Commission Delegated Regulation (EU) No 44/2014 of 21 November 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to the vehicle construction and general requirements for the approval of two- or three-wheel vehicles and quadricycles Text with EEA relevance

• 2.6.If points 2.4 and 2.5 apply and the further audit or check results are deemed not to be satisfactory in the opinion of the approval authority granting whole vehicle type-approval, the manufacturer shall ensure that conformity of production is restored as soon as possible by corrective actions to the satisfaction of the approval authority granting whole vehicle type-approval and to the satisfaction of the approval authority granting type-approval of the system, component or separate technical unit.

3. Continued verification arrangements

• 3.1The authority which has granted type-approval may at any time verify the conformity of production control methods applied in each production facility by means of periodic audits. The manufacturer shall for that purpose allow access to the manufacture, inspection, testing, storage and distribution sites and shall provide all necessary information with regard to the quality management system documentation and records.

• 3.1.1.The normal approach for such periodic audits shall be to monitor the continued effectiveness of the procedures laid down in sections 1 and 2 (initial assessment and product conformity arrangements).

• 3.1.1.1.Surveillance activities carried out by the technical services (qualified or recognised as required in point 1.3.3) shall be accepted as satisfying the requirements of point 3.1.1 with regard to the procedures established at initial assessment.

• 3.1.1.2.The normal frequency of these verifications by the approval authority (other than those referred to in point 3.1.1.1) shall be such as to ensure that the relevant conformity of production controls applied in accordance with sections 1 and 2 are reviewed over a period consistent with the climate of trust established by the approval authority.

• 3.2.At every review, the records of tests and checks and production records, in particular records of those tests or checks documented as required in point 2.2, shall be available to the inspector;

• 3.3.The inspector may select random samples to be tested in the manufacturer’s laboratory or in the facilities of the technical service, in which case only physical tests shall be carried out. The minimum number of samples may be determined according to the results of the manufacturer’s own verification.

• 3.4.Where the level of control appears unsatisfactory, or when it seems necessary to verify the validity of the tests carried out in application of point 3.2, the inspector shall select samples to be sent to the technical service to perform physical tests according to the requirements regarding conformity of production set out in point 4 and in the UNECE regulations referred to in Regulation (EU) No 168/2013 or in its delegated acts.

• 3.5.Where unsatisfactory results are found during an inspection or a monitoring review, the approval authority shall ensure that all necessary steps are taken to restore conformity of production as rapidly as possible.

• 3.6.In cases where compliance with UNECE regulations is required by Regulation (EU) No 168/2013 or its delegated acts, the manufacturer may choose to apply the provisions of this Annex as an equivalent alternative to the conformity of production requirements in the respective UNECE regulations. However, if points 3.5 or 3.6 apply, all separate conformity of production requirements in the UNECE regulations have to be complied with to the satisfaction of the approval authority until it decides that conformity of production has been restored.

4. Conformity of production test requirements in cases of an unsatisfactory level of product conformity control as referred to in point 3.4.

4.1.   Environmental and propulsion unit performance requirements

• 4.1.1. Test type I on emissions after cold start, type II on increased idle emissions and type VII on measurement of CO2 emissions, fuel consumption, electric energy consumption and electric range determination

• 4.1.1.1. Vehicles shall be manufactured in conformity with the approved vehicle type.

• 4.1.1.2. Appropriate conformity of production checks shall be carried out to verify compliance with the conditions referred to in point 4.1.1.1.

• 4.1.1.3. Vehicles powered by an internal combustion engine only:

• 4.1.1.3.1. As a general rule, measures to ensure the conformity of production with regard to  tailpipe pollutant and CO2 emissions from vehicles are to be checked on the basis of the description in the type-approval certificate conforming to the model set out in Article 30(2) of Regulation (EU) No 168/2013.

The control of production conformity is based on an assessment by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the manufactured vehicle with respect to the  tailpipe pollutant and CO2 emissions.

If the approval authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production.

• 4.1.1.3.1.1. Measurements of the  tailpipe pollutant and CO2 emissions of a vehicle type that has had one or several extensions shall be carried out on the vehicle(s) available at the time of the test (vehicle(s) described in the first document or in subsequent extensions).

4.1.1.3.1.1.1.   Conformity of the vehicle for type I, tailpipe emissions after cold start and type VII, CO2 emission test

• 4.1.1.3.1.1.1.1. Three vehicles shall be randomly selected from the series and tested according to the requirements set out in Articles 23 and 24 of Regulation (EU) No 168/2013. Deterioration factors shall be applied to the average of the test type I pollutant emission test results as follows:

• 4.1.1.3.1.1.1.1.1. If the durability method set out in Article 23(3)(a) of Regulation (EU) No 168/2013 is applicable, the deterioration factors shall be calculated from the type I emission test results up to and including full distance referred to in Annex VII(A) to Regulation (EU) No 168/2013 and in accordance with the linear calculation method referred to in point 4.1.1.3.1.1.1.1.2. resulting in slope and offset values per emission constituent. The CoP pollutant emission results shall be calculated with the formula: Equation 4-1: Yfull = a (Xfull – XCoP) + YCoP where: a = slope value ((mg/km)/km) determined in accordance with test type V set out in Annex V(A) to Regulation (EU) No 168/2013; XFull = durability mileage (km) as set out in Annex VII to Regulation (EU) No 168/2013; XCoP = Mileage of the CoP vehicle at moment of Type I CoP test; Yfull = CoP emission result per pollutant emission constituent in mg/km. The average CoP results shall be lower than the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013; YCoP = pollutant emission (THC, CO, NOx, NMHC and PM if applicable) test result (mg/km) per emission constituent of test type I with CoP vehicle.

• 4.1.1.3.1.1.1.1.2. If the durability method set out in Article 23(3)(b) of Regulation (EU) No 168/2013 is applicable, the deterioration trend shall consist of the slope value a, as is reflected in point 4.1.1.3.1.1.1.1.1, per emission constituent calculated to comply with test type V in accordance with Annex V(A) to Regulation (EU) No 168/2013. Equation 4-1 shall be used to calculate the CoP emission results per pollutant emission constituent (Yfull).

• 4.1.1.3.1.1.1.1.3. If the durability method set out in Article 23(3)(c) of Regulation (EU) No 168/2013 is applicable, the fixed deterioration factors set out in Annex VII(B) to Regulation (EU) No 168/2013 shall be multiplied by the type test I result of the CoP vehicle (Ycop) to calculate the average CoP emission results per pollutant emission constituent (Yfull).

• 4.1.1.3.1.1.1.1.4. The average test type VII results (CO2 emissions, fuel/energy consumption and electric range if applicable) shall be lower than or equal to the declared values by the manufacturer at type-approval.

• 4.1.1.3.1.1.1.1.5. If the average emissions of the first two vehicles comply with the requirements laid down in point 4.1.1.3.1.1.1.1 then the production conformity is considered as satisfactory.

• 4.1.1.3.1.1.1.2. If the average emissions of the first two vehicles do not comply, the CoP procedure continues as follows:

• 4.1.1.3.1.1.1.2.1. If the authority is satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.2.

• 4.1.1.3.1.1.1.2.2. If the authority is not satisfied with the production standard deviation given by the manufacturer, the tests are carried out according to point 4.1.1.3.3.

