EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, 17.5.2018  
COM(2018) 286 final  
2018/0145 (COD)  
 
Proposal for a  
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL  
on type -approval requirements for motor vehicles and their trailers, and systems, 
components and separate technical units intended for such vehicles, as regards their 
general safety and the protection of vehicle occupants and vulnerable road users, 
amendin g Regulation (EU) 2018/… and repealing Regulations (EC) No 78/2009, (EC) No 
79/2009 and (EC) No 661/2009  
(Text with EEA relevance)  
{SEC(2018)  270 final} - {SWD(2018)  190 final} - {SWD(2018)  191 final}    
EN 1  EN EXPLANATORY MEMORANDUM  
1. CONTEXT  OF THE  PROPOSAL  
• Reasons for and objectives of the proposal  
Technological change is touching all parts of society and the economy and transforming the 
lives of EU citizens. Transport is no exception to this trend. New technologies are radically 
changing the mobility landscape. Against this background, the EU and it s industries must 
meet the challenge to become a world leader in innovation, digitisation, and decarbonisation. 
The Commission has therefore adopted a comprehensive approach to ensure that the EU's 
mobility policies reflect these political priorities in th e form of three "Europe on the Move" 
mobility packages.  
Following the Low -Emission Mobility Strategy, the Commission adopted two mobility 
packages in May and November 20171. These packages set out a positive agenda delivering 
on the low -emission mobility strategy and ensuring a smooth transition towards clean, 
competitive and connected mobility for all. The European Commission calls on the European 
Parliament and the Council to ensure the rapid adoption of these proposals.  
This initiative is part of the Th ird "Europe on the Move" mobility package, which delivers on 
the new industrial policy strategy of September 2017, and is designed to complete the process 
of enabling Europe to reap the full benefits of the modernisation of mobility. It is essential 
that t omorrow's mobility system is safe, clean and efficient for all EU citizens. The aim is to 
make European mobility safer and more accessible, European industry more competitive, 
European jobs more secure, and to be cleaner and better adapted to the imperativ e of tackling 
climate change. This will require the full commitment of the EU, Member States and 
stakeholders, including in strengthening the requirements for safety features in road vehicles.  
Road safety is a pan -European issue that is addressed through a n integrated approach. Policies 
are traditionally structured around three pillars: road users (drivers, pedestrians and cyclists), 
vehicles and infrastructure.  
Over the past decades, road safety significantly improved. However, progress in the reduction 
of road fatalities rates has stalled in recent years. According to EU statistics, since 2013, there 
have been no significant decreases in the number of road fatality in the Union2. Whereas some 
Member States are still making considerable progress every year , some others are even 
recording increases in fatalities leading to stagnation in EU -wide road fatality rates.  
A revised framework better adapted to the changes in mobility resulting from societal trends 
(e.g. more cyclists and pedestrians, an aging socie ty) and technological developments is 
necessary. It is expected that without new initiatives on road safety in general, the safety -
effects of the current approach can no longer off -set the increasing traffic volumes. The 
complex situation calls for a dynam ic policy adjustment that addresses the major challenges in 
a consistent and effective way across the entire spectrum of road safety policies. In terms of 
vehicle safety, this implies mandating a broad range of advanced safety measures as standard 
equipmen t for the relevant vehicle categories and improved protection of vulnerable road 
users, such as pedestrians, cyclists and those of small stature and the elderly.  
                                                 
1 COM(2017) 283 final and COM(2017) 675 final  
2 https://ec.europa.eu/transport/road_safety/sites/roadsafety/files/pdf/observatory/historical_evol.pdf     
EN 2  EN The current proposal addresses the main problem of persistent high number of road accidents 
that in turn leads to a high number of fatalities and severe injuries and provides measures to 
increase safety at vehicle level so as to either avoid and lower the number of accidents or 
lower the severity of un -avoided accidents to limit the number of fata lities and severe injuries. 
This proposal has to be viewed in close relation with other initiatives, part of the Third 
Mobility Package such as, for example, the proposed amendments to the directive on road 
infrastructure safety management3. They also aim at contributing to the reduction of the 
number of fatalities and injuries on EU roads and, thus, share a common horizon and interlink 
with each other. Moreover, certain in -vehicle systems, such as the lane -keeping system and 
the intelligent speed assistanc e, rely on a well -maintained road infrastructure (road marking, 
signs and cameras). Therefore, the road infrastructure and vehicle safety proposals 
complement each other in certain areas and enable in -vehicle systems to realise their full 
safety potential.   
On the other hand, the overall vehicle and infrastructure safety framework needs to take into 
account developments in connected and automated driving, which are advancing at high 
speed. Therefore, there is also close link with the Commission's Strategy o n Cooperative 
Intelligent Transport Systems (C -ITS)4 and the proposal for an EU strategy for mobility of the 
future5. In order to become future -proof, vehicles not only have to be ready for the new 
technological developments in the infrastructure, but they  will also have to take the lead and 
pave the way towards allowing fully automated driving. For this reason, mandating advanced 
safety features for vehicles still today will help the drivers to gradually get accustomed to the 
new features and will enhance public trust and acceptance in the transition toward 
autonomous driving.  
The proposal is also fully in line with the Council conclusions based on the Valletta 
Declaration, in which transport ministers reconfirmed their commitment to improving road 
safety6 and notably called upon the Commission to enhance the protection of road users, and 
in particular vulnerable road users, by ensuring the deployment of new safety features for 
vehicles.  
• Consistency with existing policy provisions in the policy area  
Direct ive 2007/46/EC7 (to be replaced by a Regulation which will apply as of 1 September 
20208) sets out harmonised safety and environmental requirements that motor vehicles have to 
comply with before being placed on the internal market, thus facilitating the free movement of 
vehicles. It provides a framework under which a multitude of separate reg ulatory acts with 
specific technical requirements for the different types of vehicles are operating.  
                                                 
3 Directive 2004/54/EC of the Europe an Parliament and of the Council of 29 April 2004 on minimum 
safety requirements for tunnels in the Trans -European Road Network, OJ L 167, 30.4.2004, p. 39 –91 
4 Communication from the Commission “A European strategy on Cooperative Intelligent Transport 
Systems, a milestone towards cooperative, connected and automated mobility” (COM/2016/0766 final)  
5 Communication from the Commission "On the road to automated mobility: An EU strategy for mobility 
of the future" (COM/2018/283)  
6 http://ec.europa.eu/transport/road_safety/sites/roadsafety/files/valletta_declaration_on_improving_  
road_safety.pdf  
7 OJ L 263, 9.10.2007, p. 1.  
8 COM (2016) 31 final.   
EN 3  EN In this context, the General Vehicle Safety Regulation (GSR)9, the Pedestrian Safety 
Regulation (PSR)10 and the Hydrogen Safety Regulation (HSR)11 are separ ate regulatory acts 
within the EU type -approval procedure. The technical requirements for the type approval of 
motor vehicles with regard to numerous safety and environmental elements have been 
harmonised at Union level in order to avoid requirements that differ from one Member State 
to another, and to ensure a high level of health and safety standards across the Union.  
Article 17 of the GSR and Article 12 of the PSR both require that the Commission monitors 
technical developments in enhanced safety techno logies and consider possible extension of 
the scope of the currently applicable vehicle safety features to other/all vehicle categories, 
mandating new advanced safety features in an updated Union legislation and improving the 
protection of vulnerable road users.  
In compliance with the above mentioned requirements, this proposal provides for the 
necessary adjustments of the current Union legislation to technical progress and at the same 
time introduces new vehicle safety features with high potential of savi ng lives on roads.  
The proposal is also consistent with Regulation (EU) 2015/75812, which requires from 31 
March 2018 all new types of passenger cars and vans to be fitted with an eCall system, which 
in case of a serious crash automatically dials the Europe an single emergency number 112. It is 
estimated that eCall could speed up emergency response times and save up to 2500 lives a 
year. While eCall helps mitigating the consequences of serious road accidents across the EU, 
the current proposal aims at avoidin g road accidents or lowering the severity of un -avoided 
accidents to decrease the number of fatalities and severe injuries.  
• Consistency with other Union policies  
In more general terms, this proposal will contribute to the priorities linked to growth, job s and 
investment in the Union, promoting the most efficient innovations and retaining quality jobs 
in Europe and to digitalisation of the internal market via the promotion of safety features that 
are considered key enabling technologies to boost and suppor t the wide -scale deployment of 
automated vehicles in the Union.  
2. LEGAL  BASIS,  SUBSIDIARITY  AND  PROPORTIONALITY  
• Legal  basis  
The legal basis of this initiative is Article 114 of the Treaty on the Functioning of the 
European Union (TFEU).  
                                                 
