EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
[…](2020) XXX  draft  
ANNEXES 9 to 15  
 
ANNEXES  
to the  
Commission Implementing Regulation (EU) .../...  
laying down rules for the application of Regulattion (EU) 2019/2144 of the European 
Parliament and of the Council as regards uniform procedures and technical 
specifications for the type -approval of vehicles, and of systems, components and separate 
technica l units intended for such vehicles, as regards their general construction 
characteristics and safety   EN 86  EN ANNEX IX  
GEAR SHIFT INDICATOR S (GSI)  
 
PART  1 
 
Information  document  for EU type-approval  of motor  vehicles  with  regard  to gear  shift  
indicators  (GSI)  
 
MODEL  
 
Information  document  No… .relating  to EU type-approval  of a vehicle  with regard  to gear 
shift indicators.  
The following  information,  if applicable,  must  be supplied  in triplicate  and include  a list of 
contents.  Any drawings  or pictures  must  be supplied  in appropriate  scale  and in sufficient  
detail  on size A4 or on a folder  of A4 format.  Photographs,  if any, must  show  sufficient  detail.  
Information  set out in points  0, 3 and 4 of Appendix  3 to Annex  I of Commission  Regulation  
1(EU) 2017 /1151  
0.  
0.1.  
0.2.  
0.2.1.   
0.3.  
0.3.1.   
0.4.  
0.5.  
0.8.  
0.9.  
4.  
4.11.   
4.11.1.   
4.11.2.   
4.11.3.   
4.11.4.   
                                                 
1 OJ L 175, 175, 7.7.7.20172017, p.1  EN 87  EN 4.11.5.   
4.11.6.   
__________________________  
Explanatory note  
Information  document  numbering  in accordance  with the template  laid down  in Annex  I to 
Commission  Implementing  Regulation  (EU)  2020/683.  
  EN 88  EN Appendix  
 
MODEL  
Manufacturer’s  certificate  of compliance  with the gear shift indicator's  requirements  
(Manufacturer)  :  
(Address  of the manufacturer)  :  
Certifies  that 
The vehicle  types  listed  in Annex  to this Certificate  are in compliance  with the provisions  of 
[…]of  [this Regulation ] relating  to gear shift indicators   
Done  at[……Place]  
On […….Date]  
[Signature]  [Position]  
 
 
 
 
Annexes:   
- List of vehicle  types  to which  this Certificate  applies  
  EN 89  EN PART  2 
 
Technical  requirements   
1. For the purposes of this Annex , the following definitions shall apply:  
1.1. ‘manual gearbox’  means a gearbox that can be operated in a mode where the shift  between 
all or some of the gears is always an immediate consequence of an action of the driver, 
regardless of its physical implementation; this does not cover systems where the driver can 
only preselect a certain gear shift strategy or limit the number of  gears available for driving 
and where the actual gear shift are initiated independently of the decision of the driver 
according to certain driving patterns ; 
1.2. ‘operational mode of the vehicle’  means a state of the vehicle, in which shifts between at 
least two forward gears may occur ; 
1.3. ‘manual mode’  means an operational mode of the vehicle, where the shift between all or 
some of the gears is always an immediate consequence of an action of the driver ; 
1.4. ‘tailpipe emissions’  means tailpipe emissions as defined in Article 3, paragrap h (6), of 
Regulation (EC) No 715/2007 of the European Parliament and of the Council . 
2. General provisions  
2.1. The requirements  set out in this Part apply to motor vehicles of category M 1, which comply 
with the following requirements:  
(a) the vehicles  are fitted with a manually operated gearbox;  
(b) the vehicles  have a reference  mass not exceeding 2 610 kg or type -approval is 
extended to the  vehicles  in accordance with Article 2(2) of Regulation (EC) No 
715/2007 . 
2.2. The requirements referred to in point 2.1. shall  not apply to ‘vehicles designed to fulfil 
specific needs’ as defined in Article 3 , point  (2)(c) of Regulation (EC) No 715/2007.  
2.3. When applying for an EU type -approval of a vehicle equipped with GSI, the manufacturer 
shall either:  
(a) submit to the type -approval authority the GSI gear shift points determined 
analytically as provided for in the last paragraph of point 7.1.; or  
(b) provide  the technical service responsible for conducting the type -approval tests  
with a vehicle which is representative of the vehicle type to be approved for the 
purposes of the test described in point 7.  
3. Assessment of manually operated gearbox  
Any gearbox, having at least one manual mode, shall be considered as being manually 
operated when, in the respective mode, there are no automatic changes between gears, 
except whe re those changes only occur under extreme conditions to protect the powertrain 
at high engine revolutions or to avoid the stalling of the engine, and th ose changes do not 
occur to optimise the operation  of the vehicle.  
4. Characteristic of the GSI appearance  EN 90  EN 4.1. The shift recommendation shall be provided by means of a distinct visual indication, for 
example a clear indication to shift up or up/down or a symbol that identifies the gear into 
which the driver should shift. The visible indication may be complemented by o ther 
indications, including audible ones, provided that th ose indications do not compromise 
safety.  
4.2. The GSI shall  not interfere with or mask the identification of any tell -tale, control or 
indicator, which is mandated or supports the safe operation of the vehicle. Notwithstanding 
point 4.3., the signal shall be designed so that i t does not distract the driver's attention and 
so that it does not  interfer e with proper and safe vehicle operation.  
4.3. The GSI shall be located in compliance with point 5.1.2. of UN Regulation No 1212. The 
GSI shall be designed in such a way that it cannot be confused with any other tell -tale, 
control or indicator that the vehicle is equipped with.  
4.4. An information  display device may be used to display GSI indications provide d that they 
are sufficiently different from other indications so as to be clearly visible and identifiable 
by the driver.  
4.5. Temporarily, the GSI indication may be automatically overridden or deactivated in 
exceptional situations. Such exceptional situations  are those that may compromise the safe 
operation or integrity of the vehicl e, including activation of traction or stability control 
systems, temporary displays from driver assistance systems or events relating to vehicle 
malfunctioning. The GSI shall , within 10 seconds or , where justified by specific technical 
or behavioural reas ons, within more than 10 seconds,  resume normal operation after the 
exceptional situation has ceased to exist .. 
5. Functional requirements for GSI (applicable to all manual modes)  
5.1. The GSI shall suggest changing gear when the fuel consumption with the sugge sted gear is 
estimated to be lower than the one being used, taking into account  the requirements laid 
down in points 5.2 and 5.3.  
5.2. The GSI shall be designed to encourage an optimi sed fuel efficient driving style under 
driving conditions  that are reasonably foreseeable. The GSI’s main purpose shall be  to 
minimise fuel consumption o f the vehicle when the driver follows its indications. 
However, regulated tailpipe emissions shall not disproportionately increase with respect to 
the initial state when following the indication of the GSI. In addition, following the GSI 
strategy sh all facilitate the timely functioning of pollution control devices, such as 
catalysts, after a cold start , minimising their heat up time . For th at purpose , vehicle 
manufacturers sh all provide technical documentation to the type -approval authority, which 
shall describe the impact of the GSI strategy on the vehicle's regulated tailpipe emissions, 
under at least steady vehicle speed , and the shortening of after treatment heat up at cold 
start. 
                                                 
2 UN Regulation No 121 of the Economic Commission for Europe of the United Nations (UN/ECE) – 
Uniform provisions concerning the approval of vehicles with regard to the location and identification of 
hand controls, tell -tales and indicators (OJ L 5, 8.1.2016, p. 9).  EN 91  EN 5.3. Following the indication of the GSI shall  not compromise the safe operation of the vehicle, 
e.g. prevent stalling of the engine, insufficient engine braking or insufficient engine torque 
in the case of high power demand.  
6. Information to be provided  
6.1. The manufacturer shall provide the information to the type -approval authority in the 
following two parts:  
(a) the "formal documentation package" that may be made available to interested 
parties upon request;  
(b) the "extended documentation package" that shall remain strictly confidential.  
6.1.1.  The formal documentation package shall contain  the following information : 
(a) a description  of the complete set of appearances of the GSIs which are fitted on 
vehicles being part of the vehicle type with regard to GSI, and evidence of their 
compliance with the requirements of point 5 ; 
(b) evidence in the form of data or engineering evaluations  (for example modelling 
data, emission or fuel consumption maps, emission tests ), which adequately 
demonstrate that the GSI is effective in providing timely and meaningful shift 
recommendations to the driver in order to comply with the requirements of point 5. 
(c) an explanation of the purpose, use and functions of the GSI in a “GSI section ” of 
the user manual accompanying the vehicle.  
6.1.2.  The extended documentation package shall contain the design strategy of th e GSI, in 
particular its functional characteristics.  
6.1.3.  Notwithstanding the provision of Article 19 of this Regulation , the extended 
documentation package shall remain strictly confidential between the type -approval 
authority and the manufacturer. It may be kept by the type -approval authority, or, at the 
discretion of the type -approval authority, retained by the manufacturer. In case the 
manufacturer retains the extended documentation package, that package shall be identified 
and dated by the type -approval authority once reviewed and approved. It shall be made 
available for inspect ion by the approval authority at the time of approval or at any time 
during the validity of the approval.  
7. The fuel economy impact of GSI recommended gear shift points shall be determined in 
accord ance with  the procedure  set out in points 7.1. to 7.5. . 
7.1. Determination of vehicle speeds at which GSI recommends shifting up gears.  
The test to determine the vehicle speeds at which GSI recommends shifting up dears shall  
be performed on a warmed up vehicle on a chassis dynamometer in accordance with  the 
speed profile described in point 8 . The advice of the GSI shall be  followed for shifting up 
gears and the vehicle speeds, at which the GSI recommends shifting shall be  recorded. The 
test shall be  repeated three  times.  
VnGSI shall denote the average speed at which the GSI recommends shifting up from gear n 
(n = 1, 2, …, #g) into gear n+1, determined from the 3 tests, where #g shall denote the 
vehicle's number of forward gears. For th at purpose , only GSI shift instructions in the EN 92  EN phase before the maximum speed is reached shall be  taken into account and any GSI 
instruction d uring the deceleration shall be  ignored.  
For the purposes of the following calculations V0GSI shall be  set to 0 km/h and V#gGSI shall 
be set to 140 km/h or the maximum vehicle speed, whichever is smaller. Where the vehicle 
cannot attain 140 km/h, the vehic le shall be driven at its maximum speed until it rejoins the 
speed profile in Figure I.1 . 
Alternatively, the recommended GSI shift speeds may be analytically determined by the 
manufacturer , based on the GSI algorithm contained in the extended documentation 
package provided in accord ance with point 6.1.  
7.2. Standard gear shift points.  
Vnstd shall denote the speed at which a typical driver is assumed to shift up from gear n into 
gear n+1 without GSI recommendation. Based on the gear shift points de termined  in the 
type 1 emission test3, the following standard gear shift speeds shall be  defined:  
V0std = 0 km/h;   
V1std = 15 km/h;  
V2std = 35 km/h;  
V3std = 50 km/h;  
V4std = 70 km/h;  
V5std = 90 km/h;  
V6std = 110 km/h;  
V7std = 130 km/h;  
V8std = V#gGSI;  
Vnmin shall denote the minimum vehicle speed the vehicle can be driven in the gear n 
without stalling of the engine and Vnmax the maximum vehicle speed the vehicle can be 
driven in the gear n without creating damage to the engine.  
If Vnstd derived from this lis t is smaller than Vn+1min, then Vnstd shall be  set to Vn+1min. If 
Vnstd derived from this list is greater than Vnmax, then Vnstd shall be  set to Vnmax (n = 1, 2,…, 
#g-1). 
If V#gstd determined by this procedure is smaller than V#gGSI, then V#gstd shall be set to 
V#gGSI. 
7.3. Fuel consumption speed curves.  
The manufacturer shall supply the type -approv al authority with the functional dependence 
of the vehicle's fuel consumption on the steady vehicle speed when driving with gear n 
according to the following rules.  
FCni shall denote the fuel consumption in terms of kg/h (kilograms per hour) whe re the 
vehicle is driven with the constant vehicle speed v i = i * 5 km/h – 2,5 km/h (where i is a 
positive integer number) in the gear n. These data shall be provided by the manufacturer 
for each gear n (n = 1, 2, …, #g) and vnmin ≤ v i ≤ vnmax. These fuel consumption  values shall 
                                                 
3 As defined in Annex 4a of UN Regulation No 83.  EN 93  EN be determined under identical ambient conditions corresponding to a realistic driving 
situation that may be defined by the vehicle manufacturer, either by a physical test or by an 
appropriate calculation model agreed between the type-approval  authority and the 
manufacturer.  
7.4. Vehicle  speed distribution.  
The following distribution sh all be  be used for the probability P i that the vehicle drives 
with a speed v, where v i – 2,5 km/h < v ≤ v i + 2,5 km/h (i = 1, …, 28):  
i Pi 
1 4,610535879  
2 5,083909299  
3 4,86818148  
4 5,128313511  
5 5,233189418  
6 5,548597362  
7 5,768706442  
8 5,881761847  
9 6,105763476  
10 6,098904359  
11 5,533164348  
12 4,761325003  
13 4,077325232  
14 3,533825909  
15 2,968643201  
16 2,61326375  
17 2,275220718  
18 2,014651418  
19 1,873070659  
20 1,838715054  
21 1,982122053  
22 2,124757402  
23 2,226658166  
24 2,137249569  
25 1,76902642  
26 1,665033625  
27 1,671035353  
28 0,607049046  EN 94  EN Where the maximum speed of the vehicle corresponds to step i and i < 28, the values 
of P i+1 to P 28 shall be added to P i. 
7.5. Determination  of the model fuel consumption  
FCGSI shall denote the fuel consumption of the vehicle when the driver follows the advice 
of the GSI:  
FCGSIi = FCni, where Vn-1GSI ≤ v i < VnGSI (for n = 1, …, #g) and FCGSIi = 0 if v i ≥ V#g GSI 
FCGSI =  Pi * FCGSIi / 100  
FCstd shall denote the fuel consumption of the vehicle when standard gear shift points are 
used:  
FCstdi = FCni, where Vn-1std ≤ v i < Vnstd (for n = 1, …, #g) and FCstdi = 0 if v i ≥ V#gGSI 
FCstd =  Pi * FCstdi / 100  
The relative saving of fuel consumption by fo llowing the advice of the GSI of the model is 
calculated as:  
FCrel. Save  = (1 - FCGSI / FC std) * 100 %  
7.6. Data records  
The following information shall be recorded:  
(d) the values of VnGSI as determined pursuant  to point 7.1 
(e) the values FCni of the fuel consumption speed curve as communicated by the 
manufacturer pursuant  to point 7.3  
(f) the values FC GSI, FC std and FC rel. Save  as calculated pursuant  to point 7.5.  
8. Description  of the vehicle  speed  profile  referred  to in point  7.1. 
 
No. of Operation  Acceleration  Speed  Cumulative  
time 
operation    (m/s2)  (km/h)  (s) 
1 Idling  0 0 20 
2 
Acce leration  1,1 0 - 31,68  28 
3 0,7 31,68 – 49,32  35 
4 0,64 49,32 – 79,27  48 
EN 95  EN 5 0,49 79,27 – 109,26  65 
6 0,3 109,26 – 128,70  83 
7 0,19 128,70  – 140,33  100 
8 Steady state 0 140,33 105 
9 
Deceleration  -0,69 140,33  – 80,71  129 
10 -1,04 80,71  – 50,76  137 
11 -1,39 50,76  – 0 147 
12 Idling 0 0 150 
The tolerances  for deviation  from  this speed  profile  are set out in point  6.1.3.4.  of Annex  4a to UN 
Regulation  No 834. 
 
 
 
                                                 
4 UN Regulation No 83 of the Economic Commission for Europe of the United Nations  (UN/ECE) – 
Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants 
according to engine fuel requirements [2015/1038] (OJ L 172, 3.7.2015, p. 1).  
020406080100120140160
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150Speed (km/h)
Time (s)1 2
345678 9
10
11
12EN 96  EN  
Figure I.1: Graphical representation of the speed profile referred to in poi 7.1; solid line: speed 
profile; dashed lines: tolerances for deviation from this speed profile.  
The following table provides a second by second description of the speed profile. Where the vehicle 
is unable to attain 140 km/h, it shall be driven at its maximum speed until it rejoins the above speed 
profile.  
 
  EN 97  EN  
Time  (s) Speed  (km/h)  
0 0,00 
1 0,00 
2 0,00 
3 0,00 
4 0,00 
5 0,00 
6 0,00 
7 0,00 
8 0,00 
9 0,00 
10 0,00 
11 0,00 
12 0,00 
13 0,00 
14 0,00 
15 0,00 
16 0,00 
17 0,00 
18 0,00 
19 0,00 
20 0,00 
21 3,96 
22 7,92 
23 11,88  
24 15,84  
25 19,80  
26 23,76  
27 27,72  
28 31,68  
29 34,20  
30 36,72  
31 39,24  
32 41,76  
33 44,28  
34 46,80  
35 49,32  
36 51,62  
37 53,93  
38 56,23  
39 58,54  
40 60,84  
41 63,14  
42 65,45  
43 67,75  
44 70,06  
45 72,36  
46 74,66  
47 76,97  
48 79,27  
49 81,04  
50 82,80  Time  (s) Speed  (km/h)  
  
51 84,56  
52 86,33  
53 88,09  
54 89,86  
55 91,62  
56 93,38  
57 95,15  
58 96,91  
59 98,68  
60 100,44  
61 102,20  
62 103,97  
63 105,73  
64 107,50  
65 109,26  
66 110,34  
67 111,42  
68 112,50  
69 113,58  
70 114,66  
71 115,74  
72 116,82  
73 117,90  
74 118,98  
75 120,06  
76 121,14  
77 122,22  
78 123,30  
79 124,38  
80 125,46  
81 126,54  
82 127,62  
83 128,70  
84 129,38  
85 130,07  
86 130,75  
87 131,44  
88 132,12  
89 132,80  
90 133,49  
91 134,17  
92 134,86  
93 135,54  
94 136,22  
95 136,91  
96 137,59  
97 138,28  
98 138,96  
99 139,64  
100 140,33  Time  (s) Spee d (km/h)  
  
101 140,33  
102 140,33  
103 140,33  
104 140,33  
105 140,33  
106 137,84  
107 135,36  
108 132,88  
109 130,3 9 
110 127,91  
111 125,42  
112 122,94  
113 120,46  
114 117,97  
115 115,49  
116 113,00  
117 110,52  
118 108,04  
119 105,55 
120 103,07  
121 100,58  
122 98,10  
123 95,62  
124 93,13  
125 90,65  
126 88,16  
127 85,68  
128 83,20  
129 80,71  
130 76,97  
131 73,22  
132 69,48  
133 65,74  
134 61,99  
135 58,25  
136 54,50  
137 50,76  
138 45,76  
139 40,75  
140 35,75  
141 30,74  
142 25,74  
143 20,74  
144 15,73  
145 10,73  
146 5,72 
147 0,72 
148 0,00 
149 0,00 
150 0,00 
         EN 98  EN PART 3  
EU TYPE -APPROVAL CERTIFICATE  (VEHICLE SYSTEM)  
 
Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of vehicle  with regard  to the the gear shift indicator  in accordance  with the 
requirements  laid down  in Annex  IX to Regulation  (EU)  2020/…  [Please  insert  reference  to 
this Regulation ], as last amended  by Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
 
Reason  for extension  / refusal  / withdrawal  (1):  
 
SECTION I  
[…] 
SECTION II  
[…] 
 
Addendum  
to EU type -approval certificate number …  
 
1. Additional information  
1.1. Brief  description  of the vehicle  type as regards  its structure,  dimensions,  lines  and 
constituent  materials:  
2. Vehicle  fitted  with a manual  conventional  gearbox:  yes / no (1) 
3. Vehicle  fitted  with a robotised  conventional  gearbox  with manual  mode:  yes / no (1) 
4. Vehicle fitted  with an automatic  gearbox  with manual  mode:  yes / no (1) 
5. Remarks (if any):  
___________   
(1) Delete  where  not applicable.  
 EN 99  EN ANNEX  X 
VEHICLE ACCESS  
 
PART  1 
 
Information  document  for EU type-approval  of motor  vehicles  with  regard  to vehicle  
access  
 
MODEL  
 
Information  document  No ... relating  to the EU type-approval  of a vehicle  type with regard  to 
vehicle  access.   
The following  information,  if applicable,  shall  be supplied  in triplicate  and include  a list of 
contents.  Any drawings  or pictures  shall  be supplied  in appropriate  scale  and in sufficient  
detail  on size A4 or on a folder  of A4 format.  Photographs,  if any, shall  show  sufficient  detail.  
0.  
0.1.  
0.2.  
0.2.1.   
0.3.  
0.3.1.   
0.4.  
0.5.  
0.8.  
0.9.  
1.  
1.1.  
2.  
2.6.  
9.  
9.3.  
9.3.1.   
9.3.4.   
__________________________  
Explanatory note  
Information  document  numbering  in accordance  with the template  laid down  in Annex  I to 
Commission  Implementing  Regulation  (EU)  2020/683.  
  EN 100  EN PART  2 
 
Technical  requirements  
 
1. For the purposes of this Annex , the following definition apply:  
1.1. ‘floor entrance ’ means the lowest point of the door aperture or other structure 
whichever of  the two is higher, which a person has to clear in terms of height in 
order to enter the passenger compartment.  
2. General provision  
2.1. The design characteristics of the vehicle type shall permit entry to and exit from the 
passenger compartment in complete safety and entrances to the passenger 
compar tment shall be constructed in such a way that they can be used easily and 
without any danger.  
3. Running boards and access steps  
3.1. The wheel hub, rims and other  parts of the wheel shall not be deemed to be running 
boards or access steps for the purpose of this Regulation, except where reasons 
relating to construction or use preclude the fitting of running boards or access steps 
elsewhere on the vehicle.  
3.2. The height of the floor entrance shall be  determined either directly from the ground 
surface or from the horizontal plane passing through the middle, in relation to the 
longitudinal direction, of the step immediately below.  
4. Requirements concerning the access to and exit from the doors of the passenger 
compartment of vehicles of category N 2 having a maximum mass exceeding 7,5 
tonnes and of category N 3 
4.1. Access steps to the passenger compartment (Figure 1).  
4.1.1. The distance (A) from the ground sur face to the upper surface of the lowest step, 
measured with the vehicle in running order on a horizontal and flat surface, shall not 
be more than 600 mm.  
4.1.1.1.  However, for off -road vehicles (ORV) the distance (A) may be increased up to 700 
mm. 
4.1.2. The distance (B) between the upper surfaces of the steps shall be not more 
than 400 mm. The vertical distance between two subsequent steps shall not vary by 
more than 50 mm. However, t he requirement concerning the vertical distance shall 
not apply to the distance between the uppermost step and the floor entrance of the 
passenger compartment.  
4.1.2.1.  For off -road vehicles (ORV) , the allowed variation of the vertical distance as EN 101  EN indicated in point 4.1.2. may be increased up to 100 mm.  
4.1.3. In addition, the following minimum geometrical specifications shall be fulfilled:  
(g) step depth (D): 80 mm;  
(h) step clearance  (E) (include step depth): 150 mm;  
(i) step width (F): 300 mm;  
(j) width of the lowest step (G): 200 mm;  
(k) step height (S): 120 mm;  
(l) transversal offset between steps (H): 0 mm;  
(m) longitudinal overlap (J) between two subsequent steps in the same flight, or 
between the uppermost step and the cab floor entrance height: 200 mm.  
4.1.3.1.  For off -road vehicles (ORV) , the value (F) set out in point 4.1.3.(k) may be reduced 
to 200 mm.  
4.1.4. For off-road vehicles (ORV), the lowest step may be designed as a rung where  that is 
necessary for reasons relating to construction or use. In such a case the rung depth 
(R) shall be at least  20 mm. 
4.1.4.1.  Rungs with a round cross -section shall not be permitted.  
4.1.5. The position of the uppermost step shall be easily recognisable when  getting down 
from the passenger compartment . 
4.1.6. All access steps shall be constructed in such a way as to preclude the risk of slipping. 
In addition, access steps exposed to the weather and dirt during driving shall have 
adequate run -off or a draining surface.  
4.2. Access  to handholds to the passenger compartment (as shown in Figure 1).   
4.2.1. One or more suitable handrail(s), handhold(s) or other equivalent holding device(s) 
shall be provided for access to the passenger compartment.  
4.2.1.1.  All handrails, handholds or equivalent holding devices shall be positioned in such a 
way that they can be easily grasped and  do not obstruct access to the passenger 
compartment.  
4.2.1.2.  A maximum discontinuity of 100 mm in the handhold area of the handrails, 
handholds or equivalent holding devices shall  be allowed.  
4.2.1.3.  For passenger compartment access with more than two steps, the handrails, 
handholds or equivalent holding devices shall be located in such a way that a person 
can support himself or herself  at the same time with two hands and one foot or with 
two feet and one  hand.  
4.2.1.4.  Except in the case of a stairway, the design and positioning of the handrails, 
handholds and equivalent holding devices shall be such that operators are EN 102  EN encouraged to descend facing the passenger compartment.  
4.2.1.5.  The steering wheel m ay be considered as a handhold.  
4.2.2. The height  (N) of the lower edge of at least one handrail, handhold or equivalent 
holding device, measured from the ground surface with the vehicle in running order 
on a horizontal and flat surface, shall not exceed 1850 mm.  
4.2.2.1.  For off -road vehicles (ORV) , the height  (N) referred to in point 4.2.2. may be 
increased up to  1950 mm.  
4.2.2.2.  Where  the floor entrance height of the passenger compartment measured from the 
ground surface is greater than ‘N’, that height shall be assumed as ‘N’. 
4.2.2.3.  In addition, the minimum distance (P) of the upper edge of the handrails or 
handholds or equivalent holding devices from the floor entrance height of the 
passenger compartment shall be:  
(n) for handrails , handholds or equivalent holding devices (U): 650 mm;  
(o) for handrails , handholds or equivalent holding devices (V): 550 mm.  
4.2.3. The following geometrical specifications shall be fulfilled:  
(p) gripping dimension (K): 16 mm minimum 38 mm maximum;  
(q) length (M): 150 mm minimum;  
(r) clearance to vehicle components (L): 40 mm  minimum with open door.  
Figure  1 
Access  steps  and handholds  to the passenger  compartment  EN 103  EN  
5. Requirements concerning the access to and exit from the doors of the passenger 
compartment of vehicles of categories other than N 2 having a maximum mass exceeding 
7,5 tonnes or category N 3 
5.1. Running  boards  and access steps  
5.1.1. Vehicles of categories M 1 and N 1 as well as N 2 with a maximum mass not exceeding 7,5 
tonnes, shall have one or more running board(s) or access step(s) where  the floor entrance 
height of the passenger compartment is higher than 600 mm above the ground measured 
with the vehicle in running order on a hor izontal and flat surface.  
5.1.1.1.  For off -road vehicles (ORV), the height of the passenger compartment  specified in point 
5.1.1. may be increased up to 700 mm.  
5.1.1.2.  All running boards and access steps shall be constructed in such a way as to preclude the 
risk of slipping. In addition, running boards and access steps exposed to the weather and 
dirt during driving shall have adequate run -off or a draining surface.  
  
EN 104  EN PART  3 
 
EU TYPE -APPROVAL  CERTIFICATE  (VEHICLE SYSTEM)  
 
 
Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of vehicle  with regard  to vehicle access  in accordance  with the requirements  laid down  
in Annex  X to Regulation  (EU)  2020/…  [Please  insert  reference  to this Regulation ], as last 
amended  by Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
 
Reason  for extension  / refusal  / withdrawal  (1):  
 
SECTION I  
[…] 
SECTION II  
[…] 
Addendum  
to the EU type-approval  certificate  number … 
 
1. Additional information:  
1.1. Brief description of the vehicle type as regards its structure, dimensions, lines and 
constituent materials  
1.2. Vehicle type of category M1 / N1 / N2 with a maximum mass not exceeding 7,5 tonnes  (1) is 
/ is not  (1) fitted with running boards or access steps.  
1.3. Off-road vehicle (ORV) yes / no (1) 
5. Remarks:  
_______________________  
(1) Delete where not applicable.  EN 105  EN ANNEX  XI 
REVERSING  MOTION  
 
PART  1 
Information  document  for EU type-approval  of motor  vehicles  with  regard  to reversing  
motion  
MODEL  
 
Information  document  No ... relating  to the EU type-approval  of a vehicle  with regard  to 
reversing  motion.   
The following  information,  if applicable,  shall  be supplied  in triplicate  and include  a list of 
contents.  Any drawings  or pictures  shall  be supplied  in appropriate  scale  and in sufficient  
detail  on size A4 or on a folder  of A4 format.  Photographs,  if any, shall  show  sufficient  detail.  
 
0.  
0.1.  
0.2.  
0.2.1.   
0.3.  
0.3.1.   
0.5.  
0.8.  
0.9.  
1.  
1.1.  
4.  
4.6.  
_______________________  
Explanatory  note 
Information  document  numbering  in accor dance  with the template  laid down  in Annex  I to 
Commission  Implementing  Regulation  (EU)  2020/683.  
  EN 106  EN PART 2  
Technical requirements  
 
1. General provisions  
1.1. All motor vehicles  shall be equipped with a device for reversing which can be easily 
operated from the driver ’s position.  
1.2. A brief delay between the moment the reversing mode is selected and the moment  it is 
actually engaged  is allowed . 
 EN 107  EN PART  3 
 
EU TYPE -APPROVAL  CERTIFICATE  (VEHICLE SYSTEM)  
 
Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of vehicle  with regard  to reversing motion  in accordance  with the requirements  laid 
down  in Annex  XI to Regulation  (EU)  2020/…  [Please  insert  reference  to this Regulation ], as 
last amended  by Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
 
Reason  for extension  / refusal  / withdrawal  (1):  
 
SECTION I  
[…] 
SECTION II  
[…] 
Addendum  
to EU type-approval  certificate  number … 
 
 
1. Additional information:  
1.1. Brief description of the vehicle type as regards its structure, dimensions, lines and 
constituent materials  
1.2. Device for reversing: gearbox  / other means  (1) 
1.3. Brief description of the device for reversing where this is not a function of the gearbox:  
5. Remarks:  
_______________________  
(1) Delete where not applicable.  EN 108  EN ANNEX  XII 
 
FRONTAL PROTECTION S YSTEMS  FOR M1 AND N1 VEHIC LES  
 
PART  1 
 
Information  document  for EU type-approval  of separate  technical  unit with  regard  to 
frontal  protection  system s  
 
MODEL  
 
Information document No … relating to the EU separate technical unit type -approval of a 
frontal protection system.  
The following information, if applicable, shall be supplied in triplicate and include a list of 
contents. Any drawings or pictu res shall be supplied in appropriate scale and in sufficient 
detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.  
 