• 4.1.1.3.1.1.1.3. The production of a series is regarded as conforming or non-conforming, on the basis of tests on the three sampled vehicles, once a pass or fail decision is reached for  tailpipe pollutant and CO2 emissions according to the test criteria applied in the appropriate table.

If no pass or fail decision is reached for  tailpipe pollutant and CO2 emissions, a test is carried out on an additional vehicle (see Figure 4-1).

• 4.1.1.3.1.1.1.4. In the case of periodically regenerating systems, the results shall be multiplied by the factor Ki obtained at the time when type-approval was granted.

At the request of the manufacturer, testing may be carried out immediately after a regeneration has been completed.

Figure 4-1

Pass/fail criteria for Type I, II and VII testing

Image omitted; see official source

Text of image

Test on three vehicles

Computation of the test statistic

According to the appropriate table does the test statistic agree with the criteria for failing the series ?

Series Rejected

According to the appropriate table does the test statistic agree with the criteria for passing the series ?

Series Accepted

Test of an additional vehicle

• 4.1.1.3.1.1.2. Notwithstanding the environmental requirements set out in Article 23 and 24 of Regulation (EU) No 168/2013, the tests will be carried out on vehicles which have travelled a maximum distance of 100 km after first start at the production line.

• 4.1.1.3.1.1.2.1. However, at the request of the manufacturer, the tests will be carried out on vehicles which have been run in a maximum of 1 000 km.

In this case, the running-in procedure will be conducted by the manufacturer, who shall undertake not to make any adjustments to those vehicles.

• 4.1.1.3.1.1.2.2. If the manufacturer asks to be allowed to conduct a running-in procedure (‘x’ km, where x ≤ 1 000 km), it may be carried out as follows:

The  tailpipe pollutant and CO2 emissions will be measured at maximum 100 km after first start on the production line and at ‘x’ km on the first tested vehicle (which can be the type-approval vehicle);

The evolution coefficient (EC) of the emissions between 100 km and ‘x’ km will be calculated as follows:

Equation 4-2:

Image omitted; see official source

The value of EC may be less than 1.

The subsequent vehicles will not be subjected to the running-in procedure, but their 100 km emissions will be modified by the EC.

In this case, the values to be taken will be:

The value at ‘x’ km for the first vehicle;

The values at maximum 100 km multiplied by the evolution coefficient (EC) for the subsequent vehicles.

• 4.1.1.3.1.1.2.3. As an alternative to this procedure, the vehicle manufacturer can use a fixed EC of 0,92 and multiply all values of  tailpipe pollutant and CO2 emissions measured at zero km by this factor.

• 4.1.1.3.1.1.2.4. Tests for conformity of production may be performed with a commercial fuel of which the C3/C4 ratio lies between those of the reference fuels referred to in Annex II(A1) to Regulation (EU) No 168/2013 in the case of LPG, or of which the Wobbe index lies between those of the extreme reference fuels in the case of NG or H2NG. In that case, a fuel analysis shall be presented to the approval authority.

• 4.1.1.3.2. Conformity of production when manufacturer’s statistical data are available

• 4.1.1.3.2.1. The following sections describe the procedure to be used to verify the  tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s production standard deviation is again satisfactory.

• 4.1.1.3.2.2. With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %).

• 4.1.1.3.2.3. The following procedure is used (see Figure 4-1):

Let L be the natural logarithm of  tailpipe pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval emission value:

xi	=	the natural logarithm of the measurement for the i-th vehicle of the sample;
---	---	---
s	=	an estimate of the production standard deviation (after calculating the natural logarithm of the measurements);
---	---	---
n	=	the current sample number.

• 4.1.1.3.2.4. Compute for the sample, the test statistic quantifying the sum of the standardised deviations to the limit and defined as:

Equation 4-3:

Image omitted; see official source

• 4.1.1.3.2.5. Then:

• 4.1.1.3.2.5.1. if the test statistic is greater than the pass decision number for the sample given in Table 4-1, a pass decision is reached;

• 4.1.1.3.2.5.2. if the test statistic is less than the fail decision number for the sample size given in Table 4-1, a fail decision is reached;

• 4.1.1.3.2.5.3. otherwise, an additional vehicle is tested according to Annex II(A) to Regulation (EU) No 168/2013 and the procedure is applied to the sample with one unit more.

• 4.1.1.3.2.5.4. Table 4-1 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are available Sample Size (cumulative number of vehicles tested) Pass Decision No Fail Decision No (a) (b) (c) 3 3,327 -4,724 4 3,261 -4,79 5 3,195 -4,856 6 3,129 -4,922 7 3,063 -4,988 8 2,997 -5,054 9 2,931 -5,12 10 2,865 -5,185 11 2,799 -5,251 12 2,733 -5,317 13 2,667 -5,383 14 2,601 -5,449 15 2,535 -5,515 16 2,469 -5,581 17 2,403 -5,647 18 2,337 -5,713 19 2,271 -5,779 20 2,205 -5,845 21 2,139 -5,911 22 2,073 -5,977 23 2,007 -6,043 24 1,941 -6,109 25 1,875 -6,175 26 1,809 -6,241 27 1,743 -6,307 28 1,677 -6,373 29 1,611 -6,439 30 1,545 -6,505 31 1,479 -6,571 32 -2,112 -2,112

• 4.1.1.3.3. Conformity of production when manufacturer’s statistical data remain unsatisfactory or unavailable

• 4.1.1.3.3.1. The following sections describe the procedure to be used to verify the  tailpipe pollutant and CO2 emissions conformity of production requirements when the manufacturer’s evidence of production standard deviation is either unsatisfactory or unavailable.

• 4.1.1.3.3.2. With a minimum sample size of three, the sampling procedure is set so that the probability of a lot passing a test with 40 % of the production defective is 0,95 (producer’s risk = 5 %), while the probability of a lot being accepted with 65 % of the production defective is 0,1 (consumer’s risk = 10 %).

• 4.1.1.3.3.3. The measurement of  tailpipe pollutant and CO2 emissions is considered to be log normally distributed and should first be transformed by taking the natural logarithms. Let mo and m denote the minimum and maximum sample sizes respectively (mo = 3 and m = 32) and let n denote the current sample number.

• 4.1.1.3.3.4. If the natural logarithms of the measurements in the series are x1, x2, …, xj and L is the natural logarithm of the pollutant emission limits set out in Annex VI(A) to Regulation (EU) No 168/2013 and the declared CO2 type-approval value, then define:

Equations 4-4:

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

• 4.1.1.3.3.5. Table 4-2 below shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic is the ratio

Image omitted; see official source and shall be used to determine whether the series has passed or failed as follows:

for mo ≤ n ≤ m:

• 4.1.1.3.3.5.1. Image omitted; see official source

• 4.1.1.3.3.5.2. Image omitted; see official source

• 4.1.1.3.3.5.3. Image omitted; see official source Table 4-2 Pass/fail decision depending on sample size; conformity of production when manufacturer’s statistical data are unsatisfactory or unavailable Sample Size (cumulative number of vehicles tested) Pass Decision No An Fail Decision No Bn (a) (b) (c) 3 0,80380 16,64743 4 0,76339 7,68627 5 0,72982 4,67136 6 0,69962 3,25573 7 0,67129 2,45431 8 0,64406 1,94369 9 0,61750 1,59105 10 0,59135 1,33295 11 0,56542 1,13566 12 0,53960 0,97970 13 0,51379 0,85307 14 0,48791 0,74801 15 0,46191 0,65928 16 0,43573 0,58321 17 0,40933 0,51718 18 0,38266 0,45922 19 0,35570 0,40788 20 0,32840 0,36203 21 0,30072 0,32078 22 0,27263 0,28343 23 0,24410 0,24943 24 0,21509 0,21831 25 0,18557 0,18970 26 0,15550 0,16328 27 0,12483 0,13880 28 0,09354 0,11603 29 0,06159 0,09480 30 0,02892 0,07493 31 0,00449 0,05629 32 0,03876 0,03876

• 4.1.1.3.3.6. Remarks

The following recursive formulae are useful for computing successive values of the test statistic:

Equations 4-5:

Image omitted; see official source

Image omitted; see official source

(n = 2, 3, …; Image omitted; see official source ; v1 = 0)

• 4.1.1.3.4. The type-approval authorities issuing the approval may at any time verify the methods applied in each production unit.

• 4.1.1.3.5. In every inspection, the records of tests and production monitoring shall be communicated to the visiting inspector.

• 4.1.1.3.6. The inspector may select at random the samples to be tested in the manufacturer’s laboratory. The minimum number of samples may be determined on the basis of the results of the manufacturer’s own checks.

• 4.1.1.3.7. When the quality standard does not seem satisfactory or when it seems necessary to verify the validity of the tests conducted under point 9.4.2.2, the inspector shall collect samples to be sent to the technical service which carried out the approval tests.

• 4.1.1.3.8. The type-approval authorities may carry out all the tests prescribed in this Annex.

• 4.1.1.4. Vehicles powered by a hybrid electric powertrain

As a general rule, measures to ensure the conformity of production with regard to  tailpipe pollutant and CO2 emissions, electric energy consumption and electric range from hybrid electric vehicles is checked on the basis of the description in the type-approval certificate conforming to the model in Article 30(2) of Regulation (EU) No 168/2013.

Checks on production conformity are based on an assessment made by the approval authority of the manufacturer’s auditing procedure in order to ensure conformity of the vehicle type with respect to the emission of  tailpipe pollutant and CO2 emissions, electric energy consumption and range.

If the authority is not satisfied with the standard of the manufacturer’s auditing procedure, it may require that verification tests be carried out on vehicles in production.

Conformity for  tailpipe pollutant and CO2 emissions is checked using the statistical procedures described in points 4.1.1.3.1 to 4.1.1.3.3. Vehicles are tested according to the procedure described in Annex II(A) to Regulation (EU) No 168/2013.

• 4.1.1.5. Replacement pollution control devices

• 4.1.1.5.1. In order to test conformity as required above, a sample replacement pollution control device shall be taken from the production line of the type-approved vehicle.

• 4.1.1.5.2. Production will be regarded as being in conformity with the provisions of this Annex if a representative parent vehicle equipped with a pollution control device randomly selected from the production line complies with the applicable requirements set out in Article 23 of Regulation (EU) No 168/2013 on environmental performance. The performance of the propulsion fitted to the representative parent vehicle shall be measured according to Annex II(A) to Regulation (EU) No 168/2013 and shall not exceed the propulsion unit performance of the original pollution control device it replaces.

• 4.1.1.6. Actions to be taken in case of non-conformity of production

If, during inspections, non-conformity is observed, the approval authority shall ensure that all necessary steps are taken to re-establish conformity of production as soon as possible.

• 4.1.1.7. Penalties for non-conformities of production

• 4.1.1.7.1. The approval granted in respect of a vehicle type may be withdrawn if the requirements in point 4.1.1.1 are not complied with.

• 4.1.1.7.2. If a Member State withdraws an approval it has previously granted, it shall forthwith notify the other Member States.

• 4.1.2. Conformity of production for test type IV, evaporative emissions

For routine end-of-production-line testing, the manufacturer may demonstrate compliance by sampling vehicles which shall meet the following requirements. Alternatively, the full test procedure described in this Annex shall be carried out. At the request of the manufacturer an alternative test procedure may be used, if the procedure has been presented to and has been accepted during the type approval procedure by the technical service to the satisfaction of the approval authority.

4.1.2.1.   Test for leakage

• 4.1.2.1.1. Vents to the atmosphere from the evaporative emission control system shall be isolated.

• 4.1.2.1.2. A pressure of 3,7 kPa ± 0,1 kPa (370 ± 10 mm of H2O) shall be applied to the fuel system.

• 4.1.2.1.3. The pressure shall be allowed to stabilise prior to isolating the fuel system from the pressure source.

• 4.1.2.1.4. Following isolation of the fuel system, the pressure shall drop by no more than 0,5 kPa (50 mm of H2O) in five minutes.

4.1.2.2.   Test for venting

• 4.1.2.2.1. Vents to the atmosphere from the emission control shall be isolated.

• 4.1.2.2.2. A pressure of 3,7 kPa ± 0,1 kPa (370 ± 10 mm of H2O) shall be applied to the fuel system.

• 4.1.2.2.3. The pressure shall be allowed to stabilise before the fuel system is isolated from the pressure source.

• 4.1.2.2.4. The venting outlets from the emission control systems to the atmosphere shall be reinstated to the production condition.

• 4.1.2.2.5. The pressure of the fuel system shall drop to below 1,0 kPa (100 mm of H2O) within two minutes.

4.1.2.3.   Purge test

• 4.1.2.3.1. Equipment capable of detecting an airflow rate of 0,25 litre in one minute shall be attached to the purge inlet and a pressure vessel of sufficient size to have negligible effect on the purge system shall be connected via a switching valve to the purge inlet, or alternatively:

• 4.1.2.3.2. The manufacturer may use a flow meter of his own choice, if acceptable to the approval authority.

• 4.1.2.3.3. The vehicle shall be operated in such a manner that any design feature of the purge system that could restrict purge operation is detected and the circumstances noted.

• 4.1.2.3.4. Whilst the engine is operating within the bounds noted in this point the air flow shall be determined by either:

• 4.1.2.3.4.1. The device being switched in a pressure drop from atmospheric to a level indicating that a volume of 0,25 litre of air has flowed into the evaporative emission control system within one minute; or

• 4.1.2.3.4.2. An alternative flow measuring device with a detectable reading of no less than 0,25 litre per minute.

• 4.1.2.3.4.3. At the request of the manufacturer, an alternative purge test procedure can be used if the procedure has been presented to, and accepted by, the technical service during the type-approval procedure.

4.1.2.4.   Control Methods

• 4.1.2.4.1. The approval authority which has granted type-approval may at any time verify the conformity control methods applicable to each production unit.

• 4.1.3. Test type VIII on sound level

4.1.3.1.   Vehicle conformity regarding sound level

Any vehicle manufactured shall conform to an approved type of vehicle and shall be equipped with the silencer with which it was type-approved and satisfy the requirements of Article 23 and Annex VI(D) to Regulation (EU) No 168/2013 relating to the type of vehicle concerned.