9 Regulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 2 009 
concerning type -approval requirements for the general safety of motor vehicles, their trailers and 
systems, components and separate technical units intended therefor, OJ L 200, 31.7.2009, p. 1.  
10 Regulation (EC) No 78/2009 of the European Parliament an d of the Council of 14 January 2009 on the 
type-approval of motor vehicles with regard to the protection of pedestrians and other vulnerable road 
users, amending Directive 2007/46/EC and repealing Directives 2003/102/EC and 2005/66/EC, OJ L 
35, 4.2.2009, p . 1. 
11 Regulation (EC) No 79/2009 of the European Parliament and of the Council of 14 January 2009 on the 
type-approval of hydrogen -powered motor vehicles and amending Directive 2007/46/EC, OJ L 35, 
4.2.2009, p. 32.  
12 Regulation (EU) 2015/758 of the Europe qan Parliament and of the Council of 29 April 2015 concerning 
type-approval requirements for the deployment of the eCall in -vehicle system based on the 112 service 
and amending Directive 2007/46/EC, OJ L 123, 19.5.2015, p. 77.   
EN 4  EN • Subsidiarity  (for non-exclusive  competence)   
The subsidiarity principle applies insofar as the proposal does not fall under the exclusive 
competence of the Union. The objectives of the proposal cannot be sufficiently achieved by 
the Member States for the following reas ons: 
Technical requirements for type -approval of motor vehicles with regard to numerous safety 
and environmental elements have been harmonised at Union level and action by Member 
States alone would undermine the whole vehicle type -approval system. Union action is 
necessary because of the need to avoid the emergence of barriers to the single market and will 
better achieve the objectives of the proposal because it will avoid fragmentation of the 
internal market which would otherwise arise and will enhance t he safety and environmental 
performance of vehicles. The proposal therefore complies with the subsidiarity principle.  
• Proportionality  
As showed in the impact assessment, the proposal complies with the proportionality principle 
because it does not go beyo nd what is necessary in order to achieve the objectives of reducing 
the number of fatalities on Union roads, while at the same time ensuring the proper 
functioning of the internal market and providing for a high level of public safety and 
environmental pro tection.  
This proposal reflects the highest safety standards for all vehicles, including light commercial 
vehicles (category N1), for which the costs for the preferred policy option (PO3) somewhat 
exceed the benefits. However, in this case additional cons iderations are taken into account, 
such as the need for policy coherence, ensuring a level playing field for all car manufacturers 
in the internal market, avoiding workers' exposure to higher risks and the possibility for 
manufacturers of lowering the cost s due to economies of scale and the fact that light 
commercial vehicles often share platform and other hardware with passenger cars. 
Furthermore, since a lead time is provided for manufacturers to allow them to adapt to new 
requirements, the current propos al is seen as proportionate.  
In addition, the proposal provides for simplification of the regulatory environment which will 
reduce the administrative costs for national authorities and industry. It is also concluded in the 
impact assessment that the envis aged policy measures will have no major impacts on SMEs 
(see Section 6.3).  
• Choice  of the instrument  
The proposal concerns three interrelated regulations – the general vehicle safety, pedestrian 
safety and hydrogen safety – hence, the instrument chosen i s also a regulation. Given the 
substantive amendments proposed, the fact that the provisions of the PSR and the HSR are to 
a large extent outdated and need to be replaced by the respective UN Regulations (No 127 and 
134) and in view of further simplificati on of the legislation, it appeared appropriate to propose 
a new legal act to replace and repeal the three regulations and their outdated implementing 
measures altogether.  
3. RESULTS  OF EX-POST  EVALUATIONS,  STAKEHOLDER  
CONSULTATIONS  AND  IMPACT  ASSESSMENTS  
• Ex-post evaluations/fitness  checks  of existing  legislation  
The General Safety Regulation was not subject to an ex -post evaluation.   
EN 5  EN • Stakeholder  consultations  
The formal Commission’s public consultation on the proposal took place between 31 July and 
22 October 2017 and was preceded by additional targeted consultations, namely:  
– a general stakeholder engagement in July 2014 in the framework of the 124th 
meeting of the Working Group on Motor Vehicles (the Commission's expert group 
involving public and priv ate stakeholders);  
– a follow -up targeted (face -to-face) stakeholder two -day consultation event in October 
2014.  
– at the 131st meeting of the Working Group on Motor Vehicle, held on 16 February 
2016, the Commission presented to the Member States and stakehol ders a set of 19 
potential measures that could be considered for the revision of the GSR and PSR;  
– in November 2016, a further intensive stakeholder consultation took place (72 
attendees representing 32 scholars/research organisations, safety advocacy group s, 
vehicle manufacturers, vehicle supplier industry, local/national governments and 
other relevant experts).  
The key objectives of these extensive consultations were, on the one hand, to inform 
stakeholders of the Commission’s views on the way forward as r egards vehicle safety, and, on 
the other hand, to present to all stakeholders in the most transparent way possible, all data, 
parameters, expert views and their sources that would form the backbone of the impact 
assessment in terms of data sets, in particu lar, the vehicle safety system voluntary uptake 
rates, technology cost, technology effectiveness and traffic victim target population. Those 
consultations also allowed the stakeholder’s judgement and validation of the key data used as 
being sufficiently an d appropriately robust, relevant and up -to-date. The outcome of the 
consultations was subsequently used as a basis for the preparation of the proposal and the 
accompanying impact assessment.  
• Collection  and use of expertise  
In March 2015, the Commission published the study ''Benefit and Feasibility of a Range of 
New Technologies and Unregulated Measures in the fields of Vehicle Occupant Safety and 
Protection of Vulnerable Road Users"13, in the context of the foreseen revision of the GSR 
and PSR. The study contains an overview of over 50 available safety measures that could 
contribute to reduce further road fatalities and injuries (including benefit/cost ratios).  
In December 2016, the C ommission published a report for the European Parliament and the 
Council entitled "Saving Lives: Boosting Car Safety in the EU”14. The staff working 
document accompanying that report15 identifies and puts forward 19 potential regulatory 
measures that would b e effective for further reducing road accidents and casualties.  
                                                 
13 http://bookshop.europa.eu/en/benefit -and-feasibility -of-a-range -of-new-technologies -and-unregulated -
measures -in-the-field-of-vehicle -occupant -safety -and-protection -of-vulnerable -road-users -
pbNB0714108/;pgid=Iq1Ekni0.1lSR0OOK4MycO9B0000BAJ 9tQVy;sid=OT_ -Ap3uO3P -
V8j2wGFgpf_Lm_yCUpo9P -w= 
14 Reporting on the monitoring and assessment of advanced vehicle safety features, their cost effectiveness 
and feasibility for the review of the regulations on general vehicle safety and on the protection of 
pedestrians and other vulnerable road users” (COM (2016) 787 final)  
15 http://eur -lex.europa.eu/legal -content/EN/TXT/?uri=SWD:2016:431:FIN   
EN 6  EN In view of the preparation of the impact assessment to this initiative, in May 2017, the Commission published a 
second study "In depth cost -effectiveness analysis of the identified measures and features regarding the way 
forward for EU vehicle safety" containing a more detailed cost benefit/effectiveness assessment for the selected 
19 potential regulatory measures16. 
• Impact  assessment  
The initiative is supported by an impact assessment which  received a positive opinion with 
reservations after having been reviewed on 17 January 2018 by the Regulatory Scrutiny Board 
(RSB). The reservations of the RSB concerned three main aspects:  
- The RSB was of the opinion that the impact assessment report di d not sufficiently delimit 
the expected contribution of this initiative within the comprehensive approach to road safety 
of the Safe System and it did not well explain the relationship and complementarity with the 
parallel road infrastructure safety initia tive. 
- The RSB also indicated that there was no coherence between the problem (stagnation in the 
reduction of road fatalities), its drivers, the objectives of the initiative and the design of 
options.  
- The RSB pointed to the fact that the report was sti ll not clear on how the individual 
measures were selected and what their estimated costs and benefits were, as well as the role 
and opinions of stakeholders in this process.  
The opinion also noted the relevance of the REFIT dimension of the initiative and the need to 
deliver greater detail on the preference for policy option 3 for light commercial vehicles.  
The following additions were made in the final impact assessment to address these 
reservations:  
– clarifications on the relationship and complementarit y of this initiative with the 
parallel initiative on road infrastructure safety are provided in Section 1.4.;  
– the initiatives are put into the context of the common baseline approach, explaining 
their respective contributions to the common objectives and  the methodologies of the studies 
behind them so as to show how avoidance of double counting is ensured (details provided in 
Section 2.1. and Annex 4);  
– details on the Safe System approach as well as more possible reasons for the 
stagnation in the reducti on of road fatalities rates (in the context of accident sources, 
population diversity, road user factors and general driving behaviour concerns) are also added 
to Section 2.1.;  
– a new Section 2.2., which binds the main road safety problems to those linked  to 
vehicles and vehicle safety performance, is included with the aim of better comprehension of 
the structure of the problem definition and the drivers that are arguably of a less holistic 
nature, but much more to the point on vehicle system level, while being still fully relevant;  
–– the intervention logic in Sections 5.1. to 5.4. is made more consistently linked to the 
main problems, objectives and options. Changes in the naming of the objectives and options 
                                                 
