Resolution (RE3)

Name:Resolution (RE3)
Description:Consolidated Resolution on the Construction of Vehicles.
Official Title:Consolidated Resolution on the Construction of Vehicles (RE3).
Country:ECE - United Nations
Date of Issue:1997-08-11
Amendment Level:Revision 6
Number of Pages:124
Vehicle Types:Agricultural Tractor, Bus, Car, Component, Heavy Truck, Light Truck, Motorcycle, Trailer
Subject Categories:Braking, Controls and Displays, Driver's Vision, Emissions and Fuel Consumption, General, Lighting and Light Signalling Equipment, Miscellaneous, Noise, Occupant Protection, Pedestrian Protection, Steering, Wheels and Tyres, Type Approval and Certification, Masses and Dimensions
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Keywords:

vehicle, vehicles, approval, provisions, uniform, driver, system, systems, motor, regard, position, control, driving, requirements, seat, road, speed, data, paragraph, point, regulation, maximum, means, regulations, level, category, device, test, information, equipment, devices, engine, automation, protection, design, machine, equipped, angle, fuel, safety, manufacturer, iso, conditions, annex, mass, case, designed, parts, adas, power-driven

Text Extract:

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TRANS/WP.29/78/Rev.6
July 11, 2017
UNITED NATIONS
ECONOMIC AND SOCIAL COUNCIL
ECONOMIC COMMISSION FOR EUROPE
INLAND TRANSPORT COMMITTEE
CONSOLIDATED RESOLUTION ON THE CONSTRUCTION OF VEHICLES (R.E.3)
Revision 6
This revised consolidated version of the Resolution on the
Construction of Vehicles (R.E.3) replaces TRANS/WP.29/78/Rev.5
contains the amendments adopted by the World Forum for
Harmonization of Vehicle Regulations (WP.29) at its 172nd session
(ECE/TRANS/WP.29/2017/46). It has been completed by
references to UN Regulations annexed to the 1958 Agreement and
the list of distinguishing numbers of Contracting Parties.

PREAMBLE
The World Forum for Harmonization of Vehicle Regulations,
DESIRING to establish greatest uniformity in the UN Regulations, rules and recommendations relating to
the construction of vehicles, to improve road safety and the protection of the environment, and to
facilitate international road traffic and trade in vehicles and their equipment and parts,
BEARING IN MIND that the provisions of the Convention on Road Traffic of Vienna, November 8, 1968
and of the European Agreements supplementing that Convention provide the basis for harmonization of
the performance requirements,
BEARING IN MIND also that the provisions of the Agreement concerning the Adoption of Uniform
Technical Prescriptions for Wheeled Vehicles, Equipment and Parts, which can be Fitted and/or be Used
on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis
of these Prescriptions, done at Geneva on March 20, 1958, ("1958 Agreement") provides further
possibilities for harmonization,
BEARING IN MIND that the Special Resolution No. 1 concerning the common definitions of vehicle
categories, masses and dimensions (S.R.1) setting forth common definitions, to be used in the global
technical regulations established under the framework of the Agreement concerning the establishing of
global technical regulations for wheeled vehicles, equipment and parts which can be fitted and/or be
used on wheeled vehicles, done in Geneva on June 25, 1998 ("1998 Agreement"), does not apply to the
UN Regulations annexed to the 1958 Agreement,
NOTING that the application of the provisions of the 1958 Agreement still leave open the possibility of
divergences between one country and another as regards some issues when they establish domestic
rules for vehicles design and for the protection of the environment,
RECOMMENDS Governments, in order to eliminate these divergences as far as possible, to align their
domestic legislation with the recommendations of the Consolidated Resolutions and the provisions of the
above-mentioned Agreements, applying them forthwith to the fullest extent possible.

1. DEFINITIONS OF VEHICLES
1.1. "Power-driven vehicle" means any self-propelled road vehicle, other than a moped in the
territories of Contracting Parties which do not treat mopeds as motor cycles, and other than a
rail-borne vehicle.
1.2. "Motor vehicle" means any power-driven vehicle which is normally used for carrying persons
or goods by road or for drawing, on the road, vehicles used for the carriage of persons or
goods. This term embraces trolley-buses, that is to say, vehicles connected to an electric
conductor and not rail-borne. It does not cover vehicles such as agricultural tractors, which are
only incidentally used for carrying persons or goods by road or for drawing, on the road,
vehicles used for the carriage of persons or goods.
1.3. "Motor cycle" means any two-wheeled vehicle, with or without side-car, which is equipped
with a propelling engine. Contracting Parties may also treat as motor cycles in their domestic
legislation three-wheeled vehicles whose unladen mass does not exceed 400kg. The term
"motor cycle" does not include mopeds, although Contracting Parties may treat mopeds as
motor cycles for the purpose of the Convention.
1.4. "Moped" means any two-wheeled or three-wheeled vehicle which is fitted with an internal
combustion engine having a cylinder capacity not exceeding 50cm and a maximum design
speed not exceeding 50km/h.
1.5. "Trailer" means any non-self propelled vehicle, which is designed and constructed to be towed
by a power driven vehicle and includes semi–trailers.
1.6. "Combination of vehicles" means coupled vehicles which travel on the road as a unit.
1.7. "Articulated vehicle" means a combination of vehicles comprising a motor vehicle and
semi–trailer coupled to the motor vehicle.
1.8. "Road tractor" means road motor vehicle designed, exclusively or primarily, to haul other road
vehicles which are not power-driven (mainly semi–trailers).
1.9. "Agricultural tractor" means a vehicle specifically designed to deliver a high tractive effort at
slow speeds, for the purposes of hauling a trailer or machinery.
1.10. "Manufacturer" means the person or body who is responsible to the Type Approval Authority
(TAA) for all aspects of the type approval process and for ensuring the conformity of
production. It is essential that the person or body is directly involved in all stages of the
construction of the vehicle or component which is the subject of the approval process.

2.2. Category M - Power-Driven Vehicles Having at Least Four Wheels and Used for the
Carriage of Passengers
2.2.1. "Category M ": Vehicles used for the carriage of passengers and comprising not more than
eight seats in addition to the driver's seat.
2.2.2. "Category M ": Vehicles used for the carriage of passengers, comprising more than eight
seats in addition to the driver's seat, and having a maximum mass not exceeding 5t.
2.2.3. "Category M ": Vehicles used for the carriage of passengers, comprising more than eight
seats in addition to the driver's seat, and having a maximum mass exceeding 5t.
2.2.4. Vehicles of Category M and M belong to:
2.2.4.1. For vehicles having a capacity exceeding 22 passengers in addition to the driver, there are
three classes of vehicles:
2.2.4.1.1. "Class I": Vehicles constructed with areas for standing passengers, to allow frequent
passenger movement.
2.2.4.1.2. "Class II": Vehicles constructed principally for the carriage of seated passengers, and
designed to allow the carriage of standing passengers in the gangway and/or in an area
which does not exceed the space provided for two double seats.
2.2.4.1.3. "Class III": Vehicles constructed exclusively for the carriage of seated passengers.
2.2.4.1.4. A vehicle may be regarded as belonging in more than one Class. In such a case it may be
approved for each Class to which it corresponds.
2.2.4.2. For vehicles having a capacity not exceeding 22 passengers in addition to the driver, there
are two classes of vehicles:
2.2.4.2.1. "Class A": Vehicles designed to carry standing passengers; a vehicle of this class has seats
and shall have provisions for standing passengers.
2.2.4.2.2. "Class B": Vehicles not designed to carry standing passengers; a vehicle of this class has
no provision for standing passengers.
2.2.5. Remarks.
2.2.5.1. "Articulated bus or coach" is a vehicle which consists of two or more rigid sections which
articulate relative to one another; the passengers compartments of each section
intercommunicate so that passengers can move freely between them; the rigid sections are
permanently connected so that they can only be separated by an operation involving
facilities which are normally only found in workshop.
2.2.5.2. Articulated buses or coaches comprising two or more non-separable but articulated units
shall be considered as single vehicles.
2.2.5.3. In the case of a towing vehicle designed to be coupled to a semi-trailer (tractor for
semi-trailer), the mass to be considered for classifying the vehicle is the mass of the tractor
vehicle in running trim, increased by the mass corresponding to the maximum static vertical
load transferred to the tractor vehicle by the semi-trailer and, where applicable, by the
maximum mass of the tractor vehicle's own load.

2.4.5.3. "Centre-axle trailer": A towed vehicle, equipped with a towing device which cannot move
vertically (in relation to the trailer) and in which the axle(s) is (are) positioned close to the
centre of gravity of the vehicle (when uniformly loaded) such that only a small static vertical
load, not exceeding 10% of that corresponding to the maximum mass of the trailer or a load
of 1,000daN (whichever is the lesser) is transmitted to the towing vehicle. One or more of
the axles may be driven by the towing vehicle.
2.4.6. Remark.
In the case of a semi-trailer or centre-axle trailer, the maximum mass to be considered for
classifying the trailer corresponds to the static vertical load transmitted to the ground by the
axle or axles of the semi-trailer or centre-axle trailer when coupled to the towing vehicle and
carrying its maximum load.
2.5. "Special purpose vehicle": A vehicle of Category M, N or O for conveying passengers or
goods and for performing a special function for which special body arrangements and/or
equipment are necessary.
2.5.1. "Motor caravan": A special purpose M Category vehicle constructed to include
accommodation space which contains at least the following equipment:
(a)
(b)
(c)
(d)
Seats and table;
Sleeping accommodation which may be converted from the seats;
Cooking facilities, and
Storage facilities.
This equipment shall be rigidly fixed to the living compartment; however, the table may be
designed to be easily removable.
2.5.2. "Armoured vehicle": Vehicle intended for the protection of conveyed passengers and/or
goods and complying with armour plating anti-bullet requirements.
2.5.3. "Ambulance": Motor vehicle of Category M intended for the transport of sick or injured
people and having special equipment for such purpose.
2.5.4. "Hearse": Motor vehicle intended for the transport of deceased people and having special
equipment for such purpose.
2.6. Agricultural vehicles (Categories T, R and S)
2.6.1. "Category T" – means any motorised, wheeled or tracked agricultural or forestry vehicle
having at least two axles and a maximum design speed of not less than 6km/h, the main
function of which lies in its tractive power and which has been especially designed to pull,
push, carry and actuate certain interchangeable equipment designed to perform agricultural
or forestry work, or to tow agricultural or forestry trailers or equipment; it may be adapted to
carry a load in the context of agricultural or forestry work and/or may be equipped with one
or more passenger seats.

2.8.1.2. Vehicles in Category N with a maximum mass exceeding 2t or in Category N , M or M
with a maximum mass not exceeding 12t are considered to be off-road vehicles either if all
their wheels are designed to be driven simultaneously, including vehicles where the drive to
one axle can be disengaged, or if the following three requirements are satisfied:
(a)
(b)
(c)
At least one front axle and at least one rear axle are designed to be driven
simultaneously, including vehicles where the drive to one axle can be disengaged;
There is at least one differential locking mechanism or at least one mechanism having
a similar effect;
They can climb a 25% gradient calculated for a solo vehicle.
2.8.1.3. Vehicles in Category M with a maximum mass exceeding 12t or in Category N are
considered to be off-road either if the wheels are designed to be driven simultaneously,
including vehicles where the drive to one axle can be disengaged, or if the following
requirements are satisfied:
(a)
(b)
(c)
(d)
At least half the wheels are driven;
There is at least one differential locking mechanism or at least one mechanism having
a similar effect;
They can climb a 25% gradient calculated for a solo vehicle;
at least four of the following six requirements are satisfied:
(i) The approach angle shall be at least 25°;
(ii) The departure angle shall be at least 25°;
(iii) The ramp angle shall be at least 25°;
(iv)
(v)
(vi)
The ground clearance under the front axle shall be at least 250mm;
The ground clearance between the axles shall be at least 300mm;
The ground clearance under the rear axle shall be at least 250mm.
2.8.2. Load and Checking Conditions.
2.8.2.1. Vehicles in Category N with a maximum mass not exceeding 2t and vehicles in
Category M must be in running order, namely with coolant fluid, lubricants, fuel, tools,
spare-wheel and a driver considered to weigh a standard 75kg.
2.8.2.2. Power-driven vehicles other than those referred to in Paragraph 2.8.2.1. shall be loaded to
the technically permissible maximum mass stated by the manufacturer.
2.8.2.3. The ability to climb the required gradients (25% and 30%) is verified by simple calculation.
In exceptional cases, however, the technical services may ask for a vehicle of the type
concerned to be submitted to it for an actual test.
2.8.2.4. When measuring front and rear incidence angles and ramp angles, no account is taken of
underrun protective devices.

