AFRICAN 
STANDARD  DARS  
1355 -3 
First Edition 2020  
 
 Reference No. ARS 1355 -3:2020 (E) 
ICS 43.020  
 
 
© ARSO 2020  
 
 
 
 
 
 
 
 
 
 
 
Vehicle standards — Specification for vehicle roadworthiness — 
Part 3: Roadworthiness — Supporting information  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 DARS 1355 -3:2020  
ii © ARSO 2020 — All rights reserved   
Table of contents  
 
1 Scope  ................................ ................................ ................................ ................................ .............  1 
2 Normative references  ................................ ................................ ................................ .....................  1 
3 Terms and definitions  ................................ ................................ ................................ .....................  1 
4 Assessment of compliance  ................................ ................................ ................................ .............  2 
4.1 Methods of assessment  ................................ ................................ ................................ .........  2 
4.2 Degrees of assurance of compliance  ................................ ................................ ....................  3 
4.3 General considerations  ................................ ................................ ................................ ..........  3 
4.4 Annexures  ................................ ................................ ................................ ..............................  3 
Annex A (informative)  Information on the United Nations Economic Commission for Europe (UNECE)
 ................................ ................................ ................................ ................................ ................................  5 
Annex B (informative)  E -mark symbol allocated to specific countries  ................................ ...................  6 
Annex C (informative)  UNECE regulations which this standard proposes may be referenced  .............  8 
Annex D (informative)  How to obtain copies of UNECE regulations free of charge  ..............................  9 
Annex E (informative)  Vehicle category definitions used by UNECE, EU and several other countries
 ................................ ................................ ................................ ................................ ..............................  10 
Annex F (informative)  Vehicle data plate: Explanation of information plates (data plates) which show 
both the manufacturers limits and the legal limits  ................................ ................................ .................  11 
Annex G (informative)  Vehicle data plate: Bridge formula  ................................ ................................ ... 14 
Annex H (informative)  Considerations of front reflectors according to UNECE Regulation 48  ...........  16 
Annex J (informative)  Tyre load index markings  ................................ ................................ ..................  17 
Annex K (informative)  Tyre speed index ratings  ................................ ................................ ..................  19 
Annex L (informative)  Field of vision at ground level from the rear -view mirrors  ................................ . 20 
Annex M (informative)  Access to the UK MoT testing guide for test stations  ................................ ...... 27 
Annex N (informative)  Approval of testing equipment  ................................ ................................ .........  28 
Annex P (informative)  Screen method for assessment of dipped beam  ................................ .............  29 
Annex Q (informative)  Cross ref erences to the UK DVSA: Heavy goods vehicle inspection manual  . 30 
Annex R (informative)  Examples of typical compliance to regulations and standards  ........................  31 
Bibliography  ................................ ................................ ................................ ................................ ..........  45 
  DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  iii Foreword  
 
The African Organization for Standardization (ARS O) is an African intergovernmental organization 
established by the United Nations Economic Commission for Africa (UNECA) and the Organization of 
African  Unity (AU)  in 1977 . One of the fundamental mandates of ARSO is to develop and harmoniz e 
African Standards (ARS) for the purpose of enhancing Africa’s internal trading capacity, increase 
Africa’s product and service competitiveness globally and uplift the welfare of African communities.  The 
work of preparing African  Standards is normally carr ied out through ARSO  technical committees. Each 
Member State  interested in a subject for which a technical committee has been established has the 
right to be represented on that committee. International organizations, Regional Economic Communities 
(RECs), governmental and non -governmental  organizations , in liaison with ARSO , also take part in the 
work.  
 
ARSO  Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.  
 
The main task of technical committees is to prepare ARSO  Standards. Draft ARSO  Standards adopted 
by the technical committees are circulated to the member bodies for voting. Publication as an ARSO  
Standard requires approval by at least 75 % of the member bodies casting a vote.  
 
Attention is drawn to the possibil ity that some of the elements of this document may be the subject of 
patent rights. ARSO  shall not be held responsible for identifying any or all such patent rights.  
 
This African Standard was prepared by the ARSO Technical (Harmonization ) Committee Number  08-
4/59 on Automotive Technology and  Engineering (ARSO/THC 0 8-4/ARSO/TC 59 ). 
 
 
 
© African Organisation for Standardisation  2020 — All rights reserved*  
 
ARSO Central Secretariat  
International House 3rd Floor  
P. O. Box 57363 — 00200 City Square  
NAIROBI, KENYA  
 
Tel. +254 -20-2224561, +254 -20-3311641, +254 -20-3311608  
 
E-mail: arso@arso -oran.org  
Web: www.arso -oran.org  
  
                                                 
* © 2020 ARSO — All rights of exploitation reserved worldwide for African Member States’ NSBs.  DARS 1355 -3:2020  
iv © ARSO 2020 — All rights reserved   
Copyright notice  
 
This ARSO  document is copyright -protected by ARSO. While the reproduction of this document 
by participants in the ARSO standards development process is permitted without prior permission 
from ARSO, neither this document nor any extract from it may be reproduced, st ored or 
transmitted in any form for any other purpose without prior written permission from ARSO.  
 
Requests for permission to reproduce this document for the purpose of selling it should be 
addressed as shown below or to ARSO’s member body in the country of the requester:  
 
 
© African Organisation for Standardisation 20 20 — All rights reserved  
 
ARSO Central Secretariat  
International House 3rd Floor  
P.O. Box 57363 — 00200 City Square  
NAIROBI, KENYA  
 
Tel: +254 -20-2224561, +254 -20-3311641, +254 -20-3311608  
 
 
E-mail: arso@arso -oran.org  
Web: www.arso -oran.org  
 
Reproduction for sales purposes may be subject to royalty payments or a licensing agreement.  
Violators may be p rosecuted.  
 
 
 
  DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  v Introduction  
 
This standard consists of the following parts under the general title “Specification for vehicle 
roadworthiness”  
 
Part 1: Roadworthiness of vehicles already in service  
 
Part 2: Roadworthiness of vehicles prior to entry into service and thereafter  
 
Part 3: Roadworthiness — Supporting information  
 
Part 4: Roadworthiness — Requirements for vehicle examiners  
 
Part 5: Roadworthiness — Requirements for testing equipment  
 
Part 6: Roadworthiness — Requirements for combinations of vehicles  
 
 DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  1  
Vehicle standards — Specification for vehicle roadworthiness — 
Part 3: Roadworthiness — Supporting information  
 
 
1 Scope  
 
This Part 3 of the specification contains information intended to support the vehicle examiner and test 
stations using other Parts of this specification.  
 
The contents of th is Part 3 are not mandatory.  
 
NOTE  Additions to this part of the specification will be provided at a later date.  
 
2 Normative references  
 
The following referenced documents are indispensable for the application of this document. For dated 
references, only the edition cited applies. For undated references, the latest edition of the referenced 
document (including any amendments) applies.  
 
ARS 1355 -1, Vehicle Standards — Specification for Vehicle Roadworthiness — Part 1: Roadworthiness 
of vehicles already in use 
 
ARS 1355 -2, Vehicle standards — Specification for vehicle roadworthiness — Part 2: Roadworthiness 
of vehicles prior to entry into service, and thereafter  
 
3 Terms and definitions  
 
For the purpose of this standard the following definitions apply.  
 
3.1 Definitions  
 
3.1.1  
registration plate / licence plate / number plate  
the plate manufactured and embossed appropriate ly, which is attached to the front and rear of a motor 
vehicle or the rear of a trailer and a motorcycle  
 
3.1.2  
vehicle category definitions  
applied by the UN ECE are included under ARS 1355 -2 
 
3.2 Abbreviations  
 
GCM  Gross Combination Mass of the vehicle or vehicle combination as specified by the 
manufacturer of the drawing vehicle on the vehicle plate  
 
GVM  Gross Vehicle Mass of the vehicle as specified by the manufacturer of the vehicle on the 
vehicle plate  
 
UN ECE  United Nations Economic Commission for Europe  
 
VIN the vehicle identification number issued, affixed to and recorded on a vehicle appropriately , 
also referred to as chassis number  
 
WVTA Whole Vehicle Type Approval  
 
AFRICAN STANDARD  DARS 1355 -3:2020  
2 © ARSO 2020 — All rights reserved  4 Assessment of compliance  
 
4.1 Methods of assessment  
 
There are numerous possible approaches to the assessment of compliance to Vehicle Design Safety 
Standards. The degree of assurance of compliance is directly proportional to the cost and complexity 
of the method used. The various methods are listed below and their merits and demerits when 
considered for use in Africa are discussed.  
 
