APPLICATION OF STAR RATINGSEUROPEAN
NEW CAR ASSESSMENT PROGRAMME
Version
1.8.1

Euro NCAP © January 2021

EUROPEAN NEW CAR ASSESSMENT PROGRAMME

Copyright © January 2021 Euro NCAP - This work is the intellectual property of Euro NCAP. Permission is granted
for this material to be shared for non-commercial, educational purposes, provided that this copyright statement
appears on the reproduced materials and notice is given that the copying is by permission of Euro NCAP. To
disseminate otherwise or to republish requires written permission from Euro NCAP.

Table of Contents
1.

Introduction ................................................................................................................... 1

2.

Definitions ...................................................................................................................... 1

3.

Validity of Star Rating .................................................................................................... 2

4.

Annual and Facelift Reviews ........................................................................................... 2

5.

Termination of Star Rating ............................................................................................. 3

6.

Variants and Partner Models .......................................................................................... 4

7.

Corporate Twins............................................................................................................. 5

8.

Presentation on Website .................................................................................................. 6

APPENDIX 1......................................................................................................................... 7
Table 1. ADULT OCCUPANT PROTECTION.................................................................... 7
Table 2. CHILD OCCUPANT PROTECTION ................................................................... 10
Table 3. PEDESTRIAN PROTECTION ............................................................................ 11
Table 4. SAFETY ASSIST .............................................................................................. 12

European New Car Assessment Programme

APPLICATION OF STAR RATINGS PROTOCOL
1.

Introduction
Euro NCAP has in the past published a result for a vehicle with little or no follow-up regarding
the continued validity of the star rating. The rating has been a ‘snapshot’ of the safety of avehicle at a point in time and any changes that occur thereafter, either to the vehicle’s design
or to the equipment fitted to it, have not been systematically tracked.
With growing recognition and use of the star rating by national authorities, insurancecompanies and the general public, it is appropriate that Euro NCAP should provide
information on the continued validity of the star rating that was originally issued to a vehicle.
This protocol defines the technical aspects concerning the continued validity of the star rating.
Manufacturers should also be careful to observe the requirements of Euro NCAP’s“Guidelines for Use of the Star Rating”.
This version 1.8.1 corrects version 1.8 which omitted the provisions made in response to the
Covid pandemic.

2.

Definitions‘Original Assessment’ or ‘Originally-Assessed Vehicle’: an assessment of a vehicle notpreviously rated by Euro NCAP. The model name may be new or an existing model namemay be applied to the new vehicle type.
‘Variant’: is a version of the originally-tested vehicle which shares

•
•

•
•

Make (brand)
Model Name (additional descriptions such as ‘hatch’, ‘sportswagon’ etc are allowed
so long as the basic model name is the same)
All equipment having an influence on safety
All important structural elements related to safety performance. Where these differ(number of side entry doors, for example), additional data is required.

and which can be shown not to differ from the originally-tested vehicle in terms ofEuro NCAP star rating (see 6.2 for a full description).
‘Partner’: has the same relationship to the originally-tested vehicle as a variant (samebrand) but has a different model name. All important structural elements related to safety
performance must be the same as the originally-tested vehicle. Where these differ,additional data is required. Safety equipment and its fitment must be the same as theoriginally-tested vehicle. See 6.5 for a full description.
‘Corporate Twins’: differ with regard to make (brand) and model name but are identical tothe originally-tested vehicle in all regards, including the fitment of safety equipment andinterior parts and trim. Partners may differ only with regard to minor styling differencessuch as headlamp and grille shape. See 7 for a full description.

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Validity of Star Rating
Once Euro NCAP has published the base star rating and related information on its website,
the vehicle has obtained a valid rating.
By default, the base rating (and optional rating if applicable) remains valid for a maximum
period of 6 years following the release of the result. The rating scheme is expected to change
so significantly during this period that referring to an older result would mislead consumers.
If during this period the specification of the rated vehicle or safety pack alters, for instancebecause standard equipment is deleted or made optional, the rating may become invalid
earlier. To monitor changes to rated vehicles, Euro NCAP will apply Annual and Facelift
Reviews (see 4).
In some circumstances, the star rating may be carried over from the original test model to a
facelifted model, another model variant or twin model. Specific conditions apply as laid out
in sections 6 and 7 respectively.

4.