2.8.3.5. "Ground clearance beneath one axle": means the distance beneath the highest point of the
arc of a circle passing through the centre of the tyre footprint of the wheels on one axle (the
inner wheels in the case of twin tyres) and touching the lowest fixed point of the vehicle
between the wheels.
No rigid part of the vehicle may project into the shaded area of the diagram.
Where appropriate, the ground clearance of several axles is indicated in accordance with
their arrangement, for example 280/250/250.
2.8.4. Combined Designation.
Symbols M and N may be combined with Symbol G. For example, a vehicle of Category N
which is suited for off-road use may be designated as N G.
2.9. Definition of type of bodywork (only for complete/completed vehicles)
The type of bodywork may be indicated by the following codification:
2.9.1. Passenger Cars (M )
2.9.1.1. AA Saloon:
Standard ISO 3833:1977, Term No. 3.1.1.1., but including also vehicles with more than
4 side windows.
2.9.1.2. AB Hatchback
Saloon (AA) with a hatch at the rear end of the vehicle.
2.9.1.3. AC Station Wagon (Estate car)
2.9.1.4. AD Coupé
Standard ISO 3833:1977, Term No. 3.1.1.4.
Standard ISO 3833:1977, Term No. 3.1.1.5.
2.9.1.5. AE Convertible
Standard ISO 3833:1977, Term No. 3.1.1.6.

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
1 Uniform provisions concerning
the approval of motor vehicle
headlamps emitting an
asymmetrical passing beam
and/or a driving beam and
equipped with filament lamps of
Categories R and/or HS
and
2 Uniform provisions concerning
the approval of incandescent
electric lamps for headlamps
emitting an asymmetrical
passing beam or a driving
beam or both
3 Uniform provisions concerning
the approval of retro-reflecting
devices for power-driven
vehicles and their trailers
4 Uniform provisions concerning
the approval of devices for the
illumination of rear registration
plates of power-driven vehicles
and their trailers
5 Uniform provisions concerning
the approval of power-driven
vehicle's "sealed beam"
headlamps (SB) emitting a
European asymmetrical
passing beam or a driving
beam or both
6 Uniform provisions concerning
the approval of direction
indicators for power-driven
vehicles and their trailers
7 Uniform provisions concerning
the approval of front and rear
position lamps, stop-lamps and
end-outline marker lamps for
motor vehicles (except motor
cycles) and their trailers
x x x x x x
x x x x x x x x x x x x x x x x x x
x x x x x x x x x x x
x x x x x x x x x x x x x x x x x x
x x x x x x x x x x x x x x x x x x
x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
15 This UN Regulation is obsolete
16 Uniform provisions concerning
the approval of:
I. Safety-belts, restraint
systems, child restraint
systems and ISOFIX child
restraint systems for
occupants of power-driven
vehicles
II. Vehicles equipped with
safety-belts, safety belt
reminder, restraint systems,
child restraint systems,
ISOFIX child restraint
systems and i-Size child
restraint systems.
17 Uniform provisions concerning
the approval of vehicles with
regard to the seats, their
anchorages and any head
restraints
18 Uniform provisions concerning
the approval of motor vehicles
with regard to their protection
against unauthorized use
19 Uniform provisions concerning
the approval of power-driven
vehicle fog lamps
20 Uniform provisions concerning
the approval of motor vehicle
headlamps emitting an
asymmetrical passing beam or
a driving beam or both and
equipped with halogen filament
lamps (H lamps)
21 Uniform provisions concerning
the approval of vehicles with
regard to their interior fittings
22 Uniform provisions concerning
the approval of protective
helmets and their visors for
drivers and passengers of
motor cycles and mopeds
x
x
x
x
x
x
x
x
x
x
x
x x x x x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
30 Uniform provisions concerning
the approval of pneumatic tyres
for motor vehicles and their
trailers
31 Uniform provisions concerning
the approval of power-driven
vehicle's halogen sealed-beam
headlamps (HSB) emitting an
European asymmetrical
passing beam or a driving
beam or both
32 Uniform provisions concerning
the approval of vehicles with
regard to the behaviour of the
structure of the impacted
vehicle in a rear-end collision
33 Uniform provisions concerning
the approval of vehicles with
regard to the behaviour of the
structure of the impacted
vehicle in a head-on collision
34 Uniform provisions concerning
the approval of vehicles with
regard to the prevention of fire
risks
35 Uniform provisions concerning
the approval of vehicles with
regard to the arrangement of
foot controls
36 Uniform provisions concerning
the approval of large
passenger vehicles with regard
to their general construction
37 Uniform provisions concerning
the approval of filament lamps
for use in approved lamp units
of power-driven vehicles and of
their trailers
38 Uniform provisions concerning
the approval of rear fog lamps
for power-driven vehicles and
their trailers
x
x
x x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x x x x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x x x x x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
47 Uniform provisions concerning
the approval of mopeds
equipped with a positiveignition
engine with regard to
the emission of gaseous
pollutants by the engine
48 Uniform provisions concerning
the approval of vehicles with
regard to the installation of
lighting and light-signalling
devices
49 Uniform provisions concerning
the measures to be taken
against the emission of
gaseous and particulate
pollutants from compressionignition
engines and positive
ignition engines for use in
vehicles.
50 Uniform provisions concerning
the approval of front position
lamps, rear position lamps,
stop lamps, direction indicators
and rear-registration-plate
illuminating devices for vehicles
of Category L
51 Uniform provisions concerning
the approval of motor vehicles
heaving at least four wheels
with regard to their noise
emissions
52 Uniform provisions concerning
the approval of M and M
small capacity vehicles with
regard to their general
construction
x x
x x x x x x x
x
x
x
x
x
x
x x x x
x
x
x
x
x
x
x
x
x
x
x
x
x
x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
61 Uniform provisions concerning
the approval of commercial
vehicles with regard to their
external projections forward of
the cab's rear panel
62 Uniform provisions concerning
the approval of power-driven
vehicles with handlebars with
regard to their protection
against unauthorized use
63 Uniform provisions concerning
the approval of two-wheeled
mopeds with regard to noise
64 Uniform provisions concerning
the approval of vehicles with
regard to their equipment
which may include: a
temporary use spare unit, run
flat tyres and/or a run flat
system, and/or a tyre pressure
monitoring system
65 Uniform provisions concerning
the approval of special warning
lamps for power-driven
vehicles and their trailers
66 Uniform provisions concerning
the approval of large
passenger vehicles with regard
to the strength of their
superstructure
67 Uniform provisions concerning
the approval of:
I. Specific equipment of
vehicles of Category M and
N using liquefied petroleum
gases in their propulsion
system
II. Vehicles of Category M and
N fitted with specific
equipment for the use of
liquefied petroleum gases in
their propulsion system with
regard to the installation of
such equipment
x
x
x
x x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
75 Uniform provisions concerning
the approval of pneumatic
tyres for motor cycles and
mopeds
76 Uniform provisions concerning
the approval of headlamps for
mopeds emitting a driving
beam and a passing beam
77 Uniform provisions concerning
the approval of parking lamps
for power-driven vehicles
78 Uniform provisions concerning
the approval of vehicles of
Category L , L , L , L and L
with regard to braking
79 Uniform provisions concerning
the approval of vehicles with
regard to steering equipment
80 Uniform provisions concerning
the approval of seats of large
passenger vehicles and of
these vehicles with regard to
the strength of the seats and
their anchorages
81 Uniform provisions concerning
the approval of rear-view
mirrors of
two-wheeled power-driven
vehicles with or without side
car, with regard to the
mounting of rear-view mirrors
on handlebars
82 Uniform provisions concerning
the approval of moped
headlamps equipped with
filament halogen lamps (HS )
83 Uniform provisions concerning
the approval of vehicles with
regard to the emission of
pollutants according to engine
fuel requirements
x x
x
x
x
x x
x
x x
x
x
x
x x
x
x
x
x
x
x x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x x x x
x
x
x
x
x
x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
90 Uniform provisions concerning
the approval of replacement
brake lining assemblies, drumbrake
linings and discs and
drums for power-driven
vehicles and their trailers
91 Uniform provisions concerning
the approval of side-marker
lamps for motor vehicles and
their trailers
92 Uniform provisions concerning
the approval of non-original
replacement exhaust silencing
systems (RESS) for
motorcycles, mopeds and
three-wheeled vehicles
93 Uniform provisions concerning
the approval of:
I. Front underrun protective
devices (FUPDs)
II. Vehicles with regard to the
installation of an FUPD of
an approved type
III. Vehicles with regard to their
front underrun protection
(FUP)
94 Uniform provisions concerning
the approval of vehicles with
regard to the protection of the
occupants in the event of a
frontal collision
95 Uniform provisions concerning
the approval of vehicles with
regard to the protection of the
occupants in the event of a
lateral collision
96 Uniform provisions concerning
the approval of compression
ignition (C.I.) engines to be
installed in agricultural and
forestry tractors and in
non-road mobile machinery
with regard to the emissions of
pollutants by the engine
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x x x x x
x x
x
x
x
x
x
x
x
x
x
x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
102 Uniform provisions concerning
the approval of:
I. A close-coupling device
(CCD)
II. Vehicles with regard to the
fitting of an approved type
of CCD
103 Uniform provisions concerning
the approval of replacement
pollution control devices for
power-driven vehicles contents
104 Uniform provisions concerning
the approval of retro-reflective
markings for vehicles of
Category M, N and O
105 Uniform provisions concerning
the approval of vehicles
intended for the carriage of
dangerous goods with regard
to their specific construction
features
106 Uniform provisions concerning
the approval of pneumatic
tyres for agricultural vehicles
and their trailers
107 Uniform provisions concerning
the approval of Category M
and M vehicles with regard to
their general construction
108 Uniform provisions concerning
the approval for the production
of retreaded pneumatic tyres
for motor vehicles and their
trailers
109 Uniform provisions concerning
the approval for the production
of retreaded pneumatic tyres
for commercial vehicles and
their trailers
x
x
x x
x
x
x
x
x
x
x
x x x
x
x
x
x x x
x
x
x
x
x x
x
x
x
x
x
x x
x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
114 Uniform provisions concerning
the approval of:
I. An airbag module for a
replacement airbag system;
II. A replacement steering
wheel equipped with an
airbag module of an
approved type;
III. A replacement airbag
system other than that
installed in a steering wheel
115 Uniform provisions concerning
the approval of:
I. Specific LPG (liquefied
petroleum gases) retrofit
systems to be installed in
motor vehicles for the use of
LPG in their propulsion
system;
II. Specific CNG (compressed
natural gases) retrofit
systems to be installed in
motor vehicles for the use of
CNG in their propulsion
system
116 Uniform technical prescriptions
concerning the protection of
motor vehicles against
unauthorized use
117 Uniform provisions concerning
the approval of tyres with
regard to rolling sound
emissions and/or adhesion on
wet surfaces and/or rolling
resistance
118 Uniform technical prescriptions
concerning the burning
behaviour and/or the capability
to repel fuel or lubricant of
materials used in the
construction of certain
categories of motor vehicles
119 Uniform provisions concerning
the approval of cornering
lamps for power-driven
vehicles
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x x x x
x
x
x
x
x
x
x
x

Regulation
No.
Title
L
L
L
L
L
L
L
M
M
M
N
N
N
O
O
O
O
T
R
S
NRMM
128 Uniform provisions concerning
the approval of light emitting
diode (LED) light sources for
use in approved lamp units on
power-driven vehicles and their
trailers
129 Uniform provisions concerning
the approval of enhanced Child
Restraint Systems used on
board of motor vehicles
(ECRS)
130 Uniform provisions concerning
the approval of motor vehicles
with regard to the Lane
Departure Warning System
(LDWS)
131 Uniform provisions concerning
the approval of motor vehicles
with regard to the Advanced
Emergency Braking Systems
(AEBS)
132 Uniform provisions concerning
the approval of Retrofit
Emission Control Devices
(REC) for heavy duty vehicles,
agricultural and forestry
tractors and non-road mobile
machinery equipped with
compression ignition engines
133 Uniform provisions concerning
the approval of motor vehicles
with regard to their reusability,
recyclability and recoverability
134 Uniform provisions concerning
the approval of motor vehicles
and their components with
regard to the safety-related
performance of Hydrogen-
Fuelled Vehicles (HFCV)
135 Uniform provisions concerning
the approval of vehicles with
regard to their Pole Side
Impact performance (PSI)
x x x x x x x x x x x x x x x x x x x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x x
x x

