EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
[…](2020) XXX  draft  
ANNEX 1  
 
ANNEX  
to the  
Commission Implementing Regulation (EU) 2020/ ... of XXX  
laying down rules for the application of Regulation (EU) 2019/2144 of the European 
Parliament and of the Council as regards uniform procedures and technical 
specifications for the type -approval of motor vehicles with regard to their emergency 
lane keeping system (ELKS)   
  EN   EN ANNEX  I 
PART 1  
Information document  for EU type-approval  of vehicles  with  regard  to their Emergency  
lane-keeping  system  
 
MODEL  
 
Information document No … relating to the EU type -approval of a type of vehicle with regard 
to the Emergency lane -keeping system.  
The following  information  shall  be supplied  in triplicate  and include  a list of contents.  Any 
drawings  or pictures  shall  be supplied  in appropriate  scale  and in sufficient  detail  on size A4 
or on a folder  of A4 format.  Photographs,  if any, shall  show  sufficient  detail.  
If the systems,  referred  to in this information  document  have  electronic  controls,  information  
concerning  their performance  shall  be supplied.  
0. GENERAL  
0.1. Make  (trade  name  of manufacturer):  
0.2. Type:  
0.2.1.  Commercial  name(s)  (if available):   
0.3. Means  of identification  of type,  if marked  on the vehicle  / component  / separate  
technical  unit: 
0.3.1.  Location  of that marking:  
0.4. Category  of vehicle:  
0.5. Company  name  and address  of manufacturer:  
0.8. Name(s)  and address(es)  of assembly  plant(s):  
0.9. Name  and address  of the manufacturer’s  representative  (if any):  
1. GENERAL  CONSTRUCTION  CHARACTERISTICS  
1.1. Photographs  and/or  drawings  of a representative  vehicle/component/separate  
technical  unit: 
1.8. Hand  of drive:  left/right  
2. MASSES  AND  DIMENSIONS  
(in kg and mm)  (Refer  to drawing  where  applicable)  
2.6. Mass  in running  order  
(a) Minimum  and maximum  for each variant:  
(b) Mass  of each version  (a matrix  must  be provided):  
4. TRANSMISS ION EN   EN 4.5. Gearbox  
4.5.1.  Type:  Manual  / Automatic  / CVT(continuously  variable  transmission)  / 
Fixedratio  / Automised  / Other  / Wheel  hub 
4.7. Maximum  vehicle  design  speed  (in km/h):  
6.6.1.  Tyre/ wheel  combination(s)  
6.6.1.1.  Axles  
6.6.1.1.1.  Axle  1: 
 
6.6.1 .1.1.1.  
Tyre  size 
designation  6.6.1.1.1.2.  
Load -capacity  
index  6.6.1.1.1.3.  
Speed  
category  
symbol  6.6.1.1.1.4.  
Wheel  rim 
size (s) 6.6.1.1.1.5.  
Wheel  off-
set(s)  6.6.1.1.1.6.  
Rolling  
resistance  
coefficient  
(RRC)  
      
 
6.6.1.1.2.  Axle  2: 
 
6.6.1 .1.2.1. 
Tyre  size 
designation  6.6.1.1. 2.2. 
Load -capacity  
index  6.6.1.1. 2.3. 
Speed  
category  
symbol  6.6.1.1. 2.4. 
Wheel  rim 
size (s) 6.6.1.1. 2.5. 
Wheel  off-
set(s)  6.6.1.1. 2.6. 
Rolling  
resistance  
coefficient  
(RRC)  
      
 
etc. 
 
6.6.1. 2. Spare  wheel,  if any: 
7.4. Emergency lane -keeping system (ELKS)  
7.4.1.  Technical  description  and drawing  of the system:  
7.4.2.  Means  to manually  deactivate  the ELKS : 
7.4.3.  Description  of the automatic  deactivation  (if fitted):  
7.4.4.  Description  of the automatic  suppression  (if fitted):  
7.5. Lane  Departure  Warning  System  (LDWS)  
7.5.1  Speed  range  of the LDWS : 
7.5.2.  Technical  description  and drawing  of the LDWS):  
7.6. Corrective  Directional  Control  Function  (CDCF)  
7.6.1  Speed  range  of the CDCF:  
7.6.2.  Technical  description  and drawing  of the system  (in particular  if the system  uses 
steering  or braking):  EN   EN _______________________  
Explanatory  note 
This information  document  comprises  the information  relevant  for the Emergency  lane keeping  
system  and shall  be completed  in accordance  with the template  laid down  in Annex  I to 
Commission  Implementing  Regulation  (EU)  2020/683.  
  EN   EN PART 2  
Technical specifications  
 