Annual and Facelift Reviews

4.1.

Vehicles will be subject to an annual review of their ratings.

4.1.1.

A vehicle’s base rating will be subject to an annual review every 12 months from the time theoriginal rating was released until maximum 6 years thereafter, to establish whether or not theoriginal rating remains valid. The annual review will comprise (for all variants and/or
corporate twins covered by the rating):•

A check that the base safety equipment is unchanged and will continue so for a further
12 months.

•

A check that the fitment of safety equipment met original requirements and is expected
to continue to do so for a further 12 months. This check will require information on total
sales across the model range and evidence of the number of vehicles to which the safety
equipment was fitted as standard equipment.

Note: Information from a third party should be provided to corroborate the sales figures (e.g.
for an AEB system, information might be provided by the supplier of the radar or camera
system used in that application).
4.1.2.

The Secretariat will supply a list to the OEM of all current assessments for which annual
review forms should be completed, together with the date they are due. The completed formshould be submitted to the Secretariat approximately three to four weeks before the due date.
The completed form will be reviewed by the Secretariat and the manufacturer will becontacted if further information is required.

4.1.3.

Not returned or not completed forms may lead to discontinuation of the star rating.

4.2.

Where a vehicle with a valid overall star rating receives a facelift and the manufacturer wishes
to carry over the rating from the original test, the following rules apply:

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4.2.1.

The vehicle manufacturer should contact Euro NCAP approximately four months before therelease of the facelifted vehicle.

4.2.2.

A ‘facelift review’ will be conducted by Euro NCAP to establish whether or not the original
star rating can be transferred. This will comprise, in addition to those items examined in anannual review (see above):•

A review of the changes that have been made to the vehicle.

•

A review of in-house test data, where appropriate.

4.2.3.

Application should be made even for ‘facelifts’ which have no influence, or a very minor
influence, on the safety rating but where the appearance of the car has been altered or where
the car is to be marketed as ‘new’. It is Euro NCAP’s intention to keep consumers informedof the applicability of the rating and any changes which distinguish the updated vehicle fromthe original should be reported.

4.2.4.

It is the responsibility of the vehicle manufacturer to approach Euro NCAP with information
concerning facelift changes. If no information is received from the manufacturer, Euro NCAP
may assume that the facelifted vehicle does not meet the requirements of the original star
rating. The original star rating may no longer be valid and the facelifted vehicle may be
eligible for assessment.

4.3.

The continued validity of an optional rating based on a safety pack will be checked according
to VSSTR protocol v7.0 or later.

4.4.

The outcome of annual reviews and facelift reviews will be published on the web page of thevehicle in a simple tabulated format, indicating the date and nature of the review and whether
or not the original rating remains valid. Annual reviews will be published approximately
every 12 months from the date of the original rating.

5.

Termination of Star Rating

5.1.

The base rating (and optional rating if applicable) expires after 6 1 years or when the original
rating is not considered valid for the vehicle on sale at an Annual Review (e.g. original fitment
rates not met in practice) or a Facelift Review.

5.2.

In all cases where the rating has been terminated, the website will list the VIN up to which
the rating is valid. Vehicles after this VIN will not be covered by the rating and the
manufacturer’s advertising should make no further reference to the rating. The ratings andrelated information will remain on the website for reference (used car market).

5.2.1.

Vehicles produced after this VIN are eligible for testing against the latest Euro NCAP
protocols. The manufacturer will first be offered the opportunity to sponsor the upgrade of
the rating, after which a Euro NCAP member may consider sponsorship.

1

8 years in the case of vehicles categorised as ‘Heavy Vehicle’ according to the ‘Vehicle Specification,
Selection, Testing and Retesting’ (VSSTR) protocol

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European New Car Assessment Programme

6.

Variants and Partner Models
From 2017, Euro NCAP will provide clearer information to consumers about the variants towhich a model’s rating applies. On the website and in the datasheet, a table will list all variantsin the model range and indicate whether or not the published rating can be considered to apply
to that variant. To this end, the equipment matrix sent to vehicle manufacturers before tests
begin contains a section where all variants, including partner models, must be defined.

6.1.

Main Assessment

6.1.1.