0.  
0.1.  
0.2.  
0.2.1.   
0.5.  
0.7.  
0.8.  
0.9.  
1.  
1.1.  
1.2.  
1.3.  
1.4.  
__________________________  
Explanatory note  
Information  document  numbering  in accordance  with the template  laid down  in Annex  I to 
Commission  Implementing  Regulation  (EU)  2020/683.  
  EN 109  EN PART  2 
 
Section  A 
General  provisions  and requirements  
 
 
1. For the purposes  of this Annex,  the following  definitions  shall apply:  
1.1. ‘corner  of frontal  protection  system’  means  the frontal  protection  system’s  point  of contact  
with a vertical  plane,  which  makes  an angle  of 60° with the vertical  longitudinal  plane  of 
the vehicle  and is tangential  to the outer  surface  of the frontal  protection  system  (see 
Figure  1); EN 110  EN  Figure 1  
Determination of Corner of Frontal Protection System  
 
1.2. ‘essential outer front end dimensions ’ means solid points in space on the test frame, 
representing all points of the  actual intended vehicle type where the frontal protection 
system would be liable to impact on the vehicle during  testing;  
1.3. ‘lower frontal protection system height’  means, at any transverse position, the vertical 
distance between the ground  and the lower frontal protection system reference line, with 
the vehicle posi tioned in its normal ride attitude;  
1.4. ‘lower frontal protection system reference line’  means a line which identifies the lower 
limit to significant points of  pedestrian contact with the frontal protection system. The 
line is the geometric trace of the lowermost points of contact between a straight edge 700 
mm long and the frontal protection system, when the straight edge, held parallel to  the 
vertical longitudinal plane of the vehicle and inclined forwards by 25°, is traversed 
across the front of the vehicle,  while maintaining contact with the ground and with the 
surface of the frontal protection system (see Figure 2); 
 Figure 2 
Determination of Lower Frontal Protection System Reference Line  
 Corner of FPS  Vertical plane  60° 60° EN 111  EN  
1.5. ‘third of the frontal protection system’  means the geometric trace between each corner of 
the frontal protection system, measured with a flexible tape following the outer 
horizontal contour of t he frontal protection system, divided  into three equal parts;  
1.6. ‘upper frontal protection system height’  means, at any transverse position, the vertical 
distance between the ground  and the upper frontal protection system reference line, with 
the vehicle positioned in its normal ride attitude;  
1.7. ‘upper frontal protection system reference line’  means a line which identifies the upper 
limit  to significant points of  pedestrian contact with the frontal protection system. The 
line is the geometric trace of the upper most points of  contact between a straight edge 
700 mm long and the frontal protection system, when the straight edge, held paralle l to 
the vertical longitudinal plane of the vehicle and inclined rearwards by 20°, is traversed 
across the front of the  vehicle, while maintaining contact with the ground and with the 
surface of the frontal protection system (see Figure 3). 
Where necessary  the straight edge shall be shortened to avoid any contact with structures 
above the frontal protection system;  
 Figure 3 
Determination of Upper Frontal Protection System Reference Line  
 Straight edge  
700m m long  
25° EN 112  EN  
 Straight edge  
700mm long  
20° EN 113  EN 1.8. ‘wrap around distance’  means the geometric trace described on the frontal upper surface 
or the frontal protection  system by one end of a flexible tape, when it is held in a vertical 
longitudinal plane of the vehicle and traversed across  the frontal upper surface or frontal 
protection system. The tape is held taut throughout the operation with one end  in contact 
with ground reference level, vertically below the front face of t he bumper or frontal 
protection system and the  other end is held in contact with the frontal upper surface or 
frontal  protection system (see Figure 4, for example). The vehicle is positioned in the 
normal ride attitude.  
 Figure 4 
Frontal protection system wrap around distance  
 
2. General provisions:  
2.1. The manufacturer shall submit to the technical service responsible for conducting the 
type-approval tests one sample of the type of frontal protection system to be approved. 
Where that technical service considers it necessary, it may request further samples. The 
sample(s) shall be clearly and indelibly marked with the applicant’s trade name or mark 
and the type designation.  The manufacturer shall make provision for the subsequent 
compulsory display of the EU type -approval mark.  
2.2. Where  the frontal protection system to be tested has been designed for use on more than 
one vehicle type  of categories M 1 or N 1, that system shall be type -approved separately 
for every vehicle type for which it is intended.  
However, the technical service shall have the discretion to waive additional tests where 
the intended vehicle types or the frontal protection system types are considered to be 
 Frontal protection system  
wrap around distance  EN 114  EN sufficiently similar.  
2.3. The test may be carried out either with the frontal protection system mounted on a 
vehicle of the type for which it is  intended or on a test frame closely representing the 
essential outer front end dimensions of the intended vehicle type.  If, when using a test 
frame, the frontal protection system makes contact with the frame during testing, the 
test shall be  repeated with the frontal protection system mounted on the actual vehicle 
type for which it is intended. In the case of  testing carried out when the frontal 
protection system is mounted on a vehicle , the conditions of Section C shall apply.  
2.4. Any modification of the vehicle types  that are listed in the Appendix to the EU type -
approval certificate of the frontal protection system, forward of their A -pillars or of the 
frontal protection system itself, which affects either the structure, the main dimensions, 
the materials of the outer surfaces of the vehicle or the frontal protection system, the 
fixing methods or th e external or internal component arrangement, and which may have 
a significant influence on the results of the tests, shall be regarded as an amendment 
pursuant to Article  33 of Regulation (EU) 2018/858 and thus require a new EU type -
approval with regard t o the frontal protection system.  
2.5. If the relevant requirements set out in Part 2 of Annex XII to this Regulation are met, 
the following shall apply for  the purposes of Section  3 of the type-approval number  and 
in particular concerning the  letters that shall be used:  
- ‘A’ if the frontal protection system is approved for fitting to vehicles of 
categories M1 or N 1 that comply with the requirements of Section 2 of Annex I 
to Regulation (EC) No 78/2009 or point 3.1. of Annex I to Directive 
2003/102/EC ; 
- ‘B’ if the frontal protection system  is approved  for fitting to vehicles  of 
categories M1 or N 1 that comply with the requirements of Section 3 of Annex I 
to Regulation (EC) No 78/2009, point 3.2. of Annex I to Directive 2003/102/EC 
or UN Regulation No 127 ; or 
- ‘X’ if the frontal protection system is approved for fitting only to vehicles  of 
categories M1 or N 1 which do not comply with either Regulation (EC) No 
78/2009 , Directive 2003/102/EC or UN Regulation No 127.  
3. Specific  requirements  
3.1. The following requirements apply equally to frontal protection systems  fitted to new 
vehicles  of categories M1 or N 1 and to frontal protection systems  to be supplied as 
separate technical  units for fitting to specified vehicles  of categories M1 or N 1. 
3.1.1.  The components of the frontal protection system shall be so designed that all rigid 
surfaces which can be contacted by a 100 mm sphere, have a radius of curvature ≥ 5.0 
mm. 
3.1.2.  The total mass of the frontal protection system , including all brack ets and fixings, shall 
not exceed 1. 2 % of the maximum mass of the  vehicle for which it is designed, subject 
to a maximum of 18 kg . 
3.1.3.  The height of the frontal protection system , when fitted to a vehicle, shall be no more EN 115  EN than 50 mm above the height of the bonnet  leading edge reference line as defined in 
accordance with UN Regulation No 127.  
3.1.4.  The frontal protection system  shall not increase the width of the vehicle to which it is 
fitted. If the overall width of the frontal protection system  is more  than 75 % of the 
width of the vehicle, the ends of the frontal protection system  shall be turned in towards 
the external surface in order  to minimise the risk of fouling. This requirement is 
considered to be satisfied if either the frontal protection system  is recessed or integrated  
within the bodywork or the end of the frontal protection system  is turned so that it is not 
contactable by a 100 mm sphere and  the gap between the end of the frontal protection 
system  and the surrounding bodywork does not exceed 20 mm.  
3.1.5.  Subject to point 3 .1.4, the gap between the components of the frontal protection system  
and the underlying external surface shall not  exceed 80 mm. Local discontinuities in the 
general contour of  the underlying body (such as apertures in grilles,  air intakes, etc.) 
shall be ignored.  
3.1.6.  At any lateral position across the vehicle, in order to preserve the benefits of the vehicle 
bumper, the longitudinal  distance between the most forward part of  the bumper and the 
most forward part of the frontal protection system  shall not exceed  50 mm.  
3.1.7.  The frontal protection system  shall not reduce significantly the effectiveness of the 
bumper. This requirement shall be considered to be  satisfied if the re are no more than 
two vertical components and no horizontal components of the frontal protection system  
overlapping  the bumper.  
3.1.8.  The frontal protection system  shall not be inclined forward of the vertical. The top parts 
of the frontal protection system  shall not extend upwards or rearwards  (towards the 
windscreen) more than 50 mm from the bonnet leading edge reference line of the 
vehicle  with the frontal protection system  removed.  
3.1.9.  Conformity with the requirements of the vehicle type -approv al shall not be 
compromised by the fitting of a frontal protection system . 
3.1.10.  The type -approval authority may cons ider the requirements for any of the tests laid 
down in this Annex  to be fulfilled by any equivalent testing carried out in accordance 
with UN Regulation No 127 (e.g. when tested as part of a type of vehicle  when it can be 
optionally fitted with a frontal protection system , see point 1. and point 3.1. of Section 
C). 
  EN 116  EN Section  B 
Vehicle  test specifications   
 
1. Complete vehicle  
1.1. For testing  on complete vehicles, the vehicles shall comply with the conditions laid 
down  in points  1.1.1, 1.1.2 and 1.1.3.  
1.1.1.  The vehicle shall be in its normal ride attitude and shall be either securely mounted on 
raised supports or at rest on a flat surface with the hand brake on.  
1.1.2.  All devices designed  to protect vulnerable road users shall be correctly activated before 
and/or be active during the appropriate test. It shall be the responsibility of the applicant 
for approval to show that the devices will act as intended in a pedestrian impact.  
1.1.3.  Any vehicle component  which could change shape or position, other than active devices 
to protect pedestrians, and which have more than one fixed shape or position shall 
require the vehicle to comply with the components in each fixed shape or position.  
2. Subsystem of vehicle  
2.1. Where only a subsystem of the vehicle is supplied for tests, it shall comply with the 
conditions detailed in points 2.1.1, 2.1.2, 2.1.3 and 2.1.4.  
2.1.1.  All the parts of the vehicle structure, bonnet and under -bonnet components  or behind 
windscreen components that may be involved in a frontal impact with a vulnerable road 
user shall be included in the test to demonstrate the performance and interactions of all 
the contributory vehicle components.  
2.1.2.  The vehicle  subsystem shall be securely mounted in the vehicle normal ride attitude.  
2.1.3.  All devices  designed to protect vulnerable road users shall be correctly activated before 
and/or be active during the appropriate test. It shall be the responsibility of the applicant 
for approval to show that the devices will act as intended in a pedestrian impact.  
2.1.4.  Any vehicle component which could change shape or position, other than active devices 
to protect pedestrians, and which have more than one fixed shape or position shall 
require the vehicle to comply with the components in each fixed shape or position.  
  EN 117  EN Section  C 
Frontal  protection  systems  test specifications   
 
1. Frontal  Protection System as original equip ment fitted to a vehicle.  
1.1. The frontal  protection system mounted on the vehicle shall comply with the conditions 
laid down in points 3. to 3.1.10 of Section A.  
1.2. The vehicle  shall be in its normal ride attitude and either securely mounted on raised 
supports or at rest on a flat surface with the handbrake on. The vehicle shall be fitted 
with the frontal protection system to be tested. The fitting instructions from the 
manufact urer of the frontal protection system shall be followed and these shall include 
tightening torques for all fixings.  
1.3. All devices designed to protect pedestrians and other vulnerable road users shall be 
correctly activated before and/or be active during the appropriate test. The applicant 
shall demonstrate that the devices will function as intended if the vehicle strikes a 
pedestrian or other vulnerable road user.  
1.4. Any vehicle component that could change shape or position, such as 'pop -up' 
headlamps, other than devices to protect pedestrians and other vulnerable road users, 
shall be set to a shape or position that the technical services consider to be most 
appropriate for these tests.  
2. Frontal Protection System as a separate technical unit.  
2.1. Where only a frontal protection system is supplied for tests, it shall be possible to 
comply with the conditions laid down in points 3. to 3.1.10 of Section A  when fitted to 
the vehicle type to which the specific separate technical unit type -approval  relates.  
2.2. The test may be carried out either with the frontal protection system mounted on a 
vehicle of the type for which it is intended or on a test frame closely representing the 
essential outer front end dimensions of the intended vehicle type. I f, when using a test 
frame, the frontal protection system makes contact with the frame during testing, the 
test shall be repeated with the frontal protection system mounted on the actual vehicle 
type for which it is intended. In the case of testing carried  out when the frontal 
protection system is mounted on a vehicle the conditions of point 1 shall apply.  
3. Information to be provided.  
3.1. All frontal protection systems, whether being part of the type -approval of a vehicle with 
regard to it being optionally fitted with a frontal protection system or being type -
approved as a separate technical unit, shall be accompanied by information as to the 
vehicle or vehicles on which it has been approved for fitting.  
3.2. All frontal protection systems type-approved as separate technical units shall be 
accompanied by detailed installation instructions giving sufficient information for a 
competent person to install it on the vehicle properly. The instructions shall be in the 
language or languages of the M ember State in which the frontal protection system will 
be offered for sale.  EN 118  EN Section  D 
Lower  legform  to frontal  protection  system  test  
 
1. Specific requirements  
1.1. All the tests  shall be performed at an impact speed of 40 km/h.  
1.2. For a frontal protection system  approved for fitting to vehicles that comply with the 
requirements of Section 2 of Annex I to Regulation (EC) No 78/2009  or point 3.1. of 
Annex I to Directive 2003/102 /EC, the absolute value of the maximum dynamic medial 
collateral ligament elongation at the knee shall not exceed 40 mm, and the maximum 
dynamic anterior cruciate ligament and posterior cruciate ligament elongation shall not 
exceed 13 mm. The absolute valu e of dynamic bending moments at the tibia shall not 
exceed 3 80 Nm . 
1.3. For a frontal protection system  approved for fitting to vehicles that comply with the 
requirements of Section 3 of Annex I to Regulation (EC) No 78/2009 , point 3.2. of 
Annex I to Directive 2003/102/EC  or UN Regulation No 127, the absolute value of the 
maximum dynamic medial collateral ligament elongation at the knee shall not exceed 
22 mm, and the maximum dynamic anterior cruciate ligament and posterior cruciate 
ligament elongation shall not exceed 13 mm. The absolute value of dynamic bending 
moments at the tibia shall not exceed 3 40 Nm . 
1.4. For a frontal protection system  approved fo r fitting only to vehicles which do not 
comply with either Regulation (EC) No 78/2009 , Directive 2003/102/EC  or UN 
Regulation No 127, the test requirements set out in points 1.2. and 1.3. may be replaced 
by the following test requirements:  
- The absolute value of the maximum dynamic medial collateral ligament 
elongation at the knee shall not exceed 40 mm, and the maximum dynamic 
anterior cruciate ligament and posterior cruciate ligament elongation shall not 
exceed 13 mm. The absolute value of d ynamic bending moments at the tibia 
shall not exceed 3 80 Nm ; or 
- A pair of tests shall be performed on the vehicle, one with the frontal protection 
system  fitted, and a second without the frontal protection system  fitted and each 
pair of tests shall be perf ormed in equivalent locations as agreed with the type -
approval authority and technical service. The values for the maximum dynamic 
medial collateral ligament elongation at the kne e, the maximum dynamic 
anterior cruciate ligament and posterior cruciate liga ment elongation s shall be 
recorded. In each case the value recorded for the vehicle fitted with the frontal 
protection system  shall not exceed 90% of the value recorded for the vehicle 
without the frontal protection system  fitted.  
2. General  
2.1. The lower legform  impactor for the frontal protection system tests shall be in 'free 
flight' at the moment of impact , in accordance with the provisions of point 1.8. of 
Annex 5 to UN Regulation No 127 . The impactor shall be released to free flight at such 
a distance that the test results are not influenced by any contact of the impactor with the 
propulsion system during rebound of the impactor.  
2.2. In all cases the impactor  may be propelled by an air, spring or hydraulic gun, or by EN 119  EN other means that can be s hown to give the same result.  The lower legform impactor 
shall be certified pursuant to point  1. of Annex 6  to UN Regulation No 127.  
3. Specification  of the test  
3.1. A minimum of three  lower legform  to frontal protection system tests shall be carried out 
on test points between the upper and lower frontal protection system reference lines. 
The test points shall be at positions judged by the technical service  to be the most likely 
to cause injury. Test s shall be carried out to different types of structure where they vary 
throughout the area to be assessed. The points tested by the technical service shall be 
recorded  in the test report.  
3.2. For vehicles with a lower frontal protection system reference line height of less than 
425 mm the requirements of this Section shall be applied.  
4. For vehicles with a lower frontal protection system reference line height which is equal 
to, or greater tha n, 425 mm and less than 500 mm the manufacturer may choose to 
apply either the tests set out in this Section or the test s set out in Section E.  
4.1. The state of the vehicle or subsystem shall comply w ith the provisions  in Section C . 
The stabilised temperature of the test apparatus and the vehicle or separate technical 
unit shall be 20°  ± 4°C. 
4.2.  The lower legform impactor  is described in Annex 4 of UN Regulation No 127.  
4.3. The test impactor shall be stored  and handled in accordance with points 1.2. and 1.3. of 
Annex 5 to UN Regulation No 127 prior to the test . 
4.4. The tests shall be carried out in accordance with points  1.6. to 1.14. of Annex 5 to UN 
Regulation No 127.  
4.5. During contact between the impactor and the frontal protection  system, the impactor 
shall not contact the ground or any object which is not part of the frontal protection 
system or the vehicle.  
 
Section  E 
Upper  legform  to frontal  protection  system  test  
 
1. Specific requirements  
1.1. All the tests shall be performed at an impact speed of 40 km/h.  
1.2. The instantaneous sum of the impact forces with respect to time shall not exceed 7,5 kN 
and the bending moment on the test impactor shall not exceed 510 Nm.  
1.3. For a frontal protection system  approved for fitting only to vehicles which do not 
comply with either Regulation (EC) No 78/2009 , Directive 2003/102/EC  or UN 
Regulation No 127, the test requirements set out in point 1.2. may be replaced by the 
following test requirements:  
- The instantaneous sum of the impact forces with respect to time shall not exceed 
9,4 kN and the bending moment on the test impactor sh all not exceed 640 Nm; 
or EN 120  EN - A pair of tests shall be performed on the vehicle, one with the frontal protection 
system  fitted, and a second without the frontal protection system  fitted. Each 
pair of tests shall be performed in equivalent locations as agreed w ith the type -
approval authority and technical service. The values for the instantaneous sum 
of the impact forces and the bending moment on the test impactor shall be 
recorded. In each case the value recorded for the vehicle fitted with the frontal 
protecti on system  shall not exceed 90 % of the value recorded for the vehicle 
without the frontal protection system  fitted.  
2. General  
2.1. The upper legform  impactor for tests to the frontal protection system shall be mounted 
to the propulsion system, by a torque limiting joint, to prevent large off -centre loads 
damaging the guidance system. The guidance system shall be fitted with low -friction 
guides, insens itive to off -axis loading, that allow the impactor to move only in the 
specified direction of impact, when in contact with the frontal protection system. The 
guides shall prevent motion in other directions including rotation about any other axis.  
2.2. The upper legform impactor  may be propelled by an air, spring or hydraulic gun, or by 
other means that can be shown to give the same result.  The upper legform impactor 
shall be certified pursuant to  point 2. of  Annex 6  to UN Regulation No 127 . 
3. Specific ation of the test  
3.1. A minimum of three upper legform  to frontal protection system tests shall be carried out 
on test points between the Upper and Lower Frontal protection System Reference Lines. 
The test points shall be at positions judged by the technical service  to be the most likely 
to cause injury. Tests shall be carried out to different types of structure where they vary 
throughout the area to be assessed. The points tested by the technical service shall be 
recorded  in the test report.  
3.2. For vehicles with a lower frontal protection system reference line height equal to, or 
greater than, 500 mm the requirements of this Section  shall apply.  
4. For vehicles with a lower frontal protection system reference line height which is equal 
to, or gr eater than, 425 mm and less than 500 mm the manufacturer may choose to 
apply either this test or the test set out in Section D.  
4.1. The state of the vehicle or subsystem shall comply w ith the provisions in Section C . 
The stabilised temperature of the test apparatus and the vehicle or separate technical 
unit shall be 20°  ± 4°C. 
4.2. The upper legform impactor is described in Annex 4 of UN Regulation No 127.  
4.3. The test impactor shall be stored and handled in accordance with points 2.2. and 2.3. of 
Annex 5 to UN Regulation No 127 . 
4.4. The upper legform  impactor is described in point 3. of Annex 4 of UN Regulation No 
127. 
4.5. The tests shall be carried out in accordance with points  2.6. and 2.7. of Annex 5 to UN 
Regulation No 127.  
 
 EN 121  EN Section  F 
Child/Small  Adult  headform  to frontal  protection  system  test  
 
1. Specific requirements  
1.1. All the tests shall be performed at an impact speed of 35 km/h  using a 3,5 kg headform 
test impactor for the child/small adult. The HPC calculated from the resultant of the 
accelerometer time histories shall not exceed 1 000 in all cases . 
2. General  
2.1. The child/small adult headform impactor for the frontal protection system tests shall be 
in 'free flight' at the moment of impact. The impactor shall be released to free flight at 
such a distance from the frontal protection system that the test results ar e not influenced 
by any contact of the impactor with the propulsion system during rebound of the 
impactor.  
2.2. In all cases the impactors may be propelled by an air, spring or hydraulic gun, or by 
other means that can be shown to give the same result.  The headform impactor  shall be 
certified pursuant to point 3. of Annex 6  to UN Regulation No 127.  
3. Specification  of the test  
3.1. A minimum of three headform impact tests shall be carried out at positions which are 
judged by the technical service to be the most likely to cause injury. Tests shall be to 
different types of structure, where these vary throughout the area to be assessed. Points 
tested by the technical service  shall be recorded  in the test report.  
3.2. Test points for the child/small adult headform impactor shall be chosen on parts of the 
frontal protection system where the frontal protection system wrap around distance 
exceeds 900  mm with the vehicle in its normal ride attitude or with the frontal 
protection system mounted on a test f rame representing the vehicle to which it is to be 
fitted as if in its' normal ride attitude.  
4. Test procedure  
4.1. The state of the vehicle or subsystem shall comply with the provisions in point 1 of 
Section C.  The stabilised temperature of the test apparatus and the vehicle or separate 
technical unit shall be 20°  ± 4°C. 
4.2. The child/ small  adult headform impactor is described in Annex 4 of UN Regulation No 
127. 
4.3. The impactor shall be mounted and propelled as specified in points 2.1. and 2.2.  
4.4. The tests shall be carried out in accordance with points  3. to 3.3.1. and 4.4. to 4.7. of 
Annex 5 to UN Regulation No 127.  
  EN 122  EN PART 3  
 
Section  A 
 
EU TYPE -APPROVAL CERTIFICATE  (SEPARATE TECHNICAL UNIT ) 
 
Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of separate  technical  unit with regard  to frontal  protection  systems  in accordance  with 
the requir ements  laid down  in Annex  XII to Regulation  (EU)  2020/… [Please  insert  reference  
to this Regulation ], as last amended  by Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
 
Reason  for extension  / refusal  / withdrawal  (1):  
 
SECTION I  
[…] 
SECTION II  
[…] 
Addendum  
 
to EU type -approval certificate number …  
 
1. Additional information:  
1.1. Method of attachment:  
1.2. Assembly and mounting  instructions:  
2. List of vehicles on which the frontal protection system may be fitted, any usage instructions 
and necessary conditions for fitting:  
[…] 
5. Remarks  
[…] 
6. Test results according to the requirements of Part 2 of Annex XII of Regulation (EU) 2020/ 
… [Please insert reference to this Regulation ]. 
 Test Value recorded  Pass/Fail  
Lower legform to frontal protection 
system  
— three test positions  
(where performed)  Bending angle  … degree
s  
Shear displacement  … mm  
Acceleration at … g  EN 123  EN tibia 
Upper legform to frontal protection 
system  
— three test positions  
(where performed)  Sum of impact 
forces  … kN  
Bending moment  … Nm  
Child/small adult headform (3,5  kg) to 
frontal protection system  HPC values  
(at least three 
values)     
 EN 124  EN Section B 
 
EU type-approval mark of separate technical unit  
 
1. The EU type -approval mark for separate technical units referred to in Article 38(2) 
of Regulation (EU) 2018/858 shall consist of:  
1.1. A rectangle surrounding the lower -case letter ‘e’, followed by the distinguishing 
number of the Member State which has granted the type -approval for the 
component or separate technical unit:  
1 for Germany  19  for Romania  
2 for France  20  for Poland   
3 for Italy  21 for Portugal  
4 for The Netherlands  23 for Greece  
5 for Sweden  24 for Ireland  
6 for Belgium  26  for Slovenia  
7 for Hungary   27 for Slovakia   
8 for the Czech  Republic   29  for Estonia   
9 for Spain  32  for Latvia   
12 for Austria  34 for Bulgaria  
13 for Luxembourg  36 for Lithuania   
17 for Finland  49  for Cyprus   
18 for Denmark  50  for Malta   
1.2. In the vicinity of the rectangle, two digits indicating the series of amendm ents 
laying down the requirements with which this separate technical units complies,  
“00” at present,  followed by a space and the five -digit number referred to in point 
2.4 of Annex IV  of Regulation (EU) 2018/858 . 
2. The type -approval mark of the separate technical units shall be indelible and 
clearly legible.  
3. An example of an EU separate technical unit type -approval mark is shown in 
Figure 1.  
 
  EN 125  EN  
Figure 1  
Example of EU separate technical unit type -approval mark  
 
_______________________  
Explanatory  note 
Legend  The EU separate  technical  unit type-approval  was issued  by Bulgaria  under  number  
00646. The first two digits  "03" indicate  that the separate  technical  unit was 
approve d according  to this Regulation.  The letter  ‘X’ means  that the frontal  
protection  system  is intended  for fitting only to vehicles  of categories M1 or N 1 
which do not comply with either Regulation (EC) No 78/2009 , Directive 
2003/102/EC or UN Regulation No 127.  
 
EN 126  EN ANNEX XIII  
MASSES AND DIMENSION S 
 
PART  1 
 
Section  A 
Information  document  for EU type-approval  of a motor  vehicles  and their  traile rs with  
regard  to their  masses  and dimensions  
 
MODEL  
 
Information  document  No … relating  to the EU type-approval  of a motor  vehicle  or trailer  
with regard  to the masses  and dimensions.  
The following  information  shall  be supplied  in triplicate  and include  a list of contents.  Any 
drawi ngs or pictures  shall  be supplied  in appropriate  scale  and in sufficient  detail  on size A4 
or on a folder  of A4 format.  Photographs,  if any, shall  show  sufficient  detail.  
0.  
0.1.  
0.2.  
0.2.1.   
0.4.  
0.5.  
0.8.  
0.9.  
1.  
1.1.  
1.2.  
1.3.  
1.3.1.   
1.3.2.   
1.3.3.   
1.4.  
1.7.  
1.9.  
1.10.   EN 127  EN 2.  
2.1.  
2.1.1.   
2.1.2.   
2.1.2.1.   
2.1.2.2.   
2.2.  
2.2.1.   
2.2.1.1.   
2.2.1.2.   
2.2.1.3.   
2.2.2.   
2.2.2.1.   
2.3.  
2.3.1.   
2.3.2.   
2.4.   
2.4.1.    
2.4.1.1.    
2.4.1.1.1.    
2.4.1.1.2.    
2.4.1.1.3.    
2.4.1.2.    
2.4.1.2.1.    
2.4.1.2.2.    
2.4.1.3.    
2.4.1.4.    
2.4.1.4.1.    
2.4.1.5.    
2.4.1.5.1.    EN 128  EN 2.4.1.5.2.    
2.4.1.6.    
2.4.1.6.1.    
2.4.1.6.2.    
2.4.1.6.3.    
2.4.1.8.    
2.4.2.    
2.4.2.1.    
2.4.2.1.1.    
2.4.2.1. 3.   
2.4.2.2.    
2.4.2.2.1.    
2.4.2.3.    
2.4.2.4.    
2.4.2.4.1.    
2.4.2.5.    
2.4.2.5.1.    
2.4.2.5.2.    
2.4.2.6.    
2.4.2.6.1.    
2.4.2.6.2.    
2.4.2.6.3.    
2.4.2.8.    
2.4.3.    
2.4.3.1.    
2.4.3.2.    
2.4.3.3.    
2.5.   
2.6.   
2.6.1.    EN 129  EN 2.6.2.    
2.6.4.    
2.8.   
2.8.1.    
2.9.   
2.10.    
2.11.    
2.11.1.    
2.11.2.    
2.11.3.    
2.11. 3.1.   
2.11.4.    
2.11.4.2.    
2.11.5    
2.11.6.    
2.12.    
2.12.1.    
2.12.2.    
2.12.3.    
2.16.    
2.16.1.    
2.16.2.    
2.16.3.    
2.16.4.    
2.16.5.    
3.   
3.1.   
3.2.   
3.2.1.8.    
3.3.   EN 130  EN 3.3.1.1.    
3.4.   
3.4.1.    
3.4.5.4.    
3.9.   
4.   
4.1.  
5.   
5.1.   
5.2.   
5.3.   
5.4.   
5.5.   
6.   
6.1.   
6.2.   
6.2.3.    
6.2.3.1.    
6.2.3.2.    
6.2.4.    
6.2.4.1.    
6.2.4.2.    
6.3.   
9.  
9.1.  
9.10.3.   
9.10.3.1.   
9.10.3.1.1.   
9.10.3.5.   
9.10.3.5.1.   EN 131  EN 9.10.3.5.2.   
9.25  
9.25.1.   
9.26.   
9.26.1.   
9.26.2.   
9.26.3.   
9.27.3.1.   
9.27.3.2.   
9.27.3.3.   
11.  
11.1.   
11.2.   
13.  
13.1.   
13.2.   
13.2.1.   
13.2.2.   
13.2.3.   
13.2.4.   
13.3.   
13.3.1.   
13.3.2.   
13.3.3.   
13.4.   
13.4.1.   
13.4.2.   
13.4.3.   
13.4.4.   
13.7.   EN 132  EN 13.12.   
__________________________  
Explanatory note  
Information  document  numbering  in accordance  with the template  laid down  in Annex  I to 
Commission  Implementing  Regulation  (EU)  2020/683. 
  EN 133  EN Section B  
Information document for the EU type -approval of an aerodynamic device or equipment 
as a separate technical unit 
 
MODEL  
 
Information document No … relating to the EU type -approval of an aerodynamic device or 
equipment as a separate technical unit.  
The following information shall be supplied in triplicate and include a list of contents. Any 
drawings shall be supp lied in appropriate scale and in sufficient detail on size A4 or on a 
folder of A4 format. Photographs, if any, shall show sufficient detail.  
 