1. Definitions  
For the purposes of this Annex , the following definitions shall apply : 
1.1. ‘units’ means the smallest divisions of system components which will be 
considered , since these combinations of components will be treated as single 
entities for purposes of identification, analysis or replacement;  
1.2. ‘transmission  links ’ means  any electric,  mechanic,  pneumatic  or hydraulic  
equipment  used for inter-connecting  distributed  units  for the purpose  of conveying  
signals,  operating  data or energy  supply;  
1.3. ‘electronic  control  system ’ means  a combination  of units,  designed  to co-operate  in 
the production  of the stated  vehicle  control  function  by electronic  data processing ; 
1.4. ‘corrective directional control function (CDCF) ’ means a control function within 
an electronic control system whereby, for a limited duration, changes to the 
steering angle of one or more wheels and/or braking of individual wheels may 
result from the automatic evaluation of signals initiated on -board th e vehicle 
optionally enriched by data provided off -board the vehicle, in order to correct lane 
departure, e.g. to avoid crossing lane markings, leaving the road ; 
1.5. ‘safety  related  function ’ means  a function  that is capable  of changing  the dynamic  
behaviour  of the vehicle ; 
1.6. ‘subject vehicle ’ means the vehicle being tested ; 
1.7. ‘distance to lane marking (DTLM) ’ means the remaining lateral distance 
(perpendicu lar to the lane marking) between the inner side of the lane marking and 
most outer edge of the tyre before the subject vehicle crosses the inner side of the 
lane marking ; 
1.8. ‘flat road ’ means a road with a slope less than 1% in the longitudinal direction and 
for the lateral direction, less than 2% for half a lane width either side of the 
centreline and less than 3% for the outer half of the lane ; 
1.9. ‘dry road ’ means a road with a nominal peak braking coefficient of 0.9 ; 
1.10.  ‘control strategy ’ means a strategy to ensure robust and safe operation of the 
function(s) of an electronic control system  in response to a specific set of ambient 
and/or operating conditions (such as road surface condition, traffic intensity and 
other road users, adverse w eather conditions, etc.) , which may include the 
automatic deactivation of a function or temporary performance restrictions (e.g. a 
reduction in the maximum operating speed, etc.) ; 
1.11.  ‘higher -level electronic  control  system/function ’ means  an electronic  control  
system/function  which  employ s additional  processing  and/or  sensing  provisions  to 
modify  vehicle  behaviour  by commanding  variations  in the function(s)  of the 
vehicle  control  system , thus allow ing complex  systems  to automatically  change  
their objectives  with a priority  which  depends  on the sensed  circumstances ; EN   EN 1.12.  ‘complex electronic vehicle control system ’ means an electronic control system  in 
which a function controlled by an electronic system or the driver may be over -
ridden by a higher level electronic control system/function , thus becom ing part of 
the complex system, as well as any overriding system/function within the scope of 
this Regu lation , including the transmission links to and from the overriding 
systems/function outside of the scope of this Regulation ; 
1.13.  ‘The System ’ means  an electronic  control  system  or a complex  electronic  control  
system  that provides  or forms  part of the control  transmission  of a function  to 
which  this Regulatio n applies , including  the transmission  links  to or from  other  
vehicle  systems  that act on a function  to which  this Regulation  applies ; 
1.14.  ‘safety concept ’ mean s a description of the measures designed into The System, for 
instance w ithin the electronic units, so as to address system integrity and ensure 
safe operation under fault and non -fault conditions, including in the event of an 
electrical failure. The possibility of a fall -back to partial operation or even to a 
back -up system for vital vehicle functions may b e a part of the safety concept.  
2. General requirements  
2.1. An emergency lane-keeping system (E LKS ) shall comprise a lane departure 
warning system (LDW S) and a corrective directional control function (C DCF ). 
2.1.1. The LDWS  shall  meet  the requirements  of point s of 3.1 to 3.4 and point  3.5. 
2.1.2. The CDCF  shall  meet  the requirements  of point s of 3.1 to 3.4 and point  3.6. 
2.2. ELKS  lane departure  warnings  and interventions  
Subject  to specific  requirements  below  the system  shall  be designed  to minimise  
warnings  and interventions  for driver  intended  manoeuvres.  
3. Specific  requirements  
3.1. ELKS  failure  warning  
A warning  shall  be provided  when  there  is a failure  in the ELKS  that prevents  the 
requirements  of this Regulation  of being  met. 
3.1.1. The failure  warning  shall  be a constant  optical  warning  signal.  
3.1.1.1.  There  shall  not be an appreciable  time interval  between  each ELKS  self-check  (an 
integrated function that checks for a system failure on a continuous basis at least 
while the system is active ), and subsequently  there  shall  not be a delay  in 
illuminating  the warning  signal,  in the case of an electrically  detectable  failure.  
3.1.1.2.  Upon  detection  of any non-electrical  failure  condition  (e.g. sensor  misalignment),  
the warning  signal  as defined  in point  3.1.1 shall  be activated.  
3.1.2. If the vehicle  is equipped  with a means  to deactivate  the ELKS  a warning  shall  be 
given  when  the system  is deactivated  according  to point  3.2. This shall  be a 
constant  optical  warning  signa l. The failure  warning  signal  specified  in point  2.1.1  
above  may be used for this purpose.  EN   EN 3.2. ELKS  deactivation  
3.2.1. Manual  deactivation  
When  a vehicle  is equipped  with a means  to manually  deactivate  the ELKS  
function,  either  partially  or fully,  the following  conditions  shall  apply  as 
appropriate:  
3.2.1.1.  The full ELKS function  shall  be automatically  and fully reinstated  upon  each 
activation  of the vehicle  master  control  switch.  
3.2.1.2.  The manual  deactivation  of the full ELKS  shall  not be possible  with less than two 
deliberate  actions,  e.g. press  and hold on a button,  or select  and confirm  on menu  
option.  It shall  be possible  to easily  suppress  acoustic  warnings  of the LDWS , but 
such action  shall  not at the same  time deactivate  the LDWS  or the CDCF . 
3.2.1.3.  The manual  deactivation  capability  shall  be tested  in accordance  with the relevant  
vehicle  test(s)  specified  in point  3. 
3.2.2. Automatic  deactivation  
If the vehicle  is equipped  with a means  to automatically  deactivate  the ELKS  
function,  either  partially  or fully,  for instance  in situations  such as off-road use, 
being  towed,  a trailer  being  hitched  to the vehicle  or the electro nic stability  control  
(ESC)  being  deactivated,  the following  conditions  shall  apply  as appropriate:  
3.2.2.1.  As part of the safety  Audit,  the vehicle  manufacturer  shall  provide  a list of 
situations  and corresponding  criteria  where  the ELKS  function  is automatically  
deactivated  which  shall  be annexed  to the test report.  
3.2.2.2.  The ELKS  function  shall  be automatically  and fully  reactivated  as soon  as the 
conditions  that led to the automatic  deactivation  are not present  anymore.  
3.2.3. A constant  optical  warning  signal  shall  inform  the driver  that the ELKS  function  
has been  deact ivated.  The failure  warning  signal  specified  in point  3.1.1 above  may 
be used for this purpose.  
3.3. Automatic  suppression  
3.3.1. For driver  intended  manoeuvres  
As part of the safety  audit , the manufacturer  shall  provide  a documentation  
package  which  gives  access  to the basic  design  and logic  of the system  for 
detection  of likely  driver  intended  manoeuvres  and automatic  suppression  of the 
ELKS.  This package  shall  include a list of parameters  detected  and a basic  
description  of the method  used to decide  that the system  should  be suppressed,  
including  limit  values  where  possible.  For both the CDCF  and LDWS,  the 
Technical  Service  shall  assess  the documentation  package  to show  that driver  
unintentional  manoeuvres,  within  the scope  of the lane keep  test parameters  (in 
particular  lateral  departure  velocity),  will not result  in automatic  suppression  of the 
system. 
3.3.2. Automatic  suppression  of the ELKS  is also permitted  in situations  when  other  
driver  assist  or automated  steering functions,  (i.e. Automatically  commanded  
steering  function , emergency  steering  function  or automated  lane keeping ), are EN   EN controlling  the lateral  movement  of the vehicle  or other  safety  related  functions  
(e.g. AEBS,  ESC)  are intervening . These  situations  shall  be declared  by the 
manufacturer  as part of the safety  audit.  
3.4. Provisions  for periodic  roadworthiness  tests 
3.4.1. For the purpose  of periodic  roadworthiness  tests of vehicles , it shall  be possible  to 
confirm  the correct  operational  status  of the ELKS  by either  (a) or (a) and (b) 
below:  
(a) A visible  observation  of the failure  warning  signal  status  following  the 
activation  of the vehicle  master  control  switch  and any bulb check.  Where  
the failure  warning  signal  is displayed  in a common  space  (the area on 
which two or more information functions / symbol s may be displayed, but 
not simultaneously ), it must  be checked  first that the common  space  must  
be observed  to be functional  prior  to the failure  warning  signal  status  check ; 
(b) The use of an electronic  vehicle  interface,  such as the one laid down  in 
point  I.(14) of Annex  III of Directive  2014/45/EU1. Where  the functionality  
and operational  status  of the ELKS  can be checked  using  an electronic  
vehicle  interface,  manufacturers  shall  ensure  to make  available  the 
technical  information  for the use of the electronic  vehicle  interface  in 
accordance  with Article  6 of Regulation  (EU)  2019/6212.. 
3.4.2. At the time of type approval,  the means  to protect  against  simple  unauthorised  
modification  of the operation  of the failure  warning  signal  chosen  by the 
manufacturer  shall  be confidentially  outlined  as part of the safety  audit  annex  
requirements . Alternativ ely, this protection  requirement  is fulfilled  when  a 
secondary  means  of checking  the correct  operational  status  of the ELKS  is 
available.  
3.5. LDWS  requirements  
3.5.1. Speed  range  
The LDWS  shall  be active  at least within  the vehicle  speed  range  between  65 km/h  
and 130 km/h  (or the maximum  vehicle  speed  if it is lower  than 130 km/h)  and at 
all vehicle  load conditions,  unless  deactivated  as per point  3.2. 
3.5.2. Lane  departure  warning  
When  activated  and operated  within  the prescribed  speed  range, the LDWS  shall  
be able to warn  the driver  at the latest  if the vehicle  crosses  over a visible  lane 
marking  for the lane in which  it is running  by more  than a DTLM  of -0.3 m : 
(a) for lateral  departure  velocities  in the range  of the 0.1 m/s to 0.5 m/s: 
(b) on straight,  flat and dry roads;  
                                                 