But for the purposes of assessing the likelihood of compliance of imported new or used vehicles to the 
vehicle safety design requirements in Part 2, Table 5 it is not necessary to delve into the detail of each 
UN ECE Regulation. This is because one is not actually designing a vehicle or system, one is merely 
assessing whether the veh icle is likely to have been designed and manufactured to comply with these 
or similar or equivalent requirements. For example if the vehicle is fitted with a driver and passenger 
airbag, it is likely to have been approved to comply with a frontal collision  test such as UN ECE R 94  
 
4.1.1  Method No 1 – Whole Vehicle Type Approval (WVTA)  
 
The Whole Vehicle Type Approval (WVTA) system applied in Europe requires a test report for each 
requirement from an acceptable testing authority to be submitted to the Appro val Authority and for each 
manufacturer to have a suitable Quality Management System in force for that product. Other countries 
operate suitable national approval systems (e.g. China, India, Japan) but would need further study to 
see if they would be of as sistance.  
 
WVTA is an excellent system which relies on the manufacturer to ensure that he continues to produce 
exactly what was tested successfully.  Unfortunately, the Certifications and Test Reports are normally 
only released by the manufacturer to a sub sidiary or authorised distributor of that brand since they 
constitute proprietary information which competitors must not see.  Furthermore, it would be a logistical 
nightmare for governments to require private entrepreneurs importing second -hand or new veh icles to 
attempt to obtain and control such test reports for such a huge variety of brands and models often in 
relatively low volumes. The documentation for each car model covers 20 to 40 extensive requirements 
covering possibly 600 to 800 test reports (wi th data files of between 200 and 400MB).  
 
On the other hand, the single WVTA document would be useful as comprehensive evidence of 
compliance and until recently was only available for light vehicles, but it would not necessarily be 
released by the manufact urer to private individuals importing new or used vehicles.  
 
So whilst this is probably the most accurate method of proving compliance it will only work if the 
importers of second hand vehicles are franchised to import specific brands and if they are then given 
access to the type approval documents and test reports.  
 
4.1.2  Method No 2 – Limit the Sources and the Age  
 
Limit the sourcing of used brands of vehicles to those brands of vehicles previously registered only in 
countries which have domestic requirem ents similar or better than those desired by the African recipient 
country, and which are known to have an effective enforcement regime. Then set an age limit which 
has been researched to give the desired requirements.  
 
4.1.3  Method No 3 – Limit the Age an d mandate visually assessable requirements  
 
This is the preferred approach since limiting the age only may exclude models which are old, but which 
also embody the desired requirements because they were built to exceed the minimum requirements 
of the domestic legislation.  
 
This may or may not affect affordability depending on where the age cut -off impacts.  
 
4.1.4  Method No 4 – Limit only the visually assessable requirements  
 
This is better than nothing but is more open to inaccuracies and errors and evasion tactics and to letting 
undesirable designs through. However, if 2 or 3 visually assessable features appear to indicate DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  3 compliance then it increases the probability of the v ehicle complying with even more of the UN 
Regulations.  
 
4.1.5  Method No 5 – Limit only by age  
 
This is the simplest and least administrative burdensome approach but is the least effective in weeding 
out vehicles with undesirable designs and is open to chea ting on the date of first registration, especially 
where the VIN or chassis number does not tie down the date.  
 
4.1.6  Method No 6 – No limitations  
 
Whilst certainly the least administratively burdensome it must be remembered that it will still lead to 
gene ral upgrading of standards since it will become less viable to bring in cheaper older vehicles as the 
years go by. Also avoids setting differing age limits for differing categories of vehicles.  
 
4.2 Degrees of assurance of compliance  
 
In summary can be cat egorised as follows:  
 
a) Maximum degree of assurance – if test reports from acceptable sources are made available and if 
test equipment is available locally to re -test in cases of doubt.  
 
b) Lesser degree of assurance – if the vehicles are received only from countries which are known to 
apply similar standards to their domestic and export production and if the vehicles are not older 
than 5 years.  
 
c) Minimal degree of assurance – if the vehicles and the owner's manuals are inspected visually for 
some indications that the vehicle is likely to incorporate some or all of the required design safety 
standard requirements.  
 
4.3 General considerations  
 
4.3.1  Maintenance and Design  
 
Vehicles can be maintained to a reasonably safe condition for 20 years or more.  
 
So one c an argue that setting an age limit does little to provide assurance of receiving a well maintained 
vehicle. If the objective is to receive vehicles which incorporate later safety technology, then setting an 
age limit will result in improved occupant safety  and improved safety for other road users. Alternatively, 
simply demand specific vehicle design safety requirements.  
 
4.3.2  Emissions  
 
UN guidelines on “clean mobility” for Africa suggest that after 8 years catalytic converters needed 
replacement.  
 
Unless one wishes to force expensive replacement of catalytic convertors then a 5 year age limit gives 
little return in emissions control (only 3 years).  
 
4.4 Annexures  
 
The following annexes are provided to assist vehicle examiners:  
 
Annex A – Information on United Nations Economic Commission for Europe  (UN ECE)  
 
Annex B – E-mark symbols allocated to specific countries  
 
Annex C – UN ECE Regulations which this specification proposes may be referenced for compliance 
are shown below with abbrevi ated titles  
 DARS 1355 -3:2020  
4 © ARSO 2020 — All rights reserved  Annex D – How to obtain copies of UN ECE Regulations free -of-charge  
 
Annex E – Vehicle category definitions used by UN ECE, EU and several other countries  
 
Annex F – Vehicle Data Plate – Explanation of information plates (data plates) which sh ow both the 
manufacturers limits and the legal limits. Also the Bridge Formula example  
 
Annex G – Vehicle data plate: Bridge formula  
 
Annex H – Considerations of Front Reflectors according to UN ECE Regulation 48  
 
Annex J – Tyre load index markings  
 
Annex K – Tyre Speed Index Ratings  
 
Annex L – Field of vision at ground level from the rear-view mirrors  
 
Annex M – Access to the UK MoT testing guide for test stations  
 
Annex N – Approval of testing equipment  
 
Annex P – Screen method for assessment of dipped beam  
 
Annex Q – Cross references  to the UK DVSA – Heavy goods vehicle inspection manual  
 
Annex R – Examples of typical compliance to regulations and standards  
   DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  5 Annex A  
(informative)  
 
Information on the United Nations Economic Commission for Europe (UN  ECE)  
 
 
The UN ECE stands for the United Nations Economic Commission for Europe within which the World 
Forum for the Harmonization of Vehicle Regulations (WP.29) as it is known today was formed to 
address the road traffic safety concerns and to tackle the problems of diverse state regulations which 
could disrupt the free flow of commerce across state borders – see 
 
http://www.unece.org/trans/main/welcwp29.html  
 
In existence for more than 50 years and with participants coming from all over the world, especially the 
main motor vehicle producing countries, the World Forum for Harmonization of Vehicle Regulations 
(WP.29)  offers a unique framework for globally harmonized regulations on vehicles. The benefits of 
such harmonized regulations are tangible in road safety, environmental protection and trade.  
 
WP.29 is a permanent working party in the institutional framework of t he United Nations with a specific 
mandate and rules of procedure. It works as a global forum allowing open discussions on motor vehicle 
regulations. Any member country of the United Nations and any regional economic integration 
organization, set up by coun try members of the United Nations, may participate fully in the activities of 
the World Forum and may become a contracting party to the Agreements on vehicles administered by 
the World Forum.  Governmental and non -governmental organizations (NGOs) may also  participate in 
a consultative capacity in WP.29 or in its subsidiary working groups.  
 
An agreement, commonly known as the 1958 UN ECE Agreement, was entered into amongst several 
European countries, the effect of which meant that signatories would accept v ehicles from any member 
country provided the vehicles and systems were type approved to the relevant UN EC Regulations.  
Original version entered into force on 20 June 1959, followed by Revision 1 on 10 November 1967, 
Revision 2 on 16 October 1995 and Revi sion 3 on 14 September 2017.  
 
Excellent summary of the UN ECE Agreements and activities is given in the so -called “Blue Book” 
available for downloading at: - www.unece.or g/trans/main/wp29/publications/other_vehicles.html    
 
Many countries outside of Europe have become signatories to the 1958 Agreement and have adopted 
many of the UN EC Regulations, thus facilitating world trade and safer vehicle transportation systems. 
The workings of the UN ECE WP.29 are now fully global.  The countries that are contracting parties to 
the 1958 Agreement are listed in Annex 2.  Signatories of the 1958 Agreement from Africa include 
Egypt, Nigeria, South Africa and Tunisia.  
 
Note that whilst the UN ECE has been assigned specialisation duties on Road Transportation, the UN 
ECA (United Nations Economic Commission for Africa) has been assigned specialisation duties on 
agricultural matters within the worldwide UN Community.  
 
