# Official Journal L 84/2011

| | ISSN 1725-2555
  doi:10.3000/17252555.L_2011.084.eng |
| --- | --- |
| Official Journal
  of the European Union | L 84 |
| | |
| English edition | Legislation | Volume 5430 March 2011 |

ISSN 1725-2555

doi:10.3000/17252555.L_2011.084.eng

Official Journal

of the European Union

L 84

English edition

Legislation

Volume 5430 March 2011

---

| Contents | | II   Non-legislative acts | page |
| --- | --- | --- | --- |
| | | ACTS ADOPTED BY BODIES CREATED BY INTERNATIONAL AGREEMENTS |
| | * | Regulation No 66 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of large passenger vehicles with regard to the strength of their superstructure | 1 |
| | * | Regulation No 75 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for motor cycles and mopeds | 46 |

Contents

II   Non-legislative acts

page

ACTS ADOPTED BY BODIES CREATED BY INTERNATIONAL AGREEMENTS

*

Regulation No 66 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of large passenger vehicles with regard to the strength of their superstructure

1

*

Regulation No 75 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for motor cycles and mopeds

46

| EN | Acts whose titles are printed in light type are those relating to day-to-day management of agricultural matters, and are generally valid for a limited period.
  The titles of all other Acts are printed in bold type and preceded by an asterisk. |
| --- | --- |

EN

Acts whose titles are printed in light type are those relating to day-to-day management of agricultural matters, and are generally valid for a limited period.

The titles of all other Acts are printed in bold type and preceded by an asterisk.

---

II Non-legislative acts

ACTS ADOPTED BY BODIES CREATED BY INTERNATIONAL AGREEMENTS

| 30.3.2011 | EN | Official Journal of the European Union | L 84/1 |
| --- | --- | --- | --- |

30.3.2011

EN

Official Journal of the European Union

L 84/1

---

Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 66 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of large passenger vehicles with regard to the strength of their superstructure

Incorporating all valid text up to:

02 series of amendments — Date of entry into force: 19 August 2010

CONTENTS

REGULATION

| 1. | Scope |
| --- | --- |

1.

| 2. | Terms and definitions |
| --- | --- |

2.

| 3. | Application for approval |
| --- | --- |

3.

| 4. | Approval |
| --- | --- |

4.

| 5. | General specifications and requirements |
| --- | --- |

5.

| 6. | Modification and extension of approval of a vehicle type |
| --- | --- |

6.

| 7. | Conformity of production |
| --- | --- |

7.

| 8. | Penalties for non-conformity of production |
| --- | --- |

8.

| 9. | Production definitely discontinued |
| --- | --- |

9.

| 10. | Transitional provisions |
| --- | --- |

10.

| 11. | Names and addresses of technical services responsible for conducting approval tests and of administrative departments |
| --- | --- |

11.

ANNEXES

| Annex 1 — | Communication concerning vehicle type with regard to the strength of its superstructure, pursuant to Regulation No 66 |
| --- | --- |

Annex 1 —

| Annex 2 — | Arrangement of the approval mark |
| --- | --- |

Annex 2 —

| Annex 3 — | Determination of the centre of gravity of the vehicle |
| --- | --- |

Annex 3 —

| Annex 4 — | Viewpoints on the structural description of the superstructure |
| --- | --- |

Annex 4 —

| Annex 5 — | Rollover test as the basic approval method |
| --- | --- |

Annex 5 —

| Annex 6 — | Rollover test using body sections as an equivalent approval method |
| --- | --- |

Annex 6 —

| Annex 7 — | Quasi-static loading test of body sections as an equivalent approval method |
| --- | --- |

Annex 7 —

| Appendix — | Determination of the vertical movement of the centre of gravity during rollover |
| --- | --- |

Appendix —

| Annex 8 — | Quasi-static calculation based on testing of components as an equivalent approval method |
| --- | --- |

Annex 8 —

| Appendix — | Characteristics of plastic hinges |
| --- | --- |

Appendix —

| Annex 9 — | Computer simulation of rollover test on complete vehicle as an equivalent approval method |
| --- | --- |

Annex 9 —

1.   SCOPE

| 1.1. | This Regulation applies to single-deck rigid or articulated vehicles belonging to categories M2 or M3, Classes II or III or class B having more than 16 passengers (1). |
| --- | --- |

1.1.

This Regulation applies to single-deck rigid or articulated vehicles belonging to categories M2

3

1

| 1.2. | At the request of the manufacturer, this Regulation may also apply to any other M2 or M3 vehicle that is not included in paragraph 1.1. |
| --- | --- |

1.2.

At the request of the manufacturer, this Regulation may also apply to any other M2

3

2.   TERMS AND DEFINITIONS

For the purposes of this Regulation, the following terms and definitions are used:

| 2.1. | Units of measurement
  The units of measurement shall be:

  Dimensions and linear distances: metres (m) or millimetres (mm)

  Mass or load: kilograms (kg)

  Force (and weight): Newtons (N)

  Moment: Newton-metres (Nm)

  Energy: Joules (J)

  Gravitational constant: 9,81 (m/s2) |
| --- | --- |

2.1.

Units of measurement

The units of measurement shall be:

Dimensions and linear distances: metres (m) or millimetres (mm)

Dimensions and linear distances

Mass or load: kilograms (kg)

Mass or load

Force (and weight): Newtons (N)

Force (and weight)

Moment: Newton-metres (Nm)

Moment

Energy: Joules (J)

Energy

Gravitational constant: 9,81 (m/s2)

Gravitational constant

2

| 2.2. | ‘Vehicle’ means a bus or coach designed and equipped for transportation of passengers. The vehicle is an individual representative of a vehicle type. |
| --- | --- |

2.2.

‘Vehicle’ means a bus or coach designed and equipped for transportation of passengers. The vehicle is an individual representative of a vehicle type.

| 2.3. | ‘Vehicle type’ means a category of vehicles produced with the same design technical specification, main dimensions and constructional arrangement. The vehicle type shall be defined by the vehicle manufacturer. |
| --- | --- |

2.3.

‘Vehicle type’ means a category of vehicles produced with the same design technical specification, main dimensions and constructional arrangement. The vehicle type shall be defined by the vehicle manufacturer.

| 2.4. | ‘Group of vehicle types’ means those vehicle types, proposed in future as well as existing now, which are covered by the approval of the worst case, in respect of this Regulation. |
| --- | --- |

2.4.

‘Group of vehicle types’ means those vehicle types, proposed in future as well as existing now, which are covered by the approval of the worst case, in respect of this Regulation.

| 2.5. | ‘Double deck vehicle’ means a vehicle where the provided spaces for passengers are arranged, at least in one part, in two superimposed levels and spaces for standing passengers are not provided in the upper deck. |
| --- | --- |

2.5.

‘Double deck vehicle’ means a vehicle where the provided spaces for passengers are arranged, at least in one part, in two superimposed levels and spaces for standing passengers are not provided in the upper deck.

| 2.6. | ‘Worst case’ means the vehicle type, among a group of vehicle types, least likely to withstand the requirements of this Regulation in respect of the strength of superstructure. The three parameters which define the worst case are: structural strength, reference energy and the residual space. |
| --- | --- |

2.6.