1 Directive 2014/45/EU of the European Parliament and of the Council of 3 April  2014  on p eriodic 
roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC  (OJ L 
127, 29.4.2014, p. 51)  
2 Commission Implementing Regulation (EU) 2019/621 of 17 April 2019 on the technical information 
necessary for roadworthiness testing of the items to be tested, on the use o f the recommended test 
methods, and establishing detailed rules concerning the data format and the procedures for accessing the 
relevant technical information  (OJ L 108, 23.4.2019, p. 5)  EN   EN (c) for solid line and dashed  lane markings  in line with one of those  described  in 
Annex  3 (Visible  lane marking  identification)  to Regulation  No 130 of the United  
Natio ns Economic  Commission  for Europe  (UNECE)  – Uniform  provisions  
concerning  the approval  of motor vehicles  with regard  to the Lane  Departure  
Warning  System3 and other  markings  expected  on EU roads;  
(d) with the markings  being  in good  condition  and of a materi al conforming  to the 
standard  for visible  markings  of that contracting  party;   
(e) in all illumination  conditions  without  blinding  of the sensors  (e.g. direct  
blinding  due to sunlight ) and with activated  passing -beam  (dipped -beam)  
headlamps  if necessary ; 
(f) in absen ce of weather  conditions  affecting  the visibility  of lane markings  (e.g. 
no fog).  
It is recognised  that the performance  required  may not be fully  achieved  in other  
conditions  than those  listed  above.  However,  the system  shall  not unreasonably  
switch  the control  strategy  in these  other  conditions.   
The lane departure  warning  capability  shall  be tested  in accordance  with the 
relevant  vehicle  test(s)  specified  in point  4. 
3.5.3. LDWS  warning  indication  
3.5.3.1.  The lane departure  warning  referred  to in point  3.5.2 shall  be noticeable  by the 
driver  and be provided  by: 
(a) at least two warning  means  out of optical,  acoustic  and haptic,  or 
(b) one warning  means  out of haptic  and acoustic,  with spatial  indication  about  the 
direction  of unintended  drift of the vehicle.  
The warning mentioned above may be suppressed when there is a driver action 
which indicates an intention to depart from the lane ;  
3.5.3.1.1.  Where  an optical  signal  is used for the lane departure  warning,  it may use the 
failure  warning  signal  as specified  in point  3.1.1 above  in a flashing  mode.  
3.5.3.1.2.  When  there  is a lane keep  intervention  by the CDCF,  this shall  be considered  a 
haptic  warning  according  to point  3.5.3.1.  
3.5.3.2.  The LDWS  optical  warning  signal  shall  be activat ed following  a vehicle  master  
control  switch  "power -ON".  This requirement  does not apply  to warning  signals  
shown  in a common  space.  
3.5.3.3.  The LDWS  optical  warning  signals  shall  be visible  even  by daylight;  the 
satisfactory  condition  of the signals  must  be easily  verifiable  by the driver  from  the 
driver ’s seat. 
3.5.3.4.  The optical  warning  signal  shall  be tested  in accordance  with the relevant  vehicle  
test(s)  specified  in point  4. 
3.6. CDCF  performance  requirements  
                                                 
