EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
[…](2021) XXX  draft  
ANNEX 1  
 
ANNEX  
to the  
Commission Delegated Regulation (EU) 2021/... of XXX  
supplementing Regulation (EU) 2019/2144 of the European Parliament and of the 
Council by laying down detailed rules concerning the specific test procedures and 
technical requirements for the type -approval of motor vehicles with regard to their 
intelligent speed assistance systems and for the type -approval of those systems as 
separate technical units and amending Annex II to that Regulation   EN 1  EN ANNEX I 
 
 
 
Technical requirements and test procedures  
1. Definitions  
For the purposes of this Annex, the following definitions shall apply:  
1.1. ‘vehicle  type with regard to the intelligent speed assistance system’ means 
vehicles which do not differ in such essential respects as the characteristics and 
functionality of the speed limit determination system and its performance when 
operated on a public road located within the territory of the European Union as 
well as the feedback system used to aid the driver in maintaining the appropriate 
speed for the road environment;  
1.2. ‘type of intelligent speed assistance system’ means a combination of specific 
hardware and overall software architecture which does not differ in such essential 
respects as the characteristics and functionality of the speed limit determination 
system and its performance when operated in up -to-date condition on a public 
road located with in the territory of the European Union ; 
1.3. ‘speed limit information function ’ means a function that is comprise d of the 
speed limit determination system that determines the perceived speed limit, and a 
human machine interface that communicates the perceived speed limit to the 
driver;  
1.4. ‘speed limit warning function ’ means a function that alerts the driver that the 
speedometer speed is exceeding the perceived speed limit ; 
1.5. ‘speed control function ’ means a function that attempts to limit the speedometer 
speed to a stable speed at or below the percei ved speed limit;  
1.6. ‘perceived speed limit ’ means the applicable speed limit as obtained by the speed 
limit determination system;  
1.7. ‘speedometer speed ’ means the driving speed of the vehicle as displayed by its 
on-board  speedometer ; 
1.8. ‘applicable speed limit ’ means the maximum permitted legal driving speed for the 
road travelled, as applicable for the category of vehicle that the intelligent speed 
assistance  system is fitted to ; 
1.9. ‘catalogue of road signs ’ means the list of national and regional variants of road 
sign types and variable message sign types based upon which the intelligent 
speed assistance system obtains the perceived speed limit ; 
1.10. ‘applicable road sign ’ means a sign contained in the catalogue of road signs for 
the category of vehicle to be approved and which is applicable to at least one lane 
of the vehicle’s carriageway, including both non -electronic , conventional  signs 
and variable message signs, but n ot including speed limit markings  on road EN 2  EN pavement ; 
1.11. ‘explicit speed limit sign ’ means an applicable road sign which shows a 
temporary or permanent numerical value ; 
1.12. ‘speed limit determination system ’ means the specific hardware required to 
obtain the speed limit through the observation of road signs and signals, based on 
infrastructure signals or electronic map data, or both;  
1.13. ‘implicit speed limit sign ’ means an applicable road sign which does not show a 
numerical value ; 
1.14. ‘national speed limit ’ means the default maximum permitted legal driving speed 
for the road type travelled in a given Member State, unless indicated otherwise, as 
applicable for the category of vehicle that the intelligent speed assistance system 
is fitted to.  
2. General technical requirements  
2.1. An intelligent speed assistance (ISA) system shall comprise a speed limit 
information function (SLIF) and either a speed limit warning function (SLWF) or 
a speed control  function (SCF).  
2.1.1. The ISA system  of a vehicle  shall  comply  with:  
(a) ISA system  requirements  laid down  in points  3.1., 3.2. and 3.3.; 
(b) SLIF  requirem ents laid down  in point  3.4.; and 
(c) either  of the following  requirements:   
 (i) SLWF  requirements  laid down  in point  3.5.; or 
 (ii) SCF requirements  laid down  in point  3.6. 
2.1.2. Where  the motor  vehicle  is fitted  with an ISA system  type-approved  as a separate  
technic al unit (STU ), the vehicle  and its system  shall  comply  with:  
(a) ISA system  requirements  laid down  in points  3.1., 3.2. and 3.3.;  
(b) SLIF  requirements  laid down  in point  3.4.1. and points  3.4.2.1.1.  to 3.4.2.1.4. ; 
and 
(c) either  of the following  requirements:  
 (i) SLWF  requirements  laid down  in point  3.5.; or 
 (ii) SCF requirements  laid down  in point  3.6. 
2.1.3. Type-approval  of an ISA system  as STU  shall  be subject  to the STU  complying  
with the SLIF  requirements  laid down  in point  3.4.2. 
2.2. Subject to point  2.3., the ISA system  shall  be designed  to avoid  or minimise  the 
error  rate under  real driving  conditions.  
2.3. ISA systems  shall  comply  with the requirements  when  the vehicle  is operated  on 
a public  road or street  located  within  the territory  of the European  Union , as 
defined  at the time of type-approval.  
2.4. Privacy  and data protection.  
2.4.1. The ISA system  shall  comply  with the requirements  in the normal  operation  
mode  without  the use of biometric  information,  including  facial  recognition,  of 
any vehicle  occupants.  EN 3  EN 2.4.2. Without  prejudice  to the provisions  in Article  4 of this Regulation,  the ISA 
system  shall  not continuously  record  nor retain  or transmit  any data related  to 
specific  incidents  of exceed ing the speed  limit  other  than what  is necessary  for 
perform ance of the required  ISA functionality  or to comply with other  Union acts 
regarding  vehicle  type-approval  (e.g. event  data recorder) .  
2.5. Where  the ISA system  is enabled  with positioning  capabilities,  it shall  be 
compatible  at least with the positioning  services  provided  by the Galileo  and 
EGNOS  systems.  In addition,  the ISA system  may also be compatible  with other  
satellite  navigation  systems.  
3. Specific  technical  requirements.  
3.1. ISA failure  warning.  
3.1.1. A constant  optical  signal  shall  be provided  when  there  is a failure  in the ISA 
system  that prevents  the performance  requirements  of this Regulation  of being  
met. 
3.1.1.1.  There  shall  not be an appreciable  time interval  between  each ISA self-check,  and 
subsequently  there  shall  not be a delay  in displaying  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  obscuration  
exclud ing temporary  obscuration  such as sun glare)  a failure  warning  signal  
referred  to in point  3.1.1 shall  be activated.  
3.1.1.3.  The status  of a failure  that must  activate  the warning  signal  referred  to in point  
3.1.1 , but which  is not detected  under  static  conditions,  shall  be retained  upon  
detection  of such a failure  and continue  to be displayed  after each activation  of 
the vehicle  master  control  switch,  as long as the failure  or defect  persists.  
3.2. ISA control.  
3.2.1. It shall  be possible  for the driver  to manually  deactivate  the ISA system,  either  
fully  (i.e. the SLIF  and SLWF,  or SLIF  and SCF),  or partially  (i.e. the SLWF  or 
SCF).   
 
The manufacturer  may provide  the possib ility for the driver  to manually  and 
partially  deactivate  the SLWF  to do either  of the following : 
(a) provide  an active  visual  warning  function,  but without  audible  or haptic  
warning;  or 
(b) terminate  a single  instance  of the SLWF  audible  or haptic  warning.   
 
The conditions  set out in points  3.2.1.1.,  3.2.1.2.  and 3.2.1.3.  shall  apply  as 
appropriate.  
3.2.1.1.  The ISA system  shall  be automatically  reinstated  in normal  operation  mode  upon  
each activation  of the vehicle  master  control  switch . Automatic  reactivation  of 
ISA system  may be conditional  upon  the driver’s  door having  been  opened.  
3.2.1.2.  A constant  optical  signal  shall  inform  the driver  that the ISA system  has been  EN 4  EN fully  deactivated.  An optical  signal  lasting at least 10 seconds  or until manually  
cancelled  shall  inform  the driver  that the ISA system  has been  partially  
deactivated.  The failure  warning  signal  specified  in point  3.1.1 may be used for 
this purpose.  
3.2.1.3.  Following  manual  deactivation  of the ISA system,  it shall  be possible  for the 
driver  to re-activate  the system  with no more  than the number  of actions  required  
to deact ivate  it. 
3.2.2. Automatic  deactivation  of the ISA system  is permitted  in situations  when  
automated  systems  control  the speed  of the vehicle,  that is, those  systems  which  
perform  the object  and event  detection  and response  dynamic  driving  subtask  
(e.g. automated  lane keeping  system  (ALKS)) . Such  deactivation  does not need  to 
be signalled  to the driver.  
3.2.3. The vehicle  manufacturer  may provide  for an automatic  or manual  vehicle  
speed ometer  calibration  function  to minimise  the discrepancy  between  the 
speedometer  speed  and the true speed  of the vehicle e.g. after tyre replacement , as 
long as it is ensured  that the requirements  of UN Regulation  No 391 are always  
complied  with.  In addition,  the vehicle  manufacturer  may take into account  a 
tolerance  of up to 3.0% as regards  the perceived  speed  limit s used to activate  
information  and warnings.  
3.2.4. The speedometer  speed  is considered  equal  to the perceived  speed  limit  if the 
speedometer  speed  indication  is within  1.0 km/h  over the perceived  speed  limit.  
3.2.5. In the case where  the tolerances  of the speedometer's  measuring  mechanism  are 
minimal,  the provisions  in points  3.2.3. and 3.2.4. mean  that the information  
referred  to in point  3.4.1.2.  and the warning  referred  to in point  3.5.1. may be 
triggered  at an indicated  speedometer  speed  and true speed  of the vehicle  that is 
slightly  above  the perceived  speed  limit.  
3.3. Periodic  roadworthiness  test procedure . 
3.3.1.  For the purpose  of periodic  roadworthiness  tests,  it shall  be possible  to verify  the 
following  features  of the ISA system:  
(a) Its correct  operational  status,  by 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/ symbols may be displayed, but 
not simultaneously ), it must  be checked  first that the common  space  is functional  
prior  to the failure  warning  signal  status  check;  
(b) Its correct  functionality  and the software  integrity,  by the use of an electronic  
vehicle  interface,  such as the one laid down  in point  I.(14)  of Annex  III to 
Directive  2014/45/EU2, where  the technical  characteristics  of the vehicle  allow  
for it and the necessary  data is available . Manufacturers  shall  ensure  to make  
                                                 
1 Regulation No 39 of the United Nations Economic Commission for Europe (UNECE) – Uniform 
provisions concerning the approval of vehicles with regard to the speedometer and odometer equipment 
including its installation . 
2 Directive 2014/45/EU of the European Parliament and of the Council of 3 April 2014 on periodic 
roadworthiness tests for motor  vehicles and their trailers and repealing Directive 2009/40/EC (OJ L 
127, 29.4.2014, p. 51)  EN 5  EN available  the technical  information  for the use of the electronic  vehicle  interface  
in accordance  with Article  6 of Regulation  (EU)  2019/6213. 
3.3.2.  At the time of type-approval , the means  to protect  against  simple  unauthorised  
modification  of the operation  of the ISA system  and failure  warning  signal  
chosen  by the manufacturer  shall  be confidentially  outlined  and provided  to the 
technical  service . Alternatively,  this protection  requirement  is fulfilled  when  a 
secondary  means  of checking  the correct  operationa l status  of the ISA system  is 
available.  
3.3.3. If electronic  data (e.g. map data)  is used by the ISA system,  it shall  be possible  to 
easily  verify , without  the use of tools,  the version  of the data.  
3.4. SLIF  technical  requirements.  
3.4.1. SLIF  display.  
3.4.1.1.  The SLIF  display  shall  be located  in the direct  field of vision  of the driver  and be 
clearly  identifiable  and legible  both day and night.  Additional  display s of similar  
information  at other  locations  in the vehicle  (e.g. on navigation  screen,  as 
projected  information,  etc.) are permitted  and they shall  not be subject  to the 
requirements  in this point . 
3.4.1.2.  In the absence  of conditions  leading  to the deactivation  of the system  in 
accordance  with points  3.2.1. and 3.2.2., the SLIF  display  shall  display  the 
perceived  speed  limit  to the driver  at least when  the speedometer  speed  is more  
than the perceived  speed  limit.  
3.4.1.2.1.  The perceived  speed  limit  shall  be displayed  in any of the following  ways : 
(a) on the speedo meter  in a manner  that is clearly  noticeable  and distinguishable  
and which  does not reduce  the speedometer’s  legibility  (e.g. optical  mark) ;  
(b) as a numerical  value , using  a symbol  resembling  a model  of speed  limit  road 
sign referred  to in the Convention  on Road  Signs  and Signals,  of 8 November  
1968 ; or 
(c) text consisting  of the value  and the unit of measurement.  
 
Display  of additional  sub-sign information  is permitted  in all cases . 
3.4.1.3.  When  no perceived  speed  limit  is available  to the ISA system , due to one or more  
circumstances  referred  to in points  5.3.1., 5.3.2  and 5.3.3., a dedicated  visual  
warning , making  clear  this particular  situation,  shall  be provi ded to the driver  
with or without  an assumed  speed  limit  indication  on the SLIF.  The failure  
warning  signal  specified  in point  3.1.1. shall  not be used for the purpose  of such 
visual  warning . Alternatively,  there  shall  be complete  absence  of perceived  speed  
limit  information,  a symbol  for question  mark  “?” shall  be displayed  prominently  
adjacent  to a numerical  assumed  speed  limit  as indicated  on the SLIF  display  or a 
symbol  for question  mark  “?” or two symbols  for hyphens  “--” or three  symbols  
for hyphens  “---” shall  be displayed  instead  of a numerical  value  on the SLIF  
                                                 
3 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 of 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 6  EN display . 
3.4.1.4.  When  the SLIF  display  displays  the perceived  speed  limit , even  when  the 
speedometer  speed  is lower  than the perceived  speed  limit  (e.g. always  on or on 
demand  with activated  ISA) , the system  shall  also provide  a subtle  and not-
annoying  audible  notification  each time when  the perceived  speed  limit  changes.  
This feature  may be user configurable  (e.g. sound,  volume,  permanently  switched  
off). 
3.4.1.5 . When  the ISA system  is deactivated,  display  of the perceived  speed  limit  is 
permitted . No audible  notifications  as referred  to in point  3.4.1. 4. are required  in 
such case. 
3.4.2. Speed  limit  determination.  
3.4.2.1.  Country  of operation  setting.  
3.4.2.1.1.  If knowledge  of the country  of operation  is a prerequisite  for correct  speed  limit  
determination,  the ISA system  shall  comply  with either  of the following  
conditions : 
(a) the system  is able to automatically  detect  the country -code  and set it with or 
without  user confirmation;  or 
(b) the system  allows  the driver  to manually  select  the country -code . 
 
If knowledge  of the region  of operation  is a prerequisite  for correct  speed  limit  
determina tion, the system  may adopt  the more  common  applicable  speed  limit  
throughout  the various  regions  of that country , to the discretion  of the 
manufacturer . 
3.4.2.1.2.  The ISA system  shall  retain  the manually  set or user confirmed  country  of 
operation , even  after re-activation  of the vehicle  master  control  switch.  
3.4.2.1.3.  The manual  setting  procedure  for the country  of operation  shall  be intuitive  and 
through  a non-complex  interface.  In particular,  it shall  be easy to toggle  between  
current  and previous  country  of operation  choices . 
3.4.2.1. 4. In case of the need  for manual  setting  or user confirmation , the motor  vehicle’s  
user instructions  (e.g. owner’s  manual,  vehicle  handbook)  shall  clearly  specify  
that this procedure  is required  for correct  operation  of the ISA system.  
3.4.2.1.5.  Motor  vehicles  intended  for local  or regional  operation  (e.g. buses  of Classes  I 
and A) may have  limited  ISA system  operational  capabilities  as regards  
knowledge  of the country  or region  of operation.  The user instructions  of the 
motor  vehicle  shall  clearly  specify  the limitations  of the ISA system  and provide  
information  on how to obtain  alternative  country  or regional  parameters  from  the 
manufacturer  if the place  of operation  of the motor  vehicle  changes.  Until the 
introduction  of a dedicated  entry  in the Certificate  of Conformity,  the text “ISA 
functionality  is limited  to country  or region  of operation ” shall  be added  to the 
“remarks”  in the Certificate  of Conformity  as to allow  inclus ion of this 
information  in on-board  vehicle  registration  papers.   EN 7  EN 3.4.2.2.  Perceived  speed  limit  determination  through  observation  of explicit  speed  limit  
signs.  
3.4.2.2.1.  In the absence  of conditions  leading  to the deactivation  of the system  in 
accordance  with points  3.2.1. and 3.2.2., the SLIF  shall  be able,  through  direct  
visual observation  of road signs  or other  effective  methods , to recognise  all 
explicit  speed limit  signs  where  the associated  applicable  speed  limit  for the 
category  of vehicle  to be approved  matches  the numerical  value  shown  on the 
sign,  and determine  the applicable  speed  limit  within  2.0 seconds  before  or after 
the manufacturer’s  declared  reference  point  on the motor  vehicle  (also  to be 
specified  for STUs)  passes  the road sign. This requirement  shall  be met at least 
when  the following  conditions  are satisfied : 
(a) the signs  meet  conditions  set out in point  3.4.2.2.2.;  and 
(b) the signs  are encountered  in the operational  and environmental  conditions  
referred  to in point  3.4.2.2.3 . 
 
Compliance  with the first paragraph  shall  be demonstrated  in accordance  with the 
relevant  test procedures  and documentation  specified  in point  4.1. 
 
For vehicle  driving  speeds  below  20 km/h , the applicable  speed  limit  may be 
determined  within  10 m forward  or rearward  of the manufacturer’s  declared  
reference  point  referred  to in the first paragraph . 
3.4.2.2.2.  Road sign condition s at time of the assessment : 
(a) of a design  and size conforming  to the applicable  standa rds in the Member  
State  concerned;  
(b) positioned  in a way conforming  to the applicable  standards  in the Member  
State  concerned;  
(c) showing  no significant  damage  (e.g. fading,  reduced  retro -reflectivity , 
bending,  cracking,  vandalism)  that materially  affects  their visual  properties;  and 
(d) not partially  or fully  covered  (e.g. foliage,  snow  or dirt obscuring  the sign,  or 
deliberate  invalidation  during  roadworks) . 
3.4.2.2.3.  Operational  and environmental  conditions  at time of the assessment : 
(a) full operating  speed  range of the vehicle;   
(b) with unobstructed  view  of the road sign for a continuous  perio d of at least 1.0 
seconds;  
(c) in all illumination  conditions  without  direct  blinding  sunlight  and with passing  
beam  head  lamps  illumination  if appropriate , day or night ; and 
(d) in the absence  of weather  conditions  affecting  the visibility  of road signs  (e.g. 
fog, heavy  rain, snow ). 
3.4.2.3.  Perceived  speed  limit  determination  through  observation  of road signs  and 
signals.  
3.4.2.3.1.   In the absence  of conditions  leading  to the deactivation  of the system  in 
accordance  with points  3.2.1. and 3.2.2., the SLIF  shall  be able,  through  
observation  of road signs  and signals  using  all relevant  ISA system  inputs  (e.g. 
camera , electr onic map data) , to determine  the road speed  limit s associated  with 
all applicable  road signs  included  in the catalogue  of road signs  in Annex  II, for 
the category  of vehicle  to be approv ed, within  2.0 seconds  before  or after the 
reference  point  referred  to in point  3.4.2.2.1.  passes  the road sign. This EN 8  EN requirement  shall  be met at least when  the following  conditions  are satisfied : 
(a) signs  meet  the conditions  set out in point  3.4.2.2.2.;  and 
(b) signs  are encountered  in the operational  and environmental  conditions  
referred  to in point  3.4.2.2.3.  
 
Compliance  with the first paragraph  shall  be demonstrated  in accordance  with the 
relevant  tests procedures  referred  to in point  4.2. 
 
For vehicle  driving  speeds  below  20 km/h , the applicable  speed  limit  may be 
determined  within  10 m forward  or rearward  of the reference  point  referre d to in 
point  3.4.2.2.1 . 
3.4.2.3.2.  The SLIF  is not required  to take into account  special  variable  conditions  
influencing  the national  speed  limit  (i.e. conditions  which  require  information  
going  beyond  the current  country  of operation  and the current  road type, e.g. 
trailer  status,  prevailing  environmental  conditions,  time of day, time of year, 
driver  age or experience,  standing  passengers , dangerous  goods,  oversized  load)  
In the case that special  variable  conditions  may be present  and the system  is not 
capable  of taking  them  into account , the speed  limit determination  shall  default  to 
the assumed  most  common  condition  in typical  normal  operation.  
3.4.2.4.  Speed  limit  determination  real-world  driving  reliability.  
3.4.2.4.1.  In the absence  of conditions  leading  to the deactivation  of the system  according  to 
points  3.2.1. and 3.2.2., the SLIF  shall  be able,  through  observation  of road signs  
and signals , using  all relevant  system  inputs,  for example,  camera  input  and 
electronic  map data,  where  provided  in-vehicle  for this purpose , to reliably  
determine  the applicab ility of the national  speed  limit  and speed  limit s associated  
with all applicable  road signs  included  in the catalogue  of road signs  in Annex  II, 
for the category  of vehicle  to be approved . This requirement  shall  be met at least 
when  the following  cond itions  are satisfied : 
(a) signs  meet  the conditions  set out  in point  3.4.2.2.2.;  and 
(b) signs  are encountered  in the operational  and environmental  conditions  
specified  in point  3.4.2.2.3.  
3.4.2.4.2.  The requirement  for reliable  determination  of the applicable  speed  limit  is 
fulfilled  if the distance -based  performance  requirement  is met in real-world  
driving . 
 
True  positive  distance  (‘TP_D’): the correct  speed  limit  shall  be determined  for at 
least 90% of the total distance  and for at least 80% of the distance  driven  on each 
of the three  road types  (urban  roads  and streets,  non-urban  roads , and 
motorways/expressways/dual  carriageways ) at least for applicable  speed  limit s 
referred  to in point  3.4.2.4.1.  and where no special variable conditions referred to 
in point 3.4.2.3.2 apply.  
 
Compliance  shall  be demonstrated  in accordance  with a real-world  driving  test as 
specified  in point  4.3. 
3.4.2.4.3.  Before  conducting  the real-world  driving  test, the technical  service , the type-
approval  authority  and the vehicle  or STU  manufacturer  shall agree  on a route  EN 9  EN outline . The route  outline  shall  comply  with the following  conditions : 
(a) it is located  on public  roads  within  the territory  of the European  Union , 
excluding  the outermost  regions  in accordance  with Article  349 of the Treaty  of 
the Functioning  of the European  Union  (TFEU) ; and 
(b) it is chosen  with the intention  to generate  a passed  or failed  test by virtue  
of the technical  performance  of the ISA system  and not by virtue  of an extreme  
route  choice.  
3.4.2.4.4.  To demonstrate  system  performance  at Union  level , the vehicle  or STU  
manufacturer  shall  provide  technical  documentation  that contains  the following  
information : 
(a) information  on the basic  design  of the ISA system  and a description  of the 
speed  limit  determination  system,  including  the sensors  and, if applicable,  
electronic  map data sources  used;  and 
(b) description  of due diligence  activities  performed  to provide  evidence  that 
the requirements  in point  3.4.2.4.1.  are met for operation  in all Member  State s, 
excluding  the outermost  regions  in accordance  with Article  349 of the Treaty  of 
the Functioni ng of the European  Union  (TFEU) . 
 
The manufacturer  shall  carry  out the following  due diligence  activities:  
(a) identify  challenging  situation s in Member  State (s) for the relevant  vehicle  
category  and applicable  speed  limits , and perform  the relevant  analysis  to 
demonstrat e how requirements  are met; and 
(b) for a system  that uses electronic  map data,  assess  the acceptability  level  of 
the integrity  and reliability  of the electronic  map data throughout  the Union  , 
ensurin g that requirements  are met. 
The technical  service  shall  assess  the technical  documentation  provided  to assess  
whether  reasonable  and adequate  steps  have  been  taken  to ensure  that the 
requirements  in point  3.4.2.4.1.  are met for correct  operation  of the ISA system  in 
all Member  State s. 
3.4.2.4.5 . Life cycle  performance  
3.4.2.4.5.1 . The vehicle  manufacturer  shall  ensure  that the reliability  of speed  limit  
determination  as required  in point  3.4.2.4.2.  is maintained  for at least 14 years  
after the date of manufacture  of the vehicle . The same  applies  when  an STU  is 
fitted  by the vehicle  manufacturer . 
3.4.2.4.5.2.  If electronic  data is used to achieve  the required  performance,  it shall  be easy to 
verify  the version  level  information . The vehicle  manufacturer  shall  provide  
frequent  data updat es to vehicle  owners  including,  where  necessary , changes  
required  to respond  to an update  of the catalogue  of road signs  in Annex  II. These  
data updates  shall be made  available  to vehicle  owners , at least on annual  basis  in 
case of map-based  data,  free of charge  (except  for the possible  cost associated  to 
e.g. common  storage  media, use of personal  computer,  operating  system,  private  
or mobile  internet  charges,  travel  costs  to authorised  dealer,  repairer,  distributor  
or independent  repairer)  until 7 years  after the date of manufacture  of the vehicle . 
Subsequent  updates  may be subject  to the payment  of a reasonable  fee. The user 
instructions  of the motor  vehicle  shall  clearly  specify  that periodical  updates  are 
required  to main tain performance  and explain  the available  procedures  to obtain  EN 10  EN and, if applicable,  to perform  these  updates.  Updates  may be provided  
automatically , for instance  over-the-air.  
3.5. SLWF  technical  requirements . 
3.5.1. In the absence  of conditions  leading  to the deactivation  of the ISA system  in 
accordance  with points  3.2.1. and 3.2.2., if the perceived  speed  limit  is known  
and the speedometer  speed  exceeds  it, the SLWF  shall  warn  the driver  as 
specified  in point  3.5.2. 
3.5.2. The warning  indication  shall  be provided  by any of the following : 
(a) a visual  warning  and a casca ded acoustic  warning;  
(b) a visual  warning  and a cascaded  haptic  warning;  or 
(c) a haptic  warning  alone . 
 
At times  when  the driving  speed  of the vehicle  is actively  controlled  by a vehicle  
system  where  the driver  is not expected  to be touching  the accelerator  control  
(e.g. cruise  control)  the use of a haptic  warning  is not permitted . In this case the 
system  shall  attempt  to reduce  the driving  speed  to or below  the perceived  speed  
limit  automatically , e.g. by disengaging  or reducing  engine  power,  or a visual 
warning  and a cascaded  acoustic  warning  shall  be provided . 
3.5.2.1 . Visual  warning  and cascaded  acoustic  or visual  warning  and cascaded  haptic  
warning . 
3.5.2.1 .1. The visual  warning  shall  be noticeable  and easily  recognisable  by the driver  and 
be provided  by flashing  of the SLIF  display  or flashing  of an additional  optical  
signal  adjacent  to the SLIF  display.  It shall  be provided  within  1.5 seconds  from  
when  the speedometer  speed  exceeds  the perceived  speed  limit  and for at least 30 
seconds  or until the speedometer  speed  is less than or equal  to the perceived  
speed  limit  when  this occurs  earlier .  
3.5.2.1 .2. The cascaded  acoustic  warning  shall  be noticeable  by the driver,  unique  and 
easily  recognisable  and be provided  by a continuous  or intermittent  sound  signal  
or by vocal  information.  Where  vocal  information  is employed , the vehicle  
manufacturer  shall  ensure  that it is easily  configurable  by the driver  to use any of 
the EU official  languages.  The acoustic  warning  may be varied  to indicate  the 
magnitude  or time that the perceived  speed  limit  has been  exceeded  for. 
3.5.2.1.3.  The cascaded  haptic  warning  shall  be noticeable  by the driver  and be provided  
directly  or indirectly  throu gh the accelerator  control  when  the driver  maintain s an 
application  force  as well as a driving  speed  that exceeds  the perceive d speed  
limit.  This shall  be achieved  by any of the following : 
(a) increasing  the restoring  force  of the accelerator  control ; or 
(b) vibrating  the accelerator  control.   
 
3.5.2.1. 4. The cascaded  acoustic  warning  and cascaded  haptic  warning  shall  be provided,  
when  any of the following  conditions  are met, for constant  vehicle  speed s: 
(a) Speedometer  speed  ≥ 130%  perceived  speed  limit , for 3.0 seconds  and longer ;  
(b) Speed ometer  speed  ≥ 120%  perceived  speed  limit , for 4.0 seconds  and longer ; 
(c) Speedometer  speed  ≥ 110%  perceived  speed  limit , for 5.0 seconds  and longer ;  
(d) Speedometer  speed  > 100%  perceived  speed  limit,  for 6.0 seconds  and longer . EN 11  EN  
The system  may be designed  in such a way that it employs  a linearly  interpolated  
time between  the respective  speed  and time values  for points  (a) and (d). 
3.5.2.1.4.1.  When  the vehicle  is accelerating,  the manufacturer  shall  select  the appropriate  
time for the conditions  referred  to in point  3.5.2.1.4. , points  (b), (c) or (d), or 3.0 
seconds  as well as any duration  between  these  two values.  
3.5.2.1.4.2.  When  the vehicle  is decelerating  and none  of the conditions  laid down  in point  
3.5.3.  are met, the manufacturer  shall  select  the appropriate  time for the 
conditions  referred  to in  point  3.5.2.1.4. , points  (a), (b) or (c), or 6.0 seconds  as 
well as any duration  between  those two values.  
3.5.2.1.5 . The cascaded  acoustic  warning  shall  be provided  until the speedometer  speed  is 
less than or equal  to the perceived  speed  limit  or for at least 3.0 seconds  after 
initial  activation  of the cascaded  acoustic  warning.  However,  in no case shall  the 
acoustic  warning  last more  than 5.0 seconds,  also in case of successive  speed  
limit  changes,  in order  to minimise  driver  annoyance.  
3.5.2.1.6.  The cascaded  haptic  warning  shall  be provided  until the speedometer  speed  is less 
than or equal  to the perceived  speed  limit  or for at least 10 seconds  after initial  
activation  of the cascaded  haptic  warning.  However,  in no case shall  the haptic  
warning  last more  than 15 seconds,  also in case of successive  speed  limit  
changes,  in order  to minimise  driver  annoyance.  
3.5.2.1.7.  The cascaded  acoustic  or cascaded  haptic  warning  shall  be terminated  
immediately  upon  its acknowledgement  by deliberate  driver  action  (e.g. button  
press)  if the manufacturer  chooses  to implement  such functionality . 
3.5.2.1.8.  When the vehicle  is decelerating  and one or more  of the following  events  occur,  
the cascaded  acoustic  or cascaded  haptic  warning  shall  either  not be provided  or 
shall  be terminated  immediately:  
(a) full release  of the accelerator  control,  except  in the case when  the driving  
speed  of the vehicle  is actively  controlled  by a vehicle  system;  
(b) disengagement  of vehicle  system  controlling  the driving  speed;  
(c) activation  of the service  braking  system;  or 
(d) activation  of an endurance  braking  system.  
3.5.2.2.  Haptic warning  alone  
3.5.2.2.1.  The haptic  warning  shall  be noticeable  by the driver  and be provided  directly  or 
indirectly  through  the accelerator  control  when  the driver  maintains  an 
applicati on force  as well as a driving  speed  that exceeds  the perceived  speed  
limit.  This shall  be achieved  by increasing  the restoring  force  of the accelerator  
control.  
3.5.2.2.2. The haptic  warning  alone  shall  be provided  within  1.5 seconds  from  when  the 
speedometer  speed  exceeds  the perceived  speed  limit  and until the speedometer  
speed  is less than or equal  to the perceived  speed  limit  or for at least 15 seconds  
after its initial  activation.  However,  in no case shall  the haptic  warning  last more  
than 20 seconds,  also in case of successive  speed  limit  changes,  in order  to 
minimise  driver  annoy ance.   EN 12  EN 3.5.2.2.3. The haptic  warning  alone  shall  be terminated  immediately  upon  its 
acknowledgement  by driver  deliberate  action  (e.g. button  press)  if the 
manufacturer  chooses  to implement  such functionality . 
3.5.3.  After a warning  has been  terminated , the SLWF  shall  be prepared  to provide  a 
new warning  in accordance  with point  3.5.1.  after one or more  of the following  
conditions  applied:   
(a) the speedometer  speed  dropped  below  the perceived  speed  limit;  
(b) (re)application  of the accelerator  control;  
(c) (re)engagement  of vehicle  system  controlling  driving  speed;  or 
(d) the perceived  speed  limit  has changed  to a lower  value.  
3.5.4.  It is not permitted  that a haptic  warning  system  is combined  with an acoustic  
warning  function,  even  if provided  on a voluntary  basis,  unless  all requirements  
for cascaded  acoustic  warning  are also met.   
3.5.5. The vehicle  may be equipped  with a means to suspend  the SLWF  to allow  for the 
presentation  of more  critical  warnings  (e.g. forward  collision  warning , lane-
keep ing assistance) . The manufacturer  shall  demonstrate  that all applicable  
warnings  are presented  to the driver  appropriately . 
3.5.6. The SLWF  of vehicles  of categories  M2, M3, N2 and N3 that are equipped  with a 
speed  limitation  device  and tachograph , in accordance  with Regulation (EU) No 
165/20144, shall  be suspended  from  9 km/h  below  the applicable  speed  limitation  
setting,  and faster  vehicle  driving  speeds,  when  the relevant  perceived  speed  limit  
is not provided  by means  of an explicit  speed  limit  sign, or electronic  map data 
based  on the presence  of an expli cit speed  limit  sign, that is appropriate  for the 
vehicle  category  in question . The SLWF  shall  operate  normally  within  that range  
in case of the presence  of an explicit  speed  limit  sign that is appropriate  for the 
vehicle  category  in question.  The SLWF  shall  also operate  normally  within  that 
range  when  the expected  system  feedback  in the catalogue  of road signs  in Annex  
II is to revert  back  to the previously  applicable  implicit  speed  limit  and when  this 
is lower  than the previous  one. The SLWF  shall  operate  normally  at speeds  of 10 
km/h  below  the applicable  speed  limitation  setting,  and slower  vehicle  driving  
speeds.  
3.5.5. The SLWF  warning  function  shall  be demonstrated  in accordance  with the 
relevant  test procedure  specified  in point  4.4. 
3.6. SCF technical  requirements  
3.6.1. In the absence  of conditions  leading  to the manual  or automatic  deactivation  of 
the ISA system  as referred  to in points  3.2.1. and 3.2.2., the SCF shall  attempt  to 
limit  the speedometer  speed to the perceived  speed  limit.  
3.6.1.1 . The SCF shall  attempt  to limit  the speedometer  speed  to a stabilised  speed  by 
reducing  the vehicle’s  propulsion  power  and driveline  torque . The SCF shall  not 
                                                 
4 Regulation (EU) No 165/2014 of the European Parliament an d of the Council of 4 February 2014 on 
tachographs in road transport, repealing Council Regulation (EEC) No 3821/85 on recording equipment 
in road transport and amending Regulation (EC) No 561/2006 of the European Parliament and of the 
Council on the harmo nisation of certain social legislation relating to road transport (OJ L 60, 28.2.2014, 
p. 1) EN 13  EN actuate  the vehicle’s  service  braking  system  except  for vehicles  of categories  M1 
and N1, where  the vehicle ’s service  braking  system  may be actuated . An 
endurance  brake  (e.g. retarder)  may be incorporated  only if it operates  after the 
SCF has restricted  the propulsion  power  to a minimum.  The deceleration  rate of 
the vehicle  shall  be ≤ 3.0 m.s-2. 
3.6.1.2 . The SCF intervention  shall  start within  1.5 seconds  from  when  the speedometer  
speed  exceeds  the perceived  speed  limit.  
3.6.1.3 . When  stable  speed  control  has been  achieved,  the speedometer  speed  shall  not 
vary by more  than 4% or 2 km/h,  whichever  is greater,  in relation  to the stabilised  
speed,  and the rate of change  of speedometer  speed  shall  be ≤ 0.2 m.s-2 when  
measured  on a period  of at least 0.1 seconds.  The stabilised  speed  shall  fall within  
the following  range:  (perceived  speed  limit  – 5 km/h)  ≤ stabilised  speed  ≤ 
perceived  speed  limit . 
 
The manufacturer  shall  endeavour  to stay as close  to the perceived  speed  limit  as 
possible , in order  to minimise  driver  annoyance . 
3.6.1.4. It shall  be possible  for the driver  to override  the SCF intervention  by performing  
a positive action , for example  by pressing  the accelerator  control  harder  or 
deeper.  However,  it shall  not be permitted  that this can be achieved  only through  
accelerator  control  kick-down  (i.e. full depression  of accelerator  control).  When  
the driver  has overridden  the SCF, it shall  be temporarily  suspended  and shall  be 
re-initiated  after any of the following  events : 
(a) the speedometer  speed  becomes  equal  to or lower  than the perceived  speed  
limit ; 
(b) full release  of the accelerator  control  for more  than 3.0 seconds;   
(c) activation  of an endurance  braking  system;  or 
(d) the perceived  speed  limit  has changed  to a lower  value.  
 
In case of re-initiation  of the SCF following  events  referred  to in first paragraph,  
points  (b) and (c), the vehicle  shall  not slow  down  abruptly,  but it shall  be at a 
rate similar  to the deceleration  rate of the vehicle  just before  the re-initiation.   
3.6.1.5.  It is permitted  that the driver  can select  a positive  action  setting  that is more  
restrictive  (e.g. kick-down  necessary  to override)  on a voluntary  basis.  
3.6.1.6.  It is permitted  that the driver  can engage  a manual  speed  limitation  function,  
provided  that it does not automatically  switch  off the ISA system  at the same  
time.  
3.6.1.7.  The SCF shall  permit  a normal  use of the accelerator  control  for gear selection.  
3.6.2. At times  when  the driving  speed  of the vehicle  is actively  controlled  by a vehicle  
system  where  the driver  is not expected  to be touching  the accelerator  control  
(e.g. cruise  control) , and in the absence  of conditions  leading  to the deactivation  
of the ISA system  in accordance  with points  3.2.1. and 3.2.2.,   the requirements  
of point  3.6.1. shall  continue  to apply  unless  a SLWF  is activated  instead . 
3.6.3. The SCF of vehicles  of categories  M2, M3, N2 and N3 that are equipped  with a 
speed  limitation  device  and tachograph  shall  be suspended  from  9 km/h  below  the 
applicable  speed  limitation  setting,  and faster  vehicle  driving  speeds,  when  the EN 14  EN relevant  perceived  speed  limit  is not provided  by means  of an explicit  speed  limit  
sign, or electronic  map data based  on the presence  of an explicit  speed  limit  sign, 
that is appropriate  for the vehicle  category  in question .  The SCF shall  operate  
normally  within  that range  in case of the presence  of an explicit  speed  limit  sign 
that is appropriate  for the vehicle  category  in question.  The SCF shall  also 
operate  normally  within  that range  when  the expected  system  feedback  in the 
catalogue  of road signs  in Annex  II is to revert  back  to the previously  applicable  
implicit  speed  limit  and when  this is lower  than the previous  one. The SCF shall  
operate  normally  at speeds  of 10 km/h  below  the applicable  speed  limitation  
setting,  and slower  vehicle  driving  speeds.  
3.6.4. The SCF intervention  shall  be demonstrated  in accordance  with the releva nt tests 
specified  in point  4.5. 
3.6.5. An ISA system  comp rising  of SLIF  and SLWF  may additionally  have  SCF-like 
characteristics,  as long as the override  and positive  action  requirements  laid down  
in point  3.6.1.4.  are observed.  
4. Test procedures.  
4.1. SLIF  test procedure : Perceived  speed  limit  determination  through  observation  of 
explicit  speed  limit  signs  test. 
4.1.1. Subject  vehicle  conditions : 
4.1.1.1 . Test mass : 
The vehicle  mass  shall  be the mass  in running  order . 
4.1.1.2 . Tyres :  
The tyres  shall  be bedded  in and the tyre pressure s shall  be adjusted  in 
accordan ce with the vehicle  manufacturer’s  specifications . 
4.1.1.3 . Pre-test conditioning : 
If requested  by the manufacturer  the subject  vehicle  may be driven  a maximum  of 
100 km on a mixture  of urban  and rural  roads  with other  traffic  and roadside  
furniture  to calibrate  the sensor  system , and the country or region of operation 
can be set (manually or automatically) to that of test . 
4.1.2. Road  signs : 
The objective  of these  tests is that for instance  temporary  signs  placed  on the side 
of a road at roadworks  are duly recognised  by the ISA system.  This may be 
achieved  by the use of an observation  sensor,  but also on the basis  of real-time 
information  shared  by other  vehicles.  
 
The road signs  used for the tests shall  be explicit  speed  limit  signs  where  the 
associated  applicable  speed  limit  for the category  of vehicle  to be approved  
matches  the numerical  value  shown on the sign.  These  signs  shall  meet  all 
conditions  specified  in point  3.4.2.2.2.  The signs  shall  be positioned  in a way to 
avoid  multiple  signs  being  in the system's  field of view  simultaneously.  
 
A minimum  of five different  explicit  speed  limit  signs , including  non-electronic  
road signs  and those  displayed  on a variable  message  sign, as used in the Member  EN 15  EN State  where  testing  takes  place , shall  be selected  by the technical  service  for 
testing.  The signs  used for the tests shall  be recorded  in the test report . To test the 
perceived  speed  limit  determination  through  direct  or indirect  visible  observation,  
the position  of the signs  used for testing  shall  not be included  in the electronic  
map data of the vehicle . 
 
The manufacturer  shall  demonstrate,  through  the use of documentation,  
compliance  with all other  explicit  speed  limit  signs  as included  in the catalogue  of 
road signs  in Annex  II, for the category  of vehicle  to be approved , where  the 
associated  applicable  speed  limit  for the category  of vehicle  to be approved  
matches  the numerical  value  shown  on the sign.  Any such documentation  shall  be 
appended  to the test report  dossier .  
4.1.3. Testing  conditions : 
The tests shall  be carried  out  as follows : 
(a) on a flat surface  which  is free from  uneven  patches,  standing  water,  snow  and 
ice, and provides  the driver  an unobstructed  view  of the road sign for a 
continuous  period  of at least 1.0 seconds ; 
(b) in all illumination  conditions  without  direct  blinding  sunlight  and with passing  
beam  head  lamps  switched  on if appropriate;  and 
(c) in the absence  of weather  conditions  affecting  the visibility  of signs . 
 
At the manufacturer ’s discretion  and with the agreement  of the technical  service  
the tests may be performed  under  conditions  deviating  from  the conditions  
referred  to in the first paragraph . 
4.1.3.1.  With  agreement  between  the manufacturer  and the technical  service , the tests can 
be performed  in either  of the followi ng locations : 
(a) on a public  road;  or 
(b) on a test track,  provided  the SLIF  does not require  electronic  map data to 
function  correctly,  unless  it is included  in the electronic  map data. 
 
In both cases  the environment  may be such that other  vehicles  are being  driven  on 
the same  test route  as the subject  vehicle,  for instance  to facilitate  the availability  
of real-time data that can be used by other  vehicles  without  a camera -based  
observation  system.  The relevant  necessary  conditions  shall  be specified  in detail  
by the manufacturer  and agreed  by the technical  service  and type-approval  
authority  prior  to the tests taking  place.  This agreement  shall  be based  on a 
positive  assessment  of the reasonability,  practicability  and authenticity  of real-
world  application.  
 
In both cases  the different  signs  shall  be selected  and placed  by the technical  
service.  All signs  used for the tests on public  roads  shall  differ  from  the ones that 
are normally  present,  or be temporarily  modified  ones,  in order  to assess  the 
observational  capacity,  or equivalent,  of the system.  This test obligation  is not 
waived  in case of dispute  with local  authorities  and the test shall  then be carried  
out elsewhere.  
4.1.4. Test procedure : 
The subject  vehicle  shall  be driven  in a smooth  manner  so that its attitude  is 
stable  past the road sign selected  for testing  in the following  conditions : EN 16  EN (a) a speedometer  speed  > speed  indicated  on explicit  sign;  and 
(b) in the centre  of the test lane. 
 
By agreement  between  the manufacturer  and the technical  service  the test track -
based procedure  described  above  can be replaced  with a laboratory -based  
procedure  that has been  shown  to be equivalent.  
4.1.4.1 . The technical  requirements  are fulfilled  if the SLIF  displays  the perceived  speed  
limit  value  that is equal  to the speed  limit  shown  on all road signs  tested  within  
2.0 seconds  before  or after the vehicle’s  reference  point  passes  the relevant  signs.  
For vehicle  speeds  slower  than 20 km/h  this shall  be within  10 m forward  or 
rearward  of the vehicle’s  reference  point.  
4.2. SLIF:  Perce ived speed  limit  determination  through  observation  of road signs  and 
signals  test procedure . 
4.2.1. The subject  vehicle  conditions  are those  as specified  in point s 4.1.1. to 4.1.1.3.  
4.2.2. Road  signs : 
The road signs  used for the tests shall  be implicit  speed  limit  signs.  These  signs  
shall  meet  the conditions  specified  in point  3.4.2.2.2.  The signs  shall  be 
positioned  in a way to avoid  multiple  signs  being  in the system's  field of vision  
simultaneously.  
 
A minimum  of five different  implicit  speed  limit  signs , including  non-electronic  
road signs  and those  displayed  on a variable  message  sign, as used in the Member  
State  where  testing  takes  place , shall  be selected  by the technical  service  for 
testing.  The signs  used for the tests shall  be recorded  in the test report . 
 
The manufacturer  shall  demonstrate,  through  the use of documentation,  
compliance  with all other  applicable  road signs  as included  in the catalogue  of 
road signs  in Annex  II, for the category  of vehicle  to be approved.  Any such 
documentation  shall  be attached  to the test report  dossier.  
4.2.3. Testing  conditions : 
The testing  conditions  set out in point  4.1.3. shall  apply.  
4.2.3.1.  With  agreement  between  the manufacturer  and the technical  service , the tests can 
be performed  in either  of the following  locations : 
(a) on a public  road;  or 
(b) on a test track  resembling  a realistic  road environment  to allow  the SLIF  to 
determine  the road type,  provided  the SLIF  does not require  electronic  map data 
to function  correctly,  unless  it is included  in the data. 
 
In both cases  the environment  may be such that other  vehicles  are being  driven  on 
the same  test route  as the subject  vehicle,  for instance  to facilitate  the availability  
of real-time data that can be used by other  vehicles  without  a camera -based  
observation  system.  The relevant  necessary  conditions  shall  be specified  in detail  
by the manufacturer  and agreed  by the technical  service  and type-approval 
authority  prior  to the tests taking  place.  This agreement  shall  be based  on a 
positive  assessment  of the reasonability,  practicability  and authenticity  of real-
world  application.  EN 17  EN  
In both cases  the different  signs  may be selected  and placed  by the technical  
service  or may be existing  signs,  also when  at the same  time part of the real-
world  driving  reliability  test in point  4.3., in agreement  with the manufacturer.  
4.2.4. Test procedure : 
Drive  the subject  vehicle  in a smooth  manner  so that its attitude  is stable  past the 
road sign selected  for testing  in the following  conditions : 
(a) a speedometer  speed:  
 (i) ≤ 20% lower  than the sign indic ates for tests on a public  road;  and 
 (ii) ≥ 10% greater  than the sign indicates  for tests on test track ;  
(b) in the centre  of the test lane. 
 
By agreement  between  the manufacturer  and the technical  service  the test track  or 
road-based  procedure  described  above  can be replaced  with a laboratory -based  
procedure  that has been  shown  to be equivalent.  
4.2.4.1 . The technical  requirements  are fulfilled  if the SLIF  determines  the perceived  
speed  limit  value  that is equal  to the expected  system  feedback  indicated  in the 
catalogue  of road signs,  or the applicable  speed  limit  associated  with all signs  
tested  as included  in the catalogue  of road signs  in Annex  II, for the category  of 
vehicle  to be approved,  and if the SLIF  displays  the perceived  speed  limit  when  
the speedometer  speed  exceeds  the perceived  speed  limit  associated  with those  
signs,  within  2.0 seconds  before  or after when  the vehicle’s  reference  point  passes  
the relevant  signs . For vehicle  speeds  below  20 km/h  this shall  be within  10 m 
forward  or rearward  of the vehicle’s  reference  point.  Appropriate  results  from  the 
real-world  driving  reliability  test can also be used to demonstrate  fulfilment  of the 
requirements.  
4.3. SLIF:  Speed  limit  determination  real-world  driving  reliability  test. 
4.3.1. The test drive  shall  comply  with the conditions  set out in points  4.3.1.1.  to 
4.3.1.5.  The technical  service  may agree  to accept  in house  test data for certain  
portions  of the type-approval  test.  
4.3.1.1.  The test drive  shall  be appropriate  to measure  the system’s  performance  at 
correctly  determi ning the applicable  speed  limit  using  the performance  criteria  
specified  in point  3.4.2.4.2.  
4.3.1.2.  The test drive shall  involve  driving  on public  roads  and streets  within  the territory  
of the European  Union,  as agreed  between  the manufacturer , the technical  service  
and the type-approval  authority.  
4.3.1.3.  The test drive  shall  involve  driving  on urban  roads  and streets , non-urban  roads,  
and motorways/express ways/dual  carriageways,  where  each of the three  road 
types  shall  represent  at least 25% of the total distance  of the route.  The route  shall  
be one consecutive  route  with the same  start and end point,  where  any repeated  
parts  of the route  in the same  direction  shall not count towards  the test distance.  
4.3.1.4.  The test drive  shall  involve  driving  in daylight  and darkness  conditions,  where  
darkness  shall represent  at least 15% of the total distance.  EN 18  EN 4.3.1.5.  The test drive  shall  consist  of a test distance  of 400 km. In agreement  between  the 
technical  service  and the manufacturer,  the test may be terminated  earlier  if the 
test distance  exceeds  300 km and the performance  ‘TP_D’ varied  between  ± 5.0% 
within  the final 50 km of the route  when  calculated  on a continuous  basis.  
4.3.2. Performance  metric  calculation : 
The performance  metric  shall  be calculated  as: 
TP_D  = (d_correct/d_total)  * 100%  
where:  
 
d_total  – total distance  driven  for test drive  where  the applicable  speed  limit  was 
indicated  by a road sign or signal  as specified  in point  3.4.2.4.1.  or where  the 
national  speed  limit  applied;  
 
d_correct  – distance  driven  for test drive  where  the applicable  speed  limit  was 
indicated  by a road sign or signal  as specified  in point  3.4.2.4.1.,  and during  
which  any of the following  conditions  (a), (b) or (c) were  fulfilled:  
(a) the perceived  speed  limit  matched  the expected  system  feedback  indicated  in 
the catalo gue of road signs  in Annex  II; 
(b) the perceived  speed  limit  matched  the applicable  speed  limit ; or 
(c) where  special  variable  condition s in accordance  with point  3.4.2.3.2.  applied,  
the perceived  speed  limit  matched  the expected  system  feedback  or the assumed  
most  common  condition ; or where  the national  speed  limit  applied,  and during  
which  either  (d) or (e) were  fulfilled:  
(d) the perceived  speed  limit  matched  the applicable  national  speed  limit;  or 
(e) where  special  variable  conditions  in accordance  with point  3.4.2.3.2.  applied,  
the perceived  speed  limit  matched  the national  speed  limit  for the assumed  most  
common  condition.  
 
For the real-world  driving  assessment,  it shall  be checked  that the SLIF  adopts  
the relevant  perceived  speed  limits  at a reasonable  distance  before or after the 
point  where  such relevant  applicable  or national  speed  limit  applies . 
4.4 SLWF:  Speed  limit  warning  function  test procedure . 
4.4.1 The subject  vehicle  conditions  are those  as referred  to in point s 4.1.1. to 4.1.1.3.  
4.4.2 The technical  service  shall  select  road signs  for the test as referred  to in point  
4.1.2. 
4.4.3 The testing  conditions  are those  as specified  in point  4.1.3. 
4.4.4 Test procedure s for ISA system  options , as referred  to in point  3.5.2. (a), (b) and 
(c) 
4.4.4.1. For ISA systems  with visual  warning  and a cascaded  acoustic  warning  indication  
as referred to in point  3.5.2.(a)  or with visual  warning  and a cascaded  haptic  
warning  indication  as referred  to in point  3.5.2. (b), the following  tests shall  be 
performed : 
 EN 19  EN Test 1 (warnings  test): 
 
The technical  service  shall select  a test speed  limit.  The initial  speed  limit  shall  be 
at least 38% higher  than the test speed  limit.  The perceived  speed  limit  shall  be 
set at the initial  speed  limit.  
 
The subject  vehicle  shall  be driven  at a distance  from  the road edge  such that the 
position of the sign meets  applicable  standards  in the Member  State  concerned   
and with an activated  SLWF  using  the accelerator  control  in a smooth  manner  so 
that its attitude  is stable  past a road sign indicating  the test speed  limit  as follows : 
(i) 1% ≤ speedometer  speed  ≤ 8% higher  than the test speed  limit;   
(ii) 11% ≤ speedometer  speed  ≤ 18% higher  than the test speed  limit ;  
(iii) 21% ≤ speedometer  speed  ≤ 28% higher  than the test speed  limit ; and 
(iv) 31% ≤ speedometer  speed  ≤ 38% higher  than the test speed  limit . 
 
The subject  vehicle  shall  continue  at a constant  speed  until the cascaded  acoust ic 
or cascaded  haptic  warn ing is observed  and after which:  
- the subject  vehicle  shall  continue  at the constant  speed  for at least a further  5.0 
seconds  and then slow  down  within  3.0 seconds  to a speedometer  speed  ≤ test 
speed  limit  before  15 seconds  have  passed,  for the visual  warning  and cascaded  
acoustic  warning  check;  or 
- the subject  vehicle  shall  continue  at the constant  speed  for at least a further  15 
seconds  and then slow  down  within  3.0 seconds  to a speedometer  speed  ≤ test 
speed  limit  before  22 seconds  have  passed,  for the visual  warning  and cascaded  
haptic  warning  check . 
 
The subject  vehicle  shall  repeat  the test at the constant  speed  until the visual  
warning  ends or for a maximum  of 60 seconds.  The relevant  times  shall  be 
recorded  in the test report.      
 
Test  2 (deactivation  (no warnings)  test): 
 
The ISA system  shall  be deactivated  and Test 1 shall  be repeated  at a 
speedometer  speed  selected  by the technical  service.  The perceived  speed  limit  
shall  be set, or attempted  to be set, at the test speed  limit . 
 
Test 3 (SLWF  with driver  aid control  test): 
 
In the case that the vehicle  type may be equipped  with a driver  aid where  the 
driver  is not expected  to be touching  the accelerator  control  (e.g. cruise  control),  a 
test shall  be performed  with an activated  SLWF  and the driver  aid controlling  the 
speed  of the vehicle  for least one speedometer  speed  selected  by the technical  
service . 
 
4.4.4.2.  For ISA systems  with haptic  warning  alone  as referred  to in point  3.5.2. (c), the 
following  tests shall  be performed :  
 
Test 1 (warnings  test):  
 EN 20  EN The technical  service  shall  select  a test speed  limit.  The initia l speed  limit  shall  be 
at least 38% higher  than the test speed  limit.  The perceived  speed  limit  shall  be 
set at the initial  speed  limit.  
 
The subject  vehicle  shall  be driven  at a distance  from  the road edge  such that the 
position  of the sign meets  applicable  standards  in the Member  State  concerned  
and with an activated  SLWF  using  the accelerator  control  in a smooth  manner  so 
that its attitude  is stable  past a road sign indicating  the test speed  limit  at a 
speedometer  speed  at least 1% higher  than the test speed  limit  as follows:  
 
The subject  vehicle  shall  continue  at a constant  speed  until the haptic  warning  is 
observed  and after which:  
- the subject  vehicle  shall  continue  at the constant  speed  for a further  11 seconds  
and then slow  down  within  4 seconds  to a speedometer  speed  ≤ test speed  limit  
before  15 seconds  have  passed,  for the haptic  warning  only check.   
 
The subject  vehicle  shall  repeat  the test at the constant  speed  until the haptic  
warning  ends or for a maximum  of 60 seconds.  The relevant  times  shall  be 
recorded  in the test report.  
 
Test 2 (deactivation  (no warnings)  test):  
 
The ISA system  shall  be deactivated  and Test 1 shall  be repeated  at a 
speedometer  speed  selected  by the technical  service . The perceived  speed  limit  
shall  be set, or attempted  to be set, at the test speed  limit . 
 
Test 3 (SLWF  with driver  aid control  test):  
 
In the case that the vehicle  type may be equipped  with a driver  aid where  the 
driver  is not expected  to be touching  the accelerator  control  (e.g. cruise  control),  
the Test 1 procedure  referred  to in point  4.4.4.1.  shall  be performed  with an 
activated  SLWF  and the driver  aid controlling  the test speed s of the vehicle.  
 
4.4.4.3.  For all tests under  ISA system  options  referred  to in point  3.5.2. (a), (b) and (c), 
by agreement  between  the manufacturer  and the technical  service,  the test track -
based  procedures  under  point s 4.4.4.1.  and 4.4.4.2.  can be replaced  with 
laboratory -based  procedures  that have  been  shown  to be equivalent.  
4.4.4.4. The techni cal requirements  for the ISA system are fulfilled  if the following  
conditions  are met: 
4.4.4.4.1. For ISA systems  referred  to in point s 3.5.2.(a),  (b) and 4.4.4.1.  (visual  warning  
and cascaded  acoustic  or cascaded  haptic  warning ): 
 
Test 1: Warnings  test assessment  
 
A visual  warning  compliant  with the requirements  set out in point  3.5.2.1 .1. is 
provided  within  1.5 seconds  plus the time or distance  allowed  for the perceived  
speed  limit  determination  after passing  the sign and a cascaded  acoustic  or 
cascaded  haptic  warning  compliant  with the technical  requirements  set out in EN 21  EN points   3.5.2.1.2.  to 3.5.2.1.8 . is present  and noticeable  as follows:  
 
(i) for 1% ≤ speedometer  speed  ≤ 8% higher  than the test speed  limit : from  not 
more  than 6.0 seconds  after passing  the sign; 
(ii) for 11% ≤ speedometer  speed  ≤ 18% higher  than the test speed  limit : from  not 
more  than 5.0 seconds  after passing  the sign; 
(iii) For 21% ≤ speedometer  speed  ≤ 28% higher  than the test speed  limit : from  
not more  than 4.0 seconds  after passing  the sign; and 
(iv) For 31% ≤ speedometer  speed  ≤ 38% higher  than the test speed  limit:  from  
not more  than 3.0 seconds  after passing  the sign;  
plus the time or distance  allowed  for the perceived  speed  limit  determination  after 
passing the relevant  signs.  
 
Test 2: Deactivation  (no warnings)  test assessment ):  
 
No warnings  (visual,  haptic  or acoustic)  are presented.  
 
Test 3: SLWF  with driver  aid control  test assessment : 
 
Visual  and acoustic  warnings  are presented  as for Test 1 or the system  disengages  
or attempts  to reduce  the driving  speed  to the perceived  speed  limit  automatically . 
 
4.4.4.4.2.  For ISA systems  referred  to in point s 3.5.2.(c)  and 4.4.4.2.  (haptic  warning  
alone ): 
 
Test 1: Warnings  test assessment:  
 
A haptic  warning  compliant  with the requirements  set out in point  3.5.2.2.  is 
provided  within  1.5 seconds  plus the time or distance  allowed  for the perceived  
speed  limit  determination  after passing the relevant  sign. 
 
Test 2: Deactivation  (no warnings)  test assessment:  
 
No visual,  haptic  or acoustic  warnings  are presented.  
 
Test 3: SLWF  with driver  aid control  test assessment:  
 
Visual  and acoustic  warnings  are presented  as for ISA system  option  referred  to 
in point  3.5.2.(a)  Test 1 warnings  test assessment  in point  4.4.4.4.1. , or the system  
disengages  or attempts  to reduce  the driving  speed  to the perceived  speed  limit  
automatically . 
4.5. SCF  tests 
4.5.1. Subject  vehicle  conditions  
4.5.1.1  The subject  vehicle  conditions  are those  as specified  in point s 4.1.1. to 4.1.1.3.  EN 22  EN 4.5.1.2  The gearbox  type,  tyre size and gear selection  for the tests shall  be based  on a 
worst -case selectio n for the type to be approved,  in agreement  with the technical  
service.  
4.5.1.3  The settings  of the drivetrain  of the test vehicle  shall  conform  to the 
specifications  of the manufacturer . 
4.5.2 The tests shall  be performed  on a test track  or on a chassis  dynamometer.  
4.5.2.1  Test track  condi tions.  
4.5.2.1.1  The test track  surface  shall  be suitable  to enable  a stabilised  speed  to be 
main tained  and shall  be free from  uneven  patches,  standing  water,  snow  and ice. 
Gradients  shall  be ≤ 2% and shall  not vary by more  than ± 1% excluding  camber  
effects.  
4.5.2.1.2  The mean  wind  speed  measured  at a height  at least 1 m above  the ground  shall  be 
less than 6 m/s with gusts  not exceeding  10 m/s. 
4.5.2.1.3  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 , provided  that they are worst -case.  
4.5.2.2  Chassis  dynamometer  specifications.  
4.5.2.2.1  The equivalent  inertia  of the vehicle  mass  shall  be reproduced  on the chassis  
dynamometer  with an accuracy  of ± 10%. The time shall  be measured  with an 
accuracy  of ≤ 0.1 seconds.  
4.4.2.2.2  The power  absorbed  by the dynamometer  brake  during  the test shall  be set to 
correspond  with the vehicle’s  resistance  to progress  at the tested  speeds.  This 
power  may be established  by calculation  and shall  be set to an accuracy  of ± 
10%.  
4.5.3 SCF test procedures . 
4.5.3.1  SCF acceleration  test procedure . 
4.5.3.1.1 . The test procedure  specified  in point  4.5.3.1.2 . shall  be repeated  for the following  
speed  limits:  
(a) urban speed  limit:  Initial  speedometer  speed  ≤ 20 km/h;  test speed  limit  = 50 
km/h ; 
(b) inter urban  speed  limit:  Initial  speedometer  speed  ≤ 50 km/h;  test speed  limit  
= 80 km/h ;  
(c) motorway  speed  limit:  Initial  speedometer  speed  ≤ 100 km/h;  test speed  limit  
= 130 km/h . 
 
Only  those  tests where  the test speed  limit  is lower  than the vehicle’s  maximum  
design  speed  have  to be performed.  
4.5.3.1.2 . The subject  vehicle  shall  be driven  with an activated  SCF within  the initial  
speedometer  speed  range.  The perceived  speed  limit  shall  be set to the test speed  EN 23  EN limit.  The vehicle  shall  then be accelerated,  without  applying  a posit ive override  
action,  until an SCF intervention  is initiated.  While  the intervention  remains  
active,  the vehicle  shall  be driven  long enough  to allow  an assessment  of the 
stabilised  speed.  
 
During  the test, the speedometer  speed  shall  be continuously  recorded.  The 
stabilised  speed  shall  be calculated  by averaging  the speedometer  speed  over a 
time interval  of 20 seconds  beginning  10 seconds  after the speedometer  speed  
first reached  the perceived  speed  limit  minus  10 km/h.  
4.5.3.1.3 . The technical  requirements  are fulfilled  if the stabilised  speeds  lie within  the 
following  boundaries:  
(a) urban speed  limit:  45 km/h  ≤ stabilised  speed  ≤ 50 km/h ; 
(b) inter urban  speed  limit:  75 km/h  ≤ stabilised  speed  ≤ 80 km/h ; and 
(c) motorway  speed  limit:  125 km/h  ≤ stabilised  speed  ≤ 130 km/h . 
4.5.3.2 . SCF response  test procedure  
4.5.3.2.1  The test procedure  specified  in point  4.5.3.2.2  shall  be performed  at the following  
urban  test speed  limit  of 50 km/h,  with an initial  speedometer  speed  between  70 
km/h  and 79 km/h  and an initial  speed  limit  of 80 km/h . 
4.5.3.2.2 . The subject  vehicle  shall  be driven  with an activated  SCF at a constant  speed  
within  the initial  speedometer  speed  range  and the perceived  speed  limit  shall  be 
set to the initial  speed  limit  so that no SCF intervention  is active.  The perceived  
speed  limit  shall  then be set to the test speed  limit  and the vehicle  shall  continue  
to be driven  at a constant  speed  within  the initial  speedometer  speed  range  long 
enough  to initiate  an SCF intervention.   
4.5.3.2.3 . The technical  requirements  are fulfilled  if an SCF intervention  is initiated  no later 
than 1.5 seconds  after the vehicle’s  perceived  speed  limit  was set to the test speed  
limit,  taking  into accou nt the time or distance  allowed  for the perceived  speed  
limit  determination  after passing  the relevant  road sign.  
4.5.3.3 . SCF deactivation  test procedure . 
4.5.3.3.1 . The test procedure  specified  in point  4.5.3.3.2 . shall  be performed  at the urban  
speed  limit  with an initial  speedometer  speed  ≤ 35 km/h  and a test speed  limit  of 
50 km/h.  
4.5.3.3.2 . The subject  vehicle  shall  be driven  with a deactivated  SCF within  the initial  
speedomet er speed  range.  The perceived  speed  limit  shall  be set, or attempted  to 
be set, to the test speed limit.  The vehicle  shall  then be accelerated,  without  
applying  a positive  override  action,  for well in excess  of 1.5 seconds  and 
subsequently  kept at a relatively  stable  speed  once  the test speed  limit  has been  
exceeded  by a significant  margin.  
4.5.3.3.3 . The technical  requirements  are fulfilled  if no SCF intervention  is initiated  and no 
visual,  acoustic  or haptic  speed  limit  warning  is issued.   
4.5.3.4 . SCF override  test procedure . EN 24  EN 4.5.3.4.1 . The test procedure  specified  in point  4.5.3.4.2 . shall  be performed  at the 
following  urban  test speed  limit  of 50 km/h,  with an initial  speedometer  speed  ≤ 
35 km/h  and the final speedometer  speed  ≥ 65 km/h.  
4.5.3.4.2 . The subject  vehicle  shall  be driven  with an activated  SCF within  the initial  
speedometer  speed  range.  The perceived  speed  limit  shall  be set to the test speed  
limit.  The vehicle  shall  then be accelerated,  without  applying  a positive  override  
action,  until an SCF intervention  is initiated.  While  the intervention  is active,  a 
positive  override  action  as specified  by the vehicle  manufacturer  shall  be applied  
to accelerate  the vehicle  to the final speedometer  speed  range.  The vehicle  shall  
then be decelerated  to a speedometer  speed  below  the test speed  limit  and 
accelerated  again,  without  applying  a positive  override  action,  until an SCF 
intervention  is initiated.  
4.5.3.4.3 . The technical  requirements  are fulfilled  if the following  conditions  are complied  
with: 
(a) the SCF intervention  is temporarily  suspended  when  the positive  override  
action  is applied,  so that the vehicle  can be accelerated  smoothly  and not abruptly  
to the final speedometer  speed ; and 
(b) an SCF intervention  is initiated  during  the subsequent  acceleration.  
4.6. The test procedures  of points  4.1., 4.2., 4.4. and 4.5 may be combined  to 
demonstrate  compliance  with the requirements  in a more  efficient  manner , with 
the agreement  of the technical  service.  
5. Driving  scenarios,  provisions  for limitations  and ISA system  performance.  
5.1. The observation  sensor  of the speed  limit  determination  system  that is used to 
assess  real-world  road signs  (e.g. camera)  shall  not be required  to observe  more  
than the forward  field of vision  of the driver  through  the motor  vehicle’s  front  
windscreen  (or a reasonable  alternative  field as agreed  between  the vehicle  
manufacturer,  technical  service  and type-approval  authority  when  the vehicle  is 
not fitted  with a front  windscreen),  as determined  using  ambinocular  vision,  the 
eyes being  at the driver’s  ocular  points  as defined  in UN Regulation  No 465. Any 
visibility  obstruction  due to structure  below  the observation  sensor  (e.g. bonnet)  
may be disregarded  if this is located  below  a plane  declining  forward  4° below  
the horizontal , starting  from  the ocular  points  of the driver . The vehicle  
manufacturer  may demonstrate  compliance  on the basis  of documentation.  
5.2. In order  to improve  the ISA system  performance,  the observation  field of view  
may shift as a function  of e.g. steering  input,  vehicle  trajectory,  use of direction  
indicators  and/or  anticipation  by predictive  systems.  
5.3. For the purpose  of calculating  the true positive  distance  ‘TP_D ’, the following  
applies  to parts  of the test route  where  the applicable  speed  limit  is determined  
from  passing  events  of road signs  as included  in the catalogue  of road signs  in 
Annex  II, for the category  of vehicle  to be approved . 
                                                 
5 Regulation No 46 of the United Nations Economic Commission for Europe (UNECE) – Uniform 
provisions concerning the approval of devices for indirect vision and of motor vehicles with regard to 
the installation of these devices . EN 25  EN 5.3.1. A sign passing  event  shall  not be taken  into account  when  the related  sign is 
partly  obstructed  (e.g. tree leaves,  parked  vehicles)  or clearly  not positioned  
perpendicularly  in relation  to both the ground level  and the road side or otherwise  
in an incorrect  orientation  (e.g. rotated) , unless  requested  by the manufacturer.  
5.3.2. Where  the related  sign is missing  or positioned  ambiguously  in terms  of location  
to an extent  that a normal  driver  travelling  on the relevant  road section  for the 
first time would  be uncertain  to wheth er or not it applies  to that driver,  as checked  
and agreed  by the technical  service  for each instance,  the sign passing  event  shall  
not be taken  into account , unless  requested  by the manufacturer . 
5.3.3. Where  a sign or multiple  signs  are conveying  ambiguous,  additional,  
complementary  or diverging  information  in terms  of applicability  to vehicle  
categories,  technically  permissible  maximum  laden  mass , vehicle  dimensions,  
time of day, weather  conditions,  adjacent  lanes  or direction  of travel,  as checked  
and agreed  by the technical  service  for each instance,  the sign passing  event  shall  
not be taken  into account , unless  requested  by the manufacturer . 
5.3.4. A particular  false  positive  detection  event  may be omitted  from  the calculations,  
subject  to the agreement  by the technical  service  for each individual  case,  where  a 
stationary  non-applicable  road sign was displayed  in a very realistic  or life-like 
manner.  
5.3.5. When,  within  12 months  before  the type-approval  test, a change  occurred  in a 
Member  State  as regards  the applicable  speed  limit  or traffic  rule linked  to an 
implicit  speed  limit  sign, or a new sign is introduced,  as included  in the catalogue  
of signs  in Annex  II at time of the type-approval  test of the vehicle  or STU,  the 
sign passing  event  shall  not be taken  into account , unless  requested  by the 
manufacturer.  
5.3.6. The distances,  where  any condition  referred  to in points  5.3.1.  to 5.3.5.  applies,  
shall  not be taken  into account  for the performance  metric  calculation  driven  
distances  d_total  and d_correct,  as specified  in point  4.3.2.   However,  although  
the above  sign passing  events  shall  not be taken  into account,  any correct  
perceived  speed  limit  determination  events  and associated  distance  driven  may be 
taken  into account  on the request  of the manufacturer,  on case-by-case basis,  
when  the system  outperforms  these  provision,  especially  in the case where 
manufacturers  employ  a combination  of an optical  observation  sensor  + GNSS  
based  location  determination  system  + digital  maps , being  the preferred  option  
with the greatest  reliability.  
5.4. The system  shall  retain  the perceived  speed  limit  or information  in accordance  
with point  3.4.1.3. , even  after re-activation  of the vehicle  master  control  switch,  
unless  the system  can normally  determine  the perceived  speed  limit  using  
relevant  system  inputs  (e.g. electronic  map data)  when  the motor  vehicle  enters  or 
starts  driving  on a public  road.  
5.5. System  logic  and strategies.  
5.5.1. The manufacturer  may design  the intelligent  speed  assistance  system  to 
incorporate  a logic  or strategy  anticipating  a change  of speed  limit,  taking  into 
account  other  vehicles’  movements,  merging  traffic  lanes,  crossing  of road 
markings,  traffic  lights,  intersections,  speed  bumps  and pedestrian  crossings.  EN 26  EN 5.5.2. In the case that the system  relies  on machine  learning,  or similar,  this shall  be 
duly taken  into account  when  assessing  the real-world  driving  reliability.  The 
technical  service  shall  in such case permit  a pre-conditioning  of the vehicle  in 
accordance  with the manufacturer’s  specifications  that may be in excess  of 100 
km as laid down  in point  4.1.1.3.,  as long as it is deemed  reasonable.  It shall  
however  be prohibited  that the preconditioning  takes  place  on any part of the test 
drive  route  as determined  and agreed  in accordance  with points  3.4.2.4.3.  and 
4.3.1. 
5.6.  For the purpose  of conformity  of production  and market  surveillance  testing,  the 
manufacturer,  technical  service  and national  authorities  shall  consider  the most  
recent  available  system  updates  at the time of testing,  when  made  available  in 
accordance  with point  3.4.2.4.5.2.  
5.6.1. When,  within  12 months  before  the test, an update  of the catalogue  of signs  in 
Annex  II reflected  a change  that occurred  in a Member  State  as regards  the 
applicable  speed  limit  linked  to a specific  implicit  speed  limit  sign that was 
included  in the catalogue  at time of the type-approval  of the vehicle  or STU,  the 
sign passing  event  shall  not be taken  into account  unless  requested  by the 
manufacturer.  
5.6.2. Any expansion  of the catalogue  of signs  in Annex  II in terms  of additional  
implicit  signs  that were  not included  at time of the type-approval  of the vehicle  or 
STU,  shall  not be taken  into account  for the purpose  of conformity  of production  
and market  surveillance  testing  unless when  requested  by the manufacturer.