0.  
0.1.  
0.2.  
0.3.  
0.3.1.   
0.5.  
0.7.  
0.8.  
0.9.  
9.26.   
9.26.1.    
9.26.2.   
9.26.3.   
9.26.3.1.   
9.26.3.2.   
9.26.3.3.   
9.27.   
9.27.1.    
9.27.2.    
9.27.3   
9.27.3.1.   EN 134  EN 9.27.3.2.   
9.27.3.3.   
__________________________  
Explanatory note  
Information  document  numbering  in accordance  with the template  laid down  in Annex  I to 
Commission  Implementing  Regulation  (EU)  2020/683. 
  EN 135  EN PART 2  
Technical requirements  
 
Section A  
Definitions and general provisions  
 
1. For the purposes of this Annex, the following definitions shall apply:  
1.1. ‘standard equipment ’ means the basic configuration of a vehicle which is equipped 
with all the features that are required under the regulatory acts referred to in Annex  II 
to Regulation (EU) 2018/858 , including all features that are fitted without giving rise 
to any further specifications on configuration or equipment level ; 
1.2. ‘optional equipment ’ means all the features not included in the standard equipment  
which are fitted to a vehicle under the responsibility of the manufacturer that can be  
ordered by the customer;  
1.3. 'mass in running order ’ means:  
(a) in the case of a motor vehicle:  
the mass of the vehicle, with  its fuel tank(s) filled to at least 90  % of its or their 
capacity/ies, including the mass of the driver, of the fuel and liquids, fitted with the 
standard equipment in accordance with the manufacturer’s specifications and, when 
they are fitted, the mass of the bodywork, the cabin, the coupling and the spare 
wheel(s) as well as the tools;  
(b) in the case of a trailer:  
the mass of the vehicle including the fuel and liquids, fitted with the standard 
equipment in accordance with the manufacturer ’s specifications,  and, when they are 
fitted, the mass of the bodywork, additional coupling(s), the spare wheel(s) and the 
tools;  
1.4. 'mass of the optional equipment'  means the mass of the equipment which may be  fitted 
to the vehicle in addition to the standard equipment, in accordance with the 
manufacturer's specifications;  
1.5. 'actual mass of the vehicle'  means the mass in running order plus the mass of the  
optional e quipment fitted to an individual vehicle;  
1.6. 'technically permissible maximum laden mass (M) ’ means the maximum mass  
allocated to a vehicle on the basis of its construction features and its design 
performances; the technically permissible laden mass of a trailer or of a semi -trailer 
includes the static mass transferred to the towing vehicle when coupled;  
1.7. 'technically permissible maximum laden mass of the combination  (MC) ’ means the 
maximum mass allocated to the combination of a motor vehicle and one or more 
trailers on the basis of its construction features and its design performances or the 
maximum mass allocated to the combination of a tractor unit and a semi -trailer ; 
1.8. 'technically permissible maximum towable mass  (TM) ’ means the maximum mass of 
one or more trailers that may be towed by a towing vehicle which corresponds to the 
total load transmitted to the ground by the wheels of an axle or a group of axles on any 
trailer coupled to the towing vehicle;  EN 136  EN 1.9. 'axle' means the common axis of rotation of two or more wheels whether power -driven 
or freel y rotating, and whether in one or more segments located in the same plane 
perpendicular to the longitudinal centre -line of the vehicle ; 
1.10.  'group of axles ' means a number of axles having an axle spacing that is restricted to 
one of the axle spacing referred to as distance 'd' in Annex I to Directive 96/53/EC and 
which interact due to the specific design of the suspension ; 
1.11.  ‘solo axle ’ means an axle that cannot be considered as part of a group of axles;  
1.12.  'technically permissible maximum mass on the axle  (m)’ means the mass 
corresponding to the maximum permissible static vertical load transmitted to the 
ground by the wheels of the axle, on the basis of the construction features of the axle 
and of the vehicle and their design performances ; 
1.13.  'technically permissible maximum mass on a group of axles  (µ)’ means the mass 
corresponding  to the maximum permissible static vertical load transmitted to the 
ground by the wheels of the group of axles, on the basis of the construction features of 
the group of axles and of the vehicle and their design performances ; 
1.14.  'coupling ' means a mechanical device including component items as defined in points 
2.1 to 2.6 of Regulation No  55 of the Economic Commission for Europe of the United 
Nations (UN/ECE)  5 and a close -coupling device as defined in point  2.1.1 of UN 
Regulation No  102 of the Economic Commission for Europe of the United Nations 
(UN/ECE)  6; 
1.15.  'coupling point ' means the centre of engagement of the coupling fitted to a towed 
vehicle w ithin the coupling fitted to a towing vehicle ; 
1.16.  'mass of the coupling ' means the mass of the coupling itself and of the parts necessary 
for the attachment of the coupling to the vehicle ; 
17. 'technically permissible maximum mass at the coupling point ’ means:  
(c) in the case of a towin g vehicle, the mass, corresponding to the 
maximum permissible static vertical load on the coupling point (‘S’ or 
‘U’ value) of a towing vehicle, on the basis of the construction features 
of the coupling and of the towing vehicle;  
(d) in the case of a semi -trailer, a centre -axle trailer or a rigid drawbar 
trailer, the mass corresponding to the maximum permissible static 
vertical load (‘S’ or ‘U’ value) to be transferred by the trailer to the 
towing vehicle at the coupling point, on the basis of the construction 
features of the coupling and of the trailer ; 
1.18. 'mass of the passengers ' means a rated mass depending on the vehicle category 
multiplied by the number of seating positions including, if any, the seating positions 
                                                 
5 Regulation  No 55 of the Economic Commission for Europe of the Unite d Nations (UN/ECE) — 
Uniform provisions concerning the approval of mechanical coupling components of combinations 
of vehicles (OJ L 227, 28.8.2010, p.  1). 
6 Regulation  No 102 of the Economic Commission for Europe of the United Nations (UN/ECE) — 
Uniform provisions concerning the approval of I. A close -coupling device (CCD) II. Vehicles with 
regard to the fitting of an approved type of CCD (OJ L 351, 20.12.2008, p.44 ). EN 137  EN for cr ew members and the number of standees, but not including the driver ; 
1.19. 'mass of the driver ' means a mass rated at 75  kg located at the driver’s seating 
reference point ; 
1.20.  'pay-mass'  means the difference between the technically permissible maximum laden 
mass and the mass in running order increased by the mass of the passengers and the 
mass o f the optional equipment ; 
1.21.  'length' means the dimension defined in points 6.1.1, 6.1.2 and 6.1.3 of Standard 
ISO 612:1978; this definition also applies to articulated vehicles made up of two or 
more sections ; 
1.22.  'width' means the dimension defined in point 6.2 of Standard ISO  612:1978 ; 
1.23.  'height' means the dimension defined in point 6.3 of Standard ISO  612:1978 ; 
1.24.  'wheelbase ' means the following:  
(a) for motor vehicles and drawbar trailers, the horizontal distance between the 
centre of the first and the last axle;  
(b) for centre -axle trailers, semi -trailers and rigid drawbar trailers, the distance 
between the vertical axis of the coupling and the centre of the last axle ; 
1.25.  'axle spacing'  means the distance between two consecutive axles; for centre -axle 
trailers, semi -trailers and rigid drawbar trailer, the first axle spacing is the horizontal 
distance between the vertical axis of the front coupling and the centre of the first axle ; 
1.26.  'track' means the distance referred to in point 6.5. of Standard ISO  612:1978 ; 
1.27.  ‘fifth wheel lead ’ means the distance referred to in point 6.19.2. of Standard 
ISO 612:1978  in, taking into account the note referred to in point 6.19. of the same 
standard ; 
1.28.  ‘front fitting radius of semi -trailer ’ means the horizontal distance from the axis of the 
kingpin to any point at the front of the semi -trailer ; 
1.29.  ‘front overhang ’ means the horizontal distance between the vertical plane passing 
through t he first axle or the kingpin axle in the case of a semi -trailer and the foremost 
point of the vehicle ; 
1.30.  ‘rear overhang ’ means the horizontal distance between the vertical plane passing 
through the last rear axle and the rearmost point of the vehicle; where the vehicle is 
fitted with a coupling that is not removable, the rearmost point of the vehicle is the 
coupling point ; 
1.31.  'length of the loading area'  means the distance from the foremost internal point to the 
rearmost internal point of the cargo area, measured horizontally in the longitudinal 
plane of the vehicle ; 
1.32.  'rear swing -out' means the distance between the initial point and the actual extreme 
point reached by the rear end of a vehicle when manoeuvring in the conditions 
specified in point  8 of Section B of Part  2 or in point  7 of Section C of Part  2 of this 
Annex ; 
1.33.  'axle-lift device'  means a mechanism fitted to a vehicle for the purpose of raising the EN 138  EN axle clear off the ground and lowering it to the ground ; 
1.34.  'lift axle or retractable axle ' means an axle which can be raised from its normal 
position and re -lowered by an axle -lift device ; 
1.35.  'loadable axle'  means an axle the load on which can be varied without the axle being 
raised  by the use of an axle -lift device ; 
1.36.  'air suspension'  means a suspension system on which at least 75  % of the spring effect 
is caused by the air spring ; 
1.37.  'class of a bus or of a coach'  means a set of vehicles as defined in points 2.1.1. and 
2.1.2. of UN Regulation  No 107– Uniform provisions concerning the approval of 
category M 2 or M 3 vehicles with regard to their general construction  7; 
1.38.  'articulated vehicle ' means a vehicle of category M 2 or M 3 as defined in point 2.1.3. of 
UN Regulation  No 107; 
1.39.  'indivisible load ' means a load that cannot, for the purposes of carriage by road, be 
divid ed into two or more loads without undue expense or risk of damage and which, 
owing to its mass or dimension, cannot be carried by a vehicle the masses and 
dimensions of which comply with the maximum authorised masses and dimensions 
applicable in a Member S tate. 
2. General provisions  
2.1. The following masses shall be determine d by the manufacturer  for each version within 
a vehicle type, irrespective of the state of completion of the vehicle:  
(a) the technically permissible maximum laden mass;  
(b) the technically permissible maximum laden mass of the combination;  
(c) the technically permissible maximum towable mass;  
(d) the technically permissible maximum mass on the axles or the 
technically permissible maximum mass on a group of axles;  
(e) the technically permissible maximum masses at the coupling point(s), 
taking into account the technical features of the couplings th at are fitted 
or can be fitted to the vehicle.  
2.1.1. When determining  the masses referred to in p oint 2.1, the manufacturer shall apply the 
best practices of good engineering and the best available technical knowledge in order 
to minimise the risks of mechanical failure, in particular those due to fatigue of 
materials, and to avoid damage to the road infrastructure.  
2.1.2. When determining the masses referred to in p oint 2.1, the manufacturer shall apply  the 
maximum speed by construction of the vehicle.  
 
Where the vehicle is equipped by the manufacturer with a speed limitation device, the 
maximum speed by construction shall be the true speed permitted by the speed 
limitation device.  
                                                 
7 OJ L 255, 29.09.2010, p.  1. EN 139  EN 2.1.3. When determining the masses referred to in point  2.1, the manufacturer shall not 
impose restrictions on the use of the vehicle except those concerning the tyre capacities 
that can be adjusted to the speed by construction as is allowed under UN Regulation 
No 54 8. 
2.1.4. For incomplete vehicles, including chassis -cabin vehicles, that require a further stage 
of completion, the manufacturer shall provide all relevant information to the next stage 
manufacturers so that the requirements of this Regulation continues to be fulfilled.  
 
For the purposes of the first paragraph, the manufacturer shall specify the position of 
the center of gravity of the mass corresponding to the sum of the load.  
2.1.5. Incomplete vehicles of categories M 2, M 3, N 2 and N 3 not fitted with a bodywork shall 
be designed so as to allow the subsequent stage manufacturers to be able to fulfil the 
requirements of points  7 and 8 in Section  C and points  6 and 7 in Section  D. 
3. For the purposes of mass distribution calculations, the manufacturer shall provide the 
type-approval authority, for each technical configuration within the vehicle type as 
determined by the set of values of the relevant points in the information document i n 
accordance with Section  A of Part 1 with the information necessary to identify the 
following masses:  
(a) the technically permissible maximum laden mass;  
(b) the technically permissible maximum mass on the axles or group of axles;  
(c) the technically permissible maxi mum towable mass;  
(d) the technically permissible maximum mass at the coupling point(s);  
(e) the technically permissible maximum laden mass of the combination.  
The information shall be provided in tabular or any other appropriate format, agree d to 
by the approval authority.  
3.1. Where the optional equipment significantly affects the masses and dimensions of the 
vehicle, the manufacturer shall provide the technical service with the location, mass 
and geometrical position of the gravity centre with respect to the axles of the optional 
equipment that can be fitted to the vehicle.  
 
However, where the optional equipment is made up of several parts located in various 
spaces in the vehicle, the manufacturer may instead provide the technical service with 
the distribution  of the mass of the optional equipment on the axles only.  
3.2. For groups of axles, the manufacturer shall indicate the load distribution among the 
axles of the total mass applied to the group  of axles . Where necessary, the 
manufacturer shall state the distribution formulae or produce the relevant distribution 
graphs.  
3.3. The manufacturer  shall, upon a request by  the type-approval authority or the technical 
                                                 
8 UN Regulation No  54 — Uniform provisions concerning the approval of pneumatic tyres for 
commercial vehicles and their trailers  (OJ L 307, 23.11.2011, p.  2). EN 140  EN service , make available for test purposes a vehicle representative of the type to be 
approved.  
3.4. The vehicle  manufacturer may submit an application for recognition of the equivalence 
of a suspension to air suspension to the type -approval authority.  
3.4.1. The equivalence of a suspension to air suspension shall be recognised by the type -
approval authority where the requirements set out in  Section  L are fulfilled.  
3.4.2. Where the equivalence of a suspension to air suspension is recognised by the technical 
service, the latter shall issue a test report, which together with a technical description of 
the suspension shall be attached to the EU type -approval certificate.  
4. Special provisions as regards r egistration/in -service maximum permissible masses  
4.1. For the purposes of registration and entry into service of vehicles type -approved under 
this Regulation, national authorities may determine, for each variant and version within 
the type of vehicle, all of the following masses that are permitted for nationa l traffic or 
for international traffic under Directive 96/53/EC:  
(a) the registration /in-service maximum permissible laden mass;  
(b) the registration/in -service maximum permissible mass on the axle(s);  
(c) the registration/in -service maximum permissible mass on the group of 
axles;  
(d) the registration/in -service maximum permissible towable mass;  
(e) the registration/in -service maximum permissible laden mass of the 
combination.  
4.2. National  authorities shall establish the procedure for the determination of the 
registration/in service maximum permissible masses referred to in point 4.1 . They shall 
designate the competent authority entrusted with the determination of those masses, 
and shall sp ecify the information that must be provided to that competent authority.  
4.3. The registration /in-service maximum permissible masses determined in accordance 
with the procedure referred to in p oint 4.1.  shall  not exceed the maximum masses 
referred to in point 2.1.  
4.4. The manufacturer shall be consulted by the competent authority as regards the mass 
distribution on the axles or group of axles in order to ensure the proper functioning of 
the systems of the vehicle, in particular the brake - and steering system.  
4.5. When determining the registration/in -service maximum permissible masses, national 
authorities shall ensure that the requirements of the regulatory acts listed in Parts I and 
II of Annex II to Regulation (EU) 2018/858 continue to be fulfilled.  
4.6 Where national authorities conclude that the requirements of one of the regulatory acts 
listed in Parts I and II of Annex II to Regulation (EU) 2018/858, with the exception of 
this Regulation, are no longer fulfilled, they shall require that fresh tests are conducted 
and a new type -approval or an extension as the case may be, be granted by the type -
approval authority that has granted the initial type -approval under the regulatory act in 
question.  EN 141  EN  
Section B 
Vehicles of category M 1 and N 1 
1. Maximum  authorised dimensions  
1.1. The dimensions shall not exceed the following values:  
1.1.1.  Length:  12.00  m. 
1.1.2.  Width:  
(a) M1: 2.55 m;  
(b) N1: 2.55 m;  
(c) N1: 2.60  m for vehicles fitted with a bodywork with insulated walls of at least 
45 mm thick, having bodywork code 04 or 05, as referred to in Appendix 2 to 
Annex I to Regulation (EU) 2018/858;  
1.1.3.  Height:  4.00 m.  
1.2. For the purposes of measurement of the length, width and height, the vehicle shall be at 
its mass in running order, placed on a horizontal and flat surface with tyres inflated at 
the pressure recommended by the manufacturer.  
1.3. The devices and equipment referred to in Section E shall not be taken into account for 
the determination of the length, width and height.  
2. Mass distribution  
2.1. The sum of the technically permissible maximum mass on the axles shall not be less 
than the technically permissible maximum laden mass of the vehicle.  
2.2. The technically  permissible maximum laden mass of the vehicle shall not be less than 
the mass of the vehicle in running order plus the mass of the passengers plus the mass of 
the optional equipment plus the mass of the coupling if not included in the mass in 
running orde r. 
2.3. Where the vehicle is laden to the technically permissible maximum laden mass, the mass 
on each axle shall not exceed the technically permissible maximum mass on that axle.  
2.4. Where the vehicle is laden to the technically permissible maximum laden mass, the mass 
on the front axle shall in no event be less than 30  % [for M 1 vehicles, and no less than 
20% for N 1 vehicles ] of the technically permissible maximum laden mass of the ve hicle.  
2.5. Where the vehicle is laden to the technically permissible maximum laden mass plus the 
technically permissible maximum mass at the coupling point, the mass on the front axle 
shall in no event be less than 20  % of the technically permissible maximum laden mass 
of the vehicle.  
2.6. Where a vehicle  is equipped with removable seats, the verification procedure shall be 
limited to the condition with the maximum number of seating positions.  
2.7. For the purposes of verifying the requirements laid down in points 2.2, 2.3 and 2.4:  
(a) The seats shall be adjusted as prescribed in point 2. 77.1 EN 142  EN (b) The masses  of the passengers, the pay -mass and the mass of the optional 
equipment shall be distributed as prescribed in points 2. 77.2. to 2. 77.4.2.3.  
2.7.1.  Seat adjustment  
2.7.1.1.  The seats where adjustable shall be moved to their rearmost position.  
2.7.1.2.  Where there are other possibilities for adjusting the seat (vertical, angled, seat back, etc.) 
the adjusted positions shall be as specified by the vehicle manufacturer.  
2.7.1.3.  In the case of suspension seats, the seat shall be locked in the position specified by the 
manufacturer.  
2.7.2.  Distribution of the mass of passengers  
2.7.2.1.  The mass representing each passenger shall be 75 kg.  
2.7.2.2.  The mass for each passenger shall be located at the seating reference point (i.e. the ‘R 
point  ’of the seat)  
2.7.2.3.  In the case of special purpose vehicle, the requirement of point  2.77.2.2 shall apply 
mutatis mutandis (for example, mass of an injured person lying on the stretcher in the 
case of an ambulance).  
2.7.3.  Distribution of the mass of the optional equipment  
2.7.3.1.  The mass of the optional equipment shall be distributed in accordance with the 
manufacturer ’s specifications.  
2.7.4.  Distribution of the pay -mass  
2.7.4.1.  M1 vehicles  
2.7.4.1.1.  As regards M 1 vehicles, the pay -mass shall be distributed in accordance with the 
manufacturer ’s specifications in agreement with the technical service.  
2.7.4.1.2.  As regards motor caravans the minimum pay -mass (PM) shall meet the following  
requirement:  
PM in kg ≥ 10  (n + L)  
Where  
‘n ’is the maximum number of passengers plus the driver and  
‘L ’is the overall length of the vehicle in metre  
2.7.4..2.  N1 vehicles  
2.7.4.2.1.  As regards vehicles with bodywork, the pay -mass shall be distributed uniformly on the 
cargo bed;  
2.7.4.2.2.  As regards vehicles without bodywork (e.g. chassis -cab), the manufacturer shall state the 
extreme permissible positions of the centre of gravity of the pay -mass increased by the 
mass of the equipment intended to accommodate goods (e.g. bodywork, tank, etc.) (for 
instance: from 0.50 m to 1.30 m in front of the first rear axle);  
2.7.4.2.3.  As regards vehicles intended to be fitted with a fifth wheel coupling, the manufacturer 
shall state the minimum and maximum fifth wheel lead.  EN 143  EN 2.8. Additional requirements where the vehicle is capable of towing a trailer  
2.8.1.  The requirements referred to in points  2.2, 2.3 and 2.4 shall apply taking into account the 
mass of the coupling and the technically permissible maximum mass at the coupling 
point.  
2.8.2.  Without  prejudice to the requirements of point 2.4, the technically permissible maximum 
mass on the rear axle(s) may be exceeded by not more than 15  %. 
2.8.2.1.  Where  the technically  permissible  maximum  mass  on the rear axle(s)  is exceeded  by not 
more  than 15 %, the requirements  of point  5.2.4.1.  of UN Regulation  No 1429 shall  
apply.  
2.8.2.2.  In the Member States where the road traffic legislation allows it, the manufacturer may 
indicate in an appropriate supporting document, such as the owner ’s manual or the 
maintenance book that the technically permissible maximum laden mass of the vehicle 
may be exceeded by not more than 10  % or 100  kg, whichever value is lower.  
This allowance shall apply only when towing a trailer in the conditions specified in point 
2.88.2.1 provided that the operating speed is restricted to 100 km/h or less.  
3. Towable mass and mass at  the coupling  
3.1. As regards the technically permissible maximum towable mass, the following 
requirements shall apply:  
3.1.1.  Trailer fitted with a service braking system  
3.1.1.1.  The technically permissible maximum towable mass of the vehicle shall be the lowest of 
the following values:  
(a) the technically permissible maximum towable mass based on the construction 
features of the vehicle and the strength of the coupling;  
(b) the technically  permissible maximum laden mass of the towing vehicle;  
(c) 1.5 times the technically permissible maximum laden mass of the towing 
vehicle in the case of an off -road vehicle as defined in Part A of Annex  I to 
Regulation (EU) 2018/858.  
3.1.1.2.  However, the technically permissible maximum towable mass shall in no case exceed 
3 500 kg.  
3.1.2.  Trailer without a service braking system  
3.1.2.1.  The permissible towable mass shall be the lowest of the following values:  
(a) the technically permissible maximum towable mass based on the construction 
features of the vehicle and the strength of the coupling;  
(b) half of the mass in running order of the towing vehicle.  
3.1.2.2.  The technically permissible maximum towable mass shall in no  case exceed 750 kg.  
3.2. The technically permissible maximum mass at the coupling point shall not be less than 
                                                 
9 OJ L 48,21.2.2020, p.60.  EN 144  EN 4 % of the maximum permissible towable mass and not be less than 25  kg 
3.3. The manufacturer shall specify in the owner ’s manual the technically permissible 
maximum mass at the coupling point, the mounting points of the coupling on the towing 
vehicle and the maximum permissible rear overhang for the coupling point.  
3.4. The technically permissible maximum towable mass shall not be defined by reference to 
the number of passengers.  
4. Mass of the combination  
The technically  permissible maximum laden mass of the combination shall not exceed 
the sum of the technically permissible maximum laden mass plus the technically 
permissible maximum towable mass.  
5. Hill starting ability  
5.1. The towing vehicle shall be able to start the vehicle combination five times on an uphill 
gradient of at least 12  % within five minutes.  
5.2. In order  to conduct the test described in point 5.1., the towing vehicle and the trailer 
shall be laden as to equal the technically permissible maximum laden mass of the 
combination.  
  EN 145  EN Section  C 
Vehicles  of category  M2 and M3 
 
1. Maximum authorised dimensions  
1.1. The dimensions  shall not exceed the following values:  
1.1.1.  Length  
(a) Vehicle with two axles and one section: 13.50  m 
(b) Vehicle  with three or more axles and one section: 15.00  m 
(c) Articulated vehicle: 18.75  m 
1.1.2.  Width: 2.55  m; 
1.1.3.  Height: 4.00  m 
1.2. For the purposes of measurement of the length, width and height, the vehicle shall be at 
its mass in running order, placed on a horizontal and flat surface with tyres inflated at 
the pressure recommended by the manufacturer.  
1.3. The devices  and equipment referred to in Section E shall not be taken into account for 
the determination of the length, width and height.  
1.3.1.  Additional requirements for aerodynamic devices referred to in Section E  
1.3.1.1.  Aerodynamic devices and equipment not exceeding 500 mm in length in the in -use 
position shall not increase the overall usable cargo space. They shall be constructed in 
such a way as to make it possible to lock them in the retracted or folded and the in -use 
positions. Such devices and equipment  shall furthermore be constructed so as to be 
retractable or foldable when the vehicle is at stand -still in such a way that the maximum 
authorised width of the vehicle referred to in point 1.1.2. is not exceeded by more than 
25 mm on each side of the vehic le and the maximum authorised length of the vehicle 
referred to in point 1.1.1. is not exceeded by more than 200 mm as permitted only from a 
height above the ground of at least 1050 mm so that they do not impair the capability of 
the vehicle to be used for  intermodal transport. In addition, the requirements set out in 
points 1.3.1.1.1 and 1.3.1.1.3. shall be met.  
1.3.1.1.1.  The devices and equipment shall be type -approved in accordance with this Regulation.  
1.3.1.1.2.  It shall be possible for the operator  to vary the position of the aerodynamic device and 
equipment, and to retract or fold it, by applying a manual force not exceeding 40 daN. In 
addition, this may be done automatically as well.  
1.3.1.1.3.  It is not required for devices and equipment to be retractable or foldable if the maximum 
dimensional requirements are fully complied with under all conditions.  
1.3.1.2.  Aerodynamic devices and equipment exceeding 500 mm in length in the in -use position 
shall not increase the overall usable cargo space. They shall be constructed in such a 
way as to make it possible to lock them in both the retracted or folded and the in -use 
positions. Such devices shall furthermore be constructed so as to be retractable or 
foldable when the vehicle is at stand -still in su ch a way that the maximum authorised 
width of the vehicle referred to in point 1.1.2. is not exceeded by more than 25 mm on 
each side of the vehicle and the maximum authorised length of the vehicle referred to in EN 146  EN point 1.1.1. is not exceeded by more than 2 00 mm as permitted only from a height above 
the ground of at least 1050 mm so that they do not impair the capability of the vehicle to 
be used for intermodal transport. In addition, the requirements set out in points 1.3.1.2.1. 
to 1.3.1.2.4. shall be met.  
1.3.1.2.1.  The devices and equipment shall be type -approved in accordance with this Regulation.  
1.3.1.2.2.  It shall be possible for the operator to vary the position of the aerodynamic device and 
equipment, and to retract or fold it, by applying a manual  force not exceeding 40 daN. In 
addition, this may be done automatically as well.  
1.3.1.2.3.  Each main vertical element or combination of elements and main horizontal element or 
combination of elements forming the devices and equipment shall, when installed on the 
vehicle and in the in -use position, withstand vertical and horizontal traction and push 
forces, applied sequentially in up, down, left and right direction, of 200 daN ± 10 % 
applied statically to the geometric centre of the relevant perpen dicular projected surface, 
at a maximum pressure of 2,0 MPa. The devices and equipment may deform, but the 
system for adjustment and locking shall not release as a result of the applied forces. The 
deformation shall be limited to ensure that the maximum au thorised width of the vehicle 
is not exceeded by more than 25 mm on each side of the vehicle, during and after the 
test. 
1.3.1.2.4.  Each main vertical element or combination of elements and main horizontal element or 
combination of elements forming the devices and equipment shall also, when in the 
retracted or folded position, withstand a horizontal traction force applied in longitudinal 
rearward direction, of 200 daN ± 10 % applied statically to the geometric centre of the 
relevant perpendicular project ed surface, at a maximum pressure of 2,0 MPa. The 
devices and equipment may deform, but the system for adjustment and locking shall not 
release as a result of the applied forces. The deformation shall be limited to ensure that 
the maximum authorised width of the vehicle is not exceeded by more than 25 mm on 
each side of the vehicle and the maximum authorised length of the vehicle is not 
exceeded by more than 200 mm.  
1.3.1.3.  It shall be verified by the technical service, to the satisfaction of the type-approval 
authority that aerodynamic devices and equipment positioned in both, the in -use and the 
retracted or folded positions, do not significantly impair cooling and ventilation of the 
powertrain, exhaust system and passenger cabin. All other applic able requirements 
relating to the vehicle systems shall be fully complied with when the devices and 
equipment are placed in both their in -use and retracted or folded positions.  
By way of derogation concerning the applicable requirements relating to rear un derrun 
protection, the horizontal distances between the rear of the rear underrun protection 
device and the rear extremity of the vehicle as fitted with aerodynamic devices and 
equipment may be measured without taking the devices and equipment into account  on 
condition that they exceed 200 mm in length, they are in the in -use condition and the 
fundamental sections of the elements placed at a height ≤ 2,0 m above the ground 
measured in unladen condition are made of material having a hardness of < 60 Shore 
(A). Narrow ribs, tubing and metal wire forming a frame or substrate to support the 
fundamental sections of the elements shall not be taken into account when determining 
the hardness. However, in order to eliminate the risk of injuries and penetration of oth er 
vehicles in the event of a collision, any ends of such ribs, tubing and metal wire shall not 
be directed rearward, with the device and equipment both in the retracted or folded and EN 147  EN the in -use positions.  
As alternative to the derogation referred to in th e previous paragraph, the horizontal 
distances between the rear of the rear underrun protection device and the rear extremity 
of the vehicle as fitted with aerodynamic devices and equipment may be measured 
without taking the aerodynamic devices and equipme nt into account provided that they 
exceed 200 mm in length, they are in the in -use condition and those devices or 
equipment comply with the test provisions set out in Section H.  
The horizontal distances between the rear of the rear underrun protection devi ce and the 
rear extremity of the vehicle shall however be measured with the aerodynamic devices 
and equipment positioned in the retracted or folded position or take into account the 
resulting projection length in accordance with point 1.6.1 of Section H, i f this length 
exceeds that of the retracted or folded position.  
2. Mass distribution for vehicles fitted with bodywork  
2.1 Calculation procedure  
Notations:  
 ‘M’  technically permissible maximum laden mass;  
‘TM’   technically permissible maximum towable mass;  
‘MC’   technically permissible maximum laden mass of the combination;  
‘mi’  technically permissible maximum laden mass on the solo axle designated ‘i’, 
where ‘i’ varies from 1 to the total number of axles of the vehicle;  
‘mc’  technically permissible maximum mass at the coupling point;  
‘μj’  the technically permissible maximum mass on the group of axles designated ‘j’, 
where j varies from 1 to the total number of groups of axles.  
2.1.1.  Suitable calculations shall be carried out in order to make sure that the following 
requirements are fulfilled for each technical configuration within the type.  
2.1.2.  In the case of vehicles fitted with loadable axles, the following calculations shall be 
carried out with the suspension of the axles loaded  in the normal operating 
configuration.  
2.1.3.  In the case of alternatively fuelled or zero -emission motor vehicles:  
2.1.3.1.  The additional weight required for alternative fuel or zero -emission technology in 
accordance with points 2.3. and 2.4. of Annex  I to Directive 96/53/EC shall be defined 
on the basis of the documentation provided by the manufacturer. The correctness of the 
declared information shall be verified by the Technical Service, to the satisfaction of the 
Type -Approval Authority.  
2.1.3.2.  The manufacturer shall indicate the following additional symbol as well as the value of 
the additional weight below or to the side of the mandatory inscriptions on the 
manufacturer’s statutory plate, outside a clearly marked rectangle which shall enclose 
only the mandatory information.  EN 148  EN ‘96/53/EC ARTICLE 10B COMPLIANT – XXXX KG’  
The height of the symbol’s characters and stated value shall not be less than 4 mm.  
In addition, until the introduction of a dedicated entry in the Certificate of Conformity, 
the value of the additional weight shall be stated under ‘remarks’ in the Certificate of 
Conformity as to allow inclusion of this information in on -board vehicle registration 
papers.  
2.2. General requirements  
2.2.1.  The sum of the technically permissible maximum mass on the solo axles plus the sum of 
the technically permissible maximum mass on the groups of axles shall not be less than 
the technically permissible  maximum laden mass of the vehicle.  
 