16 GSR 2, TRL, May 2017: https://pub lications.europa.eu/en/publication -detail/ -/publication/77990533 -
9144 -11e7 -b92d -01aa75ed71a1   
EN 7  EN clarify that this initiative is not focussing on the protection of specific groups of traffic 
participants, while neglecting the others, and the objectives are further clarified with the 
notion of protection in case of an accident together with potential to completely prevent and 
avoid accidents from happening altogether;  
– Section 5 now explains the interaction and role of the stakeholders in the process of 
selection of individual measures and assessment of their benefits and effectiveness (in 
multiple steps), as well as how the final costs and benefi ts assessment of individual measures 
vis-à-vis clustered measures are developed through stakeholder input;  
– Section 2.8. is modified to better explain the expected simplification of the legislative 
framework, the way forward in terms of possible outdated regulatory dispositions, and giving 
indications on future updates of vehicle safety rules; and  
– justification and clarification of the choice to include light commercial vehicles in 
policy option 3 are added to Section 8 pointing out that most European ma nufacturers already 
provide for safer than currently required vehicles, the level playing field for manufacturers, 
vehicle design synergies, cost sharing, stakeholder opinions and the increased risk of harm to 
a limited category of people, namely workers u sing light commercial vehicles in their 
workplace.  
The executive summary of the impact assessment report and the opinion of the RSB are 
published under these links:  
[…] 
[…] 
The impact assessment examined three broad policy options:  
 Option 1 'Generalisation of mature and widely available safety features' consists on 
mandating safety features/systems for which technology is mature. They will mainly 
protect car occupants. Implementation will start from the date of application of the 
Regulation.  
 Option 2 'Introducing widely available and less commonly available safety features 
as standard equipment' consists of Option 1 plus safety features that are currently 
also available and fitted to the vehicle fleet, but which are less common and n eed 
more time to fully mature for all vehicle categories and market segments 
(implementation starts from 24 months after the date of application of the 
Regulation). It also contains measures ensuring driver's attention to the driving task 
and an overall pr otection of vulnerable road users.  
 Option 3 'Introduction of a full set of safety features boosting innovation' consists of 
Option 2 plus additional safety solutions that are feasible and already exist in the 
marketplace, although with a low fitment rate and market uptake, but have the 
potential to maximise the overall casualties savings in the Union and to boost safety 
solution innovation in the key automotive sector. The only feature with an extended 
implementation date in comparison to the two previous options is the requirement for 
direct visibility of vulnerable road users by the drivers of trucks (implementation 
starts from 48 months after the date of application of the Regulation).   
EN 8  EN The preferred choice is option 3. This option is expected to prevent the highest number of 
fatalities and severe injuries for vehicle occupants and vulnerable road users at an overall 
acceptable cost. It also ensures a consistent and non -discriminatory approach towards all 
vehicle categories.  
The expected benefits are as f ollows:  
• It is expected that over a 16 year period, the introduction of the new safety features 
will help to reduce fatalities by 24 794 and serious injuries by 140 740.  
• The present value benefit is EUR 72.8 billion.  
• It is also expected that there w ill be reduced road congestion due to avoided collisions, 
although these benefits could not be quantified. There should however be a reduced loss of 
time (citizens), increased productivity (businesses), and better use of existing road 
infrastructure (admin istrations).  
• It is finally also expected that there will be reduced vehicle emissions and improved 
air quality due to speed assistance systems and tyre pressure monitoring, although these 
benefits could also not be quantified.  
The expected costs are as f ollows:  
• The anticipated total costs (one -off and ongoing production costs) for car 
manufacturers will amount to EUR 57.4 billion present value cost.  
• No substantial increases in vehicle retail prices are expected due to the proposed new 
vehicle safety measures in the medium and long term and consequently no extraordinary 
impact on vehicle sales numbers was modelled for the cost -benefit analysis.  
• No s pecific additional costs are expected for national administrations, as the new 
vehicle safety features will become part of the existing type -approval framework.  
The overall benefit/cost indicators:  
• It represents an overall net benefit of EUR 15.4 billion . 
• The ‘best estimate’ benefit to cost ratio of the preferred option is BCR 1.27  
• Regulatory  fitness  and simplification  
This proposal is not expected to have any significant impact on the regulatory burden for 
manufacturers or national authorities, as ve hicle type -approval is already covered by the 
existing legislative framework and the inclusion of any new safety features is to be integrated 
within that framework.  
Although the relevant vehicle testing and certification procedures can be performed within the 
existing type -approval infrastructure available in the Member States, additional testing and 
certification cost will be applicable. These costs are however insignificant17 in relation to the 
                                                 
17 Fitness Check of the Legal Framework for the Type -Approval of Motor Vehicles - 
http://ec.europa.eu/smart -regulation/evaluation/search/download.do?documentId=9407 681  
EN 9  EN overall cost of the development of a new vehicle model (typica lly ranging from several 
hundred millions to several billions euros).  
The currently applicable GSR did not only introduce a range of vehicle safety measures, but 
also aimed to achieve simplification based on the CARS21 High Level Group 
recommendations18 by replacing 38 EC Directives with equivalent and world -wide 
harmonised UN Regulations. In the same vein, this proposal is to repeal several EU 
Regulations implementing the GSR, PSR and HSR and to replace them by equivalent UN 
Regulations, to which the Union has adhered to in the meantime. It also further simplifies the 
legislation by consolidating these three regulations in one single legislative act.  
• Fundamental  rights  
The proposal may impact individuals’ rights guaranteed under Article 7 and 8 of the Charter, 
as regards privacy and protection of personal data. Some of the data collected in the event 
data recorder or through the systems to be installed in the vehicle, such as driver drowsiness 
and attention monitoring or advanced distraction recognition , may be personal data relating to 
an identified or identifiable natural person. An identifiable natural person is one who can be 
identified, directly or indirectly, in particular by reference to an identifier such as a name, an 
identification number, loca tion data, an online identifier or to one or more factors specific to 
the physical, physiological, genetic, mental, economic, cultural or social identity of that 
natural person. Any processing of personal data should be carried out in accordance with EU 
legislation on data protection, in particular the General Data Protection Regulation19. 
4. BUDGETARY  IMPLICATIONS  
The proposal will have no implications on the Union budget.  
5. OTHER  ELEMENTS  
• Implementation  plans  and monitoring,  evaluation  and reporting  arrangements  
The European Commission will continue to monitor technical progress developments in the 
automotive sector and, wherever appropriate, will propose to amend the relevant legislation in 
order to include new safety features. It will also continue to actively participate and lead the 
vehicle standard harmonisation process at international level (United Nations Economic 
Commission for Europe  UNECE).  
In order to make the new Regulation future proof, it has been deemed more appropriate to 
address any re view of these vehicle safety rules in a more dynamic fashion, namely linked to 
the overall technical progress and occurrences of new safety needs. In this context, the 
international regulatory developments through UNECE as well as the frequent need for the  
adaptation of those rules tend to prompt this reviewing process automatically.  
                                                 
18 COM(2007) 22 final – CARS 21 High Level Group was mandated to make recommendations for the 
short, medium and the long term public policy and regulatory framework for the European automotive 
industry that enhances global competitiveness and employment  while sustaining further progress in 
safety and environmental performance at a price affordable to the consumer:  
  http://ec.europa.eu/DocsRoom/documents/1891/attachments/1/translations/en/renditions/pdf  
19  Regulation (EU) 2016/679 of the European Parlia ment and of the Council of 27 April 2016 on the 
protection of natural persons with regard to the processing of personal data and on the free movement of 
such data, and repealing Directive 95/46/EC (General Data Protection Regulation), OJ L 119, 4.5.2016, 
p. 1–88.  
EN 10  EN The Commission is determined to promote and support the development as soon as possible 
of the detailed technical requirements for the advanced vehicle systems at the UNECE lev el. 
Nevertheless, The Commission is committed to establish those requirements under the EU 
type-approval framework should the preparation at UNECE does not advance at the required 
speed. The Commission will also endeavour to ensure that the UN Regulations adopted with 
the support of the Union are defined according to the highest standards of road safety 
technology available and are regularly updated.  
On the other hand, the introduction of an event (accident) data recorder (EDR), storing a 
range of crucial v ehicle data over a short timeframe before, during and after a triggering event 
(most commonly airbag deployment), should be seen as an important step in the right 
direction to obtain an EU -wide in -depth accident data, which does not exist today on an 
enoug h extensive scale, but is indispensable for a comprehensive monitoring of the road 
safety performance of vehicles. The information from the EDR will facilitate the in -depth 
road safety analysis and assessment of the effectiveness of specific safety measure s. For this 
reason Member States should be strongly encouraged to perform more thorough accident 
analysis on Union roads and make available comprehensive reporting on a national basis. In 
this context Member States should also be further stimulated in thei r activities to analyse and 
improve road safety on national level through different knowledge sharing platforms at their 
disposal20. 
• Explanatory  documents  (for directives)  
Not applicable.  
• Detailed  explanation  of the specific  provisions  of the proposal  
In general terms, this proposal refers to Regulation (EU) 2018/[…] on the approval and 
market surveillance of motor vehicles and their trailers, and of systems, components and 
separate technical units intended for such vehicles, since both Regulations share  a compatible 
time line for their application.  
Chapter I (Subject matter, Scope and Definitions):  
Article 1 – Following the proposed consolidation of the GSR and PSR, the subject matter of 
the GSR is maintained in this proposal with the addition of a refer ence to the requirements for 
protection of vehicle occupants and vulnerable road users.  
Article 2 – In general, the scope of the GSR is preserved, however, at the level of the 
currently applicable vehicle safety features and related exemptions, the scope of application 
has been extended to cover also other vehicle categories (or all of them) and to remove the 
respective exemptions (for example, the current exemptions linked to SUVs and vans are 
eliminated).  
Article 3 – A range of new definitions is includ ed to cover the newly introduced vehicle 
safety features.  
Chapter II (Articles 4 to 11):  
                                                 
