Proposal to introduce minimum force and two-action release requirements to prevent children from inadvertantly disengaging ISOFIX child restraints.

Proposal to revise the upper belt anchorage height requirements of UN R14 in order to permit adjustable restraint systems that have recently appeared on the European market and have proven to satisfactorily restrain children and adults in buses and motor-coaches.

Presently, rearward-facing child restraint systems cannot be type approved under the ISOFIX Universal category of UN R16. Spain sees no technical reasons to forbid type approval of rearward facing ISOFIX as universal CRS and so proposes to add such enabling provisions to the regulation.

Proposal aimed at preventing unintentional disengagement of ISOFIX child restraint systems from their anchor points.

The text prepared by Spain on behalf of the Technical Services Group (TSG) on Regulation No. 44. The proposed amendment is intended to clarify a number of technical provisions in the regulation.

Updated proposal to clarify various technical provisions as developed by the Technical Services Group (TSG) on Regulation No. 44.

Text prepared by the UN R44 Technical Services Group to clarify the regulation, including test failure parameters, CRS displacement or locking systems, seat installation color coding systems, and use of load limiting devices. The test procedure would be modified, including an increase in the applied load to exceed the maximum allowed resistance to permit sliding of the strap through the quick adjuster and through rigid parts, increased tolerances related thereto, deletion of the option for shorter shift (deemed unnecessary since it is a test on the strap, not on the complete component), and modification of drawings to improve consistency with the text.

Text prepared by the UN R44 Technical Services Group to clarify the regulation, including test failure parameters, CRS displacement or locking systems, seat installation color coding systems, and use of load limiting devices. The test procedure would be modified, including an increase in the applied load to exceed the maximum allowed resistance to permit sliding of the strap through the quick adjuster and through rigid parts, increased tolerances related thereto, deletion of the option for shorter shift (deemed unnecessary since it is a test on the strap, not on the complete component), and modification of drawings to improve consistency with the text.

Technical services have reported difficulties in interpreting the requirements and procedures incorporated in the 02 series of amendments to UN R90. Therefore, this submission proposes a special interest group to consider whether an informal working group may be needed to revised UN 92.02.

Presentation concerning technical discussions, conclusions, and proposals for CRS bench seat cushion drop tests under UN R44 and UN R129.

Updated proposal from Spain on behalf of the CRS Technical Services Group to align requirements for deceleration test devices with acceleration ones (making explicit that it is mandatory to match the corridor for each test) and to add dummy criteria and compliance with ISO 17025 to the information required in test reports.

Proposal from Spain on behalf of the CRS Technical Services Group to

• to align paragraph 6.6.3.1. with the 01 series of amendments,
• to align requirements in 7.1.3.1 to test methods in 8.1.2.4.,
• to add tolerances to better define the test method in paragraph 8.1.2.3.,
• to improve the specifications for the measurement of dimensions C and D in Annex 23,
• to align deceleration test requirements with acceleration test provisions (making explicit that it is mandatory to match the corridor for each test, and
• to define the initial acceleration value under paragraph 7.3. against which the maximum deviation restriction is to be applied.

Overview of special interest group discussions on replacement brake discs and drums, as well as on replacement brake pads and calipers (especially remanufactured).

Advances in LED lighting raise the prospects for incorporation of lighting into rear registration plates. In 2004, in response to a proposal for the regulation of such plates under UN R48, GRE determined that illuminated plates were not lamps and therefore were outside the scope of UN R48. The Spanish delegation would like to submit this issue again for the consideration of GRE members in order to have a coordinated and common view on this subject.

Question on whether it is possible to approve a vehicle declared for no standing passengers as a Class II bus (as opposed to requiring approval as Class III which is specifically defined as a bus designed to carry only seated passengers).

Question of possible certification under UN Regulation No. 46.04 for an indirect device class I (interior mirror) acting as a taximeter.

Proposal to add replacement brake components for L₆ and L₇ (quadricycles) to the regulation, to correct references, and to clarify the text. This proposal aligns UN R90 with UN R78 (motorcycle braking).