2.2.2.  The mass of the vehicle in running order, plus the mass of the optional equipment, the 
mass of the passengers, the masses ‘WP ’and ‘B ’referred to in point 2.2.3, plus the mass 
of the coupling if not included in the mass in running order, plus the technica l 
permissible maximum mass at the coupling point shall not exceed the technically 
permissible maximum laden mass.  
2.2.3.  Load distribution  
2.2.3.1.  Notations  
 ‘P’  number of seating positions, not including the driver and crew member(s);  
‘Q’  mass of one passenger in kg;  
‘Qc’  mass of one crew member in kg;  
‘S1’  area in m2 for standing passengers;  
‘SP’  number of standing passengers stated by the manufacturer;  
‘Ssp’   rated space for one standing passenger in m2; 
‘WP’   number of wheelchair spaces multiplied by 250 kg representing the mass of a 
wheelchair and user;  
‘V’  total volume of baggage compartments in m3 including luggage compartments, 
racks and ski -box; 
‘B’  maximum permissible mass of the luggage in kg stated by the manufacturer, 
includi ng the maximum permissible mass (B’) that may be transported in the ski -
box if any.  
2.2.3.2.  The mass Q and Q c of the seated passengers shall be located at the seating reference 
points (i.e. the ‘R point  ’of the seat).  
EN 149  EN 2.2.3.3.  The mass corresponding to the number SP of standing passengers of mass Q shall be 
uniformly distributed over the surface available for standing passenger S 1. 
2.2.3.4.  Where appropriate, the mass WP shall be uniformly distributed over each wheelchair 
space.  
2.2.3.5.  A mass equal to B (kg) shall be uniformly distributed in the luggage compartments.  
2.2.3.6.  A mass equal to B  ’(kg) shall be located at the centre of gravity of the ski -box. 
2.2.3.7.  The technically permissible maximum mass at the coupling point shall be located at the 
coupling point the rear overhang of which is stated by the vehicle manufacturer.  
2.2.3.8.  Values  of Q and Ssp values  
Vehicle class  Q (kg)  Ssp (m2) 
Class I and A  68 0,125 m2 
Class II  71 0,15 m2 
Class III and B  71 Not applicable  
2.3. The mass of each crew member shall be 75 kg.   
2.3.1.  The number  of standing passengers shall not exceed the value S 1/Ssp, where Ssp is the 
rated space provided for one standing passenger as specified in the table in point 2.2.3.8.   
2.3.1.1.  The value of the maximum permissible mass of the luggage shall be not less than:  
  
2.3.2.  Calculations   
2.3.2.1.  The requirements of point 2.2.2 shall be verified in all interior arrangement 
configurations.   
2.3.2.2.  In the conditions specified in point 2.2.3 the mass on each solo axle and on each group of 
axles shall not exceed the technically permissible maximum mass on that axle or group of 
axles.   
2.3.2.3.  In the case of a vehicle equipped with a variable seating capacity, with an area available 
for standing passengers (S 1) and equipped for the carriage of wheelchairs, compliance 
with the requirements of points 2.2.2 and 2.2.4.2 shall be verified for each of the 
following conditions as applicable:  
(a) with all possible seats occupied followed by the remaining area  for standing 
passengers (up to the standing capacity limit declared by the manufacturer, if 
reached) and, if space remains, any wheelchair spaces occupied;  
(b) with all possible standing areas occupied (up to the standing capacity limit stated 
by the manufact urer) followed by the remaining seats available for seated 
passengers and, if space remains, any wheelchair spaces occupied;  
(c) with all possible wheelchair spaces occupied followed by the remaining area for  
EN 150  EN standing passengers (up to the standing capacity li mit stated by the 
manufacturer, if reached) and then the remaining seats available for use 
occupied.  
2.3.3.  Where the vehicle is laden as specified in point 2.2.2 the mass corresponding to the load 
on the front steering axle(s) shall in no case be less than 20 % of the technically 
permissible maximum laden mass ‘M’.   
2.3.3.1.  In the case of an articulated vehicle with at least 4 axles of class I having two steered 
axles, the mass corresponding to the load on the front steering axle(s) shall in no case be 
less than 15 % of the technically permissible maximum laden mass ‘M’.   
2.3.4.  Where a vehicle is to be type -approved to more than one class, the requirements of 
Section 2 shall apply to each class.   
3. Towing capacity   
3.1. The technically  permissible maximum laden mass of the combination shall not exceed the 
sum of the technically permissible maximum laden mass plus the technically permissible 
maximum towable mass.  
  
3.2. The technically  permissible maximum towable mass shall not exceed 3500 kg.   
4. Technically permissible maximum mass at the coupling point   
4.1. The technically permissible maximum mass at the coupling point shall be at least equal to 
4 % of its technically permissible maximum towable mass, or 25 kg, whichever is the 
greater.   
4.2. The manufacturer shall specify in the owner's manual the conditions for the attachment of 
the coupling to the motor vehicle.   
4.2.1.  Where appropriate the conditions referred to in point 4.2. shall include the technically 
permissible maximum mass at the coupling point of the towing vehicle, the maximum 
permissible mass of the coupling device, the mounting points of the coupling and the 
maximum permissible rear overhang of the c oupling.   
5. Hill-starting ability   
5.1. Vehicles designed to tow a trailer shall be capable of starting five times within five 
minutes at an up -hill gradient of at least  12 %.   
5.2. For performing the test described in point 5.1, the towing vehicle and the trailer shall be 
laden so as to equal the technically permissible maximum laden mass of the combination.   
6. Engine power   
6.1 The engine shall provide a power output of at least 5 kW per tonne of the technically 
permissible maximum laden mass of the combination or of the technically permissible 
maximum laden mass of the solo vehicle where the vehicle is not designed to tow a 
trailer.  
The requirements in this point shall not apply to the electric -only driving mode of hybrid  
EN 151  EN electric vehicles.  
6.2. The engine power shall be measured in accordance with UN Regulation No 8510.  
7. Manoeuvrability   
7.1. The vehicle shall be capable of manoeuvring on either side of a complete trajectory of 
360° as shown in figure 1 in Section G without any of the  vehicle's outermost points 
protruding beyond the outer circle or intruding inside  the inner circle as the case may be.   
7.1.1.  The test shall be conducted with the vehicle in both the unladen conditions (i.e. at its mass 
in running order) and loaded to its technically maximum permissible laden mass. If the 
vehicle is equipped with aerodynamic devices or equipment referred to in po ints 1.3.1.1 
and 1.3.1.2, the devices and equipment shall be in the deployed and in -use position.   
7.1.2.  For the purposes of point 7.1, the parts permitted to protrude beyond the vehicle width 
referred to in Section E shall not be taken into account.   
7.2. For vehicles fitted with a loadable axle, the requirement of point 7.1 shall also apply 
where the loadable axle(s) is in service.   
7.3. The requirements of section 7.1 shall be verified as follows:   
7.3.1.  The vehicle shall manoeuvre inside a circular area defined by two concentric circles, the 
outer circle having a radius of 12.50 m and the inner circle having a radius of 5.30 m.   
7.3.2  The outermost front point of the motor vehicle shall be guided along the contour of the 
outer circle (see figure 1 in Section H).  
7.4 With the agreement of the Technical Service and the Type -Approval Authority, the 
manoeuvrability requirements may be proved by numerical simulation in accordance with 
Annex X IIIII to Regulation (EU) 2018/858 .858 In case of doubt, the Technical Service or 
Type -Approval Authority may require a physical full -scale test to be carried out.   
8. Rear swing -out  
8.1. Vehicle  with one section   
8.1.1.  The vehicle shall be tested in accordance with the drive -in test method described in point 
8.1.2. If the vehicle is equipped with aerodynamic devices or equipment referred to in 
points 1.3.1.1 and 1.3.1.2, the devices and equipment shall be in the deployed and in -use 
position.   
8.1.2.  Drive -in test method  
The vehicle shall be stationary, a vertical plane tangential to the side of the vehicle and 
facing outwards from the circle shall be established by marking a line on the  ground.  
The vehicle shall be moved from a straight line approach into the circular area described 
Figure 1 with its front wheels turned such as the front outermost point follows the contour 
of the outer circle (see Figure 2a of Section H).  
8.1.3.  The vehicle shall be set to its mass in running order.   
                                                 
10 OJ L 326, 24.11.2006, p. 55.  EN 152  EN 8.1.4.  The maximum rear swing -out shall not exceed 0,60 m.   
8.2. Vehicles  with two or more sections   
8.2.1.  The requirements  of point 8.1. shall apply mutatis mutandis  as regards vehicles with two 
or more sections.  
In such a case, the two or more rigid sections shall be aligned with the plane as shown in 
figure 2b of Section H.  
8.3. With the agreement of the Technical Service and the Type -Approval Authority, the 
maximum rear swing -out requirements may be proved by numerical simulation in 
accordance with Annex VIII to Regulation (EU) 2018/858. In case of doubt, the 
Technical Service or Type -Approval Authority may require a physical full -scale test to be 
carried out .  
  EN 153  EN Section D 
Vehicles of category N 2 and N 3 
1. Maximum authorised dimensions   
1.1. The dimensions shall not exceed the following values:   
1.1.1.  Length: 12,00 m.   
1.1.2.  Width:  
(a) 2,55 m for any vehicle;  
(b) 2,60 m for vehicles fitted with a bodywork with insulated walls of at least 45 mm 
thick, having bodywork code 04 or 05, as referred to in Appendix 2 of Part C of 
Annex I to Regulation (EU) 2018/858.   
1.1.3.  Height: 4,00 m   
1.2. For the purposes of measurement of the length, width and height, the vehicle shall be at 
its mass in running order, placed on a horizontal and flat surface with tyres inflated at the 
pressure recommended by the manufacturer.   
1.3. The devices and equipment referred to in Section F shall not be taken into account for the 
determination of the length, width and height.   
1.3.1.  Additional requirements for aerodynamic devices referred to in Section F  
1.3.1.1.  Aerodynamic devices and equipment not exceeding 500 mm in length in the in -use 
position shall not increase the  usable length of the loading area. They shall be constructed 
in such a way as to make it possible to lock them in both the retracted or folded and the 
in-use positions. Such devices and equipment shall furthermore be constructed so as to be 
retractable or  foldable when the vehicle is at stand -still in such a way that the maximum 
authorised width of the vehicle is not exceeded by more than 25 mm on each side of the 
vehicle and the maximum authorised length of the vehicle is not exceeded by more than 
200 mm as permitted only from a height above the ground of at least 1050 mm so that 
they do not impair the capability of the vehicle to be used for intermodal transport. In 
addition, the requirements set out in points 1.3.1.1.1 and 1.3.1.1.3. shall be met.   
1.3.1.1.1.  The devices and equipment shall be type -approved in accordance with this Regulation.   
1.3.1.1.2.  It shall be possible for the operator to vary the position of the aerodynamic device and 
equipment, and to retract or fold it, by applying a manual force not exceeding 40 daN. In 
addition, this may be done automatically as well.   
1.3.1.1.3.  It is not required for devices and equipment to be retractable or foldable if the maximum 
dimensional requirements are fully complied with under all conditions.   
1.3.1.2.  Aerodynamic devices and equipment exceeding 500 mm in length in the in -use position 
shall not increase the usable length of the loading area. They shall be constructed in such 
a way as to make it possible to lock them in both the retracted or folded and in -use 
positions. Such devices shall furthermore be constructed so as to be retractable or foldable 
when the vehicle is at stand -still in such a way that the maximum authorised width of the 
vehicle is not exceeded by more than 25 mm  on each side of the vehicle and the 
maximum authorised length of the vehicle is not exceeded by more than 200 mm as  EN 154  EN permitted only from a height above the ground of at least 1050 mm so that they do not 
impair the capability of the vehicle to be used for i ntermodal transport. In addition, the 
requirements set out in points 1.3.1.2.1. to 1.3.1.2.4. below shall be met.  
1.3.1.2.1.  The devices and equipment shall be type -approved in accordance with this Regulation.   
1.3.1.2.2.  It shall be possible for the operator to vary the position of the aerodynamic device and 
equipment, and retract or fold it, by applying a manual force not exceeding 40 daN. In 
addition, this may be done automatically as well.   
1.3.1.2.3.  Each main vertical element or combination of elements and main horizontal element or 
combination of elements forming the devices and equipment shall, when installed on the 
vehicle and in the in -use position, withstand vertical and horizontal traction and push 
forces, applied sequentially in up, down,  left and right direction, of 200 daN ± 10 % 
applied statically to the geometric centre of the relevant perpendicular projected surface, 
at a maximum pressure of 2,0 MPa. The devices and equipment may deform, but the 
system for adjustment and locking shall  not release as a result of the applied forces. The 
deformation shall be limited to ensure that the maximum authorised width of the vehicle 
is not exceeded by more than 25 mm on each side of the vehicle, during and after the test.   
1.3.1.2.4.  Each main vertical element or combination of elements and main horizontal element or 
combination of elements forming the devices and equipment shall also, when in the 
retracted or folded position, withstand a horizontal traction force applied in longitudinal 
rearwar d direction, of 200 daN ± 10 % applied statically to the geometric centre of the 
relevant perpendicular projected surface, at a maximum pressure of 2,0 MPa. The devices 
and equipment may deform, but the system for adjustment and locking shall not release a s 
a result of the applied forces. The deformation shall be limited to ensure that the 
maximum authorised width of the vehicle is not exceeded by more than 25 mm on each 
side of the vehicle and the maximum authorised length of the vehicle is not exceeded by  
more than 200 mm.   
1.3.1.3.  Aerodynamic devices and equipment of cabs, both in the retracted or folded and in -use 
position, where applicable, shall be constructed in such a way that the maximum 
authorised width of the vehicle is not exceeded by more than 25 mm on each side of the 
vehicle and that they do not impair the capability of the vehicle to be used for intermodal 
transport. In addition, the requirements set out in points 1.3.1.3.1. to 1.3.1.3.4. below shall 
be met.   
1.3.1.3.1.  Aerodynamic devices and equipment for cabs shall be type -approved in accordance with 
this Regulation.   
1.3.1.3.2.  When installed on a vehicle and both in the retracted or folded and in -use positions, 
where applicable, no part of the device and equipment shall be above the lower 
windscreen edge, unless it is not directly visible to the driver due to the instrument panel 
or other standard interior fittings.   
1.3.1.3.3.  The device and equipment shall be covered with energy absorbing material. Alternatively, 
the device and equipment shall consist of material having a hardness of < 60 Shore (A) in 
accordance with point 1.3.1.4..   
1.3.1.3.4.  The device and equipment shall not be constructed of material that is prone to breakage 
into sharp fragments or jagged edges.   
1.3.1.4.  It shall be verified by the technical service, to the satisfaction of the type -approval  EN 155  EN authority that aerodynamic devices and equipment referred to in points 1.3.1.1, 1.3.1.2 
and 1.3.1.3 positioned in both, the in -use and retracted or folded positions, do not impair 
the driver’s forward field of vision and the windscreen wash and wipe functions, as well 
as do not significantly impair the cooling and ventilation of the powertrain, exhaust 
system, braking system, occupant cabin and loadin g area. All other applicable 
requirements relating to the vehicle systems shall be fully complied with when the 
devices and equipment are placed in both their in -use and retracted or folded positions.  
By way of derogation concerning the applicable requirem ents relating to front underrun 
protection, the horizontal distances between the foremost part of the vehicle as fitted with 
aerodynamic devices and equipment and its front underrun protective device as well as 
the rear of the rear underrun protection devi ce and the rear extremity of the vehicle as 
fitted with aerodynamic devices and equipment may be measured without taking the 
devices and equipment into account on condition that at the rear they exceed 200 mm in 
length and they are in the in -use condition and that at the front and rear the fundamental 
sections of the elements placed at a height ≤ 2,0 m above the ground  measured in unladen 
condition are made of material having a hardness of < 60 Shore (A). Narrow ribs, tubing 
and metal wire forming a frame or substrate to support the fundamental sections of the 
elements shall not be taken into account when determining the hardness. However, in 
order to eliminate the risk of injuries and penetration of other vehicles in the event of a 
collision, any ends of s uch ribs, tubing and metal wire shall not be directed forward at the 
front and rearward at the rear of the vehicle, with the device and equipment both in the 
retracted or folded and the in -use positions.  
As alternative to the derogation concerning the rear  underrun protection device referred to 
in the previous paragraph, the horizontal distances between the rear of the rear underrun 
protection device and the rear extremity of the vehicle as fitted with aerodynamic devices 
and equipment may be measured witho ut taking the aerodynamic devices and equipment 
into account provided that they exceed 200 mm in length, they are in the in -use condition 
and those devices or equipment comply with the test provisions set out in Section H.  
The horizontal distances between the rear of the rear underrun protection device and the 
rear extremity of the vehicle shall however be measured with the aerodynamic devices 
and equipment positioned in the retracted or folded position or take into account the 
resulting projection length i n accordance with point 1.6.1 of Section H, if this length 
exceeds that of the retracted or folded position.  
1.4. Elongated cabs   
1.4.1.  Where the front fascia of the motor vehicle’s cab location, including all external 
projections of for example the chassis, bumper, wheel guards and wheels, fully conforms 
to parameters of the three -dimensional envelope as set out in Section I and the length of 
the loading area does not exceed 10,5 m, the vehicle may exceed the maximum authorised 
length set out in poin t 1.1.1.   
1.4.2.  In the case referred to in point 1.4.1, the manufacturer shall indicate the following 
additional symbol below or to the side of the mandatory inscriptions on the 
manufacturer’s statutory plate, outside a clearly marked rectangle which shall enclose 
only the mandatory information.  
‘96/53/EC ARTICLE 9A COMPLIANT’  
The height of the symbol’s characters shall not be less than 4 mm. The text ‘96/53/EC 
ARTICLE 9A COMPLIANT’ shall also be added to the ‘remarks’ in the Certificate of  EN 156  EN Conformity as to allow inclusion of this information in on -board vehicle registration 
papers.  
2. Mass distribution for vehicles fitted with bodywork   
2.1. Calculation procedure  
Notations:   
 
‘M’  technically permissible maximum laden mass;  
‘TM’   technically permissible maximum towable mass;  
‘MC’   technically permissible maximum laden mass of the combination;  
‘mi’  the technically permissible maximum mass on the solo axle designated ‘i’, where 
i varies from 1 to the total number of axles of the vehicle;  
‘mc’  technically permissible maximum mass at the coupling point;  
‘μj’  the technically permissible maximum mass on the group of axles designated ‘j’, 
where j varies from 1 to the total number of groups of axles.  
 
2.1.1.  Suitable calculations shall be carried out in order to make sure that the requirements set 
out in points 2.2 and 2.3 are fulfilled for each technical configuration within the type.   
2.1.2.  In the case of vehicles fitted with loadable axles, the calculations required under points 
2.2 and 2.3 shall be carried out with the suspension of loadable axles in the normal 
running configuration.   
2.1.3.  In the case of vehicles fitted with lift axles, the calculations required under points 2.2 and 
2.3 shall be carried out with the axles lowered.   
2.1.4.  In the case of alternatively fuelled or zero -emission motor vehicles:   
2.1.4.1.  The additional weight required for alternative fuel or zero -emission technology in 
accordance with point 2.3. of Annex I to Directive 96/53/EC shall be defined on the basis 
of the documentation provided by the manufacturer. The correctness of the declared 
information shall be verified by the Technical Service, to the satisfaction of the Type -
Approval Authority.   
2.1.4.2.  The manufacturer shall indicate the following additional symbol as well as the value of 
the additional weight below or to the side of the mandatory inscriptions on the 
manufacturer’s statutory plate, outside a clearly marked rectangle which shall enclose 
only the mandatory information.  
‘96/53/EC ARTICLE 10B COMPLIANT – XXXX KG’  
The height of the symbol’s characters and stated value shall not be less than 4 mm.  
In addition, until the introduction of a dedicated entry in the Certificate of Conformity, 
the value of the additional weight shall be stated under ‘remarks’ in the Certificate of  EN 157  EN Conformity as to allow inclusion of this information in on -board vehicle registration 
papers.  
2.2. General requirements   
2.2.1.  The sum of the technically permissible maximum mass on the solo axles  plus the sum of 
the technically permissible maximum mass on the groups of axles shall not be less than 
the technically permissible maximum laden mass of the vehicle.  
  
2.2.2.  For each group of axles designated ‘j’, the sum of the technically permissible maximum 
mass on its axles shall not be less than the technically permissible maximum mass on the 
group of axles.  
In addition, each of the masses m i shall not be less than the part of μ j applying on the axle 
‘i’ as determined by the mass distrib ution for that group of axles.   
2.3. Specific requirements   
2.3.1.  The mass of the vehicle in running order, plus the mass of the optional equipment plus the 
mass of the passengers, plus the mass of the coupling if not included in the mass in 
running order plus the technically permissible maximum mass at the coupling point shall 
not exceed the technically permissible maximum laden mass of the vehicle.   
2.3.2.  Where the vehicle is laden to its technically permissible maximum laden mass, the mass 
distributed on an axle ‘i’ shall not exceed the mass m i on that axle, and the mass on the 
group of axles ‘j’ shall not exceed the mass μ j.  
2.3.3.  The requirements of point 2.3.2 shall be complied with in the following load 
configurations:   
2.3.3.1.  Uniform distribution of the pay -mass:  
the vehicle shall be at its mass in running order plus the mass of the optional equipment 
plus the mass of the passengers located at the seating reference points, plus the mass of 
the coupling (if not included in the m ass in running order), plus the maximum permissible 
mass at the coupling point, plus the pay -mass being distributed uniformly on the cargo 
area.   
2.3.3.2.  Non-uniform distribution of pay -mass:  
The vehicle shall be at its mass in running order plus the mass of the optional equipment 
plus the mass of the passengers located at the seating reference points, plus the mass of 
the coupling (if not included in the mass in running order), plus the maximum permissible 
mass at the coupling point, plus the pay -mass  located in accordance with the 
manufacturers specifications.  
For such purposes the manufacturer shall state the extreme permissible possible positions 
of the centre of gravity of the pay -mass and/or body and/or equipment or interior fittings 
(for instance: from 0,50 m to 1,30 m in front of the first rear axle).   
2.3.3.3.  Combination of uniform and non -uniform distribution:  
The requirements of points 2.3.3.1 and 2.3.3.2 shall be fulfilled simultaneously.   
EN 158  EN Example, a tipper lorry (distributed load) equipped with an additional crane (localised 
load).  
2.3.3.4.  Mass transferred by the fifth wheel coupling (tractor unit for semi -trailer):  
The vehicle shall be at its mass in running order plus the mass of the optional equipment 
plus the mass of the passengers located at the seating reference points, plus the mass of 
the coupling if not included in the mass in running order, plus the maximum permissible 
mass at the fifth wheel coupling point located in accordance with the manufacturers’ 
specifications  (minimum and maximum fifth -wheel lead).   
2.3.3.5.  The requirements of points 2.3.3.1 shall always be fulfilled where the vehicle is fitted 
with a flat cargo area.   
2.3.4.  Where the vehicle is laden to its technically permissible maximum laden mass, plus the 
mass of the coupling if not included in the mass in running order, plus the maximum 
permissible mass at the coupling point in such a way that the maximum permissible 
maximum mass on the rear group of axle (μ) or the maximum permissible maximum on 
the rear axle (m) is reached, the mass on the front steering axle(s) shall not be less than 20 
% of the technically permissible maximum laden mass of the vehicle.   
2.3.5.  As regards special purposes vehicles of category N 2 and N 3, the technical service shall 
check compliance with the requirements of Section 2 in agreement with the manufacturer, 
taking into account the specific design of the vehicle (for example, mobile cranes).   
3. Towing capacity   
3.1. The technically permissible maximum laden mass of the combination shall not exceed the 
sum of the technically permissible maximum laden mass plus the technically permissible 
maximum towable mass.   
4. Hill-starting ability and gradeability   
4.1. Vehicles designed to tow a trailer and laden to their technically permissible maximum 
laden mass of the combination shall be capable of starting five times within five minutes 
at an up -hill gradient of at least 12 %.   
4.2. As regard gradeability, off road vehicles shall be tested against the technical requirements 
of Section J.   
4.2.1.  The requirements of Section 5 of Appendix 1 to Annex I to Regulation (EU) 2018/858 
shall also apply.   
5. Engine power   
5.1. Vehicles shall provide an engine power output of at least 5 kW per tonne of the 
technically  permissible maximum laden mass of the combination.   
5.1.1.  In the case of a road tractor, or a tractor unit for semi -trailer intended for the transport of 
indivisible loads, the engine power shall be at least 2 kW per tonne of the technically 
permissible maximum laden mass of the combination.   
5.1.2.  The requirements in points 5.1 and 5.1.1 shall not apply to the electric -only driving mode 
of hybrid electric vehicles.   
5.2. The engine power shall be measured in accordance with UNECE Regulation No 85.   EN 159  EN 6. Manoeuvrability   
6.1. The vehicle shall be capable of manoeuvring on either side of a complete trajectory of 
360° as shown in Figure 1 of Section H without any of the vehicle’s outermost points 
protruding beyond the outer circle or intruding inside the inner circle as the case may be.   
6.1.1.  The test shall be conducted with the vehicle in both the unladen conditions (i.e. at its mass 
in running order) and loaded to its technically maximum permissible laden mass. If the 
vehicle is equipped with aerodynamic devices or equipment referred to in points 1.3.1.1, 
1.3.1.2 and 1.3.1.3, the devices and equipment shall be in the deployed and in -use 
position or in the fixed in -use position where applicable for devices and equipment 
covered by point 1.3.1.3.   
6.1.2.  For the purposes of point 6.1, the parts permitted to protrude beyond the vehicle width 
referred to in Section F shall not be taken into account.   
6.2. For vehicles fitted with axle -lift devices, the requirement of point 6.1 shall also apply 
with the lift axle(s) in the lifted position and where the loadable axle(s) is in service   
6.3. The requirements of point 6.1 shall be verified as follows:   
6.3.1.  The vehicle shall manoeuvre inside an area defined by two concentric circles, the outer 
circle having a radius of 12,50 m and the inner circle having a radius of 5,30 m   
6.3.2.  The outermost front point of the motor vehicle shall be guided along the contour of the 
outer circle (see Figure 1 of Section H)  
6.4. With the agreement of the Technical Service and the Type -Approval Authority, the 
manoeuvrability requirements may be proved by numerical simulation in accordance with 
Annex VIII to Regulation (EU) 2018/858. In case of doubt, the Technical Service or 
Type -Approval Authority may require a physical full -scale test to be carried out.   
7. Maximum rear swing -out  
7.1. The vehicle shall be tested in accordance with the steady -state test method described in 
point 7.1.1. If the vehicle is equipped with aerodynamic devices or equipment referred to 
in points 1.3.1.1, 1.3.1.2 and 1.3.1.3, the devices and equipment shall be in the  deployed 
and in -use position.   
7.1.1.  Steady -state test method   
7.1.1.1.  The vehicle shall be stationary and shall have its front steered wheels so directed that if 
the vehicle moves, its outermost point would describe a circle of 12,50 m radius.  
A vertical plane tangential to the side of the vehicle and facing outwards from the circle 
shall be established by marking a line on the ground.  
The vehicle shall move forward such as the front outermost point follows the contour of 
the outer circle of 12,50  m radius.   
7.2. The maximum rear swing -out shall not exceed: (see Figure 3 of Section H) 
(a) 0,80 m;  
(b) 1,00 m where the vehicle if fitted with an axle -lift device and the axle is cleared 
off the ground;   EN 160  EN (c) 1,00 m where the rearmost axle is a steered axle.  
7.3. With the agreement of the Technical Service and the Type -Approval Authority, the 
maximum rear swing -out requirements may be proved by numerical simulation in 
accordance with Annex VIII to Regulation (EU) 2018/858. In case of doubt, the 
Technical Service or Type -Approval Authority may require a physical full -scale test to be 
carried out.   
  EN 161  EN Section E 
Vehicles of category O  
1. Maximum authorised dimensions   
1.1. The dimensions shall not exceed the following values:   
1.1.1.  Length  
(a) Trailer: 12,00 m including drawbar;  
(b) Semi -trailer: 12,00 m plus the front overhang.   
1.1.2.  Width  
(a) 2,55 m for any vehicle;  
(b) 2,60 m for vehicles fitted with a bodywork with insulated walls of at least 45 mm 
thick, having bodywork code 04 or 05 of Appendix 2 to Annex I to Regulation 
(EU) 2018/858.   
1.1.3.  Height: 4,00 m.   
1.1.4.  Front fitting radius of semi -trailer: 2,04 m.   
1.2. For the purposes of measurement of the length, width and height, the vehicle shall be at 
its mass in running order, placed on a horizontal and flat surface with tyres inflated at the 
pressure recommended by the manufacturer.   
1.3. The measurement of the length, height and front fitting radius shall be conducted where 
the loading surface or the reference surface referred to in point 1.2.1 second subparagraph 
of Annex 7 to UN Regulation No 55 is horizontal.  
Adjustable drawbars shall be horizontal and aligned with the centre -line of the vehicle. 
They shall be set at their horizontal most elongated position.   
1.4. The devices and equipment referred to in Section F shall not be taken into account for the 
determination of the length, width and height.   
1.4.1.  Additional requirements for aerodynamic devices referred to in Section F  
1.4.1.1.  Aerodynamic devices and  equipment not exceeding 500 mm in length in the in -use 
position shall not increase the usable length of the loading area. They shall be constructed 
in such a way as to make it possible to lock them in both the retracted or folded and the 
in-use positions.  Such devices and equipment shall furthermore be constructed so as to be 
retractable or foldable when the vehicle is at stand -still in such a way that the maximum 
authorised width of the vehicle is not exceeded by more than 25 mm on each side of the 
vehicl e and the maximum authorised length of the vehicle is not exceeded by more than 
200 mm as permitted only from a height above the ground of at least 1050 mm so that 
they do not impair the capability of the vehicle to be used for intermodal transport. In 
addition, the requirements set out in points 1.4.1.1.1 to 1.4.1.1.3. shall be met.   
1.4.1.1.1.  The devices and equipment shall be type -approved in accordance with this Regulation.   
1.4.1.1.2.  It shall be possible for the operator to vary the position of the aerodynamic device and  EN 162  EN equipment, and to retract and fold it, by applying a manual force not exceeding 40 daN. In 
addition, this may be done automatically as well.  
1.4.1.1.3.  It is not required for devices and equipment to be retractable or foldable  if the maximum 
dimensional requirements are fully complied with under all conditions.   
1.4.1.2.  Aerodynamic devices and equipment exceeding 500 mm in length in the in -use position 
shall not increase the usable length of the loading area. They shall be constructed in such 
a way to make it possible to lock them in both the retracted or folded and the in -use 
positions. Such devices shall furthermore be constructed so as to be retractable or foldable 
when the vehicle is at stand -still in such a way that the  maximum authorised width of the 
vehicle is not exceeded by more than 25 mm on each side of the vehicle and the 
maximum authorised length of the vehicle is not exceeded by more than 200 mm as 
permitted only from a height above the ground of at least 1050 m m so that they do not 
impair the capability of the vehicle to be used for intermodal transport. In addition, the 
requirements set out in points 1.4.1.2.1. to 1.4.1.2.4. shall be met.   
1.4.1.2.1.  The devices and equipment shall be type -approved in accordance with this Regulation.   
1.4.1.2.2.  It shall be possible for the operator to vary the position of the aerodynamic device and 
equipment, and retract or fold it, by applying a manual force not exceeding 40 daN. In 
addition, this may be done automatically as well.   
1.4.1.2.3.  Each main vertical element or combination of elements and main horizontal element or 
combination of elements forming the devices and equipment shall, when installed on the 
vehicle and in the in -use position, withstand vertical and horizontal traction and push 
forces, applied sequentially in up, down, left and right direction, of 200 daN ± 10 % 
applied statically to the geometric centre of the relevant perpendicular projected surface, 
at a maximum pressure of 2,0 MPa. Th e devices and equipment may deform, but the 
system for adjustment and locking shall not release as a result of the applied forces. The 
deformation shall be limited to ensure that the maximum authorised width of the vehicle 
is not exceeded by more than 25 m m on each side of the vehicle, during and after the test.   
1.4.1.2.4.  Each main vertical element or combination of elements and main horizontal element or 
combination of elements forming the devices and equipment shall also, when in the 
retracted or folded position, withstand a horizontal traction force applied in longitudinal 
rearward direction, of 200 daN ± 10 % applied statically to the geometric centre of the 
relevant perpendicular projected surface, at a maximum pressure of 2,0 MPa. The devices 
and equipment may deform, but the system for adjustment and locking shall not release as 
a result of the applied forces. The deformation shall be limited to ensure that the 
maximum authorised width of the vehicle is not exceeded by more than 25 mm on each 
side of the vehicle and the maximum authorised length of the vehicle is not exceeded by 
more than 200 mm.   
1.4.1.3.  It shall be verified by the technical service, to the satisfaction of the type -approval 
authority that aerodynamic devices and equipment positioned in both, the in -use and the 
retracted or folded positions, do not completely block the ventilation of the loading area. 
All other applicable requirements relating to the vehicle systems shall be fully complied 
with when the devices and equipment  are placed in both their in -use and retracted or 
folded positions.  
By way of derogation concerning the applicable requirements relating to rear underrun 
protection, the horizontal distances between the rear of the rear underrun protection  EN 163  EN device and the r ear extremity of the vehicle as fitted with aerodynamic devices and 
equipment may be  measured without taking the devices and equipment into account on 
condition that they exceed 200 mm in length, they are in the in -use condition and the 
fundamental sectio ns of the elements placed at a height ≤ 2,0 m above the ground 
measured in unladen condition are made of material having a hardness of < 60 Shore (A). 
Narrow ribs, tubing and metal wire forming a frame or substrate to support the 
fundamental sections of th e elements shall not be taken into account when determining 
the hardness. However, in order to eliminate the risk of injuries and penetration of other 
vehicles in the event of a collision, any ends of such ribs, tubing and metal wire shall not 
be directed rearward at the rear of the vehicle, with the device and equipment both in the 
retractable or folded and the in -use positions.  
As alternative to the derogation referred to in the previous paragraph, the horizontal 
distances between the rear of the rear und errun protection device and the rear extremity of 
the vehicle as fitted with aerodynamic devices and equipment may be measured without 
taking the aerodynamic devices and equipment into account provided that they exceed 
200 mm in length, they are in the in -use condition and those devices or equipment comply 
with the test provisions set out in Section I. 
The horizontal distances between the rear of the rear underrun protection device and the 
rear extremity of the vehicle shall however be measured with the aer odynamic devices 
and equipment positioned in the retracted or folded position or take into account the 
resulting projection length in accordance with point 1.6.1 of Section I, if this length 
exceeds that of the retracted or folded position.  
2. Mass distribution for vehicles fitted with bodywork   
2.1. Calculation procedure  
Notations:   
‘M’  technically permissible maximum laden mass;  
‘m0’  technically permissible maximum mass at the front coupling point;  
‘mi’  the technically permissible maximum mass on the axle designated ‘i’, where i 
varies from 1 to the total number of axles of the vehicle;  
‘mc’  technically permissible maximum mass at the rear coupling point;  
‘μj’  the technically permissible maximum mass on the group of axles designated ‘j’ , 
where j varies from 1 to the total number of groups of axles.  
 