20 https://ec.europa.eu/transport/road_safety/sites/roadsafety/files/pdf/national -road-safety -
strategies_en.pdf   
EN 11  EN Following a similar logic as in the currently applicable GSR, Article 4 sets out the general 
technical requirements for type -approval of vehicles, systems, components and separate 
technical units and provides a list of safety areas, for which detailed rules are further 
developed (or need to be developed) in secondary legislation. Reference is made to Annex I 
that lists all the UN Regulations which shall apply on a compu lsory basis in the EU, and to 
Annex II, which contains detailed information on the relevant vehicle safety requirements, 
their scope of application and the related secondary legislation, whether it already exists or 
whether it needs to be developed as part  of the initiative.  
This proposal also envisages empowerment for the Commission to amend lay down detailed 
rules and technical requirements in delegated acts and to amend Annexes I and II to take 
account of technical progress and regulatory developments a t United Nations and Union level.  
Article 5 extends the scope of the currently applicable requirement to fit passenger cars with a 
tyre pressure monitoring system to cover all vehicle categories.  
Article 6 mandates a range of advanced vehicle safety features for all vehicles (e.g. the 
intelligent speed assistance; driver drowsiness and attention monitoring/distraction 
recognition systems; reversing detection; alcohol interlock installation facilita tion).  
Article 7 lays down the specific requirements for cars and vans and, in particular requires 
them to be equipped with an event (accident) data recorder and to be designed and constructed 
with an enlarged head impact protection zone for vulnerable ro ad users.  
Article 8 lays down the requirements for frontal protection systems.  
Article 9 lays down the specific requirements for trucks and busses and, in particular requires 
them to be equipped with a detection and warning system for vulnerable road users  in close 
proximity of the front and nearside of the vehicle and to be designed and constructed in such a 
way so as to improve the visibility of vulnerable road users from driver's seat.  
The Commission does not propose to modify advanced emergency braking  systems for trucks 
and buses to autonomously brake upon detection of vulnerable road users, as is proposed for 
passenger cars and light commercial vehicles. The accident analysis underpinning the 
initiative points to a run -over risk of pedestrians and cyc lists when they are in very close 
proximity of the driver’s cab, i.e. in what are known as “blind zones”, and when the heavy 
duty vehicle is moving very slowly (straight or turning) or taking -off from a standstill. 
However, the detection systems linked to autonomous braking may not work as effectively at 
these slow speeds. In other words, no systems are available today that would effectively 
prevent this type of slow speed run -over event and it is uncertain if and when they will exist. 
The assessment indica ted that this is not a mere matter of system programming. Instead, the 
preparatory research has supported that the signalling of the presence of a vulnerable road 
user to the driver is more effective when the latter can directly observe their presence thro ugh 
mirrors or improved windscreens and side windows that do not contain blind zones. In turn, 
pedestrians and cyclists are expected to feel safer in traffic because they can have eye contact 
with drivers of improved cabs. However, if autonomous braking in  these instances becomes 
technically feasible, the relevant regulation can and should be adapted to technical progress.  
Article 10 lays down the specific requirements for hydrogen -powered vehicles and Annex V 
contains the material qualification requirement s for the hydrogen systems and their 
components.   
EN 12  EN Article 11 lays down specific requirements for automated vehicles and, in particular provides 
a list of areas of safety, for which detailed rules and technical provisions need to be further 
developed as a ba sis for the deployment of automated vehicles.  
Chapter III (Final provisions):  
It is proposed to empower the Commission to adopt delegated acts with the aim to update the 
annexes to technical progress and regulatory developments, as well as to lay down deta iled 
rules concerning the specific procedures, tests and technical requirements for the type -
approval of vehicles, systems, components and separate technical units with regard to the 
specific requirements set out in this proposal. Article 12 specifies the terms of the delegated 
powers conferred to the Commission in that respect.  
Article 13 sets out transitional provisions.  
Article 14 refers to the implementation dates for the different safety requirements as specified 
in Annex II. The respective implementa tion dates for the newly introduced requirements are 
as follows:  
– the bulk of the safety measures will start to apply from the date of application of the 
Regulation for new types and 24 months after this date to all newly produced 
vehicles;  
– a limited numbe r of measures (three in total) will apply from 24 months after the date 
of application of the Regulation for new types and 48 months after the date of 
application to all new vehicles;  
– the requirements on the improved direct visibility for trucks and buses (Article 9(4)) 
need a longer implementation timeline as they will require a complete redesign of the 
cab – it will apply from 48 months after the date of application of the Regulation to  
new types and from 84 months after the application date to all new t rucks and busses.    
Article 15 introduces the necessary changes in Annex II to Regulation (EU) 2018/[…] that 
stem from the adoption of this proposal.    
Article 16 repeals the three regulations (on general vehicle safety, pedestrian safety and 
hydrogen sa fety) and their outdated secondary legislation21.  
Article 17 provides for the date of application of this regulation as of 36 months from the date 
of its entry into force. This will allow the Commission to adopt the respective delegated acts 
in advance and  to provide sufficient lead time to manufacturers to adjust to the new 
requirements.  
 
                                                 
21 All the implementing measures adopted under Regulation (EC) No 661/2009 in accordance with the 
regulatory procedure with scrutiny will be aligned, on the basis of the empowerments provided for the 
Commission in this proposal, with the new comitology framework introduced by the TFEU.   
EN 13  EN 2018/0145 (COD)  
Proposal for a  
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL  
on type -approval requirements for motor vehicles and their trailers, and systems, 
components and separate technical units intended for such vehicles, as regards their 
general safety and the protection of vehicle occupants and vulnerable road users, 
amending Regulation (EU)  2018/… and repealing Regulations (EC) No 78/2009, (EC) No 
79/2009 and (EC) No 661/2009  
(Text with EEA relevance)  
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,  
Having regard to the Treaty on the Functioning of the European Union, and in pa rticular 
Article 114 thereof,  
Having regard to the proposal from the European Commission,  
After transmission of the draft legislative act to the national parliaments,  
Having regard to the opinion of the European Economic and Social Committee22,  
Having rega rd to the opinion of the Committee of the Regions23,  
Acting in accordance with the ordinary legislative procedure,  
Whereas:  
(1) Regulation (EU) 2018/… of the European Parliament and of the Council24+ lays down 
administrative provisions and technical require ments for the type -approval of new 
vehicles, systems, components and separate technical units with a view to ensuring the 
proper functioning of the internal market and in order to offer a high level of safety 
and environmental performance.  
(2) This Regulation is a regulatory act for the purposes of the EU type -approval procedure 
laid down by Regulation (EU) 2018/…+. Therefore, Annex II to that Regulation 
should be amended accordingly.  
(3) Over the past decades, developments in vehicle safety have co ntributed significantly to 
the overall reduction in the number of road fatalities and severe injuries. However, 
these reductions have recently stalled in the Union due to various factors, such as 
structural and behavioural factors, and without new initiati ves on general road safety, 
                                                 
22 OJ C , , p. .  
23 OJ C , , p. .  
24 Regulation (EU) 2018/… of the European Parliament and of the Council on t he approval and market 
surveillance of motor vehicles and their trailers, and of systems, components and separate technical 
units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and 
repealing Directive 2007/46/EC (OJ L …, ….., p. …)  
+  PO: please insert in the text the number of the Regulation contained in document PE -CONS No73/17 
(2016/0014 (COD)) and insert the number, date and OJ reference of that Regulation in the footnote.   
EN 14  EN the safety effects of the current approach will no longer be able to off -set the effects of 
increasing traffic volumes. Therefore, the safety performance of vehicles needs to be 
further improved as part of an integrated road saf ety approach and in order to protect 
vulnerable road users better.  
(4) Technical progress in the area of advanced vehicle safety systems offers new 
possibilities for reducing casualty numbers. In order to minimise the number of 
fatalities, some of the rele vant new technologies need to be introduced.  
(5) Within the context of Regulation (EC) No 661/2009 of the European Parliament and 
of the Council25, the Commission assessed the feasibility of extending the existing 
requirement in that Regulation to install c ertain systems (for example, advanced 
emergency braking systems and tyre pressure monitoring systems) in certain 
categories of vehicle so that it applied to all vehicle categories. The Commission also 
assessed the technical and economic feasibility and mar ket maturity of imposing a new 
requirement to install other advanced safety features. Based on those assessments, the 
Commission published a report for the European Parliament and the Council in 
December 2016 entitled "Saving Lives: Boosting Car Safety in the EU”26. The staff 
working document accompanying that report identified and put forward 19 potential 
regulatory measures that would be effective in further reducing the number of road 
accidents and road fatalities and injuries.  
(6) Intelligent speed assis tance, lane -keeping systems, driver drowsiness and attention 
monitoring and distraction detection and reversing detection systems have a high 
potential to reduce casualty numbers considerably. In addition, those systems are 
based on technologies which will  be used for the deployment of connected and 
automated vehicles too. Therefore, harmonised rules and test procedures for the type -
approval of vehicles as regards those systems and for the type -approval of those 
systems as separate technical units should be  established at Union level.  
(7) The introduction of event (accident) data recorders storing a range of crucial vehicle 
data over a short timeframe before, during and after a triggering event (for example, 
the deployment of an airbag) is a valuable step in  obtaining more accurate, in -depth 
accident data. Motor -vehicles should therefore be required to be equipped with such 
recorders. It should also be a requirement that such recorders are capable for recording 
and storing data in such a way that the data can  be used by Member States to conduct 
road safety analysis and assess the effectiveness of specific measures taken.  
(8) Any processing of personal data, such as information about the driver processed in 
event (accident) data recorders or information about t he driver on drowsiness and 
attention monitoring or advanced distraction recognition, should be carried out in 
accordance with EU legislation on data protection, in particular the General Data 
                                                 
25 Regulation (EC) No 661/2009 of the Euro pean Parliament and of the Council of 13 July 2009 
concerning type -approval requirements for the general safety of motor vehicles, their trailers and 
systems, components and separate technical units intended therefor, OJ L 200, 31.7.2009, p. 1.  
26 COM (2016 ) 787 final   
EN 15  EN Protection Regulation27. In addition, the processing of personal  data collected through 
the 112 -based eCall in -vehicle system is subject to specific safeguards28. 
(9) Regulation (EC) No 661/2009 exempted vans, sport utility vehicles (SUVs) and multi -
purpose vehicles (MPVs) from safety requirements due to seating height and vehicle 
mass characteristics. Given the increased rate of market penetration of such vehicles 
(up from only 3% in 1996 to 14% in 2016) and the technological developments in 
post-crash electric safety checks, those exemptions are outdated and unjustifie d. 
Therefore, the exemptions should be removed and the whole range of advanced 
vehicle system requirements should be applied to those vehicles.  
(10) Regulation (EC) No 661/2009 achieved significant simplification of Union legislation 
by replacing 38 Direc tives with equivalent Regulations of the United Nations 
Economic Commission for Europe (UN Regulations) that are mandatory under 
Council Decision 97/836/EC29. In order to achieve further simplification, more Union 
rules should be replaced with existing UN R egulations that apply in the Union on a 
compulsory basis. Furthermore, the Commission should promote and support the on -
going work at United Nations level in order to establish, without any delay and in 
accordance with the highest road safety standards ava ilable, technical requirements for 
the type -approval of the vehicle safety systems provided by this Regulation.  
(11) UN Regulations and the amendments thereto which the Union has voted in favour of 
or that the Union applies, in accordance with Decision 97/ 836/EC, should be 
incorporated within the Union type -approval legislation. Accordingly, the power 
should be delegated to the Commission to amend the list of UN Regulations that apply 
on a compulsory basis to ensure that it is kept up -to-date.  
(12) Regulati on (EC) No 78/2009 of the European Parliament and of the Council30 sets out 
requirements for the protection of pedestrians, cyclists and other vulnerable road users 
in the form of compliance tests and limit values for the approval of vehicles with 
regard to  their front structure and for the approval of frontal protection systems (for 
example, bull -bars). Since the adoption of Regulation (EC) No 78/2009, technical 
requirements and test procedures for vehicles have developed further at United 
Nations level to take account of technical progress. UN Regulation No 12731 currently 
also applies in the Union in respect to type -approval of motor vehicles.   
                                                 