‘Worst case’ means the vehicle type, among a group of vehicle types, least likely to withstand the requirements of this Regulation in respect of the strength of superstructure. The three parameters which define the worst case are: structural strength, reference energy and the residual space.

| 2.7. | ‘Approval of a vehicle type’ means the whole official process in which the vehicle type is checked and tested to prove that it meets all the requirements specified in this Regulation. |
| --- | --- |

2.7.

‘Approval of a vehicle type’ means the whole official process in which the vehicle type is checked and tested to prove that it meets all the requirements specified in this Regulation.

| 2.8. | ‘Extension of approval’ means the official process in which a modified vehicle type is approved on the basis of an earlier approved vehicle type, by comparison of structure, potential energy and residual space criteria. |
| --- | --- |

2.8.

‘Extension of approval’ means the official process in which a modified vehicle type is approved on the basis of an earlier approved vehicle type, by comparison of structure, potential energy and residual space criteria.

| 2.9. | ‘Articulated vehicle’ means a vehicle which consists of two or more rigid sections which articulate to one another, the passenger compartments of each section intercommunicate so that passengers can move freely between them; the rigid sections are permanently connected so that they can only be separated by an operation involving facilities which are normally only found in a workshop. |
| --- | --- |

2.9.

‘Articulated vehicle’ means a vehicle which consists of two or more rigid sections which articulate to one another, the passenger compartments of each section intercommunicate so that passengers can move freely between them; the rigid sections are permanently connected so that they can only be separated by an operation involving facilities which are normally only found in a workshop.

| 2.10. | ‘Passenger compartment(s)’ means the space(s) intended for passengers’ use excluding any space occupied by fixed appliances such as bars, kitchenettes or toilets. |
| --- | --- |

2.10.

‘Passenger compartment(s)’ means the space(s) intended for passengers’ use excluding any space occupied by fixed appliances such as bars, kitchenettes or toilets.

| 2.11. | ‘Driver’s compartment’ means the space intended for the driver’s exclusive use and containing the driver’s seat, the steering wheel, controls, instruments and other devices necessary for driving the vehicle. |
| --- | --- |

2.11.

‘Driver’s compartment’ means the space intended for the driver’s exclusive use and containing the driver’s seat, the steering wheel, controls, instruments and other devices necessary for driving the vehicle.

| 2.12. | ‘Occupant restraint’ means any device which connects a passenger, driver or crew member to his seat, during a rollover. |
| --- | --- |

2.12.

‘Occupant restraint’ means any device which connects a passenger, driver or crew member to his seat, during a rollover.

| 2.13. | ‘Vertical longitudinal central plane’ (VLCP) means the vertical plane which passes through the mid-points of the front axle track and the rear axle track. |
| --- | --- |

2.13.

‘Vertical longitudinal central plane’ (VLCP) means the vertical plane which passes through the mid-points of the front axle track and the rear axle track.

| 2.14. | ‘Residual space’ means a space to be preserved in the passengers’, crew and driver’s compartment(s) to provide better survival possibility for passengers, driver and crew in case of a rollover accident. |
| --- | --- |

2.14.

‘Residual space’ means a space to be preserved in the passengers’, crew and driver’s compartment(s) to provide better survival possibility for passengers, driver and crew in case of a rollover accident.

| 2.15. | ‘Unladen kerb mass’ (Mk) means the mass of the vehicle in running order, unoccupied and unladen but with the addition of 75 kg for the mass of the driver, the mass of fuel corresponding to 90 per cent of the capacity of the fuel tank specified by the manufacturer, and the masses of coolant, lubricant, tools and spare wheel, if any. |
| --- | --- |

2.15.

‘Unladen kerb mass’ (Mk) means the mass of the vehicle in running order, unoccupied and unladen but with the addition of 75 kg for the mass of the driver, the mass of fuel corresponding to 90 per cent of the capacity of the fuel tank specified by the manufacturer, and the masses of coolant, lubricant, tools and spare wheel, if any.

k

| 2.16. | ‘Total occupant mass’ (Mm) means the combined mass of any passengers, crew who occupy seats fitted with occupant restraints. |
| --- | --- |

2.16.

‘Total occupant mass’ (Mm) means the combined mass of any passengers, crew who occupy seats fitted with occupant restraints.

m

| 2.17. | ‘Total effective vehicle mass’ (Mt) means the unladen kerb mass of the vehicle (Mk) combined with the portion (k = 0,5), of the total occupant mass (Mm), considered to be rigidly attached to the vehicle. |
| --- | --- |

2.17.

‘Total effective vehicle mass’ (Mt) means the unladen kerb mass of the vehicle (Mk) combined with the portion (k = 0,5), of the total occupant mass (Mm), considered to be rigidly attached to the vehicle.

t

k

m

| 2.18. | ‘Individual occupant mass’ (Mmi) means the mass of an individual occupant. The value of this mass is 68 kg. |
| --- | --- |

2.18.

‘Individual occupant mass’ (Mmi) means the mass of an individual occupant. The value of this mass is 68 kg.

mi

| 2.19. | ‘Reference energy’ (ER) means the potential energy of the vehicle type to be approved, measured in relation to the horizontal lower level of the ditch, at the starting, unstable position of the rollover process. |
| --- | --- |

2.19.

‘Reference energy’ (ER) means the potential energy of the vehicle type to be approved, measured in relation to the horizontal lower level of the ditch, at the starting, unstable position of the rollover process.

R

| 2.20. | ‘Rollover test on a complete vehicle’ means a test on a complete, full-scale vehicle to prove the required strength of the superstructure. |
| --- | --- |

2.20.

‘Rollover test on a complete vehicle’ means a test on a complete, full-scale vehicle to prove the required strength of the superstructure.

| 2.21. | ‘Tilting bench’ means a technical device, an arrangement of tilting platform, ditch and concrete ground surface, used in the rollover testing of a complete vehicle or body sections. |
| --- | --- |

2.21.

‘Tilting bench’ means a technical device, an arrangement of tilting platform, ditch and concrete ground surface, used in the rollover testing of a complete vehicle or body sections.

| 2.22. | ‘Tilting platform’ means a rigid plane which can be rotated around a horizontal axis in order to tilt a complete vehicle or body section. |
| --- | --- |

2.22.

‘Tilting platform’ means a rigid plane which can be rotated around a horizontal axis in order to tilt a complete vehicle or body section.

| 2.23. | ‘Body work’ means the complete structure of the vehicle in running order, including all the structural elements which form the passenger compartment(s), driver’s compartment, baggage compartment and spaces for the mechanical units and components. |
| --- | --- |

2.23.

‘Body work’ means the complete structure of the vehicle in running order, including all the structural elements which form the passenger compartment(s), driver’s compartment, baggage compartment and spaces for the mechanical units and components.

| 2.24. | ‘Superstructure’ means the load-bearing components of the bodywork as defined by the manufacturer, containing those coherent parts and elements which contribute to the strength and energy absorbing capability of the bodywork, and preserve the residual space in the rollover test. |
| --- | --- |

2.24.

‘Superstructure’ means the load-bearing components of the bodywork as defined by the manufacturer, containing those coherent parts and elements which contribute to the strength and energy absorbing capability of the bodywork, and preserve the residual space in the rollover test.

| 2.25. | ‘Bay’ means a structural section of the superstructure forming a closed loop between two planes which are perpendicular to the vertical longitudinal central plane of the vehicle. A bay contains one window (or door) pillar on each side of the vehicle as well as side wall elements, a section of the roof structure and a section of the floor and underfloor structure. |
| --- | --- |

2.25.