2.1.1.  Suitable calculations shall be carried out in order to make sure that the requirements set 
out in points 2.2 and 2.3 are fulfilled for each technical configuration within the type.   
2.1.2.  In the case of vehicles fitted with loadable axles, the calculations required under points 
2.2 and 2.3 shall be carried out with the suspension of loadable axles in the normal 
running configuration.   
2.1.3.  In the case of vehicles fitted with lift axles, the calculations required under points 2.2 and 
2.3 shall be carried out with the axles lowered.   EN 164  EN 2.2. General requirements   
2.2.1.  The sum of the technically permissible maximum mass at the front coupling point plus 
the technically permissible maximum mass on the solo axles and/or group(s) of axles plus 
the technically permissible maximum mass at the rear coupling point shall be not less 
than the technically permissible maximum laden mass of the vehicle.  
M ≤ Σ [ m0 + mi + mc] or M ≤ Σ [m0 + μ j + mc]. 
  
2.2.2.  For each group of axles designated ‘j’, the sum of the masses m i on its axles shall not be 
less than the mass μ j. 
In addition, each of the masses m i shall not be less than the part of μ j applying on the axle 
‘i’ as determined by the mass distribution for that group of axles.   
2.3. Specific requirements   
2.3.1.  The mass of the vehicle in running order, plus the mass of the optional equipment plus the 
technically permissible maximum mass at the coupling point(s) shall not exceed the 
technically permissible maximum laden mass of the vehicle.   
2.3.2.  Where the vehicle is laden to its technically permissible maximum laden mass, the mass 
distributed on a solo axle ‘i’ shall neither exceed the mass m i on that axle, nor the mass μ j 
on the group of axles, nor the technically permissible maximum mass at the coupling 
point m 0.  
2.3.3.  The requirements of point 2.3.2 shall be complied with in the following load 
configurations:   
2.3.3.1.  Uniform distribution of the pay -mass  
The vehicle shall be at its mass in running order plus the mass of the optional equipment 
plus the pay -mass being distributed uniformly on the cargo area;   
2.3.3.2.  Non-uniform distribution of the pay -mass  
The vehicle shall be at its mass in running order plus the mass of the optional equipment 
plus the pay -mass located in accordance with the manufacturer’s specifications.  
For such purposes the manufacturer shall state the extreme permissible possible positi ons 
of the centre of gravity of the pay -mass and/or body and/or equipment or interior fittings 
(for instance: from 0,50 m to 1,30 m in front of the first rear axle);   
2.3.3.3.  Combination of uniform and non -uniform distribution:   
2.3.3.4.  The requirements of points 2.3.3.1 and 2.3.3.2 shall be fulfilled simultaneously.   
2.3.4.  Specific requirements for trailer caravans   
2.3.4.1.  The minimum pay -mass (PM) shall meet the following requirement:  
  
 Where   
EN 165  EN ‘n’  is the maximum number of berths and  
‘L’  is the overall length of the body length as defined in point 6.1.2 of Standard ISO 
7237:1981.  
 
3. Manoeuvrability requirements   
3.1. Trailers and semi -trailers shall be so designed that, when coupled to a towing 
vehicle, the combination  is capable of manoeuvring on either side of a complete 
trajectory of 360° made up of two concentric circles, the outer circle having a 
radius of 12,50 m and the inner circle having a radius of 5,30 m without any of the 
vehicle’s outermost points of the to wing vehicle protruding beyond the outer circle 
or any of the outermost points of the trailer or semi -trailer intruding inside the 
inner circle. If the trailer or semi -trailer is equipped with aerodynamic devices or 
equipment referred to in points 1.4.1.1 or 1.4.1.2, the devices and equipment shall 
be in the in -use and deployed position.   
3.2. A semi -trailer not equipped with aerodynamic devices or equipment referred to in 
points 1.4.1.1 or 1.4.1.2 shall be deemed to comply with the requirement set out in  
point 3.1. if its reference wheelbase ‘RWB’ meets the following requirement:  
RWB ≤ [(12,50 – 2,04)2 - (5,30 + ½ W)2]1/2 
where:   
‘RWB ’  is the distance between the king -pin axis and the centre line of the 
non-steering axles.  
‘W’  is the semi -trailer’s width.  
 Where one or more of the non -steering axles has an axle lift device the reference 
wheelbase with the axle lowered or the axle lifted — whichever is the longest — 
shall be taken into account.   
  EN 166  EN Section  F 
List of devices  and equipment  that are not required  to be taken  into account  
for the determination  of the outermost  dimensions  
 
1. Subject to the additional restrictions provided in the following tables, the devices 
and equipment listed in Tables I, II and III are not required to be taken into account 
for the determination and calculation of the outermost dimensions where the 
following requirements are fulfilled:  
(a) where devices are fitted at the front, with the exception of aerodynamic 
devices and equipment of cabs, the total protrusion of those devices shall 
not exceed 250 mm;  
(b) the total protrusion of devices and equipment added to the length of the 
vehicle, with the exception of aerodynamic devices and equipment, shall 
not exceed 750 mm;  
(c) the total protrusion of devices and equipment added to the width of the 
vehicle shall not exceed 100 mm.   
2. The requirements set out in points (a), (b) and (c) of point 1 shall not apply to 
devices for indirect vision.   
 
TABLE  I: Vehicle  length  
Item  Vehicles  categories  
 M1 M2 M3 N1 N2 N3 O1 O2 O3 O4 
1. Devices  for indirect  vision  as 
defined  in point  2.1. of UN 
11Regulation  No 46 x x x x x x x x x x 
2. Wiper  and washer  devices  x x x x x x     
3. External  sun visors  — — — — x x — — — — 
4. Frontal  protection  system  
type-approved  in accordance  
with this Regulation   x   x       
5. Access  steps  and hand -holds  - x x x x x x x x x 
                                                 
11 OJ L 237, 8.8.2014, p.24.  EN 167  EN 6. Mechanical  couplings  x x x x x x — — — — 
7. Additional  coupling  at the 
rear of a trailer  (when  
removable)  — — — — — — x x x x 
8. Bike  carrier  (when  
removable  or retractable)  x   x — — — — — — 
9. Lift platforms,  access  ramps  
or similar  equipment  (when  
they are in undeployed  
position  and do not protrude  
by more  than 300 mm)  
provided  that the loading  
capacity  of the vehicle  is not 
increased.  x x x x x x x x x x 
10. Watching  and detection  aids 
including  radars  — x x — x x x x x x 
11. Resilient  buffers  and similar  
equipment  — — — — x x x x x x 
12. Custom  sealing  devices  and 
their protections  — — — x x x x x x x 
13 Devices  for securing  the 
tarpaulin  and their protection  x — — x x x x x x x 
14. Length  stops  for 
demountable  bodies  — — — — x x x x x x 
15. Trolley  booms  of 
electrically -propelled  
vehicles  — — x — — — — — — — 
16. Front  or rear marking  plates  — x x — x x x x x x 
17. Optional  lamps  as defined  in 
Section  2 of UN Regulation  
12No 48. x x x x x x x x x x 
                                                 
12 OJ L 14, 16.1.2019, p. 42.  EN 168  EN 18. Aerodynamic  devices  and 
equipment  - x x - x x - - x x 
19. Antennas  used for vehicle -
to-vehicle  or vehicle -to-
infrastructure  
Communication  x x x x x x x x x x 
 
TABLE  II: Vehicle  width  
Item  Vehicles  categories  
 M1 M2 M3 N1 N2 N3 O1 O2 O3 O4 
1. Devices  for indirect  vision  as 
defined  in point  2.1. of UN 
Regulation  No 46 x x x x x x x x x x 
2. The deflected  part of the tyre 
walls  at the point  of contact  
with the road surface  x x x x x x x x x x 
3. Tyre  failure  tell-tale devices  — — x x x x x x x x 
4. Tyre -pressure  indicators  — — x x x x x x x x 
5. Side-marker  lamps  x x x x x x x x x x 
6. Lighting  equipment            
 6.1. End-outline  marker  
lamps  x x x x x x x x x x 
 6.2. Side-retro -reflectors  x x x x x x x x x x 
 6.3. Direction -indicator  
lamps  x x x x x x x x x x 
 6.4. Rear  position  lamps  — — — — x x x x x x EN 169  EN  6.5. Service -door lighting  
systems  — x x — — — — — — — 
7. Access  ramps  , lift platforms  
and similar  equipment  
(when  undeployed  and 
provide d that they do not 
exceed  10 mm from  the side 
of the vehicle  and the 
corners  of the ramps  facing  
forwards  or rearwards  are 
rounded  to a radius  of not 
less than 5 mm; the edges  
must  be rounded  to a radius  
of not less than 2,5 mm — x x — x x x x x x 
8. Retractable  lateral  guidance  
devices  intended  for use on 
guided  bus system,  if not 
retracted.  — — x — — — — — — — 
9. Retractable  steps  when  
deployed  and the vehicle  is 
in stand -still position;  x x x x x x x x x x 
10. Watching  and detection  aids 
including  radars  — x x  x x x x x x 
11. Aerodynamic  devices  and 
equipment   
The vehicle  width,  including  
that of conditioned  body  
with insulated  walls,  shall  
not exceed  2 600 mm, 
including  the measured  
projections,  with the devices  
and equipment  fixed  in both 
the retracted  or folded  and 
the in-use positions.   — x x — x x — — x x 
12 Customs  sealing  devices  and 
their protection  — — — x x x x x x x EN 170  EN 13. Devices  for securing  the 
tarpaulin  and their protection  
not projecting  by more  than 
20 mm where  they are no 
more  than 2.0 m from  the 
ground  level  and no more  
than 50 mm where  they are 
more  than 2.0 m from  the 
ground  level.  The edges  shall  
be rounded  to a radius  of not 
less than 2,5 mm. — — — x x x x x x x 
14. Protruding  flexible  parts  of a 
spray -suppression  system  
referred  to in this 
Regulation .  — — — — x x — — x x 
15 Flexible  mudguards  not 
covered  under  entry  14. — x x x x x x x x x 
16. Snow  chains  x x x x x x x x x x 
17. Safety  railings  on vehicle  
transporters.  
Only  for vehicles  designed  
and constructed  to transport  
at least two other  vehicles  
and for which  the safety  
railings  are more  than 2.0 m 
but not more  than 3.70 m 
from  the ground  and do not 
project  by more  than 50 mm 
from  the outermost  side of 
the vehicle.  
The vehicle  width  shall  not 
exceed  2 650 mm. — — — — x x — — x x 
18. Antennas  used for vehicle -
to-vehicle  or vehicle -to-
infrastructure  
Communication  x x x x x x x x x x 
19. Flexible  hoses  of tyre 
pressure  monitoring  systems  
provided  that they do not 
protrude  by more  than 70 
mm on each side from  the 
outermost  width  of the 
vehicle       x   x x 
 EN 171  EN TABLE  III: Vehicle  height  
 M1 M2 M3 N1 N2 N3 O1 O2 O3 O4 
1. Antennas  used for radio,  
navigation,  vehicle -to-
vehicle  or vehicle -to-
infrastructure  
communication  x x x x x x x x x x 
2. Pantographs  or trolley  
booms  in their elevated  
position  — — x — — x — — — — 
  EN 172  EN Section  G 
Permissible  deviations  for type-approval  and conformity  of production  
 
1. Dimensions  
1.1. Measurement  of the overall  length,  width  and height  shall  be carried  out in 
accordance  with point  1.2. of Section s B to E. 
1.2.  Under  the condition  that the limits  specified  in point  1.1. of Sections  B to E are 
not exceeded,  the actual  dimensions  may differ  from  those  stated  by the 
manufacturer  by not more  than 3 %.  
2. Mass  in running  order  and actual  mass  of the vehicle  
2.1. The mass  in running  order  shall  be checked  from  the actual  mass  by weighing  the 
vehicle  and deducting  the mass  of the optional  equipment  fitted.  For such 
purposes  the weighing  instrument  shall  comply  with the requirements  of Directive  
132014/31/EU  of the European  Parliament  and of the Council . 
2.2. The mass  in running  order  determined  in accordance  with the requirements  of 
point  2.1. may deviate  from  the nominal  value  stated  in point  2.6.(b)  of Annex  I to 
Regul ation  (EU)  2020/ 683or in the relevant  entry  of the certificate  of conformity  
by not more  than: 
 (a) 3 % as regards  the permissible  lower  and upper  deviations  (= the negative  
and positive  deviation  around  the declared  value)  as regards  M, N and O 
vehicles  with the exception  of special  purpose  vehicles;  
 (b) 5 % as regards  the permissible  lower  and upper  deviations  (= the negative  
and positive  deviation  around  the declared  value)  as regards  special  
purpose  vehicles;  
 (c) 5 % as regards  the permissible  lower  and upper  deviations  (= the negative  
and positive  deviation  around  the declared  value)  for the purposes  of 
paragraphs  (3) and (4) of Article  31 of Regulation  (EU)  2018/858.  
3. The permissible deviations referred to in this Section shall apply for the purposes 
of paragraphs (3) and (4) of Article 31 of Regulation (EU) 2018/858.  
 
Section  H  
Figures  regarding  manoeuvrability  requirements  
Figure  1 : Manoeuvrability  circle  r= 5.3 m R = 12.5 m 
                                                 
13 OJ L 96, 29.3.2014, p. 107.  EN 173  EN  
Figure  2: Drive -in method  for M2 and M3 vehicles  
 
Figure  2a : rear swing -out (non-articulated  
vehicles)  
R= 12.5 m 
r = 5.3 m 
Umax ≤ 60 cm  
Figure  2b : rear swing -out (articulated  
vehicles)  
R= 12.5 m 
r = 5.3 m 
Umax ≤ 60 cm 
Figure  3: steady -state method  for N2 and N3 vehicles  
EN 174  EN  
  
EN 175  EN Section  I 
AERODYNAMIC  DEVICE  AND  EQUIPMENT  CRASH  TEST  
 
1. Test conditions  for aerodynamic devices and equipment   
1.1. At the request of the manufacturer the test shall be conducted on one of the 
following:   
1.1.1.  on a vehicle of the type for which an aerodynamic device and equipment is 
intended;   
1.1.2.  on a part of the body of the vehicle type for which the aerodynamic device and 
equipment is intended; that part shall be representative of the vehicle type(s) in 
question;   
1.2.3.  on a rigid wall.   
1.2. Where the test is conducted as referred to in points 1.1.2. and 1.1.3., the parts used 
to connect the aerodynamic devices and equipment to a part of the vehicle body or 
to a rigid wall shall be equivalent to those which are used to secure the 
aerodynamic devices and equipment when it is installed on the vehicle. Every 
device shall be accompanied by installation and operating instructions giving 
sufficient information for any competent person to install it correctly.   
1.3. At the request of the manufacturer the test procedure described in point 1.5. may 
be conducted by  numerical simulation in accordance with Annex VIII to 
Regulation (EU) 2018/858.  
The mathematical model shall be validated only if it is comparable with the 
physical test conditions. To that effect, a physical test shall be conducted for the 
purposes of co mparing the results obtained when using the mathematical model 
with the results of a physical test. Comparability of the test results shall be proven. 
A validation report shall be drafted by the manufacturer.  
Any change made to the mathematical model or to  the software likely to invalidate 
the validation report shall require a new validation in accordance with the previous 
paragraph.   
1.4. Conditions for the conduct of tests or simulations.   
1.4.1.  The vehicle shall be at rest on a level, flat, rigid and smooth surface.   
1.4.2.  Any front wheels shall be in the straight ahead position.   
1.4.3.  The tyres shall be inflated to the pressure recommended by the vehicle 
manufacturer.   
1.4.4.  The vehicle shall be unladen.   
1.4.5.  The vehicle may, if necessary to achieve the test force required in point 1.5.1.2., be 
restrained by any method. This method shall be specified by the vehicle 
manufacturer.   EN 176  EN 1.4.6.  Vehicles equipped with hydropneumatic, hydraulic or pneumatic suspension or a 
device for automatic levelling according to load shall be tested with the suspension 
or device in the normal running condition specified by the manufacturer.   
1.5. Test procedure   
1.5.1.  The tests shall be carried out to assess that the aerodynamic device and equipment 
offer a specified level of deformation to forces applied parallel to the longitudinal 
axis of the vehicle as referred to in point 1.6.1. Alternatively, the device may also 
become folded or retracted under the influence of force. The fulfilment of  the 
requirement referred to in point 1.6.2. shall be verified by means of suitable test 
mandrels for the purpose of the crash test. The device used to distribute the test 
force over the stated flat surface shall be connected to the force actuator through a 
swivel joint. In cases of geometric incompatibilities an adapter may be used instead 
of a device with a flat surface.   
1.5.1.1.  A force shall be applied parallel to the longitudinal axis of the vehicle via a surface 
or adaptor not more than 250 mm in height and 200 mm wide with a radius of 
curvature of 5 ± 1 mm at the vertical edges. The surface shall not be rigidly fixed 
to the aerodynamic device and equipment and shall be articulated in all directions. 
When the test is carried out on a vehicle as ref erred to in point 1.1.1., the height of 
the lower edge of the surface or adaptor shall be specified by the manufacturer in 
an area between the lowest edge of the aerodynamic device and equipment and a 
point of the upper edge of the surface or adaptor that is no more than 2,0 m above 
the ground in vehicle -mounted condition (see figure 1). This point is to be 
specified on a laden vehicle with the technically permissible maximum laden mass.   
 Where the test is carried out on a part of the body of the vehicle  type as referred to 
in point 1.1.2. or on a rigid wall as referred to in point 1.1.3., the height of the 
centre of the surface or adaptor shall be specified by the manufacturer in an area 
between the lowest edge of the aerodynamic device and equipment and  the point 
that represents the height of no more than 2,0 m above the ground in vehicle -
mounted condition on a laden vehicle with the technically permissible maximum 
laden mass (see figure 2).  
The exact location of the centre of the surface or adaptor in t he area of application 
of forces shall be specified by the manufacturer. Where the aerodynamic device 
and equipment have different degrees of stiffness in the area of application of the 
forces (e.g. due to reinforcements, different materials or thicknesses , etc.), the 
location of the centre of the surface or adaptor shall be located in the area with the 
highest resistance against external forces in longitudinal direction of the vehicle.   
  EN 177  EN  
Figure 1  
Test point height  
 
 
Figure 2  
Example of test setup  
 
 
1.5.1.1.1.  A horizontal force of maximum 4000 N ± 400 N shall be applied consecutively to 
two points situated symmetrically about the centre line of the vehicle or the centre 
line of the device on the rearmost outer edge of the aerodynamic device and 
equip ment in completely unfolded or in -use position (see figure 3). The order in 
which the forces are applied may be specified by the manufacturer.   
 
  
EN 178  EN Figure 3  
Force application  
 
 
 
 
1.6. Requirements   
1.6.1.  The aerodynamic device and equipment shall be  so fitted that, during the 
application of the test forces as specified in point 1.5.1.2., the device and 
equipment deforms, retracts or folds resulting in projection length of ≤ 200 mm 
measured in horizontal longitudinal direction at the points of applica tion of the 
forces. The resulting projection length shall be recorded.   
1.6.2.  The aerodynamic device and equipment shall not endanger the occupants of other 
vehicles in a rear -end collision and shall not affect the operation of the rear 
underrun protection device.   
  
EN 179  EN Section  J 
Three -dimensional  cab envelope  
 
1. General procedure for the checking of conformity of the motor vehicle with the 
parameters relating to the three -dimensional cab envelope   
1.1. Vertical boundaries of the motor vehicle cab assessment zone   
1.1.1.  The maximum width of the vehicle at cab location Wc shall be taken forward of the 
vertical transverse plane located at the foremost axle of the motor vehicle. The 
items listed in Section F  shall not be taken into account for the purposes of this 
measurement.   
1.1.2.  The assessment zone of the motor vehicle’s cab location shall be considered in 
such a way that it corresponds with the maximum width Wc. The zone shall be 
bounded by vertical longitudinal planes that are parallel to the longitudinal median 
plane of the motor vehicle and that are distance Wc apart.   
1.1.3.  The horizontal longitudinal distance Lt shall be established from the most forward 
point of the motor vehicle’s cab location taken at a height ≤ 2000 mm from the 
ground measured in unladen condition.  
The distance Lt shall be set at 200 mm for the purpose of this assessment (see 
Figure 1).  
The r ear side of the assessment zone shall be bounded by a vertical transverse 
plane, perpendicular to the longitudinal median plane of the motor vehicle, that is 
located rearward of the abovementioned most forward point by distance Lt.  
Figure 1  
3D envelope  
 
EN 180  EN 1.1.4.  The intersections of the rear plane forming the side of the assessment zone with 
both angled outboard planes, lines Tleft and Tright, shall be considered for the 
purpose of point 1.3.3.2. (see Figure 2).   
Figure 2  
3D envelope  
 
1.2. Horizontal boundaries of the motor vehicle cab assessment zone   
1.2.1.  In the assessment zone, the lower front fascia boundary line shall be set at ground 
level and the upper front fascia boundary line shall be set at 2000 mm above the 
ground as measured in unladen  condition.   
1.3. Specific provisions for the motor vehicle cab assessment zone   
1.3.1.  For the purposes of this Section , the front fascia at the motor vehicle’s cab location 
shall be considered, regardless of type of material. However, the items listed in 
Section F  shall not be taken into account.   
1.3.2.  Rake of the front of the cab   
1.3.2.1.  For the purposes of this Section , ‘rake’ shall be considered, meaning the rearward 
inclination of the motor vehicle’s front fascia at the cab location from the vertical, 
where any point located above another point lies rearward of that other point.   
1.3.2.2.  For the assessment zone of the rake, the most forward point of the motor vehicle’s 
cab location as referred to in point 1.1.3. shall be considered.  
The vertical transverse plane through the most forward point of the cab, taken at a 
height of ≤ 2000 mm from the ground measure d in unladen condition, shall be 
considered as regards its intersection with the horizontal plane that is located at the 
height of 1000 mm. The intersecting line shall then be taken as the base envelope 
line to assess the vehicle cab’s rake in the given as sessment zone.   
1.3.2.3.  A plane rotating around the base envelope line referred to in the second paragraph 
of point 1.3.2.2., inclined rearward from the vertical by 3°, shall be taken (see 
figure 3).   
EN 181  EN Figure 3  
Rake  
 
1.3.2.4.  No point of the actual surface of the front fascia, as located in the assessment zone 
of the rake, shall lie forward of the rearward inclined plane referred to in point 
1.3.2.3. when the most forward point of the motor vehicle’s cab location touches 
the vertical transverse plane .  
1.3.3.  Tapering of the sides of the motor vehicle cab.   
1.3.3.1.  In the assessment zone of the motor vehicle’s cab location, the front fascia shall be 
tapered in such a way that the relevant nominal surfaces generally converge 
towards a common area that lies forward of the cab and in the longitudinal median 
plane of the motor vehicle.   
1.3.3.2.  Two symmetrical vertical planes, one on the left side and one on the right side, 
shall be considered, both under a horizontal angle of 20° in relation to the 
longitudinal median plane and thus 40° apart. These planes are located in such a 
way that they als o intersect with lines Tleft and Tright referred to in point 1.1.3., 
respectively.   
1.3.3.3.  No point of the actual surface of the front fascia, as located in the left and right 
outboard zone, shall lie outward of the respective vertical plane referred to in point 
1.3.3.2. with the most forward point of the motor vehicle’s cab location touching 
the vertical transverse plane referred to in point 1.3.2.4.   
2. If any of the conditions set out in this Section  are not met, it shall be considered 
that the motor vehicle cab does not conform to parameters of the three -dimensional 
envelope as referred to in point 1.4.1. of Section D.  
 
