Japan argues to limit the scope (as in the GTR) to passenger vehicles with a GVM of 4,536 kg or less; defer liquefied hydrogen storage system (LHSS) provisions; specify frontal impact and rear impact tests (or allow national tests until phase 2 of GTR 13 is complete),and add batch and production test requirements. Japan also notes editorial corrections.

Japan proposes changes to the draft text (document GRSP/2013/22) intended to transpose GTR No. 13 on hydrogen fuel-cell vehicle safety into the UN Regulation type approval system.

Presentation raising concerns over the transposition of GTR No. 13 on hydrogen fuel-cell vehicles into a corresponding UN Regulation.

In order for the proposed new UN Regulation transposing the GTR on hydrogen fuel-cell vehicles into the 1958 Agreement to be applicable in Japan, the regulation needs to make clear that its scope does not include (i) the electrical safety of electric power train, (ii) the material compatibility and hydrogen embrittlement of the vehicle fuel system and (iii) the post-crash fuel system integrity in the event of full width frontal impact and rear impact. This allows Japanese national regulations to be applied even when accepting a vehicle type-approved under the UN Regulation.

Japan is developing national legislation to prescribe requirements for the body, hydrogen storage containers and their specific components, batteries etc. of hydrogen fuel-cell powered motorcycles.

Proposal to include “MFP” in the labeling requirement for hydrogen containers. MFP refers to the maximum allowable container pressure under normal use.

Proposal to apply a minimum burst pressure (BPmin) in place of the current COP that only requires the manufacturer to provide mid-burst pressure with specified variation. The proposal also deletes the phrase “and in no case less than the value necessary to meet the stress ratio requirements” which was erroneously copied into the regulation.

Proposal to

1. align the regulation with legislation of the European Union, United States of America, and Japan,
2. clarify the test procedure, including ambient temperature provisions,
3. reduce unnecessary time and cost demands of the COP test procedures,
4. apply the minimum burst pressure BP_min as the pressure limit in the hydrostatic pressure rupture test for COP batch testing, and
5. delete the phrase “and in no case less than the value necessary to meet the stress ratio requirements” erroneously introduced into paragraph 9.3.2.1.

Updated by the informal group secretary pursuant to discussions.

Response to input on Humid Gas Stress Corrosion Cracking testing from the 7th task force session.

Proposed modifications to ECE/TRANS/WP.29/GRSP/2025/7