At this stage there ar e now 145 UN EC Regulations applicable to road vehicle safety design, emissions 
and some other road traffic safety matters with some 54 countries having acceded to the 1958 
Agreement. A list is attached below which also shows the “E numeral” which each cou ntry is authorised 
to apply to vehicles and components which for which its government has authorised the type approval.  
   DARS 1355 -3:2020  
6 © ARSO 2020 — All rights reserved  Annex B 
(informative)  
 
E-mark symbol allocated to specific countries  
 
 
ECE symbols  Contracting Parties  Date of adhesion  
E 1 Germany  28.01.1966  
E 2 France  20.06.1959  
E 3 Italy 26.04.1963  
E 4 Netherlands  29.08.1960  
E 5 Sweden  20.06.1959  
E 6 Belgium  05.09.1959  
E 7 Hungary  02.07.1960  
E 8 Czech Republic  01.01.1993  
E 9 Spain  10.10.1961  
E 10 Serbia  12.03.2001  
E 11 United Kingdom  16.03.1963  
E 12 Austria  11.05.1971  
E 13 Luxembourg  12.12.1971  
E 14 Switzerland  28.08.1973  
E 16 Norway  04.04.1975  
E 17 Finland  17.09.1976  
E 18 Denmark  20.12.1976  
E 19 Romania  21.02.1977  
E 20 Poland  13.03.1979  
E 21 Portugal  28.03.1980  
E 22 Russian Federation  17.02.1987  
E 23 Greece  05.12.1992  
E 24 Ireland  24.03.1998  
E 25 Croatia  08.10.1991  
E 26 Slovenia  25.06.1991  
E 27 Slovakia  01.01.1993  
E 28 Belarus  02.07.1995  
E 29 Estonia  01.05.1995  
E 30 Republic of Moldova  20.11.2016  
E 31 Bosnia and Herzegovina  06.03.1992  
E 32 Latvia  18.01.1999  
E 34 Bulgaria  21.01.2000  
E 35 Kazakhstan  08.01.2011  DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  7 ECE symbols  Contracting Parties  Date of adhesion  
E 36 Lithuania  29.03.2002  
E 37 Turkey  27.02.1996  
E 39 Azerbaijan  14.06.2002  
E 40 The Former Yugoslav Republic of Macedonia  17.11.1991  
E 42 European Union  24.03.1998  
E 43 Japan  24.11.1998  
E 45 Australia  25.04.2000  
E 46 Ukraine  30.06.2000  
E 47 South Africa  17.06.2001  
E 48 New Zealand  26.01.2002  
E 49 Cyprus  01.05.2004  
E 50 Malta  01.05.2004  
E 51 Republic of Korea  31.12.2004  
E 52 Malaysia  04.04.2006  
E 53 Thailand  01.05.2006  
E 54 Albania  05.11.2011  
E 56 Montenegro  03.06.2006  
E 57 San Marino  26.01.2016  
E 58 Tunisia  01.01.2008  
E 60 Georgia  25.05.2015  
E 62 Egypt  03.02.2013  
E 63 Nigeria  17.12.2018  
   DARS 1355 -3:2020  
8 © ARSO 2020 — All rights reserved  Annex C 
(informative)  
 
UN ECE regulations which this standard proposes may be referenced  
 
 
Subject  UN ECE Regulation or other  Standard  
Braking  ECE R13H  
 ECE R13  
Lighting  ECE R48  
Contour tape  ECE R104  
Chevrons  ARS 1355 -1, Annex B or SANS 1329 -4 
Safety glass  ECE R43  
Rear view  ECE R46 
Tyres – passenger  ECE R30  
Tyres – commercial  ECE R54  
Emissions – Light vehicles  Euro 2  
Emissions – Heavy vehicles  Euro II 
Safety belts  ECE R16  
Rear underrun  ECE R58  
Speedometer  ECE R39  
Audible warning  ECE R28  
Warning triangle  ECE R27  
Frontal collision  ECE R94  
Side impact  ECE R95  
Tilt angle  ECE R107 – 28 Degrees  
Superstructure  ECE R66  
 
Thus a warning triangle which has been Type Approved by the government of Estonia would bear the 
markings with a serial No XXXXXX    “E29 – R27 – XXXXXXXXXXX”  
 
A passenger car tyre Type Approved by the government of Tunisia would show   “E58 – R30 – 
YYYYY YYY”  
 
Glass Type Approved by the government of Germany would show “E1 – R43 – ZZZZZZZZZZZ”  
 
 
 
   DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  9 Annex D 
(informative)  
 
How to obtain copies of UN  ECE Regulations free of charge  
 
 
Access to all the UN ECE Regulations and to the activities and discussions of various Groups of 
Experts, now referred to as Working Groups is via the website below:  
https://www.unece.org/trans/main/welcwp29.html  
 
The latest UN ECE Regulations may be downloaded free -of-charge from the above website by clicking 
on “Vehicle Regulations” then “Agreements and Regulations” then “UN Regulations (1958 Agreement)”, 
then “Regulations (Addenda to the 1958 Agreement)” then sel ect the Regulation number required – eg 
for UN ECE Reg 43 Glass, select “Regs 41 -60” then “43” on the top line, and click on the level required 
to be downloaded.  
 
French and Portuguese translations of the UN ECE Regulations are available at :  
https://ec.europa.eu › attachments › translations › renditions › native  
 
There are commonly many revisions, amendments, supplements and corrigenda to each Regulation 
and the different levels of amendments will normally have been adopted or given force at different dates 
in the past.  
 
For the purposes of this roadworthiness specification, the levels of the regulations selected for this 
specification date back a few years so as to ensure that the level which is being specified for compliance 
would have been achieved, or achievable, on vehicles which are older than 5 years.  
 
All such selected levels of regulations are obtainable free -of-charge from the TTTFP website at 
http://tttfp.org   
 
NOTE  Vehicles and components which meet the selected levels in 6.3 of ARS 1355 -2, or which meet any later levels of UN  
ECE Regulations are acceptable.  
 
 
 
   DARS 1355 -3:2020  
10 © ARSO 2020 — All rights reserved  Annex E 
(informative)  
 
Vehicle category definitions used by UNECE, EU and several other countries  
 
 
Passenger vehicles – Category M  
 
Category M1 motor vehicle, hereinafter referred to as a vehicle is a motor vehicle that is used for the 
carriage of passengers, that has at least four wheels, and that has seating accommodation for not more 
than eight passengers in addition to the driver of the vehicle.  
 
Category M2 motor vehicle, hereinafter referred to as a vehicle is a motor vehicle that is used for the 
carriage of passengers, that has at least four wheels, and t hat has seating accommodation for more 
than eight passengers in addition to the driver of the vehicle, and that has a maximum mass not 
exceeding 5  000kg.  
 
Category M3 motor vehicle, hereinafter referred to as a vehicle is a motor vehicle that is used for t he 
carriage of passengers, that has at least four wheels, that has seating accommodation for more than 
eight passengers in addition to the driver of the vehicle, and that has a maximum mass exceeding 
5 000kg.  
 
Goods vehicles – Category N  
 
Category N motor vehicle is a goods vehicle that has at least four wheels, or that has three wheels and 
a maximum mass exceeding 1  000kg.  
 
Category N1 motor vehicle, hereinafter referred to as a vehicle is a motor vehicle that has a maximum 
mass not exceeding 3  500kg, that  has at least four wheels (or, provided that the maximum mass 
exceeds 1  000kg, at least three wheels), and that is used for the carriage of goods.  
 
Category N2 motor vehicle, hereinafter referred to as a vehicle is a category N vehicle that is used for 
the carriage of goods and that has a maximum mass of more than 3  500kg but not more than 12  000kg.  
Category N3 motor vehicle, hereinafter referred to as a vehicle is a category N vehicle that is used for 
the carriage of goods and that has a maximum mass excee ding 12  000kg.  
 
Trailers – Category O  
 
Category O1 is a single axle trailer, other than a semi -trailer, with a maximum mass not exceeding 
750kg.  
 
Category O2 is a trailer, other than a category O1 trailer, with a maximum mass not exceeding 3  500kg.  
 
Category O3 is a trailer with a maximum mass exceeding 3  500kg but not exceeding 10  000kg.  
 
Category O4 is a trailer w ith a maximum mass exceeding 10  000kg.  
 
Mopeds, motorcycles, tricycles, quadricycles – Category L  
 
These are mopeds and motorcycles, as we ll as all -terrain vehicles (quadricycles) and other small 
vehicles with 3 or 4 wheels.  
 
Within category L, motorcycles are further subdivided into 2 groups (with and without sidecars). There 
is also a subdivision for mopeds with 3 wheels, which have smalle r engines and lower top speeds than 
motor tricycles.  
 
   DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  11 Annex F 
(informative)  
 
Vehicle data plate: Explanation of information plates (data plates) which show 
both the manufacturers limits and the legal limits  
 
 
Many vehicle manufacturers, especially those  in Japan, India and China find the following requirements 
for a vehicle data plate on goods vehicles and on buses to be incomprehensible and unnecessary.  
 
However, member states are requested to consider the system and its benefits to road traffic law 
enforcers, especially with regard to vehicle overloading and to ensure that manufacturers rated 
capacities are not exceeded, especially in the case of front tyres.  
 