Section  K 
GRADEABILITY  OF OFF -ROAD  VEHICLES  
 
1.. General   
1.1. This section lays down the technical requirements for the purposes of verifying the 
gradeability of a vehicle in order to be categorised as off -road vehicle in  
EN 182  EN accordance with Section 5 of Appendix I to Annex I to Regulation (EU) 2018/858.  
1.2. The technical service shall verify if the complete or completed vehicle, or tractor 
unit for semi -trailer is to be considered as an off -road vehicle in accordance with 
the requirements laid down in Annex I to Regulation (EU) 2018/858.   
1.3. For incomplete vehicles, this verification shall be carried out only at the request of 
the manufacturer.   
2. Test conditions   
2.1. Vehicle conditions   
2.1.1.  The vehicle shall be set in the conditions recommended by the manufacturer and 
fitted with the equipment referred to in Annex I to Regulation (EU) 2020/ 683.  
2.1.2.  The adjustment of the brakes, clutch (or equivalent), engine and gear box shall be 
set in accordance with the manufacturer’s recommendations for the purposes of use 
off the normal roads.   
2.1.3.  The tyres shall be those recommended for off -roads use. They shall have a tread 
depth of not less than 90 % of the tread depth of a new tyre. The tyre pressure shall 
be adjusted to the value recommended by the tyre manufacturer.   
2.1.4.  The vehicle shall be loaded at its technically permissible maximum laden mass 
with a load distribution proportional to the distribution of the maximum mass on 
the axles as stated by the manufacturer.  
For example a vehicle of 7,5 tonnes with a maximum mass  on the front axle of 4 
tonnes and a maximum mass on the rear axle of 6 tonnes shall be tested with a 
mass of 3 tonnes (40 %) on the front axle and 4,5 tonnes (60 %) on the rear axle.   
2.2. Test track conditions   
2.2.1.  The surface of the test track shall be dry, made of asphalt or concrete   
2.2.2.  The gradient shall show a continuous percentage of 25 % with a tolerance of + 3 % 
(θ = 14 degrees).   
2.2.3.  In agreement with the manufacturer, the test may be performed on a gradient that 
shows a percentage greater than 25 %. The test shall be conducted with maximum 
masses reduced in relation to the test conditions.   
2.3. These conditions shall be reported.   
2.3.1.  The surface of the track shall show a good coefficient of adhesion.  
The Skid Resistance Index (‘SRI’) of the surface shall be measured in accordance 
with Standard CEN/TS 13036 -2: 2010 Road and airfield surface characteristics – 
Test methods – Part 2: Assessment of the skid resistance of a road pavement 
surface by use of dynamic mea suring systems.  
The mean value of the SRI shall be reported.   
3. Test procedure   
3.1. The vehicle shall be first placed on a horizontal surface.   EN 183  EN 3.2. The mode of traction shall be set as for off -roads use. The gear(s) engaged shall 
allow a steady speed.   
3.3. Sections 5 and 6 of Appendix 1 to Annex I to Regulation (EU) 2018/858 shall 
apply.   
 
Section L 
Conditions of equivalence of a suspension -to-air suspension  
 
1. This section lays down the technical conditions relating to the equivalence of a  
suspension to air -suspension for vehicle driving axle(s).   
2. In order to be recognised as equivalent to air suspension, a suspension shall 
comply with the following requirements:  
During free transient low -frequency vertical oscillation of the sprung mass above a 
driving axle or group of axles, the measured frequency and damping with the 
suspension carrying its maximum load shall fall within the limits defined in points 
2.3 to 2.6   
2.1. Each axle shall be fitted with hydraulic dampers. On groups of axles, the dampers 
shall be positioned to minimise the oscillation of the groups of axles.   
2.2. The mean damping ratio Dm shall be more than 20 % of critical damping for the 
suspension in its normal condition with hydraulic dampers in place and operating.   
2.3. The damping ratio Dr of the suspension with all hydraulic dampers removed or 
incapacitated shall be not more than 50 % of Dm.   
2.4. The frequency of the sprung mass above the driving axle or group of axles in a free 
transient vertical oscillation shall not be higher than 2,0 Hz.   
2.5. The test procedures for measuring the frequency and damping shall be laid down in 
point 3.   
3. Test procedure   
3.1. Frequency and damping   
3.1.1.  The free oscillation of the sprung mass shall be given by the following equation:  
  
 Where  
‘M’ is the sprung mass (kg),  
‘Z’ is the vertical displacement of the sprung mass (m),  
‘C’ is the total damping coefficient (N.s/m) and  
‘K’ is the total vertical stiffness between the road surface and the sprung mass 
(N/m)   
EN 184  EN 3.1.2.  The frequency of oscillation (‘F’ in Hz) of the sprung mass shall be given by the 
following equation:  
  
3.1.3.  The damping is critical when C = Co  
where:  
 
The damping ratio as a fraction of critical is C/Co.   
3.1.4.  During free transient oscillation of the sprung mass the vertical motion of the mass 
will follow a damped sinusoidal path (Figure 2). The frequency can be estimated 
by measuring the time for as many cycles of oscillation as can be observed. The 
damping can be estimate d by measuring the heights of successive peaks of the 
oscillation in the same direction.   
3.1.5.  If the peak amplitudes of the first and second cycles of the oscillation are A 1 and 
A2, then the damping ratio D is given by the following equation:  
 
‘ln’ being the natural logarithm of the amplitude ratio.   
3.2. Test procedure  
To establish by test the damping ratio Dm, the damping ratio Dr, with hydraulic 
dampers removed, and the frequency F of the suspension, the loaded vehicle shall 
be either:  
(a) driven at  low speed (5 km/h ± 1 km/h) over an 80 mm step with the 
profile shown in Figure 1. The transient oscillation to be analysed for 
frequency and damping occurs after the wheels of the driving axle have 
left the step;  
(b) pulled down by its chassis so that the dr iving axle load is 1,5 times its 
maximum static value. The vehicle held down is suddenly released and 
the subsequent oscillation analysed;  
(c) pulled up by its chassis so that the sprung mass is lifted by 80 mm above 
the driving axle. The vehicle held up is su ddenly dropped and the 
subsequent oscillation analysed;  
(d) subjected to other procedures insofar as it has been proved by the 
manufacturer, to the satisfaction of the technical service, that they are 
equivalent.   
EN 185  EN 3.3 Test equipment of the vehicle and loading conditions   
3.3.1.  The vehicle shall be fitted with a vertical displacement transducer between driving 
axle and chassis, directly above the driving axle. From the trace, the time interval 
between the first and second compression peaks shall be measured to obtain the 
damping.  
For twin driving groups of axles, vertical displacement transducers shall be fitted 
between each driving axle and the chassis directly above it.   
3.3.2.  The tyres shall be inflated to the appropriate pressure recommended by the 
manufacturer.   
3.3.3.  The test for verifying the equivalence of the suspensions shall be made at the 
technically permissible maximum mass on the axle or group of axles, and the 
equivalence assumed to cover all the lower masses.   
Figure  1 
Step for suspension  tests 
 
 
 
Figure  2 
A damped  transient  response  
 
 
 
Section M 
Technical requirements for the installation  
of lift - or loadable axle(s) on vehicles  
  
1. If a vehicle is fitted with one or mo re lift - or loadable axles it shall be ensured that 
under normal driving conditions the registration/in -service maximum permissible  
EN 186  EN masses on solo axles or groups of axles are not exceeded. To that end the lift - or 
loadable axle(s) shall be lowered to the ground or be loaded automatically if the 
nearest axle(s) of the group or the front axle(s) of the motor vehicle is/are laden to 
its/their registration/in - service maximum permissible mass(es).  
Where a lift axle is in elevated position, it shall be ensured that the mass on the 
steering axle(s) continues to be sufficient to ensure the safe driving of the vehicle 
in all circumstances. For such purposes, the vehicle manufacturer shall specify, in 
the case of incomplete vehicles, the minimum mass on the steering  axle(s)  
2. Every  axle-lift device fitted to a vehicle, as well as the systems for its operation, 
shall be designed and installed in such a manner as to protect them against any 
improper use or tampering.   
3. Requirements for moving off vehicles on slippery surfaces and to improve their 
manoeuvrability   
3.1. By way of derogation from the requirements of point  1 and to help motor vehicles 
or vehicle combinations to move off on slippery ground and to increase the traction 
of the tyres on these surfaces as well to improve their manoeuvrability, the axle lift 
device may actuate the lift - or loadable axle(s) of a motor vehicle or semi -trailer to 
increase or decrease the mass on the driving axle of the motor vehicle, subject to 
the following conditi ons: 
(a) the mass corresponding to the load on each axle of the vehicle may 
exceed the maximum authorised mass on the axle in force in the Member 
State by up to 30  % provided it does not exceed the value stated by the 
manufacturer for this special purpose;  
(b) the mass corresponding to the remaining load on the front axle(s) shall 
remain above zero (i.e. in case of a rear loadable axle with long rear 
overhang, the vehicle may not tip up);  
(c) the lift - or loadable axle(s) shall be actuated only by a specific control;  
(d) after the vehicle has moved off and before its speed exceeds 30 km/h, the 
axle(s) shall automatically be lowered again to the ground or be reloaded.   
  EN 187  EN PART 3  
 
Section A  
EU TYPE -APPROVAL CERTIFICATE (VEHICLE SYSTEM)  
 
Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of vehicle  with regard  to its masses and dimensions  in accordance  with the 
requirements  laid down  in Annex  XIII to Regulation  (EU)  2020/… [Please  insert  reference  to 
this Regulation ], as last amended  by Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
 
Reason  for extensi on / refusal  / withdrawal  (1):  
 
SECTION I  
[…] 
SECTION II  
[…] 
Addendum  
to EU type -approval certificate number ...  
 
1. Additional  information:   
1.1. The vehicle  has been  type-approved  in accordance  with Article  13(1) of Regulation  
(EU)  2020/…  [Please,  insert  reference  to this Regulation]  (i.e. the outermost  
dimensions  of the vehicle  exceeds  the maximum  dimensions  mentioned  in Section  B, 
C, D or E of Part 3) yes/no  (1)  
1.2. The vehicle  has been  type-approved  for the purposes  of Article  8b of Directive  
96/53/EC  (i.e. aerodynamic  devices  or equipment  at the rear of the vehicle):  yes/no  (1)  
1.3. The vehicle  has been  type-approved  for the purposes  of with Article  9a of Directive  
96/53/EC  (i.e. an elongated  cab or a cab fitted  with aerodynamic  devices  or 
equipment):  yes/no  (1)  
1.4. The vehicle  has been  type-approved  for the purposes  of Article  10b of Directive  
96/53/EC:   
1.4.1.  Additional  weight  of alternatively  fuelled  vehicles:  yes/no  (1)  
1.4.2.  Additional  weight  of zero-emission  vehicles:  yes/no  (1)  
2. The vehicle  is fitted  with air-suspension:  yes/no  (1)  
3. The vehicle  is fitted  with a suspension  recognised  to be equivalent  to air-suspension:  
yes/no  (1)  EN 188  EN 4.  The vehicle  fulfils  the requirements  for an off-road vehicle:  yes/no  (1)  
5. Remarks:   
___________   
(1) Delete  where  not applicable.   EN 189  EN Section B 
EU TYPE -APPROVAL CERTIFICATE (STU)  
 
Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of an aerodynamic device or equipment as a separate technical unit  in accordance  with 
the requirements  laid down  in Annex  XIII to Regulation  (EU)  2020/… [Please  insert  
referen ce to this Regulation ], as last amended  by Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
 
Reason  for extension  / refusal  / withdrawal  (1):  
 
SECTION I  
[…] 
SECTION II  
[…] 
Addendum  
to EU type -approval certificate number …  
 
1. Brief description of the type of separate technical unit:  
2. Detailed description of the aerodynamic device or equipment:  
2.1. Number of separate elements:  
2.2. Description of construction and materials:  
2.3. Description of locking and adjustment system:  
2.4. Description of attachment and mounting to the vehicle:  
2.5. Separate technical unit: semi -universal/vehicle specific (1) 
3. List of specific vehicle types for which the separate technical unit has been approved (if 
applicable):  
4. Detailed description of the specific mounting area specifications on vehicles in case of 
semi -universal aerodynamic devices or equipment (if applicable):  
5. Remarks:  
6. Type -approval mark and its location:  
___________  
(1) Delete  where  not applicable.   
  EN 190  EN Section C  
EU separate technical unit type -approval  mark  
for a an aerodynamic device or equipment  
 
1. The EU separate technical unit type -approval mark shall consist of:   
1.1. A rectangle surrounding the lower -case letter ‘e’ followed by the distinguishing 
number of the Member State which has granted the  EU separate technical unit 
type-approval:   
 1 for Germany  19  for Romania  
 2 for France  20  for Poland   
 3 for Italy  21 for Portugal  
 4 for The Netherlands  23 for Greece  
 5 for Sweden  24 for Ireland  
 6 for Belgium  25 for Croatia  
 7 for Hungary   26  for Slovenia  
 8 for the Czech Republic   27 for Slovakia   
 9 for Spain  29  for Estonia   
   32  for Latvia   
 12 for Austria  34 for Bulgaria  
 13 for Luxembourg  36 for Lithuania   
 17 for Finland  49  for Cyprus   
 18 for Denmark  50  for Malta   
 
1.2. In the vicinity of the rectangle the ‘base approval number’ contained in Section 4 
of the type -approval number preceded by the two figures indicating the sequence 
number assigned to this Regulation or latest major technical amendment to this 
Regulation. Th e sequence number is ‘00’ at present.   
1.3. In case of an aerodynamic device or equipment of cabs, the sequence number shall 
be preceded by the symbol ‘96/53/EC ARTICLE 9A COMPLIANT’.   
1.4. In case of an aerodynamic device or equipment to be located on  the rear of a 
vehicle, the sequence number shall be preceded by the symbol ‘96/53/EC 
ARTICLE 8B COMPLIANT’.   
2. The EU separate technical unit type -approval mark shall be affixed to a main part 
of the aerodynamic device or equipment in such a way as to be indelible as well as  EN 191  EN clearly and easily legible even if the device is fitted to a vehicle.  
3. An example of an EU separate technical unit type -approval mark is shown in 
Figure  1.  
Figure 1  
Example of EU separate technical unit type -approval mark  
 
 
_______________________  
Explanatory note  
 
 The EU separate technical unit type -approval of an aerodynamic device or equipment 
to be installed at the rear of a vehicle (for the purpose of compliance with Article 8b of 
Directive 96/53/EC) was issued by Romania under number 00 046. The first two digits 
"00" indicate that the separate technical unit was approved in accordance with  this 
Regulation.  
  
EN 192  EN ANNEX XIV  
HYDROGEN SYSTEM MATE RIAL COMPATIBILITY A ND FUELLING 
RECEPTACLE  
 
PART 1  
 
Section A  
Information document relating to the EU type -approval of a vehicle  
with regard to its hydrogen system  
 
MODEL  
 
Information  document  No … relating  to the EU type-approval  of a vehicle  with regard  to its 
hydrogen  system.  
The following  information  shall  be supplied  in triplicate  and includ e a list of contents.  Any 
drawings  or pictures  shall  be supplied  in appropriate  scale  and in sufficient  detail  on size A4 
or on a folder  of A4 format.  Photographs,  if any, shall  show  sufficient  detail.  
0.  
0.1.  
0.2.  
0.2.1.   
0.3.  
0.3.1.   
0.4.  
0.5.  
0.8.  
0.9.  
1.  
1.1.  
1.3.3.   
1.4.  
3.  
3.9.  
3.9.1.   
3.9.1.1.   EN 193  EN 3.9.1.2.   
3.9.1.3.   
3.9.1.4.   
3.9.6.   
3.9.6.1.   
3.9.6.2.   
3.9.7.   
3.9.7.1.   
3.9.7.2.   
3.9.8.   
_______________________  
Explanatory  note 
Information  document  numbering  in accordance  with the template  laid down  in Annex  I to 
Commission  Implementing  Regulation  (EU)  2020/683. 
  EN 194  EN Section B  
Information document relating to the EU type -approval of hydrogen components  
 
MODEL  
 
Information  document  No … relating  to the EU type-approval  of a vehicle  with regard  to its 
hydrogen  system.  
The following  information  shall  be supplied  in triplicate  and includ e a list of contents.  Any 
drawings  or pictures  shall  be supplied  in appropriate  scale  and in sufficient  detail  on size A4 
or on a folder  of A4 format.  Photographs,  if any, shall  show  sufficient  detail.   
0.  
0.1.  
0.2.  
0.2.1.   
0.5.  
0.8.  
0.9.  
3.  
3.9.  
3.9.1.   
3.9.1.1.   
3.9.1.2.   
3.9.1.3.   
3.9.2.   
3.9.2.1.   
3.9.2.2.   
3.9.2.3.   
3.9.2.4.   
3.9.2.5.   
3.9.2.6.   
3.9.2.7.   
3.9.2.8.   
3.9.3.   EN 195  EN 3.9.3.1.   
3.9.3.2.   
3.9.3.3.   
3.9.3.4.   
3.9.3.5.   
3.9.3.6.   
3.9.3.7.   
3.9.3.8.   
3.9.3.9.   
3.9.3.10.   
3.9.3.11.   
3.9.4.   
3.9.4.1.   
3.9.4.2.   
3.9.4.3.   
3.9.4.4.   
3.9.4.5.   
3.9.4.6.   
3.9.4.7.   
3.9.5.   
3.9.5.1.   
3.9.5.2.   
3.9.5.3.   
3.9.5.4.   
3.9.5.5.   
3.9.5.6.   
3.9.5.7.   
_______________________  
Explanatory  notes  
Information  document  numbering  in accordance  with the template  laid down  in Annex  I to EN 196  EN Commission  Implementing  Regulation  (EU)  2020/683. 
 
PART 2  
 
Section A  
 
1. For the purposes of this Annex, the following definitions shall apply:  
1.1. ‘burst disc ’ means the non -reclosing operating part of a pressure relief device which, 
when installed in the device, is designed to burst at a predetermined pressure to permit the 
discharge of compressed hydrogen ; 
1.2. ‘check valve ’ means a non -return valve that prev ents reverse flow in the vehicle fuel line ; 
1.3. ‘compressed hydrogen storage system (CHSS) ’ means a system designed to store 
hydrogen fuel for a hydrogen -powered vehicle and composed of a pressurized container, 
pressure relief devices (PRDs) and shut off device(s) that isolate the stored hydrogen from 
the remainder of the fuel system and its env ironment ; 
1.4. ‘container ’ (for hydrogen storage) means the component within the hydrogen storage 
system that stores the primary volume of hydrogen fuel ; 
1.5. ‘date of removal from service ’ means the date (month and year) specified for removal 
from service ; 
1.6. ‘date of manufacture ’ (of a compressed hydrogen container) means the date (month and 
year) of the proof pressure test carried out during manufactur e; 
1.7. ‘enclosed or semi -enclose d spaces ’ means the special volumes within the vehicle (or the 
vehicle outline across openings) that are external to the hydrogen system (storage system, 
fuel cell system and fuel flow management system) and its housings (if any) where 
hydrogen may accumul ate (and thereby pose a hazard), as it may occur in the passenger 
compartment, luggage compartment and space under the hood ; 
1.8. ‘exhaust point of discharge ’ means the geometric centre of the area where fuel cell purged 
gas is discharged from the vehicle ; 
1.9. ‘fuel cell system ’ means a system containing the fuel cell stack(s), air processing system, 
fuel flow control system, exhaust system, thermal management system and water 
management system ; 
1.10.  ‘fuelling receptacle ’ means the equipment to which a fuelling station nozzle attaches to 
the vehicle and through which fuel is transferred to the vehicle. The fuelling receptacle is 
used as an alternative to a fuelling por t; 
1.11.  ‘hydrogen concentration ’ means the percentage of the hydrogen moles (or molecules) 
within the mixture of hydrogen and air (equivalent to the partial volume of hydrogen gas) ; 
1.12.  ‘hydrogen -powered vehicle ’ means any motor vehicle that uses hydrogen as a fuel to 
propel the vehic le, including fuel cell and internal combustion engine vehicles. Hydrogen 
fuel for passenger vehicles is specified in ISO 14687 -2: 2012 and SAE J2719: (September 
2011 Revision) ; EN 197  EN 1.13.  ‘luggage compartment ’ means the space in the vehicle for luggage and/or goods 
accommodation, bounded by the roof, hood, floor, side walls, being separated from the 
passenger compartment by the front bulkhead or the rear bulkhead ; 
1.14.  ‘liquefied hydrogen storage system (LHSS )’ means liquefied hydrogen storage 
container(s) PRDs, shut -off device, a boil -off system and the interconnection piping (if 
any) and fittings between the above components ; 
1.15.  ‘manufacturer ’ means the person or body responsible to the approval authorit y for all 
aspects of the type approval process and for ensuring conformity of production. It is not 
essential that the person or body is directly involved in all stages of the construction of the 
vehicle, system or component which is the subject of the app roval process ; 
1.16.  ‘maximum allowable working pressure (MAWP) ’ means the highest gauge pressure to 
which a pressure container or storage system is permitted to operate under normal 
operating conditions ; 
1.17.  ‘nominal working pressure (NWP) ’ means the gauge pressure that characterizes typical 
operation of a system. For compressed hydrogen gas containers, NWP is the settled 
pressure of compressed gas in fully fuelled container or storage system at a uniform 
temperature of 15 °C ;  
1.18.  ‘pressure relief device (PRD) ’ means a device that, when activated under specified 
performance conditions, is used to release hydrogen from a pressurized system and 
thereby prevent failure of the system ; 
1.19.  ‘rupture ’ or ‘burst ’ both mean to come apart suddenly and violently, break open or fly 
into pieces due to the force of internal pressure ; 
1.20.  ‘safety relief valve ’ means a pressure relief device that opens at a pre-set pressure level 
and can re -close ; 
1.21.  ‘shut-off valve ’ means a valve between the storage container and the vehicle fuel system 
that can be automatically activated; which defaults to the ‘closed ’ position when not 
connected to a power source ; 
1.22.  ‘single failure ’ means a failure caused by a single eve nt, including any consequential 
failures resulting from this failure ; 
1.23.  ‘thermally -activated pressure relief device (TPRD) ’ means a non - reclosing PRD that is 
activated by temperature to open and release hydrogen gas ; 
1.24. ‘vehicle fuel system ’ means an assembly of components used to store or supply hydrogen 
fuel to a fuel cell (FC) or internal combustion engine (ICE).  
Section B 
 
Requirements and tests for the type -approval of liquefied hydrogen storage system s  
 
1. Requirements for liquefied hydrogen storage systems (LHSS) . 
1.1. General requirements . EN 198  EN 1.1.1.  This section specifies the requirements for the LHSS. Actual systems will differ in 
the type, number, configuration and arrangement of the functional constituents. The 
boundaries of the LHSS are defined by the interfaces, which can isolate the stored 
liquefied (and/or gaseous) hydrogen from the remainder of the fuel system and the 
environment. All components located within this boundary are subject to the 
requirements defined in this Regu lation. Figure 1 shows typical LHSS consisting of a 
hydrogen storage container, three kinds of closure devices and their fittings. The 
closure devices shall include the following functions, which may be combined:  
(a) Automatic shut -off device;  
(b) Boil-off system;  and 
(c) Pressure relief device (PRD) . 
 