27   Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on the 
protection of natural persons with regard to the processing of personal data and on the free movement of 
such data, and repealing Directive 95/46 /EC (General Data Protection Regulation), OJ L 119, 4.5.2016, 
p. 1. 
28  Regulation (EU) 2015/758 of the European Parliament and of the Council of 29 April 2015 concerning 
type-approval requirements for the deployment of the eCall in -vehicle system based on the 112 service 
and amending Directive 2007/46/EC, OJ L 123, 19.5.2015, p. 77.  
29 Council Decision 97/836/EC of 27 November 1997 (OJ  L 346, 17.12.1997, p. 78).  
30 Regulation (EC) No 78/2009  of the European Parliament and of the Council of 14 January 2009 on  the 
type approval of motor vehicles with regard to the protection of pedestrians and other vulnerable road 
users, amending Directive 2007/46/EC and repealing Directives 2003/102/EC and 2005/66/EC, OJ L 
35, 4.2.2009, p. 1.  
31 Regulation No 127 laying down u niform provisions concerning the approval of motor vehicles with 
regard to their pedestrian safety performance   
EN 16  EN (13) Following the adoption of Regulation (EC) No 79/2009 of the European Parliament 
and of the Council32, the tec hnical requirements and test procedures for the approval of 
hydrogen -powered vehicles and hydrogen systems and components, have been further 
developed at United Nations level to take account of technical progress. UN 
Regulation No 13433 currently also appli es in the Union in respect of type -approval of 
hydrogen systems in motor vehicles. In addition to those requirements, criteria for the 
quality of the materials used in compressed hydrogen vehicle systems also apply but 
are currently only established at Uni on level.  
(14) In the interests of clarity, rationality and simplification, Regulations (EC) No 78/2009, 
(EC) No 79/2009 and (EC) No 661/2009 should be repealed and replaced by this 
Regulation.  
(15) Historically, Union rules have limited the overall length  of truck combinations which 
resulted in the typical cab -over-engine designs as they maximise the cargo space. 
However, the high position of the driver led to an increased blind spot area and poorer 
direct visibility around the truck cab. This is a major f actor for truck accidents 
involving vulnerable road users. The number of casualties could be reduced 
significantly by improving direct vision. Requirements should therefore be introduced 
to improve the direct vision.  
(16) Given the emphasis of EU vehicle s afety regulations to protect vulnerable road users, 
inter alia , by ensuring adequate visibility for drivers, public and private entities should 
refrain from requiring the affixing of any kind of label, vignette or sticker meant for 
whichever purpose to any  part of the transparent surface of the vehicles’ glazing. 
Furthermore, national authorities should enforce that windscreens and side windows 
are indeed kept clear of labels, vignettes, stickers and any other vision impairing items 
as to not negate the eff ectiveness of the Union law on visibility for drivers.  
(17) Automated and connected vehicles may be able to make a huge contribution in 
reducing road fatalities since in the region of 90 per cent of road accidents are 
estimated to result from human error. As automated vehicles will gradually be taking 
over tasks of  the driver, harmonised rules and technical requirements for automated 
vehicle systems should be adopted at Union level.  
(18) Vehicle platooning has the potential to bring about safer, cleaner and more efficient 
transport in the future. In anticipation of  the introduction of platooning technology and 
the relevant standards, a regulatory framework with harmonised rules and procedures 
will be needed. In this regard, the Commission should be empowered to adopt 
delegated acts to establish a harmonised format f or the exchange of data for the 
purposes of multi -brand vehicle platooning, in compliance with EU legislation on data 
protection.  
(19) The Union should continue to promote the development of technical requirements for 
tyre noise, rolling resistance and wet  grip performance of tyres at the United Nations 
level. This is because UN Regulation No 117 now contains these detailed provisions.  
The process of adapting the requirements on tyres to take account of technical progress 
should continue at United Nations l evel, in particular to ensure that tyre performance 
                                                 
32 Regulation (EC) No 79/2009 of the European Parliament and of the Council of 14 January 2009 on the 
type approval of hydrogen -powered motor vehi cles and amending Directive 2007/46/EC, OJ L 35, 
4.2.2009, p. 32.  
33 UN Regulation No 134 on uniform provisions concerning the approval of motor vehicles and their 
components with regard to the safety -related performance of hydrogen -fuelled vehicles (HFCV)   
EN 17  EN is also assessed at the end of a tyre's life in its worn state and to promote the idea that 
tyres should meet the requirements throughout their life and not be replaced 
prematurely. Existing requirements in Regulation (EC) No 661/2009 relating to tyre 
performance should be replaced by equivalent UN Regulations.  
(20) In order to ensure the effectiveness of this Regulation, the power to adopt acts in 
accordance with Article 290 of the Treaty on the Function ing of the European Union 
should be delegated to the Commission in respect of type -approval requirements 
concerning the safety performance, the general construction and the relevant 
environmental performance of motor -vehicles and their trailers, and system s, 
components and separate technical units intended for such vehicles. It is of particular 
importance that the Commission carry out appropriate consultations during its 
preparatory work, including at expert level, and that those consultations be conducted 
in accordance with the principles laid down in the Interinstitutional Agreement of 13 
April 2016 on Better Law -Making34. In particular, to ensure equal participation in the 
preparation of delegated acts, the European Parliament and the Council receive all 
documents at the same time as Member States' experts, and their experts 
systematically have access to meetings of Commission expert groups dealing with the 
preparation of delegated acts.  
(21) In view of the alignment of the Union legislation referring to th e regulatory procedure 
with scrutiny with the legal framework introduced by the Treaty on the Functioning of 
the European Union and in order to further simplify the Union legislation in the field 
of vehicle safety, the following Regulations should be repea led and replaced by 
delegated acts adopted under this Regulation:  
– Commission Regulation (EC) No 631/200935, 
– Commission Regulation (EU) No 406/201036, 
– Commission Regulation (EU) No 672/201037, 
– Commission Regulation (EU) No 1003/201038, 
– Commission Regulation (EU) No 1005/201039, 
                                                 
34 OJ L 123, 12.5.2016, p. 1.  
35 Commission Regulation (EC) No 631/2009 of 22 July 2009 laying down detailed rules for the 
implementation of Annex I to Regulation (EC) No 78/2009 of the European Parliament and of the 
Council on the type -approval of motor veh icles with regard to the protection of pedestrians and other 
vulnerable road users, amending Directive 2007/46/EC and repealing Directives 2003/102/EC and 
2005/66/EC (OJ L 195, 25.7.2009, p. 1).  
36 Commission Regulation (EU) No 406/2010 of 26 April 2010 imp lementing Regulation (EC) No 
79/2009 of the European Parliament and of the Council on type -approval of hydrogen -powered motor 
vehicles  (OJ L 122, 18.5.2010, p. 1).  
37 Commission Regulation (EU) No 672/2010 of 27 July 2010 concerning type -approval requiremen ts for 
windscreen defrosting and demisting systems of certain motor vehicles and implementing Regulation 
(EC) No 661/2009 of the European Parliament and of the Council concerning type -approval 
requirements for the general safety of motor vehicles, their tr ailers and systems, components and 
separate technical units intended therefor (OJ L 196, 28.7.2010, p. 5).  
38 Commission Regulation (EU) No 1003/2010 of 8 November 2010 concerning type -approval 
requirements for the space for mounting and the fixing of rear registration plates on motor vehicles and 
their trailers and implementing Regulation (EC) No 661/2009 of the European Parliament and of the 
Council concerning type -approval requirements for the general safety of motor vehicles, their trailers 
and systems, components and separate technical units intended therefor (OJ L 291, 9.11.2010, p. 22).  
39 Commission Regulation (EU) No 1005/2010 of 8 November 2010 concerning type -approval 
requirements for motor vehicle towing devices and implementing Regulation (EC) No 661/2009 of the 
  
EN 18  EN – Commission Regulation (EU) No 1008/201040,  
– Commission Regulation (EU) No 1009/201041, 
– Commission Regulation (EU) No 19/201142, 
– Commission Regulation (EU) No 109/201143, 
– Commission Regulation (EU) No 458/201144,  
– Commission Regulation (EU) N o 65/201245, 
– Commission Regulation (EU) No 130/201246, 
– Commission Regulation (EU) No 347/201247,  
– Commission Regulation (EU) No 351/201248,  
– Commission Regulation (EU) No 1230/201249, 
                                                                                                                                                         