Euro NCAP will test a single variant, as identified using the Vehicle Specification, Selection,
Testing and Retesting (VSSTR) protocol. As part of its assessment of the vehicle, Euro NCAP
will ask the manufacturer for data showing the equivalent safety performance of the opposite
hand of drive to the one tested (e.g. RHD if LHD tested).

6.2.

Application of Star Rating to Other Variants

6.2.1.

Variants will be considered to share the rating of the tested vehicle if the manufacturer can
provide data/information to demonstrate to the satisfaction of the lead inspector that all of therequirements set out in Appendix 1 are met.

6.2.2.

In-house data is acceptable to demonstrate compliance with the requirements of Appendix 1,
except where official tests are explicitly demanded in that Appendix.

6.2.3.

Euro NCAP reserves the right to request additional information to the above.

6.3.

Variants not covered by the Rating

6.4.

Any variants which do not meet the requirements of 6.2 will be considered not to be coveredby the star rating and will be marked as such in the website table.

6.5.

Partner Models

6.5.1.

Certain variants may be marketed under a different model name to the originally-tested
vehicle. Manufacturers may apply for the star rating to be applied to such ‘partner models’
following the procedures set out in 6.2.1 to 6.2.3.

6.5.2.

The Manufacturer must inform Euro NCAP of its intention to apply for a ‘partner’ rating at
the time of application for assessment of the tested model.

6.6.

Timing6.6.1.

Variants

6.6.1.1. Manufacturers may apply for the star rating to be applied to other variants in years later thanthe one in which the rating was originally published, but not later than two years2 before theexpiry of the original rating. In such cases, no consideration will be given to the requirements
in place at the time of the new application, only those which applied at the time of the original
rating. Manufacturers should provide data in support of any application as described in 6.2.1.
6.6.1.2. There is no additional charge for variants included in the initial rating of the vehicle.
However, where additional variants are added at a later date, Euro NCAP there will be a2

In the case of vehicles categorised as ‘Heavy Vehicle’ according to the ‘Vehicle Specification, Selection,
Testing and Retesting’ (VSSTR) protocol, variants may not be added within three years of the expiry of therating.

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4European New Car Assessment Programme

charge to cover consideration of the submission, and for any inspection and additional costs
incurred.
6.6.2.

Partner Models

6.6.2.1. A partner model may not share the original rating if it is released in a calendar year more than
two 3 years later than the date stamp of the original assessment.
6.6.2.2. If, between the time of the original assessment and the release of the partner model, theprotocol regime has changed, additional data must be supplied demonstrating that:-the partner model would not be rated more than one 4 star less than the originalassessment as a result of the updated protocol requirements. For example, if a model
was originally rated as five stars, a partner released in a subsequent protocol scheme
must be at least four stars against the newer protocol requirements, taking account of
all four areas of assessment.

If this can be satisfactorily demonstrated to the Euro NCAP Secretariat then the partner may
make use of the original (pre-protocol change) rating.
6.7.

Comparison of Data

6.7.1.

The Manufacturer must explain any differences in test results that do not comply with therequirements for audit testing set out in section 4.2.7 of the Vehicle Specification, Selection,
Testing and Retesting (VSSTR) protocol 7.1.

7.

Corporate Twins‘Corporate Twins’ are models which are identical to each other in all ways except for brandand model name i.e. they are examples of pure ‘badge-engineering’. Visually, they are
virtually identical and it is clear to consumers that they are, in effect, the same vehicle.

7.1.

A vehicle’s star rating can be applied to twins if:•

Euro NCAP is satisfied that the twin is, apart from name and branding, identical to thevehicle tested in all ways related to safety.

•

The twin has the same base safety specification as the vehicle tested, or better.

•

The best-selling variant of the twin has the same body style and powertrain.

7.2.

An equipment matrix should be completed for all brand models to which the rating will beapplied.

7.2.1.

The matrix should be signed by a representative of that brand.

7.2.2.

The base safety specification and best-selling variant should be identified for each brand.

3
4

Three years in the case of partners of cars originally rated in 2018 and 2019.
For partners released in 2020 and 2021, the requirement is that the protocol change would not result in adecrease of more than two stars against the updated protocol requirements. This allowance is for 2020 and
2021 only. Partners released in 2022 must be no more than one star less than the original assessment.

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5European New Car Assessment Programme

7.2.3.

The manufacturer agrees to notify Euro NCAP of any changes to standard/optional fitment ofsafety equipment.