3 OJ L 178, 18.6.2014, p.29.  EN   EN 3.6.1. Speed  range  
The CDCF  shall  be active  at least between  70 km/h  and 130 km/h  (or the 
maximum  vehicle  speed  if it is below  130/km/h)  and at all vehicle  load conditions,  
unless  deactivated  as per point  3.2. However,  in the case that the vehicle  reduces  
its speed  from  above  70 km/h  to below  70 km/h,  the system  shall  be active  at least 
until the vehicle  speed  reduces  below  65 km/h.  
3.6.2. Lane  keep  
In the absence  of conditions  leading  to deactivation  or suppression  of the system,  
the CDCF  shall  be able to prevent  lane departure  by crossing  of visible  lane 
markings  in the scenarios  shown  in the following  table  by more  than a DTLM  of -
0.3 m: 
(a) for lateral  departure  velocities  in the range  of the 0.2 m/s to 0.5 m/s for vehicle  
speeds  up 100 km/h  and for lateral  departure  velocities  in the range  of 0.2 m/s to 
0.3 m/s for vehicle  speeds  greater  than 100 km/h  and up to 130 km/h  h (or the 
maxim um vehicle speed if it is below 130km/h) ; 
(b) on straight,  flat and dry roads;  
(c) for solid  lane markings  in line with one of those  described  in Annex  3 (Visible  
lane marking  identification)  to UN Regulation  No 130;  
(d) with the markings  being  in good  condition  and of a material  conforming  to the 
standard  for visible  markings  of that contracting  party;   
(e) in all illumination  conditions  without  blinding  of the sensors  (e.g. direct  
blindin g sunlight ) and with activated  passing -beam  (dipped -beam)  headlamps  if 
necessary;  
(f) in absenc e of weather  conditions  affecting  the dynamic  performance  of the 
vehicle  (e.g. no storm,  not below  5°C)  or the visibility  of lane markings  (e.g. no 
fog).  
 
No. Scenario description  
1. Solid line - Departure to right side of the vehicle  
 
