Proposal for changes to the draft amendments to the 05, 06, and 07 series per the following justifications:

1. In GRPE-86-12, the introduction of SAE J 1979-2 was proposed for Series 05, 06 and 07 of Regulation No. 83. Due to the different structure of Series 05 and 06 compared to 07, this proposal was not adopted. This proposal introduces the new standard to Series 05 and 06 and aligns the standards with Series 07.
2. The standards used for transmission of OBD information are maintained by international standardisation bodies (ISO, SAE). These standardisation body have to be informed.
3. Alignment of 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.
4. Align Paragraph 6.5.1.3. with GTR No. 15 to avoid ambiguity.

Proposal to harmonize the requirements of the 00, 01, 02 and 03 series of amendments to UN R154 based on the following justifications:

1. Correction of a wrong reference. In Paragraph 3. the functional requirements for the OBD system are included. Paragraph 4. describes the requirements relating to type-approval including the provisions for deficiencies.
2. For Series 02 and 03, SAE J 1979-2 was allowed as a standard for the transmission of OBD relevant information. ISO 14229 was removed from the list of allowed standard. This proposal aligns series 00 and 01 with series 02 and 03.
3. The standards used for transmission of OBD information are maintained by international standardisation bodies (ISO, SAE). The standardisation body maintaining the affected standard has to be informed.
4. Alignment of 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.
5. The OBD requirements for Diesel engines in Paragraph 3.3.4 of Annex C5 are limited to Level 1A. The requirements in paragraphs 6.3. (“Failure modes to be tested”) and 6.4. (“OBD system test”), are not limited to Level 1A. This proposal corrects this.
6. Align Paragraph 6.5.1.3. with GTR No.15 to avoid ambiguity.
7. Alignment with Series 01/03. Those allow the use of alternative preconditioning
   methods for Level 2.

Background: Manufacturers design OBD monitoring conditions and functionalities for market specific driving conditions. Reliable monitors need enable conditions, which run the OBD monitors under circumstances, where failure detection works properly. Those enable conditions are not for all monitors represented by a three-phase WLTC, e.g. some monitors require higher load conditions. For those monitors alternative preconditioning methods are necessary.

Proposal based on ECE/TRANS/WP.29/GRPE/2021/14, as amended by Annex X of the report of the 83rd GRPE (Supplement 7 to the 06 series of amendments). Some modifications were not taken onboard in the 07 series of amendments (and Supplements 1, 2 and 3). For the remaining amendments included in this proposal, the justifications are:

1. UN R49 does not define linearity requirements for humidity sensors. As the humidity content of the intake air is an essential measure for the calculation of the specific exhaust emission, it is important to add requirement for humidity sensor. Reference: ISO 16183 the accuracy of the absolute humidity shall be +- 5%.
2. Typo error: the instrument should be now in NOx mode.
3. To clarify the operation procedure, make the text easier to be understood.

Proposal for updated goals and objectives for the EVE informal group, including

• A new GTR on battery durability for electric heavy-duty vehicles (to GRPE in June 2024)
• Amendments to GTR 22 on light vehicle battery durability (through January 2024)
• Consideration of candidate test method and family concepts under GTR 21 on power determination
• Support to the Group of Experts on Energy Efficiency on the upstream impact of electric vehicles on energy consumption and emissions.

Background on changes proposed to UN R49 and UN R85 to address hydrogen fuel and heavy vehicles.

Proposal to postpone the work on a GTR until after pending national/regional legislation has been enacted (e.g., Euro 7 and US proposal on light vehicle emissions).

Proposal to ensure consistency in the vehicle categories within scope across emissions regulations and with regional requirements within Europe.

1. The current scope of the proposed UN Regulation on RDE (GRPE/2023/3) does not cover all vehicle categories within scope of other UN emissions regulations relevant for light duty vehicles and is inconsistent with regional legislation within the UK and Europe.
2. The proposed amendment seeks to allow Contracting Parties to optionally apply this regulation for vehicle category N2 and for M2 vehicles above 3,500 kg technical permissible maximum laden mass when the reference mass is below 2,610 kg. This would enable equivalent coverage of the scope to regional requirements in Europe and the acceptance of a full UNECE emissions regulation package for those vehicle categories in that region.
3. Provisions relating to the extension of type approvals to vehicles with a reference mass not exceeding 2,840 kg have also been applied to categories M2 and N2 where Contracting Parties are applying the broader scope of vehicle categories.

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

Proposal to promote harmonisation in use of reference fuels for testing, including hydrogen fuel, based on the following justifications:

1. The use of test fuels is permitted for certification testing of gaseous and particulate pollutants and power/smoke testing in Europe. However, other countries that have adopted and referenced UN R85 may not allow this. In this case, manufacturers have to prepare fuels with different characteristics, which is costly and requires a long time due to the current inconsistent situation.
2. We believe that the use of test fuels for gaseous and particulate pollutant measurement tests should be a priority as a precondition for the introduction of more stringent emission levels.
3. Hydrogen fuelled vehicles are covered in UN Regulation No. 83, but hydrogen is not yet covered in UN R49 and UN R85.
4. Hydrogen fuelled engines could be one complementary option to reduce CO₂ emissions of future heavy-duty vehicles.
5. Therefore, hydrogen fuel should be integrated in UN R49 and UN R85 for better alignment with UN R83.

Proposal to allow higher tolerance for pressure measurement under paragraphs 4.7 and 4.8 (+ aligned intake and exhaust) in order to avoid refusal of test due to the non-compliance of pressure accuracy and based on the low impact on the αd. Value or approach (linearity?) to be discussed.

Report on the background and development of the text for a new UN GTR on laboratory measurement procedures for brake particulate emissions.

Updated proposal for the new GTR on laboratory measurement procedures for brake particulate emissions from the PMP informal group. This document is also available with tracked changes in pdf version and .docx format.

Additional information concerning the 08 series of amendments pursuant to UN R154 (WLTP) and work on real-driving emissions testing.

Input from the GRVA task force on the screening of WP.29 regulations for their fitness in application to Automated Driving Systems and ADS vehicles (FADS).

The current format of the type approval mark illustrated in Annex A3 is not consistent with the requirements of Section 5.2.1, which may unintentionally lead to approval marks not being issued or accepted in the correct format. The proposed amendment to Annex A3 aligns the illustrated approval marks with the requirements of Section 5.2.1 and Schedule 4 of Revision 3 of the 1958 Agreement. This proposal is available with tracked changes in a pdf version and in a .docx format.

This proposal introduces the new Utility Factor (UF) approach proposed in the Euro 6e emissions type-approval legislation. In addition, as a result of the application of the new tyre labelling Regulation (EU) 2020/7401, this proposal introduces a revised format of the table with tyre energy efficiency classes according to rolling resistance coefficients (RRC), in-line with the format proposed in the Euro 6e emissions type-approval legislation.

This proposal introduces the new Utility Factor (UF) approach proposed in the Euro 6e emissions type-approval legislation. In addition, as a result of the application of the new tyre labelling Regulation (EU) 2020/7401, this proposal introduces a revised format of the table with tyre energy efficiency classes according to rolling resistance coefficients (RRC), in-line with the format proposed in the Euro 6e emissions type-approval legislation.

Proposal of amendments to promote harmonization, legal certainty, and environmental protection in the 08 series of amendments.