26. The expert from Switzerland reported on the recent meeting of the Task Force (TF) on reverse warning issues under the Working Party on Noise and Tyres (GRBP) (GRSG-116-14). He added that TF had proposed amendments on a “pause switch” for reverse warning sound devices which would be permitted if other safety devices (e.g. camera monitor systems) were activated. GRSG welcomed the information and agreed on the need to coordinate this subject between GRBP and GRSG to avoid overregulation of these devices. The Chair invited IWG on awareness of Vulnerable Road Users proximity in low speed manoeuvres (VRU-Proxi) to further consider this subject and to report back to GRSG at its next session in October 2019.

This document proposes a draft text for a resolution on “activities other than those related to driving” that the driver of a vehicle equipped with an automated driving system could undertake when the automated driving system is engaged.

24. The expert from Switzerland presented an update (GRPE-76-08)to his presentation at a previous session of GRPE (GRPE-75-08) on manipulations on EURO V and VI trucks by aftermarket suppression of AdBlue injection . GRPE invited the expert from Switzerland to inform GRPE of new developments if any.

25. The expert from the European Automobile Manufacturers Association (ACEA) informed GRPE about a workshop held in Brussels on this matter. He offered to share information on the outcome of this workshop.

90. The representative of Switzerland presented WP.29-173-07, containing an update on circumstances in the detection of aftermarket manipulation of EURO IV, EURO V and EURO VI truck engines by the suppression of AdBlue injection, up to mid-September 2017. He explained that there were six heavy-duty truck control centres in Switzerland, that have controlled 14,245 vehicles from February to mid-November 2017. During that period, 199 vehicles were detected with irregularities in the pollutant control equipment – or about one per cent of all controlled vehicles. The representative of Switzerland provided information on the emission category engines and brands of vehicles that are most commonly detected to be manipulated, the countries of origin and the specific kind of manipulation that is most commonly detected. He explained that the number of detected manipulations had in recent months decreased as a proportion of total number of vehicles controlled, concluding that the activities of control centres have shown effect.

91. The Chair of WP.29 invited stakeholders to contact the Swiss delegation to contribute to the discussion and invited the Swiss delegation to give an update at the next WP.29 session in March 2018.

Proposal to delete the proposed amendment to paragraph 6.2.3. of UN R51 which would limit the scope of the additional sound emissions provisions (ASEP) to M₁ and N₁ vehicles equipped with an internal combustion engine operational within the control range of Annex 7. Switzerland submits that the limitation would release manufacturers from responsibility for vehicle sound behavior outside of ASEP in contradiction to the historical interpretation that manufacturers are responsible for ensuring reasonable vehicle sound levels under all conditions, not only within ASEP.

8. On behalf of a group of experts, the expert from OICA proposed a number of amendments updating and revising the 03 series of amendments to Regulation No. 51 (ECE/TRANS/WP.29/GRB/2017/6). These proposals received comments from the experts of China, Russian Federation and Switzerland (GRB-66-11, GRB-66-13 and GRB-66-19). The expert from OICA also proposed some further modifications (GRB-66-20).

9. The expert from Italy expressed concerns about the suggested extension of the sound pressure level measurement to line BB’ plus 20 m, with the aim to properly assess the possible “backfire”. According to him, this modification would be a new requirement which should be introduced by means of a new series of amendments with transitional provisions, rather than by a supplement, as proposed in ECE/TRANS/WP.29/GRB/2017/6. He also pointed out that the above modification would need to be accompanied with a similar change in the relevant ISO standard. The experts from Germany, Japan, Sweden and Switzerland supported this amendment proposal in the form of a supplement. The expert of the Russian Federation supported the proposal as a supplement and agreed that Regulation No. 51 and the ISO standard should be aligned. The experts from France and EC were of the view that a new series of amendments would be more appropriate.

10. Given a large number of amendment proposals to Regulation No. 51, including the ones transmitted by the Informal Working Group (IWG) on Additional Sound Emission Provisions (ASEP) (see para. 12 below), GRB consolidated and provisionally adopted these proposals, as contained in Annex II. At the same time, GRB was not in a position to reach consensus on whether or not the adopted proposals would require a new series of amendments and/or transitional provisions. GRB decided to come back to this issue at its next session in January 2018. Meanwhile, the secretariat was requested to submit, in December 2017, the adopted text (Annex II) to WP.29 and AC.1 for consideration and vote at their March 2018 sessions as a draft Supplement 3 to the 03 series of amendments to Regulation No. 51, upon the understanding that any possible modifications, to be decided by GRB in January 2018, could exceptionally be submitted to WP.29 as a corrigendum or addendum to the original WP.29 document.