The essential elements of the labelling system are:  
 
1) To detail the vehicle manufacturer’s l imits in the left-hand  column and to detail the applicable 
legislated permissible limits in the right-hand  column.  
 
2) The applicable maximum permissible legislated limits in the right-hand  column are the lower 
of what the national or regional legislation sta tes, and what the manufacturer has stated in the 
left-hand  column.  
 
The minimum requirement of maximum load information on a data plate is the left-hand  column which 
shows the manufacturers maximum limiting values, sometimes called the “gross” values but 
internationally called the “technically permissible maximum” values. This allows for the law enforcement 
authorities to work out the maximum permissible values applicable in their country according to their 
domestic legislation relating to the maximum capac ity of the road (also referred to as pavement) and 
other limitations.  
 
Consider an example of where the legislated limit for the rear axle is 10 000kg and for the front steering 
axle is 8 000kg. Both the tyre manufacturer and the legislation states that the tyre capacities must not 
be exceeded. In this case the tyre capacity is 3 875kg per tyre.  
Based on this information construct the table below – which will become the data plate information.  
 
Line Manufacturers Limits in 
LH Column  Matter to be considere d affecting 
RH column  RH Column must 
therefore show 
limiting values of  
1 Front axle design 
capacity – 8 000kg  Maximum permissible limit of 
8 000kg on all steering axles wi th 2 
wheels. Tyre capacity is 3  875kg  7 750kg  
2 Rear axle design 
capacity - 11 000kg  Maximum permissible on rear axle 
with 4 wheels is 10 000kg and the 
dual tyres can carry 14  600kg  10 000kg  
3 Vehicle design capacity – 
GVM - 18 500kg  The least of the sum o f the front and 
rear axle of 17  750kg or the GVM of 
18 500kg  17 750kg  
4 Vehicle in combination 
with a trailer – 24 000kg  It may be limited by its power mass 
ratio or by the minimum mass on the 
driving axle or by bridge formula or 
by the limit of 56  000kg or by parking 
brake performance.  24 000kg  
 
Explanation for Line 1) – Although the front axle is designed to be able to carry 8 000kg it has tyres 
which are limited to a carrying capacity of 7 750kg.  
 
Explanation for Line 2) – The rear axle is designed to carry 11 000kg and its tyres can carry 14 600 kg, 
but the legislation limits the maximum rear axle load to 10 000kg and so its legally permissible axle load 
is the lowest of the three, being 10 000kg.  DARS 1355 -3:2020  
12 © ARSO 2020 — All rights reserved   
Explanation for Line 3) – The vehicle has a design capacity of 18 500kg (GVM) and has a brake test 
report to UN Reg 13 to support this capacity. But legally we have shown it may only carry 7 750kg on 
the front axle and 10 000kg on the rear axle and so its legally permissible maximum for the vehicle may 
not exceed 10  000kg + 7 750kg = 17 750kg.  
 
Explanation for Line 4) – The manufacturer’s GCM rating of 24 000kg implies it could tow a trailer of 
actual maximum mass (24 000kg minus 17 750 kg) = 6 250kg in a case where the drawing vehicle is 
laden to its maximum load i.e. to its GVM of 17 750kg. How ever in cases where the drawing vehicle is 
not fully laden to its maximum load then the trailer GVM can be increased provided the total mass of 
both vehicles does not exceed 24 000kg.  
 
Explanation for tyre capacities – The tyres the Load Index of 155 / 153  on the sidewall (see Annex 8). 
The 155 refers to their use as “singles” with a load capacity of 3 875kg per tyre and the 153 refers to 
their use a “duals” with a load capacity of 3 650kg per tyre.  
 
Definition of GCM is “the maximum mass of any combination  of vehicles……” Note that it is not defined 
as the sum of the GVM’s of the drawing vehicle and trailer and it is affected by regulations governing 
the minimum load on the steering axle, the maximum load on the driving axle and the minimum load on 
the drivi ng axle(s).  
 
So the data plate for the above vehicle would be as follows:  
 
Manufactured by  
Made in  Model No  
VIN 
Tare: abcd kg  Power: 180 kW  
GVM: 18 500  V: 17 750  
GCM:  24 000  D/T: 24 000  
GA Fr:  8 000  A Fr: 7 750  
GA Rr:11 000  A Rr: 10 000  
 
In the event that the front tyres had a load index of 151 then the maximum tyre load would be 3 450kg 
and the data plate would show the following information:  
 
Manufactured by  
Made in  Made in  
VIN 
Tare: abcd kg  Power: 180 kW  
GVM: 18 500  V: 16 900  
GCM: 24 000  D/T: 24 000  
GA Fr: 8 000  A Fr: 6 900  
GA Rr:11 000  A Rr: 10 000  
 
Notes on layout of information on the above data plate or data label for a heavy vehicle:  
 
a) The left hand column is what the manufacturer states as technically permissible.  
 
b) The right hand column are the values which are the lowest of the technically permissible in the left 
hand column and of the legally permissible in that country.  
 
c) For passenger cars and light goods vehicle (pick -ups) only the right hand column need be shown 
on the data pl ate or data label and the tare need not be shown.  
 
d) Under the SI system, it is protocol to use capital letters only where the name of the inventor is used 
e.g.: - Nm for Newton metres. kW for kilowatts. mA for milliAmpere and so on. All other 
abbreviations are in lower case.  
 DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  13 e) If the vehicle is not authorised by the manufacturer to draw a trailer then the GCM value may be 
shown as a blank, or as “N/A”, or sometimes shown as being the same value as the GVM.  
 
In the case of passenger cars and light goods vehicl es, if the sequence of GVM, then GCM, then Front 
axle, then Rear axle is used there is no need for any other data.  
 
For example the following details are all that is required for a passenger car or light goods vehicle where 
only the name of the manufacture r, the 17 character VIN and the GVM, GCM, Front axle rating, Rear 
axle rating are needed to be shown.  
 
In this example below the VIN is ABCRR123456789999; the GVM is 2 670kg; the GCM is not applicable 
in that the vehicle manufacturer does not approve the v ehicle for towing any trailer; the front axle 
capacity is 1 330kg and the rear axle capacity is 1 460kg.  
 
So long as the sequence of information is GVM, GCM, Front axle, Rear axle then no other abbreviations 
or descriptions are required.  
 
         
                 Car Manufacturer Brand  
 
                   ABCRR123456789999  
 
                            2670 kg  
                             N/A kg  
                           1330 kg  
                           1460 kg  
 
 
 
 
 
   DARS 1355 -3:2020  
14 © ARSO 2020 — All rights reserved  Annex G  
(informative)  
 
Vehicle data plate: Bridge formula  
 
 
Carrying Capacity (Bridge Formula) Test  
 
A Carrying Capacity (Bridge Formula) Test is performed to determine if the total axle mass loads do not 
exceed the maximum carrying capacity calculated from the bridge formula.  
 
Capture Bridge Formula Information  
 
An Axle Group of a heavy vehicle is the combination of any two axle units of the vehicle. In order to 
perform the Carrying Capacity (Bridge Formula) Test , the axle dimensions of all Axle Groups of a 
vehicle need to be captured.  
 
The Axle Group is represented by sequential indicators of the axle units of the vehicle. For example, a 
vehicle with axle configuration 1222, as seen below, will have axle unit identifiers 1, 2, 3 and 4, as the 
vehicle has four axle units.  The following  Axle Group indicators will exist:  1-2,  1-3,  1-4,  2-3,  2-4 and  
3-4.  An Axle Dimension must be provided for at least the Axle Group containing the first and last axle 
unit. 
 
 
 
Perform Carrying Capacity (Bridge Formula) Test  
 
The Carrying Capacity (Bridge Formula) Test is performed at a weigh station for all Axle Group 
Dimensions captured as mentioned above. For a vehicle’s first weigh, the appropriate tolerance 
percentage is applied to the permissible mass.  
 
The Carrying Capa city (Bridge Formula) Test permissible mass is the product of an Axle Group’s axle 
dimensions and Bridge Formula Variable 1 and adding the Bridge Formula Variable 2. Both variables 
are defined in the appropriate legislations.  
 
The Total Axle Mass Load of an Axle Group  is determined as the sum of the masses of all axle units 
within the Axle Group being tested. For example, if Axle Group 1-4 of a vehicle with four axle units is 
being tested, the Total Axle Mass Load used is the sum of the masses of all four axle units. If Axle 
Group 2-4 of a vehicle with four axle units is being tested, the Total Axle Mass Load used is the sum of 
the permissible masses of axle unit 2, 3, and 4.  
 
A vehicle will pass the Carrying Capacity (Bridge Formula) Test if the Total Axle  Mass Load is equal or 
less than the Carrying Capacity (Bridge Formula) Test permissible mass.  A vehicle will fail the Carrying 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  15 Capacity (Bridge Formula) Test if the Total Axle Mass Load is greater than the Carrying Capacity 
(Bridge Formula) Test permissi ble mass.  
 