2. Solid line - Departure to left side of the vehicle  
 
 
 It is recognised  that the performances  required  for the scenarios  in this table  may 
not be fully achieved  in other  conditions  than those  listed  above.  However,  the 
EN   EN system  shall  not unreasonably  switch  the control  strategy  in these  other  conditions.  
This shall  be demonstrated  in accordance  with the safety  audit .  
 The lane keep  capability  shall  be tested  in accordance  with the relevant  vehicle  
test(s)  specified  in point  5. 
3.6.3. Steering  override  
3.6.3.1.  The steering  control  effort  necessary  to override  the directional  control  provided  by 
the system  shall  not exceed  50 N. Significant  loss of steering  support  once  
overridden  shall  not happen  suddenly.  
3.6.3.2.  For CDCF  systems  which  do not act on the steering  itself  (e.g. differential  braking  
type CDCF),  the steering  input  shall  not exceed  25 degrees.  
3.6.3.3.  The steering  overri de control  effort  shall  be tested  in accordance  with the relevant  
vehicle  test(s)  specified  in point  5. 
3.6.4. CDCF  warning  indication  
3.6.4.1.  Every  CDCF  intervention  shall  immediately  be indicate d to the driver  by an optical  
warning  signal  which  is displayed  for at least 1 second  or as long as the 
intervention  exists,  whichever  is longer.  The optical  signal  may be the flashing  of 
the failure  warning  signal  specified  in point  3.1.1. 
3.6.4.1.1.  In the case of an intervention  longer  than 10 seconds,  an acoustic  warning  signal  
shall  be provided  until the end of the intervention  unless there is a driver action 
which indicates an intention to depart from the lane . 
3.6.4.1.2.  In the case of two or more  consecutive  interventions  within  a rolling  interval  of 
180 seconds  and in the absen ce of a steering  input  by the driver  during  this 
interval , an acoustic  warning  signal  shall  be provided  by the system  during  the 
second  and any further  intervention  within  a rolling  interval  of 180 seconds.  
Starting  with the third  intervention  (and subsequent  interventions)  the acoustic  
warning  signal  shall  continue  for at least 10 seconds  longe r than the previous  
warning  signal.  
3.6.4.2.  The requirements  in point s 3.6.4.1.1  and 3.6.4.1.2  shall  be tested  in accordance  
with the relevant  vehicle  test(s)  specified  in point  5. 
4. Test requirements  for LDWS  
4.1. General  provisions  
Vehicles  fitted  with LDWS  shall  fulfil  the appropriate  tests requirements  of this 
point  
4.2. Testing  conditions  
The tests shall  be performed:   
(a) On a flat and dry asphalt  or concrete  road type surface,  which  may not 
contain  any irregularities  (e.g. large  dips or cracks,  manhole  covers  or 
reflective  studs)  within  a lateral  distance  of 3.0m to either  side of the 
centre  of the test lane and with a longitudinal  distance  of 30m ahead  of the EN   EN subject  vehicle  from  the point  after the test is complete.   
(b) In - ambient  illumination  conditions  of at least 2000  Lux without  blinding  
of the sensors  (e.g. direct  blinding  sunlight ) and with activated  low beam  
head  lamps  if necessary.  
(c) In ambient  air temperatures  between  5°C and 45°C.   
(d) In the absence  of weather  conditions  affecting  the visibility  of lane 
markings,  e.g. fog. 
At the manufacturer's  discretion  and with the agreement  of the Technical  Service  
the tests may be performed  under  conditions  deviating  from  what  is described  
above  (e.g. at lower  ambient  air temperatures).  
4.2.1. Lane  markings  
The solid  line and dashed  lane markings  on the road used for the tests shall  be in 
line with one of those  described  in Annex  3 (Visible  lane marking  identification)  to 
UN Regulation  No 130. The markings  shall  be in good condition  and of a material  
conforming  to the standard  for visible  lane markings.  The lane-marking  layout  
used for the tests shall  be recorded  in the test report.   
The width  of the lane (measured  between  the lane markings)  shall  be a minimum  
of 3.5 m for the purpose  of the tests of this point . The vehicle  manufacturer  shall  
demonstrate,  through  the use of documentation,  compliance  with all other  lane 
markings  identified  in Annex  3 (Visible  lane marking  identification)  to UN 
Regulation  No 130. Any of such docume ntation  shall  be appended  to the test 
report.  
4.2.2. Subject  vehicle  conditions  
4.2.2.1.  Test mass  
The subject  vehicle  shall  be tested  in a load condition  agreed  between  the 
manufacturer  and the Technical  Service.  No load alteration  shall  be made  once  the 
test procedure  has begun.  The vehicle  manufacturer  shall  demonstrate,  through  the 
use of documentation,  that the system  works  at all load conditions.  
4.2.2.2.  The subject  vehicle  shall  be tested  at the tyre pressures  recommended  by the 
vehicle  manufacturer.  
4.2.2.3.  Where  the LDWS  is equipped  with a user-adjustable  warning  threshold,  the tests 
specified  in point  4.3 shall  be performed  with the warning  threshold  set at its 
maximum  lane departure  setting.  No alteration  shall  be made  once  the test 
procedure  has begun.  
4.2.2.4.  Pre-test conditioning  
If requested  by the vehicle  manufacturer  the vehicle  can be driven  to calibrate  the 
sensor  system  up to a maximum  of 100 km on a mixture  of urban  and rural  roads  
with other  traffic  and roadside  furniture.  
4.3. Test procedures  
4.3.1. Optical  warning  signal  verification  test EN   EN With  the vehicle  stationary  check  that the optical  warning  signal(s)  comply  with 
the requirements  of point  3.5.3.2.  
4.3.2. Lane  departure  warning  test 
4.3.2.1.  Drive  the vehicle  at a speed  of 70 km/h  +/- 3 km/h  into the centre  of the test lane in 
a smooth  manner  so that the attitude  of the vehicle  is stable.  
Maintaining  the prescribed  speed,  gently  drift the vehicle,  either  to the left or the 
right,  with a lateral  departure  velocity  of between  0.1 and 0.5 m/s so that the 
vehicle  crosses  the lane marking.  
Repeat  the test at a different  rate of departure  within  the range  0.1 and 0.5 m/s.  
Repeat  the above  tests drifting  in the opposite  direction.  
4.3.2.2.  The test requirements  are fulfilled  if the LDWS  provides  the lane departure  
warning  indication  mentioned  in point  3.5.3.1  above  at the latest  when  the DLTM  
is -0.3 m. 
4.3.2.3.  In addition,  the vehicle  manufacturer  shall  demonstrate  to the satisfaction  of the 
Technical  Service  that the requirements  for the whole  speed  range  and lateral  
departure  velocity  range  are fulfilled.  This may be achieved  on the basis  of 
appropriate  document ation  appended  to the test report.  
4.3.3. Manual  deactivation  test 
4.3.3.1.  If the vehicle  is equipped  with means  to manually  deactivate  the ELKS  (LDWS),  
turn the vehicle  master  control  switch  to the “Power  ON”  position  and deactivate  
the ELKS (LDWS).  The warning  signal  specified  in point  3.2.3 shall  be activated.  
Turn  the master  control  switch  to the “Power  OFF”  position.  Turn  the vehicle  
master  control  switch  to the “Power  ON”  position  and verify  that the previously  
