IMMA presented GRVA-02-18, proposing to exclude vehicles of Category L from the scope of the document.

30. The expert from ITU stated that regulating communication would require specific expertise and that the precedent at the Working Party on General Safety provisions with the UN Regulation No. 144 (Accident Emergency Call Systems) ignored communication aspects and durability provisions. He raised the question whether a vehicle equipped with safety systems based on communication would still be roadworthy in case the communication would no longer function e.g. when the communication system would be obsolete. GRVA agreed that the Task Force on Cyber Security and Over-the-Air Software Updates was a good example demonstrating that WP.29 was able to attract the required experts with the right expertise and to make very quick progress on such strategic issues. GRVA agreed about the need to discuss the roadworthiness of vehicles in case of the vehicle communication unit obsolescence would impact the well performing of safety systems.

31. GRVA agreed to keep ECE/TRANS/WP.29/GRVA/2019/3 and GRVA-01-18 on the agenda of the next GRVA session.

27. GRVA noted that the presentation of GRVA-02-03 also introduced ECE/TRANS/WP.29/GRVA/2019/3, that the proposal for a test phase would also apply to the software updates work stream. The expert from Japan also supported the document ECE/TRANS/WP.29/GRVA/2019/3. He indicated Japan’s support for the earliest adoption (during this session), since the issue was important and a UN Regulation was needed for the improvement of vehicle safety.

28. The expert from EC provided comments on the proposal (GRVA-02-37).

29. The expert from IMMA presented GRVA-02-18, proposing to exclude vehicles of Category L from the scope of the document.

30. The expert from ITU stated that regulating communication would require specific expertise and that the precedent at the Working Party on General Safety provisions with the UN Regulation No. 144 (Accident Emergency Call Systems) ignored communication aspects and durability provisions. He raised the question whether a vehicle equipped with safety systems based on communication would still be roadworthy in case the communication would no longer function e.g. when the communication system would be obsolete. GRVA agreed that the Task Force on Cyber Security and Over-the-Air Software Updates was a good example demonstrating that WP.29 was able to attract the required experts with the right expertise and to make very quick progress on such strategic issues. GRVA agreed about the need to discuss the roadworthiness of vehicles in case of the vehicle communication unit obsolescence would impact the well performing of safety systems.

31. GRVA agreed to keep ECE/TRANS/WP.29/GRVA/2019/3 and GRVA-01-18 on the agenda of the next GRVA session.

5. The Chair introduced ECE/TRANS/WP.29/2019/2 proposing priorities related to WP.29 and its subsidiary bodies activities on Automated Driving Vehicles (ADVs).

6. The expert from Japan mentioned that the framework document work stream proposed in ECE/TRANS/WP.29/2019/2 should be based on the existing national and regional guidelines to provide the big picture of what GRVA should do. GRVA agreed to make progress on this work stream but noted some minor variations in the precise understanding of what this document should include: a document setting principles and guidelines (compiling existing guidelines) and a document that would also have an operational dimension to guide the future work on ADVs.

7. GRVA also reviewed the other priority items listed in the document and agreed that these priorities proposed can be addressed by GRVA.

8. GRVA discussed the need to address both the activities already started as well as the short-term priorities. Therefore, GRVA discussed the potential structure of GRVA to best address these current activities as well as the new short-term priorities defined in ECE/TRANS/WP.29/2019/2. Several proposals for a new structure were presented
(GRVA-02-31, GRVA-02-40, GRVA-02-42 and GRVA-02-47). The Chair also submitted GRVA-02-41 with draft Terms of Reference (ToR) and Rules of Procedures (RoP) for a new Informal Working Group (IWG).

9. The secretariat drafted at the end of the session a consolidation of inputs made by the Contracting Parties during the discussions (GRVA-02-44). GRVA agreed with this consolidation in form of a table as reproduced in Annex II, with the expectation that this would provide a base for continued discussions at the March 2019 session of WP.29.

68. The representative of EC informed GRPE that the EU had started the post-EURO 6 / VI legislative process, that was expected to last for about two years. She highlighted that the work undertaken at GRPE on, among other important activities, low temperature test, particulates measurement and electric-vehicle related activities were of paramount importance to the process and she encouraged the work to be performed by GRPE and finalized by 2020.