Pass Result:  
 
M ≤(D ×Bridge Formula Variable 1)+Bridge Formula Variable 2  
 
Fail Result:  
 
M >(D ×Bridge Formula Variable 1)+Bridge Formula Variable 2  
 
M = Total Axle Mass Load of the applicable axle group.  
 
D = Axle Dimensions (metres) between the axle units of an axle group.  
 
Bridge Formula Variable 1 = 2 100  
 
Bridge Formula Variable 2 = 18 000  
 
 
 
 
   DARS 1355 -3:2020  
16 © ARSO 2020 — All rights reserved  Annex H  
(informative)  
 
Considerations of front reflectors according to UN  ECE Regulation 48  
 
 
In the 1950s and 1960s several countries continued to require front retroreflectors on 
vehicles but this requirement has gradually been deleted on the grounds that:  
 
a) The reflectivity needed at the front of a vehicle was considered to be almost 
unnecessary, whereas that for the rear was considered to be a vital safety measure.  
 
b) The reflectivity provided by the headlight reflectors was considered to be sufficient for 
the relatively fewer conditions where it might be advantageous.  
 
c) Under UN ECE Regulation 48 front reflectors (Reg 48 Item 6.16) are now  mandatory 
only on trailers and on vehicles having all concealable forward facing lamps with 
reflectors concealable.  
 
d) Even parking lamps (Reg 48 Item 6.12) are optional on vehicles less than 6m long and 
2m wide and are prohibited on all other vehicles.  
 
f) Front position lamps (Reg 48 Item 6.9) are still mandatory on all vehicles except trailers 
less than 1  600mm wide.)  
 
 
  DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  17 Annex J  
(informative)  
 
Tyre load index markings  
 
 
L.I. is the load index number marked on the tyre and the maximum load is shown in  kg. 
 
L.I. kg L.I. kg L.I. kg L.I. kg L.I. kg L.I. kg L.I. kg 
0 45 40 140 80 450 120 1400  160 4500  200 14000  240 45000  
1 46.2 41 145 81 462 121 1450  161 4625  201 14500  241 46250  
2 47.5 42 150 82 475 122 1500  162 4750  202 15000  242 47500  
3 48.3 43 155 83 487 123 1550  163 4875  203 15500  243 48750  
4 50 44 160 84 500 124 1600  164 5000  204 16000  244 50000  
5 51.5 45 165 85 515 125 1650  165 5150  205 16500  245 51500  
6 53 46 170 86 530 126 1700  166 5300  206 17000  246 53000  
7 54.5 47 175 87 545 127 1750  167 5450  207 17500  247 54500  
8 56 48 180 88 560 128 1800  168 5600  208 18000  248 56000  
9 58 49 185 89 580 129 1850  169 5800  209 18500  249 58000  
10 60 50 190 90 600 130 1900  173 6000  210 19000  250 60000  
11 61.5 51 195 91 615 131 1950  171 6150  211 19500  251 61500  
12 63 52 200 92 630 132 200 172 6300  212 20000  252 63000  
13 65 53 206 93 650 133 2060  173 6500  213 20600  253 65000  
14 67 54 212 94 670 134 2120  174 6700  214 21200  254 67000  
15 69 55 218 95 690 135 2180  175 6900  215 21800  255 69000  
16 71 56 224 96 710 136 2240  176 7100  216 22400  256 71000  
17 73 57 230 97 730 137 2300  177 7300  217 23000  257 73000  
18 75 58 236 98 750 138 2360  178 7500  218 23600  258 75000  
19 77.5 59 243 99 775 139 2430  179 7750  219 24300  259 77500  
20 80 60 250 100 800 140 2500  180 8000  220 25000  260 80000  
21 82.5 61 257 101 825 141 2575  181 8250  221 25750  261 82500  
22 85 62 265 102 850 142 2650  182 8500  222 26500  262 85000  
23 87.5 63 272 103 875 143 5725  183 8750  223 27250  263 87500  
24 90 64 280 104 900 144 2800  184 9000  224 28000  264 90000  
25 92.5 65 290 105 925 145 2900  185 9250  225 29000  265 92500  
26 95 66 300 106 950 146 3000  186 9500  226 30000  266 95000  
27 97.5 67 307 107 975 147 3075  187 9750  227 30750  267 97500  
28 100 68 315 108 1000  148 3150  188 10000  228 31500  268 100000  
29 103 69 325 109 1030  149 3250  189 10300  229 32500  269 103000  
30 106 70 335 110 1060  150 3350  190 10600  230 33500  270 106000  
31 109 71 345 111 1090  151 3450  191 10900  231 34500  271 109000  
32 112 72 355 112 1120  152 3550  192 11200  232 35500  272 112000  
33 115 73 365 113 1150  153 3650  193 11500  233 36500  273 115000  
34 118 74 375 114 1180  154 3750  194 11800  234 37500  274 118000  
35 121 75 387 115 1215  155 3875  195 12150  235 38750  275 121000  
36 125 76 400 116 1250  156 4000  196 12500  236 40000  276 125000  
37 128 77 412 117 1285  157 4125  197 12850  237 41250  277 128500  
38 132 78 425 118 1320  158 4250  198 13200  238 42500  278 132000  
39 136 79 437 119 1360  159 4375  199 13600  239 43750  279 136000  
 
Explanation of Load Index Markings.  
 
A tyre which is marked "11 R 22.5" has an 11 inch section, is of R = radial construction, and has a Rim 
Diameter of 22.5 inches.  
 
The markings after this size are normally 148 M, i.e. 11 R 22.5 148 M.  The 148 in the Table above 
means its maximum load is 3150kg.  
 
A tyre which is marked "295/80 R 22.5 154M has a 295 section, is of a low profile design (section height 
= 80% of section  width), is of R=Radial construction, and has a rim diameter of 22.5 inches and a 
maximum load of 3750kg. In cases where two numbers are shown such as "295/80 R 22,5 154/150M" 
this means when used as singles the maximum load is 3750kg but when used as dual s the maximum DARS 1355 -3:2020  
18 © ARSO 2020 — All rights reserved  load is reduced to 3350kg. Speed ratings in both cases are designated by the "M" which means 
maximum safe speed of 130km/h.  
 
A passenger car tyre marked "205/55 R16 91H" has a 205mm section is of low profile design (section 
height = 55% of se ction width), is of radial construction, and has a rim diameter of 16 inches and a 
maximum load of 615kg and a speed rating of H = 210km/h.  
 
 
  DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  19 Annex K  
(informative)  
 
Tyre speed index ratings  
 
 
The various letter designations for maximum safe speeds are gi ven below  
 
Speed Symbol  Speed Category (km/h)  Speed Symbol  Speed Category (km/h)  
A1 5 J or JR  100 
A2 10 K or KR  110 
A3 15 L or LR  120 
A4 20 M or MR  130 
A5 25 N or NR  140 
A6 30 P or PR  150 
A7 35 Q or QR  160 
A8 40 R or RR  170 
B 50 S or SR  185 
C or CR 60 T or TR  190 
D 65 U or UR  200 
E or ER  70 H or HR  210 
F 80 V 240 
G or GR  90 VR Over 210  
  ZR  Over 240  
  W Over 270  
 
EXAMPLE  A tyre with sidewall markings “205/55 R16   91H” means this tyre has a 205mm section, 
is of low profile design (section height is 55% of section width), is of radial construction, has a rime 
diameter of 16 inches and a maximum load of 615kg. The last letter “H” signifies a maximum safe speed 
of 210km/h.  
 
 
  DARS 1355 -3:2020  
20 © ARSO 2020 — All rights reserved  Annex L  
(informative)  
 
Field of vision at ground level from the rear-view mirrors  
 
 
For simplicity and practicability purposes the roadworthiness compliance checks in ARS 1355 -1 are 
prescribed only for Class II and Class III exterior mirrors and are detailed in Annex C, ARS 1355 -1, 
requiring the driver to be able to se e on each side of the vehicle marks on the ground positioned 4m 
behind the driver and 1m away from the side of the vehicle, and 20m behind the driver and 3,5m away 
from the side of the vehicle.  
 
For information and for compliance to UN ECE Regulation 36 pu rposes the following mandatory rules 
apply, but differ from one country to another.  
 
Passenger cars (M1) and light goods vehicles (N1) may have Class II or Class III exterior mirrors.  
 
Bus categories M2 and M3 must have Class II exterior mirrors and Class IV, V and VI are optional.  
 
Goods vehicles N2 < 7,5t, N2 > 7,5t have slightly differing requirements.  
 
Goods vehicles N3 must have Class II, IV, V and VI  
 
The following diagrams show the field of vision which the various types of mirrors must provide in t erms 
of UN ECE Regulation 36. But it is vital to note that assessment to the requirements below is done in a 
very precise manner requiring a mannequin with lights for its eyes at a specified position, with the 
mannequin placed on the driver’s seat accordin g to a specified procedure, the vehicle loaded as 
specified and the image captured on a screen positioned behind the vehicle. The mannequin's eyes 
(ocular points), head and body may not be moved during the test.  
 