activated  warning  signal  is not reactivated,  thereby  indicating  that the ELKS  
(LDWS)  has been  reinstated  as specified  in point  3.2.1.1.  
5. Test requirements  for CDCF  
5.1. General  provisions  
Vehicles  fitted  with CDCF  shall  fulfil  the appropriate  tests requirements  of this 
point . 
5.2. Testing  conditions  
The tests shall  be performed:   
(a) On a flat and dry asphalt  or concrete  road type surface,  which  may not 
contain  any irregularities  (e.g. large  dips or cracks,  manhole  covers  or 
reflective  studs)  within  a lateral  distance  of 3.0m to either  side of the 
centre  of the test lane and with a longitudinal  distance  of 30m ahead  of the 
subject  vehicle  from  the point  after the test is complete.  
(b) In ambient  illumination  conditions  of at least 2000  Lux without  blinding  
of the sensors  (e.g. direct  blinding  sunlight ) and with activated  low beam  
head  lamps  if necessary.  EN   EN (c) In ambient  air temperatures  between  5°C and 45°C.   
(d) In the absence  of weather  conditions  affecting  the dynamic  performance  
of the vehicle  (e.g. no storm,  not below  5°C)  or the visibility  of lane 
markings  (e.g. fog).   
At the manufacturer's  discretion  and with the agreement  of the Technical  Service  
the tests may be performed  under  conditions  deviating  from  what  is described  
above  (e.g. at lower  ambient  air temperatures).  
5.2.1. Lane  markings  
The solid  lane marking  on the road used for the tests shall  be in line with one of 
those  described  in Annex  3 (Visible  lane marking  identification)  to UN Regulation  
No 130. The marking  shall  be in good  condition  and of a material  conforming  to 
the standard  for visible  lane markings.  The lane-marking  used for the tests shall  be 
recorded  in the test report.  
The solid  lane marking  shall  be a minimum  of 3.5 m distance  from  any other  lane 
markings,  for the purpose  of the tests of this point . The vehicle  manufacturer  shall  
demonstrate,  through  the use of documentation,  compliance  with all other  solid  
lane markings  identified  in Annex  3 (Visible  lane marking  identification)  to UN 
Regulation  No 130. Any of such documentation  shall  be appended  to the test 
report.  
5.2.2. Subject  vehicle  conditions  
5.2.2.1.  Test mass  
The subject  vehicle  shall  be tested  in a load condition  agreed  between  the 
manufacturer  and the Technical  Service.  No load alteration  shall  be made  once  the 
test procedure  has begun.  The vehicle  manufacturer  shall  demonstrate,  through  the 
use of documentation,  that the system  works  at all load conditions.  
5.2.2.2.  The subject  vehicle  shall  be tested  at the tyre pressures  recommended  by the 
vehicle  manufacturer.  
5.2.2.3.  Where  the CDCF  is equipped  with a user-adjustable  timing  threshold,  the test 
specified  in point  5.3.3 shall  be performed  with the timing  threshold  set at its latest  
setting  for system  intervention.  No alteration  shall  be made  once  the test procedure  
has begun.  
5.2.2.4.  Pre-test conditioning  
If requested  by the vehicle  manufacturer  the vehicle  can be driven  to calibrate  the 
sensor  system  up to a maximum  of 100 km on a mixture  of urban  and rural  roads  
with other  traffic  and roadside  furniture.  
5.3. Tests  procedures  
5.3.1. Warning  Indication  test 
5.3.1.1.  The subject  vehicle  shall  be driven  with an activated  CDCF  on a road with solid  
lane markings  on at least one side of the lane.   
The test conditions  and the subject  vehicle  test speed  shall  be within  the operating  EN   EN range  of the system.   
During  the test, the duration  of the CDCF  interventions  and of the optical  and 
acoustic  warning  signals  shall  be recorded.   
In the case of point  3.6.4.1.1 of this Regulation,  the subject  vehicle  shall  be driven  
such that it attempts  to leave the lane and causes  CDCF  intervention  to be 
maintained  for a period  longer  than 10 seconds.  If such a test cannot  be practically  
achieved  due to e.g. the limitations  of the test facilities,  with the consent  of the 
Type  Approval  Authority  this requirem ent may be fulfilled  through  the use of 
documentation.   
The test requirements  are fulfilled  if:  
(a) The acoustic  warning  is provided  no later than 10 s after the beginning  of the 
intervention.   
In the case of point  3.6.4.1.2 of this Regulation,  the subject  vehicle  shall  be driven  
such that it attempts  to leave  the lane and causes  at least three  interventions  of the 
system  within  a rolling  interval  of 180 seconds.  The test requirements  are fulfilled  
if: 
(a) An optical  warning  signal  is provided  for each intervention,  as long as the 
intervention  exists,  and 
(b) An acoustic  warning  signal  is provided  at the second  and third  intervention,  and 
(c) The acoustic  warning  signal  at the third  intervention  is at least 10 s longer  than 
the one at the second  intervention.  
5.3.1.2.  In addition,  the manufacturer  shall  demonstrate  to the satisfaction  of the Technical  
Service  that the requirements  defined  in point s 3.6.4.1.1 and 3.6.4.1.2 are fulfilled  
in the whole  range  of CDCF  operation.  This may be achieved  on the basis  of 
appropriate  documentation  appended  to the test report.  
5.3.2. Steering  override  test 
5.3.2.1.  The subject  vehicle  shall  be driven  with an activated  CDCF  on a road with solid  
lane markings  on each side of the lane.   
The test conditions  and the subject  vehicle  test speed  shall  be within  the operating  
range  of the system.     
The vehicle  shall  be driven  such that it attempts  to leave  the lane and causes  CDCF  
intervention.  During  the intervention,  the driver  shall apply  the steering  control  
effort  necessary  to override  the intervention.  
The force  and steering  input  applied  by the driver  on the steering  control  to 
override  the intervention  shall  be recorded.   
The test requirements  are fulfilled  if:  
(a) The force  applied  by the driver  on the steering  control  to override  the 
intervention  does not exceed  50 N, and  
(b) There is no sudden  loss of significant  steering  support  once  CDCF  is 
overridden .  
(c)  the steering  input  does not exceed  25 degrees.  EN   EN 5.3.2.2.  In addition,  the manufacturer  shall  demonstrate  to the satisfaction  of the Technical  
Service  that the requirements  defined  in paragraph  3.6.4 are fulfilled  in the whole  
range  of CDCF  operation.  This may be achieved  on the basis  of appropriate  
documentatio n appended  to the test report.  
5.3.3. Lane  keep  test 
5.3.3.1.  The CDCF  shall  be tested  for test scenarios  No 1 and No 2 described  in point  3.6.2. 
5.3.3.1.1.  Tests  for all scenarios  shall  be performed  with lateral  velocities  of 0.2 m/s and 0.5 
m/s. 
5.3.3.1.2.  A test path shall  be driven  which  consists  of an initial  straight  path parallel  to the 
solid  lane marking  being  tested,  followed  by a fixed  radius  curve  to apply  a know n 
lateral  velocity  and yaw to the subject  vehicle,  followed  again  by a straight  path 
without  any force  applied  on the steering  control  (e.g. by removing  the hands  from  
the steering  control).   
 