4. ACTIVE SAFETY REQUIREMENTS
The table below contains the requirements or a group of requirements in the field of active
safety, already adopted by the World Forum and included into UN Regulations. For any
requirement or group of requirements, references are given to the relevant UN Regulations
by their number in the 1958 Agreement and to the relevant Recommendations and Standard
Annexes.
Subject
A. Braking, power-driven vehicles, and their
trailers
UN Regulations
annexed to the
1958 Agreement
Relevant Documents
Recommendations
13, 13-H, 90 See Paragraphs 8.1
to 8.3.2.
B.
Braking, motor cycles
78
See Paragraphs 8.1
to 8.3.2.
C. Audible warning device, the audible
signals of motor vehicles
D. Lighting and light-signalling devices,
power-driven vehicles
E. Lighting and light-signalling devices,
motor cycles
F. Lighting and light-signalling devices,
mopeds
G. Lighting and light-signalling, installation,
motor vehicles
H. Lighting and light-signalling, installation,
motor cycles
I. Lighting and light-signalling, installation,
mopeds
J. Lighting and light-signalling, installation,
agricultural tractors
28 See Paragraph 8.4.
1, 2, 4, 5, 6, 7, 8,
19, 20, 23, 31, 37,
38, 45, 65, 77, 87,
91, 98, 99, 112,
119, 123

50, 57, 72, 113 –
56, 76, 82, 128 –
48, 128 –
53, 128 –
74, 128 –
86, 128 –
K. Retro reflecting devices, markings 3, 69, 70, 88, 104 –
L.
Pneumatic tyres and wheels for vehicles
30, 54, 64, 108,
109, 117, 124
M. Pneumatic tyres, commercial vehicles 54, 109, 117 –
N. Pneumatic tyres, motor cycles/mopeds 75 –
O. Pneumatic tyres, tractors 106 –
P. Controls, tell-tales, motor vehicles 35, 121 – 1

Standard
Annexes

5. PASSIVE SAFETY REQUIREMENTS
The table below contains the requirements or a group of requirements in the field of passive
safety, already adopted by the World Forum and included into UN Regulations. For any
requirement or group of requirements, references are given to the relevant regulations by
their number in the 1958 Agreement and to the relevant Recommendations and Standard
Annexes.
Subject
UN Regulations
annexed to the
1958 Agreement
Relevant Documents
Recommendations
A. Frontal collision 33, 94, 12 – 1
B. Lateral collision 95 – 1
C. Rear-end collision 32 – 1
D. Front and rear protection device 42 –
E. Frontal collision for electric vehicles 12 – 1
F. Front and rear underrun protection device 58, 93 –
G. Lateral protection 73 –
H.
External projections
26, 61
See Paragraphs 8.6
and 8.7.
I. Interior fittings 21 – 1
J. Seat strength 17, 80 –
K.
Restraint systems for adults
14, 16, 17, 25, 80,
114
L. Child restraint systems 44, 129 –
1
– 1
M. Steering protection 12 – 1
N. Door latches and retention components 11 See Paragraph 8.9.
O.
Cabin of a commercial vehicles
29
See Paragraphs
8.14. to 8.17.
P. Fire risk 34, 118 –
Q. Passengers protection against displaced
luggage
126, 17 – 1
R. Pedestrian safety 127 See Paragraph 8.37.
1
Standard
Annexes

7. GENERAL SAFETY REQUIREMENTS
The Table below contains the requirements or a group of requirements in the field of general
safety, already adopted by the World Forum and included into UN Regulations. For any
requirement or group of requirements, references are given to the relevant UN Regulations
by their number in the 1958 Agreement and to the relevant Recommendations and Standard
Annexes.
Subject
A. Protective helmets 22
B. Advance-warning triangles 27
C. Liquefied Petroleum Gas (LPG)
vehicles, Compressed Natural Gas
(CNG) vehicles and electric vehicles
UN Regulations
annexed to the 1958
Agreement
67, 100, 110, 115
Relevant Documents
Recommendations
D. Coupling devices 55, 102 See Paragraph 8.12.
E. Vehicles of specific use, ADR, tank
vehicles
105, 111 –
F. Vehicle alarm and anti-theft systems 18, 62, 97, 116 See Paragraph 8.24.
G. Buses and coaches 36, 52, 66, 107
H. Electromagnetic compatibility 10
I. Heating systems 122
J. Safety glazing 43 1
K. Speedometer 39
L. Measures to prevent unauthorized
modifications to mopeds and motor
cycles in use
– See Paragraph 8.24.
M. Weight and axle load distribution – See Paragraph 8.13.
N. Mudguards – See Paragraph 8.27.
O. First aid kits – See Paragraph 8.31.
Standard
Annexes

8.1.2.1.2. The performances indicated in Paragraphs 8.1.2.1.1.1. and 8.1.2.1.1.2. above shall be
checked by a Type-0 test with the engine disconnected, as described in Regulation
No. 13, Annex 4, Paragraph 1.4. The test must be carried out at the speed prescribed for
the motor vehicle, and the force applied on the controls must not exceed the maximum
prescribed for the braking of the motor vehicle alone (Regulation No. 13, Annex 4,
Paragraph 3.).
8.1.2.2. Continuous Braking Devices
8.1.2.2.1. In a combination of vehicles equipped with continuous braking devices, the vehicles of
that combination shall meet the requirements laid down in UN Regulation No. 13 and in
addition, the following conditions:
8.1.2.2.1.1. In an emergency manoeuvre, the time elapsing between the moment when the control
begins to be actuated and the moment when the braking force on the least favourably
placed axle reaches the level corresponding to the prescribed performance shall not
exceed 0.6s (see UN Regulation No. 13, Annex 4, Paragraph 4.1.1.);
8.1.2.2.1.2. The action of the service brakes shall be appropriately distributed and synchronized
between the motor vehicle and the trailer.
8.1.3. Combinations of Vehicles in Service
8.1.3.1. A combination of vehicles, where both the motor vehicle and the trailer have been in use,
may be maintained in service only:
8.1.3.1.1. If the respective performances of the service, emergency and parking braking devices
are at least equal to 90% of the performances prescribed in UN Regulation No. 13 (the
parking brake performance for new motor vehicles and trailers is assumed to be 18%),
for each of the components when new;
8.1.3.1.2. If the respective performances of the service and emergency braking devices are at least
equal to 90% of the performances prescribed in UN Regulation No. 13, Annex 4,
Paragraph 2.3.2.
8.1.3.2. A combination of vehicles where either the drawing vehicle or the trailer has been in use
shall satisfy the following conditions:
8.1.3.2.1. The requirements of UN Regulation No. 13 shall be met by that component of the
combination, which is new.
8.1.3.2.2. For that component of the combination which has been in use, the respective
performances of the service, emergency and parking braking devices shall be at least
equal to 90% of the performances prescribed for new vehicles in UN Regulation No. 13.
8.1.3.2.3. For the combination as a whole, the above provisions shall be met (see
Paragraph 8.1.3.1.2.).
8.1.3.3. The performance required under Paragraphs 8.1.3.1., 8.1.3.2.2. and 8.1.3.2.3. may be
verified by methods and at speeds different from those prescribed for new vehicles and
combinations of new vehicles.
8.1.3.4. For the purpose of testing a vehicle in operation, the vehicle is regarded as belonging to
the category resulting from its characteristics and the weight indicated in its registration
document.

8.6.1.2. Any device (light surround, bumper or the like) installed or replaced by the user of a
vehicle shall meet requirements similar to those prescribed in the above-mentioned
UN Regulation No. 26.
8.6.1.3. Roof rack, advertising panels, route indicators, taxi signs and other taxi accessories shall
be securely attached to the vehicle and shall exhibit no point, sharp edge or tapered
projection. The radii of curvature of the external parts, including the fastenings, shall be
not less than 2.5mm.
8.6.1.4. The parts of a coupling device which extend beyond the external contour of the vehicle
shall meet requirements similar to those prescribed in UN Regulation No. 26.
8.6.1.5. Flag-holders and other devices of the same kind shall be able to tilt under slight
pressure.
8.6.1.6. In windscreen visors the radius of the extremities and that of the fastenings shall not be
less than 2.5mm.
8.6.1.7. Air or rain deflectors at the windows or on the roof shall not exhibit any point or sharp or
cutting edge liable to endanger such road-users outside the vehicle as may come into
contact with the deflectors.
8.7. External Projections of L Vehicles
8.7.1. Purpose of the Recommendation
This Recommendation is intended to ensure that the external projections on the vehicle
are designed in such a way as to ensure that injuries, especially those caused by
laceration or penetration, from which a person might suffer as a result of contact with
(parts of) the vehicle, are reduced as far as reasonably practicable.
The persons envisaged are:
8.7.1.1. The user of the vehicle (rider and passenger(s)),
8.7.1.2. Other road users, not themselves in vehicles, principally pedestrians, cyclists and motor
cyclists, who might come into contact with the vehicle in the event of a low speed impact.
8.7.2. Scope
8.7.3. Definitions
This Recommendation applies to Category L vehicles
8.7.3.1. "Outer vehicle parts" means all parts which are likely to be contacted in case of a
collision with people;
8.7.3.2. "Brushing" means any contact which, under certain conditions, could cause injury by
laceration;

8.7.5. Test Methodology
8.7.5.1. Test Device and Conditions
8.7.5.1.1. The test device shall be as shown in Figure 5.
8.7.5.1.2. The test vehicle shall be parked in the straight ahead position and shall be upright. The
handlebars (if any) shall be free to rotate through their normal range of movement.
A dummy shall be mounted on the test vehicle in the normal riding position and in such
a way that it does not restrict the movement of the handlebars (if any).
8.7.5.2. Test Procedure
8.7.6. Criteria
The test device shall be moved from the front to the rear of the test vehicle, causing (if
applicable and if they can be touched by the test device) the handlebars to turn to the full
lock position. The test device shall remain in contact with the vehicle (see Figure 6). The
test shall be carried out on both sides of the vehicle.
8.7.6.1. The criteria specified in this paragraph shall not apply to those parts covered by the
provisions of Paragraph 8.7.7. below.
8.7.6.2. Subject to the provisions contained in Paragraph 8.7.4.4. above, the following minimum
criteria shall apply:
8.7.6.2.1. Requirements for Group 1
8.7.6.2.1.1. In the case of a plate (Figure 2)
Figure 2
The corners shall have a radius of curvature (R) of at least 3mm, edges shall have a
radius of curvature (r) of at least 0.5mm.

8.7.7.4. Filler caps located on the upper surface of the fuel reservoir and liable to be contacted by
the driver in case of a frontal collision shall not project at their rear edge, more than
15mm above the surrounding surface; their connections to the surrounding surface
shall be levelled or rounded.
8.7.7.5. Ignition keys shall have protective caps.
This does not apply to collapsible keys and to keys that are flush with the surface.
8.7.7.6. Added ornaments shall not project more than 10mm above the surrounding surface.
Up to a thickness of 5mm they shall have chamfered edges and with a thickness of over
5mm a radius of curvature of at least 2.5mm.
Figure 5

8.8.2. Noise Emitted by Vehicles in Use
8.8.2.1. To facilitate the prevention of sound pollution by vehicles in use through the introduction
of simple checks, the use of the following sound-level measuring methods is
recommended:
8.8.2.1.1. For vehicles of Categories M and N, the method described in Regulation No. 51,
Annex 3, Paragraph 3.2. (Measurement of noise emitted by stationary vehicles, in
proximity to the exhaust).
8.8.2.1.2. For vehicles of Categories L , L , L , the method described in Regulation No. 9, Annex 3,
Paragraph 3.2 (Measurement of noise emitted by stationary vehicles, in proximity to the
exhaust).
8.8.2.1.3. For vehicles of Category L , the method described in Regulation No. 41, Annex 3,
Paragraph 2. (Measurement of noise emitted by stationary motor cycles, in proximity to
the exhaust).
8.8.2.1.4. For vehicles of Category L , the method described in Regulation No. 63, Annex 3,
Paragraph 3.2. (Measurement of noise emitted by stationary mopeds, in proximity to the
exhaust).
8.8.2.2. In view of the tolerances of measuring instruments, the disturbances that may occur at
the time of measurement and the scatter of measurements for vehicles of the same type,
it will be necessary to allow for a margin of 5dB(A) in comparison with the corresponding
value recorded at the time of the type approval.
8.8.2.3. The last-mentioned value, and also the initial constant running speed of the engine, shall
be entered in the registration documents of each new vehicle, or on the manufacturer's
plate in the case of vehicles for which registration is not required.
8.8.2.4. Checks on vehicles brought into use prior to the introduction of this method shall be
carried out in accordance with the procedures previously in force.
8.8.2.5. A visual inspection of the exhaust system and a check of its marking shall also be carried
out where possible.
8.9. Door Latches and Door Retention Components
Direction of operation of inside door handles
Manufacturers should fit their door handles, when they rotate round a horizontal axis, in
such a way that:
(a)
(b)
The handles move symmetrically to the median longitudinal axis of the vehicle;
In the closed (as distinct from the locked) position the handle is horizontal or
nearly so and is pulled upwards to open the door.
8.10. Child Restraints
It is recommended to apply the requirements of the UN Regulations listed in
Paragraph 5, the table, Line L.