69. GRPE agreed to further discuss the issue during the next session in May 2019 to learn more about the potential impact of the EU process on post EURO 6 / VI on GRPE activities.

Proposal to update Part III of UN R93 to enable approval of truck cabs where the front underrun protection is integrated in the motor vehicle (in order to improve aerodynamic performance). This proposal would define the forward reference point as being the same transverse location where the force is applied. This results in FUPs where (in the case of cab fronts that are curved) at least 400 mm must be maintained along the front contour of the cab, instead of the foremost point. The proposal includes transitional provisions from 1 September 2020.

44. Recalling the purpose of GRSG-115-25 presented at the previous GRSG session, the expert from EC proposed to update the provisions on frontal underrun protection to be approved as integrated part of the vehicle, and in particular, to allow more a rounded shape of cabs for better aerodynamic performance (GRSG-116-41). The proposal received general support from GRSG. The expert from OICA offered to send her contributions to the expert from EC. GRSG agreed to resume consideration of this subject at the next session on the basis of an official document.

Proposal to expand the scope of the Regulation (to vehicles of category M₁ with a maximum permissible mass not exceeding 3500 kg and to vehicles of category N₁, to provide appropriate transitional provisions and to make minor adaptations and clarifications to the existing requirements.

39. The expert from EC, introduced GRSP-65-12, covering the same subjects introduced under agenda items 14, 15 and 28 (a) on frontal impact with focus on restraint systems. GRSP agreed to hand over GRSP-65-12 to the TF (see paras. 28 and 29 above).

Proposal to remove restrictions on the scope of the Regulation to M₁ and N₁ vehicles, to provide appropriate transitional provisions and to make minor adaptations and clarifications to the existing requirements.

29. The expert from EC, introduced GRSP-65-13, on the same subjects introduced under agenda items 14 and 28 (a) in the framework of lateral impact. He also added that barrier structure would be updated at a later stage. GRSP agreed to hand over GRSP-65-13 to TF (see para. 28 above).

Proposal to expand the scope of the Regulation to cover vehicles of category M₁ with a total permissible mass not exceeding 3500 kg and to vehicles of category N₁ with a total permissible mass not exceeding 2500 kg, to provide transitional provisions (May 2022/May 2024) and to make minor adaptations and clarifications to the existing requirements.

27. Referring to the presentation of the revised General Safety Regulation of the European Union (see agenda item 28 (a)), the expert from EC introduced GRSP-65-14 aimed at broadening the scope to cover, e.g. heavy vans and Sport Utility Vehicles, and proposing an evacuation of occupants through a front door in a crash instead of displacement systems for the front seats. He also mentioned that the dates proposed of entry into force of the draft supplement to the UN Regulation were needed to trigger those of the General Safety Regulation. The expert from Italy suggested a new series of amendments instead of a supplement. The expert from OICA argued that the proposal was demanding for manufacturers of N₁ vehicles and that further discussions on this proposal should start shortly. He added that the provisions for electric vehicles would be amended by the transposition of UN GTR No. 20 into UN Regulation No. 94 in near future so contracting parties should carefully agree on transitional provisions. Therefore, he proposed to establish a TF to cover all crash configurations. The expert from Germany endorsed the proposed TF as the most viable solution.

28. GRSP agreed with establishing a TF, led by EC and handed over GRSP-65-14 as a reference, awaiting an official document delivered by TF before the deadline for submission of official documents of 13 September 2019.

Provisional edition of the adopted text for new vehicle safety requirements in the European Union.

47. The expert from the EC introduced GRSP-65-16, explaining the content of the amended General Safety Regulation of the European Union. The new requirements aimed to reduce or to eliminate accidents and injuries in road transport. Moreover, he added that in addition to the safety measures to protect vehicle occupants, the implementation of specific measures to prevent fatalities and injuries of vulnerable users, such as cyclists and pedestrians. As a follow-up, he introduced a new proposal of amendments to UN Regulations (see agenda items Nos. 14, 15 and 23).

Comments on document GRVA/2019/2.

EC input on options for test vehicle selection and Type 4 test (evaporative emissions).