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to require that the shoulder strap positioner, if any, and the buckle open independently of each other in order to satisfy the requirement that the buckle can be opened by a single action. Currently, if the shoulder strap positioner has not been opened, it is possible that the buckle cannot be opened.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to require that the shoulder strap positioner, if any, and the buckle open independently of each other in order to satisfy the requirement that the buckle can be opened by a single action. Currently, if the shoulder strap positioner has not been opened, it is possible that the buckle cannot be opened.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to require that the shoulder strap positioner, if any, and the buckle open independently of each other in order to satisfy the requirement that the buckle can be opened by a single action. Currently, if the shoulder strap positioner has not been opened, it is possible that the buckle cannot be opened.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to require that the shoulder strap positioner, if any, and the buckle open independently of each other in order to satisfy the requirement that the buckle can be opened by a single action. Currently, if the shoulder strap positioner has not been opened, it is possible that the buckle cannot be opened.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to restrict iSize booster seats (Non-integral Enhanced Child Restraint Systems) to occupants with a maximum stature of 135 cm in order to satisfy the plug and play principle. Presently, UN R129 would allow for approval of such CRS for children up to 150 cm.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to restrict iSize booster seats (Non-integral Enhanced Child Restraint Systems) to occupants with a maximum stature of 135 cm in order to satisfy the plug and play principle. Presently, UN R129 would allow for approval of such CRS for chiildren up to 150 cm.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to allow the head of the dummy to pass the DE plane provided there is a structure (e.g., head pad or backrest) that provides adequate protection for the head. Under UN R129, the combination of a stiffer test bench foam and the design of the test dummy can mean that when testing forward-facing child restraints (including boosters), the dummy’s head often passes the DE plane. The Q-series dummies are not proven to be biofidelic during the rebound phase of the impact test. In such cases, the head pad or backrest provides protection to the child’s head and the energy-absorption properties of this structure will have been tested using the test method described in UN Regulation No. 129.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to allow the head of the dummy to pass the DE plane provided there is a structure (e.g., head pad or backrest) that provides adequate protection for the head. Under UN R129, the combination of a stiffer test bench foam and the design of the test dummy can mean that when testing forward-facing child restraints (including boosters), the dummy’s head often passes the DE plane. The Q-series dummies are not proven to be biofidelic during the rebound phase of the impact test. In such cases, the head pad or backrest provides protection to the child’s head and the energy-absorption properties of this structure will have been tested using the test method described in UN Regulation No. 129.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to allow the head of the dummy to pass the DE plane provided there is a structure (e.g., head pad or backrest) that provides adequate protection for the head. Under UN R129, the combination of a stiffer test bench foam and the design of the test dummy can mean that when testing forward-facing child restraints (including boosters), the dummy’s head often passes the DE plane. The Q-series dummies are not proven to be biofidelic during the rebound phase of the impact test. In such cases, the head pad or backrest provides protection to the child’s head and the energy-absorption properties of this structure will have been tested using the test method described in UN Regulation No. 129.

Proposal from Spain on behalf of the Technical Services Group (TSG) on UN R129 to allow the head of the dummy to pass the DE plane provided there is a structure (e.g., head pad or backrest) that provides adequate protection for the head. Under UN R129, the combination of a stiffer test bench foam and the design of the test dummy can mean that when testing forward-facing child restraints (including boosters), the dummy’s head often passes the DE plane. The Q-series dummies are not proven to be biofidelic during the rebound phase of the impact test. In such cases, the head pad or backrest provides protection to the child’s head and the energy-absorption properties of this structure will have been tested using the test method described in UN Regulation No. 129.

Proposal to align the text in Annex 7 with UN R78 and to insert the reference to the L₆ and L₇ vehicle categories to respond to requests from the industry for type approval for the replacement brake lining assembly for these vehicles.

Explanatory notes related to formal documents GRSP/2018/ 19 through 22 (superseded by informal documents GRSP-64-02 to GRSP-64-05) submitted by Spain for the 63rd GRSP session.

Proposal to modify the approval markings:

• specify the dimensions of the approval number
• update i-Size universal ISOFIX, Specific Vehicle ISOFIX, i-Size Booster seat and Specific Vehicle Booster seat numbering (omitted in WP29-2018-045)
• rearrange the dimensions mark for arrangements of the approval mark where used in combination with the module mark
• change the 145 cm stature of the Specific Vehicle Booster seat to 150 cm stature as this is the correct upper limit.