‘Bay’ means a structural section of the superstructure forming a closed loop between two planes which are perpendicular to the vertical longitudinal central plane of the vehicle. A bay contains one window (or door) pillar on each side of the vehicle as well as side wall elements, a section of the roof structure and a section of the floor and underfloor structure.

| 2.26. | ‘Body section’ means a structural unit, which represents one part of the superstructure for the purposes of an approval test. A body section contains at least two bays connected by representative connecting elements (side, roof, and underfloor, structures). |
| --- | --- |

2.26.

‘Body section’ means a structural unit, which represents one part of the superstructure for the purposes of an approval test. A body section contains at least two bays connected by representative connecting elements (side, roof, and underfloor, structures).

| 2.27. | ‘Original body section’ means a body section composed of two or more bays of exactly the same form and relative position, as they appear in the actual vehicle. All connecting elements between the bays are also arranged exactly as they appear in the actual vehicle. |
| --- | --- |

2.27.

‘Original body section’ means a body section composed of two or more bays of exactly the same form and relative position, as they appear in the actual vehicle. All connecting elements between the bays are also arranged exactly as they appear in the actual vehicle.

| 2.28. | ‘Artificial body section’ means a body section built up from two or more bays but not in the same position, nor at the same distance from each other as in the actual vehicle. The connecting elements between these bays need not be identical with the real body work structure but shall be structurally equivalent. |
| --- | --- |

2.28.

‘Artificial body section’ means a body section built up from two or more bays but not in the same position, nor at the same distance from each other as in the actual vehicle. The connecting elements between these bays need not be identical with the real body work structure but shall be structurally equivalent.

| 2.29. | ‘Rigid part’ means a structural part or element which does not have significant deformation and energy absorption during the rollover test. |
| --- | --- |

2.29.

‘Rigid part’ means a structural part or element which does not have significant deformation and energy absorption during the rollover test.

| 2.30. | ‘Plastic zone’ (PZ) means a special geometrically limited part of the superstructure in which, as the result of dynamic, impact forces:






  — | large scale plastic deformations are concentrated; |
| --- | --- | --- |

2.30.

‘Plastic zone’ (PZ) means a special geometrically limited part of the superstructure in which, as the result of dynamic, impact forces:

—

large scale plastic deformations are concentrated;

| — | essential distortion of the original shape (cross section, length, or other geometry) occurs; |
| --- | --- |

—

essential distortion of the original shape (cross section, length, or other geometry) occurs;

| — | loss of stability occurs, as a result of local buckling; |
| --- | --- |

—

loss of stability occurs, as a result of local buckling;

| — | kinetic energy is absorbed due to deformation. |
| --- | --- |

—

kinetic energy is absorbed due to deformation.

| 2.31. | ‘Plastic hinge’ (PH) means a simple plastic zone formed on a rod-like element (single tube, window column, etc.). |
| --- | --- |

2.31.

‘Plastic hinge’ (PH) means a simple plastic zone formed on a rod-like element (single tube, window column, etc.).

| 2.32. | ‘Cantrail’ means the longitudinal structural part of the bodywork above the side windows including the curved transition to the roof structures. In the rollover test the cantrail (in the case of a double deck coach, the cantrail of the upper deck) hits the ground first. |
| --- | --- |

2.32.

‘Cantrail’ means the longitudinal structural part of the bodywork above the side windows including the curved transition to the roof structures. In the rollover test the cantrail (in the case of a double deck coach, the cantrail of the upper deck) hits the ground first.

| 2.33. | ‘Waistrail’ means the longitudinal structural part of the bodywork below the side windows. In the rollover test the waistrail (in the case of a double deck coach, the waistrail of the upper deck) may be the second area to contact the ground after initial deformation of the vehicle cross-section. |
| --- | --- |

2.33.

‘Waistrail’ means the longitudinal structural part of the bodywork below the side windows. In the rollover test the waistrail (in the case of a double deck coach, the waistrail of the upper deck) may be the second area to contact the ground after initial deformation of the vehicle cross-section.

3.   APPLICATION FOR APPROVAL

| 3.1. | The application for approval of a vehicle type with regard to the strength of its superstructure shall be submitted by the vehicle manufacturer or by his duly accredited representative to the administrative department. |
| --- | --- |

3.1.

The application for approval of a vehicle type with regard to the strength of its superstructure shall be submitted by the vehicle manufacturer or by his duly accredited representative to the administrative department.

| 3.2. | It shall be accompanied by three copies of each of the undermentioned documents and by the following particulars:






  3.2.1. | The main identifying data and parameters of the vehicle type, or group of vehicle types:






  3.2.1.1. | General layout drawings of the vehicle type, its bodywork and its interior arrangement with the main dimensions. Seats which have passenger restraints shall be clearly marked and their positions in the vehicle shall be accurately dimensioned; |
| --- | --- | --- | --- |

3.2.

It shall be accompanied by three copies of each of the undermentioned documents and by the following particulars:

3.2.1.

The main identifying data and parameters of the vehicle type, or group of vehicle types:

3.2.1.1.

General layout drawings of the vehicle type, its bodywork and its interior arrangement with the main dimensions. Seats which have passenger restraints shall be clearly marked and their positions in the vehicle shall be accurately dimensioned;

| 3.2.1.2. | The unladen kerb mass of the vehicle and the associated axle loads; |
| --- | --- |

3.2.1.2.

The unladen kerb mass of the vehicle and the associated axle loads;

| 3.2.1.3. | The exact position of the unladen vehicle’s centre of gravity together with the measuring report. To determine the centre of gravity position the measuring and calculation methods described in Annex 3 shall be used; |
| --- | --- |

3.2.1.3.

The exact position of the unladen vehicle’s centre of gravity together with the measuring report. To determine the centre of gravity position the measuring and calculation methods described in Annex 3 shall be used;

| 3.2.1.4. | The total effective vehicle mass, and the associated axle loads; |
| --- | --- |

3.2.1.4.

The total effective vehicle mass, and the associated axle loads;

| 3.2.1.5. | The exact position of the centre of gravity of the total effective mass of the vehicle, together with the measuring report. To determine the centre of gravity position, the measuring and calculation methods described in Annex 3 shall be used. |
| --- | --- |

3.2.1.5.

The exact position of the centre of gravity of the total effective mass of the vehicle, together with the measuring report. To determine the centre of gravity position, the measuring and calculation methods described in Annex 3 shall be used.

| 3.2.2. | All the data and information which are needed to evaluate the worst case criteria in a group of vehicle types:






  3.2.2.1. | The value of reference energy (ER) which is the product of the vehicle mass (M), the gravity constant (g) and the height (h1) of centre of gravity with the vehicle in its unstable equilibrium position when starting the rollover test (see figure 3)





  where:







  M | = | Mk, the unladen kerb mass of the vehicle type if there are no occupant restraints, or
  Mt, total effective vehicle mass when occupant restraints are fitted, and |
| --- | --- | --- | --- | --- |
| Mt | = | Mk + k · Mm, where k = 0,5 and Mm is the total mass of the restrained occupants (see paragraph 2.16) |
| h0 | = | the height (in metres) of the vehicle centre of gravity for the value of mass (M) chosen |
| t | = | perpendicular distance (in metres) of the vehicle centre of gravity from its longitudinal vertical central plane |
| B | = | perpendicular distance (in metres) of the vehicle’s longitudinal vertical central plane to the axis of rotation in the rollover test |
| g | = | gravitational constant |
| h1 | = | the height (in metres) of the vehicle centre of gravity in its starting, unstable position related to the horizontal lower plane of the ditch; |

3.2.2.