• 4.1.3.1.1. In order to test conformity as required above, a sample vehicle shall be taken from the production line of the type approved pursuant to this point 4.1.3. Production will be regarded as conforming to the provisions of this point if the sound level measured using the test method referred to in Annex VI(D) to Regulation (EU) No 168/2013 does not exceed by more than 3 dB(A) the value measured at the time of type-approval, nor by more than 1 dB(A) the limits laid down in this point.

4.1.3.2.   Conformity of production of a non-original replacement exhaust system

• 4.1.3.2.1. Any exhaust system manufactured shall conform to a type approved pursuant to this point and satisfy the requirements of Annex VI(D) to Regulation (EU) No 168/2013 relating to the type of vehicle for which it is intended.

• 4.1.3.2.2. In order to test conformity as required above, a sample exhaust will be taken from the production line of the type approved pursuant to this point 4.1.3.

• 4.1.3.2.3. Production will be regarded as complying with this point 4.1.3 if the requirements of Annex VI(D) to Regulation (EU) No 168/2013 are satisfied and if the sound level measured using the test method referred to in that Annex does not exceed by more than 3 dB(A) the value measured at the time of type-approval.

• 4.1.4. Conformity of production (CoP) requirements regarding maximum design vehicle speed, maximum torque, maximum continuous rated power and maximum peak power

4.1.4.1.   Maximum vehicle speed measurement tolerances during conformity of production (CoP) testing

During a production conformity check, the maximum design vehicle speed may differ by ± 5 % from the value determined during the type-approval test.

4.1.4.2.   Maximum torque, maximum continuous rated power, maximum net power and maximum peak power tolerances during CoP testing

Table 4-3

Measurement tolerance on maximum torque, maximum continuous rated power, maximum net power and maximum peak power dependent on measured power

Measured power	Acceptable tolerance on maximum torque, maximum continuous rated power, maximum net power and maximum peak power
< 1 kW	≤ 20 %
1 kW < measured power < 11 kW	≤ 10 %
> 11 kW	≤ 5 %

• 4.1.5. Conformity of production (CoP) requirements regarding the mass in running order.

The mass in running order of an L-category vehicle may deviate from the nominal value by no more than 8 % as regards the permissible lower and upper deviations, which is the negative and positive deviation around the declared nominal value of up to and including the mass in running order thresholds referred to in Annex I to Regulation (EU) No 168/2013.

5. Review of the acceptable tolerances of the mass in running order

Irrespective of whether point 4 applies, Member States shall provide by 31 December 2019 to the Commission the statistics on the actual observed tolerances on the mass in running order when monitoring conformity of production. The statistics shall contain the mass in running order measured at type-approval and any positive or negative measured variation as a percentage of this type-approved mass in running order, observed during conformity of production assessment on the production line. Based on this data the Commission will assess whether or not it will be necessary to revisit the maximum allowable tolerance percentage laid down in point 4.1.5.

ANNEX V

Requirements applying to coupling devices and attachments

1. Scope

• 1.1.This Annex applies to coupling devices and attachments for L-category vehicles, if fitted.

• 1.2.This Annex states the requirements which coupling devices for L-category vehicles shall satisfy in order to:

• 1.2.1. Ensure compatibility when combining L-category vehicles with different types of trailers;

• 1.2.2. Ensure the safe coupling of the vehicle and trailer under all conditions of use;

• 1.2.3. Ensure safe procedures for coupling and uncoupling.

2. General requirements

• 2.1.The coupling devices for L-category vehicles shall be manufactured and attached in accordance with good engineering practice, and shall be safe to operate. They may be approved as separate technical units under this Regulation or approved under UNECE regulation No 55 ([^E0001]).

• 2.2.The coupling devices shall be so designed and manufactured that in normal use, with proper maintenance and the timely replacement of wearing parts, they will continue to function satisfactorily.

• 2.3.Every coupling device shall be accompanied by installation and operating instructions giving sufficient information for a competent person to install it on the vehicle and operate it properly. The instructions shall be in the official language or languages of the Member State in which the coupling device will be offered for sale.

• 2.4.The materials that may be used are those for which the properties relevant to the application are laid down in a standard or those for which the properties are given in the application documentation.

• 2.5.All parts of the coupling devices the failure of which could result in separation of the two vehicles shall be made of steel. Other materials may be used provided equivalence has been demonstrated by the manufacturer to the satisfaction of the technical service.

• 2.6.All couplings shall be designed for positive mechanical engagement, and the closed position shall be secured at least once by positive mechanical engagement.

• 2.7.If equipped with a coupling device, a coupling ball as specified in accordance with Appendix 1, Figure Ap1-1 shall be used on an L-category vehicle. The coupling type shall be chosen and positioned to allow maximum compatibility with a range of trailer types. However, a device other than such a coupling ball may be used, provided the requirements of point 2.8 are met and that the compatibility and interchangeability of trailers is neither necessary nor possible (dedicated combinations).

• 2.8.Coupling devices shall be designed so as to meet the requirements for case of operation, position, mobility and strength in line with points 2.9, 2.10, 2.11 and points 3, 4 and 5.

• 2.9.The coupling devices shall be designed and attached so as to achieve maximum safety according to good engineering practice; this also applies to the operation of the coupling.

• 2.10.It shall be possible for one person safely to couple and uncouple the vehicles without the use of tools.

• 2.11.It shall be possible to operate the detachable coupling devices easily by hand and without the use of tools.

• 2.12.When placing products on the market, manufacturers of coupling devices or vehicles shall provide the consumer with guidelines and information in all official languages regarding the impact on driveability of driving an L-category vehicle with a trailer.

3. Requirements for position

• 3.1.Coupling devices attached to the vehicles shall ensure unhindered and safe operation.

• 3.2.Coupling balls attached to the vehicles shall correspond to the geometric conditions specified in figure Ap1-2 of Appendix 1.

• 3.3.The height of the coupling point of a coupling device other than a coupling ball shall correspond to the height of the coupling point of the drawbar of the trailer within a range of ± 35 mm, provided the trailer is in a horizontal position.

• 3.4.The shape and dimensions of the towing brackets shall correspond to the vehicle manufacturer’s requirements with respect to fixing points and any additional mounting devices required.

• 3.5.The requirements of the vehicle manufacturer with regard to the type of the coupling device, the permissible mass of the trailer and the permissible static vertical load imposed at the coupling point shall be observed.

• 3.6.The mounted coupling device shall not obscure the visibility of the rear licence plate and/or lighting components; otherwise a coupling device shall be used which can be dismantled without special tools.

• 3.7.Manufacturers of towing brackets shall incorporate attachment points to which either secondary couplings or devices necessary to enable the trailer to be stopped automatically in the event of separation of the main coupling, may be attached.

• 3.7.1. The attachment points for a secondary coupling and/or breakaway cable shall be positioned such that when in use, the secondary coupling or breakaway cable does not restrict the normal articulation of the coupling or interfere with the normal inertia braking system operation.

• 3.7.2. A single attachment point shall be positioned within 100 mm of a vertical plane passing through the centre of articulation of the coupling. If this is not practicable, two attachment points shall be provided, one on each side of the vertical centre line and equidistant from the centre line by a maximum of 250 mm. The attachment point(s) shall be as rearward and as high as practicable.

4. Requirements for articulation

• 4.1.The following articulation shall be possible with the coupling device not attached to the vehicle:

• 4.1.1. An angle of free vertical pitch of 20° above and below the horizontal centre line at all angles of horizontal rotation up to at least 90° each side of the longitudinal centre line of the device.