Proposal to update Part III of UN R93 to enable approval of truck cabs where the front underrun protection is integrated in the motor vehicle (in order to improve aerodynamic performance). This proposal would define the forward reference point as being the same transverse location where the force is applied. This results in FUPs where (in the case of cab fronts that are curved) at least 400 mm must be maintained along the front contour of the cab, instead of the foremost point. The proposal includes transitional provisions from 1 September 2020.

50. The expert from EC presented ECE/TRANS/WP.29/GRSG/2019/19 proposing to update the provisions on frontal underrun protection to be approved as integrated part of the vehicle, and to allow more a rounded shape of cabs for better aerodynamic performance. The expert from OICA introduced GRSG-117-36 highlighting the need for keeping exceptions for vehicles of Category G and proposed to cover the issue of the scope in a separate proposal.

51. Following detailed technical discussions and adjustment of language used (GRSG-117-55), GRSG agreed to submit it to WP.29 and AC.1 as proposal for 01 series of amendments to UN Regulation No. 93 for consideration at their June 2020 sessions and thus providing for reconsideration by GRSG at its 118th session.

29. The Chair presented a revised document on priorities of the future work (GRBP-70-10). The expert from EC reported on their ongoing study on requirements and test procedures for the tyre pressure monitoring system (TPMS) for vehicle categories M2, M3, N2, N3, O3 and O4 (GRBP-70-14) which might result in preparing amendment proposals to UN Regulation No. 141 on TPMS. GRBP decided to come back to the list of priorities, once the outcome of the study would be known.

Statistical data on road transport from the EU.

Proposal on behalf of the Drafting Task Force to transpose UN Global Technical Regulation No. 7, Phase 2 (GTR7-PH2) into UN Regulation No. 17.

Proposal to further clarify the text to explicitly prohibit non-integral belt guides and other seating devices offered separately from the child restraint system.

Proposal to align UN R94 with the revised EU General Safety Regulation (expanding the scope to cover vehicles of category M₁ with a total permissible mass not exceeding 3500 kg and to vehicles of category N₁ with a total permissible mass not exceeding 2500 kg) and to make minor adaptations and clarifications to the existing requirements.

Proposal to remove restrictions on the scope of the Regulation to M₁ and N₁ vehicles, to provide appropriate transitional provisions and to make minor adaptations and clarifications to the existing requirements.

EC recommendations based on the Study on some safety-related aspects of tyre use.

Revisions to the proposal to update Part III of UN R93 to enable approval of truck cabs where the front underrun protection is integrated in the motor vehicle (in order to improve aerodynamic performance). The proposal includes transitional provisions from 1 November 2025.

50. The expert from EC presented ECE/TRANS/WP.29/GRSG/2019/19 proposing to update the provisions on frontal underrun protection to be approved as integrated part of the vehicle, and to allow more a rounded shape of cabs for better aerodynamic performance. The expert from OICA introduced GRSG-117-36 highlighting the need for keeping exceptions for vehicles of Category G and proposed to cover the issue of the scope in a separate proposal.

51. Following detailed technical discussions and adjustment of language used (GRSG-117-55), GRSG agreed to submit it to WP.29 and AC.1 as proposal for 01 series of amendments to UN Regulation No. 93 for consideration at their June 2020 sessions and thus providing for reconsideration by GRSG at its 118th session.

Proposal to clarify the conditions under which the vehicles may circulate with the dipped beam headlamps switched OFF.

28. The expert from the Special Interest Group (SIG) introduced a new draft series of amendments that defines the switching conditions of dipped-beam and Daytime Running Lamps (DRL) and the variable intensity of rear lamps in conjunction with traffic conditions (ECE/TRANS/WP.29/GRE/2019/20 and GRE-82-07). The experts from Japan and EC proposed to reduce the speed threshold in paragraph 6.2.7.5.1. from 25 to 15 km/h (GRE-82-21). GRE supported this modification.

29. The expert of OICA proposed a new version of paragraph 6.19.7.4. (GRE-82-35-Rev.1) on switching of the rear position lamps together with DRLs. Some experts were of the view that the rear position lamps “shall be on” (i.e. always on) when DRLs are on, while others expressed preference to “may be on”, for the sake of reducing the energy consumption. Having extensively discussed this issue, GRE agreed that the rear position lamps “shall” be on in case of adverse weather conditions, however, the list of such conditions would need to be improved. GRE also noted that the transitional provisions in ECE/TRANS/WP.29/GRE/2019/20 had to be clarified. GRE invited SIG to consider the comments received and to submit a revised document to the next session.