All the data and information which are needed to evaluate the worst case criteria in a group of vehicle types:

3.2.2.1.

The value of reference energy (ER) which is the product of the vehicle mass (M), the gravity constant (g) and the height (h1) of centre of gravity with the vehicle in its unstable equilibrium position when starting the rollover test (see figure 3)

R

1

Formula

where:

M

=

Mk, the unladen kerb mass of the vehicle type if there are no occupant restraints, or

k

Mt, total effective vehicle mass when occupant restraints are fitted, and

t

Mt

t

=

Mk + k · Mm, where k = 0,5 and Mm is the total mass of the restrained occupants (see paragraph 2.16)

k

m

m

h0

0

=

the height (in metres) of the vehicle centre of gravity for the value of mass (M) chosen

t

=

perpendicular distance (in metres) of the vehicle centre of gravity from its longitudinal vertical central plane

B

=

perpendicular distance (in metres) of the vehicle’s longitudinal vertical central plane to the axis of rotation in the rollover test

g

=

gravitational constant

h1

1

=

the height (in metres) of the vehicle centre of gravity in its starting, unstable position related to the horizontal lower plane of the ditch;

| 3.2.2.2. | Drawings and detailed description of the superstructure of the vehicle type or group of vehicle types according to Annex 4; |
| --- | --- |

3.2.2.2.

Drawings and detailed description of the superstructure of the vehicle type or group of vehicle types according to Annex 4;

| 3.2.2.3. | Detailed drawings of the residual space according to paragraph 5.2 for every vehicle type to be approved. |
| --- | --- |

3.2.2.3.

Detailed drawings of the residual space according to paragraph 5.2 for every vehicle type to be approved.

| 3.2.3. | Further detailed documentation, parameters, data depending on the approval test method chosen by the manufacturer, as detailed in Annexes 5, 6, 7, 8 and 9. |
| --- | --- |

3.2.3.

Further detailed documentation, parameters, data depending on the approval test method chosen by the manufacturer, as detailed in Annexes 5, 6, 7, 8 and 9.

| 3.2.4. | In case of an articulated vehicle, all of this information shall be given separately for each section of the vehicle type, except for paragraph 3.2.1.1 which is related to the complete vehicle. |
| --- | --- |

3.2.4.

In case of an articulated vehicle, all of this information shall be given separately for each section of the vehicle type, except for paragraph 3.2.1.1 which is related to the complete vehicle.

| 3.3. | On request of the technical service a complete vehicle (or one vehicle from each vehicle type, if approval is requested for a group of vehicle types) shall be presented to check its unladen kerb mass, axle loads, position of the centre of gravity and all other data and information which are relevant to the strength of superstructure. |
| --- | --- |

3.3.

On request of the technical service a complete vehicle (or one vehicle from each vehicle type, if approval is requested for a group of vehicle types) shall be presented to check its unladen kerb mass, axle loads, position of the centre of gravity and all other data and information which are relevant to the strength of superstructure.

| 3.4. | According to the approval test method chosen by the manufacturer, appropriate test pieces shall be submitted to the technical service upon its request. The arrangement and number of these test pieces shall be agreed with the technical service. In case of test pieces which have been tested earlier, the test reports shall be submitted. |
| --- | --- |

3.4.

According to the approval test method chosen by the manufacturer, appropriate test pieces shall be submitted to the technical service upon its request. The arrangement and number of these test pieces shall be agreed with the technical service. In case of test pieces which have been tested earlier, the test reports shall be submitted.

4.   APPROVAL

| 4.1. | If the vehicle type or group of vehicle types submitted for approval to this Regulation meets the requirements of paragraph 5 below, approval of that vehicle type shall be granted. |
| --- | --- |

4.1.

If the vehicle type or group of vehicle types submitted for approval to this Regulation meets the requirements of paragraph 5 below, approval of that vehicle type shall be granted.

| 4.2. | An approval number shall be assigned to each vehicle type approved. Its first two digits (at present 02 corresponding to the 02 series of amendments) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to another vehicle type. |
| --- | --- |

4.2.

An approval number shall be assigned to each vehicle type approved. Its first two digits (at present 02 corresponding to the 02 series of amendments) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to another vehicle type.

| 4.3. | Notice of approval or of refusal or extension of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement which apply this Regulation, by means of a communication form (see Annex 1) and of drawings and diagrams supplied by the applicant for approval, in a format agreed between the manufacturer and the technical service. Paper documentation shall be foldable to A4 (210 mm × 297 mm) format. |
| --- | --- |

4.3.

Notice of approval or of refusal or extension of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement which apply this Regulation, by means of a communication form (see Annex 1) and of drawings and diagrams supplied by the applicant for approval, in a format agreed between the manufacturer and the technical service. Paper documentation shall be foldable to A4 (210 mm × 297 mm) format.

| 4.4. | There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation an international approval mark consisting of:






  4.4.1. | a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2); |
| --- | --- | --- |

4.4.

There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation an international approval mark consisting of:

4.4.1.

a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2);

2

| 4.4.2. | the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1. |
| --- | --- |

4.4.2.

the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1.

| 4.5. | The approval mark shall be clearly legible and be indelible. |
| --- | --- |

4.5.

The approval mark shall be clearly legible and be indelible.

| 4.6. | The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer. |
| --- | --- |

4.6.

The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer.

| 4.7. | Annex 2 to this Regulation gives an example of the approval mark. |
| --- | --- |

4.7.

Annex 2 to this Regulation gives an example of the approval mark.

5.   GENERAL SPECIFICATIONS AND REQUIREMENTS

5.1.   Requirements

The superstructure of the vehicle shall have the sufficient strength to ensure that the residual space during and after the rollover test on complete vehicle is unharmed. That means:

| 5.1.1. | No part of the vehicle which is outside the residual space at the start of the test (e.g. pillars, safety rings, luggage racks) shall intrude into the residual space during the test. Any structural parts, which are originally in the residual space (e.g. vertical handholds, partitions, kitchenettes, toilets) shall be ignored when evaluating the intrusion into the residual space. |
| --- | --- |

5.1.1.

No part of the vehicle which is outside the residual space at the start of the test (e.g. pillars, safety rings, luggage racks) shall intrude into the residual space during the test. Any structural parts, which are originally in the residual space (e.g. vertical handholds, partitions, kitchenettes, toilets) shall be ignored when evaluating the intrusion into the residual space.

| 5.1.2. | No part of the residual space shall project outside the contour of the deformed structure. The contour of the deformed structure shall be determined sequentially, between every adjacent window and/or door pillar. Between two deformed pillars the contour shall be a theoretical surface, determined by straight lines, connecting the inside contour points of the pillars which were the same height above the floor level before the rollover test (see Figure 1). |
| --- | --- |

5.1.2.

No part of the residual space shall project outside the contour of the deformed structure. The contour of the deformed structure shall be determined sequentially, between every adjacent window and/or door pillar. Between two deformed pillars the contour shall be a theoretical surface, determined by straight lines, connecting the inside contour points of the pillars which were the same height above the floor level before the rollover test (see Figure 1).