101. The representative of Switzerland presented WP.29-172-28 on manipulations on EURO V and VI trucks by aftermarket suppression of AdBlue injection. He explained that the Swiss authorities decided to act after some previous cases in other countries and that suspect vehicles are immobilized and inspected. He mentioned that 100 manipulated vehicles had been discovered nationwide since February 2017 (about 1 per cent detection rate). He clarified that only manipulated EURO V vehicles had been identified and no manipulated EURO VI vehicles had been detected so far due to the lack of access to the emission control software. He invited Contracting Parties to address the five questions in WP.29-172-28 in order to exchange information on manipulation detection methods and enforcement strategies. He introduced WP.29-172-24 to show how manipulated trucks were detected. He referred to WP.29-172-25 and WP.29-172-26 for information sharing.

102. The representatives of EU, Finland, UK and USA reported on related activities in their respective countries/regions and expressed their willingness to cooperate by sharing information and discussing best enforcement strategies over vehicle life.

103. The representative of the Russian Federation highlighted the relevance of this issue and encouraged the development of recommendations by the IWG on PTI. The representative of CITA underlined the need of consistency between the different regulatory instruments for vehicle approval, PTI and technical roadside inspections covering the whole vehicle life.

104. The Chair of WP.29 invited stakeholders to take contact with the Swiss delegation to contribute to the discussion and invited the Swiss delegation to give an update at the next WP.29 session in November 2017. WP.29 agreed to send WP.29-172-28 to the IWG on PTI for further consideration.

Information on Swiss detection of significant deactivation of Ad Blue diesel emissions reduction systems on EURO V vehicles (no EURO VI manipulated vehicles have been found to date).

101. The representative of Switzerland presented WP.29-172-28 on manipulations on EURO V and VI trucks by aftermarket suppression of AdBlue injection. He explained that the Swiss authorities decided to act after some previous cases in other countries and that suspect vehicles are immobilized and inspected. He mentioned that 100 manipulated vehicles had been discovered nationwide since February 2017 (about 1 per cent detection rate). He clarified that only manipulated EURO V vehicles had been identified and no manipulated EURO VI vehicles had been detected so far due to the lack of access to the emission control software. He invited Contracting Parties to address the five questions in WP.29-172-28 in order to exchange information on manipulation detection methods and enforcement strategies. He introduced WP.29-172-24 to show how manipulated trucks were detected. He referred to WP.29-172-25 and WP.29-172-26 for information sharing.

102. The representatives of EU, Finland, UK and USA reported on related activities in their respective countries/regions and expressed their willingness to cooperate by sharing information and discussing best enforcement strategies over vehicle life.

103. The representative of the Russian Federation highlighted the relevance of this issue and encouraged the development of recommendations by the IWG on PTI. The representative of CITA underlined the need of consistency between the different regulatory instruments for vehicle approval, PTI and technical roadside inspections covering the whole vehicle life.

104. The Chair of WP.29 invited stakeholders to take contact with the Swiss delegation to contribute to the discussion and invited the Swiss delegation to give an update at the next WP.29 session in November 2017. WP.29 agreed to send WP.29-172-28 to the IWG on PTI for further consideration.

101. The representative of Switzerland presented WP.29-172-28 on manipulations on EURO V and VI trucks by aftermarket suppression of AdBlue injection. He explained that the Swiss authorities decided to act after some previous cases in other countries and that suspect vehicles are immobilized and inspected. He mentioned that 100 manipulated vehicles had been discovered nationwide since February 2017 (about 1 per cent detection rate). He clarified that only manipulated EURO V vehicles had been identified and no manipulated EURO VI vehicles had been detected so far due to the lack of access to the emission control software. He invited Contracting Parties to address the five questions in WP.29-172-28 in order to exchange information on manipulation detection methods and enforcement strategies. He introduced WP.29-172-24 to show how manipulated trucks were detected. He referred to WP.29-172-25 and WP.29-172-26 for information sharing.

102. The representatives of EU, Finland, UK and USA reported on related activities in their respective countries/regions and expressed their willingness to cooperate by sharing information and discussing best enforcement strategies over vehicle life.

103. The representative of the Russian Federation highlighted the relevance of this issue and encouraged the development of recommendations by the IWG on PTI. The representative of CITA underlined the need of consistency between the different regulatory instruments for vehicle approval, PTI and technical roadside inspections covering the whole vehicle life.

104. The Chair of WP.29 invited stakeholders to take contact with the Swiss delegation to contribute to the discussion and invited the Swiss delegation to give an update at the next WP.29 session in November 2017. WP.29 agreed to send WP.29-172-28 to the IWG on PTI for further consideration.

Swiss report on circumvention of pollution-control systems through the use of aftermarket AdBlue emulators that stop AdBlue injection while preventing detection of the failure by the engine management system.