5.3.3.1.3.  The subject  vehicle  speed  during  the test up to the point  of system  intervention  
shall  be 72 km/h  +/- 1 km/h.    
The curve  of fixed  radius  driven  to apply  the lateral  velocity  required  shall  have  a 
radius  1200  m or more.   
The lateral  velocity  required  shall  be achieved  to a tolerance  of +/- 0.05 m/s.  
The vehicle  manufacturer  shall  provide  information  describing  the radius  of the 
curve  to be driven  and the location  when  the closed  loop path and/or  speed  control  
shall  be ended  so as to ensure  a free drifting  in order  not to interfere  an automatic  
suppression  according  to point  3.3.1. 
5.3.3.2.  The test requirements  are fulfilled if the subject  vehicle  does not cross  the lane 
marking  by a DTLM  of more  than -0.3 m. 
5.3.3.3.  In addition,  the vehicle  manufacturer  shall  demonstrate  to the satisfaction  of the 
Technical  Service  that the requirements  for the whole  speed  range  and lateral  
depa rture  velocity  range  are fulfilled.  This may be achieved  on the basis  of 
appropriate  documentation  appended  to the test report.  
  
EN   EN PART 3  
EU TYPE -APPROVAL CERTIFICATE (VEHICLE SYSTEM)  
 
Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of vehicle  with regard  to its Emergency  lane keeping  system  in accordance with the 
requirements  laid down  in Regulation  (EU)  2021/…  [Please  insert  reference  to this 
Regulation ], as last amended  by Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
Reason  for extension  / refusal  / withdrawal  (1):  
 
SECTION I  
0.1. Make (trade name of manufacturer):  
0.2. Type:  
0.2.1.  Commercial name(s) (if available):  
0.3. Means of identification of type, if marked on the vehicle:  
0.3.1.  Location of that marking:  
0.4. Category of vehicle:  
0.5. Name and address of manufacturer:  
0.8. Name(s) and address(es) of assembly plant(s):  
0.9. Name and address of the manufacturer's representative (if any):  
 