The diagrams below are shown with the ocular points positioned for LHD vehicles but can be transposed 
for RHD vehicles without any change to the dimensions.  
 
Class I Mirror – Interior mirror if not obscured by body or load  
 
Figure  L.1 — LHD Class I Mirror  
 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  21  
Figure  L.2 — RHD Class I Mirror  
 
Class II Exterior mirrors  
 
Figure  L.3 — LHD Class II Exterior Mirrors  
 
 
Figure  L.4 — RHD Class II Exterior Mirrors  
DARS 1355 -3:2020  
22 © ARSO 2020 — All rights reserved  Class III Mirrors  
 
Figure  L.5 — LHD Class III Mirrors  
 
 
 
Figure  L.6 — RHD Class III Mirrors  
 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  23 Class IV Mirrors – Wide angle mirrors  
 
 
Figure  L.7 — LHD Class IV Mirrors  
 
 
Figure  L.8 — RHD Class IV Mirrors  
 
DARS 1355 -3:2020  
24 © ARSO 2020 — All rights reserved  Class V Mirrors – Close proximity mirrors - image 1  
 
Figure  L.9 — LHD Class V Mirrors  
 
 
 
Figure  L.10 — RHD Class V Mirrors  
 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  25 Class V Mirrors – Close proximity mirrors - image 2  
 
Figure  L.11 — LHD Class V Mirrors  
 
 
 
Figure  L.12 — RHD Class V Mirrors  
 
DARS 1355 -3:2020  
26 © ARSO 2020 — All rights reserved   
Class VI Mirrors – Front mirrors  
 
Figure  L.13 — LHD Class VI Mirrors  
 
 
 
Figure  L.14 — RHD Class VI Mirrors  
 
 
 
 
  
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  27 Annex M  
(informative)  
 
Access to the UK MoT testing guide for test stations  
 
 
This guide is accessible via https://www.gov.uk/government/publications/mot -testing -guide  and 
provides a wealth of information on a multitude of aspects of setting up a nd operating a light vehicle 
testing station.  
 
This guide sets out the rules you have to follow to run an MOT test station.  It includes what you need 
to know about:  
 
 how to become an MOT authorised examiner (a sole trader, partnership or limited company 
authorised to run an MOT test station)  
 
 the facilities, equipment and security you need  
 
 eligibility to be an MOT tester, qualifications, and training and assessments  
 
 appeals and complaints from vehicle owners  
 
 documents, including forms, certificates and  manuals  
 
 disciplinary action that can be taken against you if you do not meet the standards  
 
 clearing prohibitions from unsafe vehicles  
 
 accounts and fees  
 
 MOT testing service rules and user roles  
 
 the process to follow when the MOT testing service is una vailable  
 
 
  DARS 1355 -3:2020  
28 © ARSO 2020 — All rights reserved  Annex N  
(informative)  
 
Approval of testing equipment  
 
 
Further extremely useful UK website is https://www.gov.uk/become -an-mot-station/approved -testing -
equipment  which enables interested parties to establish which makes and types of testing equipment 
have been approved by the UK Authorities.  For example the 15 approved makes of brake roller testers 
valid as at 01 June 2018 can be viewed at https://www.gea.co.uk/document -category/dvsa -acceptable -
equipment/  then click on “List -ATF-Roller Brake Tester” and download the .pdf file.  
 
NOTE  ATF means acceptable for use in HGV/PSV Authorised  Testing Facilities, whereas MoT test information generally 
relates to light vehicles.  
 
Equipment and premises  
You need to make sure that your equipment and premises are suitable for the vehicle classes you plan 
to test.  
 
Equipment  
 computer, laptop or tabl et with internet connection  
 printer  
 
Approved testing equipment  
Different classes of vehicle need different specialist test equipment.  You must make sure you have at 
least the minimum level for each vehicle class you’re approved to test.  All equipment must  be kept in 
good working order and calibrated properly.  You’ll need to use approved equipment for:  
 brake pedal application devices  
 decelerometers  
 diesel smoke meters  
 exhaust gas analysers (catalyst vehicles)  
 exhaust gas analysers (non -catalyst vehicles)  
 headlamp aim testers  
 plate brake testers  
 roller brake testers  
 tow bar socket testers  
 tyre tread depth gauges  
 wheel play detectors  
 
There are 3 categories of decelerometers:  
 category A are approved for all classes of vehicle  
 category B are approved for class 3, 4, 5 and 7 vehicles  
 category C are approved for class 1 and 2 vehicles  
 
Premises  
You need to make sure your premises are suitable and testing bay sizes are correct for the vehicle 
classes you’ll be testing. You can find the minimum standards in the  MOT  testing  guide . 
 
Approval in principle  
Your premises will be given an approval in principle when you apply for authorised examiner (AE) 
status. This will help you avoid committing to expensive work or alterations before your premises are 
approved.  
 
If you’ve already got  AE status and want to make changes to the test facilities, write to the Driver and 
Vehicle Standards Agency (DVSA) before you make any changes. Include supporting dr awings, to 
show that the changes will not affect the testing station’s approval.  
 
  DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  29 Annex P  
(informative)  
 
Screen method for assessment of dipped beam  
 
 
In cases where headlamp beam testing equipment is not available the following method may be of 
assistance until such time as the compulsory automatic recording type of the beam tester results 
machine becomes available for Certificate of Fitness testing.  
 
The criteria is that the dipped beam must slant downwards. If the dipped beam is level or slanti ng 
upwards it will dazzle oncoming traffic. If the dipped beam is slanting downwards too much then the 
driver will see very little of the road ahead when he dips his headlamps.  
 
The downwards slant on some vehicles is adjusted automatically to compensate f or whether it is loaded 
or not. On some vehicles this can be adjusted by the driver using a control inside the vehicle. On older 
vehicles the adjustment is possible only by opening the bonnet and adjusting the dipped beam 
headlight. The desired slant depen ds upon the height of the cars lights above the ground and is 
recommended by the vehicle manufacturer.  
 
The above variations can mean that the beam may be slanting downwards anything from 1% to 4% 
when properly and acceptably set up and presented for test.  
 
So the important issue is that the dipped beam must slant slightly downwards and never upwards.  
 
A slant of 2 to 4% is generally acceptable. This means that for every 1m distance from the light surface 
on the vehicle the light should appear to drop to be  20 to 40 mm lower.  
 
So over a distance of 5m the “drop” should be 100 to 200mm lower.  
 
1) Select a reasonably flat piece of ground which will enable a vehicle to be positioned facing a 
flat vertical screen or a suitable wall.  
 
2) Position the vehicle to be tested so that the lenses of its dipped beam lights are 5m from the 
vertical white screen or suitable wall.  
 
3) Note the height of the centre of the dipped beam headlight on the vehicle.  
 
4) Note the height where the “cut -off” of the dipped beam headlight strike s the white screen or the 
wall. 
 
5) The “drop” should be approximately 100 to 200mm.  
 
 
 
  DARS 1355 -3:2020  
30 © ARSO 2020 — All rights reserved  Annex Q  
(informative)  
 
Cross references to the UK DVSA: Heavy goods vehicle inspection manual  
 
 
The clauses in ARS 1355 -1 of the Vehicle Roadworthiness Standard are the norms to be applied but 
further extensive information is available in overseas publications such as the UK DVSA and the UK 
MoT publications and no doubt similar helpful information will be available in other languages from other 
countries.  
 
The detail in t he UK DVSA Heavy Goods Inspection Manual1 is extensive and is directly related to 
legislation applicable to vehicles in the UK.  It may not be applicable to roadworthiness requirements 
for vehicles operating in Africa but is cross referenced below since it  may be of some general assistance 
to vehicle examiners.  
 
 Clause in ARS 1355 -1 of 
Vehicle Roadworthiness 
Standard  Section in UK DVSA 
Heavy Goods Vehicle 
Inspection Manual*  
Brake pedal  6.3.1 37 
Brake lever  6.3.2 36 
Hand control valves  6.3.3 39 
Vacuum assisted  6.3.4 38 
Air or vacuum pumped  6.3.5 34 
Trailer brakes  6.3.7 12 
ABS, EBS, ESC  6.3.8 38 
Braking components  6.3.9 59 
Braking performance  6.4 71, 72, 73  
Lighting, signalling, reflectives  6.5 62, 63, 66, 67  
Driver’s view, glass, mirrors  6.6 22, 23, 25  
Steering & driving controls  6.8 28, 30, 54  
Tyres – Size and type  6.9 7 
Tyres - Condition  6.10 8 
Road wheels  6.11 6 
Suspension  6.12 48 
Condition of chassis  6.14 41 
Bodywork & equipment  6.15 15,16,17,19,20  
Couplings  6.17 11 
Safety belts  6.18 03 
Speedometer  6.21 26 
Hooter  6.22 27 
Liquid leakage  6.23 44 ,45  
Electrical wiring  6.24 42 
 
  
                                                 
1  Can be downloaded from https://www.gov.uk/government/publications/mot -testing -guide  DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  31 Annex R  
(informative)  
 
Examples of typical compliance to regulations and standards  
 
 
R.1 Typical braking equipment complying with UN ECE Regulation 13  
 
A very fundamental requirement of ECE R13 is to have two brake circuits. So a good place to start is 
at the footbrake valve where for an air brake system there must be two separate circuits which means 
there must be two inlet ports and two outlet ports on th e footbrake valve as can be seen on the 
photograph below.  
 
To check for ABS on a heavy truck one may be able to see the sensors at the wheels which signal 
whether the wheels are locking up or not.  If not the wiring to the sensors may be visible and if all  else 
fails, there must be warning lights on the dashboard when the truck is started.  
 
The specialist valves for ABS may be more difficult to see if there is a body on the truck.  
 
Checking for the presence of ABS on a light vehicle to UN ECE R13H such as a  passenger car is much 
easier since one can usually see the gallery of brake pipes when one opens the bonnet.  
 
 
 
The schematic below shows a typical layout of an air brake system fitted to a truck with couplings to 
tow a trailer or semitrailer.  
 
It may vary from different makes or models, but the basic principle remains. Note that not all trucks are 
equipped with a load sensing valve (18) and instead regulate the brake force distribution solely by 
electronic means through the ABS or EBS or other advanced  electronics (41).  
 
One may also find additional reservoirs if the truck is equipped with air suspension or other air 
consuming equipment.  
 
What does ABS do? Many believe that it reduces stopping distance but in fact its main function is to 
ensure directio nal stability during heavy braking. It controls the road wheels to ensure optimum slip and 
so prevents the wheels from locking and thus ensures effective steer ability at all times.  
 
DARS 1355 -3:2020  
32 © ARSO 2020 — All rights reserved   
 
Visual inspection  
 
A visual check does by not by any means replace a f ull inspection, but it can give a good idea whether 
all essential components required for a full compliance with the UN ECE R13 Regulation are present.  
 
 
In the Cab  
 
Foot brake valve (15)  
 
It can be in many different shapes and sizes, but the importance is that the valve is of 
dual circuit, i.e. two inlet ports and two outlet ports to individually brake the circuits.  
Brake valves for EBS also have an additional control module fitted to the body of the 
valve.  
 
It may have electric connections for the integ rated control of a retarder, if such is fitted.  
 
 
 
 
Parking brake valve (16)  
 
 
Fitted in dashboard or near driver’s seat.  
 
It can also have many different shapes and configurations.  
 
If the vehicle is equipped with couplings to tow a trailer then check whether the valve 
has a “test” feature when in the park position, which allows the lever to lift over a barrier 
to release momentarily the trailer brakes. This is to check if the vehicle combination 
can be held stationary with the truck parking brakes only . 
 
 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  33 Trailer Brake (Stretch brake)  
 
Fitted against steering column or near driver’s seat  
 
This type of trailer brake operation is illegal in some countries and may not be fitted 
to the truck. The reason is that the driver can “over -use” the trailer brakes instead of 
using all the brakes on the combination.  
 
 
 
 
Warnings and Gauges (10)  
 
 
Air pressure gauge(s) and optical/audible warning for supply pressure and parking 
brake.  
 
 
 
 
On the chassis  
 
Air reservoirs (5, 6, 7)  
 
Normally fitted on the left -hand side of chassis near or below the battery 
box. 
 
At least one reservoir for each service circuit and parking brake.  
 
More reservoirs may be fitted if vehicle has air suspension.  
 
 
Drain valves  
 
Fitted to the bottom of each air reservoir.  
 
Drain valves on every reservoir for manual or automatic drainage of water 
or oil.  
 
 
 
Multi -circuit protection valve (4)  
 
Fitted near the air reservoirs on the outside of the chassis.  
 
A minimum of 3 circuits must be protected, both service circuits and the spring parking  
brake. Most common is 4 -circuit protection, but modern trucks may also have 6 -circuit 
protection.  
 
 
 
 
Trailer brake control valve  
 
Fitted near the reservoirs on the inside of the chassis  
 
The exact configuration with number of connections may vary between ABS and 
EBS controlled vehicles.  
 
 
DARS 1355 -3:2020  
34 © ARSO 2020 — All rights reserved  On the axles or below the chassis  
 
Brake chambers  
 
Most common on front axle brakes, situated outside the chassis and rigidly mounted to 
the wheel carrier.  
 
Identical sizes on both left and right side of the axle.  
 
 
 
Spring brake chambers  
 
On all rear wheel brakes. Commonly mounted on top of the axle housing within the 
truck chassis.  
 
Sizes must be identical on both left and right hand side of the chassis.  
 
Sizes may differ between 1st and 2nd rear axle if th e vehicle does not have a “balanced” suspension.  
 
 
Slack adjusters  
 
Slack adjusters fitted to the end of the shaft rotating the S -cam in the drum brakes.  
Must be of the automatic type.  
 
Slack adjusters must be freely operable by hand if all the brakes of the vehicle are 
released.  
 
 
 
Wheel sensors  
 
Wheel sensors to detect the speed of each wheel must be provided on each wheel 
of the front axle and at least on each wheel on one of the rear axles.  
 
 
 
ABS specific modules  
 
ABS Control module  (41) 
 
Normally fitted against firewall behind radiator grille or in the footwell on the passenger 
side.  
 
Modulating brake pressure signals from brake pedal and wheel sensors.  
 
 
 
Automatic load sensing valve  
 
Fitted within the chassis above the rear axle(s).  
 
On steel suspensions the valve is connected with a flexible lever 
system to the axle body, or to a connecting bar linking both axles.  
 
On air suspensions the valve is pneumatically connected to the air bellows of the axle suspension.  
 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  35 ABS Relay valve  
 
 
Fitted within the chassis above the rear axle(s).  
 
This relay valve may be in place of the automatic load sensing valve on vehicles 
which do not have the automatic load sensing valve installed.  
 
 
ABS Relay solenoid valve  
 
 
Fitted to the outer chassis above the f ront axle.  
 
Modulating the brake pressure to the front axle brake chambers.  
 
 
 
 
EBS specific modules  
 
EBS Control module  
 
Normally fitted against firewall behind radiator grille or in the footwell on the 
passenger side.  
 
Modulating brake pressure signals from brake pedal and wheel sensors  
 
 
EBS Control Valve  
 
Fitted above rear axle(s) in chassis  
 
 
Electrically controlling modulated brake pressure to rear axle(s).  
 
 
 
 
 
 
Proportional Relay Valve  
 
 
Fitted above front axle in chassis.  
 
Electrically controlling modulated brake pressure to front axle.  
 
 
 
 
Axle modulator  
 
 
Fitted on each side of the chassis frame near the rear axle.  
 
Modulating the brake pressure to each side of the rear axle(s).  
 
 
 
DARS 1355 -3:2020  
36 © ARSO 2020 — All rights reserved  Note that the UN recently separated out the ESC and the BAS requirements from R13H and re -
introduced them into ECE R 139 (BAS) and ECE R 140 (ESC).  
 
BAS is the “brake ass ist system” which senses the driver is trying to apply the brakes quickly and assists 
in doing this quickly.  
 
ESC is “electronic stability control” which senses the direction the driver wishes to direct the vehicle 
during perhaps a skidding manoeuvre and a ssists in achieving this direction by applying a single wheel 
brake to counter oversteer or understeer2. It is also called ESP, electronic stability program.  
 
R.2 Typical lighting equipment complying with UN ECE Regulation 48  
 
The latest lighting equipment  includes LEDs, adaptive front lighting systems, cornering lamps, gas 
discharge lights and so on with all these being optional equipment. Note that for a period Japan were 
not supportive of daytime running lamps to be used in Japan, but we believe that the y now support their 
fitment and use.  
 
Mandatory lighting equipment and its switching, position and number is listed clearly in UN ECE R48. 
There are minor differences between these details and the designs of other countries but most are 
converging onto the  requirements of the UN Regulation. Vehicles from the USA may still have significant 
differences.  
 
Note a new development which is to allow brake lights to flash at a frequency which increases according 
to the pressure being applied to the brake pedal.  
 
R.3 Contour marking retro -reflective tape to UN ECE Regulation 104 and Chevrons to UN 
ECE Regulation 69 or 70  
 
This tape is also used simply to show up the sides and rear of vehicles. The term retro -reflective means 
that the reflected light will come back almost directly to the driver whose lights lit up the retro -reflective 
tape. This is unlike many reflective mat erials which do not necessarily direct the light back to where it 
came from. The yellow tape which complies with Regulation 104 is E -marked and marked with the letter 
“C” as is the case of 2 samples shown below.  
 
It is believed that the use of this materi al and of retro -reflective chevrons is particularly beneficial in 
countries where operators may use vehicles at night with defective lights.  
 
            
 
 
                                                 
2 Videos explaining  ESC 
https://www.youtube.com/watch?v=k8h3Kv7fU1A  
https://www.bosch -mobility -solutions.com/en/products -and-services/passenger -cars-and-light-commercial -
vehicles/driving -safety -systems/electronic -stability -program/  
https://m.drive.com.au/news/safety -explained -what -is-abs-and-esc--120919  
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  37  
 
 
 
 
 
 
 
DARS 1355 -3:2020  
38 © ARSO 2020 — All rights reserved  R.4 Safety glass to UN ECE Regulation 43  
 
Note that 2 types of glass are covered by Regulation 43 being:  
 
a) high penetration resistant (HPR) laminated safety glass for windscreens, and  
 
b) toughened/ tempered glass for side windows.  
 
Apart from offering the driver protection against the windscreen shattering into sharp shards of glass,  
the HPR laminated windscreen serves an additional function of retaining the driver and front seat 
passenger within the vehicle in the case of a substantial accident.  
 
It is important therefore that the windscreen shows the two parallel lines signifying la minated glass.  
 
 
 
 
 
 
R.5 Tyres to UN ECE Regulations 30 and 54  
 
Regulation 30 applies to passenger tyres – generally speaking to passenger cars whereas Regulation 
54 applies to commercial tyres – designed for trucks and buses.  
 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  39 Minibuses with 10 to 16 seats are at the “crossover point” between these two regulations and this 
caused many safety problems because the passenger car tyres which fitted the Minibuses were much 
cheaper than the commercial tyres which were tougher and which were intended to be fi tted to the 
Minibuses because of the loads, especially at the rear axle, which Minibuses carry. This was 
compounded by the fact that whitewall tyres looked more attractive but were originally available only 
for passenger car rated capacities.  
 
Repairs to s idewalls are not recommended and sidewall failure can have catastrophic results. All the 
tyres on this vehicle were considered unroadworthy.  
 
 
 
 
R.6 Safety belts to UN ECE Regulation 16  
 
The current requirements is for all outboard seats to be of the in ertia type. On passenger cars and pick -
ups this means that the centre seatbelt is likely to be of the static type.  
 
It is important to know that the dynamic test to which safety belt designs are subjected to is severe. It 
involves a 70kg dummy being strapped into a safety belt on a seat on a sled and the sled is accelerated 
to 50km/h and then impacted against a bufferin g mechanism such that the sled is stopped in a distance 
of approximately 350mm.  
 
This stopping distance of 350mm and the deceleration involved amounts to a “cushioned” gradual 
survivable stop compared with a stopping distance of say 100mm.  
 
The buffer mec hanism that stops the sled is designed to give a deceleration trace that must lie between 
the lines A, B, C, D, E, F and G, H, I as shown below for the test to be accepted.  
 
This corresponds to an average deceleration of approximately 25g or 25 x 10m/s2 or 250m/s2 
 
The duration is approximately 2/10th of a second (0.2 seconds) being the time interval between trying 
to clap one’s hand as quickly as possible.  
 
The 350mm corresponds roughly to the amount by which the front end of a car will “crush” if the car hits 
a solid concrete wall at 50 km/h.  
 
The load on the safety belt for the 0,2 seconds is very approximately 25 times the mass of the dummy 
is 25 x 70kg =  1,75 tons which explains why many occupants of safety belts suffer severe bruising or 
even fracture of their ribs.  
 
DARS 1355 -3:2020  
40 © ARSO 2020 — All rights reserved  It is important for an examiner to develop a feel for the forces involved in crashes such that the examiner 
develops an awareness of the ne ed for components and vehicle structures to be of adequate strength. 
This case for safety belts is significant and can be carried through to seatbelt anchorage strength, to 
seat strength, to rear underrun strength and so on.  
 
 
 
 
R.7 Rear Underrun to UN ECE Regulation 58  
 
The object of having a “rear underrun” is exactly to prevent a car or pick -up running under the rear end 
of a truck in an accident and for the rear underrun “bumper” to act as the “solid concrete wall” in the 
above example so that the “c rush zone” of the impacting car is utilised in slowing down the car and 
enabling the occupants to survive.  
 
The alternative in most cases without the rear underrun would be for the car to ride under the rear end 
of the truck and to shear the roof off the c ar and to decapitate the occupants.  
 
It is important for an examiner to develop a feel for the forces involved in crashes such that the examiner 
develops an awareness of the need for components and vehicle structures to be of adequate strength.  
 
R.8 Warni ng Triangle to UN ECE Regulation 27  
 
Note that the correct title is “Advance Warning Triangle” and it is designed to be placed approximately 
45 meters behind the vehicle to provide advance warning of its presence. It does not achieve much 
advance warning i f it is placed only a few metres behind the broken -down vehicle.  
 
It is also important that at night the owners of the broken down vehicle should spend as little time as 
possible behind the vehicle, taking items out of the boot or whatever, because they bl ock out the lights 
and the vehicle reflectors whilst they are standing behind the car or retrieving items from the boot.  
 
Note also that the retro -reflective performance of the triangle complying with Regulation 27 is vastly 
improved compared with that of the older double -sided triangle with 3 bicycle reflectors on each side as 
below and it is more readily recognizable.  
 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  41  
 
R.9 Frontal Collision to UN ECE Regulation 94  
 
Applies only to category M1 vehicles of total permissible mass not exceeding 2  500kg although other 
vehicles may be approved at the request of the manufacturer.  
 
The test speed is 56km/h using dummies to assess the injuries and the vehicle under test is directed 
into a deformable “honeycomb” barrier fixed to a concrete block.  
 
R.10 Side Im pact (Lateral Collision) to UN ECE Regulation 95  
 
Applies to both category M1 and N1 where the “R” point of the lowest seat is not more than 700mm 
from ground level. (Roughly speaking the “R” point is close to where the upper leg joins the torso.)  
 
A mobil e deformable barrier is impacted into the vehicle under test at a speed of 50km/h using side -
impact -dummies.  
 
R.11 Tilt Angle to UN ECE Regulation 107  
 
Applies to both category M2 and M3 vehicles (Buses). It is referred to as a stability test. The bus is 
loaded with 68 < 75kg per seating position, also whether standees are accounted for at 50% of the 
normal passenger load - depending on the edition of the R107. In the case of double deck buses the 
loading is done only on the upper deck. The bus is placed o n a platform which is tilted to an angle of 28 
degrees.  As one can see from the picture below this is not a new idea nor a new requirement.  
 
 
DARS 1355 -3:2020  
42 © ARSO 2020 — All rights reserved   
R.12 Strength of Superstructure – Rollover protection - UN ECE Regulation 66  
 
Applies to both category M2 and M3 vehicles (Buses). The bus is not loaded and is fitted with internal 
polystyrene “gauges” which if damaged will show whether the occupant zones are intruded by any 
deformation of the bus body or structure as it is tipped over to fall and simulate an acciden t. 
 
Before designing to R66 the superstructure of a bus was almost an “add -on” and could collapse in an 
accident.  
 
 
 
After R66 the structure involved “hoops” at front and rear and at other parts along the bus body and this 
strengthened the whole structure  and protected the occupants to some extent.  
 
 
 
 
 
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  43  
DARS 1355 -3:2020  
44 © ARSO 2020 — All rights reserved   
 
 
 
  
DARS 1355 -3:2020  
© ARSO 2020 — All rights reserved  45 Bibliography  
 
 
SADC HT 105 -3:2019, SADC Harmonized Text — Vehicle Standards — Specification for Vehicle 
Roadworthiness — Part 3: Supporting Information  
 
CIE 54: Retroreflection: Definition and measurement  
 
FMVSS 115: Federal VIN Requirements (Title 49, Chapter V, Part 565)  
 
ISO 3779 , Road vehicles — Vehicle identification number (VIN) — Content and structure  
 
ISO 3780: Road vehicles – World manufacturer identifier (WMI) code  
 
ISO 4030 , Road vehicles — Vehicle identification number (VIN) — Location and attachment  
 
ISO/IEC 17025 : General requirements for the competence of testing and calibration laboratories  
 
SANS 1329 -4: Retro -reflective and fluorescent warning signs for road vehicles. Part 4: Retro -reflective 
chevron signs  
 
UK MoT Heavy Goods Vehicle Inspection Manual , Consolidated Edition, DVSA 2013 ,  
https://www.gov.uk/government/publications/mot -testing -guide  
 
UK MoT Testing Guide (6th Edition), DVSA February 2018 , www.gov.uk/topic/mot/manuals  
 
UK MoT Testing Guide for Test Stations , DVSA 18 June 2018 , MOT testing guide  
 
UK MoT Vehicle Inspection Manual, DVSA , www.gov.uk/topic/mot/manuals  
 
UK MoT Set up a test station, DVSA , www.gov.uk/topic/mot/manuals  
 
 DARS 1355 -3:2020 
© ARSO 2020 — All rights reserved