Proposal to modify the approval markings for consistency between technical services and approval authorities and between the labels of products approved under the 02 and 03 series. Combinations of approval marks can be made as long as the categories are able to be combined (category-wise as given in paragraph 3.2.2 and as long as it is one approval number). By combining approval marks, space on the Enhanced Child Restraint can be saved and more space is available for clear installation and use instructions.

Explanation of informal documents GRSP-64-07 to -09 regarding the rearrangement of approval markings.

Proposal to clarify that assessment of the DE plane only applies to rearward-facing Child Restraint Systems (CRS) in UN Regulation No. 44 and therefore does not apply to forward-facing child restraints that maintain structure of the child restraint behind the head of the dummy.

Proposal to clarify that assessment of the DE plane only applies to rearward-facing Child Restraint Systems (CRS) in UN Regulation No. 44 and therefore does not apply to forward-facing child restraints that maintain structure of the child restraint behind the head of the dummy.

Proposal to clarify that assessment of the DE plane only applies to rearward-facing Child Restraint Systems (CRS) in UN Regulation No. 44 and therefore does not apply to forward-facing child restraints that maintain structure of the child restraint behind the head of the dummy.

Proposal to clarify that assessment of the DE plane only applies to rearward-facing Child Restraint Systems (CRS) in UN Regulation No. 44 and therefore does not apply to forward-facing child restraints that maintain structure of the child restraint behind the head of the dummy.

Proposal to modify the approval markings for consistency between technical services and approval authorities and between the labels of products approved under the 02 and 03 series. Combinations of approval marks can be made as long as the categories are able to be combined (category-wise as given in paragraph 3.2.2 and as long as it is one approval number). By combining approval marks, space on the Enhanced Child Restraint can be saved and more space is available for clear installation and use instructions. The current layout of the module label in UN R129.02 is technically impossible because the example provides a rectangular shape, with the module and base placed next to each other and joined with a plus mark while the given symbols are on top of each other and joined with an arrow mark.

Proposal to specify that, in the case of an infant carrier, the dummy shall be restrained in the Enhanced Child Restraint System before it is installed on the test bench.

Proposal to specify the dimensions of the approval number, correct term from " Regulation No. 129-02" to “UN Regulation No. 129/02”, and change the 145 cm stature of the Specific Vehicle Booster seat to the 150 cm stature as this is the upper limit.

EU-funded project to develop and demonstrate new technologies, concepts and architectures for complete heavy-duty commercial vehicles and trailers that are energy efficient, safe, comfortable, configurable and cost-effective, while ensuring that the varying needs of customers are satisfied by being flexible and adaptable with respect to the continuously changing operational conditions.

Proposal to require measure(s) to prevent a bus or coach from moving while a lift or ramp is not in its stowed position.

Proposal to:

• Remove a residual reference in Annex 22 to ‘temporary’ requirements for belt-attached infant carrier modules;
• Extend and adapt the minimum breaking load requirements to cover the webbing straps of all categories of integral enhanced child restraint systems (not only i-Size); and
• Clarify that Integral Belted enhanced child restraint categories are required to undergo rear or lateral dynamic impact testing.

Text is prepared by the expert from Spain to amend the provisions concerning the approval of category M2 or M3 vehicles with regard to their general construction. The aim is to guarantee that the vehicle remains stopped whilst the lifts or the ramps are being used.

Proposal to require the definition of security requirements for the vehicle type.

Proposal agreed by interested Contracting Parties to resolve concerns regarding “peer review” of cybersecurity type approvals.

Proposal to ensure that the vehicle remains stopped while lifts or ramps are being used.

Proposal to clarify that parts made of plastic glazing are required to undergo the tests described in Annexes 6 to 8 of UN R118.

Proposal to clarify that the minimum prescribed dimensions of a CRS do not restrict the maximum dimensions of CRS.

Proposal to clarify that parts made of plastic glazing are required to undergo the tests described in Annexes 6 to 8 of UN R118.

Clarifies the application of the dynamic test procedures and specifies the installation configurations to be tested. Aims to clarify the tests conducted in a consistent way by Technical Services.

Proposal clarifies the application of the dynamic test procedures and specifies the installation configurations to be tested. Aims to clarify the tests conducted in a consistent way by Technical Service.