7.3.

Documentation should be submitted to Euro NCAP which highlights differences, if any, in•••

Manufacturing plants.
Suppliers of safety equipment.
Powertrain options.

7.4.

Where very minor differences exist, the twin with the lowest base safety specification or thepoorer performance will be assessed.

7.5.

All twins should be made available, on request, for strip-down/parts check at time ofinspection or before.

7.6.

Manufacturers must ask for other brand models to be considered as corporate twins at the time
the original assessment is to be done. Retrospective application for twins to ‘share’ theoriginal rating will not be considered.

7.7.

Data for publication on the corporate twin will be taken from the original model tested. EuroNCAP will make no distinction between the models.

7.8.

Twins must have the same date stamp on the rating.

7.9.

If, between the time of the original assessment and the release of a twin model, the protocol
regime has changed, the same requirements apply as do for partners (see 6.6.2.2).

8.

Presentation on Website

8.1.

Presentation of results on Euro NCAP’s website is as follows:

8.1.1.

Variants are included in the same rating as the originally-tested vehicle and are added to thetable of model variants for which the rating is valid.

8.1.2.

Partners are presented as separate models to the originally-tested vehicle, with their own web
pages. The results shown in the assessment of the partner will be a combination of thosecarried over from the originally-tested vehicle and any additional tests done specifically on
the partner. Comments will make clear to consumers that the partner is closely related to theoriginally-assessed vehicle, to explain why the visual media contains images of tests on thatvehicle.

8.1.3.

Corporate twins are presented as separate models to the originally-tested vehicle, with theirown web pages. The results shown for twins will be those of the originally-tested vehicle as
the worst-case will have been tested where small differences exist (e.g. pedestrian testing,owing to different grilles, headlamps etc). Comments will make clear to consumers that thetwin is closely related to the originally-assessed vehicle, to explain why the visual media
contains images of tests on that vehicle.

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European New Car Assessment Programme

APPENDIX 1
Requirements for transfer of rating to variants other than the one tested.
Note: Additional evidence is required for model variants failing to meet the criteria set out in the tables below. Additional evidence is test data produced in accordancewith Euro NCAP/ANCAP protocols. In-house data is acceptable, except where official tests are explicitly demanded.
Table 1. ADULT OCCUPANT PROTECTION
FactorCriteriona) Body style(same number of side
entry doors)

For assessment, a transverse vertical plane is defined that is 500mm rearward of the upper seat belt anchorage point for thedriver seat. Forward of this plane variants must be identical in design and structure for crashworthiness purposes. Drawings
showing overlay of structures should be provided. This includes the front seat belt anchorages but not rear seat belt anchorages.
Where differences in front structure exist (for example, to accommodate electrical architecture in a BEV, where a combustionengined vehicle was originally tested), the vehicle manufacturer may apply to the Secretariat for a vehicle to be considered avariant. In this case, additional tests may be required (number and nature of the tests to be agreed between the VM and theSecretariat, depending on the extent of the differences) to demonstrate equivalent crash performance.

b) Body style(different number of side
entry doors)

Where a variant differs from the tested vehicle in the number of side entry doors (e.g. a 3 door where a 5 door was tested, orvice versa), and its front-end structure is identical for crashworthiness purposes, additional evidence must be provided (sidepole and side AE-MDB). For variants (same brand, same model name) in-house data may be provided. For partner models(same brand, different model names), official Euro NCAP tests must be done.
The same rating can be used for the variant or partner in question if the results of the test are comparable, for adult and childdummies, with those of the originally-tested vehicle.
If the shape or H point of the rear seats is different from the tested variant, additional evidence may be requested to demonstrateequivalent performance for the full-width test.