Figure 1  
Typical liquefied hydrogen storage system  
 
 
1.2. Performance requirements : 
The liquefied hydrogen storage system shall qualify for the performance test 
requirements specified in this paragraph. The manufacturer shall specify a Maximum 
Allowable Working Pressure (MAWP). The test elements within these performance 
requirements are those in points 1.2.1. to 1.2.4.  
1.2.1.  Verification of baseline metrics . 
1.2.1.1.  Proof pressure : 
A system is pressurized  to a pressure ptest ≥ 1.3 (MAWP ± 0.1 MPa) in accordance 
with point 2.1.1. without visible deformation, degradation of container pressure, or 
detectable leakage.  
1.2.1.2.  Baseline initial burst pressure . 
1.2.1.3.  The burst test is performed per the test  procedure in point 2.1.2. on one sample of the 
inner container that is not integrated in its outer jacket and not insulated.  
EN 199  EN 1.2.1.4.  The burst pressure shall be at least equal to the burst pressure used for the 
mechanical calculations. For steel containers that is either:   
(a) Maximum Allowable Working Pressure (MAWP) (in MPa) plus 0.1 MPa 
multiplied by 3.25;  or 
(b) Maximum Allowable Working Pressure (MAWP) (in MPa) plus 0.1 MPa 
multiplied by 1.5 and multiplied by R m/Rp, where R m is the minimum 
ultimate t ensile strength of the container material and R p (minimum yield 
strength) is 1.0 for austenitic steels and Rp is 0.2 for other steels.  
1.2.1.5.  Baseline pressure cycle life . 
1.2.1.5.1.  When using metallic containers and/or metallic vacuum jackets, the manufacturer 
shall either provide a calculation in order to demonstrate that the container is 
designed according to current regional legislation or accepted standards (e.g. in US 
the ASME Boiler and Pressure Vessel Code, in Europe EN 1251 -1 and EN 1251 -2 
and in all other countries an applicable regulation for the design of metallic pressure 
containers), or define and perform suitable tests (including point 2.1.3.) that prove the 
same level of safety compared to a design supported by calculation according to  
accepted standards.  
1.2.1.5.2.  For non -metallic containers and/or vacuum jackets, in addition to point 2.1.3. testing, 
suitable tests shall be designed by the manufacturer to prove the same level of safety 
compared to a metallic container.  
1.2.2.  Verification for expected on -road performance . 
1.2.2.1.  Boil-off 
1.2. 2.1.1.  The boil -off test is performed on a liquefied hydrogen storage system equipped with 
all components. The test is performed on a system filled with liquid hydrogen per the 
test procedure in point 2.2.1. and shall demonstrate that the boil -off system limits the 
pressure in the inner storage container to below the maximum allowable working 
pressure.  
1.2.2.2.  Leak  
1.2.2.2.1.  After the boil -off test in point 2.2.1., the system is kept at boil -off pressure and the 
total discharge rate due to leakage shall be measured per the test procedure in point 
2.2.2. The maximum allowable discharge from the hydrogen storage system is R*150 
Nml/min where R = (Vwidth+1)*(Vheight+0.5)*(Vlength+1)/ 30.4 and Vwidth, 
Vheight, Vlength are the vehicle width, height, length (m), respectively.  
1.2.2.3.  Vacuum loss . 
1.2.2.3.1.  The vacuum loss test is performed on a liquefied hydrogen storage system equipped 
with all components as described in Figure 1 above. The test is performed on a 
system filled with liquid hydrogen per the test procedure in point 2.2.3. and shall 
demonstrate that both primary and secondary pressure relief devices limit the pressure 
to the values specified in point 2.2.3. in case vac uum pressure is lost.  
1.2.3.  Verification of service -terminating conditions:  
1.2.3.1.  Bonfire test . EN 200  EN 1.2.3.1.1.  The function of the pressure relief devices and the absence of rupture under the 
following service -terminating conditions shall be demonstrated in accordance with 
the test procedures provided in point 2.3.  
1.2.3.1.2.  A hydrogen storage system is filled to half -full liquid level and exposed to fire in 
accordance with test procedure of point 2.3. The pressure relief device(s) shall rel ease 
the contained gas in a controlled manner without rupture.  
1.2.3.1.3.  For steel containers the test is passed when the requirements relating to the pressure 
limits for the pressure relief devices as described in point 2.3. are fulfilled. For other 
container materials, an equivalent level of safety shall be demonstrated.  
1.2.3.2.  Requirements for pressure relief device and shut -off device . 
1.2.3.2.1.  The pressure relief  device and shut -off device, as described in Figure 1, shall comply 
with one of the following requirements:  
(a) The devices shall be type -approved in accordance with point 1 of this section 
and produced in conformity with the approved type ; or 
(b) The manufacturer  of the liquefied hydrogen storage system shall ensure that 
the devices comply with the requirements of point 1 of this section.  
1.2.4.  Labelling : 
A label shall be permanently affixed on each container with at least the following 
information: Name of the Manufacturer, Serial Number, Date of Manufacture, 
MAWP, fuel type (i.e. “CHG” for gaseous hydrogen or “LH2” for liquid hydrogen).  
2. Test procedures for LHSS . 
2.1. Tests for verification of baseline metrics . 
2.1.1.  Proof pressure test . 
2.1.1.1.  The inner container and the pipe work situated between the inner container and the 
outer jacket shall withstand an inner pressure test at room temperature according to 
the following requirements.  
2.1.1.2.  The test pressure p test is defined by the manufacturer  and shall fulfil the following 
requirements:  
ptest ≥ 1.3 (MAWP ± 0.1 MPa)  
(a) For metallic containers, either p test is equal to or greater than the maximum 
pressure of the inner container during fault management (as determined in 
point 2.2.3.) or the manufacturer proves by calculation that at the maximum 
pressure of the inner container during fault management no yield occurs;  and 
(b) For non -metallic containers, p test is equal to or greater than the maximum 
pressure of the inner container during fault mana gement (as determined in 
point 2.2.3.).  
2.1.1.3.  The test is conducted according to the following procedure:  
(a) The test is conducted on the inner storage container and the interconnecting 
pipes between inner storage container and vacuum jacket before the outer 
jacket is mounted;  
(b) The test is either conducted hydraulically with water or a glycol/water mixture, 
or alternatively with gas. The container is pressurized to test pressure ptest at 
an even rate and kept at that pressure for at least 10 minutes;  and EN 201  EN (c) The test is done at ambient temperature. In the case of using gas to pressurize 
the container, the pressurization is done in a way that the container temperature 
stays at or around ambient temperature.  
2.1.1.4.  The test is passed successfully if, during the first 10 minutes after applying the proof 
pressure, no visible permanent deformation, no visible degradation in the container 
pressure and no visible leakage are detectable.  
2.1.2.  Baseline initial burst pressure . 
2.1.2.1.  The test is conducted according to the following procedure:  
(a) The test is conducted on the inner container at ambient temperature;  
(b) The test is conducted hydraulically with water or a water/glycol mixture;  
(c) The pressure is increased at a constant rate, not exceeding 0.5 MPa/min unt il 
burst or leakage of the container occurs;  
(d) When MAWP is reached there is a wait period of at least ten minutes at 
constant pressure, during which time the deformation of the container can be 
checked;  and 
(e) The pressure is recorded or written during the ent ire test.  
2.1.2.2.  For steel inner containers, the test is passed successfully if at least one of the two 
passing criteria described in point 1.1.1.2. is fulfilled. For inner containers made out 
of an aluminium alloy or other material, a passing criterion  shall be defined which 
guarantees at least the same level of safety compared to steel inner containers.  
2.1.3.  Baseline pressure cycle life . 
2.1.3.1.  Containers and/or vacuum jackets are pressure cycled with a number of cycles at least 
three times the number of possible full pressure cycles (from the lowest to highest 
operating pressure) for an expected on -road performance. The number of pressure 
cycles is defined by the manufacturer under consideration of operating pressure 
range, size of the storage a nd, respectively, maximum number of refuellings and 
maximum number of pressure cycles under extreme usage and storage conditions. 
Pressure cycling is conducted between atmospheric pressure and MAWP at liquid 
nitrogen temperatures, e.g. by filling the conta iner with liquid nitrogen to certain level 
and alternately pressurizing and depressurizing it with (pre -cooled) gaseous nitrogen 
or helium.  
2.2. Verification for expected on -road performance . 
2.2.1.  Boil-off test . 
2.2.1.1.  The test is conducted according to the following procedure:  
(a) For pre -conditioning, the container is fuelled with liquid hydrogen to the 
specified maximum filling level. Hydrogen is subsequently extracted until it 
meets half filling level, and the system is allowed to completely cool down 
for at least 24 hours and a maximum of 48 hours;  
(b) The container is filled to the specified maximum filling level;  
(c) The container is pressurized until boil -off pressure is reached;  and 
(d) The test lasts for at least another 48 hours after boil -off star ted and is not 
terminated before the pressure stabilizes. Pressure stabilization has occurred 
when the average pressure does not increase over a two hours period.  
2.2.1.2.  The pressure of the inner container is recorded or written during the entire test. The EN 202  EN test is passed successfully if the following requirements are fulfilled:  
(a) The pressure stabilizes and stays below MAWP during the whole test;  and 
(b) The pressure relief devices are not allowed to open during the whole test.  
2.2.1.3.  The pressure of the inner container shall be recorded or written during the entire test. 
The test is passed when the following requirements are fulfilled:  
(a) The pressure shall stabilize and stay below MAWP during the whole test;  and 
(b) The pressure relief devices are not allowed t o open during the whole test.  
2.2.2.  Leak test . 
2.2.2.1.  The test shall be conducted according to the procedure described in point 2.2. of 
Section C of this Part.  
2.2.3.  Vacuum loss test . 
2.2.3.1.  The first part of the test is conducted according to the following procedure:  
(a) The vacuum loss test is conducted with a completely cooled -down container 
(according to the procedure in point 2.2.1.);  
(b) The container is filled with liquid hydrogen to the specified maximum filling 
level;  
(c) The vacuum enclosure is flooded with air at an even rate to atmospheric 
pressure;  and 
(d) The test is terminated when the first pressure relief device does not open any 
more.  
2.2.3.2.  The pressure of the inner container and the vacuum jacket is recorded or written 
during the entire test. The opening pressure of the first safety device is recorded or 
written. The first part of test is passed if the following requirements are fulfilled:  
(a) The first pressure relief device opens below or at MAWP and limit the pressure 
to not more than 110 % of the MAWP;  
(b) The first pressure relief device does not open at pressure above MAWP;  and 
(c) The secondary pressure relief device does not open during the entire test.  
2.2.3.3.  After passing the first part, the test shall be repeated subsequently to re-generation of 
the vacuum and cool -down of the container as described above.  
(a) The vacuum is re -generated to a value specified by the manufacturer. The 
vacuum shall be maintained at least 24 hours. The vacuum pump may stay 
connected until the time directly  before the start of the vacuum loss;  
(b) The second part of the vacuum loss test is conducted with a completely cooled -
down container (according to the procedure in point 2.2.1.);  
(c) The container is filled to the specified maximum filling level;  
(d) The line downst ream the first pressure relief device is blocked and the vacuum 
enclosure is flooded with air at an even rate to atmospheric pressure;  and 
(e) The test is terminated when the second pressure relief device does not open 
any more.  
2.2.3.4.  The pressure of the inner container and the vacuum jacket is recorded or written 
during the entire test. For steel containers the second part of the test is passed if the 
secondary pressure relief device does not open below 110 % of the set pressure of the 
first pressure relief device and limits the pressure in the container to a maximum 
136% of the MAWP if a safety valve is used, or, 150 % of the MAWP if a burst disk 
is used as the secondary pressure relief device. For other conta iner materials, an EN 203  EN equivalent level of safety shall be demonstrated.  
2.3. Verification test for service -terminating performance due to fire . 
2.3.1.  The tested liquefied hydrogen storage system shall be representative of the design and 
the manufacturing of the type to be approved . Its manufacturing shall be completely 
finished and it shall be mounted with all its equipment.  
2.3.2.  The first part of th e test is conducted according to the following procedure:  
(a) The bonfire test is conducted with a completely cooled -down container 
(according to the procedure in point 2.2.1.);  
(b) The container contained during the previous 24 hours a volume of liquid 
hydrogen at least equal to half of the water volume of the inner container;  
(c) The container is filled with liquid hydrogen so that the quantity of liquid 
hydrogen measured by the mass measurement system is half of the maximum 
allowed quantity that may be contained in  the inner container;  
(d) A fire burns 0.1 m underneath the container. The length and the width of the 
fire exceed the plan dimensions of the container by 0.1 m. The temperature of 
the fire is at least 590ºC. The fire shall continue to burn for the duration of  the 
test; 
(e) The pressure  of the container at the beginning of the test is between 0 MPa and 
0.01 MPa at the boiling point of hydrogen in the inner container;  
(f) The test shall continue  until the storage pressure decreases to or below the 
pressure at the beginn ing of the test, or alternatively in case the first PRD is a 
re-closing type, the test shall continue until the safety device has opened for a 
second time;  and 
(g) The te st conditions and the maximum pressure reached within the container 
during the test are re corded in a test certificate signed by the manufacturer and 
the technical service.  
2.3.3.  The test is passed if the following requirements are fulfilled:  
(a) The secondary pressure relief device is not operated below 110 % of the set 
pressure of the primary pressure relief device;  and 
(b) The container shall not burst and the pressure inside the inner container shall 
not exceed the permissible fault range of the inner container.  
2.3.4.  The permissible fault range for steel containers is as follows:  
(a) If a safety valve is used as secondary pressure relief device, the pressure 
inside the container does not exceed 136 % of the MAWP of the inner 
container;  
(b) If a burst  disk is used outside the vacuum area as secondary pressure relief 
device, the pressure inside the container is limited to 150 % of the MAWP of 
the inner container;  and 
(c) If a burst disc is used inside the vacuum area as secondary pressure relief 
device, the pressure inside the container is limited to 150 % of the Maximum 
Allowable Working Pressure plus 0.1 MPa (MAWP ± 0.1 MPa) of the inner 
container.  
2.3.5.  For other materials, an equivalent level of safety shall be demonstrated.  
  EN 204  EN Section C 
 
Requirements and tests for the type -approval of specific components for liquefied 
hydrogen storage system  
 
1. Requirements for specific components for LHSS  
1.1. Pressure relief device qualification requirements  
The pressure relief device shall meet the following performance qualification 
requirements:  
(a) Pressure test (point 2.1. test procedure);  
(b) External leakage test (point 2.2. test procedure);  
(c) Operational test (point 2.4. test procedure);  
(d) Corrosion resistance test (point 2.5. test procedure);  and 
(e) Temperature cycle  test (point 2.8. test procedure).  
1.2. Shut-off device qualification requirements  
The shut -off device shall meet the following performance qualification requirements:  
(a) Pressure test (point 2.1. test procedure);  
(b) External leakage test (point 2.2. test procedure);  
(c) Endurance test (point 2.3. test procedure);  
(d) Corrosion resistance test (point 2.5. test procedure);  
(e) Resistance to dry -heat test (point 2.6. test procedure);  
(f) Ozone ageing test (point 2.7. test procedure);  
(g) Temperature cycle test (point 2.8.test pr ocedure);  and 
(h) Flex line cycle test (point 2.9. test procedure).  
2. Test procedures for specific components for LHSS : 
The test procedures for pressure relief devices and shut -off valves are described below:  
Testing shall be performed with hydrogen gas having gas quality compliant with ISO 
14687 -2/SAE J2719. All tests shall be performed at ambient temperature 20  ± 5°C 
unless otherwise specified. :  
2.1. Pressure test  
2.1.1.  A hydrogen containing component shall withstand without any visible evidence of leak 
or deformation a test pressure of 150 % MAWP with the outlets of the high pressure part 
plugged. The pressure shall subsequently be increased from 150 % to 300 % MAWP. The 
component shall not show any visible evidence of rupture or cracks.  
2.1.2.  The pressure  supply system shall be equipped with a positive shut -off valve and a 
pressure gauge having a pressure range of not less than 150 % and no more than 200 % of 
the test pressure; the accuracy of the gauge shall be 1 % of the pressure range.  
2.1.3.  For components  requiring a leakage test, this test shall be performed prior to the pressure 
test. 
2.2. External leakage test  
2.2.1.  A component shall be free from leakage through stem or body seals or other joints, and 
shall not show evidence of porosity in casting when tested as described in point 2.3.3. at 
any gas pressure between zero and its MAWP.  EN 205  EN 2.2.2.  The test shall be performed on the same equipment at the following conditions:  
(a) At ambient temperature;  
(b) At the minimum operating temperature or at liquid  nitrogen temperature after 
sufficient conditioning time at this temperature to ensure thermal stability;  and 
(c) At the maximum operating temperature after sufficient conditioning time at this 
temperature to ensure thermal stability.  
2.2.2.1.  During this test, the equipment under test shall be connected to a source of gas pressure. 
A positive shut -off valve and a pressure gauge having a pressure range of not less than 
150% and not more than 200 % of the test pressure shall be installed in the pressure 
suppl y piping; the accuracy of the gauge shall be 1 % of the pressure range. The pressure 
gauge shall be installed between the positive shut -off valve and the sample under test.  
2.2.2.2.  Throughout the test, the sample shall be tested for leakage, with a surfac e active agent 
without formation of bubbles or measured with a leakage rate less than 216 Nml/hr.  
2.3. Endurance Test  
2.3.1.  A component shall be capable of conforming to the applicable leakage test requirements 
of points 2.2. and 2.9., after being subjected to 20  000 operation cycles.  
2.3.2.  The appropriate tests for external leakage and seat leakage, as described in points 2.2. 
and 2.9. shall be carried out immediately following the endurance test.  
2.3.3.  The shut -off valve shall be securely connected to a pressurized source of dry air or 
nitrogen and subjected to 20 000 operation cycles. A cycle shall consist of one opening 
and one closing of the component within a period of not less than 10 ± 2 seconds.  
2.3.4.  The component shall be operated through 96 % of the number of specified cycles at 
ambient temperature and at the MAWP of the component. During the off cycle the 
downstream pressure of the test fixture shall be allowed to decay to 50 % of the MAWP 
of the component.  
2.3.5.  The comp onent shall be operated through 2 % of the total cycles at the maximum 
material temperature ( -40°C to +85°C) after sufficient conditioning time at this 
temperature to ensure thermal stability and at MAWP. The component shall comply with 
points 2.2. and 2.9.  at the appropriate maximum material temperature ( -40°C to +85°C) 
at the completion of the high temperature cycles.  
2.3.6.  The component shall be operated through 2 % of the total cycles at the minimum 
material temperature ( -40°C to +85°C) but not less than the temperature of liquid 
nitrogen after sufficient conditioning time at this temperature to ensure thermal stability 
and at the MAWP of the component. The componen t shall comply with points 2.2. and 
2.9.. at the appropriate minimum material temperature ( -40°C to +85°C) at the 
completion of the low temperature cycles.  
2.4. Operational test  
2.4.1.  The operational test shall be carried out in accordance with EN 13648 -1 or EN 13648 2. 
The specific requirements of the standard are applicable.  
2.5. Corrosion resistance test  
2.5.1.  Metallic hydrogen components shall comply with the leakage tests referred to points 2.2. 
and 2.9.. after being submitted to 144 hours salt spray test according to ISO 9227 with EN 206  EN all connections closed.  
2.5.2.  A copper or brass hydrogen containing component shall comply with the leakage tests 
referred to points 2.2. and 2.9. and after being submitted to 24 hours immersion in 
ammonia accor ding to ISO 6957 with all connections closed.  
2.6. Resistance to dry -heat test  
2.6.1.  The test shall be carried out in compliance with ISO 188. The test piece shall be exposed 
to air at a temperature equal to the maximum operating temperature for 168 hours. The 
change in tensile strength shall not exceed ±25 %. The change in ultimate elongation 
shall not exceed the following values:  maximum increase 10 % and maximum decrease 
30%. 
2.7. Ozone ageing test  
2.7.1.  The test shall be in compliance with ISO 1431 -1. The test piece, which shall be stressed 
to 20 % elongation, shall be exposed to air at +40°C with an ozone concentration of 50 
parts per hundred million during 120 hours.  
2.7.2.  No cracking of the test piece is allowed.  
2.8. Temperature cycle test  
2.8.1.  A non -metallic part containing hydrogen shall comply with the leakage tests referred to 
in point 2.2. and 2.9. after having been submitted to a 96 hours temperature cycle from 
the minimum operating temperature up to the maximum operating temperature with a 
cycle time of 120 minutes, under MAWP.  
2.9. Flex line cycle test  
2.9.1.  Any flexible fuel line shall be capable of conforming to the applicable leakage test 
requirements referred to in point 2.2.,  after being subjected to 6 000 pressure cycles.  
2.9.2.  The pressure shall change from atmospheric pressure to the MAWP of the container 
within less than five seconds, and after a time of at least five seconds, shall decrease to 
atmospheric pressure within less than five seconds.  
2.9.3 . The appropriate test for external leakage, as referred to in point 2.2., shall be carried out 
immediately following the endurance test.  
  EN 207  EN Section D 
 
Requirements and tests for the type -approval of vehicle fuel systems  
incorporating  liquefied hydrogen storage systems   
 
1. Requirements for vehicle fuel systems incorporating LHSS  
This section specifies requirements for the integrity of the hydrogen fuel delivery 
system, which includes the liquefied hydrogen storage system, piping, joints, and 
components in which hydrogen is present.  
1.1. In-use fuel system integrity  
1.1.1. Over -pressure protection for the low pressure system  
The hydrogen system downstream of a pressure regulator shall be protected against 
overpressure due to the possible failure of the pressure regulator. The set pressure of 
the overpressure protection device shall be lower than or equal to the maximum 
allowable working pressure for the appropriate section of the hydrogen system. The 
over-pressure protection shall  comply with the installation verification referred to in 
point 2.5.  
1.1.2. Hydrogen discharge systems  
1.1.2.1. Pressure relief systems  
Pressure relief devices (such as a burst disc) shall comply with the installation 
verification referred to in point 2.5. and may be used outside the hydrogen storage 
system. The hydrogen gas discharge from other pressure relief devices shall not be 
directed:  
(a) Towards exposed electrical terminals, exposed electrical switches or other 
ignition sources;  
(b) Into or towards the vehicle passenger or luggage compartments;  
(c) Into or towards any vehicle wheel housing;  and 
(d) Towards hydrogen gas containers.  
1.1.2.2. Vehicle exhaust system  
1.1.2.2.1. The vehicle exhaust system shall comply with the test for the vehicle exhaust system 
referred to in point 2.4.  
1.1.2.2.2. At the vehicle exhaust system’s point of discharge, the hydrogen concentration level 
shall:  
(a) Not exceed 4 % average by volume during any moving three -second time 
interval during normal operation including start -up and shutdown;  and 
(b) Not exceed 8 % at any  time. 
1.1.3. Protection against flammable conditions: single failure conditions  
1.1.3.1. Hydrogen leakage and/or permeation from the hydrogen storage system shall not 
directly vent into the passenger, luggage, or cargo compartments, or to any enclosed 
or semi -enclosed spaces within the vehicle that contains unprotected ignition sources.  
1.1.3.2. Any single failure downstream of the main hydrogen shut off valve shall not result in 
any level of a hydrogen concentration in anywhere in the passenger compartment 
according to test procedure point 2.3.2.  EN 208  EN 1.1.3.3. If, during operation, a single failure results in a  hydrogen concentration exceeding 3 % 
by volume in air in the enclosed or semi -enclosed spaces of the vehicle, then a 
warning shall be provided (point 1.1. 3.5.). If the hydrogen concentration exceeds 4 % 
by volume in the air in the enclosed or semi -enclosed spaces of the vehicle, the main 
shutoff valve shall be closed to isolate the storage system. (point 2.3. test procedure).  
1.1.3.4. Fuel system leakage  
The hydrogen fuelling line (e.g. piping, joint, etc.) downstream of the main shut off 
valve(s) to the fuel cell system or the engine shall not leak. Compliance shall be 
verified at NWP (point 2.5. test procedure).  
1.1.3.5. Tell-tale signal warning to driver  
The warning shall be given by a visual signal or display text with the following 
properties:  
(a) Visible to the driver while in the driver ’s designated seating position with the 
driver ’s seat belt fastened;  
(b) Yellow in colour if the detection system malfunctions (e.g. circuit 
disconnection, short -circuit, sensor fault). It shall be red in compliance wit h  
point 1.1. 3.3. 
(c) When illuminated, shall be visible to the driver under both daylight and night 
time driving conditions;  and 
(d) Remains illuminated when 3 % concentration or detection system 
malfunction) exists and the master control is in the “on” position o r the 
propulsion system is otherwise activated.  
1.2. Post-crash fuel system integrity  
Frontal, side and rear c rash tests shall be performed as required for the relevant 
vehicle category in accordance with Regulation (EU) 2019/2144.   
Where one or more of these crash tests are not required, the LHSS, including the 
safety devices affixed to it shall be installed in such a way that the following 
accelerations can be absorbed without breaking of the fixation or loosening of the 
filled LHSS container(s):  
Vehicl e of categories M 1 and N 1: 
(a) 20 g in forward and rearward direction of travel; and  
(b) 8 g horizontally perpendicular to the direction of travel.  
Vehicles of categories M 2 and N 2: 
(a) 10 g in forward direction of travel; and  
(b) 5 g horizontally perpendi cular to the direction of travel.  
Vehicles of categories M 3 and N 3: 
(a) 6.6 g in the forward direction of travel; and  
(b) 5 g horizontally perpendicular to the direction of travel.  
Any substitute mass used shall be representative for a fully equipped and f illed LHSS 
container/assembly.  
1.2.1.  Fuel leakage limit  
The volumetric flow of hydrogen gas leakage shall not exceed an average of 118 NL EN 209  EN per minute for 60 minutes after the crash as determined in accordance with point 2.1.  
1.2.2.  Concentration limit in  enclosed spaces  
Hydrogen gas leakage shall not result in a hydrogen concentration in the air greater 
than 4 % by volume in the passenger and luggage compartments (point 2.2 test 
procedures). The requirement is satisfied if it is confirmed that the shut -off valve of 
the storage system has closed within 5 seconds of the crash and no leakage from the 
storage system.  
1.2.3.  Container Displacement  
The storage container(s) shall remain attached to the vehicle at a minimum of one 
attachment point.  
1.3. Flammable materials used in the vehicle shall be protected from liquefied air that may 
condense on elements of the fuel system.  
1.4. The insulation of the components shall prevent liquefaction of the air in contact with 
the outer surfaces, unless a system is provided for collecting and vaporizing the 
liquefied air. The materials of the components nearby shall be compa tible with an 
atmosphere enriched with oxygen.  
2. Test procedures for vehicle fuel system incorporating LHSS  
The test procedures for vehicle fuel systems incorporating LHSS according to points 
2.1., 2.2. and 2.7  apply only to vehicles of categories M 1 and N 1 that are subjected to 
one or more crash tests.  
2.1. Post-crash liquefied hydrogen storage system leak test  
Prior to conducting the crash test, instrumentation is installed in the hydrogen storage 
system to perform the required pressure and tempera ture measurements if the 
standard vehicle does not already have instrumentation with the required accuracy.  
The storage system is then purged, if necessary, following manufacturer directions to 
remove impurities from the container before filling the storage system with 
compressed hydrogen or helium gas. Since the storage system pressure varies with 
temperature, the targeted fill pressure is a function of the temperature. The target 
pressure shall be determined from the following equation:  
 Ptarget = NWP x (273 + T o) / 288  
where NWP is the nominal working pressure (MPa), To is the ambient temperature to 
which the storage system is expected to settle, and Ptarget is the targeted fill pressure 
after the temperature settles.  
The container is filled to a mi nimum of 95 % of the targeted fill pressure and allowed 
to settle (stabilize) prior to conducting the crash test.  
The main stop valve and shut -off valves for hydrogen gas, located in the downstream 
hydrogen gas piping, are kept open immediately prior to the  impact.  
2.1.1.  Post-crash leak test - compressed hydrogen storage system filled with compressed 
hydrogen  
The hydrogen gas pressure, P 0 (MPa), and temperature, T 0 (°C), is measured 
immediately before the impact and then at a time interval, Δt (min), after the impact. EN 210  EN The time interval, Δt, starts when the vehicle comes to rest after the impact and 
continues for at least 60 minutes. The time interval, Δt, is increas ed if necessary in 
order to accommodate measurement accuracy for a storage system with a large 
volume operating up to 70MPa; in that case, Δt can be calculated from the following 
equation:  
 Δt = V CHSS x NWP /1000 x (( -0.027 x NWP +4) x R s – 0.21) -1.7 x R s  
where R s = P s / NWP, P s is the pressure range of the pressure sensor (MPa), NWP is 
the Nominal Working Pressure (MPa), VCHSS is the volume of the compressed 
hydrogen storage system (L), and Δt is the time interval (min). If the calculated value 
of Δt is less than 60 minutes, Δt is set to 60 minutes.  
The initial mass of hydrogen in the storage system can be calculated as follows:  
Po’ = P o x 288 / (273 + T 0) 
ρo’ = –0.0027 x (P 0’)2 + 0.75 x P 0’ + 0.5789  
Mo = ρ o’ x V CHSS 
Correspondingly, the final mass of hydrogen in the storage system, M f, at the end of 
the time interval, Δt, can be calculated as follows:  
Pf’ = P f x 288 / (273 + T f) 
ρf’ = –0.0027 x (P f’)2 + 0.75 x P f’ + 0.5789  
Mf = ρ f’ x V CHSS 
where P f is the measured final pressure (MPa) at the end of the time interval, and T f is 
the measured final temperature (°C).  
The average hydrogen flow rate over the time interval (that shall be less than the 
criteria in point 1.2.1.) is therefore  
 VH2 = (M f-Mo) / Δt x 22.41 / 2.016 x (P target /Po) 
where V H2 is the average volumetric flow rate (NL/min) over the time interval and the 
term (P target /Po) is used to compensate for differences between the measured initial 
pressure, P o, and the targeted fill pressure P target. 
2.1.2.  Post-crash leak test - Compressed hydrogen storage system filled with compressed 
helium  
The helium gas pressure, P 0 (MPa), and temperature T 0 (°C), are measured 
immediately before the impact and then at a predetermined time interval after the 
impact. The time interval, Δt, starts when the vehicle comes to rest after the impact 
and continues for at least 60 minutes.  
The time interval, Δt, shall be increased if necessary in order to accommodate 
measurement accuracy for a storage system with a large volume operating up to 
70MPa; in that case, Δt can be calculated from the following equation:  
 Δt = V CHSS x NWP /1000 x (( -0.028 x NWP +5.5) x R s – 0.3) – 2.6 x R s  
where R s = P s / NWP, P s is the pressure range of the pressure sensor (MPa), NWP is 
the Nominal Working Pressure (MPa), V CHSS is the volume of the compressed storage 
system (L), and Δt is the time interval (min). If the value of Δt is le ss than 60 
minutes, Δt is set to 60 minutes.  
The initial mass of hydrogen in the storage system is calculated as follows:  EN 211  EN Po’ = P o x 288 / (273 + T 0) 
ρo’ = –0.0043 x (P 0’)2 + 1.53 x P 0’ + 1.49  
Mo = ρ o’ x V CHSS 
The final mass of hydrogen in the storage syst em at the end of the time interval, Δt, is 
calculated as follows:  
Pf’ = P f x 288 / (273 + T f) 
ρf’ = –0.0043 x (P f’)2 + 1.53 x P f’ + 1.49  
Mf = ρ f’ x V CHSS 
where P f is the measured final pressure (MPa) at the end of the time interval, and T f is 
the measured final temperature (°C).  
The average helium flow rate over the time interval is therefore  
 VHe = (M f-Mo) / Δt x 22.41 / 4.003 x (P o/ Ptarget) 
where V He is the average volumetric flow rate (NL/min) over the time interval and the 
term P o/ P target is used to compensate for differences between the measured initial 
pressure (P o) and the targeted fill pressure (P target). 
Conversion of the average volumetric flow of helium to the average hydrogen flow is 
done with the following expression:  
 VH2 = V He / 0.75  
where V H2 is the corresponding average volumetric flow of hydrogen (that shall be 
less than the criteria in point 1.2.1 to pass).  
2.2. Post-crash concentration test for enclosed spaces  
2.2.1.  The measurements are recorded in the crash test that  evaluates potential hydrogen (or 
helium) leakage as determined in accordance with point 2.1.  
2.2.2.  Sensors are selected to measure either the build -up of the hydrogen or helium gas or 
the reduction in oxygen (due to displacement of air by leaking hydrogen/helium).  
2.2.3.  Sensors are calibrated to traceable references to ensure an accuracy of ±5 % at the 
targeted criteria of 4 % hydrogen or 3 % helium by volume in air, and a full scale 
measurement capability of at least 25 % above the target criteria. The sensor shall be 
capable of a 90 % response to a full scale change in concentration within 10 seconds.  
2.2.4.  Prior to the crash impact, the sensors are located in the passenger and luggage 
compartments of the vehicle as follows:  
(a) At a distance within 250 mm of the headliner above the driver’s seat or near 
the top centre the passenger compartment;  
(b) At a distance within 250 mm of the floor in front of the rear (or rear most) 
seat in the passenger compartment;  
(c) At a distance within 100 mm of the top of lugg age compartments within the 
vehicle that are not directly affected by the particular crash impact to be 
conducted.  
2.2.5.  The sensors are securely mounted on the vehicle structure or seats and protected for EN 212  EN the planned crash test from debris, air bag exhaust gas and projectiles. The 
measurements following the crash are recorded by instruments located within the 
vehicle or by remote transmission.  
2.2.6.  The vehicle may be located either outdoors in an area protected from the wind and 
possible solar eff ects or indoors in a space that is large enough or ventilated to 
prevent the build -up of hydrogen to more than 10 % of the targeted criteria in the 
passenger, luggage, and cargo compartments.  
2.2.7.  Post-crash data collection in enclosed spaces commences when the vehicle comes to a 
rest. Data from the sensors are collected at least every 5 seconds and continue for a 
period of 60 minutes after the test. A first -order lag (time constant) up to a maximum 
of 5 seconds may be applied to the measurements to prov ide "smoothing" and filter 
the effects of spurious data points.  
2.2.8.  The filtered readings from each sensor shall be below the targeted criteria of 3±1.0 % 
for hydrogen or 2.25 ± 0.75 % for helium at all times throughout the 60 minutes post -
crash test per iod. 
2.3. Compliance test for single failure conditions  
Either test procedure of point 2.3.1. or point 2.3.2. shall be executed:  
2.3.1.  Test procedure for vehicle equipped with hydrogen gas leakage detectors  
2.3.1.1.  Test condition  
2.3.1.1.1.  Test vehicle: The propulsion system of the test vehicle is started, warmed up to its 
normal operating temperature, and left operating for the test duration. If the vehicle is 
not a fuel cell vehicle, it is warmed up and kept idling. If the test vehicle has a sy stem 
to stop idling automatically, measures are taken so as to prevent the engine from 
stopping.  
2.3.1.1.2.  Test gas: Two mixtures of air and hydrogen gas: 2 ± 1.0 % concentration (or less) of 
hydrogen in the air to verify function of the warning, and 3±1. 0% concentration (or 
less) of hydrogen in the air to verify function of the shut -down. The proper 
concentrations are selected based on the recommendation (or the detector 
specification) by the manufacturer.  
2.3.1.2.  Test method  
2.3.1.2.1.  Preparation for  the test: The test is conducted without any influence of wind by 
appropriate means such as;  
(a) A test gas induction hose is attached to the hydrogen gas leakage detector;  
(b) The hydrogen leak detector is enclosed with a cover to make gas stay around 
hydrogen leak detector.  
2.3.1.2.2.  Execution of the test  
(a) Test gas is blown to the hydrogen gas leakage detector;  
(b) Proper function of the warning system is confirmed when tested with the gas to 
verify function of the warning;  
(c) The main shut -off valve is confirmed to be closed when tested with the gas to EN 213  EN verify function of the shut -down. For example, the monitoring of the electric 
power to the shut -off valve or of the sound of the shut -off valve activation may 
be used to confirm the operation of the main shut -off valve  of the hydrogen 
supply.  
2.3.2.  Test procedure for integrity of enclosed spaces and detection systems.  
2.3.2.1.  Preparation:  
The test is conducted without any influence of wind.  
Special attention is paid to the test environment as during the test flammable mixtures 
of hydrogen and air may occur.  
2.3.2.1.1.  Prior to the test, the vehicle is prepared to allow remotely controllable hydrogen 
releases from the hydrogen system. The number, location and flow capacity of the 
release points downstream of the main hydrogen shutoff valve are defined by the 
vehicle manufacturer taking worst case leakage scenarios under single failure 
condition into account. As a minimum, the total flow of all remotely controlled 
releases shall be adequate to trigger demonstra tion of the automatic "warning" and 
hydrogen shut -off functions.  
2.3.2.1.2.  For the purpose of the test, a hydrogen concentration detector is installed where 
hydrogen gas may accumulate most in the passenger compartment (e.g. near the 
headliner) when test ing for compliance with point 1.1. 3.2. and hydrogen 
concentration detectors are installed in enclosed or semi enclosed volumes on the 
vehicle where hydrogen can accumulate from the simulated hydrogen releases when 
testing for compliance with point 1.1. 3.1. 
2.3.2.2.  Procedure:  
Vehicle doors, windows and other covers are closed.  
The propulsion system is started, allowed to warm up to its normal operating 
temperature and left operating at idle for the test duration.  
A leak is simulated using the remote controllable function.  
The hydrogen concentration is measured continuously until the concentration does 
not rise for 3 minutes. When testing for compliance with point 1.1. 3.3., the simulated 
leak is then increased using the remote controllable function unt il the main hydrogen 
shutoff valve is closed and the tell -tale warning signal is activated. The monitoring of 
the electric power to the shut -off valve or of the sound of the shut -off valve activation 
may be used to confirm the operation of the main shut -off valve of the hydrogen 
supply.  
When testing for compliance with point 1.1. 3.2., the test is successfully completed if 
the hydrogen concentration in the passenger compartment does not exceed 1.0 %. 
When testing for compliance with point 1.1. 3.3., the test i s successfully completed if 
the tell -tale warning and shut -off function are executed at (or below) the levels 
specified in point 1.1. 3.3.; otherwise, the test is failed and the system is not qualified 
for vehicle service.  
2.4. Compliance test for the vehicle exhaust system  EN 214  EN 2.4.1.  The power system of the test vehicle (e.g. fuel cell stack or engine) is warmed up to 
its normal operating temperature.  
2.4.2.  The measuring device is warmed up before use to its normal operating temperature.  
2.4.3.  The measuring section of the measuring device is placed on the centre line of the 
exhaust gas flow within 100 mm from the exhaust point of discharge external to the 
vehicle.  
2.4.4.  The exhaust hydrogen concentration is continuously measured during the following 
steps:  
(a) The power system is shut down;  
(b) Upon completion of the shut -down process, the power system is immediately 
started;  and 
(c) After a lapse of one minute, the power system is turned off and measurement 
continues until the power system shut -down pr ocedure is completed.  
2.4.5.  The measurement device shall have a measurement response time of less than 300 
milliseconds.  
2.5. Compliance test for fuel line leakage  
2.5.1.  The power system of the test vehicle (e.g. fuel cell stack or engine) is warmed up and 
operating at its normal operating temperature with the operating pressure applied to 
fuel lines.  
2.5.2.  Hydrogen leakage is evaluated at accessible sections of the fuel lines from the high -
pressure section to the fuel cell stack (or the engine), us ing a gas leak detector or a 
leak detecting liquid, such as soap solution.  
2.5.3.  Hydrogen leak detection is performed primarily at joints.  
2.5.4.  When a gas leak detector is used, detection is performed by operating the leak 
detector for at least 10 seconds at locations as close to fuel lines as possible.  
2.5.5.  When a leak detecting liquid is used, hydrogen gas leak detection is performed 
immediately after applying the liquid. In addition, visual checks are performed a few 
minutes after the applicat ion of liquid in order to check for bubbles caused by trace 
leaks.  
2.6. Installation verification  
The system is visually inspected for compliance.  
2.7. Post-crash leak test for the liquefied hydrogen storage systems  
Prior to the vehicle crash test, the following steps are taken to prepare the liquefied 
hydrogen storage system (LHSS):  
(a) If the vehicle does not already have the following capabilities as part of the 
standard vehicle; the following shall be installed before the test:  
(b) LHSS pressure sensor. The pressure sensor shall have a full scale of reading 
of at least 150 % of MAWP, an accuracy of at least 1 % of full scale, and EN 215  EN capable of reading values of at least 10 kPa;   
(c) LHSS temperature sensor. The temperature sensor shall be capable of 
measuring cryogeni c temperatures expected before crash. The sensor is 
located on an outlet, as near as possible to the container;  
(d) Fill and drain ports. The ability to add and remove both liquefied and 
gaseous contents of the LHSS before and after the crash test shall be 
provided.  
(e) The LHSS is purged with at least 5 volumes of nitrogen gas;  
(f) The LHSS is filled with nitrogen to the equivalence of the maximum fill 
level of hydrogen by weight;  and 
(g) After fill, the (nitrogen) gas vent is to be closed, and the container allowed to 
equilibrate;  
The leak -tightness of the LHSS is confirmed.  
After the LHSS pressure and temperature sensors indicate that the system has cooled 
and equilibrated, the vehicle shall be crashed per state or regional regulation. 
Following the crash, there shall be  no visible leak of cold nitrogen gas or liquid for a 
period of at least 1 hour after the crash. Additionally, the operability of the pressure 
controls or PRDs shall be proven to ensure that the LHSS is protected against burst 
after the crash. If the LHSS vacuum has not been compromised by the crash, nitrogen 
gas may be added to the LHSS via the fill / drain port until pressure controls and/or 
PRDs are activated. In the case of re -closing pressure controls or PRDs, activation 
and re -closing for at least 2 c ycles shall be demonstrated. Exhaust from the venting of 
the pressure controls or the PRDs shall not be vented to the passenger or luggage, 
compartments during these post -crash tests.  
Either test procedure point 2.7.1. or the alternative test procedure poi nt 2.7.2. 
(consisting of points 2.7.2.1. and 2.7.2.2.) may be chosen at the discretion of the 
manufacturer.  
2.7.1.  Post-crash leak test for the liquefied hydrogen storage systems  
2.7.1.1.  Following confirmation that the pressure control and/or safety relief valves are still 
functional; the leak tightness of the LHSS may be proven by detecting all possible 
leaking parts with a sniff sensor of a calibrated Helium leak test device used in sniff 
modus. The test can be performed as an alternative if the fol lowing pre -conditions are 
fulfilled:  
(a) No possible leaking part shall be below the liquid nitrogen level on the 
storage container;  
(b) All possible leaking parts are pressurized with helium gas when the LHSS is 
pressurized;  
(c) Required covers and/or body panels and  parts can be removed to gain access 
to all potential leak sites.  
2.7.1.2.  Prior to the test the manufacturer shall provide a list of all possible leaking parts of 
the LHSS. Possible leaking parts are:  EN 216  EN (a) Any connectors between pipes and between pipes and the container;  
(b) Any welding of pipes and components downstream the container;  
(c) Valves;  
(d) Flexible lines;  
(e) Sensors.  
2.7.1.3.  Prior to the leak test overpressure in the LHSS should be released to atmospheric 
pressure and afterwards the LHSS should be pressurized  with helium to at least the 
operating pressure but well below the normal pressure control setting (so the pressure 
regulators do not activate during the test period). The test is passed if the total leakage 
amount (i.e. the sum of all detected leakage poi nts) is less than 216 Nml/hr.  
2.7.2.  Alternative post -crash tests for the liquefied hydrogen storage systems  
Both tests of points 2.7.2.1. and 2.7.2.2. are conducted under the test procedure of 
point 2.7.2.  
2.7.2.1.  Alternative post -crash leak test  
2.7.2.1.1.  Following confirmation that the pressure control and/or safety relief valves are still 
functional, the following test may be conducted to measure the post -crash leakage. 
The concentration test described in point 2.1.1 shall be conducted in paral lel for the 
60 minute test period if the hydrogen concentration has not already been directly 
measured following the vehicle crash.  
2.7.2.1.2.  The container shall be vented to atmospheric pressure and the liquefied contents of 
the container shall be removed and the container shall be heated up to ambient 
temperature. The heat -up could be done, e.g. by purging the container sufficient times 
with warm nitrogen or increasing the vacuum pressure.  
2.7.2.1.3.  If the pressure control set point is less than 90% of the MAWP, the pressure control 
shall be disabled so that it does not activate and vent gas during the leak test.  
2.7.2.1.4.  The container shall then be purged with helium by either:  
(a) flowing at least 5 volumes through the container;  or 
(b) pressurizing and de -pressurizing the container the LHSS at least 5 times.  
2.7.2.1.5.  The LHSS shall then be filled with helium to 80 % of the MAWP of the container or 
to within 10 % of the primary relief valve setting, whichever results in the lower 
pressure, and held for a period of 60 minutes. The measured pressure loss over the 60 
minute test period shall be less than less than or equal to the following criterion based 
on the liqu id capacity of the LHSS:  
(a) 0.20 MPa allowable loss for 100L systems or less;  
(b) 0.10 MPa allowable loss for systems greater than 100L and less than or equal 
to 200L; and  
(c) 0.05 MPa allowable for systems greater than 200L.  
2.7.2.2.  Post-crash enclosed spaces test  
2.7.2.2.1.  The measurements shall be recorded in the crash test that evaluates potential liquid EN 217  EN hydrogen leakage in test procedure point 2.7.2.1. if the LHSS contains hydrogen for 
the crash test or during the helium leak test in test procedure point 2.2.  
2.7.2.2.2.  Select sensors to measure the build -up of hydrogen or helium (depending which gas 
is contained within the Liquefied Hydrogen Storage Systems (LHSS) for the crash 
test. Sensors may measure either measure the hydrogen/helium content of the 
atmosphere within the compartments or measure the reduction in oxygen (due to 
displacement of air by leaking hydrogen/helium).  
2.7.2.2.3.  The sensors shall be calibrated to traceable references, have an accuracy of 5 % of 
reading at the targeted criteria o f 4% hydrogen (for a test with liquefied hydrogen) or 
0.8% helium by volume in the air (for a test at room temperature with helium), and a 
full scale measurement capability of at least 25 % above the target criteria. The sensor 
shall be capable of a 90 % response to a full scale change in concentration within 10 
seconds.  
2.7.2.2.4.  The installation in vehicles with LHSS shall meet the same requirements as for 
vehicles with compressed hydrogen storage systems in point 2.2. Data from the 
sensors shall be collected at least every 5 seconds and continue for a period of 60 
minutes after the vehicle comes to a rest if post -crash hydrogen is being measured or 
after the initiation of the helium leak test if helium build -up is being measured. Up to 
a 5 second rol ling average may be applied to the measurements to provide 
"smoothing" and filter effects of spurious data points. The rolling average of each 
sensor shall be below the targeted criteria of 4 % hydrogen (for a test with liquefied 
hydrogen) or 0.8 % helium by  volume in the air (for a test at room temperature with 
helium) at all times throughout the 60 minute post -crash test period.  
  EN 218  EN Section E 
 