Figure 1

Figure 1

Specification of the contour of the deformed structure

Specification of the contour of the deformed structure

Image 1

5.2.   Residual space

The envelope of the vehicle’s residual space is defined by creating a vertical transverse plane within the vehicle which has the periphery described in Figures 2(a) and 2(c), and moving this plane through the length of the vehicle (see Figure 2(b)) in the following manner:

| 5.2.1. | The SR point is located on the seat-back of each outer forward or rearward facing seat (or assumed seat position), 500 mm above the floor under the seat, 150 mm from the inside surface of the side wall. No account shall be taken of wheel arches and other variations of the floor height. These dimensions shall also be applied in the case of inward facing seats in their centre planes. |
| --- | --- |

5.2.1.

The SR point is located on the seat-back of each outer forward or rearward facing seat (or assumed seat position), 500 mm above the floor under the seat, 150 mm from the inside surface of the side wall. No account shall be taken of wheel arches and other variations of the floor height. These dimensions shall also be applied in the case of inward facing seats in their centre planes.

R

| 5.2.2. | If the two sides of the vehicle are not symmetrical in respect of floor arrangement and, therefore, the height of the SR points are different, the step between the two floor lines of the residual space shall be taken as the longitudinal vertical centre plane of the vehicle (see Figure 2(c)). |
| --- | --- |

5.2.2.

If the two sides of the vehicle are not symmetrical in respect of floor arrangement and, therefore, the height of the SR points are different, the step between the two floor lines of the residual space shall be taken as the longitudinal vertical centre plane of the vehicle (see Figure 2(c)).

R

| 5.2.3. | The rearmost position of the residual space is a vertical plane 200 mm behind the SR point of the rearmost outer seat, or the inner face of the rear wall of the vehicle if this is less than 200 mm behind that SR point.
  The foremost position of the residual space is a vertical plane 600 mm in front of the SR point of the foremost seat (whether passenger, crew, or driver) in the vehicle set at its fully forward adjustment.
  If the rearmost and foremost seats on the two sides of the vehicle are not in the same transverse planes, the length of the residual space on each side will be different. |
| --- | --- |

5.2.3.

The rearmost position of the residual space is a vertical plane 200 mm behind the SR point of the rearmost outer seat, or the inner face of the rear wall of the vehicle if this is less than 200 mm behind that SR point.

R

R

The foremost position of the residual space is a vertical plane 600 mm in front of the SR point of the foremost seat (whether passenger, crew, or driver) in the vehicle set at its fully forward adjustment.

R

If the rearmost and foremost seats on the two sides of the vehicle are not in the same transverse planes, the length of the residual space on each side will be different.

| 5.2.4. | The residual space is continuous in the passenger, crew and driver compartment(s) between its rearmost and foremost plane and is defined by moving the defined vertical transverse plane through the length of the vehicle along straight lines through the SR points on both sides of the vehicle. Behind the rearmost and in front of the foremost seat’s Sr point the straight lines are horizontal. |
| --- | --- |

5.2.4.

The residual space is continuous in the passenger, crew and driver compartment(s) between its rearmost and foremost plane and is defined by moving the defined vertical transverse plane through the length of the vehicle along straight lines through the SR points on both sides of the vehicle. Behind the rearmost and in front of the foremost seat’s Sr point the straight lines are horizontal.

R

r

| 5.2.5. | The manufacturer may define a bigger residual space than is required for a given seat arrangement, to simulate a worst case in a group of vehicle types to allow for future design development. |
| --- | --- |

5.2.5.

The manufacturer may define a bigger residual space than is required for a given seat arrangement, to simulate a worst case in a group of vehicle types to allow for future design development.

Figure 2

Figure 2

Specification of residual space

Specification of residual space

a) and c)   lateral arrangements

Image 2

b)   longitudinal arrangement

Image 3

5.3.   Specification of rollover test on a complete vehicle as the basic approval method

The rollover test is a lateral tilting test (see Figure 3), specified as follows:

| 5.3.1. | The complete vehicle is standing on the tilting platform, with blocked suspension and is tilted slowly to its unstable equilibrium position. If the vehicle type is not fitted with occupant restraints it will be tested at unladen kerb mass. If the vehicle type is fitted with occupant restraints it will be tested at total effective vehicle mass; |
| --- | --- |

5.3.1.

The complete vehicle is standing on the tilting platform, with blocked suspension and is tilted slowly to its unstable equilibrium position. If the vehicle type is not fitted with occupant restraints it will be tested at unladen kerb mass. If the vehicle type is fitted with occupant restraints it will be tested at total effective vehicle mass;

| 5.3.2. | The rollover test starts in this unstable vehicle position with zero angular velocity and the axis of rotation runs through the wheel-ground contact points. At this moment the vehicle is characterised by the reference energy ER (see paragraph 3.2.2.1 and Figure 3); |
| --- | --- |

5.3.2.

The rollover test starts in this unstable vehicle position with zero angular velocity and the axis of rotation runs through the wheel-ground contact points. At this moment the vehicle is characterised by the reference energy ER (see paragraph 3.2.2.1 and Figure 3);

R

| 5.3.3. | The vehicle tips over into a ditch, having a horizontal, dry and smooth concrete ground surface with a nominal depth of 800 mm; |
| --- | --- |

5.3.3.

The vehicle tips over into a ditch, having a horizontal, dry and smooth concrete ground surface with a nominal depth of 800 mm;

| 5.3.4. | The detailed technical specification of the rollover test on a complete vehicle as the basic approval test is given in Annex 5. |
| --- | --- |

5.3.4.

The detailed technical specification of the rollover test on a complete vehicle as the basic approval test is given in Annex 5.

Figure 3

Figure 3

Specification of the rollover test on a complete vehicle showing the path of the centre of gravity through the starting, unstable equilibrium, position

Specification of the rollover test on a complete vehicle showing the path of the centre of gravity through the starting, unstable equilibrium, position

Image 4

5.4.   Specifications of equivalent approval tests

Instead of the rollover test on a complete vehicle, at the discretion of the manufacturer, one of the following equivalent approval test methods can be chosen:

| 5.4.1. | Rollover test on body sections which are representative of the complete vehicle, in accordance with the specifications of Annex 6. |
| --- | --- |

5.4.1.

Rollover test on body sections which are representative of the complete vehicle, in accordance with the specifications of Annex 6.

| 5.4.2. | Quasi-static loading tests of body sections in accordance with the specifications of Annex 7. |
| --- | --- |

5.4.2.

Quasi-static loading tests of body sections in accordance with the specifications of Annex 7.

| 5.4.3. | Quasi-static calculations based on the results of component tests in accordance with the specifications of Annex 8. |
| --- | --- |

5.4.3.

Quasi-static calculations based on the results of component tests in accordance with the specifications of Annex 8.

| 5.4.4. | Computer simulation — via dynamic calculations — of the basic rollover test on a complete vehicle in accordance with the specifications of Annex 9. |
| --- | --- |

5.4.4.