• 4.1.2. At all angles of horizontal rotation up to 90° each side of the longitudinal centre line of the device, there shall be an angle of free axial roll each side of the vertical centre line of 25° for three- and four-wheel vehicles or 40° for two-wheel vehicles.

• 4.2.At all angles of horizontal rotation the following combinations of articulation shall be possible:

• 4.2.1. In the case of two-wheel vehicles, except where the device is used with one-wheel trailers which tilt with the two-wheel vehicle:
• 4.2.1.1. Vertical pitch of ± 15° with axial roll of ± 40°;
• 4.2.1.2. Axial roll of ± 30° with vertical pitch of ± 20°;

• 4.2.2. In the case of three-wheel vehicles or quadricycles:
• 4.2.2.1. Vertical pitch of ± 15° with axial roll of ± 25°;
• 4.2.2.2. Axial roll of ± 10° with vertical pitch of ± 20°.

• 4.3.It shall be possible to couple and uncouple coupling balls when the longitudinal axis of the coupling ball in relation to the centre line of the coupling ball and mounting:

• 4.3.1. Is horizontally β = 60° right or left;

• 4.3.2. Is vertically α = 10° up or down;

• 4.3.3. Is axially rotated 10° right or left.

5. Requirements for strength

• 5.1. A dynamic strength test (endurance test) shall be performed.

• 5.1.1. The endurance test shall be performed with an alternating approximately sinusoidal load with a number of load cycles depending on the material. No cracks or fractures or other visible external damage, or any excessive permanent distortion which would be detrimental to the satisfactory operation of the device, shall occur.

• 5.1.2. The loading basis for the dynamic test is the D-value shown below. The static vertical load shall be taken into consideration in the direction of the test load relative to the horizontal plane, depending on the position of the coupling point and the static vertical load permitted at the coupling point.

Equation 3-1:

Image omitted; see official source

where:

T	=	technically permissible maximum mass (in tonnes) of the towing vehicle;
---	---	---
R	=	technically permissible maximum mass (in tonnes) of the trailer;
---	---	---
g	=	acceleration due to gravity (assumed g = 9,81 m/s2).

• 5.1.3. The characteristic values D and S on which the test is to be based are specified in the manufacturer’s type-approval application, S being the permitted maximum static vertical load (in kg) at the coupling point.

• 5.2. Test procedure

• 5.2.1. For the dynamic tests, the sample shall be placed in a suitable rig with a suitable means of force application so that it is not subjected to any additional forces or moments apart from the specified test force. In the case of alternating tests, the direction of force application shall not deviate by more than ± 10° from the specified direction. To avoid unspecified forces and moments in the sample, it may be necessary to have one joint at the point of force application and a second joint a suitable distance away.

• 5.2.2. The test frequency shall not exceed 35 Hz. The selected frequency shall be well separated from resonant frequencies of the test set-up, including the device being tested. The number of load cycles shall be 2 × 10⁶ for coupling devices made of steel. A higher number of load cycles may be required for coupling devices made of other materials. Generally, the crack test is to be performed in accordance with the dye penetration procedure; equivalent other procedures are also permissible.

• 5.2.3. The coupling devices on test are to be normally mounted as rigidly as possible on a test rig in the actual position in which they will be used on the vehicle. The fixing devices shall be those specified by the manufacturer or applicant and be those intended for its attachment to the vehicle and/or have identical mechanical characteristics.

• 5.2.4. Test conditions

• 5.2.4.1.Preferably, couplings shall be tested in original condition as intended for use on the road. At the discretion of the manufacturer and in agreement with the technical service, flexible components may be neutralised if this is necessary for the test procedure and if there is no concern about unrealistic influence on the test result.

• 5.2.4.2.Flexible components which are obviously overheated due to this accelerated test procedure may be replaced during the test.

• 5.2.4.3.The test loads may be applied by means of special slack-free devices.

• 5.2.4.4.The devices submitted for test shall be provided with all design details which may have an influence on the strength criteria (for example electrical socket plates, any markings, etc.). The test periphery ends at the anchorage points or fitting points. The geometric location of the coupling ball and the fixing points of the coupling device relating to the reference line shall be provided by the vehicle manufacturer and shown in the test report.

• 5.2.4.5.All relative positions of the attachment points with respect to the reference line as shown in Appendix 2, for which the towing vehicle manufacturer shall provide all the necessary information to the towing device manufacturer, shall be repeated on the test bed.

• 5.3. Test of coupling balls and towing brackets

• 5.3.1. The assembly mounted on the test bed is subjected to a dynamic test on an alternating stress tensile testing machine (e.g. a resonance pulser). This test shall contain the following:

• 5.3.1.1. The test load shall be an alternating force and applied to the coupling ball at an angle of 15 ± 1°, as shown in figures Ap2-1 and Ap2-2 of Appendix 2.

• 5.3.1.2. Image omitted; see official source

• 5.3.1.3. Image omitted; see official source Equation 3-2: Image omitted; see official source

• 5.3.1.4. If a greater static load is requested, the test angle shall be increased to 20°. The dynamic test shall be performed with the following test force: Equation 3-3: Image omitted; see official source

• 5.3.2. One-piece coupling balls, including devices with non-interchangeable detachable balls and towing brackets with interchangeable balls which can be dismantled (excluding balls on integral support), shall be tested in accordance with 5.3.1.

• 5.3.3. The test of a towing bracket which can be used with different ball units is to be carried out in accordance with the test requirements of UNECE regulation No 55.

• 5.4. The testing requirements in point 5.3.1 shall be also applicable to coupling devices other than coupling balls.

6. Coupling heads

• 6.1.Coupling heads shall be designed so that they can be used safely with the coupling balls described in Figure Ap 1-1 of Appendix 1.

• 6.2.Coupling heads intended to be fitted to unbraked trailers, shall be fitted with a secondary coupling device or at least attachment point(s) to permit the connection of a secondary coupling device(s). The attachment point(s) shall be positioned such that when in use, the secondary coupling device(s) does not restrict the normal articulation of the coupling.

• 6.3.An endurance test shall be performed with an alternating test force and a static test (lifting test) on each test sample.

• 6.4.The dynamic test shall be performed with a suitable coupling ball of appropriate strength. On the test rig, the coupling head and ball shall be arranged as instructed by the manufacturer and in a way corresponding to their attachment in a vehicle. There shall be no possibility of extra forces in addition to the test force acting on the sample. The test force shall be applied along a line passing through the centre of the ball and inclined downwards to the rear at 15° (see figure Ap3-1 of Appendix 3). An endurance test shall be performed on a test sample with the following test force:

• Equation 3-3:

Image omitted; see official source

• 6.5.The coupling ball used for the test shall have a diameter of 49 – 0^+0;13 mm in order to represent a worn coupling ball. The lifting force FA shall be increased smoothly and quickly to a value of:

• Equation 3-4:

Image omitted; see official source

• and held for 10 seconds, where:

C	=	mass of the trailer (sum of the axle loads of the trailer carrying maximum permissible load) in tonnes.

• 6.6.If coupling devices other than coupling balls are used, the coupling head shall be tested, as applicable, in accordance with the relevant requirements of UNECE regulation No 55.