Requirements for motor vehicle s with regard to their hydrogen system,  
including material compatibility , fuelling receptacle  and vehicle identification  
 
1. General requirements  for vehicles equipped with compressed hydrogen storage 
systems (CHSS) that are complimentary to requirements set out in UN Regulation No 
134 and for vehicles equipped with LHSS.  
1.1. The installed components of a CHSS , i.e. high pressure container and primary closing 
devices comprising TPRD, check valve and automatic shut -off valve, shall be type -
approved and marked in accordance with this Regulation  as well as with UN 
Regulation No 134  (i.e. a double marking is required) .  
1.2. The installed components of a LHSS, i.e. pressure relief devices and shut -off devices, 
shall be type -approved and marked in accordance with this Regulation.  
1.3. The manufacturer shall ensure that , as set out in Section F, the materials used in 
hydrogen storage systems are compatible with hydrogen and expected additives and 
production contaminants and expected temperatures and pressures. This does not 
apply to materials that do not come in contact with hydrogen in normal condition.  
1.4. Vehicle identification.  
1.4.1.  In the case of hydrogen vehicles of categories M 1 and N 1 one label shall be installed 
within the engine (or equivalent) compartment of the vehicle and one in the vicinity 
of the fuell ing receptacle.  
1.4.2.  In the case of hydrogen vehicles of categories M 2 and M 3, labels shall be installed  on 
the front and rear of the vehicle,  in the vicinity of the fuelling receptacle  and to the 
side of each door or set of doors.  
1.4.3.  In the case of hydrogen vehicles of categories N 2 and N 3, labels shall be install ed on 
the front and rear of the vehicle and in the vicinity of the fuelling receptacle.  
1.4.4.  Labels shall be in conformity with sections 4. to 4.7. of international standard ISO 
17840 -4:2018  
2. Fuelling receptacle  requirements  for vehicles equipped with CHSS that are 
complimentary to requirements set out in UN Regulation No 134 and for vehicles 
equipped with LHSS.  
2.1. Fuelling receptacle label: A label shall be affixed close to  the fuelling receptacle; for 
instance inside a refilling hatch, showing the following information: fuel type ( e.g. 
"CHG" for gaseous hydrogen), MFP, NWP, date of removal from service of 
containers.  
2.2. The fuelling receptacle shall be mounted on the veh icle to ensure positive locking of 
the fuelling nozzle. The receptacle shall be protected from tampering and the ingress 
of dirt and water (e.g. installed in a compartment which can be locked). Test 
procedure is by visual inspection.  
2.3. The fuelling rec eptacle shall not be mounted within the external energy absorbing 
elements of the vehicle (e.g. bumper) and shall not be installed in the passenger EN 219  EN compartment, luggage compartment and other places where hydrogen gas could 
accumulate and where ventilation is not sufficient. Test procedure is by visual 
inspection.  
2.4. The geometry of the fuelling receptacle of compressed hydrogen gas vehicles shall 
conform to international standard ISO 17268:2012 (or later revisions) and be 
compatible with specification H35, H35HF, H70 or H70HF depending on its nominal 
working pressure and specific application.  
2.5. If appropriate, the geometry of the fuelling receptacle of liquefied hydrogen gas may 
be at the manufacturer’s discretion and in agreement with the technical  service in 
absence of a standard as indicated in point 2.4.  
  EN 220  EN Section F 
Requirements for hydrogen components on material compatibility  
 
1. Requirements  
1.1. This section  sets out the requirements and test procedures for storage system and 
components of CHSS  and LHSS  with respect to material compatibility. It does not 
apply to materials that do not come in contact with hydrogen under normal 
conditions.  
2. Specific requirements  
2.1. The materials used in CHSS shall be compatible with hydrogen when they a re in 
contact with hydrogen in liquid and/or gaseous state. Incompatible materials shall not 
be in contact with each other.  
2.2. Steels  
2.2.1.  Steels used in CHSS shall conform to the material requirements of sections 6.1 to 6.4 
of standard EN 9809 -1:2018 or sections 6.1. to 6.3. of standard EN 9809 -2:2018 as 
appropriate.  
2.3. Stainless steels  
2.3.1.  Stainless steels used in CHSS shall conform to sections 4.1. to 4.4. of standard EN 
1964 -3:2000.  
2.3.2.  Welded stainless steels for liners of containers shall conform to sections 4.1. to 4.3. as 
well as sections 6.1., 6.2. and 6.4. of standard EN 13322 -2:2006 as appropriate.  
2.4. Aluminium alloys  
2.4.1.  Aluminium alloys used in CHSS shall conform to the material requirements of 
sections 6.1. a nd 6.2. of international standard ISO 7866:2012.  
2.4.2.  Welded aluminium alloys for liners of containers shall conform to sections 4.2. and 
4.3. as well as sections 4.1.2. and 6.1. of standard EN 12862:2000.  
2.5. Plastic liner materials  
2.5.1.  The material for plastic liners of hydrogen storage containers may be thermosetting or 
thermoplastic.  
2.6. Fibres  
2.6.1.  The manufacturer of the container shall keep on file for the intended life of the 
container design the published specifications for composite materials including 
principal test results, i.e. tensile test, the material manufacturer’s recommendations 
for storage, conditions and shelf life.  
2.6.2.  The manufacturer of the container shall keep on file, for the intended life of each 
batch o f containers, the fibre manufacturer’s certification that each shipment 
conforms to the manufacturer’s specifications for the product.  
2.6.3.  The manufacturer shall make the information available immediately upon request of a 
national authority responsibl e for market surveillance activities as well as upon EN 221  EN request of the Commission.  
2.7. Resins  
2.7.1.  The polymeric material for impregnation of the fibres may be thermosetting or 
thermoplastic resin.  
3. Hydrogen compatibility test  
3.1. For metallic materials used in CHSS, hydrogen compatibility of the material, 
including that of welds, shall be demonstrated in accordance with international 
standards ISO 11114 -1:2017 and ISO 11114 -4:2017, with the tests carried out in 
hydrogen environments as anticipa ted in service (e.g. in case of 70 MPa systems, the 
hydrogen compatibility testing is carried out in 70 M pa environment at the 
temperature of -40°C) . Alternatively, in agreement with the technical service and the 
type-approval authority , compliance may be demonstrated in accordance with the 
standard SAE J2579:2018.  
3.2. Demonstration of compliance with the provisions of point  3.1. is not required for:  
(a) steels that conform to paragraphs 6.3. and 7.2.2 of standard EN 9809 -1:2018;  
(b) aluminium alloys that conform  to paragraph 6.1. of international standard 
ISO 7866:2012; or  
(c) in case of fully wrapped containers with a non -metallic liner.  
3.3. Concerning materials used in LHSS, compatibility  shall be demonstrated in 
accordance with international standard EN 1251 -1:2000 and DIN EN ISO 21028 -
1:2017 -01, or, at the manufacturer’s discretion, other relevant standards such as SAE 
J2579:2018, insofar relevant and possible, with the tests carried out  in hydrogen 
environments as anticipated in service. The material hydrogen compatibility can be 
demonstrated either on specimen level or on the storage system or component itself 
with field -relevant load assumptions. The technical service shall verify all these items 
and the test results shall be documented in detail in the test report.  
  EN 222  EN PART 3  
 
Section A  
 
EU TYPE -APPROVAL CERTIFICATE (VEHICLE SYSTEM)  
 EN 223  EN Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of vehicle  with regard  to the hydrogen system , including m aterial compatibility and 
fuelling receptacle,  in accordance  with the requirements  laid down  in Annex  XIV to 
Regulation  (EU)  2020/… [Please  insert  reference  to this Regulation ], as last amended  by 
Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
 
Reason  for extension  / refusal  / withdrawal  (1):  
 
SECTION I  
[…] 
SECTION II  
[…] 
Addendum  
to EU type -approval certificate number …  
 
Additional information  
Type -approval numbers in accordance with UN Regulation 134 and Regulation (EU) 2020/… 
[Please, insert reference to this Regulation ] of the hydrogen  system and each  component 
installed on the vehicle type:  
1. Safety -related performance of a hydrogen -fuelled vehicle when equipped with 
compressed hydrogen storage system(s):  
UN Regulation No 134:  
2. Hydrogen storage system(s):  
UN Regulation No  134:  
Regulation (EU) 2020/… [ this Regulation ]: 
3. Automatic shut -off valve(s):  
UN Regulation No  134:  
Regulation (EU) 2020/… [ this Regulation ]: 
4. Check valve(s) or non-return valve(s):  
UN Regulation No  134: 
Regulation (EU) 2020/… [ this Regulation ]: 
5. Thermally -activated pressure relief device (TPRD):  
UN Regulation No  134:  
Regulation (EU) 2020/… [ this Regulation ]: 
  EN 224  EN Section B  
EU TYPE -APPROVAL CERTIFICATE (COMPONENT)  
 EN 225  EN Communication  concerning  granting  / extension  / refusal  / withdrawal  (1) of type-approval  of 
a type of component  for hydrogen systems  in accordance  with the requirements  laid down  in 
Annex  XIV to Regulation  (EU)  2020/… [Please  insert  reference  to this Regulation ], as last 
amended  by Regulation  (EU)  No …/…  
Number  of the EU type-approval  certificate:   
 
Reason  for extension  / refusal  / withdrawal  (1):  
 
SECTION I  
[…] 
SECTION II  
[…] 
 
Addendum  
to EU type -approval certificate numbe r … 
 
1. Additional information : 
2. Brief description of the component as regards its design characteristics and 
constituent materials : 
3. Example of the type -approval marking : 
4. Remarks:  EN 226  EN Section C  
 
EU type -approval mark of components  
 
1. The EU type -approval mark for components  referred to in Article 38(2) of 
Regulation (E U) 2018/858 shall consist of the following:  
1.1. A rectangle surrounding the lower -case letter ‘e’, followed by the distinguishing 
number of the Member State which has granted the EU type -approval for the 
component or separate technical unit in accordance  with the following:  
1 for Germany  19  for Romania  
2 for France  20  for Poland   
3 for Italy  21 for Portugal  
4 for The Netherlands  23 for Greece  
5 for Sweden  24 for Ireland  
6 for Belgium  26  for Slovenia  
7 for Hungary   27 for Slovakia   
8 for the Czech  Republic   29  for Estonia   
9 for Spain  32  for Latvia   
12 for Austria  34 for Bulgaria  
13 for Luxembourg  36 for Lithuania   
17 for Finland  49  for Cyprus   
18 for Denmark  50  for Malta   
1.2. In the vicinity of the rectangle, two digits indicating the series of amendments 
laying down the requirements with which this component  complies, “00” at 
present, followed by a space and the five -digit number referred to in point 2.4 of 
Annex IV of Regulation (EU) 2018/858.  
2. The EU type -approval mark of the components  shall be indelible and clearly 
legible.  
3. An example of an EU component  type-approval mark is shown in Figure 1.  
 
Figure 1  
Example of EU component  type-approval mark  EN 227  EN  
_______________________  
Explanatory  note 
Legend  The EU component  type-approval  was issued  by The Netherlands  under  number  
00406.  The first two digits  "00" indicate  that the component  was approved  in 
accordance  with this Regulation.  
  
EN 228  EN ANNEX XV  
AMENDMENTS TO REGULA TION (EU) 2020/ 683 
 
Regulation  (EU)  2020/ 683 is amended  as follows:    
(1) Annex I is amended  as follows:  
 (a) Point  2.2.1.3.  is replaced  by the following:  
‘2.2.1.3.  Semi -trailer  reference  wheelbase  (as required  in point  3.2. of of Annex  XIII,  
Part 2, Section  D to Regulation  (EU) 2020/  … [Please  fill reference  to this 
Regulation  at the time of its publication] :’; 
 (b) Point  2.6.2.  is replaced  by the following:  
‘2.6.2.  Mass  of the optional  equipment  (see definition  in point  1.4. in Annex  XIII,  Part 
2, Section  A to Regulation  (EU)  2020/…  [Please  fill reference  to this 
Regulation  at the time of its publication] :’; 
 (c) Points  4.11.2.  to 4.11.4.  are replaced  by the following:  
‘4.11.2.  Inform ation  according  to point  7.6 of Part 2 of Annex  IX to Regulation  (EU)  
2020/  … [insert  reference  to this Regulation ] (manufacturer's  declared  value):  
4.11.3.  Information  according  to point  6.1.1 of Part 2 of Annex  IX to Regulation  (EU)  
2020/  … [insert  reference  to this Regulation ]: 
4.11.4.  Informa tion according  to point  6.1.2 of Part 2 of Annex  IX to Regulation  (EU)  
2020/  … [insert  reference  to this Regulation ]’; 
 (d) The following  points  8.12.,  8.12.1.  and 8.12.2.  are inserted:   
‘8.12.  Advan ced emergency  braking  system  (AEBS)  
8.12.1.  Presence:  yes/no  (1) 
8.12.2.  Deta iled description  of the AEBS : …’; 
 (e) Points  9.14.  to 9.14.4.  are replaced  by the following:  
‘9.14.  Space s for mounting  front  and rear registration  plates  (give  ranges  where  
appropriate,  drawings  may be used where  applicable):  
9.14.1.  Height  above  road surface,  lower  and upper  edges:  
9.14.2.  Lateral  location,  left and right  edges:  
9.14.3.  Number  of standard  registration  plate  spaces:  
9.14.4.  Number  of optional  or alternative  registration  plate  spaces: ’; 
 (f) The following  point s are inserted  after point  9.14.5.:  
‘9.14.5.1.  Fron t registration  plate  space:  
9.14.5.2.  Rear  registration  plate  space:  
9.14.5.3.  Secon d rear registration  plate  space  (in case of vehicles of category O 2, O 3 and 
O4): EN 229  EN 9.14.5.4.  Optional  or alternative  registration  plate  spaces: ’; 
 (g) Points  9.14.5.6.  and 9.14.5.7 . are replaced  by the following:  
‘9.14.5.6.  Inclinations  of the plates  to the vertical:  
9.14.5.7.  Angle s of visibility  from  upper,  lower,  left and right  edges ’; 
 (h) Points  9.17.4  and 9.17.4.1.  are replaced  by the following:  
‘9.17.4.  Manufacturer's  declaration  of compliance  with the requirements  set out in Part 
2 of Annex  II to Regulation  (EU)  2020/  … [Please  insert  reference  to this 
Regulation  at the time of the publication ] : 
9.17.4. 1. The meaning  of characters  in the vehicle  descriptor  section  (VDS)  of the 
vehicle  identification  number  (VIN)  and, if applicable,  the vehicle  indicator  
section  (VIS)  thereo f, to comply  with the requirements  of section  5.3 of ISO 
Standard  3779:2009  shall  be explained: ’; 
 (i) The following  point  9.17.4.3.  is inserted : 
‘9.17.4.3.  Statutory  plate  for vehicle  built-in multi  stage:  yes / no (1):’; 
 (j) Point  9.20.2  is replaced  by the following  
‘9.20.2.  Detailed  drawings  of the spray  suppression  system  and its position  on the 
vehicle  showing  the dimensions  specified  in the Figures  in the Appendix  to Part 
2 of Annex  VIII to Regulation  (EU)  2020 / .. [insert  reference  to this 
Regul ation ] and taking  account  of the extremes  of tyre/wheel  combinations: ’; 
 (k) Point 9.25.1.  is replaced  by the following : 
‘9.25.1.  Detailed technical description (including photographs and drawings, as well as 
description of the materials) of the vehicle parts re ferred  to in point 1.4 in 
Annex XIII , Part 2, Section D to Regulation (EU) 2020/ … [ Please insert 
reference to this Regulation ]:’; 
 (l) The following  point s 12.13.  to 12.13.3.  are inserted : 
’12.13. Blind  spot information  system  (BSIS) 
12.13.1. Presence:  yes/no  (1): 
12.13.2. Detailed  description  of the blind spot information  system : 
12.13.3.  Type -approval  number  of the BSIS  STU,  if applicable:’.  
 
(2) in Annex  III, the following  points  are added:  
‘8.12.  Advanced  emergency  baking  system  
8.12.1.  Presence:  yes/no  (1) 
12.13.  Blind  spot information  system  (BSIS)  
12.13.1.  Presence:  yes/no  (1) 
12.13.3.  Type -approval  number  of the BSIS  STU  (if applicable): ’. EN 230  EN  
(3) letter  (c) in point  2.2. Section  2 of Annex  IV is replaced  with the following:  
‘2.2 Section 2:  (c) the number of the Commission Regulation adopted pursuant to Regulation 
(EU)  2019/2144 and laying down the applicable requirements.  
Where a (base) Regulation contains separate annexes with requirements and technical 
prescriptions to be applied for different subject matter covering vehicle systems, components 
and sep arate technical units, the reference in section 2 shall be followed by a roman numeral 
denoting the Annex number to that Regulation.’  
 
[Example to be included]  
 
(4) the Appendix  to Annex  VIII is amended  as follows:  
 (a) In Part I Complete  and completed  vehicles:  
   (i) Point  47.1.3.2. in Part 2 of the certificate of conformity for vehicle category 
M1 is replaced  by the following:  
‘47.1.3.2.  f2, N/(km/h)  2: …’; 
   (ii) the introductory part before the table in p oint 28.1 in Part 2 of the certificate 
of conformity for vehicle category M 2 is replaced  by the following:  
‘28.1.  Gearbox  ratios  (to complete  for vehicles  with manual  shift transmissions)  (1)’; 
   (iii) Point  47.1.3.2. in Part 2 of the certificate of conformity for vehicle category 
M2 is replaced  by the following:  
‘47.1.3.2.  f2, N/(km/h)  2: …’; 
   (iv) the third row in point 48  in Part 2 of the certificate of conformity for vehicle 
category M 3 is replaced  by the following:   
 ‘1.2. test procedure: WHSC (EURO VI) ’; 
   (v) Point  47.1.3.2. in Part 2 of the certificate of conformity for vehicle category 
N1 is replaced by the following:  
‘47.1.3.2.  f2, N/(km/h)  2: …’; 
   (vi) Point  47.1.3.2. in Part 2 of the ce rtificate of conformity for vehicle category 
N2  is replaced by the following:  
‘47.1.3.2.  f2, N/(km/h)  2: …’; 
   (vi) the introductory  part in point  49 in Part 2 of the certificate of conformity for 
vehicle category N 2 is replaced by the following:  
‘49 CO2 emissions/fuel consumption/electric energy consumption (162) (169) (1)’: 
   (vii) Point 7 in Part 2 of the certificate of conformity for vehicle category N 3 is 
deleted;  
   (viii) the introductory  part in point  49 in Part 2 of the certificate of conformity for EN 231  EN vehicle category N 3 is replaced by the following:  
‘49 CO2 emissions/fuel consumption/electric energy consumption (162) (169) (1)’: 
 (b) In Part II Incomplete  vehicles:  
  (i) the introductory part before the table in p oint 28.1 in Part 2 of the certificate 
of conformity for vehicle category M 1 is replaced  by the following:  
‘28.1.  Gearbox  ratios  (to complete  for vehicles  with manual  shift transmissions)  (1)’; 
  (ii) Point  47.1.3.2. in Part 2 of the certificate of conformity for vehicle category 
M1 is replaced  by the following:  
‘47.1.3.2.  f2, N/(km/h)  2: …’; 
  (iii) Point  4 in Part 2 of the certifica te of conformity for vehicle category M 2 is 
replaced  by the following:  
‘4. Wheelbase  (157): … mm’; 
  (iv) Point  47.1.3.2. in Part 2 of the ce rtificate of conformity for vehicle category 
M2 is replaced  by the following:  
‘47.1.3.2.  f2, N/(km/h)  2: …’; 
  (v) the third row in point 48 in Part 2 of the certificate of conformity for vehicle 
category M 2 is replaced  by the following:  
 ‘1.2. test procedure: Type 1 (NEDC average values, WLTP highest values) 
or WHSC (EURO VI) (4) ’; 
  (vi) Point  4 in Part 2 of the certificat e of conformity for vehicle category M 3 is 
replaced  by the following:  
‘4. Wheelbase  (157): … mm’; 
  (vii) Point  47.1.3.2. in Part 2 of the c ertificate of conformity for vehicle category 
N1 is replaced by the following:  
‘47.1.3.2.  f2, N/(km/h)  2: …’; 
  (viii) Point  47.1.3.2. in Part 2 of the certificate of conformity for vehicle category 
N2 is replaced by the following:  
‘47.1.3.2.  f2, N/(km/h)  2: …’; 
  (ix) Point  49 in Part 2 of the certifica te of conformity for vehicle category N 2 is 
replaced by the following:  
‘49. CO2 emissions/fuel consumption/electric energy consumption (162) (169) (1)’: 
  (x) Point  49 in Part 2 of the certificate of conformity for vehicle category N 3 is 
replaced by the following:  
‘49. CO2 emissions/fuel consumption/electric energy consumption (169)’.