Computer simulation — via dynamic calculations — of the basic rollover test on a complete vehicle in accordance with the specifications of Annex 9.

| 5.4.5. | The basic principle is that the equivalent approval test method must be carried out in such a way that it represents the basic rollover test specified in Annex 5. If the equivalent approval test method chosen by the manufacturer cannot take account of some special feature or construction of the vehicle (e.g. air-conditioning installation on the roof, changing height of the waist rail, changing roof height) the complete vehicle may be required by the technical service to undergo the rollover test specified in Annex 5. |
| --- | --- |

5.4.5.

The basic principle is that the equivalent approval test method must be carried out in such a way that it represents the basic rollover test specified in Annex 5. If the equivalent approval test method chosen by the manufacturer cannot take account of some special feature or construction of the vehicle (e.g. air-conditioning installation on the roof, changing height of the waist rail, changing roof height) the complete vehicle may be required by the technical service to undergo the rollover test specified in Annex 5.

5.5.   Testing of articulated vehicles

In the case of an articulated vehicle, each rigid section of the vehicle shall comply with the general requirement specified in paragraph 5.1. Each rigid section of an articulated vehicle may be tested separately or in combination as described in Annex 5, paragraph 2.3, or in Annex 3, paragraph 2.6.7.

5.6.   Direction of rollover test

The rollover test shall be carried out on that side of the vehicle which is more dangerous with respect to the residual space. The decision is made by the technical service on the basis of the manufacturer’s proposal, considering at least the following:

| 5.6.1. | the lateral eccentricity of the centre of gravity and its effect on the reference energy in the unstable, starting position of the vehicle, see paragraph 3.2.2.1; |
| --- | --- |

5.6.1.

the lateral eccentricity of the centre of gravity and its effect on the reference energy in the unstable, starting position of the vehicle, see paragraph 3.2.2.1;

| 5.6.2. | the asymmetry of the residual space, see paragraph 5.2.2; |
| --- | --- |

5.6.2.

the asymmetry of the residual space, see paragraph 5.2.2;

| 5.6.3. | the different, asymmetrical constructional features of the two sides of the vehicle, and the support given by partitions or inner boxes (e.g. wardrobe, toilet, kitchenette). The side with the lesser support shall be chosen as the direction of the rollover test. |
| --- | --- |

5.6.3.

the different, asymmetrical constructional features of the two sides of the vehicle, and the support given by partitions or inner boxes (e.g. wardrobe, toilet, kitchenette). The side with the lesser support shall be chosen as the direction of the rollover test.

6.   MODIFICATION AND EXTENSION OF APPROVAL OF A VEHICLE TYPE

| 6.1. | Every modification of the approved vehicle type shall be advised to the administrative department which granted the type approval. The administrative department may then either,






  6.1.1. | agree that the modifications made are unlikely to have an appreciable effect and that in any case the modified vehicle type still complies with the requirements of this Regulation and constitutes part of a group of vehicle types together with the approved vehicle type; or |
| --- | --- | --- |

6.1.

Every modification of the approved vehicle type shall be advised to the administrative department which granted the type approval. The administrative department may then either,

6.1.1.

agree that the modifications made are unlikely to have an appreciable effect and that in any case the modified vehicle type still complies with the requirements of this Regulation and constitutes part of a group of vehicle types together with the approved vehicle type; or

| 6.1.2. | require a further test report from the technical service responsible for conducting the tests to prove that the new vehicle type complies with the requirements of this Regulation and constitutes part of a group of vehicle types together with the approved vehicle type; or |
| --- | --- |

6.1.2.

require a further test report from the technical service responsible for conducting the tests to prove that the new vehicle type complies with the requirements of this Regulation and constitutes part of a group of vehicle types together with the approved vehicle type; or

| 6.1.3. | refuse the extension of approval and require a new approval procedure to be carried out. |
| --- | --- |

6.1.3.

refuse the extension of approval and require a new approval procedure to be carried out.

| 6.2. | The decisions of the administrative department and the technical service shall be based on the threefold criteria of the worst case:






  6.2.1. | the structural criterion means whether the superstructure is changed or not (see Annex 4). If no change, or the new superstructure is stronger, this is favourable; |
| --- | --- | --- |

6.2.

The decisions of the administrative department and the technical service shall be based on the threefold criteria of the worst case:

6.2.1.

the structural criterion means whether the superstructure is changed or not (see Annex 4). If no change, or the new superstructure is stronger, this is favourable;

| 6.2.2. | the energy criterion means whether the reference energy is changed or not. If the new vehicle type has the same or smaller reference energy than the approved one, this is favourable; |
| --- | --- |

6.2.2.

the energy criterion means whether the reference energy is changed or not. If the new vehicle type has the same or smaller reference energy than the approved one, this is favourable;

| 6.2.3. | residual space criterion is based on the envelope surface of the residual space. If the residual space of the new vehicle type is everywhere within the approved case residual space, this is favourable. |
| --- | --- |

6.2.3.

residual space criterion is based on the envelope surface of the residual space. If the residual space of the new vehicle type is everywhere within the approved case residual space, this is favourable.

| 6.3. | If all three criteria described in paragraph 6.2 are changed favourably, the extension of the approval shall be granted without further investigation.
  If all of three answers are unfavourable, a new approval procedure is required.
  If the answers are mixed, further investigations (tests, calculation, structural analysis, for example) will be required. These investigations shall be determined by the technical service cooperating with the manufacturer. |
| --- | --- |

6.3.

If all three criteria described in paragraph 6.2 are changed favourably, the extension of the approval shall be granted without further investigation.

If all of three answers are unfavourable, a new approval procedure is required.

If the answers are mixed, further investigations (tests, calculation, structural analysis, for example) will be required. These investigations shall be determined by the technical service cooperating with the manufacturer.

| 6.4. | Confirmation or refusal of approval, specifying the alterations, shall be notified by the procedure specified in paragraph 4.3 above to the Parties to the Agreement which apply this Regulation. |
| --- | --- |

6.4.

Confirmation or refusal of approval, specifying the alterations, shall be notified by the procedure specified in paragraph 4.3 above to the Parties to the Agreement which apply this Regulation.

| 6.5. | The administrative department issuing the extension of approval shall assign a series number to each communication form drawn up for such an extension. |
| --- | --- |

6.5.

The administrative department issuing the extension of approval shall assign a series number to each communication form drawn up for such an extension.

7.   CONFORMITY OF PRODUCTION

| 7.1. | The conformity of production procedure shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2). |
| --- | --- |

7.1.

The conformity of production procedure shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2).

| 7.2. | Every vehicle approved under this regulation shall be so manufactured as to conform to the type approved by meeting the requirements set out in paragraph 5 above. Only those elements which are nominated by the manufacturer as part of the superstructure shall be checked. |
| --- | --- |

7.2.

Every vehicle approved under this regulation shall be so manufactured as to conform to the type approved by meeting the requirements set out in paragraph 5 above. Only those elements which are nominated by the manufacturer as part of the superstructure shall be checked.

| 7.3. | The normal frequency of inspections authorised by the administrative department shall be once every two years. If non-conformity is discovered in the course of one of these visits, the administrative department may increase the visit frequency to re-establish the conformity of production as rapidly as possible. |
| --- | --- |

7.3.

The normal frequency of inspections authorised by the administrative department shall be once every two years. If non-conformity is discovered in the course of one of these visits, the administrative department may increase the visit frequency to re-establish the conformity of production as rapidly as possible.

8.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

| 8.1. | The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 7 above are not complied with. |
| --- | --- |

8.1.