Appendix 1

Specification for dimensions of a coupling ball if fitted on L-category vehicles

• 1.The coupling ball system for trailers does not exclude the use of other systems (e.g. cardan couplings); however, if a ball-coupling system is used, this system shall correspond to the specification laid down in Ap1-1.

• 1.1.

Figure Ap1-1

Ball coupling dimensions Image omitted; see official source

• 1.1.1.The connecting radius between the ball and the neck is tangential both to the neck and to the lower horizontal surface of the coupling ball.

• 1.1.2.Refer to ISO/R 468:1982 and ISO 1302:2002; the roughness number N9 refers to a Ra value of 6,3 μm.

• 1.2.

Figure Ap1-2

Clearing space for coupling balls Image omitted; see official source

Comments:

• (1)350-420 mm measured at the maximum permissible vehicle mass = T;

• (2)min. = minimum distance, max. = maximum distance.

Appendix 2

Specifications for dynamic test of coupling ball and towing bracket

• 1. The test direction is shown by the example of a coupling ball with towing bracket. (Applicable by analogy to other coupling systems).

• 1.1. Figure Ap2-1

Dynamic test direction on coupling ball and towing bracket – Test rig I. RL = reference line

Image omitted; see official source

• 1.2. Figure Ap2-2

Dynamic test direction on coupling ball and towing bracket – Test rig II. RL = reference line

Image omitted; see official source

• 1.3. Figure Ap2-3

Relative positions of the attachment points of a coupling device with respect to the reference line — Criteria for dynamic test angles

Image omitted; see official source

Comments:

• (1) HFP = highest fixing point;

• (2) PRL = parallel reference line;

• (3) RL = reference line;

• (4) BC = ball centre.

Appendix 3

Specifications for dynamic test on coupling head

• 1. The test direction is shown by the example of a coupling head.

• 1.1. Figure Ap3-1

Dynamic test direction on coupling head

Image omitted; see official source

• 1.2. Figure Ap3-2

Static lifting test direction on coupling head

Image omitted; see official source

ANNEX VI

Requirements applying to devices to prevent unauthorised use

1. Requirements

• 1.1.‘Type of vehicle with regard to devices to prevent unauthorised use’ means a category of vehicles which do not differ in such essential respects as the design characteristics of the protective device preventing the unauthorised use of the vehicle;

• 1.2.Vehicles of categories L1e with a mass in running order > 35 kg, L2e, L3e, L4e and L5e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62 ([^E0002]).

• 1.2.1.Vehicles of categories L1e, L2e, L3e, L4e and L5e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18 ([^E0003]) as prescribed for vehicle category N2.

• 1.3.Vehicles of category L6e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62, as prescribed for vehicle category L2e.

• 1.3.1.Vehicles of category L6e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18, as prescribed for vehicle category N2.

• 1.4.Vehicles of category L7e which are fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 62, as prescribed for vehicle category L5e.

• 1.4.1.Vehicles of category L7e which are not fitted with handlebars shall meet all the relevant requirements of UNECE regulation No 18, as prescribed for vehicle category N2.

ANNEX VII

Requirements applying to electromagnetic compatibility (EMC)

1. Requirements

• 1.1.‘Type of vehicle with regard to electromagnetic compatibility’ means a category of vehicles which do not differ in such essential respects as the design characteristics of the electronic components, spark-plugs and their wire harnesses, and their method of attachment and location on the vehicle;

• 1.2.Vehicles of categories L1e, L2e, L3e, L4e, L5e, L6e and L7e shall meet all the relevant requirements of UNECE regulation No 10 ([^E0004]).

ANNEX VIII

Requirements applying to external projections

1. Requirements applying to two-wheel mopeds and two-wheel motorcycles with or without side-car

1.1.   General requirements

1.1.1.   Vehicles of categories L1e, L3e and L4e shall meet the following general requirements:

• 1.1.1.1.Vehicles shall incorporate no pointed, sharp or protruding parts, pointing outwards, of such a shape, dimension, angle of direction and hardness that they increase the risk or seriousness of body lesions and lacerations suffered by any person struck or grazed by the vehicle in the event of an accident. Vehicles shall be designed so that parts and edges with which vulnerable road users such as pedestrians are likely to come into contact in the event of an accident comply with the requirements in points 1 to 1.3.8.

• 1.1.1.2.All contactable projections or edges which are made of or covered with material such as soft rubber or soft plastic having a hardness of less than 60 Shore (A) are considered to meet the requirements in points 1.3 to 1.3.8. The hardness measurement shall be carried out with the material fitted to the vehicle as intended.

1.1.2.   Specific provisions for vehicles of categories L1e, L3e and L4e

• 1.1.2.1.Vehicles shall be assessed in accordance with the provisions in points 1.2 to 1.2.4.1.

• 1.1.2.2.In the case of vehicles fitted with a form of structure or panels intended to partially or fully enclose the rider, passenger or luggage or to cover certain vehicle components, the vehicle manufacturer may as an alternative choose to apply the relevant requirements of UNECE regulation No 26 ([^E0005]) as prescribed for vehicle category M1, covering either specific external projections or the full external surface of the vehicle. In such cases, particular attention shall be given to the required radii whereas the amount of projection of handles, hinges, push-buttons and aerials do not need to be checked.

• The relevant external projections assessed in conformity with this clause shall be clearly identified in the information document and any remaining external surface shall comply with the requirements of points 1. to 1.3.8.

1.1.3.   Specific provisions for vehicles of category L4e

• 1.1.3.1.When the side-car is connected to the motorcycle, either permanently or in a detachable way, the space between the motorcycle and the side-car is exempted from assessment (see Figure 8-1).

• Figure 8-1

Top-down view of category L4e motorcycle with side-car Image omitted; see official source

• 1.1.3.2.If the side-car can be detached from the motorcycle so that the motorcycle can be used without it, the motorcycle itself shall fulfil the requirements for solo motorcycles in points 1 to 1.3.8.

1.2.   Assessment of external projections

• 1.2.1. A testing device conforming to the specifications laid down by Figure Ap1-1 in Appendix 1 shall be used to check the external projections of the vehicle.

• 1.2.2. The vehicle shall be placed on a horizontal surface and kept in an upright position, initially with the steering control and steered wheel in the straight-ahead position.

• 1.2.2.1. A 50^th percentile anthropomorphic dummy or a person with similar physical characteristics shall be seated on the test vehicle in the normal riding position in such a way that it does not hamper the free rotation of the steering control. The feet shall be placed on the designated foot supports and shall not be resting on any gear shift lever or brake pedal.

• 1.2.3. The testing device shall be moved from the front towards the rear of the vehicle, in a smooth motion, on both sides of it. If the testing device contacts the steering control or any parts mounted on it, it shall be rotated away into its fully locked position, during and after which the test continues. The testing device shall remain in contact with the vehicle or rider during the test (see Figure 8-2).

Figure 8-2

Test device movement zones Image omitted; see official source

• 1.2.3.1. The front of the vehicle shall be the first point of contact and the testing device shall move sideways in an outward direction following the contour of the vehicle and the rider if applicable. The testing device shall also be allowed to move inward at a rate not exceeding the rate of rearward movement (i.e. at an angle of 45° in relation to the longitudinal median plane of the vehicle).