8.14.1.1.1. Its width (measured at right angles to the longitudinal median axis of the vehicle) must be
at least equal to the width of the space provided for the occupants and, where there is a
separate cab, at least equal to the width of the cab;
8.14.1.1.2. In height it must reach at least 800mm above the level of the loading platform where
there is a separate cab, or be of the same over-all height as the load compartment where
there is no separate cab;
8.14.1.1.3. It shall be secured directly to the chassis or to the front of the loading platform. If it is
secured to the loading platform or, where appropriate, to the body, the anchorage of that
platform to the chassis shall be capable of withstanding the thrust transmitted. In cases
where the cab is integral with the body, the protective screen or headboard may be
secured to, or form part of, the body structure. In the case of an articulated vehicle, no
protective screen need be provided on the vehicle drawing a semi-trailer; such a screen
shall always be placed at the front of the semi-trailers loading platform.
8.14.2. In addition, if a power-driven vehicle or a semi–trailer is loaded with beams, pipes,
girders, sheet metal or similar loads liable, in the event of failure of the securing devices,
dangerously to penetrate the cab of the power-driven vehicle under the effect of sudden
braking, the protective screen or headboard shall have a resistance at least equal to that
of a steel plate not less than 3mm thick.
8.14.3. Where a vehicle is equipped with a trestle or bolster behind the cab for the purpose of
supporting long loads, such as steel girders or telegraph poles, the trestle or bolster shall
be capable of withstanding the combined effect of two forces, each of 600daN per ton of
permissible load, acting forwards and downwards on the top of the trestle.
8.14.4. This recommendation shall not apply to passenger cars even when they are carrying
goods, to tank-lorries and special-purpose vehicles for the carriage of containers, or to
special-purpose vehicles used for the carriage of indivisible objects, where the latter
vehicles and their operation are already subject to special UN Regulations.
8.15. Locking, for Safe Operation, of Tilt Cabs of Motor Vehicles Normally Used for
Carrying Goods by Road
8.15.1. Cab in Dropped Position
8.15.1.1. Tilt cabs shall be fitted with a main locking system and an auxiliary locking system.
8.15.1.2. The main and auxiliary locking systems shall be independent of each other so that the
failure of either does not entail the failure of the other.
8.15.1.3. The main and auxiliary locking systems shall be able to withstand a force directed
vertically upwards equivalent to one-and-one-half times the cab's weight.
8.15.1.4. The main and auxiliary locking devices shall be so designed that they cannot either be
worked inadvertently or open at the wrong time through the vehicle's acceleration or
deceleration or vibrations due to the use of the vehicle.
8.15.1.5. If the driver himself cannot readily make certain, whether from outside the vehicle or from
his seat, that the main locking device is properly engaged, a warning signal shall be
fitted.
8.15.1.6. At least the auxiliary locking device shall be able to operate automatically when the cab
is dropped to the normal driving position.

8.16.11. In the case of tank-vehicles, where outrigger brackets are used to fasten the tank to the
chassis of the vehicle, the vertical face of the brackets shall not be less in height than the
depth of the chassis frame to which they are attached.
8.16.12. In the case of tipping vehicles, where there is no supplementary under frame to distribute
the load, the pivot brackets for rearward-tipping bodies shall be located as near as
possible to the rear spring brackets to minimize additional bending stresses on the
chassis frame during tipping.
8.16.13. In the case of bodies tipping rearwards only, guide plates shall be provided to control the
lateral movement of the body when lowered onto the chassis frame.
8.16.14. In the case of tipping bodies, steps shall be taken to prevent excessive noise caused by
the bodywork of the vehicle when it is unladen.
8.17. Lashing and securing arrangements on road vehicles for sea transport on Ro/Ro ships
8.18. Caravans
It is recommended to apply ISO standards (9367-1:1989, 9367-2:1989).
Not yet established.
8.19. Driver's Field of Vision
It is recommended to apply the requirements of the UN Regulations listed in
Paragraph 4, the table, Lines R and U.
8.20. Identification of Controls and Tell-Tales
It is recommended to apply the requirements of the UN Regulations listed in
Paragraph 4, the table, Lines P and Q.
8.21. Windscreen-Wipers and Washers
Not yet established.
8.22. Windscreen De-Frosting and De-Misting Systems
Not yet established
8.23. Flammability of Materials Intended to be Used Inside Road Vehicles
It is recommended to apply the requirements of the UN Regulations listed in
Paragraph 5, the table, Line P.

8.24.4.1.3. The parts and components referred to in Paragraph 8.24.1.1. above are the following:
8.24.4.1.3.1. Intake silencer (air filter or cleaner);
8.24.4.1.3.2. Carburettor or equivalent instrument;
8.24.4.1.3.3. Inlet manifold (if cast separately from the carburettor or cylinder);
8.24.4.1.3.4. Cylinder;
8.24.4.1.3.5. Cylinder head;
8.24.4.1.3.6. Crankcase;
8.24.4.1.3.7. Exhaust pipe(s);
8.24.4.1.3.8. Silencer(s);
8.24.4.1.3.9. Transmission driver member (front chain wheel (sprocket) or pulley);
8.24.4.1.3.10. Transmission driven member (rear chain wheel (sprocket) or pulley);
8.24.4.1.3.11. Speed-limitation devices.
8.24.4.2. Vehicle Manufacturers Identification Plate.
8.24.4.2.1. A plate shall be affixed to each vehicle in a durable and permanent manner and in a
visible place. On this plate the vehicle manufacturer shall state:
8.24.4.2.1.1. His name or trade mark;
8.24.4.2.1.2. The type of vehicle;
8.24.4.2.1.3. The code number(s) or symbol(s) identifying the part or component marked in
accordance with Paragraph 8.24.4.1. above. A suggested model for simple correlation of
the parts or components with their corresponding code number(s) or symbol(s) is shown
in Figure 7 below.

8.24.5.1.6. There shall be no artificial restrictions in the gas passage which can be easily removed
or modified.
8.24.5.1.6.1. This provision applies equally to reed or rotary valve systems, if such removal or
modification causes an increase in the design maximum speed of the vehicle of more
than 5km/h or 10% of that speed, whichever is the lower.
8.24.5.1.6.2. The valve guides of a four-stroke engine are not considered to be artificial restrictions.
8.24.5.1.7. The part(s) of the exhaust system inside the silencer(s) which determine(s) the effective
length of the exhaust pipe shall be so affixed to the silencer(s) that it (they) cannot be
removed.
8.24.5.1.8. In the event of a variation of the ignition timing and/or a change of the carburettor jet(s),
the design maximum speed of the vehicle shall not be increased by more than 5km/h or
10% of that speed, whichever is the lower.
8.24.5.1.9. The design of cylinder and cylinder heads intended for different performance levels of
the same basic engine shall be such that these parts cannot be fitted to an engine for
which they are not appropriate; this can be obtained, for example, by different cylinder
liner diameters, by different bolt patterns or different bolt diameters.
8.24.5.1.10. For 4-stroke engines a variation in camshaft timing shall not increase the maximum
design speed above the values indicated in Paragraphs 8.24.5.1.5 and 8.24.5.1.8.
8.24.5.1.11. For 4-stroke engines the design of the cylinder head shall be such that it cannot
accommodate various camshafts intended for different performance levels of the same
basic engine.
8.24.5.1.12. If the moped is equipped with electrical/electronic devices which limit the moped speed,
the manufacturer shall provide data and evidence to the test authorities to demonstrate
that modification or disconnection of the device, or its wiring system, will either not
increase the maximum speed of the moped or will render the moped inoperative.
Electrical/electronic devices which cut or inhibit the spark ignition are forbidden if their
disconnection results in an increase in either fuel consumption or unburnt hydrocarbons.
Electrical/electronic devices which vary the spark advance shall be designed so that the
engine power, measured with the device functioning, does not differ by more than 10%
from the power measured with the device disconnected and with the advance set for
maximum road speed.
The maximum road speed shall be achieved with the spark advance set within ±5° of the
value specified for the development of maximum power.
8.25. Light-signalling
8.26. Tyres
It is recommended to apply the requirements of the UN Regulations listed in
Paragraph 4, the table, Lines D to J.
It is recommended to apply the requirements of the UN Regulations listed in
Paragraph 4, the table, Lines L to O.

8.29.5. Governments wishing to apply provisions for the design and installation of information
and communications systems in motor vehicles more precise through further research
are recommended to consider the short and medium-term implementation of findings
from the following fields:
8.29.5.1. Road safety (providing safe assistance to the driver in road traffic);
8.29.5.1.1. System safety (reliability of systems, suitability for international approval and monitoring,
e.g. also electromagnetic compatibility);
8.29.5.1.2. Interaction safety (design of the driver-system interface);
8.29.5.2. Legal safety (questions of liability and issues relating to traffic legislation).
8.29.5.3. The ongoing standardisation activities at CEN and ISO level should be also taken into
account.
8.29.6. In keeping with the findings currently available, these guidelines deal primarily with the
sphere of road safety, thereby also taking account of the priority that is attached to road
safety. Governments wishing to apply requirements relating to in vehicle systems are
recommended to base them on the following basic requirements:
8.29.6.1. All types of information and communications equipment in motor vehicles shall be
designed such that the driver is not forced or encouraged to use both hands
simultaneously while driving to operate it, not even for brief moments.
8.29.6.2. The use of all communications and information equipment that requires the driver to look
at it must be minimized while the vehicle is in motion. This means primarily that while the
vehicle is in motion, functional information may be provided, i.e. information that assists
the driver in his immediate task of driving his vehicle (including finding his way and
planning his journey) and serves the purposes of freight and fleet management, vehicle
checks, automatic registration of charges and other tasks related to driving. Information
that is likely to greatly distract the driver visually (for instance TV, video, commercials)
must either be switched off completely while the vehicle is in motion or may be presented
only in such a way that the driver cannot see it directly.
8.29.6.3. The information system shall not deactivate or interfere with existing control equipment
and prescribed instruments, in particular those that are required for road safety and
safety of operation and those that the driver requires to be able to drive his vehicle
safely.
8.29.6.4. The proper use of information systems in motor vehicles, as well as the total or partial
failure of such systems, must not impair the safe operation of the vehicle. This means
that the driver shall at all times be able to perform by himself his primary task of driving
his vehicle.
8.29.6.5. The information system shall not pose a danger to the passengers or other road users.
This statement also applies to the foreseeable incorrect operation of the system by
inexperienced users.
8.29.6.6. In the case of speech-based communications systems that are designed to be used by
the driver while the vehicle is in motion, provision shall be made for hands-free speaking
and listening equipment.

8.29.7.13. The operating instructions should also highlight potential dangers and system
constraints, and should point out that vehicle information systems may only be used in
such a way that they do not constitute a safety hazard.
8.30. Supports for motor cycles
8.30.1. Purpose of the Recommendation
8.30.2. Scope
8.30.3. Definitions
This Recommendation is intended to ensure, so far as is reasonably practicable, that the
installation and use of the supports with which two-wheeled motor vehicles are equipped
do not present hazards either to the users of the vehicle or to any other road user.
This Recommendation applies to mopeds and motor cycles having two wheels only and
not equipped with side-cars.
8.30.3.1. "Vehicle" means a moped or a motor-cycle as defined in the Vienna Convention on Road
Traffic, 1968, Article 1(m) and (n) respectively, to the exclusion of vehicles equipped with
side-cars or having three wheels;
8.30.3.2. "Support" means a device securely affixed to the vehicle by means of which the vehicle
can be maintained in the parked, upright (or near upright) position when it is at rest and
not attended by the rider;
8.30.3.3. "Side stand" means a support which, when extended or pivoted into the open position,
supports the vehicle on one side only, leaving both wheels in contact with the supporting
surface;
8.30.3.4. "Centre stand" means a support which, when extended into open position, supports the
vehicle by providing an area, or areas, of contact between the vehicle and the supporting
surface, distributed on either side of the longitudinal median plane of the vehicle;
8.30.3.5. "Tilt" means the inclination, measured as a percentage (see Figure 8 below), of the
supporting surface produced by raising or lowering one side of the supporting surface in
relation to the horizontal in such a manner that the intersection of the supporting surface
and the horizontal plane is parallel to the longitudinal median plane of the vehicle;
8.30.3.6. "Slope" means the inclination, measured as a percentage (see Figure 9 below), of the
supporting surface produced by raising or lowering one side of the supporting surface in
relation to the horizontal in such a manner that the intersection of the supporting surface
and the horizontal plane is perpendicular to the longitudinal median plane of the vehicle;
8.30.3.7. "Longitudinal median plane" of the vehicle means the longitudinal plane of symmetry of
the rear wheel of the vehicle;
8.30.3.8. "Unladen kerb mass" means the mass of the vehicle in running order, without occupant
or load, but with fuel, coolant, lubricant, tool-kit and spare wheel (if normally provided by
the manufacturer).

8.30.5.1.1.4. Notwithstanding the provisions of Paragraph 8.30.5.1.1.3. above, the side stand shall
nevertheless be designed and constructed in such a manner that
8.30.5.1.1.4.1. Once moved into the open or parking position,
8.30.5.1.1.4.2. With the vehicle inclined in order to bring the outer extremity of the side stand into
contact with the ground, or
8.30.5.1.1.4.3. When the vehicle is left unattended in the parked position, the side stand will not
automatically close if the angle of inclination is inadvertently changed (for example,
because the vehicle is slightly moved by a third party or because of wind pressure
created by a passing vehicle).
8.30.5.1.2. Instead of conforming to the provisions of Paragraphs 8.30.5.1.1.3. and
8.30.5.1.1.4.above, the vehicle may be equipped with a side stand which is connected to
its ignition system in such a manner that the ignition system can only be activated when
the side stand is in the closed or riding position.
8.30.5.2. Centre Stands
8.30.5.2.1. Centre stands shall possess the following characteristics:
8.30.5.2.1.1. The ability to support the vehicle with one wheel, both wheels or neither wheel in contact
with the supporting surface in such a manner as to ensure the stability of the vehicle:
(a)
(b)
(c)
On a horizontal supporting surface;
Under conditions of tilt;
Under conditions of slope.
8.30.5.2.1.2. The ability to fold back into the closed or riding position automatically:
(a)
(b)
When the vehicle is moved forward in such a manner as to disengage the centre
stand from the supporting surface, or
Without disturbing the equilibrium of the vehicle, if the centre stand comes into
contact with the supporting surface while the vehicle is moving.
8.30.5.2.2. Instead of conforming to the provisions of Paragraph 8.30.5.2.1.2. above, a vehicle to
which only a centre stand is fitted may be equipped with a centre stand which is
connected to its ignition system in such a manner that the ignition system can only be
activated when the centre stand is in the closed or riding position.
8.30.5.3. All supports
8.30.5.3.1. Vehicles which are equipped in accordance with the provisions of Paragraphs 8.30.5.1.2.
or 8.30.5.2.2. above may in addition be equipped with a warning light, clearly discernible
by the rider when seated in the riding position which, when the ignition is switched on,
comes on and remains on until the support is in the closed or riding position.

8.30.7. Test Procedure
8.30.7.1. Stability on a horizontal supporting surface (Test for Paragraph 8.30.5.1.1.4. above).
8.30.7.1.1. With the vehicle in the test area, the side stand shall be placed in the open or parking
position and the vehicle allowed to rest upon the side stand.
8.30.7.1.2. The vehicle shall be moved so that the angle formed by the longitudinal median plane
and the supporting surface is increased by moving the vehicle towards the upright
position by 3°.
8.30.7.1.3. The side shall not, as a result of this movement, automatically return to the closed or
riding position.
8.30.7.2. Stability on an inclined surface (Tests for Paragraphs 8.30.5.1.1.1., 8.30.5.1.1.2.,
8.30.5.2.1.1.2.. and 8.30.5.2.1.1.3. above).
8.30.7.2.1. The vehicle shall be placed on the parking platform with the side stand, and separately,
with the centre stand placed in the open or parking position, and the vehicle allowed to
rest upon the support.
8.30.7.2.2. The parking platform shall be inclined as shown in Figures 8, 9(a) and 9(b) according to
the following minimum tilt and slope inclinations:
Mopeds
(%)
Side stand
Motor cycles
(%)
Mopeds
(%)
Centre stand
Motor cycles
(%)
Tilt 5 6 6 8
Slope downward 5 6 6 8
Slope upward 6 8 12 14
8.30.7.2.3. Where a vehicle is placed on an inclined parking platform by use of the centre stand and
one wheel only and can be maintained in that position with the centre stand and either
the front or the rear wheel in contact with the supporting surface, provided the other
conditions of this paragraph are complied with, the foregoing tests shall be carried out
with the vehicle placed upon the centre stand and the rear wheel only.
8.30.7.2.4. With the parking platform inclined to each of the prescribed inclinations and the foregoing
conditions duly observed, the vehicle shall remain in a stable condition.
8.30.7.2.5. Instead of this procedure, the parking platform may be pre-set to the requisite
inclinations before the vehicle is placed in position.

Figure 9 (a)
Slope – Upward Inclination
Figure 9 (b)
Slope – Downward Inclination

8.33.1.2. Or, while not required to bear the approval mark, has been recognized by a technical
service responsible for approval tests as having a performance that is clearly
inadequate, having regard to the requirements of the UN Regulation concerned and, if it
bears a manufacturer's mark or trademark, has been denounced by the owner of such
mark as an unauthorized product within the meaning of these Recommendations.
8.33.2. Governments made aware of the offer for sale within their country of parts or items of
equipment not authorized under the approval UN Regulations shall take the following
measures:
8.33.2.1. Obtain proof of the infringement, either:
8.33.2.1.1. In the case of Paragraphs 8.33.1.1. and 8.33.1.2. above, by sampling at points of sale;
8.33.2.1.2. In other cases (Paragraphs 8.33.1.1.2. to 8.33.1.1.4. by reference to its own records or
by request addressed to the administrative service of the country whose identifying
number appears on the approval mark;
8.33.2.1.3. If possible communicate to the competent administration(s) of the country of origin of the
product (if it is not a Party to the 1958 Agreement) the information that an establishment
in its country has offered for sale unauthorized parts or items of equipment;
8.33.2.2. Inform the secretariat of the Economic Commission for Europe of the infringement,
providing all information in its possession, and in particular:
8.33.2.2.1. The description of the part or item of equipment;
8.33.2.2.2. The approval mark (or absence of mark);
8.33.2.2.3. The names and addresses of the manufacturer and/or the exporter; and
8.33.2.2.4. The names and addresses of the importer and/or the distributor.
8.33.3. Once in possession of the particulars referred to above, the secretariat shall circulate the
information:
8.33.3.1. To the other Parties to the 1958 Agreement, and
8.33.3.2. To the countries which, while not party to the Agreement, unilaterally apply the
UN Regulation to which the unauthorized part or item of equipment is subject.
8.33.4. Governments made aware of the infringement either directly or through the information
procedure provided for above shall:
8.33.4.1. If possible take the necessary measures in accordance with their national law and
without prejudice to any civil or criminal proceedings which might be initiated, to ensure
that the unauthorized part or item of equipment:
8.33.4.1.1. Is prevented from entering their respective countries; and
8.33.4.1.2. Is withdrawn from the market if it has already been offered for sale.
8.33.4.2. Inform the manufacturer of the product, if known, of the prohibition of the offering for sale
of the unauthorized part or item of equipment in the territory of their respective countries.

8.37.3. Headlamps and Other Lamps
8.37.4. Accessories
Headlamps and other front lamps should not have rigid projecting frames. If possible,
they should be mounted slightly recessed in the bodywork.
External accessories (trimmings, spoilers, etc.) should be deformable, retractable or
detachable so as to minimize the risk of injury. In the latter cases, these
recommendations shall also apply to the residual parts.
8.37.5. Structural Elements
8.37.5.1. Preference should be given to structures with adequate energy-absorption capacity.
8.37.5.2. The curvature radius of parts of the vehicle which may be impacted should be as large
as possible, with due account being taken of technical requirements.
8.38. Methods and Instruments for Measuring Noise Inside Motor Vehicles
8.38.1. Measuring Instruments
8.38.1.1. An omnidirectional sound level meter of high precision complying at least with the
specifications of Publication No. 651 [1979] "Precision sound level meters" of the
International Electro technical Commission (IEC) concerning the characteristics of sound
level meters shall be used. Measurement shall be carried out with frequency weighting A
and time weighting F conforming to curve A and the "fast response" time respectively.
The type of sound level meter shall be stated in the test report.
8.38.1.2. The sound level meter shall be calibrated against a sound pressure calibrator
immediately before and after each series of test runs. If the meter readings obtained
from these calibrations differ by more than 1dB, the test shall be considered invalid.
8.38.1.3. A suitable wind shield may be used to reduce the influence of wind on the
measurements in open vehicles. Wind shields recommended by the sound level meter
manufacturer will generally be suitable.
8.38.1.4. If alternative measuring equipment, including, for example, a tape recorder and/or level
recorder, is used, its overall electro-acoustic performance shall conform to the relevant
provisions of IEC Publication 651 [1979] for Class I instruments.
If a tape-recorder is used as part of the measuring equipment, it may be necessary to
include suitable additional pre-emphasis and de-emphasis circuits for recording and
reproduction to provide an adequate signal-to-noise ratio over the whole frequency range
concerned.
8.38.1.5. The rotational speed of the engine shall be measured by an independent tachometer
whose accuracy is within 3% of the actual speed of rotation.

8.38.3.2.1.3. If the engine coolant radiators are equipped with devices such as flaps, the
measurements shall be carried out with them open. Standard test conditions are with fan
operating normally; if a vehicle is fitted with an automatic flap and/or fan, its operating
conditions shall be stated in the test report.
8.38.3.2.2. Loading of the Vehicle
8.38.3.2.2.1. The vehicle shall be unladen. In the cabs of trucks and similar vehicles, not more than
two persons (the driver and observer) shall be allowed, and in public service vehicles
with more than eight seats not more than three persons shall be allowed.
8.38.3.2.3. Openings, Windows, Auxiliary Equipment
Openings such as skylights, all windows and ventilating inlets and/or outlets shall be
closed, if possible. Auxiliary equipment such as windscreen wipers and heating and/or
ventilating fans and air-conditioners shall not operate during the tests. If any auxiliary
equipment is automatic, its operating condition shall be stated in the test report.
8.38.4. Methods of Testing
8.38.4.1. General Conditions of Tests
8.38.4.1.1. At least two measurements shall be made at each microphone position and for each
operating condition. If the spread of results of the A-weighted sound pressure level
obtained under any measuring condition exceeds 3dB, further measurements shall be
made until the readings of two independent successive measurements fall within a range
of 3dB; the mean value of these two readings shall be taken as the test result.
8.38.4.1.2. The value stated in the test report shall be rounded to the nearest whole decibel.
8.38.4.1.3. Any peak which is obviously out of character with the general sound level being read
shall be disregarded.
8.38.4.1.4. Whenever the sound level meter reading fluctuates, the mean value of the readings shall
be determined. Occasional extreme peaks shall be disregarded.
8.38.4.1.5. The presence of clearly audible pure tones or noise of distinct impulse character shall be
stated additionally in the test report.
8.38.4.2. Acceleration Test
8.38.4.2.1. The procedure for the test is as follows:
The speed of the vehicle and of the engine shall be stabilized at the specified initial
conditions.
When stable conditions are attained, the throttle shall be fully opened as fast as possible
and held in this position until either 90% of the engine speed for maximum power as
specified by the manufacturer of the vehicle ("maximum power speed") or 100km/h is
reached, whichever is lower.