Proposal to rectify the transitional period for recently amended provisions applicable to the installation of lighting and light-signalling devices for L3 vehicles.

37. The expert from EC recalled the draft 03 series of amendments to UN Regulation No. 53, which were submitted for consideration of WP.29 and AC.1 in November 2019 (ECE/TRANS/WP.29/2019/80) and proposed to shorten its transitional period from 1 September 2023 to 1 September 2021 (GRE-82-22). The expert from IMMA pointed out the technical challenges of implementing the 03 series of amendments and suggested that the original transitional provisions should be maintained (GRE-82-37). Following an in-depth discussion, GRE decided to keep the transitional period unchanged. At the same time, GRE agreed to scrutinize all future requests for long transitional provisions by the industry.

Proposal to clarify the transitional provisions for the mandatory use of Emergency Stop Signal (ESS).

30. On behalf of SIG, the expert from OICA introduced a proposal for a new series of amendments which clarifies the definitions of “switching” and “activation” and introduces the mandatory use of Emergency Stop Signal (ESS) (ECE/TRANS/WP.29/GRE/2019/29, GRE-82-06 and GRE-82-11). The experts from EC and OICA suggested modified transitional provisions (GRE-82-23, GRE-82-34 and GRE-82-44-Rev.1). Finally, GRE adopted the proposal, as amended by Annex IV, and requested the secretariat to submit it to WP.29 and AC.1 for consideration at their March 2020 sessions as draft 07 series of amendments to UN Regulation No. 48.

40. The expert from OICA presented ECE/TRANS/WP.29/GRSG/2019/32 introducing requirements for aerodynamic devices. The expert from CLEPA introduced GRSG-117-46 with further clarification of the area of the aerodynamic devices with limited hardness. The expert from EC presented GRSG-117-50 amending the definition of aerodynamic devices and equipment in ECE/TRANS/WP.29/GRSG/2019/32.

41. Following detailed technical discussions and adjustment of language used, GRSG adopted ECE/TRANS/WP.29/GRSG/2019/32 as amended by GRSG-117-51. The secretariat was requested to submit it to WP.29 and AC.1 as draft supplement 1 to the 03 series of amendments to UN Regulation No. 58 for consideration at their March 2020 sessions.

Proposal for a new UN Regulation for the type approval of M₁ vehicles with a total permissible mass not exceeding 3,500 kg and of N₁ with regard to fuel integrity and safety of high voltage systems in case of a rear-end collision. This proposal aligns rear impact (UN R34) and electric vehicle safety (UN R100) requirements with the new EU General Safety Regulation and with GTR 20 on electric vehicle safety.

Final report.

Proposal to to delete paragraph 13.3.4. of ECE/TRANS/WP.29/GRSP/2019/27 as difficulty may arise to judge whether an approval according to the preceding series of amendments is still valid.

Revised text with transitional provisions for the proposal (GRSG/2019/6) to specify that "the motor-vehicle’s user instructions (e.g. owner’s manual, vehicle handbook) shall clearly specify that the removable or repositionable mechanical coupling device shall always be removed or repositioned when it is not in use.” The purpose is to comply with an EU General Safety Regulation provision that prohibits couplings from obscuring rear lighting components or registration plates.

37. The expert from EC introduced GRSG-117-25 amending ECE/TRANS/WP.29/GRSG/2019/6 to update the provisions on removable mechanical couplings fitted to motor vehicles, particularly on the need to provide clear information to the driver. The expert from Finland introduced GRSG-117-06 with further amendments to UN Regulation No.55 clarifying flexible components of the articulation.

38. GRSG adopted GRSG-117-25 amending ECE/TRANS/WP.29/GRSG/2019/6 and requested the secretariat to add, based on the related part of GRSG-117-06, an updated Annex 3 on the approval mark and to submit it to WP.29 and AC.1 as draft 02 series of amendments to UN Regulation No. 55 for consideration at their March 2020 sessions.

39. GRSG agreed to resume consideration on GRSG-117-06 on basis of new working documents and on GRSG-117-09 at its next session.