23. The expert from Switzerland presented GRPE-75-06 on manipulations on EURO V and VI trucks by aftermarket suppression of AdBlue injection. He explained that the Swiss Authorities had decided to act after some previous cases in other countries and that suspect vehicles had been immobilized and inspected. He mentioned that 100 manipulated vehicles had been discovered nationwide since February 2017. He underlined that only manipulated EURO V vehicles had been identified and no manipulated EURO VI vehicles had been detected so far due to the lack of access to the emission control software. He invited Contracting Parties to address the five questions listed in GRPE-75-06 in order to exchange information on manipulation detection methods and enforcement strategies. Following a question raised by the expert from Italy, he clarified that the registration documents of the manipulated trucks had not yet been used to contact corresponding authorities.

24. The expert from the European Automobile Manufacturers Association (ACEA) expressed his readiness to share with GRPE a study prepared by his organization on this topic including information on used devices and geographical spread.

25. The experts from Austria, Canada, France, Sweden and UK reported similar concerns and investigations in their respective countries and showed their interest to exchange views on this subject.

26. The Chair of GRPE invited all stakeholders to keep on sharing information on this important issue. He also invited the expert from Switzerland to bring this topic to WP.29 and to present an updated report at the next GRPE session in January 2018.

Proposal to address the concerns raised in document GRSG-111-35 (which failed to achieve consensus at the last GRSG session) through application of FprEN 16584-1:2015 and 2:2015, respectively referring to requirements for color contrast for signage and quality of audible information.

5. Recalling the discussion at the previous GRSG session on ECE/TRANS/WP.29/GRSG/2016/20, the expert from Switzerland presented GRSG-112-02-Rev.1 proposing to simplify the provisions of UN Regulation No. 107 by inserting references to parts 1 and 2 of the forthcoming updated European standards EN 16584:2015 on railway applications for persons with reduced mobility (GRSG-112-03 and GRSG-112-04). The expert from France preferred to leave these requirements out of the Regulation to avoid possible inconsistencies with existing national requirements. A number of experts preferred to keep some of the requirements proposed in GRSG-111-35 within the Regulation, but to improve the wording of the provisions concerned. Following the discussion, GRSG adopted ECE/TRANS/WP.29/GRSG/2016/20 as amended by GRSG-112-35 and agreed to submit it to WP.29 as a new 08 series of amendments to UN Regulation No. 107. Thus, the expert from OICA volunteered to prepare, in due time, a revised official document for consideration and final adoption at the next GRSG session, including the proposed transitional provisions (i.e. June 2020 for new types of vehicles and June 2022 for all existing types).

Swiss study on heavy duty vehicles with NOx reduction systems (SCR or DPF+SCR systems) towards defining a simplified test procedure for measuring emissions, including prospects for applying such testing to retrofit emissions control systems.

5. The Chair introduced GRPE-61-13 on the need to better organize and coordinate the work of the informal subgroups on Worldwide harmonized Light vehicle Test Procedures (WLTP). GRPE agreed with his proposal to establish a steering group instead of reactivating the WLTP informal group. GRPE considered the urgent need to nominate the drafting coordinator for developing the text of the Global Technical Regulation (GTR) and welcomed the initiative by the European Commission to engage for this purpose a subcontractor in near future.

6. The Chair of the informal subgroup on the Development of the Harmonized driving Cycle (DHC) introduced GRPE-62-14 summarizing the work progress done on the in-use data collection, the weighing factors and the possible modes for the new test cycle. He added that the WLTP test cycle was now in development (with some delay) and that a later delivery of data sets by China would be welcomed. He presented the test plan for validation phase 1 (driveability) which was expected to be concluded in September 2011. He announced the group’s intention to finalize the first version of the test cycle at its forthcoming meeting to be held in Stockholm on 6 and 7 July 2011.

7. The Chair of the informal subgroup on the Development of the Test Procedure (DTP) reported on the good progress made during its recent meetings of DTP and its five subgroups (GRPE-61-15). He presented the main objectives agreed upon for the validation phase 2 starting in October 2011, especially on the operability and practicability of the measurement procedure as well as on its robustness and consistency with respect to variations in parameters and tolerances. He noted that a validation task force would provide laboratory guidance for validation phase 2. He announced the intention of the DTP subgroup to meet again in Bern from 12 to 14 September 2011.

8. The GRPE Chair welcomed the good progress made and suggested that the WLTP subgroups on DHC and DTP should also meet prior to the next session of GRPE. Detailed information on the activities of both groups is available on the GRPE websites at: www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wltp_dhc09.html and www.unece.org/trans/main/wp29/wp29wgs/wp29grpe/wltp_dtp06.html.