European Parliament and of the Council concerning type -approval requirements for the general safety 
of motor vehicles, their trailers and systems, components and separate technical units intended therefor 
(OJ L 291, 9.11.2010, p. 36).  
40 Com mission Regulation (EU) No 1008/2010 of 9 November 2010 concerning type -approval 
requirements for windscreen wiper and washer systems of certain motor vehicles and implementing 
Regulation (EC) No 661/2009 of the European Parliament and of the Council conce rning type -approval 
requirements for the general safety of motor vehicles, their trailers and systems, components and 
separate technical units intended therefor (OJ L 292, 10.11.2010, p. 2).  
41 Commission Regulation (EU) No 1009/2010 of 9 November 2010 conc erning type -approval 
requirements for wheel guards of certain motor vehicles and implementing Regulation (EC) No 
661/2009 of the European Parliament and of the Council concerning type -approval requirements for the 
general safety of motor vehicles, their tr ailers and systems, components and separate technical units 
intended therefor (OJ L 292, 10.11.2010, p. 21).  
42 Commission Regulation (EU) No 19/2011 of 11 January 2011 concerning type -approval requirements 
for the manufacturer’s statutory plate and for the  vehicle identification number of motor vehicles and 
their trailers and implementing Regulation (EC) No 661/2009 of the European Parliament and of the 
Council concerning type -approval requirements for the general safety of motor vehicles, their trailers 
and systems, components and separate technical units intended therefor (OJ L 8, 12.1.2011, p. 1).  
43 Commission Regulation (EU) No 109/2011 of 27 January 2011 implementing Regulation (EC) No 
661/2009 of the European Parliament and of the Council as regards ty pe-approval requirements for 
certain categories of motor vehicles and their trailers as regards spray suppression systems (OJ L 34, 
9.2.2011, p. 2).  
44 Commission Regulation (EU) No 458/2011 of 12 May 2011 concerning type -approval requirements for 
motor veh icles and their trailers with regard to the installation of their tyres and implementing 
Regulation (EC) No 661/2009 of the European Parliament and of the Council concerning type -approval 
requirements for the general safety of motor vehicles, their trailer s and systems, components and 
separate technical units intended therefor (OJ L 124, 13.5.2011, p. 11).  
45 Commission Regulation (EU) No 65/2012 of 24 January 2012 implementing Regulation (EC) No 
661/2009 of the European Parliament and of the Council as rega rds gear shift indicators and amending 
Directive 2007/46/EC of the European Parliament and of the Council (OJ L 28, 31.1.2012, p. 24).  
46 Commission Regulation (EU) No 130/2012 of 15 February 2012 concerning type -approval 
requirements for motor vehicles wit h regard to vehicle access and manoeuvrability and implementing 
Regulation (EC) No 661/2009 of the European Parliament and of the Council concerning type -approval 
requirements for the general safety of motor vehicles, their trailers and systems, components  and 
separate technical units intended therefor (OJ L 43, 16.2.2012, p. 6).  
47 Commission Regulation (EU) No 347/2012 of 16 April 2012 implementing Regulation (EC) No 
661/2009 of the European Parliament and of the Council with respect to type -approval requi rements for 
certain categories of motor vehicles with regard to advanced emergency braking systems ( OJ L 109, 
21.4.2012, p. 1).  
48 Commission Regulation (EU) No 351/2012 of 23 April 2012 implementing Regulation (EC) No 
661/2009 of the European Parliament an d of the Council as regards type -approval requirements for the 
installation of lane departure warning systems in motor vehicles ( OJ L 110, 24.4.2012, p. 18).   
EN 19  EN – Commission Regulation (EU) 2015/16650. 
(22) Given that approvals issued in acc ordance with Regulation (EC) No 78/2009, 
Regulation (EC) No 79/2009, Regulation (EC) No 661/2009 and their implementing 
measures should be considered equivalent, unless the relevant requirements are 
changed by this Regulation or until they are modified by the implementing legislation, 
transitional provisions should ensure that such approvals are not invalidated.  
(23) As concerns the dates for refusal to grant EU type -approval, refusal of vehicle 
registration and prohibition of the placing on the market or e ntry into service of 
components and separate technical units, these dates should be laid down for each 
regulated item.  
(24) Since the objective of this Regulation, namely ensuring the proper functioning of the 
internal market through the introduction of ha rmonised technical requirements 
concerning the safety and environmental performance of motor vehicles and their 
trailers, cannot be sufficiently achieved by the Member States and can therefore, by 
reason of its scale and effects, be better achieved at Unio n level, the Union may adopt 
measures in accordance with the principle of subsidiarity as set out in Article 5 of the 
Treaty on European Union. In accordance with the principle of proportionality, as set 
out in that Article, this Regulation does not go bey ond what is necessary in order to 
achieve that objective.  
(25) Detailed technical requirements and specific test procedures for type -approval of 
motor vehicles and their trailers, and of systems, components and separate technical 
units should be laid down in delegated acts before the date of application of this 
Regulation. Moreover, manufacturers should be allowed sufficient time to adapt to the 
requirements of this Regulation and the delegated acts adopted pursuant to it. 
Therefore, the application of this  Regulation should be deferred,  
HAVE ADOPTED THIS REGULATION:  
CHAPTER I  
SUBJECT MATTER, SCOPE AND DEFINITIONS  
Article 1  
Subject matter  
This Regulation establishes requirements:  
1. for the type -approval of vehicles, and systems, components and separate technical 
units designed and constructed for vehicles, with regard to their general 
                                                                                                                                                         
49 Commission Regulation (EU) No 1230/2012 of 12 December 2012 implementing Regulation (EC) No 
661/2009 of the European Parliament and of the Council with regard to type -approval requirements for 
masses and dimensions of motor vehicles and their trailers and amending Directive 2007/46/EC of the 
European Parliament and of the Council (OJ L 353, 21.12.201 2, p. 31).  
50 Commission Regulation (EU) 2015/166 of 3 February 2015 supplementing and amending Regulation 
(EC) No 661/2009 of the European Parliament and of the Council as regards the inclusion of specific 
procedures, assessment methods and technical requi rements, and amending Directive 2007/46/EC of the 
European Parliament and of the Council, and Commission Regulations (EU) No 1003/2010, (EU) No 
109/2011 and (EU) No 458/2011 (OJ L 28, 4.2.2015, p. 3).   
EN 20  EN characteristics and safety, and to the protection of vehicle occupants and vulnerable 
road users;  
2. for the type -approval of vehicles, in respect of tyre pressure monitoring systems, 
with regard to their safety, fuel efficiency and CO 2 emissions; and  
3. for the type -approval of newly -manufactured tyres with regard to their safety and 
environmental perfo rmance.  
Article 2  
Scope  
This Regulation applies to vehicles of categories M, N and O, as defined in Article 4 of 
Regulation (EU) 2018/…, and to systems, components and separate technical units designed 
and constructed for such vehicles, subject to Articles  4 to 11 of this Regulation.  
Article 3  
Definitions  
For the purposes of this Regulation, the definitions laid down in Article 3 of Regulation (EU) 
2018/… shall apply.  
In addition, the following definitions shall apply:  
(1) 'vulnerable road user' means a road us er using a two -wheel powered vehicle or a non -
motorised road user, such as a cyclist or a pedestrian;  
(2) 'tyre pressure monitoring system' means a system fitted on a vehicle which can 
evaluate the pressure of the tyres or the variation of pressure over time a nd transmit 
corresponding information to the user while the vehicle is running;  
(3) 'intelligent speed assistance' means a system to aid the driver in observing the 
appropriate speed for the road environment by providing haptic feedback through the 
accelerator  pedal with speed limit information obtained through observation of road 
signs and signals, based on infrastructure signals or electronic map data, or both, 
made available in -vehicle;  
(4) 'alcohol interlock installation facilitation' means a standardised inter face facilitating 
the fitment of aftermarket alcohol interlock devices in motor vehicles;  
(5) 'driver drowsiness and attention monitoring' means a system assessing the driver's 
alertness through vehicle systems analysis and warning the driver if needed;  
(6) 'advan ced distraction recognition' means a system capable of  recognition of the level 
visual attention of the driver to the traffic situation and warning the driver if needed;  
(7) 'emergency stop signal' means rapid flashing stop lamps to indicate to other road 
users to the rear of the vehicle that a high retardation force is being applied to the 
vehicle relative to the prevailing road conditions;  
(8) 'reversing detection' means a camera or monitor, optical or detection system to make 
the driver aware of people and obje cts at the rear of the vehicle with the primary aim 
to avoid collisions upon reversing;   
EN 21  EN (9) 'lane departure warning system' means a system to warn the driver that the vehicle is 
drifting out of its travel lane;  
(10) 'advanced emergency braking system' means a syste m which can automatically 
detect a potential collision and activate the vehicle braking system to decelerate the 
vehicle with the purpose of avoiding or mitigating a collision;  
(11) 'lane-keeping system' means a system monitoring the position of the vehicle wit h 
respect to the lane boundary and applying a torque to the steering wheel, or pressure 
to the brakes, at least when a lane departure occurs or is about to occur and a 
collision may be imminent;  
(12) 'vehicle master control switch' means the device by which th e vehicle’s on -board 
electronics system is brought, from being switched off, as in the case where a vehicle 
is parked without the driver being present, to normal operation mode;  
(13) 'event (accident) data recorder' means a system recording and storing critical  crash -
related parameters and information before, during and after a collision;  
(14) 'frontal protection system' means a separate structure or structures, such as a bull bar, 
or a supplementary bumper which, in addition to the original -equipment bumper, is 
intended to protect the external surface of the vehicle from damage in the event of a 
collision with an object, with the exception of structures having a mass of less than 
0,5 kg, intended to protect only the vehicle's lights;  
(15) 'bumper' means any front, lower, outer structures of a vehicle, including attachments 
thereto, which are intended to give protection to a vehicle when involved in a low 
speed frontal collision with another vehicle; it does not include however any frontal 
protection system;  
(16) 'hydrogen -powered vehicle' means any motor vehicle that uses hydrogen as fuel to 
propel the vehicle;  
(17) 'hydrogen system' means an assembly of hydrogen components and connecting parts 
fitted on a hydrogen -powered vehicle, excluding the hydrogen -powered propul sion 
system or the auxiliary power unit;  
(18) 'hydrogen -powered propulsion system' means the internal combustion engine or fuel 
cell system used to propel the vehicle;  
(19) 'hydrogen component' means hydrogen containers and all other parts of hydrogen -
powered vehicl es that are in direct contact with hydrogen or which form part of a 
hydrogen system;  
(20) 'hydrogen container' means the component within the hydrogen system that stores the 
primary volume of hydrogen fuel;  
(21) 'automated vehicle' means a motor vehicle designed and  constructed to move 
autonomously for extended periods of time without continuous human supervision;  
(22) 'driver availability monitoring system' means a system to assess whether the driver is 
in a position to take over the driving function from an automated v ehicle in particular 
situations, where appropriate;  
(23) 'vehicle platooning' means the linking of two or more vehicles in a convoy using 
connectivity technology and automated driving support systems which allow the 
vehicles to maintain automatically a set, clo se distance between each other when  
EN 22  EN connected for certain parts of a journey and to adapt to changes in the movement of 
the lead vehicle with little to no action from the drivers;  
(24) 'maximum mass' means the technically permissible maximum laden mass stated b y 
the manufacturer;  
(25) 'A-pillar' means the foremost and outermost roof support extending from the chassis 
to the roof of the vehicle;  
(26) 'corner of frontal protection system' means the frontal protection system's point of 
contact with a vertical plane, which ma kes an angle of 60° with the vertical 
longitudinal plane of the vehicle and is tangential to the outer surface of the frontal 
protection system;  
(27) 'lower frontal protection system height' means, at any transverse position, the vertical 
distance between the g round and the lower frontal protection system reference line, 
with the vehicle positioned in its normal ride attitude.  
CHAPTER II  
OBLIGATIONS OF MANUFACTURERS  
Article 4  
General obligations and technical requirements  
1. Manufacturers shall demonstrate that all new vehicles that are placed on the market, 
registered or entered into service, and all new systems, components and separate technical 
units that are placed on the market or entered into service, are type -approved in accordance 
with the requirements of  this Regulation and of the delegated acts adopted pursuant to it.   
2. Type -approval in accordance with the UN Regulations listed in Annex I shall be considered 
as EU type -approval in accordance with the requirements of this Regulation and of the 
delegated acts adopted pursuant to it.  
3. The Commission is empowered to adopt delegated acts in accordance with Article 12 to 
amend Annex I in order to take account of technical progress and regulatory developments by 
introducing and updating references t o the UN Regulations, and relevant series of 
amendments, that apply on a compulsory basis.  
4. Manufacturers shall ensure that vehicles are designed, constructed and assembled so as to 
minimise the risk of injury to vehicle occupants and vulnerable road us ers.  
5. Manufacturers shall also ensure that vehicles, systems, components and separate technical 
units comply with the applicable requirements listed in Annex II with effect from the dates 
specified in that Annex and with the detailed technical requireme nts and test procedures laid 
down in the delegated acts adopted pursuant to this Regulation, including the requirements 
relating to:  
(a) restraint systems, crash testing, fuel system integrity and high voltage electrical 
safety;  
(b) pedestrians, cyclists, vision a nd visibility;  
(c) vehicle chassis, braking, tyres and steering;   
EN 23  EN (d) on board instruments, electrical system, vehicle lighting and protection against 
unauthorized use including cyberattacks;  
(e) driver and system behaviour;  
(f) general vehicle construction and features;  
6. The Commission is empowered to adopt delegated acts in accordance with Article 12 to 
amend Annex II in order to take account of technical progress and regulatory developments, 
in particular in relation to the matters listed in points (a) to (f) of parag raph 5 of this Article 
and with a view to ensuring a high level of general safety of vehicles, systems, components 
and separate technical units and a high level of protection of vehicle occupants and vulnerable 
road users.  
7. In order to ensure that a high  level of general safety of vehicles and of protection of vehicle 
occupants and vulnerable road users is attained, the Commission is empowered to adopt 
delegated acts in accordance with Article 12 to lay down detailed rules concerning the 
specific test pro cedures and technical requirements for type -approval of vehicles, systems, 
components and separate technical units with regard to the requirements listed in Annex II.  
Article 5  
 