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European New Car Assessment Programmec) Kerb mass

Variation up to ±10% of the mass of the frontal offset test vehicle is allowed, provided the car does not receive a modifier forbodyshell instability. Further evidence may be required in cases where the modifier has not been applied but the stability is
considered marginal. For variants where the maximum kerb mass (i.e. including all options, safety-related or otherwise) is
between 10 and 20 percent more or less than the mass of the frontal offset test vehicle, in-house data for the frontal offset, side
AE-MDB and side pole tests should be provided. Where the maximum kerb mass is beyond 20 percent more or less than themass of the frontal offset test vehicle, the manufacturer must perform additional official frontal offset, side AE-MDB and sidepole tests at a Euro NCAP laboratory.

d) Engine (displacement,
cylinder configuration,
aspiration, block size, typeof fuel)For internal combustion (IC) engines, the same block size & configuration is allowed, irrespective of displacement, aspirationand fuel. Extra components within the engine bay such as LPG convertors and turbo-chargers are acceptable provided thatfootwell and pedal intrusion are well controlled in the tested vehicle (i.e. 4 points scored for driver's feet and there is no footwell
rupture).
Note that a 4-cylinder result cannot be used for a V6 result and a V6 result cannot be used for a V8, and vice versa, without
additional evidence (in-house or official Euro NCAP frontal offset test).
For electric and hybrid vehicles (where a IC variant was originally tested), additional official Euro NCAP tests are needed forfrontal offset and side pole tests. Additional factors are checked during tests of electric vehicles, such as battery integrity, so
results of IC variants cannot be transferred.

e) Transmission(manual or auto, numberof gears)

Any transmission is acceptable.

f) Driven wheels (4x4, 4x2,
front-wheel drive, rear
wheel drive)

Two-wheel drive results (either front or rear) are not interchangeable with an all-wheel-drive variant without additional
evidence (frontal offset test) due to the effect of the rear driveline. Similarly, front-wheel drive results are not interchangeablewith rear-wheel-drive results, without additional evidence.
Driven wheel differences are acceptable for the side impact and pole tests.

g) Ride height (e.g. height of
top of wheel arch) andtyre diameter

In general, a difference of +/-50mm from the tested variant is acceptable for both the frontal offset test and the side AE-MDB
test. However, manufacturers should submit data illustrating where critical structures are positioned relative to the deformableelements in these tests. The lead inspector may require additional evidence. In any case, additional evidence for the AE-MDB
test is required where the ride height is more than 50mm lower than the tested variant.

h) Wheelbase

Wheelbase variation up to ±10% is acceptable. Additional evidence (frontal offset test) is required for larger variations.

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8European New Car Assessment Programmei) Driver location (left-handdrive, right-hand drive)

Manufacturers will be asked, as part of the routine assessment of the vehicle, to provide evidence to demonstrate equivalencein results between the hand of drive tested and the opposite hand of drive.

j) Occupant restraint
systems

Seat design must have similar restraint-related features, such as anti-submarining pans. Upholstery and adjustment features mayvary. Where restraint systems differ, additional evidence is required (additional evidence required may vary depending on theextent of differences).

k) Whiplash

Cosmetic changes such as upholstery materials are acceptable. Where a different seat structure or mounting is used or the seatgeometry is changed (other than due to easily compressible materials) additional evidence is required (static and dynamic
whiplash tests). Control changes (electric/memory vs. manual) are acceptable.
Additional evidence is required for variants which have structures rearward of the driver seat, to demonstrate that mechanisms
designed to control whiplash injuries have sufficient space to operate. For example, a dual cab whiplash rating cannot be applied
to a single cab variant without additional evidence (dynamic whiplash tests).

l) Third row seats

Official Euro NCAP tests are needed for the following: rear whiplash assessment; CRS installation; SBR.
If points are lost relative to the tested variant in any of these assessments, the score of the poorer performing variant will be
used for• Variants (as they share the assessment on the website)• Partners which share a common assessment on the website.
For partner models which have separate assessments on the website, the appropriate results will be separately shown.
Where the H point of seats in the second row are different from those of the tested variant, the OEM must supply additional
data demonstrating equivalent performance in the frontal offset test and the side AE-MDB.

m) AEB City

Where a grid was submitted for the original rating (i.e. 2018 ratings) onwards, the OEM may submit a revised griddemonstrating equivalent performance for the new variant or partner model. Euro NCAP may ask for additional tests to verify
the revised grid.
Where no grid was submitted, other variants must use the same components, human-machine-interface and software as thesystem tested. To transfer the rating from the tested variant:i.
the system must have the same functional components (e.g. LIDAR, radar transmitter & receiver, and mono or stereo
cameras), of the same brand, model and series as tested by Euro NCAPii.
AEB software must be the same as that tested by Euro NCAP.
iii.
all transmitter, receiver and camera locations must be the same as those tested by Euro NCAP.
Where these conditions are not met additional evidence (AEB) is required demonstrating that the system has the same or better
performance than the system tested by Euro NCAP/ANCAP.