The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 7 above are not complied with.

| 8.2. | If a party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a copy of the approval form bearing at the end, in large letters, the signed and dated annotation ‘APPROVAL WITHDRAWN’. |
| --- | --- |

8.2.

If a party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a copy of the approval form bearing at the end, in large letters, the signed and dated annotation ‘APPROVAL WITHDRAWN’.

9.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the administrative department which granted the approval. Upon receiving the relevant communication, that administrative department shall inform the other Parties to the Agreement applying this Regulation by means of a copy of the approval form bearing at the end, in large letters, the signed and dated annotation ‘PRODUCTION DISCONTINUED’.

10.   TRANSITIONAL PROVISIONS

| 10.1. | As from the official date of entry into force of the 01 series of amendments, no Contracting Party applying this Regulation shall refuse to grant ECE approval under this Regulation as amended by the 01 series of amendments. |
| --- | --- |

10.1.

As from the official date of entry into force of the 01 series of amendments, no Contracting Party applying this Regulation shall refuse to grant ECE approval under this Regulation as amended by the 01 series of amendments.

| 10.2. | As from 60 months after the date of entry into force, Contracting Parties applying this Regulation shall grant ECE approvals for new vehicle types as defined in this Regulation only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 01 series of amendments. |
| --- | --- |

10.2.

As from 60 months after the date of entry into force, Contracting Parties applying this Regulation shall grant ECE approvals for new vehicle types as defined in this Regulation only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 01 series of amendments.

| 10.3. | Contracting Parties applying this Regulation shall not refuse to grant extensions of approval to the preceding series of amendments to this Regulation. |
| --- | --- |

10.3.

Contracting Parties applying this Regulation shall not refuse to grant extensions of approval to the preceding series of amendments to this Regulation.

| 10.4. | ECE approvals granted under this Regulation, in its original form, earlier than 60 months after the date of entry into force and all extensions of such approvals, shall remain valid indefinitely, subject to paragraph 10.6 below. When the vehicle type approved to the preceding series of amendments meets the requirements of this Regulation as amended by the 01 series of amendments, the Contracting Party which granted the approval shall notify the other Contracting Parties applying this Regulation thereof. |
| --- | --- |

10.4.

ECE approvals granted under this Regulation, in its original form, earlier than 60 months after the date of entry into force and all extensions of such approvals, shall remain valid indefinitely, subject to paragraph 10.6 below. When the vehicle type approved to the preceding series of amendments meets the requirements of this Regulation as amended by the 01 series of amendments, the Contracting Party which granted the approval shall notify the other Contracting Parties applying this Regulation thereof.

| 10.5. | No Contracting Party applying this Regulation shall refuse national type approval of a vehicle type approved to the 01 series of amendments to this Regulation. |
| --- | --- |

10.5.

No Contracting Party applying this Regulation shall refuse national type approval of a vehicle type approved to the 01 series of amendments to this Regulation.

| 10.6. | Starting 144 months after the entry into force of the 01 series of amendments to this Regulation, Contracting Parties applying this Regulation may refuse first national registration (first entry into service) of a vehicle which does not meet the requirements of the 01 series of amendments to this Regulation. |
| --- | --- |

10.6.

Starting 144 months after the entry into force of the 01 series of amendments to this Regulation, Contracting Parties applying this Regulation may refuse first national registration (first entry into service) of a vehicle which does not meet the requirements of the 01 series of amendments to this Regulation.

| 10.7. | As from the date of entry into force of the 02 series of amendments, no Contracting Parties applying this Regulation shall refuse to grant approval under this Regulation as amended by the 02 series of amendments. |
| --- | --- |

10.7.

As from the date of entry into force of the 02 series of amendments, no Contracting Parties applying this Regulation shall refuse to grant approval under this Regulation as amended by the 02 series of amendments.

| 10.8. | Until 48 months after the date of entry into force of the 02 series of amendments, no Contracting Parties shall refuse national or regional approval of a vehicle approved to the preceding series of amendments to this Regulation. |
| --- | --- |

10.8.

Until 48 months after the date of entry into force of the 02 series of amendments, no Contracting Parties shall refuse national or regional approval of a vehicle approved to the preceding series of amendments to this Regulation.

| 10.9. | As from 9 November 2017, Contracting Parties may refuse first registration of a new vehicle which does not meet the requirements of the 02 series of amendments to this Regulation. |
| --- | --- |

10.9.

As from 9 November 2017, Contracting Parties may refuse first registration of a new vehicle which does not meet the requirements of the 02 series of amendments to this Regulation.

| 10.10. | Notwithstanding paragraphs 10.8 and 10.9, approvals of vehicle categories and classes granted to the preceding series of amendments to the Regulation, which are not affected by the 02 series of amendments, shall remain valid and Contracting Parties applying the Regulation shall continue to accept them. |
| --- | --- |

10.10.

Notwithstanding paragraphs 10.8 and 10.9, approvals of vehicle categories and classes granted to the preceding series of amendments to the Regulation, which are not affected by the 02 series of amendments, shall remain valid and Contracting Parties applying the Regulation shall continue to accept them.

| 10.11. | Contracting Parties applying this Regulation shall not refuse to grant extensions of approval to the preceding series of amendments to this Regulation. |
| --- | --- |

10.11.

Contracting Parties applying this Regulation shall not refuse to grant extensions of approval to the preceding series of amendments to this Regulation.

11.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS AND OF ADMINISTRATIVE DEPARTMENTS

The Parties to the Agreement which apply this Regulation shall communicate to the United Nations secretariat the names and addresses of the technical services responsible for conducting approval tests and of the administrative departments which grant approval. Forms issued in other countries to certify approval or extension or refusal or withdrawal of approval, are to be sent to the administrative departments of all Parties to this Agreement.

---

(1)  As defined in Annex 7 to the Consolidated resolution on the construction of vehicles (R.E.3), (document TRANS/WP.29/78/Rev.1/Amend.2 as last amended by Amend.4).

1

(2)  1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia, 53 for Thailand, 54 and 55 (vacant), 56 for Montenegro and 58 for Tunisia. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the ‘Agreement concerning the adoption of uniform technical prescriptions for wheeled vehicles, equipment and parts which can be fitted and/or be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions’, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

2

---

ANNEX 1

COMMUNICATION

(Maximum format: A4 (210 × 297 mm))

Image 5

issued by:

Name of administration

concerning (2):

APPROVAL GRANTED,

APPROVAL EXTENDED,

APPROVAL REFUSED,

APPROVAL WITHDRAWN,

PRODUCTION DEFINITELY DISCONTINUED,

of a vehicle type with regard to the strength of its superstructure pursuant to Regulation No 66.

Approval No: ...

Extension No: ...

1. Trade name or mark of the vehicle type: ...

2. Vehicle type: ...

3. Vehicle category/class (3): ...

4. Manufacturer’s name and address: ...

5. If applicable, name and address of the manufacturer’s representative: ...

6. Brief summary of description of the superstructure in respect of paragraph 3.2.2.2 of this Regulation and Annex 4: ...

7. Reference number of detailed drawing showing the residual space used in the approval procedure: ...

8. Unladen kerb mass (kg): ... and associated axle loads (kg): ...

9. Maximum number of seats permitted to be fitted with occupant restraints: ...

10. The position of the centre of gravity of the unladen vehicle in the longitudinal, transverse and vertical planes: ...