8.38.5.1.3. The microphone shall be oriented horizontally, with the axis of maximum sensitivity
(according to the manufacturer's specification) pointing in the direction in which a person
occupying the seat or standing position would be looking or, if such direction is not
specified, in the driving direction.
8.38.5.2. Microphone position in relation to a seat: Setting of seats and head-restraints (see
Figure 10 below)
8.38.5.2.1. For the positioning of the microphone, in accordance with the conditions set out below,
adjustable seats and head-restraints shall be set in the mid-position of the horizontal and
vertical range of adjustment. If the back-rest of the seat is adjustable, this shall be set as
near vertical as possible.
8.38.5.2.1.1. The vertical co-ordinate of the microphone shall be 0.7 ± 0.05m above the intersection of
the unoccupied seat surface and the surface of the back of the seat.
8.38.5.2.1.2. The horizontal co-ordinate shall be:
8.38.5.2.1.2.1. For an unoccupied seat (Position A), the median plane (plane of symmetry) of the seat;
8.38.5.2.1.2.2. For the driver's seat, with the driver present (Position B), 0.2 ± 0.02m to the right (to the
left for right-hand drive vehicles) of the median plane of the seat.
8.38.5.2.2. In case of doubt, a check may be made in relation to the H Point of the seat. The H Point
is a reference point determined according to the procedure described in
UN Regulation No. 46, Annex 8.
8.38.5.2.2.1. For the determination of the H Point, the reference line on the manikin described in
UN Regulation No. 46, Annex 8, is the line shown in Figure 11 below.
The reference line is a straight line which, either on a test manikin having the weight and
dimensions of a fiftieth-percentile adult male or on a test manikin having identical
characteristics passes through the joint of the leg with the pelvis and the joint of the neck
with the thorax.
8.38.5.2.2.2. The microphone shall be placed 0.7 ± 0.05m above the H Point of the unoccupied seat,
as measured on the reference line (see Figure 11 below).
8.38.5.2.2.3. The horizontal co-ordinate of the microphone shall be the median plane (plane of
symmetry) of the unoccupied seat. At the driver's seat the horizontal co-ordinate shall be
0.2 ± 0.02m to the right (to the left for right-hand drive vehicles) of the median plane of
the seat.
8.38.5.2.2.4. If the vehicle seats are equipped with head-restraints, the distance of the microphone
from the head-restraint centre shall be 0.1 ± 0.02m.
8.38.5.3. Microphone Position for Standing Places.
The vertical co-ordinate shall be 1.6 ± 0.1m above the floor. The horizontal co-ordinate
shall correspond to a person standing at selected points.

Figure 11
Microphone Position with Respect to a Seat
(see Paragraphs 8.38.5.2.2.1 and 8.38.5.2.2.2)
8.39. Passenger Protection Against Displacement Luggage
It is recommended to apply the requirements of the UN Regulations listed in
Paragraph 5, the table, Line Q.

2.6. "Actual torso angle" means the angle measured between a vertical line through the
"H" Point and the torso line using the back angle quadrant on the 3-D H machine. The
actual torso angle corresponds theoretically to the design torso angle (for tolerances, see
Paragraph 3.2.2. below).
2.7. "Design torso angle" means the angle measures between a vertical line through the
"R" Point and the torso line in a position which corresponds to the design position of the
seat-back established by the vehicle manufacturer;
2.8. "Centre plane of occupant" (C/LO) means the median plane of the 3-D H machine
positioned in each designated seating position; it is represented by the co-ordinate of the
"H" Point on the "Y" axis. For individual seats, the centre plane of the seat coincides with
the centre plane of the occupant. For other seats, the centre plane of the occupant is
specified by the manufacturer;
2.9. "Three-dimensional reference system" means a system as described in Appendix 2 to
this Annex;
2.10. "Fiducial marks" are physical points (holes, surfaces, marks or indentations) on the
vehicle body as defined by the manufacturer;
2.11. "Vehicle measuring attitude" means the position of the vehicle as defined by the
co-ordinates of fiducial marks in the three-dimensional reference system.
3. REQUIREMENTS
3.1. Data Presentation
For each seating position where reference data are required in order to demonstrate
compliance with the provisions of the corresponding UN Regulation, all or an appropriate
selection of the following data shall be presented in the form indicated in Appendix 3 to
this Annex:
3.1.1. The co-ordinates of the "R" Point relative to the three-dimensional reference system;
3.1.2. The design torso angle;
3.1.3. All indications necessary to adjust the seat (if it is adjustable) to the measuring position
set out in Paragraph 4.3. below.
3.2. Relationship Between Measured Data and Design Specifications
3.2.1. The coordinates of the "H" Point and the value of the actual torso angle obtained by the
procedure set out in Paragraph 4. below shall be compared, respectively, with the
coordinates of the "R" Point and the value of the design torso angle indicated by the
vehicle manufacturer.
3.2.2. The relative positions of the "R" Point and the "H" Point and the relationship between the
design torso angle and the actual torso angle shall be considered satisfactory for the
seating position in question if the "H" Point, as defined by its coordinates, lies within a
square of 50mm side length with horizontal and vertical sides whose diagonals intersect
at the "R" Point, and if the actual torso angle is within 5° of the design torso angle.

4.6. Attach the foot and lower leg assemblies to the seat-pan assembly, either individually or
by using the T-bar and lower leg assembly. The line through the "H" Point sight buttons
shall be parallel to the ground and perpendicular to the longitudinal centre plane of the
seat.
4.7. Adjust the feet and leg positions of the 3-D H machine as follows:
4.7.1. Designated Seating Position: driver and outside front passenger
4.7.1.1. Both feet and leg assemblies shall be moved forward in such a way that the feet take up
natural positions on the floor, between the operating pedals if necessary. Where possible
the left foot shall be located at approximately the same distance to the left of the centre
plane of the 3-D H machine as the right foot is to the right. The spirit level verifying the
transverse orientation of the 3-D H machine is brought to the horizontal by readjustment
of the seat pan if necessary, or by adjusting the leg and foot assemblies towards the
rear. The line passing through the "H" Point sight buttons shall be maintained
perpendicular to the longitudinal centre plane of the seat.
4.7.1.2. If the left leg cannot be kept parallel to the right leg and the left foot cannot be supported
by the structure, move the left foot until it is supported. The alignment of the sight buttons
shall be maintained.
4.7.2. Designated Seating Position: outboard rear seat
For rear seats or auxiliary seats, the legs are located as specified by the manufacturer. If
the feet then rest on parts of the floor which are at different levels, the foot which first
comes into contact with the front seat shall serve as a reference and the other foot shall
be so arranged that the spirit level giving the transverse orientation of the seat of the
device indicates the horizontal.
4.7.3. Other Designated Seating Positions:
The general procedure indicated in Paragraph 4.7.1. above shall be followed, except that
the feet shall be placed as specified by the vehicle manufacturer.
4.8. Apply lower leg and thigh weights and level the 3-D H machine.
4.9. Tilt the back pan forward against the forward stop and draw the 3-D H machine away
from the seat-back using the T-bar. Reposition the 3-D H machine on the seat by one of
the following methods:
4.9.1. If the 3-D H machine tends to slide rearward, use the following procedure. Allow the
3-D H machine to slide rearward until a forward horizontal restraining load on the T-bar is
no longer required, i.e. until the seat pan contacts the seat-back. If necessary, reposition
the lower leg.
4.9.2. If the 3-D H machine does not tend to slide rearward, use the following procedure. Slide
the 3-D H machine rearward by applying a horizontal rearward load to the T-bar until the
seat pan contacts the seat-back (see Figure 2 of the Appendix 1 to this Annex).

4.14. Take All Measurements:
4.14.1. The coordinates of the "H" Point are measured with respect to the three-dimensional
reference system.
4.14.2. The actual torso angle is read at the back angle quadrant of the 3-D H machine with the
probe in its fully rearward position.
4.15. If a rerun of the installation of the 3-D H machine is desired, the seat assembly shall
remain unloaded for a minimum period of 30min prior to the re-run. The 3-D H machine
shall not be left loaded on the seat assembly longer than the time required to perform the
test.
4.16. If the seats in the same row can be regarded as similar (bench seat, identical seats, etc.)
only one "H" Point and one actual torso angle shall be determined for each row of seats,
the 3-D H machine described in the Appendix 1 to this Annex being seated in a place
regarded as representative for the row.
This place shall be:
4.16.1. In the case of the front row, the driver's seat.
4.16.2. In the case of the rear row or rows, an outer seat.

Figure 1
3-D H Machine Elements Designation

ANNEX 1 – APPENDIX 2
THREE-DIMENSIONAL REFERENCE SYSTEM
1. The three-dimensional reference system is defined by three orthogonal planes established by
the vehicle manufacturer (see Figure) .
2. The vehicle measuring attitude is determined by positioning the vehicle on a supporting surface
such that the co-ordinates of the fiducial marks correspond to the values indicated by the
manufacturer.
3. The coordinates of the "R" Point and the "H" Point are established in relation to the fiducial
marks defined by the vehicle manufacturer.

ANNEX 2
GUIDELINES ON MEASURES ENSURING THE AUDIBILITY
OF HYBRID AND ELECTRIC VEHICLES
Preamble
The environmental benefits expected to be achieved by hybrid electric and pure electric road transport
vehicles (HEV and EV) have resulted in vehicles becoming quiet. This has resulted in the removal of an
important source of audible signal that is used by pedestrians (e.g. blind and low vision pedestrians) and
road users (e.g. cyclists), to signal the approach, presence or departure of these vehicles.
The guideline is intended to present recommendations to manufacturers for a system to be installed in
vehicles to provide vehicle operation information to pedestrians and vulnerable road users.
This guideline is intended as interim guidance until the completion of on-going research activities and the
development of globally harmonized device performance specifications.
Scope
This guideline addresses Acoustic Vehicle Alerting System (AVAS) for hybrid electric and pure electric
road transport vehicles (HEV and EV).
A. ACOUSTIC VEHICLE ALERTING SYSTEM
1. Definition
Acoustic Vehicle Alerting System (AVAS) is a sound generating device designed to inform
pedestrians and vulnerable road users.
2. System Performance
AVAS is intended to be fitted to a vehicle.
AVAS shall fulfil the requirements set forth below.
3. Operation Conditions
(a)
Sound generation method
The AVAS shall automatically generate a sound in the minimum range of vehicle speed
from start up to approximately 20km/h and during reversing, if applicable for that vehicle
category. In case the vehicle is equipped with an internal combustion engine that is in
operation within the vehicle speed range defined above, the AVAS may not need to
generate a sound.
For vehicles having a reversing sound warning device, it is not necessary for the AVAS
to generate a sound during backup.

ANNEX 3
DISTINGUISHING NUMBER OF CONTRACTING PARTIES TO THE 1958
AGREEMENT IN THE APPROVAL MARK
Any type approval granted by a Contracting Party to the 1958 Agreement shall contain a distinguishing
number of the country that has granted the approval. The list of these numbers was included in all the
UN Regulations, generally as a footnote, similar to that reproduced below. Following the adoption by
WP.29 of the Revision 2 of the R.E.3, the list is being replaced by a reference to this Annex. It needs to
be amended any time when there is a new Contracting Party to the Agreement, even if there is no
significant modification of the UN Regulation. The list below, kept regularly up to date, permits to replace
its in extenso reproduction in UN Regulations by a simple reference.
1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for
Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria,
13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark,
19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for
Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for
Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 for Kazakhstan, 36 for Lithuania,
37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia,
41 (vacant), 42 for the European Union (Approvals are granted by its Member States using their
respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa,
48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia, 53 for
Thailand, 54 for Albania, 55 (vacant), 56 for Montenegro, 57 (vacant), 58 for Tunisia and 62 for Egypt.
Other numbers shall be assigned to other countries in the chronological order in which they ratify or
accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled
Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the
Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the
numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the
Contracting Parties to the Agreement.

5. INTRODUCTION
It is acknowledged that market fuel quality plays a key role in the level and type of pollutant
emissions from motor vehicles. Regulations and specifications for market fuel quality are not
yet well harmonized (even within a given region) and they are not always fully aligned with the
needs of engine technology to help meet pollutant emission regulations in force. As many world
regions and cities suffer from poor air quality and move towards more stringent motor vehicle
emission regulations, this requires the use of more advanced emission control technology on
engines, which drives the crucial need for improved market fuel quality.
This recommendation defines a list of key fuel parameters linked to legally required emissions
levels and suggests the minimum fuel quality requirements corresponding to vehicle
technologies necessary to achieve and maintain such emission levels. It has to be recognised
that other parameters can influence tailpipe pollutant emissions and thus adherence to this list
may not be sufficient to enable durable compliance to the relevant emissions standards for all
vehicle concepts.
The list of parameters has been herewith linked to emission limits set in the various series of
UN Regulations Nos. 83 and 49 up to R83.05 (Row B) and R49.03 (Row B1) and
UN Regulation No. 96 up to R96.02. An extension to cover more recent and more stringent
emission limits may be needed in due time to keep this recommendation updated to technical
progress.
International fuel standards (e.g. CEN) have been developed from the emission technology-fuel
specifications that have been driven by European legislation. These CEN Standards,
developed on a technical basis between the various stakeholders in CEN, provide for European
market fuels that are, essentially, fit for purpose.
The parallel application of appropriate market fuel standards must be an important part of an
integrated approach by Contracting Parties to enable improved and long-lasting emission
reductions during the lifetime of all motor vehicles.
6. APPENDICES CONTENT
Appendix 1 shows the historical development of on-road and non-road emission standards and
fuel quality (based on CEN Standards).
Appendix 2 details the fuel parameters aligned with the progression of the UN emission
standards that require the use of more advanced exhaust after-treatment control technology
that are affected by market fuel quality.
Appendix 3 shows the correlation between the series of UN Regulations Nos. 83, 49 and 96
and the parallel Euro Standards.
Appendix 4 indicates a guideline document on good practice for fuel housekeeping.

7.2.
Volatility Classes for Unleaded Gasoline
Class
A
B
C/C1
D/D1
E/E1
F/F1
Vapour pressure (kPa)
45 – 60
45 – 70
50 – 80
60 – 90
65 – 95
70 – 100
E70 (%)
20 – 48
20 – 48
22 – 50
22 – 50
22 – 50
22 – 50
E100 (%)
46 – 71
46 – 71
46 – 71
46 – 71
46 – 71
46 – 71
E150 (% min)
75
75
75
75
75
75
Final boiling point (°C max)
210
210
210
210
210
210
T10 (°C, max)
65
60
55
50
45
45
T50 (°C, max)
77-100
77-100
75-100
70-100
65-100
65-100
T90 (°C, max)
130-175
130-175
130-175
130-175
130-175
130-175
Distillation residue (% V/V)
2
2
2
2
2
2
Vapour Lock Index (VLI)
(10 VP + 7 E70) (index max)


C

D

E

F

Vapour Lock Index (VLI)
(10 VP + 7 E70) (index max)
C1
1,050
D1
1,150
E1
1,200
F1
1,250

7.3. Diesel – On-Road Vehicles
R83 – 03series and
R49.02 (Stage II)
R83.05 (Row A) and
R49.03 (Row A)
R83.05 (Row B) and
R49.03 (Row B)
Test method
Sulphur [mg/kg] ≤500 ≤350 ≤50
EN ISO 20846
EN ISO 20884
Ash [%m/m]
≤0.01
≤0.01
≤0.01
EN/ISO 6245
Total Contamination [mg/kg]
≤24
≤24
≤24
EN 12662
Cetane Number
≥49
≥51
≥51
EN ISO 5165
Cetane Index
≥46
≥46
≥46
EN ISO 4264
Density [kg/m ] 820 – 860 820 – 845 820 – 845
EN ISO 3675
EN ISO 12185
Viscosity [mm /s]
2.0 – 4.5
2.0 – 4.5
2.0 – 4.5
EN ISO 3104
Flash Point [°C]
>55
>55
>55
EN ISO 2719
T50 [°C]

T65 = 250min
T65 = 250min
EN ISO 3405
T85 [°C]
≤350
≤350
≤350
EN ISO 3405
T95 [°C]
≤370
≤360
≤360
EN ISO 3405
PAH [%m/m]
≤11
≤11
≤11
EN 12916
Carbon residue [%m/m]
≤0.3
≤0.3
≤0.3
EN ISO 10370
CFPP [°C]
-44 to +5
-44 to +5
-44 to +5
EN 116
Cloud Point [°C]
(severe winter conditions)
Copper strip corrosion
(3h at 50°C) [rating]
-34 to -10 -34 to -10 -34 to -10 EN 23015
Class 1 EN ISO 2160
Water [mg/kg] ≤200 ≤200 ≤200 EN ISO 12937
Lubricity [micron] ≤460 ≤460 ≤460 EN ISO 12156-1
Oxidation stability [hours] >20 >20 >20 EN15751
FAME [%v/v]
Appearance
Clear and bright, no free water or particulates
EN14214
ASTM D6751
D4176 visual
inspection
Ethanol/Methanol [%v/v] Non-detectable

ANNEX 4 – APPENDIX 1
EVOLUTION OF THE UNECE EMISSION LIMITS
Emission standards have been linked with a revision of the respective European market fuel standards
(EN228 and EN590):
On-Road Standards

ANNEX 4 – APPENDIX 2
EVOLUTION OF STRINGENCY OF GASOLINE
MARKET FUEL QUALITY STANDARDS
On-Road Vehicles
Gasoline
R83.03
R83.05 (Row A)
R83.05 (Row B)
RON
95
95
95
MON
85
85
85
Lead
0.013
0.005
0.005
Sulphur
500
150
50 / 10
Benzene
5
1
1
Aromatics

42
35
Olefins

21
18
Oxygen

2.7
2.7
RVP
35 – 100
45 – 100
45 – 100
VLI

1,050 – 1,250
1,050 – 1,250
Density
725 – 780
720 – 775
720 – 775
FBP
215
210
210
E70
15 – 47
20 – 50
20 – 50
E100
40 – 70
46 – 71
46 – 71
E180
85


Residue
2
2
2

ANNEX 4 – APPENDIX 3
CORRELATION BETWEEN UN REGULATIONS
AND EURO STANDARDS
On-Road Vehicles
Correlation between the series of amendments of Regulations Nos. 83 and 49 and Euro emission
standards
UN Regulation No. 49
Euro standard
UN Regulation No. 83
Euro standard
R49.02 Level B
Euro II
R83.03
Euro 2
R49.03 Level A
Euro III
R83.05 Level A
Euro 3
R49.03 Level B1
Euro IV
R83.05 Level B
Euro 4
Non-Road Vehicles
Correlation between the series of amendments to Regulation No. 96 and Euro emission standards
UN Regulation No. 96
NRMM Directive 97/68/EC
R96
Stage I
R96.01
Stage II
R96.02
Stage IIIA

ANNEX 5
DESIGN PRINCIPLES FOR CONTROL SYSTEMS OF ADVANCED
DRIVER ASSISTANCE SYSTEM (ADAS)
This document was revised with reference to the discussion results of the last ITS Informal Group
Meeting, held on March 15, 2013. As a next step, in accordance with the programme of work, it will be
forwarded to WP29 to deliberate its treatment.
Contents
1. Preface
2. Scope
3. Existing regulations
4. Control principles
4.1. Control elements
4.2. Operational elements
4.3. Display elements
4.4. Supplementary elements
5. Summary
Appendix: Human-Machine Interaction (HMI) – Considerations for Control Systems of ADAS
1. Introduction
2. Human factors in driving automation
3. Driver in-the-loop
4. Future works
5. References

2. SCOPE
ADAS can be classified into three categories: information provision, warning, and control.
Guidelines for limiting driver distraction from in-vehicle information systems have already been
established and are used on a self-commitment basis. Regarding warnings, the ITS Informal
Group submitted the "Guidelines on establishing requirements for high-priority warning signals",
which was adopted at the 154th session of WP.29 in June 2011.
This document discusses control systems that support and assist the driver's driving operations.
Systems covered include those that involve a certain interaction (transfer of control) between the
driver and the system, but exclude those that control the driving operations independently.
Therefore, this document does not discuss existing ABS (Antilock Braking Systems) and ESC
(Electronic Stability Control), nor does it cover information provision systems such as navigation
devices.
In this document, we discuss systems that are used during normal driving, such as ACC
(Advanced Cruise Control system) and LKS (Lane Keeping-assistance System), as well as
systems used in critical situations, such as AEBS (Advanced Emergency Braking Systems), to
avoid accidents and mitigate crash severity. AEBS are currently being regulated, but we include
them in our discussion because they involve the transfer of control between the driver and the
system.
The present principles are applicable mainly to passenger cars (M ), but the basic philosophy is
applicable to other categories of vehicles. Therefore, it is desirable that they are also applied to
vehicle categories such as M , M , N , N , and N . The principles are expected to apply to both
original equipment and aftermarket devices. It should be noted, however, that there may be some
difficulties coordinating aftermarket devices with the control systems fitted by vehicle
manufacturers.
3. EXISTING REGULATIONS
There are existing regulations which are most relevant to the principles in this document.
/ UN Regulation No. 121 Vehicles with regard to the location and identification of hand
controls, tell-tales and indicators
/ FMVSS No. 101 Controls and displays.
/ UN Regulation No. 130 Lane Departure Warning System (LDWS)
/ UN Regulation No. 131 Advanced Emergency Braking Systems (AEBS)

4.2. Operational Elements
(a)
For systems that control the vehicle under normal driving situations, the driver should have
a means to transition from ON to OFF manually and to keep the system in the OFF state.
Explanation: For ease of use and/or convenience in driving, the driver's intentions should
be ensured as a priority, so that the driver can switch the state of control from system to
driver that is from ON to OFF and the OFF state should be kept under the driver's operation.
(b)
For systems that control the vehicle under critical driving situations, the initial set state of the
system should be ON.
Explanation: For collision avoidance and/or mitigation, the first priority is to reduce trauma,
therefore the system status ON should be maintained during driving. However, accounting
for driver preferences, the system can be equipped with a manual OFF switch. In this case
the system status should be recognizable to the driver
4.3. Display Elements
(a)
Drivers should be provided with clear feedback informing them when the system is actively
controlling the vehicle's speed and/or path.
Explanation: When the system is actively controlling the vehicle, the driver should be
provided with clear feedback on its activation. The driver has to be made aware of system
activation so as to properly manage driving a car with assistance systems.
(b)
Drivers should be informed of the system status when system operation is malfunctioning or
when there is a failure.
Explanation: When the system is malfunctioning or has failed, the driver should be
informed of the system status. This is needed to avoid any misunderstanding by the driver
that the system is still working.
(c)
The driver should be informed when the system detects that conditions are such that normal
performance cannot be assured.
Explanation: When the system is not fully functioning, for example, the sensor performance
is impaired under certain driving conditions such as rain or when road markings are not
visible, the driver should be informed of the status to allow a smooth transfer of control to
the driver.
(d)
Drivers should be notified of any system-initiated transfer of control between the driver and
vehicle.
Explanation: Transfer of control between the driver and the vehicle would be the point
when automation is realized. Any transfer of control should be transparent to the driver, but
at the very least, the driver should be notified of any transfer initiated by the system so the
driver is always aware if they have control of the vehicle.

5. SUMMARY
ADAS control systems are still being developed and various new systems will emerge in the
future. For the development of technologies, it is important to continuously improve the safety and
user-friendliness of these systems for the average driver. If a negative effect is felt, these systems
may lose credibility among the general public and subsequent development may be hindered. To
prevent such an event and to encourage proper development of the systems, it is important to
define the principles to be followed as a basic guideline.
These principles are limited to the main Recommendations considered to be of critical importance.
However, systems that arrive on the market in the future may require guidance for aspects that are
not covered. Changes over time may also make some of the principles obsolete or unnecessary.
The present principles shall therefore be revised as appropriate, and this task should be assigned
to the ITS Informal Group (in some cases in consultation with the respective GR group that may
govern a specific system in question), since the present principles deal with ADAS in general and
not with specific systems.
As a future process, the UNECE WP.29 ITS Informal Group and other relevant working groups in
the UNECE WP.29 will engage in comprehensive discussions on a mechanism that will ensure
effective implementation of the control system principles. This Annex was adopted by WP.29 at its
160th session (ECE/TRANS/WP.29/1104, Para.22) and transmitted to the Working Party on Road
Safety (WP.1) as a reference.