Proposal clarifies the application of the dynamic test procedures and specifies the installation configurations to be tested. Aims to clarify the tests conducted in a consistent way by Technical Services.

Proposal clarifies the application of the dynamic test procedures and specifies the installation configurations to be tested. Aims to clarify the tests conducted in a consistent way by Technical Services.

Clarifies how to assess the head containment. Increases the time frame for the assessment of the head containment criteria from the current period of 0 to 80 ms into the full duration of the entire test

Introduces wording to clarify that the performance of protective helmets may be affected by using accessories not tested during the type approval procedure. Changes introduced by customers on helmets are not covered once the helmet has been type-approved.

Proposal to address the safety of helmet accessories until such time as specific requirements for the approval of accessories independently of helmets can be established.

Proposal to clarify that parts made of plastic glazing are required to undergo the tests described in Annexes 6 to 8 (testing to determine, respectively, the horizontal burning rate, melting behavior, and vertical burning rate of materials) of the Regulation. The clarification is to avoid misinterpretations that could lead to exemptions and therefore constitute a risk to safety.

Proposal to update the drawings of the child restraint booster seat volumes to allow the possibility of a support leg.

Proposal to clarify the head containment assessment for side impact testing.

Text to modify the consideration that the testing procedure is independent of the distance between the front axle and the foremost point of the vehicle. The reference point is the AHP.

Proposal on behalf of the Technical Services Group to clarify the approach in the production qualification testing phase.

Draft proposal prepared by the STCBC informal group concerning the approval of built-in Child Restraint Systems installed in vehicles of categories M2 and M3 class B and class III with regard to the securing of children from 40-150 cm in forward facing [and rearward facing] vehicle seats.

Proposal to define minimum safety-belt installation specifications for forward-facing seats which face a Child Restraint System in M₂ and M₃ vehicles.

This Regulation applies to 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.

For M2 and M3 vehicle of all classes, when an adult seating in a forward-facing seat which face a built in Child Restraint system, an impact between the adult and the child shall be prevented. In order to prevent the impact between the occupants a 3-point belt is requested on the adult seating position. The text has been proposed to be updated in the UN Regulation 16 Supplement 05 to 08 series of amendments, it seeks to harmonize requirements in both UN Regulation 14 and UN Regulation 16.

Proposal for adult occupant restraint requirements for seats facing a seat with a child restraint system to prevent impacts between the adult occupant and the child occupant.

Discussion paper on automatic fire suppression systems for the compartment where the internal combustion engine propelling the vehicle related to the risk of Boiling Liquid Expanding Vapor Explosion.

Proposal to delete the provision under which "Contracting Parties applying this Regulation shall continue to accept type approvals of vehicle specific “built in” or specific vehicle “built in” child restraint systems issued according to the 04 series of amendments to this Regulation."

Proposal from Australia, France, Germany, Italy, Japan, Republic of Korea, the Netherlands, Spain, the United Kingdom and the European Commission to introduce the term and definition of “common space”, provisions for ensuring the confidentiality of intellectual property, and to note exemptions for existing approvals with regard to the provision “to allow egress” in the approval Communication form.

Proposal by Australia, France, Germany, Italy, Japan, Republic of Korea, the Netherlands, Spain, the United Kingdom, and the European Commission to revise requirements on thermal propagation and the approval of electric powered vehicles.

Spain on behalf of the BLEVE IWG under WP.15 introduced a first draft (GRSG-127-05-Rev.1) of new requirements and test methods for
automatic fire suppression systems in the engine compartment of specific vehicles (ADR)

Proposal to create a new Informal Working Group on harmonized technical regulatory frameworks for Electric Vehicles (EV) / Hydrogen Fuel Cell Vehicles (HFCV) retrofit systems.

The objective is retaining children during rollovers or frontal impacts in the seat. This proposal offers a solution for Child Restraint Systems for bus fleet equipped with 2-point belts.

Proposal for amendment to the UN Regulation on the uniform technical prescriptions for the approval of vehicles used for the international carriage of dangerous goods by road with regards to its engine fire suppression system.

GRE expressed concerns whether Reversing projections would interfere in the behaviour of rear-view camera system In UN R48. GRSG to take into account in case further considerations need to be taken into account in UN-R.158