SECTION II  
1. Additional information (where applicable): see Addendum.  
2. Technical service responsible for carrying out the tests:  
3. Date of test report:  
4. Number of test report:  
5. Remarks (if any): see Addendum.  
6. Place:  
7. Date:  
8. Signature:  
___________________  
(1) Delete where not applicable.  EN   EN  
Addendum  
to EU  type-approval  certificate number   
1. Additional  information  
1.1. Description  of the system  
1.2. Means  to manually  deactivate  the ELKS  
1.3. Description  of the automatic  deactivation  (if fitted).   
1.4. Description  of the automatic  suppression  (if fitted)  
1.5. Lane  Departur e Warning  System  (LDWS)  
1.5.1  Speed  range  of the LDWS  
1.5.2.  Technical  description  and drawing  of the LDWS)  
1.6. Corrective  Directional  Control  Function  (CDCF)  
1.6.1  Speed  range  of the CDCF  
1.6.2.  Description  of the system  (in particular  if the system  uses steering  or braking)  EN   EN PART  4 
SAFETY AUDIT  
1. General  
1.1. This Part defines the special requirements for documentation, fault strategy and 
verification with respect to the safety aspects of electronic c ontrol system (s) (as 
defined in point 1.3 of Part 2 ) and complex electronic vehicle control system (s) (as 
defined in point 1.12 of Part 2 ). 
1.1.1.  Electronic  control  system s are commonly  controlled  by software  and are built from  
discrete  functiona l components  such as sensors,  electronic  control  units  and 
actuators  and connected  by transmission  links.  They  may include  mechanical,  
electro -pneumatic  or electro -hydraulic  elements.  
1.2. This Part does not specify the performance criteria for the "The System" covered 
by this Regulation but covers the methodology applied to the design process and 
the info rmation which must be disclosed to the Technical Service, for type 
approval purposes.  
1.3. This information shall show that "The System" respects, under non -fault and faul t 
conditions, all the appropriate performance requirements specified elsewhere in 
this Regulation and that it is designed to operate in such a way that it does not 
induce safety critical risks.  
2. Documentation  
2.1. Requirements  
 The manufacturer  shall  provide  a documentation  package  which  gives  access  to the 
basic  design  of "The  System"  and the means  by which  it is linked  to other  vehicle  
systems  or by which  it directly  controls  output  variables.  The function(s)  of "The  
System",  including  the control  strategies,  and the safety  concept,  as laid down  by 
the manufacturer,  shall  be explained.  Documentation  shall  be brief,  yet provide  
evidence  that the design  and development  has had the benefit  of expertise  from  all 
the system  fields  which  are involved.  For periodic  roadworthiness  tests, the 
documentation  shall  describe  how the current  operational  status  of "The  System"  
can be checked.  
 The Technical  Service  shall  assess  the documentation  package  to show  that "The  
System ”: 
 (a) Is designed  to operate,  under  non-fault and fault conditions,  in such a way 
that it does not induce  safety  critical  risks;  
 b) Respects, under non -fault and fault conditions, all the appropriate 
performance re quirements specified elsewhere in this  Regulation; and  
 (c) Was developed according to the development process/method declared by 
the manufacturer and that this includes at least the steps listed in point  2.4.4. 
2.1.1. Documentation shall be made available in two parts:  EN   EN  (a) The formal documentation package for the approval, containing the 
material listed in point  2. (with the exception of that of point  2.4.4.) which shall be 
supplied to the Technical Service at the time of submission of the type approval 
application. This documentation package shall be used by the Technical Service as 
the basic reference for the ver ification process set out in p oint 3. The Technical 
Service shall ensure that this documentation package remains available for a period 
determined in agreement with the Approval Authority. This period shall be at least 
10 years counted from the time when p roduction of the vehicle is definitely 
discontinued.  
 (b) Additional material and analysis data of point  2.4.4. which shall be retained 
by the manufacturer, but made open for inspection at the time of type approval. 
The manufacturer shall ensure that this  material and analysis data remains 
available for a period of 10 years counted from the time when production of the 
vehicle is definitely discontinued.  
2.2. A description shall be provided which gives a simple explanation of all the 
functions including control strategies of "The System" and the methods employed 
to achieve the objectives, including a statement of the mechanism(s) by which 
control is exercised.  
 Any described function that can be over -ridden shall be identified and a further 
description of the changed rationale of the function’s operation provided.  
2.2.1. A list of all input and sensed variables shall be provided and the working range of 
these defined, along with a description of how each variable affects system 
behaviour . 
2.2.2. A list of all output variables which are controlled by "The System" shall be 
provided and an indication given, in each case, of whether the control is direct or ia 
another vehicle system. The range over which  “The System ” is likely  to exercise  
control  on each output variable shall be defined.   
2.2.3. Limits defining the boundaries of functional operation ( i.e. the external  physical  
limits  within  which  the system  is able to maintain  control ) shall be stated where 
appropriate to system performance.  
2.3. System layout and schematics.  
2.3.1. Inventory of components.  
 A list shall be provided, collating all the units of "The System" and mentioning the 
other vehicle systems which are needed to achieve the control function in question.  
 An outline schematic showing these units in combination, shall be provided with 
both the equipment distribution and the interconn ections made clear.  
2.3.2. Functions of the units  
 The function of each unit of "The System" shall be outlined and the signals linking 
it with other units or with other vehicle systems shall be shown. This may be 
provided by a labelled block diagram or other schematic, or by a description aided 
by such a diagram.  EN   EN 2.3.3. Interconnections within "The System" shall be shown by a circuit diagram for the 
electric transmission links, by a piping diagram for pneumatic or hydraulic 
transmission equipment and by  a simplified diagrammatic layout for mechanical 
linkages. The transmission links both to and from other systems shall also be 
shown.  
2.3.4. There shall be a clear correspondence between transmission links and the signals 
carried between units. Priorities  of signals on multiplexed data paths shall be stated 
wherever priority may be an issue affecting performance or safety . 
2.3.5. Identification of units  
 Each unit shall be clearly and unambiguously identifiable (e.g.  by marking for 
hardware and marking or software output for software content) to provide 
corresponding hardware and documentation association.  
 Where functions are combined within a single unit or indeed within a single 
computer, but shown in multiple blocks in the block diagram for clarity and ease of 
explanation, only a single hardware identification marking shall be used. The 
manufacturer shall, by the use of this identification, affirm that the equipment 
supplied conforms to the corresponding document.  
2.3.5.1.  The identification defines  the hardware and software version and, where the latter 
changes such as to alter the function of the Unit as far as this Regulation is 
concerned, this identification shall also be changed.  
2.4. Safety concept of the manufacturer  
2.4.1. The Manufacturer shall provide a statement which affirms that the strategy chosen 
to achieve "The System" objectives will not, under non -fault conditions, prejudice 
the safe o peration of the vehicle.  
2.4.2. In respect of software employed in "The System", the outline architecture shall be 
explained and the design methods and tools used shall be identified. The 
manufacturer shall show evidence of the means by which they determined the 
realisation  of the system  logic, during the design and development process.  
2.4.3. The Manufacturer shall provide the Technical Service with an explanation of the 
design provisions built into "The System" so as to generate safe operation under 
fault conditions. Possible design provisions for failure in "The System" are for 
example:  
 (a) Fall-back to o peration using a partial system.  
 (b) Change -over to a separate back -up system.  
 (c) Remo val of the high level function.  
 In case of a failure, the driver shall be warned for example by warning signal or 
message display. When the system is not deactivated by the driver, e.g. by turning 
the ignition (run) switch to "off", or by switching off that particular function if a 
special switch is provided for that purpose, the warning s hall be present as long as EN   EN the fault condition persists.  
2.4.3.1.  If the chosen provision selects a partial performance mode of operation under 
certain fault conditions, then these conditions shall be stated and the resulting 
limits of effectiveness defined.  
2.4.3.2.  If the chosen provision selects a second (back -up) means to realise the vehicle 
control system objective, the principles of the change -over mechanism, the logic 
and level of redundancy and any built in back -up checking features shall be 
explained and the resulting limits of back -up effectiveness defined.  
2.4.3.3.  If the chosen provision selects the removal of the higher level electronic control 
function , all the corresponding output control signals associated with this function 
shall be inhibited, and in such a manner as to limit the transition disturbance.  
2.4.4. The documentation shall be supported, by an analysis which shows, in overall 
terms, how the system will behave on the occurrence of any of those hazards or 
faults which will have a bearing on vehicle control performance or safety.  
 The chosen analytical approach  (es) shall be established and maintained by the 
Manufacturer and shall be made open for inspection by the Technical Service a t 
the time of the type approval . 
. The Technical Service shall perform an assessment of the application of the 
analytical approach(es). The assessment shall include:.  
 (a) Inspection of the safety approach at the concept (vehicle) level with 
confirmation that it includes consideration of:  
 (i) interactions with other vehicle systems;  
 (ii) Malfunctions of the system, within the scope of this Regulation;  
 (iii) For the functions referred to  in point  2.2.: 
 -Situations when a system free from faults may create safety critical risks (e.g. due 
to a lack of or wrong comprehension of the vehicle environment);  
 -Reasonably foreseeable misuse by the driver;  
 -Intentional modification of the system.  
 This approach shall be based on a Hazard / Risk analysis appropriate to system 
safety.  
 (b) Inspection of the safety approach at the system level. This may be  based on 
a Failure Mode and Effect Analysis (FMEA), a Fault Tree Analysis (FTA) or any 
similar process appropriate to system safety.  
 (c) Inspection of the validation plans and results. This shall include validation 
testing appropriate for validation, for example, Hardware in the Loop (HIL) 
testing, vehicle on -road operational testing, or any  other  testing appropriate for EN   EN validation.  
 The assessment shall consist of spot checks of select ed hazards and faults to 
establish that argumentation supporting the safety concept is understandable and 
logical and validation plans are suitable and have been completed.  
 The Technical Service may perform or may require to perform tests as specified in 
point  3. to verify the safety concept.  
2.4.4.1.  This documentation shall itemize the parameters being monitored and shall set out, 
for each fault condition of the type defin ed in point  2.4.4., the warning signal to be 
given to the driver and/or to service/technical inspection personnel.  
2.4.4.2.  This documentation shall describe the measures in place to ensure the "The 
System" does not prejudice the safe operation of the vehicle when the performance 
of "The System" is affected by environmental conditions e.g. climatic, temperature, 
dust ingre ss, water ingress, ice packing.  
3. Verification and test  
3.1. The functional operation of "The System", as laid out in the documents required in 
point  2., shall be tested as follows:  
3.1.1. Verification of the function of “The System”  
 The Technical Service shall verify "The System" under non -fault conditions by 
testing a number of selected functions from those described by the manufacturer in 
point  2.2. above.  
 For complex electronic systems, these tests shall include scenarios whereby  a 
declared function is overridden.  
3.1.1.1.  The verification results shall correspond with the description, including the control 
strategies, provided by the manufacturer in point  2.2. 
3.1.2. Verification of the safety concept of point  2.4. 
 The reaction of "The System" shall be checked under the influence of a failure in 
any individual unit by applying corresponding output signals to electrical units or 
mechanical elements in  order to simulate the effects of internal faults within the 
unit. The T echnical Service shall conduct this check for at least one individual unit, 
but shall not check the reaction of "The System" to multiple simultaneous failures 
of individual units.  
 The Technical Service shall verify that these tests include aspects that may have an 
impact on vehicle controllability and user information (HMI aspects).  
4. Reporting by Technical Service  
 Reporting of the assessment by the Technical Service shall be performed in such a 
manner that allows traceability, e.g. versions of documents inspected are coded and 
listed in the records of the Technical Service.  EN   EN  An example of a possible layout for the assessment form from the Technical 
Service to the Type Approval Authority is given in the Appendix to this Part. 
  EN   EN Appendix  to Part 4 
Model assessment form for ELKS  
 Test report No:  
1. Identification . 
1.1. Vehicle  make:  
1.2 Type  
1.3 Means of identification of type if marked on the vehicle:  
1.4. Location of that marking:  
1.5. Manufacturer’s name and address:  
1.6. If applicable, name and address of manufacturer’s representative:  
1.7. Manufacturer’s formal documentation package:  
 Documentation reference No:  
 Date of original issue:  
 Date of latest update:  
2. Test vehicle(s)/system(s) description  
2.1. General description:  
2.2. Description of all the control functions of "The System", and methods of operation:  
2.3. Description of the components and diagrams of the interconnections within "The 
System":  
2.4. General description:  
2.5. Description of all the control functions of “The System”, and methods of 
operation:  
2.6. Description of the components and diagrams of the interconnections within “The 
System  
3. Manufacturer’s safety concept  EN   EN 3.1. Description of signal flow and operating data and their priorities : 
3.2. Manufacturer’s declaration:  
 The manufacturer(s) .............................................................  affirm(s) that the 
strategy chosen to achieve “The System”, objectives will not, under non -fault 
conditions, prejudice the safe operation of the vehicle.  
3.3. Software outline architecture and the design methods and tools used:  
3.4. Explanation of design provisions built into "The System" under fault conditions:  
3.5. Documented analyses of the behaviour of "The System" under individual hazard or 
fault conditions:  
3.6. Description of the measures in place for environmental conditions:  
3.7. Provisions for the periodic roadworthiness test  of "The System":  
3.8. Results of "The System" verification test, referred to in  point  3.1.1. of Part 4 of the 
Annex  to Regulation (EU) 2021/… [ Please, insert reference to this Regulation ]. 
3.9. Results of safety concept verification test, referred to in point 3.1.2. of Part 4 of the 
Annex  to Regulation (EU) 2021/… [ Please, insert reference to this Regulation ]. 
3.10.  Date of test:  
3.11.  This test has been carried out and the results reported in accordance with 
Regulation (EU) 2021/… [ Please, insert reference to this Regulation ]., as last 
amended by  Regulation (EU) … /… . 
 Technical Service carrying out the test  
Signed: .......................................   Date: ........................................  
3.12.  Comments: