Legalize / European Union / Delegated Regulation

Commission Delegated Regulation (EU) No 3/2014 of 24 October 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to vehicle functional safety requirements for the approval of two- or three-wheel vehicles and quadricycles Text with EEA relevance

Type Delegated Regulation

Publication 2014-01-10

Last updated 2016-10-16

State In force

Department European Commission

Source EUR-Lex

articles 25

Reform history JSON API

2.3.2.3.1. In width:
— a single independent passing-beam headlamp may be fitted above, below or to one side of another front lamp. If lamps are stacked on top of each other, the reference centre of the passing-beam headlamp shall be located within the longitudinal median plane of the vehicle. If they are side by side, their reference centres shall be symmetrical in relation to the longitudinal median plane of the vehicle,
— a single independent passing-beam headlamp which is reciprocally incorporated with another front lamp shall be fitted in such a way that its reference centre lies within the longitudinal median plane of the vehicle. However, when the vehicle is fitted with another front lamp alongside the passing-beam headlamp, their reference centres shall be symmetrical in relation to the longitudinal median plane of the vehicle,
— two passing-beam headlamps of which either none, one or both are reciprocally incorporated with another front lamp shall be fitted in such a way that their reference centres are symmetrical in relation to the longitudinal median plane of the vehicle,
— where there are two passing-beam headlamps, the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm.

2.3.2.3.2. In height:
— a minimum of 500 mm and a maximum of 1 200 mm above the ground.

2.3.2.3.3. In length:
— at the front of the vehicle. This requirement is considered to have been met if the light emitted disturbs the driver neither directly nor indirectly by reflection off the rear-view mirrors and/or other reflective surfaces on the vehicle.

2.3.2.3.4. Distance:
— the distance between the edge of the light-emitting surface of a single independent passing-beam headlamp and that of any single independent driving-beam headlamp shall not exceed 200 mm.

2.3.2.4. Geometric visibility:

— α = 15° upwards and 10° downwards,

— β = 45° to the left and to the right if there is only one passing-beam headlamp,

— β = 45° outwards and 10° inwards if there are two passing-beam headlamps.

2.3.2.5. Orientation:

— to the front; may move in line with the steering angle of any handlebars.

2.3.2.6. Electrical connections:

— all passing-beam headlamps shall light up and extinguish simultaneously,

— all passing-beam headlamps shall light up when the forward lighting mode is switched from driving-beam to passing-beam,

— all passing-beam headlamps shall be extinguished simultaneously when the forward lighting mode is switched from passing-beam to driving-beam; however, the passing-beam headlamps may remain lit at the same time as the driving-beam headlamps.

2.3.2.7. Closed-circuit tell-tale:

— optional (non-flashing green tell-tale).

2.3.2.8. Other requirements:

— passing-beam headlamps of which the lowest point of the light-emitting surface is 0,8 m or less above the ground shall be adjusted to an initial aiming inclination of between – 1,0 % and – 1,5 %. The precise value may be declared by the manufacturer,

— passing-beam headlamps of which the lowest point of the light-emitting surface is between 0,8 m and 1,0 m above the ground shall be adjusted to an initial aiming of inclination between – 1,0 % and – 2,0 %. The precise value may be declared by the manufacturer,

— passing-beam headlamps of which the lowest point of the light-emitting surface is 1,0 m or more above the ground shall be adjusted to an initial aiming inclination of between – 1,5 % and – 2,0 %. The precise value may be declared by the manufacturer,

— for passing-beam headlamps with a light source with an objective luminous flux not exceeding 2 000 lumen and an initial inclination of between – 1,0 % and – 1,5 %, the vertical inclination shall remain between – 0,5 % and – 2,5 % under all loading conditions. The vertical inclination shall remain between – 1,0 % and – 3,0 % if the initial inclination is set between – 1,5 % and – 2,0 %. An external adjusting device may be used to satisfy the requirements, provided that no tools other than those provided with the vehicle are needed,

— for passing-beam headlamps with a light source with an objective luminous flux exceeding 2 000 lumen and an initial inclination of between – 1,0 % and – 1,5 %, the vertical inclination shall remain between – 0,5 % and – 2,5 % under all loading conditions. The vertical inclination shall remain between – 1,0 % and – 3,0 % if the initial inclination is set between – 1,5 % and – 2,0 %. A headlamp levelling device may be used to satisfy the requirements of this point, provided that its operation is fully automatic and the response time is less than 30 seconds.

2.3.2.8.1. Testing conditions:

— the inclination requirements in point 2.3.2.8 shall be verified as follows: — vehicle with its mass in running order, plus the mass of any propulsion batteries, and a mass of 75 kg simulating the driver, — vehicle laden to its technically permissible maximum mass with the mass distributed so as to attain the maximum axle loads as declared by the manufacturer for this loading condition, — vehicle with a mass of 75 kg simulating the driver and additionally laden so as to attain the maximum permissible rear axle load as declared by the manufacturer; however, the front axle load shall be as low as possible in this case,

— before any measurement is made, the vehicle shall be rocked three times and then moved backwards and forwards for at least a complete wheel revolution.

2.3.3. Front position lamp

2.3.3.1. Number:

— one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

— two, in the case of vehicles with an overall width exceeding 1 300 mm.

2.3.3.2. Arrangement:

— no specific requirements.

2.3.3.3. Position:

2.3.3.3.1. In width:
— a single independent front position lamp may be fitted above, below or to one side of another front lamp. If lamps are stacked on top of each other, the reference centre of the front position lamp shall be located within the longitudinal median plane of the vehicle. If they are side by side, their reference centres shall be symmetrical in relation to the longitudinal median plane of the vehicle,
— a single independent front position lamp which is reciprocally incorporated with another front lamp shall be fitted so that its reference centre lies within the longitudinal median plane of the vehicle. However, when the vehicle is fitted with another front lamp alongside the front position lamp, their reference centres shall be symmetrical in relation to the longitudinal median plane of the vehicle,
— two front position lamps of which either none, one or both are reciprocally incorporated with another front lamp shall be fitted so that their reference centres are symmetrical in relation to the longitudinal median plane of the vehicle,
— where there are two front position lamps, the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm.

2.3.3.3.2. In height:
— a minimum of 350 mm and a maximum of 1 200 mm above the ground.

2.3.3.3.3. In length:
— at the front of the vehicle.

2.3.3.4. Geometric visibility:

— α = 15° upwards and 15° downwards; however, the downward angle may be reduced to 5° if the front position lamp is located less than 750 mm above the ground;

— β = 80° to the left and to the right if there is only one front position lamp;

— β = 80° outwards and 45° inwards if there are two front position lamps.

2.3.3.5. Orientation:

— to the front; may move in line with the steering angle of any handlebars.

2.3.3.6. Electrical connections:

— shall light up in compliance with point 2.1.10.

2.3.3.7. Closed-circuit tell-tale:

— mandatory (a non-flashing green tell-tale or the vehicle’s instrument cluster illumination may be used to indicate the activation of the lamps as described in point 2.1.10).

2.3.4. Daytime running lamp

2.3.4.1. Number:

— one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

— two, in the case of vehicles with an overall width exceeding 1 300 mm.

2.3.4.2. Arrangement:

— no specific requirements.

2.3.4.3. Position:

2.3.4.3.1. In width:
— a single independent daytime running lamp may be fitted above, below or to one side of another front lamp. If lamps are stacked on top of each other, the reference centre of the daytime running lamp shall be located within the longitudinal median plane of the vehicle. If they are side by side, their reference centres shall be symmetrical in relation to the longitudinal median plane of the vehicle,
— a single independent daytime running lamp which is reciprocally incorporated with another front lamp shall be fitted so that its reference centre lies within the longitudinal median plane of the vehicle. However, when the vehicle is fitted with another front lamp alongside the daytime running lamp, their reference centres shall be symmetrical in relation to the longitudinal median plane of the vehicle,
— two daytime running lamps of which either none, one or both are reciprocally incorporated with another front lamp shall be fitted so that their reference centres are symmetrical in relation to the longitudinal median plane of the vehicle,
— the inward edges of the light-emitting surfaces shall be at least 500 mm apart in the case of vehicles with an overall width exceeding 1 300 mm.

2.3.4.3.2. In height:
— a minimum of 250 mm and a maximum of 1 500 mm above the ground.

2.3.4.3.3. In length:
— at the front of the vehicle. This requirement is considered to have been met if the light emitted disturbs the driver neither directly nor indirectly by reflection off the rear-view mirrors and/or other reflective surfaces on the vehicle.

2.3.4.3.4. Distance:
— if the distance between the front direction indicator lamp and the daytime running lamp is 40 mm or less, the electrical connections of the daytime running lamp on the relevant side of the vehicle shall be such that either: — it is switched off, or — its luminous intensity is reduced to a level not exceeding 140 cd; during the entire period (both on and off cycle) of activation of the relevant front direction indicator lamp.

2.3.4.4. Geometric visibility:

— α = 10° upwards and 10° downwards,

— β = 20° to the left and to the right if there is only one daytime running lamp,

— β = 20° outwards and 20° inwards if there are two daytime running lamps.

2.3.4.5. Orientation:

— to the front; may move in line with the steering angle of any handlebars.

2.3.4.6. Electrical connections:

— all daytime running lamps shall light up when the master control switch is activated; however, they may remain off under the following conditions: — the automatic transmission control is in the park position, — the parking brake is activated, or — during the time prior to the vehicle being set in motion for the first time after each manual activation of the master control switch and the vehicle’s propulsion system,

— daytime running lamps may be manually deactivated; however, this shall be possible only at a vehicle speed not exceeding 10 km/h. The lamps shall be automatically reactivated when the vehicle speed exceeds 10 km/h or when the vehicle has travelled more than 100 m,

— daytime running lamps shall in each case be deactivated automatically when: — the vehicle is shut down by means of the master control switch, — the front fog lamps are activated, — the headlamps are activated, except when they are used to give intermittent luminous warnings at short intervals, and — in ambient lighting conditions of less than 1 000 lux where the indicated speed on the vehicle’s speedometer is still clearly legible (e.g. when speedometer illumination is always on) and the vehicle is not fitted with a non-flashing green tell-tale in compliance with point 2.3.3.7 or a dedicated green closed-circuit tell-tale for the daytime running lamp identified by the appropriate symbol. In such a case, the passing-beam headlamps and the lighting devices required in point 2.1.12 shall be automatically activated simultaneously within 2 seconds of the ambient lighting level dropping below 1 000 lux. If the ambient lighting conditions subsequently reach a level of at least 7 000 lux, the daytime running lamps shall be automatically reactivated, while the passing-beam headlamps and the lighting devices required in point 2.1.12 shall be deactivated simultaneously within five to 300 seconds (i.e. fully automatic light switching is required if the driver has no visible indication and stimulus to activate normal lighting when it is dark).

2.3.4.7. Closed-circuit tell-tale:

— optional.

2.3.5. Front fog lamp

2.3.5.1. Number:

— one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

— two, in the case of vehicles with an overall width exceeding 1 300 mm.

2.3.5.2. Arrangement:

— no specific requirements.

2.3.5.3. Position:

2.3.5.3.1. In width:
— a single independent front fog lamp may be fitted above, below or to one side of another front lamp. If lamps are stacked on top of each other, the reference centre of the front fog lamp shall be located within the longitudinal median plane of the vehicle. If they are side by side, their reference centres shall be symmetrical in relation to the longitudinal median plane of the vehicle,
— a single independent front fog lamp which is reciprocally incorporated with another front lamp shall be fitted so that its reference centre lies within the longitudinal median plane of the vehicle. However, when the vehicle is fitted with another front lamp alongside the front fog lamp, their reference centres shall be symmetrical in relation to the longitudinal median plane of the vehicle,
— two front fog lamps of which either none, one or both are reciprocally incorporated with another front lamp, shall be fitted so that their reference centres are symmetrical in relation to the longitudinal median plane of the vehicle,
— where there are two front fog lamps, the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm.

2.3.5.3.2. In height:
— a minimum of 250 mm and a maximum of 800 mm above the ground,
— no part of the light-emitting surface shall be higher than the top of the light-emitting surface of the highest placed passing-beam headlamp.

2.3.5.3.3. In length:
— at the front of the vehicle. This requirement is considered to have been met if the light emitted disturbs the driver neither directly nor indirectly by reflection off the rear-view mirrors and/or other reflective surfaces on the vehicle.

2.3.5.4. Geometric visibility:

— α = 5° upwards and 5° downwards,

— β = 45° to the left and to the right if there is only one front fog lamp,

— β = 45° outwards and 10° inwards if there are two front fog lamps.

2.3.5.5. Orientation:

— to the front; may move in line with the steering angle of any handlebars.

2.3.5.6. Electrical connections:

— all front fog lamps shall light up and extinguish simultaneously,

— it shall be possible to switch the front fog lamp on and off independently of the driving-beam headlamp, the passing-beam headlamp or any combination of these headlamps.

2.3.5.7. Closed-circuit tell-tale:

— mandatory (non-flashing green tell-tale).

2.3.6. Direction indicator lamps

2.3.6.1. Number:

— four,

— six, if two side direction indicator lamps are fitted additionally and in compliance with all relevant requirements of UNECE regulation No 48 as prescribed for vehicle category M1.

2.3.6.2. Arrangement:

— two front direction indicator lamps of categories 11, 1, 1a or 1b and two rear direction indicator lamps of categories 12, 2a or 2b (i.e. two indicators on each side),

— two side direction indicator lamps of categories 5 or 6 (i.e. one additional side direction indicator on each side) may be fitted in addition to the mandatory direction indicator lamps, provided that their installation meets all relevant requirements of UNECE regulation No 48 as prescribed for vehicle category M1.

2.3.6.3. Position:

2.3.6.3.1. In width:
— the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm,
— the inward edges of the light-emitting surfaces of the front direction indicators shall be at least 240 mm apart in the case of vehicles with a single front wheel or in case the vehicle width does not exceed 1 000 mm,
— the inward edges of the light-emitting surfaces of the front direction indicators shall be at least 500 mm apart in the case of vehicles with more than one front wheel and with a vehicle width exceeding 1 000 mm,
— the inward edges of the light-emitting surfaces of the rear direction indicators shall be at least 180 mm apart in the case of vehicles with a single rear wheel or in case the vehicle width does not exceed 1 000 mm,
— the inward edges of the light-emitting surfaces of the rear direction indicators shall be at least 500 mm apart in the case of vehicles with more than one rear wheel and with a vehicle width exceeding 1 000 mm,
— there shall be a minimum distance between the light-emitting surface of a front direction indicator lamp and the nearest passing-beam headlamps of: — 75 mm in the case of a minimum indicator intensity of 90 cd, — 40 mm in the case of a minimum indicator intensity of 175 cd, — 20 mm in the case of a minimum indicator intensity of 250 cd, — ≤ 20 mm in the case of a minimum indicator intensity of 400 cd.

2.3.6.3.2. In height:
— a minimum of 500 mm and a maximum of 1 500 mm above the ground.

2.3.6.3.3. In length:
— no specific requirements.

2.3.6.4. Geometric visibility:

— α = 15° upwards and 15° downwards; however, the downward angle may be reduced to 5° if the direction indicator lamps are located less than 750 mm above the ground;

— β = 80° outwards and 45° inwards (see Figure 9-3).

Figure 9-3

Geometric visibility of the right-hand side front and rear direction indicators

Image omitted; see official source

2.3.6.5. Orientation:

— to the front; may move in line with the steering angle of any handlebars, as well as to the rear.

2.3.6.6. Electrical connections:

— direction indicator lamps shall switch on independently of the other lamps. All direction indicator lamps on one side of a vehicle shall be switched on and off by means of one control.

2.3.6.7. Operational tell-tale:

— mandatory, this may be optical, auditory or both,

— if it is optical, the tell-tale shall be green and of the flashing type, which in the event of defective operation of any single front or rear direction indicator lamp shall be extinguished, remain alight without flashing or show a marked change of frequency,

— if it is entirely auditory, it shall be clearly audible and display equivalent operating conditions as the optical tell-tale.

2.3.6.8. Other requirements:

— the following characteristics shall be checked with no load on the electrical system other than that needed for the operation of the engine (if any), following the activation of the master control switch and the activation of lighting devices which are switched on as a result of it.

2.3.6.8.1. Characteristics:

— the light flashing frequency shall be 90 ± 30 times per minute,

— the direction indicator lamps on the same side of the vehicle shall flash at the same frequency, in phase and may occur either synchronously or alternately,

— the first flash of the lamps shall start within one second and end within one-and-a-half seconds of the control being actuated,

— in the event of a malfunction, other than a short circuit, of a front or rear direction indicator lamp the other lamp(s) indicating the same direction shall remain lit or continue to flash; however, in such a case the flashing frequency does not have to correspond to the prescribed value in this point.

2.3.7. Hazard warning signal

2.3.7.1. Number:

— in accordance with the requirements of point 2.3.6.1.

2.3.7.2. Arrangement:

— in accordance with the requirements of point 2.3.6.2.

2.3.7.3. Position:

2.3.7.3.1. In width:
— in accordance with the requirements of point 2.3.6.3.1.

2.3.7.3.2. In height:
— in accordance with the requirements of point 2.3.6.3.2.

2.3.7.3.3. In length:
— in accordance with the requirements of point 2.3.6.3.3.

2.3.7.4. Geometric visibility:

— in accordance with the requirements of point 2.3.6.4.

2.3.7.5. Orientation:

— in accordance with the requirements of point 2.3.6.5.

2.3.7.6. Electrical connections:

— the hazard warning signal shall be activated by means of a separate control and shall be given by simultaneous operation of all direction indicator lamps. It shall be possible for the hazard warning signal to operate even when the master control switch has been deactivated and the vehicle’s on-board electronics system is switched off.

2.3.7.7. Closed-circuit tell-tale:

— mandatory, if the hazard warning signal is provided (flashing red tell-tale),

— if two separate green tell-tales have been provided for the left-hand side and right-hand side direction indicators, these tell-tales may flash simultaneously instead of the single red tell-tale.

2.3.7.8. Other requirements:

— the requirements of point 2.3.6.8 shall apply.

2.3.7.8.1. Characteristics:

— the light flashing frequency shall be 90 ± 30 times per minute,

— all direction indicator lamps shall flash at the same frequency and in phase. Those on opposite sides of the vehicle shall flash synchronously while those on the same side of the vehicle may flash alternately,

— the first flash shall start within one second and end within one-and-a-half seconds of the control being actuated,

— the hazard warning signal may be automatically activated by vehicle systems such as the emergency braking signal or after a collision, and subsequently manually deactivated.

2.3.8. Rear position lamp

2.3.8.1. Number:

— one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

— two, in the case of vehicles with an overall width exceeding 1 300 mm.

2.3.8.2. Arrangement:

— no specific requirements.

2.3.8.3. Position:

2.3.8.3.1. In width:
— a single rear position lamp shall be installed on the vehicle so that the reference centre of the rear position lamp shall be located within the longitudinal median plane of the vehicle,
— two rear position lamps shall be installed on the vehicle so that the reference centres of the rear position lamps are symmetrical in relation to the longitudinal median plane of the vehicle,
— in the case of vehicles with two rear wheels and an overall width exceeding 1 300 mm, the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm.

2.3.8.3.2. In height:
— a minimum of 250 mm and a maximum of 1 500 mm above the ground.

2.3.8.3.3. In length:
— at the rear of the vehicle.

2.3.8.4. Geometric visibility:

— α = 15° upwards and 15° downwards, however, the downward angle may be reduced to 5° if the rear position lamp is located less than 750 mm above the ground,

— β = 80° to the left and to the right if there is only one rear position lamp,

— β = 80° outwards and 45° inwards if there are two rear position lamps.

2.3.8.5. Orientation:

— to the rear.

2.3.8.6. Electrical connections:

— shall light up in compliance with point 2.1.10.

2.3.8.7. Closed-circuit tell-tale:

— in accordance with the requirements of point 2.3.3.7.

2.3.9. Stop lamp

2.3.9.1. Number:

— one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

— two, in the case of vehicles with an overall width exceeding 1 300 mm,

— an additional stop lamp of category S3 or S4 (i.e. central high mounted stop lamp) may be fitted, provided that all relevant requirements of UNECE regulation No 48 applying to the installation of such stop lamps on vehicles of category M1 are met.

2.3.9.2. Arrangement:

— no specific requirements.

2.3.9.3. Position:

2.3.9.3.1. In width:
— a single stop lamp shall be installed on the vehicle so that the reference centre of the stop lamp is located within the longitudinal median plane of the vehicle,
— two stop lamps shall be installed on the vehicle so that the reference centres of the stop lamps are symmetrical in relation to the longitudinal median plane of the vehicle,
— the inward edges of the light-emitting surfaces shall be at least 600 mm apart in the case of vehicles with two rear wheels and an overall width exceeding 1 300 mm,
— the inward edges of the light-emitting surfaces shall be at least 400 mm apart in the case of vehicles with two rear wheels, an overall width not exceeding 1 300 mm and two stop lamps.

2.3.9.3.2. In height:
— a minimum of 250 mm and a maximum of 1 500 mm above the ground.

2.3.9.3.3. In length:
— at the rear of the vehicle.

2.3.9.4. Geometric visibility:

— α = 15° upwards and 15° downwards; however, the downward angle may be reduced to 5° if the stop lamp is located less than 750 mm above the ground,

— β = 45° to the left and to the right if there is only one stop lamp,

— β = 45° outwards and 10° inwards if there are two stop lamps.

2.3.9.5. Orientation:

— to the rear.

2.3.9.6. Electrical connections:

— shall light up at any service brake application.

2.3.9.7. Closed-circuit tell-tale:

— prohibited.

2.3.9.8. Other requirements:

— vehicles may be fitted with an emergency stop signal as defined in point 2.28 of UNECE regulation No 48, provided that all relevant requirements of that regulation applying to such signals are met and the signal is activated and deactivated during conditions and/or decelerations as prescribed for vehicles of category M1,

— vehicles may be fitted with a rear-end collision alert signal (RECAS) as defined in point 2.33 of UNECE regulation No 48, provided that all relevant requirements of that regulation applying to RECAS are met.

2.3.10. Rear fog lamp

2.3.10.1. Number:

— one or two.

2.3.10.2. Arrangement:

— no specific requirements.

2.3.10.3. Position:

2.3.10.3.1. In width:
— in the case of vehicles intended and equipped for right-hand traffic, a single rear fog lamp shall be fitted so that its reference centre lies within the longitudinal median plane of the vehicle or to the left side thereof,
— in the case of vehicles intended and equipped for left-hand traffic, a single rear fog lamp shall be fitted so that its reference centre lies within the longitudinal median plane of the vehicle or to the right side thereof,
— in the case of vehicles intended and equipped for both left-hand and right-hand traffic, a single rear fog lamp shall be fitted so that its reference centre lies within the longitudinal median plane of the vehicle;
— in the case of vehicles intended and equipped for left-hand and/or right-hand traffic, two rear fog lamps shall be installed on the vehicle so that the reference centres of the rear fog lamps are symmetrical in relation to the longitudinal median plane of the vehicle.

2.3.10.3.2. In height:
— a minimum of 250 mm and a maximum of 1 000 mm above the ground; however, the latter value may be raised to 1 200 mm if the rear fog lamp is grouped with another lighting device.

2.3.10.3.3. In length:
— at the rear of the vehicle.

2.3.10.3.4. Distance:
— the distance between the edge of the light-emitting surface of the rear fog lamp and that of any stop lamp shall exceed 100 mm.

2.3.10.4. Geometric visibility:

— α = 5° upwards and 5° downwards,

— β = 25° to the left and to the right.

2.3.10.5. Orientation:

— to the rear.

2.3.10.6. Electrical connections:

— all rear fog lamps shall light up and extinguish simultaneously,

— it shall be possible to activate the rear fog lamp only when the driving-beam headlamp, the passing-beam headlamp or the front fog lamp is activated,

— it shall be possible to switch off the rear fog lamp independently of any other lamp,

— the rear fog lamp shall be automatically deactivated when: — the front position lamp is switched off, and — the vehicle is shut down by means of the master control switch,

— once the rear fog lamp has been switched off or deactivated, it shall not be automatically or independently reactivated unless the control for switching it on has been manually operated.

2.3.10.7. Closed-circuit tell-tale:

— mandatory (non-flashing yellow tell-tale).

2.3.11. Reversing lamp

2.3.11.1. Number:

— one or two.

2.3.11.2. Arrangement:

— no specific requirements.

2.3.11.3. Position:

2.3.11.3.1. In width:
— if there is a single reversing lamp: no specific requirements,
— if there are two reversing lamps, these shall be installed on the vehicle so that the reference centres of the reversing lamps are symmetrical in relation to its longitudinal median plane.

2.3.11.3.2. In height:
— a minimum of 250 mm and a maximum of 1 200 mm above the ground.

2.3.11.3.3. In length:
— at the rear of the vehicle.

2.3.11.4. Geometric visibility:

— α = 15° upwards and 5° downwards,

— β = 45° to the left and to the right if there is only one reversing lamp,

— β = 45° outwards and 30° inwards if there are two reversing lamps.

2.3.11.5. Orientation:

— to the rear.

2.3.11.6. Electrical connections:

— the reversing lamp shall emit light when the reversing device is engaged and the master control switch has been activated,

— the reversing lamp shall not emit any light unless both conditions mentioned above satisfied.

2.3.11.7. Closed-circuit tell-tale:

— optional.

2.3.11.8. Other requirements:

— in the absence of prescriptions for reversing lamp lighting devices which can be type-approved for vehicles of category L, the reversing lamp shall be type-approved according to UNECE regulation No 23 ([^E0019]).

2.3.12. Rear registration plate lamp

2.3.12.1. Number:

— one or more.

2.3.12.2. Arrangement and position:

— such that the rear registration lamp illuminates the intended space for the rear registration plate.

2.3.12.3. Electrical connections:

— shall light up in compliance with point 2.1.10.

2.3.12.4. Closed-circuit tell-tale:

— the requirements of point 2.3.3.7 shall apply.

2.3.13. Rear retro-reflector (non-triangular)

2.3.13.1. Number:

— one or two,

— two in the case of vehicles with an overall width exceeding 1 000 mm,

— additional rear retro-reflecting devices and materials are permitted provided that they do not impair the effectiveness of the mandatory lighting and light-signalling devices.

2.3.13.2. Arrangement:

— one or two rear retro-reflectors of Class IA or IB.

2.3.13.3. Position:

2.3.13.3.1. In width:
— if there is a single rear retro-reflector, this shall be installed on the vehicle so that the reference centre of the rear retro-reflector is located within its longitudinal median plane,
— if there are two rear retro-reflectors, these shall be installed on the vehicle so that the reference centres of the rear retro-reflectors are symmetrical in relation to its longitudinal median plane,
— if there are two rear retro-reflectors, the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm.

2.3.13.3.2. In height:
— a minimum of 250 mm and a maximum of 900 mm above the ground.

2.3.13.3.3. In length:
— at the rear of the vehicle.

2.3.13.4. Geometric visibility:

— α = 10° upwards and 10° downwards; however, the downward angle may be reduced to 5° if the rear retro-reflector is located less than 750 mm above the ground,

— β = 30° to the left and to the right if there is only one rear retro-reflector,

— β = 30° outwards and 30° inwards if there are two rear retro-reflectors.

2.3.13.5. Orientation:

— to the rear.

2.3.13.6. Other requirements:

— the light-emitting surface of a retro-reflector may have parts in common with any other red lamp installed at the rear of the vehicle.

2.3.14. Side retro-reflectors (non-triangular)

2.3.14.1. Number:

— one or two on each side.

2.3.14.2. Arrangement:

— a side retro-reflector of Class IA or IB shall be fitted within the first third and/or the last third of the vehicle’s overall length,

— additional side retro-reflective devices and materials are permitted, provided that they do not impair the effectiveness of the mandatory lighting and light-signalling devices.

2.3.14.3. Position:

2.3.14.3.1. In width:
— no specific requirements.

2.3.14.3.2. In height:
— a minimum of 250 mm and a maximum of 900 mm above the ground; however, the latter value may be raised to 1 200 mm if the side retro-reflector is grouped with another lighting device.

2.3.14.3.3. In length:
— no specific requirements.

2.3.14.4. Geometric visibility:

— α = 10° upwards and 10° downwards; however, the downward angle may be reduced to 5° if the side retro-reflector is located less than 750 mm above the ground,

— β = 45° to the front and to the rear.

2.3.14.5. Orientation:

— to the side.

2.3.15. Side marker lamp

2.3.15.1. Number:

— one or two on each side.

2.3.15.2. Arrangement:

— a side marker lamp of Class SM1 or SM2 may be fitted within the first third and/or the last third of the vehicle’s overall length.

2.3.15.3. Position:

2.3.15.3.1. In width:
— no specific requirements.

2.3.15.3.2. In height:
— a minimum of 250 mm and a maximum of 1 500 mm above the ground.

2.3.15.3.3. In length:
— no specific requirements.

2.3.15.4. Geometric visibility:

— α = 10° upwards and 10° downwards; however, the downward angle may be reduced to 5° if the side retro-reflector is located less than 750 mm above the ground;

— β = 30° to the front and to the rear.

2.3.15.5. Orientation:

— to the side.

2.3.15.6. Electrical connections:

— shall light up together with the lighting devices referred to in point 2.1.10,

— may be such that the side marker lamps flash at the same frequency, in phase and either synchronously or alternately with the direction indicator lamps installed on the same side of the vehicle.

2.3.15.7. Closed-circuit tell-tale:

— in accordance with the requirements of point 2.3.3.7.

2.3.15.8. Other requirements:

— in the absence of prescriptions for side marker lamp lighting devices which can be type-approved for vehicles of category L, the lamps shall be type-approved according to UNECE regulation No 91 ([^E0020]).

2.4. As an alternative to the requirements in points 2 to 2.3.15.8, vehicles of categories L2e, L5e, L6e and L7e may comply with all relevant requirements of UNECE regulation No 48 as prescribed for vehicle category M1.

In this case, specific requirements of UNECE regulation No 48 shall not be substituted or waived on the basis of differences in, or an absence of, specific provisions in this Annex (e.g. installation of headlamp cleaning devices, manual headlamp levelling device).

2.5. Bearing in mind the variety of forms of construction of categories L2e, L5e, L6e and L7e vehicles, the vehicle manufacturer may in agreement with the technical service and approval authority choose to apply all relevant requirements of UNECE regulation No 53, as prescribed for vehicles of category L3e, as an alternative to the requirements as laid down in points 2 to 2.3.15.8. In this case, specific requirements of UNECE regulation No 53 shall not be substituted or waived on the basis of differences in, or an absence of, specific provisions in this Annex and it shall be accepted only in case of vehicles with an overall width not exceeding 1 300 mm which tend to lean while cornering (e.g. for a type of vehicle which has the overall appearance of a motorcycle, but which is equipped with three wheels classifying it as an L5e category vehicle).

3. Requirements concerning vehicles of category L4e.

3.1. If the side-car can be detached from the motorcycle so that the motorcycle can be used without it, the motorcycle shall fulfil the requirements for solo motorcycles in point 1.3 in addition to those in points 3.2 to 3.2.8.1 below. The requirements of point 1.9 may also be taken into account.

3.1.1. In this case, it shall be possible to electrically disconnect the direction indicator lamps mounted on the motorcycle and placed between the motorcycle and the side-car.

3.2. When the side-car is connected to the motorcycle, either permanently or in a detachable way, the motorcycle with side-car shall fulfil all the relevant requirements of UNECE regulation No 53 as prescribed for vehicle category L3e and the additional provisions below.

3.2.1. Front position lamps

3.2.1.1. Number:

— two or three;

— the side-car shall be equipped with one front position lamp;

— the motorcycle shall be equipped with one front position lamp; however, it may be equipped with two front position lamps, provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle).

3.2.1.2. Position:

— the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows: 3.2.1.2.1. In width: — the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm (this limit value does not apply to a second front position lamp fitted to the motorcycle).

3.2.1.3. Geometric visibility:

— the front position lamps on the side-car and motorcycle may be considered as a pair.

3.2.1.4. In all remaining respects, front position lamps shall comply with the requirements of UNECE regulation No 53 as prescribed for vehicle category L3e.

3.2.2. Daytime running lamps

3.2.2.1. Number:

— two or three,

— the side-car may be equipped with one daytime running lamp,

— the motorcycle may be equipped with one daytime running lamp; however, it may be equipped with two daytime running lamps, provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle).

3.2.2.2. Position:

— the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows: 3.2.2.2.1. In width: — the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm (this limit value does not apply to a second daytime running lamp fitted to the motorcycle).

3.2.2.3. Geometric visibility:

— the daytime running lamps on the side-car and motorcycle may be considered as a pair.

3.2.2.4. In all remaining respects, daytime running lamps shall comply with the requirements of UNECE regulation No 53 as prescribed for vehicle category L3e.

3.2.3. Direction indicator lamps

3.2.3.1. Position:

— the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows: 3.2.3.1.1. In width (concerning all electrically connected direction indicator lamps): — the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm, — the inward edges of the light-emitting surfaces shall be at least 600 mm apart, — there shall be a minimum distance between the light-emitting surface of a front direction indicator lamp and the nearest passing-beam headlamps of: — 75 mm in the case of a minimum indicator intensity of 90 cd, — 40 mm in the case of a minimum indicator intensity of 175 cd, — 20 mm in the case of a minimum indicator intensity of 250 cd, — ≤ 20 mm in the case of a minimum indicator intensity of 400 cd, — both front direction indicator lamps shall have a comparable level of photometric performance, as shall both rear direction indicator lamps. 3.2.3.1.2. In length (this point applies only to the side of the side-car): — the front direction indicator lamp shall be located on the front half of the side-car and the rear direction indicator lamp shall be located on the rear half.

3.2.3.2. Geometric visibility:

— the horizontal angles are clarified as follows: see Figure 9-4. Figure 9-4 Direction indicator lamp arrangement Image omitted; see official source

3.2.3.3. In all remaining respects, direction indicator lamps shall comply with the requirements of UNECE regulation No 53 as prescribed for vehicle category L3e.

3.2.4. Hazard warning signal

3.2.4.1. The hazard warning signal shall be given by simultaneous operation of all direction indicator lamps, as referred to in points 3.1 to 3.2 and 3.2.3 to 3.2.3.3.

3.2.5. Rear position lamps

3.2.5.1. Number:

— two or three,

— the side-car shall be equipped with one rear position lamp,

— the motorcycle shall be equipped with one rear position lamp; however, it may be equipped with two rear position lamps provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle).

3.2.5.2. Position:

— the position shall be as specified in UNECE regulation No 53 as prescribed for vehicle category L3e, except as follows: 3.2.5.2.1. In width: — the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm (this limit value does not apply to a second rear position lamp fitted to the motorcycle).

3.2.5.3. Geometric visibility:

— the rear position lamps on the side-car and motorcycle may be considered as a pair.

3.2.5.4. In all remaining respects, rear position lamps shall comply with the requirements of UNECE regulation No 53 as prescribed for vehicle category L3e.

3.2.6. Stop lamps

3.2.6.1. Number:

— two or three;

— the side-car shall be equipped with one stop lamp;

— the motorcycle shall be equipped with one stop lamp; however, it may be equipped with two stop lamps provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle).

3.2.6.2. Position:

— the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows: 3.2.6.2.1. In width: — the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm (this limit value does not apply to a second stop lamp fitted to the motorcycle).

3.2.6.3. Geometric visibility:

— the stop lamps on the side-car and motorcycle may be considered as a pair.

3.2.6.4. In all remaining respects, stop lamps shall comply with the requirements of UNECE regulation No 53 as prescribed for vehicle category L3e.

3.2.7. Rear retro-reflector (non-triangular)

3.2.7.1. Number:

— two or three;

— the side-car shall be equipped with one rear retro-reflector;

— the motorcycle shall be equipped with one rear retro-reflector, or two, provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle);

— additional rear retro-reflecting devices and materials are permitted provided that they do not impair the effectiveness of the mandatory lighting and light-signalling devices.

3.2.7.2. Position:

— the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows: 3.2.7.2.1. In width: — the lateral distance between the outward edges of the light-emitting surfaces and the outermost edges of the vehicle shall not exceed 400 mm (this limit value does not apply to a second rear retro-reflector fitted to the motorcycle or any additional rear retro-reflecting devices and materials fitted to the vehicle).

3.2.7.3. Geometric visibility:

— the rear retro-reflectors on the side-car and motorcycle may be considered as a pair.

3.2.7.4. In all remaining respects, rear retro-reflectors shall comply with the requirements of UNECE regulation No 53 as prescribed for vehicle category L3e.

3.2.8. Visibility of a red light towards the rear and a white light towards the front.

3.2.8.1. Zone 1 and Zone 2, as referred to in UNECE regulation No 53, are applied as follows: see Figures 9-5 and 9-6.

Figure 9-5

Direct visibility towards the front of the light-emitting surface of a lamp emitting red light

Image omitted; see official source

Figure 9-6

Direct visibility towards the rear of the light-emitting surface of a lamp emitting white light

Image omitted; see official source

ANNEX X

Requirements regarding rearward visibility

1.Vehicles of categories L1e-B, L3e and L4e shall meet all the relevant requirements of UNECE regulation No 81.

1.1.Vehicles of categories L1e-B, L3e and L4e may be fitted with Class II or III devices for indirect vision which are type-approved according to UNECE regulation No 46.

2.Vehicles of categories L2e, L5e, L6e and L7e shall meet all the relevant requirements of UNECE regulations Nos 81 or 46.

2.1.Vehicles of categories L2e, L5e, L6e and L7e meeting the relevant requirements of UNECE regulation No 81 may be fitted with Class II or III devices for indirect vision which are type-approved according to UNECE regulation No 46.

2.2.Vehicles of categories L2e, L5e, L6e and L7e may optionally be fitted with an additional Class I device.

ANNEX XI

Requirements applying to roll-over protective structure (ROPS)

1. Requirements for the approval of a type of vehicle with regard to roll-over protective structure

1.1. Vehicles of category L7e-B2 shall be equipped with a roll-over protection structure (ROPS) and so designed and constructed as to fulfil the essential purpose laid down in this Annex. This condition is considered to be fulfilled if the prescriptions in points 2 to 4.9 are complied with, if no part of the zone of clearance has been entered by the protection structure, and if no part of the zone of clearance has been exposed outside the boundaries of the protection structure at any time during the three tests.

2. Testing provisions

2.1. General testing provisions

2.1.1. Tests conducted using special rigs are intended to simulate the loads imposed on a protection structure when the vehicle overturns. These test loads therefore concern push forces. The tests as described in this Annex enable observations to be made on the strength of the protection structure and any brackets attaching it to the vehicle and any parts of the vehicle which transmit the test force.

2.2. Preparation of the test

2.2.1. The protection structure submitted for type-approval shall conform to the series production specifications. It shall be attached to the vehicle for which it is designed in accordance with the manufacturer’s declared method. A complete vehicle is not required for the test; however, the protection structure and parts of the vehicle to which it is attached for the tests shall represent an operating installation, hereinafter referred to as ‘the assembly’.

2.2.2. The assembly shall be secured to the bedplate so that the members connecting the assembly and the bedplate do not deflect significantly in relation to the protection structure under loading. The method of attachment of the assembly to the bedplate shall not of itself affect the strength of the assembly.

2.2.3. The assembly shall be supported and secured or modified so that all the test energy is absorbed by the protection structure and its attachment to the rigid components of the vehicle.

2.2.3.1.To comply with the requirements of point 2.2.3, the modification shall lock any vehicle wheel and axle suspension system so as to ensure that it does not absorb any of the test energy.

2.2.4. For the tests, the vehicle shall be fitted with all structural components of the series production which may influence the strength of the protection structure or which may be necessary for the strength test. Components which may create a hazard in the zone of clearance shall also be fitted so that they may be examined for compliance with the requirements of point 1.1.

2.2.4.1.All components that the vehicle operator can remove shall be removed for the tests. If it is possible to keep doors and windows open or to remove them completely when the vehicle is in use, they shall be kept open or removed during the tests, so as not to increase the strength of the roll-over protection structure.

3. Apparatus and equipment

3.1. Vertical loading tests (transverse and longitudinal)

3.1.1. Material, equipment and tie-down provisions shall be arranged so as to ensure that the assembly is firmly fixed to the bedplate, independently of wheels and axles if present (i.e. the mounting shall override any wheel or axle suspension). See Figures 11-1 and 11-2.

Figure 11-1

Image omitted; see official source

Figure 11-2

Image omitted; see official source

3.1.2. The vertical forces on the protection structure shall be applied in turn through a transverse orientation stiff beam and a longitudinal orientation stiff beam on separate untested assemblies. The beam’s vertical longitudinal median plane, as considered in the transverse direction in relation to the vehicle, shall be placed 300 mm forward of the driver’s seat R-point for the transverse test. The beam’s vertical longitudinal median plane, as considered in the longitudinal direction in relation to the vehicle, shall be placed inward of the vertical longitudinal plane touching the widest point of the top third of the protective structure at a distance equal to one sixth of the overall width of the top third. The left or right side of the protective structure of vehicle for the test shall be selected in accordance with point 4.3 and the technical service shall provide clear justification for the judgment criteria in the test report.

3.1.2.1.The beam shall be sufficiently stiff, have a bottom vertical face width of 150 ± 10 mm and be long enough to cover the entire protective structure, even when the latter is flexing under load.

3.1.2.2.Provision shall be made so that the load can be uniformly distributed normal to the direction of loading.

3.1.2.3.The edges of the beam in contact with the protection structure may have a radius of curvature of up to 25 mm.

3.1.2.4.Universal joints or the equivalent shall be incorporated to ensure that the loading device does not constrain the structure in rotation or translation in any direction other than the direction of loading.

3.1.2.5.Where the horizontal length of the protection structure to which the load is to be applied does not constitute a straight line normal to the direction of application of the load, the space shall be packed or otherwise filled so as to distribute the load horizontally over this length.

3.1.3. Equipment shall be provided for measuring the energy absorbed by the protection structure and the rigid parts of the vehicle to which it is attached, for example by measuring the force applied along its vertical direction of application and the corresponding vertical deflection of the beam relative to the horizontal plane passing through the R-point of the driver’s seating position.

3.1.4. Visual means shall be provided to assess any intrusion or exposure of the zone of clearance during the force application.

4. Test provisions

4.1. If, during the test, any part of the test setup fixing and restraining equipment shifts significantly, the test shall be invalidated.

4.2. The protection structure to be tested need not be fitted with front, side or rear safety glazing or any detachable panels, fittings and accessories which have no function of structural strength and which cannot create a hazard in the event of overturning.

4.3. Where the driver’s seat is not on the median longitudinal plane of the vehicle and/or where the strength of the structure is non-symmetrical, the vertical longitudinal loading shall be on the side most likely to lead to infringement or exposure of the zone of clearance during the test.

4.4. The protection structure shall carry the necessary equipment to obtain the data required to draw the force-deflection diagram.

4.5. The rate of deflection under loading by the vertical force shall not exceed 5 mm/s. As the load is applied, the values Fv (N) (i.e. static load force exerted by the beam) and Dv (mm) (i.e. vertical deflection of the beam at the point of, and in line with, the load application) shall be recorded simultaneously at deflection increments of 15 mm or less to ensure sufficient accuracy. Once the initial application has commenced, the load shall not be reduced until the test has been completed; however, load increases may be suspended, for example to record measurements.

4.6. If no structural cross-member exists at the point of application, a substitute test beam which does not add strength to the structure may be used for the test procedure.

4.7. The energy (J) absorbed by the structure in each vertical loading test shall be at least equal to

Image omitted; see official source , (where mtest (kg) equals the vehicle mass in running order plus the mass of any propulsion batteries) and the minimum energy level to be achieved is calculated as follows:

Image omitted; see official source . Fv shall not exceed 2 × mtest × g, even if the minimum energy level to be achieved is not reached.

4.8. The longitudinal vertical loading condition shall be repeated taking into account a simultaneously applied horizontal force component. First, a static horizontal transverse load equal to

Image omitted; see official source (where g equals 9,81 m.s^–2) shall be applied onto the widest point as described in point 3.1.2 and on the side selected in accordance with point 4.3. Then, the longitudinal vertical loading shall be applied at the same coordinates of the test performed without the horizontal transverse load, equal to 0,5 × Fv(max) (where Fv(max) is the maximum value of Fv observed during the test performed without the horizontal transverse load).

4.9. After each test, the final permanent deflection of the protection structure shall be recorded in the test report.

ANNEX XII

Requirements applying to safety belt anchorages and safety belts

PART 1 Requirements for the approval of a type of vehicle with regard to safety belt anchorages and safety belts

1. General requirements

1.1.Vehicles of categories L2e, L5e, L6e and L7e with a mass in running order > 270 kg shall be fitted with safety belt anchorages and safety belts on seats (i.e. not required in case of saddles), complying with the requirements of this Annex.

1.2.Vehicles of categories L2e, L5e, L6e and L7e with a mass in running order ≤ 270 kg may be fitted with safety belt anchorages and/or safety belts, provided that these comply with the requirements of this Annex.

1.3.The number of safety belt anchorages provided shall be sufficient to facilitate the correct installation of the mandatory, voluntary or optionally installed safety belt on any given seat.

1.4.Safety belt anchorages shall conform to the 7/16-20 UNF 2B thread size and tolerance specifications.

1.4.1.However, if the vehicle manufacturer has fitted safety belts as standard equipment to specific seating positions, the safety belt anchorages for those seating positions may have characteristics different from those specified in point 1.4.

1.4.2.Anchorage points complying with the specific provisions for the installation of special-type (e.g. harness-type) safety belts may have characteristics different from those specified in point 1.4.

1.5.It shall be possible to remove a safety belt without any remaining damage to the safety belt anchorage point.

1.6.The R-point of a seating position shall be determined as follows:

1.6.1. The R-point of a saddle shall be taken as declared by the vehicle manufacturer and duly justified by means of appropriate vehicle design criteria taking into account the characteristics of a 50th percentile male manikin (i.e. Hybrid III anthropomorphic test device) and its hip pivot point.

1.6.2. The R-point of a seat shall be established in accordance with the provisions in Appendix 3 to Part 2 of Annex VII to this Regulation.

PART 2 Requirements applying to safety belt anchorages

1. Specific requirements for safety belt anchorages

1.1 The safety belt anchorages may be incorporated within the chassis, bodywork, seat or any other structure of the vehicle.

1.2. A single safety belt anchorage point may be used for attaching the safety belts for two adjacent seating positions.

1.3. The permitted locations of the effective safety belt anchorage points for all seating positions are indicated in Figures 11-P2-1 and 11-P2-2 and clarified below.

1.4. Position of the lower effective safety belt anchorages

1.4.1. The α1 and α2 angles shall lie between 30° and 80° in all normal positions of use of the seat.

1.4.2. If seats are fitted with an adjustment system and the manufacturer’s declared torso angle is less than 20°, the α1 and α2 angles referred to in the previous point may lie between 20° and 80° in all normal positions of use of the seat.

1.4.3. The distance between the two vertical planes parallel to the longitudinal median plane of the vehicle and passing through each of the two lower effective anchorages L1 and L2 of the same safety belt shall not be less than 350 mm. This may be reduced to 240 mm in the case of a centre-row rear seating position. The longitudinal median plane of the seating position shall pass points L1 and L2 at no less than 120 mm from those points.

1.5. Location of the upper effective safety belt anchorages

1.5.1. If a strap guide, D-ring or similar device affecting the position of an effective safety belt upper anchorage is used, that position is determined in a conventional manner by considering the position of the anchorage when the safety belt is worn by an occupant, represented by a 50th percentile male manikin, with the seat adjusted to the design position as specified by the vehicle manufacturer.

1.5.2. Points J1 and J2 shall be determined as follows:

point J1 is determined in relation to the R-point by means of the following three segments:

— RZ: segments of torso reference line measured from the R-point upwards over a length of 530 mm;

— ZX: segment perpendicular to the longitudinal median plane of the vehicle measured from point Z in the direction of the anchorage and having a length of 120 mm;

— XJ1: segment perpendicular to the plane defined by segments RZ and ZX measured from point X forwards over a length of 60 mm;

point J2 is determined by symmetry with point J1 about the longitudinal plane vertically crossing the torso reference line of the relevant seat.

1.5.3. A single upper effective safety belt anchorage point shall comply with the following requirements:

1.5.3.1. The upper effective safety belt anchorage point shall lie below the plane FN that is perpendicular to the longitudinal median plane of the seating position and forms an angle of 65° with the torso reference line. For rear seats, this angle may be reduced to 60°. The plane FN may therefore not be perfectly horizontal and shall intersect the torso reference line at a point D so that: Image omitted; see official source However, if S does not exceed 200 mm: DR = 675 mm.

1.5.3.2. The upper effective safety belt anchorage point shall also lie behind plane FK perpendicular to the longitudinal median plane of the seat and intersect the torso reference line at an angle of 120° at a point B so that: Image omitted; see official source If S is not less than 280 mm, the vehicle manufacturer may opt to use: Image omitted; see official source

1.5.3.3. The value S shall not be less than 140 mm.

1.5.3.4. The upper effective safety belt anchorage point shall also be located behind a vertical plane that is perpendicular to the longitudinal median plane of the vehicle and passes through the R-point.

1.5.3.5. The upper effective safety belt anchorage point shall also be located above the horizontal plane passing through the point C. Point C is located 450 mm vertically above the R-point. However, if distance S is 280 mm or more and if the vehicle manufacturer did not opt to use the alternative formula for BR in point 1.5.3.2, the vertical distance of 500 mm between point C and the R-point shall apply.

1.5.3.6. More than one actual upper safety belt anchorage point may be fitted, provided that all resulting effective safety belt anchorage points meet the requirements of points 1.5.3 to 1.5.3.5.

1.5.3.7. If the height of the upper safety belt anchorage point is manually adjustable without the use of any tools, all selectable upper safety belt anchorage point positions and the resulting effective safety belt anchorage points shall comply with the requirements of points 1.5.3 to 1.5.3.5. In this case, the permitted area as defined above may be enlarged by shifting it 80 mm upwards and downwards in the vertical direction; however, the permitted area remains bounded by the horizontal plane passing through point C (See Figure 11-P2-1).

1.5.4. Anchorage points intended for special-type (e.g. harness-type) safety belts

1.5.4.1. Any additional upper effective safety belt anchorage point shall lie on the opposite side of the first upper effective anchorage point in relation to the longitudinal median plane of the seating position. In addition:

— both upper safety belt effective anchorage points shall be located above the horizontal plane passing through the point C;

— both upper safety belt effective anchorage points shall be located behind the transverse plane passing through the torso reference line;

— where there is a single actual safety belt anchorage point (i.e. both ends of the safety belt are to be attached to a single anchorage point), this shall be located within the area common to two dihedrals bounded by vertical lines passing through the points J1 and J2, and for each point forming an angle of 30° horizontally between two vertical planes which are in turn related to the two vertical longitudinal planes intersecting both J1 and J2 and forming an outward angle of 10° and an inward angle of 20° with those longitudinal planes. (See Figure 11-2);

— where there are two separate actual safety belt anchorage points, these shall be located within each of the respective areas formed by dihedrals bounded by vertical lines passing through the points J1 and J2, and for each point forming an angle of 30° horizontally between two vertical planes which are in turn related to the two vertical longitudinal planes intersecting both J1 and J2 and forming an outward angle of 10° and an inward angle of 20° with those longitudinal planes. (See Figure 11-P2-2). In addition, the two anchorage points shall be so located that they are no more than 50 mm apart in any direction when one of the points is mirrored in relation to the vertical longitudinal plane passing through the R-point of the seating position in question. Figure 11- P2-1 Image omitted; see official source Figure 11- P2-2 Image omitted; see official source

2. Strength of safety belt anchorages

2.1. Each safety belt anchorage point shall capable of withstanding the tests provided for in points 3 to 3.5.1. Permanent deformation, including partial rupture of an anchorage or the surrounding area, does not constitute failure if the required force is sustained for the specified time. During the test, the minimum distances for the lower effective safety belt anchorage points set out in point 1.4.3 and the minimum height of the upper effective safety belt anchorage points set out in point 1.5.3.5 shall be maintained.

2.2. Displacement systems fitted to seats shall be capable of being manually activated once after the tractive force is no longer applied.

3. Testing provisions

3.1. General testing provisions

3.1.1. Subject to the provisions set out in points 3.2 to 3.2.3 and in line with the manufacturer’s request:

3.1.1.1. The tests may be carried out on either a vehicle structure or a fully finished vehicle.

3.1.1.2. The windows and doors may be installed and placed in the open or closed position.

3.1.1.3. Any normally fitted component which is likely to contribute to the overall structural integrity of the vehicle may be installed.

3.1.2. All seats shall be adjusted to a position of use for normal driving, as selected by the technical service responsible for carrying out the type-approval tests, and it shall be ensured that the least favourable (i.e. worst-case) positions of the seats are assessed during the tests.

3.1.2.1.The position of the seats shall be accurately recorded in the report. If its angle is adjustable, the backrest shall be locked in position in accordance with the manufacturer’s instructions or, in their absence, in a position corresponding to a torso angle as close as possible to 25°.

3.2. Provisions for securing and restraining the vehicle during the test

3.2.1. The method used to restrain the vehicle during the test shall not have the effect of reinforcing the anchorage or anchorage areas, or interfere with the normal deformation of the structure.

3.2.2. The method used to restrain the vehicle during the test is considered satisfactory if it has no effect on an area extending throughout the width of the structure and if the vehicle or structure is locked or attached at the front at an overall distance of at least 500 mm from the actual anchorage point to be tested and held or attached at the rear at an overall distance of at least 300 mm from the actual anchorage point to be tested.

3.2.3. It is recommended that the structure rests on supports directly below the wheel axles or, if this is not possible, directly below the wheel suspension points.

3.3. General test requirements

3.3.1. All the anchorages within the same group of seats shall be tested simultaneously.

3.3.2. The tractive force shall be applied forwards at an angle of 10° ± 5° above the horizontal in a plane parallel to the longitudinal median plane of the vehicle.

3.3.3. The loading shall begin as quickly as possible. The anchorages shall withstand the specified load for at least 0,2 seconds.

3.3.4. The traction devices to be used for the tests described in points 3.4 to 3.4.5.2 shall comply with the specifications laid down in Annex 5 to UNECE regulation No 14 ([^E0021]). The width of the traction device shall be selected so as to correspond with, or be as close as possible to, the design value of the width between the lower effective safety belt anchorages.

3.3.5. Safety belt anchorages for seats fitted with upper anchorages shall be tested under the following conditions:

3.3.5.1. Outboard front seating positions: In the case of safety belts incorporating a inertia reel retractor attached to a separate lower side anchorage point: — the anchorages are subjected to the test laid down in points 3.4.1 to 3.4.1.3 in which the forces are applied to them by means of a device reproducing the geometry of a three-point belt incorporating an inertia reel retractor attached to a lower side anchorage and a D-ring acting through the upper anchorage. In the case of safety belts not incorporating a inertia reel retractor attached to a separate lower side anchorage point: — the anchorages shall be subjected to the test laid down in points 3.4.2 to 3.4.2.2. in which the forces are applied to them by means of a device reproducing the geometry of a three-point non-inertia reel belt; — the lower anchorages shall in addition be subjected to the test laid down in points 3.4.3 to 3.4.3.1 in which the forces are transferred to the lower anchorages by means of a device representing a lap belt; — the two tests may be carried out on two different structures at the request of the manufacturer. If the height of the upper safety belt anchorage point is manually adjustable without the use of any tools, it shall be set in the least favourable (i.e. worst-case) position as decided by the technical service. In the case of multiple upper safety belt anchorage points for use with a special-type (e.g. harness-type) safety belt, these shall all be subjected to the test required in points 3.4.5 to 3.4.5.2, in which the forces are applied to them by means of a device reproducing the geometry of the type of safety belt intended to be attached to those anchorages.

Reading this document does not replace reading the official text published in the Official Journal of the European Union. We assume no responsibility for any inaccuracies arising from the conversion of the original to this format.

This text is published under EUR-Lex's own terms of reuse, not a Legalize or public-domain licence. EUR-Lex
Creative Commons Attribution 4.0 International (CC BY 4.0)
© European Union, https://eur-lex.europa.eu — Source: EUR-Lex (Publications Office of the European Union). Reused under the Creative Commons Attribution 4.0 International (CC BY 4.0) licence. Only EU legislation published in the printed Official Journal of the European Union is deemed authentic; consolidated texts are reproduced here for documentation purposes and have been reformatted to Markdown.