Specific provisions relating to tyre pressure monitoring systems and tyres  
 
1. Vehicles shall be equipped with an accurate tyre pressure monitoring system capable of 
giving an in -vehicle warning to the driver when a loss of pressure occurs in a tyre, in the 
interests of optimum fuel consumption and road safety, over a wide range of road and 
environmental conditions.  
2. Tyre pressure monitoring systems shall be designed to avoid resetting or recalibration at a 
low tyre pressure.  
3. All tyres placed on the market shall meet the safety and environmental performance 
requirements set out  in the respective regulatory acts listed in Annex II.  
4. The Commission is empowered to adopt delegated acts in accordance with Article 12 to lay 
down detailed rules concerning specific test procedures and technical requirements for:  
(a) the type -approval of vehicles with regard to their tyre pressure monitoring systems;  
(b) the type -approval of tyres, including technical requirements concerning their 
installation.  
Article 6  
Advanced vehicle systems for all categories of motor vehicle  
1. Motor vehicles shall be eq uipped with the following advanced vehicle systems:  
(a) intelligent speed assistance;  
(b) alcohol interlock installation facilitation;  
(c) driver drowsiness and attention monitoring;   
EN 24  EN (d) advanced distraction recognition;  
(e) emergency stop signal;  
(f) reversing detection.  
2. Int elligent speed assistance systems shall have the following minimum specifications:  
(a) it shall be possible for the driver to feel through the accelerator pedal that the 
applicable speed limit is reached or exceeded;  
(b) it shall not be possible to switch off or supress the system;  
(c) it shall be possible for the driver to override the system’s prompted vehicle speed 
smoothly through normal operation of the accelerator pedal without need for kick -
down;  
(d) where a cruise control system is engaged, the inte lligent speed assistance system 
must automatically adapt to any lower speed limit.  
3. A motor vehicle equipped with an advanced distraction recognition system in accordance 
with point (d) of paragraph 1, may be considered to meet the requirement in point (c) of that 
paragraph too.  
4. The Commission is empowered to adopt delegated acts in accordance with Article 12 to lay 
down detailed rules concerning the specific test procedures and technical requirements for:  
(a) the type -approval of vehicles with regard to the advanced vehicle systems listed in 
paragraph 1;  
(b) the type -approval of the advanced vehicle systems listed in points (a) and (f) of that 
paragraph as separate technical units.  
Article 7  
Specific requirements relating to passenger cars and light commercia l vehicles  
1. In addition to the other requirements of this Regulation and of the delegated acts adopted 
pursuant to it that are also applicable to vehicles of categories M 1 and N 1, vehicles of those 
categories shall meet the requirements set out in parag raphs 2 to 6 and in the delegated acts 
adopted under paragraph 7.  
2. Vehicles of categories M 1 and N 1 shall be equipped with advanced emergency braking 
systems designed and fitted in two phases and providing for:  
(a) detection of moving vehicles and stationary  obstacles ahead of the motor vehicle in 
the first phase;  
(b) extending the detection capability to also include vulnerable road users ahead of the 
motor vehicle in the second phase.  
3. Vehicles of categories M 1 and N 1 shall be equipped with a lane -keeping sy stem.  
4. Advanced emergency braking systems and lane -keeping systems shall meet the following 
requirements in particular:  
(a)  it shall be possible to switch off systems only one at a time, and only at standstill 
with the parking brake engaged, by a comple x sequence of actions to be carried out 
by the driver;   
EN 25  EN (b)  the systems shall be in normal operation mode upon each activation of the vehicle 
master control switch;  
(c)  it shall be possible to easily suppress audible warnings, but such action shall not at  
the same time suppress system functions other than audible warnings.  
5. Vehicles of categories M 1 and N 1 shall be equipped with an event (accident) data recorder. 
Event (accident) data recorders shall meet the following requirements in particular:  
(a) the dat a that they are capable of recording and storing with respect of the period 
before, during and after a collision shall include, as a minimum, the vehicle's speed, 
the state and rate of activation of its safety systems and any other relevant input 
parameter s of the on -board active safety and accident avoidance systems;  
(b) it shall not be possible to deactivate the devices;  
(c) the way in which they are capable of recording and storing data shall be such that the 
data is protected against manipulation and can be mad e available to national 
authorities, on the basis of Union or national legislation in compliance with 
Regulation (EU) No 2016/679, over a standardised interface for the purposes of 
accident data analysis, and such that the precise vehicle type, version and  variant, 
and in particular the active safety and accident avoidance systems fitted to the 
vehicle, can be identified.  
However, the data that an event (accident) data recorder is capable of recording and storing 
shall not include the last four digits of t he vehicle indicator section of the vehicle information 
number nor any other information which could allow the individual vehicle itself to be 
identified.  
6. Vehicles of categories M 1 and N 1 shall be designed and constructed so as to provide for an 
enlarge d head impact protection zone with the aim of enhancing the protection of vulnerable 
road users and mitigating their potential injuries in the event of a collision.  
7. The Commission is empowered to adopt delegated acts in accordance with Article 12 to lay  
down detailed rules concerning the specific test procedures and technical requirements for:  
(a) the type -approval of vehicles with regard to the requirements laid down in 
paragraphs 2 to 6 of this Article;  
(b) the type -approval of event (accident) data recorders  as separate technical units.  
Article 8  
Frontal protection systems for passenger cars and light commercial vehicles  
1. Frontal protection systems, either fitted as original equipment to vehicles of categories M 1 
and N 1 or made available on the market as separate technical units for such vehicles, shall 
comply with the requirements laid down in paragraph 2, in Annex IV and in the delegated acts 
adopted under paragraph 3 of this Article.  
2. Frontal protection systems mad e available on the market as separate technical units shall be 
accompanied by a detailed list of vehicle types, variants and versions for which the frontal 
protection system is type -approved, as well as by clear assembly instructions.  
3. The Commission is  empowered to adopt delegated acts in accordance with Article 12 to lay 
down detailed rules concerning the specific test procedures and technical requirements for the  
EN 26  EN type-approval of frontal protection systems referred to in paragraph 1 of this Article, 
including technical requirements concerning their construction and installation.  
Article 9  
Specific requirements relating to buses and trucks  
1. In addition to the other requirements of this Regulation and of the delegated acts adopted 
pursuant to it that are also applicable to vehicles of categories M 2, M 3, N 2 and N 3, vehicles of 
those categories shall meet the requirements laid down in paragraphs 2 to 5 and in the 
delegated acts adopted under paragraph 7. Vehicles of categories M 2 and M 3, shall also meet 
the requirement laid down in paragraph 6.  
2. Vehicles of categories M 2, M 3, N 2 and N 3 shall be equipped with a lane departure warning 
system and an advanced emergency braking system, which comply with the requirements set 
out in the delegated acts adopted under paragraph 7.  
3. Vehicles of categories M 2, M 3, N2 and N 3 shall be equipped with advanced systems capable 
of detecting vulnerable road users located in close proximity to the front or nearside of the 
vehicle and providing a warning or avoiding collision with such vulnerable road users.  
4. With respect of system s referred to in paragraphs 2 and 3 of this Article, they shall meet the 
following requirements in particular:  
(a)  it shall be possible to switch off systems only one at a time, and only at standstill 
with the parking brake engaged, by a complex sequence of actions to be carried out 
by the driver;  
(b)  the systems shall be in normal operation mode upon each activation of the vehicle 
master control switch;  
(c)  it shall be possible to easily suppress audible warnings, but such action shall not at 
the same t ime suppress system functions other than audible warnings.  
5. Vehicles of categories M 2, M 3, N 2 and N 3 shall be designed and constructed so as to 
enhance the direct visibility of vulnerable road users from the driver seat.  
6. Vehicles of categories M 2 and M3 with a capacity exceeding 22 passengers in addition to 
the driver and constructed with areas for standing passengers to allow frequent passenger 
movement shall be designed and constructed so as to be accessible by persons with reduced 
mobility, includin g wheelchair users.  
7. The Commission is empowered to adopt delegated acts in accordance with Article 12 to lay 
down detailed rules concerning the specific test procedures and technical requirements for:  
(a) the type -approval of vehicles with regard to the req uirements laid down in 
paragraphs 2 to 5 of this Article;  
(b) the type -approval of the systems referred to in paragraph 3 of this Article as separate 
technical units.  
Article 10  
Specific requirements relating to hydrogen -powered vehicles  
1. In addition to the  other requirements of this Regulation and of the delegated acts adopted 
pursuant to it that are also applicable to vehicles of categories M and N, hydrogen -powered  
EN 27  EN vehicles of those categories, their hydrogen systems and components of such systems shall 
comply with the requirements laid down in Annex V and in the delegated acts adopted under 
paragraph 3 of this Article.  
2. Manufacturers shall ensure that hydrogen systems and hydrogen components are installed 
in accordance with the requirements set out in the delegated acts adopted under paragraph 3.  
Manufacturers shall also make available, if necessary information for the purposes of 
inspection of hydrogen systems and components during the service life of hydrogen -powered 
vehicles.  
3. The Commission is em powered to adopt delegated acts in accordance with Article 12 to:  
(a) lay down detailed rules concerning the specific test procedures and technical 
requirements for the type -approval of hydrogen -powered vehicles with regard to 
their hydrogen systems and for th e type -approval of hydrogen components, including 
requirements for their installation.  
(b) to amend Annex V in order to adapt it to technical progress.   
Article 11  
Specific requirements relating to automated vehicles  
1. In addition to the other requirements of this Regulation and of the delegated acts adopted 
pursuant to it that are applicable to vehicles of the respective categories,  automated vehicles  
shall comply with the requirements set out in the delegated acts adopted under paragraph 2 
relating to:  
(a) systems to replace the driver’s control of the vehicle, including steering, accelerating 
and braking;  
(b) systems to provide the vehicle with real -time information on the state of the vehicle 
and the surrounding area;  
(c) driver readiness monitoring systems;  
(d) event (accident) data recorders for automated vehicles;  
(e) harmonised format for the exchange of data for instance for multi -brand vehicle 
platooning.  
2. In order to ensure the safe operation of automated vehicles on public roads, the 
Commission is empowered to ado pt delegated acts in accordance with Article 12 to lay down 
requirements relating to the systems and other items listed in points (a) to (e) of paragraph 1 
of this Article, and to lay down detailed rules concerning the specific test procedures and 
technica l requirements for the type -approval of automated vehicles with regard to those 
requirements.    
EN 28  EN CHAPTER III  
FINAL PROVISIONS  
Article 12  
Exercise of the delegation  
1. The power to adopt delegated acts is conferred on the Commission subject to the 
conditions  laid down in this Article.  
2. The power to adopt delegated acts referred to in Articles 4(3), 4(6), 4(7), 5(4), 6(4), 
7(7), 8(3), 9(7), 10(3) and 11(2) shall be conferred on the Commission for an indeterminate 
period of time from [ PO: Please insert the da te of entry into force of this Regulation ]. 
3. The delegation of power referred to in Articles 4(3), 4(6), 4(7), 5(4), 6(4), 7(7), 8(3), 
9(7), 10(3) and 11(2) may be revoked at any time by the European Parliament or by the 
Council. A decision to revoke shall put an end to the delegation of the power sp ecified in that 
decision. It shall take effect the day following the publication of the decision in the Official 
Journal of the European Union  or at a later date specified therein. It shall not affect the 
validity of any delegated acts already in force.  
4. Before adopting a delegated act, the Commission shall consult experts designated by 
each Member State in accordance with the principles laid down in the Interinstitutional 
Agreement of 13 April 2016 on Better Law -Making.  
5. As soon as it adopts a delegate d act, the Commission shall notify it simultaneously to 
the European Parliament and to the Council.  
6. A delegated act adopted under Article 4(3), 4(6), 4(7), 5(4), 6(4), 7(7), 8(3), 9(7), 
10(3) or 11(2) shall enter into force only if no objection has been  expressed either by the 
European Parliament or the Council within a period of two months of notification of that act 
to the European Parliament and the Council or if, before the expiry of that period, the 
European Parliament and the Council have both info rmed the Commission that they will not 
object. That period shall be extended by two months at the initiative of the European 
Parliament or of the Council.  
Article 13  
Transitional provisions  
1. This Regulation shall not invalidate any EU type -approval grant ed to vehicles, systems, 
components or separate technical units which were granted in accordance with Regulation 
(EC) No 78/2009, Regulation (EC) No 79/2009, Regulation (EC) No 661/2009 and their 
implementing measures, by [PO: Please insert the date immedi ately preceding the date of 
application of this Regulation ], unless the relevant requirements applying to such vehicles, 
systems, components or separate technical units have been modified or new requirements 
have been added by this Regulation and the deleg ated acts adopted pursuant to it.  
2. Approval authorities shall continue to grant extensions of EU type -approvals referred to in 
paragraph 1 of this Article.   
EN 29  EN 3. By way of derogation from this Regulation, Member States shall continue to permit until 
the da tes specified in Annex VI the registration of vehicles, as well as the sale or entry into 
service of components, which do not comply with the requirements of the respective UN 
Regulations listed in that Annex.  
Article 14  
Implementation dates  
With respect t o vehicles, systems, components and separate technical units, national 
authorities shall:   
(a) with effect from the dates specified in Annex II, for a particular requirement, refuse, 
on grounds relating to that requirement, to grant EU type -approval or nation al type -
approval in respect of new types of vehicle, systems, components or separate 
technical units which do not comply with the requirements of this Regulation and of 
the delegated acts adopted pursuant to it;  
(b) with effect from the dates specified Annex II, for a particular requirement, consider, 
on grounds relating to that requirement, certificates of conformity in respect to new 
vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 
2018/…, and prohibit the registration of such  vehicles, which do not comply with the 
requirements of this Regulation and of the delegated acts adopted pursuant to it;  
(c) with effect from the dates specified in Annex II, for a particular requirement, 
prohibit, on grounds relating to that requirement, the  placing on the market or entry 
into service of components and separate technical units, where they do not comply 
with the requirements of this Regulation and of the delegated acts adopted pursuant 
to it. 
Article 15  
Amendments to Regulation (EU) 2018/…  
Annex II to Regulation (EU) 2018/… is amended in accordance with Annex III to this 
Regulation.  
Article 16  
Repeal  
1. Regulations (EC) No 78/2009, (EC) No 79/2009, (EC) No 631/2009 and (EC) No 661/2009 
and Regulations (EU) No 406/2010, (EU) No 672/2010, (EU) No  1003/2010, (EU) No 
1005/2010, (EU) No 1008/2010, (EU) No 1009/2010, (EU) No 19/2011, (EU) No 109/2011, 
(EU) No 458/2011, (EU) No 65/2012, (EU) No 130/2012, (EU) No 347/2012, (EU) No 
351/2012, (EU) No 1230/2012 and (EU) No 2015/166 are repealed with effect  from the date 
of application of this Regulation.  
2. References to Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) No 661/2009 shall 
be construed as references to this Regulation.   
EN 30  EN Article 17  
Entry into force and date of application  
This Regulation s hall enter into force on the twentieth day following that of its publication in 
the Official Journal of the European Union . 
It shall apply from [ PO: Please insert the date 36 months following the date of entry into 
force of this Regulation ]. 
This Regulatio n shall be binding in its entirety and directly applicable in all Member States.  
Done at Brussels,  
For the European Parliament  For the Council  
The President  The President