• 1.2.3.2. The hands and feet of the rider shall be pushed away by the testing device if it comes into direct contact with them and any relevant supports (e.g. foot supports) shall be allowed to freely rotate, fold, bend or flex as a result of contact with the testing device and assessed in all resulting intermediate positions.

• 1.2.3.3. Parts and components of rear-view mirrors which are duly covered by the relevant component type-approval are deemed to comply with the requirements of points 1 to 1.3.8.

• 1.2.3.4. Projections which may be contacted by the testing device in any position of intended use (e.g. passenger foot supports both in stowed and folded-out condition) shall be assessed in all positions of intended use.

• 1.2.4. When the testing device is moved along the vehicle as described above, the projections and edges of the vehicle which are contacted by that device are considered to fall within:

• — group 1: if the testing device grazes parts of the vehicle, or

• — group 2: if the testing device collides with parts of the vehicle.

• 1.2.4.1. In order to differentiate in which group the contacted projections and edges fall, the testing device shall be used in accordance with the assessment method shown in Figure 8-3 below and considered to belong to:

group 1 if 0° ≤ α < 45°; and

group 2 if 45° ≤ α ≤ 90°.

Figure 8-3

Top-down view of the testing device grazing the side of a vehicle and colliding with a protruding part

Image omitted; see official source

1.3.   Specific requirements

1.3.1.   Radius requirements concerning group 1 parts (contacted by grazing):

1.3.1.1.   Plates:

• — plate edges shall have a radius of curvature of at least 0,5 mm.

Structure, fairings, bodywork, etc.:

• — corners shall have a radius of curvature of at least 3,0 mm. A ‘corner’ means the three-dimensional shape of a surface which is not a plate edge or a stem.

• 1.3.1.1.1. The radii on corners and plate edges shall be determined at the point(s) of contact with the testing device and there shall be a smooth transition to a smaller radius, if any, in the direction where contact between the testing device and corner or edge no longer occurs.

1.3.1.2.   Stems

• — stems or similar parts shall have an overall diameter of at least 10 mm;

• — the edges on the end of a stem shall have a radius of curvature of at least 2,0 mm.

• 1.3.1.2.1. The radii on edges on the end of a stem shall be determined at the point(s) of contact with the testing device and may be progressively less around the full circumference of the stem end.

1.3.2.   Radius requirements concerning group 2 parts (contacted by collision):

1.3.2.1.   Plates:

• — plate edges shall have a radius of curvature of at least 2,0 mm;

Structure, fairings, bodywork, etc.:

• — corners shall have a radius of curvature of at least 2,0 mm.

• 1.3.2.1.1. The radii on corners and plate edges shall be determined at the point(s) of contact with the testing device and shall be continued or progressively less in the directions where contact between the testing device and corner or edge no longer occurs.

1.3.2.2.   Stems

• — stems or similar parts shall have an overall diameter of at least 20 mm;

• — however, a stem or a similar part may have an overall diameter of less than 20 mm, provided that its projection is less than half of its overall diameter;

• — the edges on the end of a stem shall have a radius of curvature of at least 2,0 mm.

• 1.3.2.2.1. The radii on edges on the end of a stem shall be determined at the point(s) of contact with the testing device and may be progressively less around the full circumference of the stem end.

• 1.3.3. The upper edge of a windscreen or fairing, transparent or not, shall have a radius of curvature of at least 2,0 mm or may be covered with protective material in compliance with point 1.1.1.2.

• 1.3.3.1. The upper edge is bounded by planes at a 45° angle in relation to the horizontal plane (see Figure 8-4).

Figure 8-4

View of rider through transparent windshield

Image omitted; see official source

• 1.3.3.2. If a radius is applied to the upper edge, it shall not be larger than 0,70 times the thickness of the windscreen or fairing, as measured at the upper edge.

• 1.3.3.3. Covers which resemble windscreens or fairings and which are installed only to protect the rider’s instrument cluster or headlamp device and which have an overall projection of no more than 50 mm measured from the top surface of the relevant instrument cluster or headlamp device are exempted from the requirements in points 1.3.3, 1.3.3.1 and 1.3.3.2.

• 1.3.4. The end of clutch and brake levers mounted on the steering control shall be perceptibly spherical and have a radius of curvature of at least 7,0 mm. The remaining outward edges of these levers shall have a radius of curvature of not less than 2,0 mm along the complete grip application area. The verification is done with the levers in non-applied position.

• 1.3.4.1. If the levers are fully covered by protection shields and can therefore not come into contact with a person struck by the vehicle, the levers are deemed to comply with the requirements of point 1.3.4.

• 1.3.5. The leading edge of the front mudguard or any parts mounted onto it shall have a radius of curvature of at least 2,0 mm.

• 1.3.5.1. The leading edge of the front mudguard is bounded by two vertical planes forming a horizontal angle of 45° in relation to the longitudinal median plane of the vehicle.

• 1.3.5.2. The radius as applied to the leading edge of the front mudguard shall not be larger than 0,70 times the thickness of the mudguard, as measured at the leading edge (e.g. in case of a round bead on the edge of sheet metal, the diameter of the bead is taken as the relevant thickness).

• 1.3.6. The rear edge of a fuel filler cap or similar shaped device located on the upper surface of the fuel tank, for instance, and likely to be struck by the rider moving forward during a collision, shall not project more than 15 mm from the underlying surface and the transition from the underlying surface shall be smooth or perceptibly spherical. An example is given in Figure 8-5. It may project more than 15 mm from the underlying surface provided that a protective device is located behind it ensuring that the relative projection of 15 mm is not exceeded.

Figure 8-5

Fitting requirement for filler cap on fuel tank

Image omitted; see official source

• 1.3.6.1. Fuel filler caps or similar shaped devices which are not placed forward of the rider or located below the level of the rider’s seating position are exempted from the requirements of point 1.3.6.

• 1.3.7. Ignition key heads shall have a protective cap made from rubber or plastic with blunted edges.

• 1.3.7.1. Ignition keys which are not required to be inserted in the ignition lock during vehicle operation, which are flush with or encased by the surrounding surface, of which the head can fold in relation to its shaft or barrel, which is located below the level of the rider’s seating position or which is not located forward of the rider are exempted from the requirements of point 1.3.7.

• 1.3.8. Outward pointed and protruding parts of the vehicle in its normal and upright position which are not contacted by the testing device, but which could increase the risk or seriousness of body lesions and lacerations as a result of any contact with a person being struck in a collision, shall be blunted.

2. Requirements applying to three-wheel vehicles and quadricycles

2.1.   General requirements

• 2.1.1. Vehicles of categories L2e, L5e, L6e and L7e shall meet the following general requirements.

• 2.1.1.1.Vehicles shall incorporate no pointed, sharp or protruding parts, pointing outwards, of such a shape, dimension, angle of direction and hardness that they increase the risk or seriousness of body lesions and lacerations suffered by any person struck or grazed by the vehicle in the event of an accident. Vehicles shall be designed in such a way that parts and edges with which vulnerable road users such as pedestrians are likely to come into contact in the event of an accident comply with the requirements in points 2.1.2 to 2.1.2.1.4.

• 2.1.2. Specific provisions for vehicles of categories L2e, L5e, L6e and L7e

• 2.1.2.1.Vehicles shall meet all the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category M1.

• 2.1.2.1.1.However, bearing in mind the variety of forms of construction of these categories of vehicle, and whether or not the vehicle is equipped with a device for reversing, the vehicle manufacturer may, as an alternative to the requirements in point 2.1.2.1, choose to apply the requirements of points 1.1 to 1.1.2.1 and points 1.2 to 1.3.8, as prescribed for vehicles of categories L1e and L3e, covering specific external projections (e.g. of front forks, wheels, fenders, mud guards and fairings and the rear section of vehicles not equipped with a device for reversing) of the vehicle to be type-approved, in agreement with the technical service and approval authority (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).

• The relevant external projections assessed in conformity with this clause shall be clearly identified in the information document and any remaining external surface shall comply with the requirements of points 2 to 2.1.2.1.4.

• In accordance with the first subparagraph, some portions of the kinds of vehicle concerned may be assessed with the external projections testing device (see Appendix 1) and the remaining portions shall be assessed with the sphere measuring 100 mm in diameter (see UNECE Regulation No 26). In such cases, particular attention shall be given to the required radii whereas the amount of projection of handles, hinges, push-buttons and aerials does not need to be checked.

• 2.1.2.1.2.Where vehicles are fitted with a form of structure or panels intended to partially or fully enclose the rider, passenger or luggage or to cover certain vehicle components and parts of the external surface cannot be assessed appropriately by application of point 2.1.2.1.1 (e.g. as regards the roof, roof pillars, doors, door handles, glazing, bonnet top, trunk lid, opening buttons, load platforms), these remaining external projections shall comply with all the relevant requirements of UNECE regulation No 26 as prescribed for vehicle category M1.

• 2.1.2.1.3.In case of vehicles of categories L2e-U, L5e-B, L6e-BU and L7e-CU, the edges which can be contacted in accordance with the provisions laid down above and which are located behind the rear bulkhead, or where no rear bulkhead is present a vertical transverse plane passing through a point located 50 cm behind the R-point of the most rearward seating position, shall at least be blunted when their projection is 1,5 mm or more.

• 2.1.2.1.4.Compliance with the requirements shall be checked without any registration plate affixed to the vehicle and any registration plate space or surface shall thus not be exempted from assessment.

Appendix 1

Testing device

1. External projections testing device

• 1.1. Figure Ap1-1

Diagram of the testing device

Image omitted; see official source

2. Procedure for use

• 2.1. The testing device shall be kept in an orientation such as to ensure that the line corresponding to the angle of α = 90° remains parallel to the longitudinal median plane of the vehicle throughout the test.

• 2.2. The lower portion of the testing device (i.e. the 100 mm high base) may be of a different design for stability or convenience purposes. However, if this lower portion comes into direct contact with the vehicle, it shall be adapted (e.g. locally trimmed down to a minimum of 150 mm in diameter) in order to allow full contact between the vehicle and the portion of the testing device between 100 mm to 1 200 mm in height.

ANNEX IX

Requirements applying to fuel storage

1. General requirements

• 1.1.‘Type of vehicle with regard to fuel storage’ means a category of vehicles which do not differ in such essential respects as shape, size and material characteristics, and the method of mounting and location of the fuel tank on the vehicle;

• 1.2.Fuel tanks of vehicles fitted with one or more of these shall meet the following general requirements:

• 1.2.1. Fuel tanks shall be made with materials of which the thermal, mechanical and chemical behaviour continues to be appropriate under their intended conditions of use.

• 1.2.2. Fuel tanks and adjacent vehicle parts shall be designed in such a way as not to generate any electrostatic charge which could result in sparking between the tank and the chassis of the vehicle which could ignite a mixture of air and fuel.

• 1.2.3. Fuel tanks shall be made so as to be corrosion-resistant.

• 1.2.4. Fuel tanks shall be fitted with appropriate devices (e.g. orifices or safety valves) which automatically release any excess pressure or any pressure exceeding the service pressure. Such devices shall be so designed as to preclude any risk of ignition of a mixture of air and fuel.

• 1.2.5. Fuel tanks shall be so designed that any fuel that may leak when they are being filled cannot fall on the vehicle’s exhaust system, engine or other drivetrain parts or on the inside of any passenger or luggage compartment, but is channelled to the ground.

• 1.2.6. Fuel shall be unable to flow from the filler cap or any devices fitted in order to release excess pressure, even if the tank is fully inverted. Dripping is tolerated to a maximum of 30 g/min, to be verified by means of the test described in points 2.1 to 2.1.4. If the leakage rate does not appear to be constant in nature, it shall be ensured that maximum leakage rate is determined within a one minute timeframe (i.e. not averaged over a longer timeframe).

• 1.2.7. No tank shall be situated in, or form, a surface (e.g. floor, wall, roof or bulkhead) of the passenger compartment or other compartment integral with it, if the vehicle is fitted with bodywork.
• 1.2.7.1. For the purpose of this Annex, a vehicle is deemed to have a passenger or other compartment integral with it if it is fitted with safety glazing, side doors, a rear door, side pillars and/or a roof creating an enclosed or partly enclosed compartment. The technical service shall clearly justify the judgment criteria in the test report.

• 1.2.8. The fuel filler port shall not be situated in the passenger compartment, luggage compartment or engine compartment, if any.
• 1.2.8.1. Further to point 1.2.7.1 above, a vehicle is deemed to have an engine compartment or a luggage compartment if it is fitted with side panels in combination with a bonnet/hood lid and/or a boot/trunk lid creating an enclosed or partly enclosed compartment. The technical service shall clearly justify the judgment criteria in the test report.

• 1.2.9. Fuel tanks shall pass the leak-tightness tests carried out with an internal pressure equal to twice the relative service pressure (design pressure) or an overpressure of 30 kPa, whichever is higher, as described in points 2.2 to 2.2.1. Any orifices may be blocked for the purpose of this test. The fuel tank shall not crack or leak during the test, but may remain permanently deformed.
• 1.2.9.1. Fuel tanks made of materials other than metal are considered as meeting this requirement if they have passed the test described in points 3.4 to 3.4.1.

• 1.2.10. Fuel tanks made of materials other than metal shall be subject to the tests in accordance with points 3 to 3.7.5.1 in addition to those described in points 2.1 to 2.1.4.

• 1.3.Vehicles fitted with one or more fuel tanks shall meet the following general requirements:

• 1.3.1. Fuel tanks shall be fitted and installed in such a way as to fulfil their function in all foreseeable operating conditions.

• 1.3.2. All parts and components of the vehicle’s fuel supply system shall be adequately protected by parts of the frame or bodywork against contact with possible obstacles on the ground. Such protection shall not be required if the relevant parts or components located beneath the vehicle are further from the ground than the parts of the frame or bodywork which are located immediately ahead of them.

• 1.3.3. All parts and components of the vehicle’s fuel supply system shall be designed, manufactured and installed in such a way as to withstand the effects of any internal and external corrosion to which it is exposed. No motion due to torsion, flexing and vibration of the vehicle structure, engine and transmission shall subject any part or component of the fuel supply system to abnormal friction or stress.

• 1.3.4. Vehicles using liquefied petroleum gas (LPG) in their propulsion system, and the LPG tanks, shall meet all relevant fitting and equipment requirements of UNECE regulation No 67 ([^E0006]) as prescribed for vehicle category M1.