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9European New Car Assessment Programme

Table 2. CHILD OCCUPANT PROTECTION
FactorCriteriona) Shape of rear bench

Where the rear seats differ from those in the tested variant, in shape, style or H-point, the OEM must provide data on thesedifferences and additional evidence may be requested to demonstrate equivalent performance for child dynamic tests and CRS
installation.

b) Pretensioners and loadlimiters

Where the rear restraints differ from those in the tested variant, additional evidence should be submitted to demonstrateequivalent performance for child dynamic tests and CRS installation.

c) Third row seats

Official Euro NCAP CRS installation check needed. Results presented as explained in Adult Occupant Protection, item k.

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10European New Car Assessment Programme

Table 3. PEDESTRIAN PROTECTION
FactorCriteriona) Head impact zones

Where a grid was submitted for headform testing of the original assessment, a modified grid should be submitted for variants
and partner models. Euro NCAP may require additional testing to verify some grid locations.
Where a grid was not originally submitted:
Where under-bonnet clearances are less than the tested variant and are within 50mm of the bonnet exterior outer surface
additional evidence is required (pedestrian headform impact tests). Similarly, additional evidence is required where the stiffnessof components within the prescribed adult and child head impact zones (and to a depth of 50mm below the exterior outersurface) is likely to be greater than the tested variant.
If the original assessment had active pedestrian protection (a deployable bonnet, for example) official Euro NCAP tests will beneeded for any variants that do not have such equipment.

b) Upper leg impact zones

Where the leading edge of the bonnet is changed in geometry or the stiffness of components within the prescribed zone is likely
to be greater than the tested variant then additional evidence (upper legform tests) is required.

c) Lower leg impact zones

Where the front bumper bar is changed in geometry or the stiffness of components within the prescribed zone is likely to begreater than the tested variant then additional evidence (legform tests) is requiredd) AEB VRU

Where a AEB VRU system was awarded points, other variants must use the same components, human-machine-interface andsoftware as the system tested:
To transfer the rating from the tested variant:i.
the system must have the same functional components (e.g. LIDAR, radar transmitter & receiver, and mono or stereo
cameras), of the same brand, model and series as tested by Euro NCAPii.
AEB software must be the same as that tested by Euro NCAP.
iii.
all transmitter, receiver and camera locations must be the same as those tested by Euro NCAP.
Where these conditions are not met additional evidence (AEB VRU) is required demonstrating that the system has the same or
better performance than the system tested by Euro NCAP/ANCAP.

e) Ride height

The impact points for pedestrian protection tests depend on the ride height of the vehicle. Where the ride height varies from thetested variant by more than +/-50mm additional evidence is required (all pedestrian tests).

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11European New Car Assessment Programme

Table 4. SAFETY ASSIST
FactorCriteriona) Speed Assistance Systems

Where any of the following functions were awarded points, other variants must use the same components, human-machineinterface and software as the system tested by Euro NCAP:a) Camera-based speed limit information function (SLIF)b) Digital map-based speed limit information function (SLIF)c) Combined camera and digital map systemsd) Manual speed assistance (MSA) speed warning function- e.g. audible alarme) Manual speed assistance (MSA) speed limitation functionf) Intelligent speed assistance (ISA)
Where these conditions are not met additional evidence (speed assist) is required.

b) AEB Inter-Urban

Where a AEB system was awarded points, other variants must use the same components, human-machine-interface andsoftware as the system tested by Euro NCAP:
To transfer the rating from the tested variant:i.
functional components (e.g. LIDAR, radar transmitter & receiver, and mono or stereo cameras) must be the samebrand, model and series as tested by Euro NCAPii.
AEB software must be the same or a later version than that tested by Euro NCAP.
iii.
all transmitter, receiver and camera locations must be the same as those tested by Euro NCAP.
Where these conditions are not met additional evidence (AEB Inter-Urban) is required demonstrating that the system has thesame or better performance than the system tested by Euro NCAP/ANCAP.

c) Lane Support Systems

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Where a LSS system was awarded points, other variants must be equipped with a system of the same type (LDW/LKA) thatuses the same components, human-machine-interface and software as the system awarded points by Euro NCAP.
Where these conditions are not met additional evidence (LSS) is required.

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