Figure 2 illustrates how ADAS assist drivers in the tasks of detection, judgment, and operation
(Hiramatsu, 2005). When no ADAS are present during conventional driving, drivers monitor the
feedback of the vehicle behaviour. They detect and recognize elements in the driving environment,
make judgments about imminent risks, if these occur, and about the future effects of any actions
they take; and take control of the vehicle and carry out the consequent manoeuvre to mitigate the
risk (Ho, 2006).
At Level 1, ADAS provides the least assistance (see Figure 2). These ADAS present information
acquired from sensors to the driver, and assist them only with the detection of relevant information.
They enhance the perception of drivers by aiding their awareness of the driving environment, but
do not provide warning alerts. An example of such ADAS is a Route Guidance System that helps
the driver to look for the route to destination. Another example of Level 1 is rear vision camera that
shows the area behind the vehicle and provides information. – if it provides an alert then it is a
Level 2 system.
Level 2 ADAS offers aid to drivers by assisting their assessment of the criticality of hazards
through warnings to help drivers avoid critical situations. This works with detection of the driving
environment that's also provided by Level 1 ADAS. Examples of Level 2 ADAS are the Forward
Collision Warning (FCW) system and the Lane Departure Warning (LDW) system.
At Level 3, ADAS provides more assistance to the driver through vehicle control, and avoids or
mitigates hazards actively, without direct input from the driver. These intervening assistance
systems have a higher level of automation and a lower level of driver control. An example of
Level 3 ADAS is the Adaptive Cruise Control (ACC) + the Advanced Emergency Braking System
(AEBS), which detects obstacles in front of the driver and intervenes on its own by using
avoidance and/or mitigation measures, such as applying the moderate and/or rapid brakes to
adjust the speed in order for the headway not to exceed a certain threshold. As a consequence,
Level 3 ADAS has two features; one is for systems used in the normal driving situation such as
ACC, and the other in critical driving situations such as AEBS.

2. HUMAN FACTORS IN DRIVING AUTOMATION
The introduction of automation in vehicles poses a host of human factors concerns
(e.g., Sheridan, 1992). Advanced automation can fundamentally change the driving task and the
role of the driver in the road-traffic environment. In addition to facilitating driver performance, the
introduction of automation in cars also has the potential for deteriorating performance (Young &
Stanton, 1997). The following sections summarize the main issues relating to the automation of
the driving task.
2.1. Workload
Driver Mental Workload is a central concern for automation. It has been suggested that automation
has dual effects on mental workload (Stanton, Young & Walker, 2007). Automation could decrease
driver workload in some situations, if it takes over driving activities; or it can increase attentional
demand and mental workload in other areas, such as trying to keep track of what the automation is
doing. In the former situation, fewer driving tasks may result in driver underload through reduced
attentional demand. The latter case could lead to driver overload, which can occur under
conditions of system failure or when a driver is unfamiliar with the system (Brook-Carter &
Parkes, 2000). Both overload and underload can be detrimental to performance (Stanton
et al., 2007).
Automation is usually intended to lighten workload, but when a given level of automation lowers
drivers' mental workload to the point of underload, there is the possibility that should a device fail,
the driver is faced with an explosion of demand to circumvent an accident. In certain cases drivers
cannot cope with this occurrence, which could cause a crash (Young & Stanton, 1997). ADAS may
take over a large proportion of the workload, which would lead drivers to overestimate system
performance and, as a result, to drive more passively. A more complacent or passive attitude can
lead to further problems such as monotony and fatigue (Thiffault & Bergeron, 2003).
Situation awareness and response time may be affected by automation because it takes operators
"out-of-the-loop". Drivers tend to use less effort with automation, and a psycho-physiological
consequence of less activity is reduced alertness. Alternatively, alert drivers may take advantage
of this reduction in task demand to do something else (e.g., multitask). It has been suggested that
the basic goal should be to optimize – not reduce – workload, which would entail a balancing of
demands and resources of both task and operator (Young & Stanton, 1997; Reichart, 1993;
Rumar, 1993).

3. DRIVER-IN-THE-LOOP
The notion of driver-in-the-loop means that a driver is involved in the driving task and is aware of
the vehicle status and road traffic situation. Being in-the-loop means that the driver plays an active
role in the driver-vehicle system (see Figures 1 and 2). They actively monitor information, detect
emerging situations, make decisions and respond as needed. By contrast, out-of-loop
performance means that the driver is not immediately aware of the vehicle and the road traffic
situation because they are not actively monitoring, making decisions or providing input to the
driving task (Kienle et al., 2009). Being out-of-loop leads to a diminished ability to detect system
errors and manually respond to them (Endsley & Kiris, 1995).
The Vienna Convention for Road Traffic, a treaty founded in 1968, was designed to increase road
safety by standardizing the uniform traffic rules at an international level. Several articles in the
Vienna Convention are relevant to the discussion of automation and control in vehicles.
Specifically Articles 8 & 13 require that drivers be in control of their vehicle at all times. This may
not always be the case with some autonomous driving functions. The issue of consistency
between the Vienna Convention and the vehicle technical regulations developed by WP.29 and
WP.1 (Working Party on Road Traffic Safety) is currently being discussed. Some countries, such
as the United States and Canada, did not sign the treaty.
It will be difficult to make a line between in the loop and out of the loop. For example, the task of
monitoring the systems and surroundings could be out of the loop if the driver's attention shifts
away from the situation, but it could be in the loop if he/she carefully monitors them. This means
that the line between them could change according to how much the driver is aware of the driving
situation.
Automation may be relevant to likelihood for causation of out of the loop. A circumstance where
ADAS may remove the driver from the loop would be a lane keeping assistance system coupled
with ACC. If drivers only periodically monitor the vehicle instead of being in control, they could
become out of the loop. Failure to notice a hazard may result in confusion due to a lack of
understanding of the warning system's response to the hazard. Generally, when out of the control
loop, humans are poor at monitoring tasks (Bainbridge, 1987).
Research findings on the effect of in-vehicle automation on situation awareness are mixed. For
example, Stanton and Young (2005) found that situation awareness was reduced by the use of
ACC. Similarly, Rudin-Brown et al. (2004) found that drivers tend to direct their attention away
from the driving task and toward a secondary task (e.g., using an in-vehicle telematics device)
while using ACC. However, Ma and Kaber (2005) found that in-vehicle automated systems
generally facilitate driver situation awareness. They reported that the use of an ACC system
improved driving task situation awareness under typical driving conditions and lowered driver
mental workload.

5. REFERENCES
Bainbridge, L. (1987). Ironies of Automation. In J. Rasmussen, K. Duncan, and J. Leplat (Eds.),
New Technology and Human Error. Chichester and New York: John Wiley & Sons.
Brook-Carter, N. & Parkes, A. (2000). ADAS and Driver Behavioural Adaptation. European
Community: Competitive and Sustainable Growth Programme.
Endsley, M.R. & Kiris, E.O. (1995). The out-of-the-loop performance problem and level of control
in automation. Human Factors, 37(2), 381-94.
Flemisch, F., Kelsch, J., Löper, C., Schieben, A., & Schindler, J. (2008). Automation spectrum,
inner / outer compatibility and other potentially useful human factors concepts for assistance and
automation. In D. de Waard, F.O. Flemisch, B. Lorenz, H. Oberheid, and K.A. Brookhuis (Eds.)
(2008), Human Factors for assistance and automation (pp. 1 – 16). Maastricht, the Netherlands:
Shaker Publishing.
Hiramatsu, K. (2005). International Harmonized Research Activities – Intelligent Transport
Systems (IHRA – ITS) Working Group Report. In 19th International Technical Conference on the
Enhanced Safety of Vehicles (ESV). Washington, D.C.
Ho, A.W.L. (2006). Integrating automobile multiple intelligent warning systems: Performance and
policy implications. M.Sc. Thesis, MIT Press, MA.
Kienle, M., Damböck, D., Kelsch, J., Flemisch, F. & Bengler, K. (2009). Towards an H-Mode for
highly automated vehicles: driving with side sticks. Proceedings of the First International
Conference on Automotive User Interfaces and Interactive Vehicular Applications (Automotive UI
2009), Sep 21-22 2009, Essen, Germany, p. 19-23.
Lee, J.D., & See, K.A. (2004). Trust in automation: designing for appropriate reliance. Human
Factors, 46(1), 50-80.
Ma, R., & Kaber, D. B. (2005). Situation awareness and workload in driving while using adaptive
cruise control and a cell phone. International Journal of Industrial Ergonomics, 35(10), 939-953.
O.E.C.D. (1990). Behavioural Adaptations to Changes in the Road Transport System. OECD,
Paris.
Parasuraman, R., & Riley, V. (1997). Human and automation: Use, misuse, disuse, abuse. Human
Factors, 39, 230-253.
Reichart, G. (1993). Problems in vehicle systems. In A.M. Parkes & S. Franzen (Eds.), Driving
future vehicles (pp. 143-146). London: Taylor & Francis.
RESPONSE (2001). The integrated Approach of User, System and Legal Perspective: Final
Report on Recommendations for Testing and Market Introduction. Project TR4022, Deliverable no.
2.2, September 2001.
RESPONSE 3 (2009). Code of Practice for the Design and Evaluation of ADAS, Version 5,
(PReVENT) Preventive and Active Safety Applications Integrated Project,
EU IST contract number FP6-507075.

ANNEX 6
GUIDELINE ON CYBERSECURITY AND DATA PROTECTION
Guideline on Measures Ensuring Cybersecurity and Data Protection of
Connected Vehicles and Vehicles with Automated Driving Technologies
1. PREAMBLE
1.1. The digitalisation of mobility and the associated increase in the amount of data are creating
new requirements to be met by vehicle safety and infrastructure and the protection of the
rights and freedoms of data subjects.
1.2. As the automation and interconnectivity of driving functions increases, the issues of data
encryption and cybersecurity will become more important.
1.3. Connected vehicles and vehicles with Automated Driving Technologies (ADT) thus require
clear cybersecurity and data protection rules. It has to be ensured that vehicles are protected
from external interference and manipulation.
1.4. This guideline is intended to present requirements to automotive manufacturers,
component/system suppliers and service providers for systems to be installed in vehicles to
provide a high level of cybersecurity and to ensure data protection. They can use alternative
approaches where at least an equivalent level of security can be demonstrated.
1.5. This guideline is intended as interim guidance until the completion of on-going research and
collaboration activities and the development of more detailed globally harmonized
requirements on cybersecurity and data protection.
1.6. This guideline shall serve as a basis for the development of prescriptions in UN Regulations
to ensure cybersecurity and data protection.
1.7. This guideline does not affect existing data protection legislation. This guideline is not aimed
at falling short of or going beyond legal data protection regulations.
2. SCOPE
2.1. This guideline addresses the measures for connected vehicles and vehicles with ADT with
regard to cybersecurity and data protection.
3. DEFINITIONS
3.1. (reserved)
3.2. "Connected vehicle" means a vehicle with a device installed designed to allow a wireless
connection or communication possibly relating to automated driving technologies with
external devices, cars, networks or services.
3.3. "Cybersecurity" means preservation of confidentiality, integrity and availability of information
in the "cyberspace", i.e. the complex environment resulting from the interaction of people,
software and services (e.g. on the Internet) by means of technology devices and networks
connected to it, which does not exist in any physical form.

4.2. Data Protection
4.2.1. The principle of lawful, fair and transparent processing of personal data means in particular:
(a)
(b)
(c)
(d)
(e)
(f)
Respecting the identity and privacy of the data subject;
Not discriminating against data subjects based on their personal data;
Paying attention to the reasonable expectations of the data subjects with regard to the
transparency and context of the data processing;
Maintaining the integrity and trustworthiness of information technology systems and in
particular not secretly manipulating data processing;
Taking into account the benefit of data processing depending on the free flow of data,
communication and innovation, as far as data subjects have to respect the processing
of personal data with regard to the overriding general public interest;
Ensuring the preservation of individual mobility data according to necessity and
purpose.
4.2.2. The means of anonymization and pseudonymization techniques shall be used.
Data subjects shall be provided with comprehensive information as to what data is collected
and processed in the deployment of connected vehicles and vehicles with ADT, for what
purposes and by whom. Data subjects shall give their consent to the collection and
processing of their data on an informed and voluntary basis.
4.2.3. The collection and processing of personal data shall be limited to data that is relevant in the
context of collection. If applicable, the data subject shall have the right to withdraw his or her
consent if it involves functions that are not necessary for the operation of their vehicle or for
road safety.
4.2.4. In addition, appropriate technical and organizational measures and procedures to ensure that
the data subject's privacy is respected shall be implemented both at the time of the
determination of the means for processing and at the time of the processing. The design of
data processing systems installed in vehicles shall be data protection friendly, i.e. taking data
protection and cybersecurity aspects into account when planning the components ("privacy by
design") as well as designing the basic factory settings accordingly ("privacy by default").

Consolidated Resolution on the Construction of Vehicles.