10.1. for unladen kerb mass: ...

10.2. for total effective mass: ...

11. If the vehicle is fitted with occupant restraints then additionally, the total effective vehicle mass (kg): ... and the associated axle loads (kg): ...

12. The value of reference energy (ER) as specified in paragraph 3.2.2.1 of this Regulation: ...

13. Vehicle submitted for approval on: ...

14. Method of test or calculation employed for approval: ...

(1) Distinguishing number of the country which has granted/extended approval (see approval provisions in the Regulation).

(2) Strike out what does not apply.

(3) As defined in Annex 7 to the Consolidated resolution on the construction of vehicles (R.E.3), (document TRANS/WP.29/78/Rev.1/Amend.2 as last amended by Amend.4).

Image 6

15. Direction of the rollover test used or assumed during the approval procedure: ...

16. Technical service responsible for conducting approval tests: ...

17. Date of test report issued by that service: ...

18. Number of report issued by that service: ...

19. Approval granted/refused/extended/withdrawn: ...

20. Reason(s) for extension (if applicable): ...

21. Position of approval mark on the vehicle: ...

List of documents containing data specified, in paragraph 3.2 of the Regulation, and in the annex referring to the approval test method which was used. ...

The listed documents are held by the administrative department and are available on request.

Place: ...

Date: ...

Signature: ...

---

ANNEX 2

ARRANGEMENT OF THE APPROVAL MARK

(See paragraph 4.4 of this Regulation)

Image 7

---

ANNEX 3

DETERMINATION OF THE CENTRE OF GRAVITY OF THE VEHICLE

1.   General principles

| 1.1. | The reference and the total energy to be absorbed in the rollover test depend directly on the position of the vehicle’s centre of gravity position. Therefore, its determination should be as accurate as practicable. The method of measurement of dimensions, angles and load values, and the accuracy of measurement shall be recorded for assessment by the technical service. The following accuracy of measuring apparatus is required:













  — | for measurements less than 2 000  mm, |
| --- | --- | --- |

1.1.

—

for measurements less than 2 000  mm,

accuracy of

± 1 mm

| — | for measurements greater than 2 000  mm, |
| --- | --- |

—

for measurements greater than 2 000  mm,

accuracy of

± 0,05 per cent

| — | for measured angles, |
| --- | --- |

—

for measured angles,

accuracy of

± 1 per cent

| — | for measured load values, |
| --- | --- |

—

for measured load values,

accuracy of

± 0,2 per cent

The wheel-base(s) and the distance between the centres of the footprint of the wheel(s) at each axle (the track of each axle) shall be determined from the manufacturer’s drawings.

| 1.2. | Blocked suspension is specified as the condition for determining centre of gravity and for carrying out the actual rollover test. The suspension shall be blocked in the normal operating position as defined by the manufacturer. |
| --- | --- |

1.2.

| 1.3. | The position of the centre of gravity is defined by three parameters:






  1.3.1. | longitudinal distance (l1) from the centre line of front axle; |
| --- | --- | --- |

1.3.

1.3.1.

longitudinal distance (l1) from the centre line of front axle;

| 1.3.2. | transverse distance (t) from the vertical longitudinal central plane of the vehicle; |
| --- | --- |

1.3.2.

transverse distance (t) from the vertical longitudinal central plane of the vehicle;

| 1.3.3. | vertical height (h0) above the flat horizontal ground level when the tyres are inflated as specified for the vehicle. |
| --- | --- |

1.3.3.

vertical height (h0) above the flat horizontal ground level when the tyres are inflated as specified for the vehicle.

| 1.4. | A method for determining l1, t, h0, using load cells is described here. Alternative methods using lifting equipment and/or tilt tables for example may be proposed by the manufacturer to the technical service who will decide whether the method is acceptable based on its degree of accuracy. |
| --- | --- |

1.4.

| 1.5. | The centre of gravity position of the unladen vehicle (unladen kerb mass Mk) shall be determined by measurements. |
| --- | --- |

1.5.

| 1.6. | The centre of gravity position of the vehicle with total effective mass (Mt) may be determined:






  1.6.1. | by measuring the vehicle in total effective mass condition, or |
| --- | --- | --- |

1.6.

1.6.1.

by measuring the vehicle in total effective mass condition, or

| 1.6.2. | by using the measured centre of gravity position in the unladen kerb mass condition and considering the effect of the total occupant mass. |
| --- | --- |

1.6.2.

by using the measured centre of gravity position in the unladen kerb mass condition and considering the effect of the total occupant mass.

| 1.6.3. | In the case of a double deck vehicle, the mass of the passengers both on the lower and upper deck seats shall be taken into account. |
| --- | --- |

1.6.3.

In the case of a double deck vehicle, the mass of the passengers both on the lower and upper deck seats shall be taken into account.

2.   Measurements

| 2.1. | The position of the vehicle’s centre of gravity shall be determined in the unladen kerb mass condition or the total effective vehicle mass condition as defined in paragraphs 1.5 and 1.6. For the determination of the position of the centre of gravity in the total effective vehicle mass condition, the individual occupant mass (factored by the constant, k = 0,5) shall be positioned and rigidly held 100 mm above and 100 mm forward of the R point (which is defined in Regulation No 21, Annex 5) of the seat. |
| --- | --- |

2.1.

| 2.2. | The longitudinal (l1) and transverse (t) coordinates of centre of gravity shall be determined on a common horizontal ground (see Figure A3.1) where each wheel or twinned wheel of the vehicle is standing on an individual load cell. Each steered wheel shall be set to its straight-ahead position. |
| --- | --- |

2.2.

| 2.3. | The individual load-cell readings shall be noted simultaneously and shall be used to calculate the total vehicle mass and centre of gravity position. |
| --- | --- |

2.3.

| 2.4. | The longitudinal position of the centre of gravity relative to the centre of the contact point of the front wheels (see Figure A3.1) is given by,





  where:







  P1 | = | reaction load on the load cell under the left-hand wheel of the first axle |
| --- | --- | --- | --- |
| P2 | = | reaction load on the load cell under the right-hand wheel of the first axle |
| P3 | = | reaction load on the load cell under the left-hand wheel(s) of the second axle |
| P4 | = | reaction load on the load cell under the right-hand wheel(s) of the second axle |
| P5 | = | reaction load on the load cell under the left-hand wheel(s) of the third axle |
| P6 | = | reaction load on the load cell under the right-hand wheel(s) of the third axle |
| Ptotal | = | (P1 + P2 + P3 + P4 + P5 + P6) | = | Mk unladen kerb mass; or |
| | = | Mt total effective vehicle mass, as appropriate |

2.4.

Formula

where:

P1

=

reaction load on the load cell under the left-hand wheel of the first axle

P2

=

reaction load on the load cell under the right-hand wheel of the first axle

P3

=

reaction load on the load cell under the left-hand wheel(s) of the second axle

P4

=

reaction load on the load cell under the right-hand wheel(s) of the second axle

P5

=

reaction load on the load cell under the left-hand wheel(s) of the third axle

P6

=

reaction load on the load cell under the right-hand wheel(s) of the third axle

Ptotal

=

(P1 + P2 + P3 + P4 + P5 + P6)

=

Mk unladen kerb mass; or

=

Mt total effective vehicle mass, as appropriate

L1

=

the distance from centre of wheel on 1st axle to centre of wheel on second axle

L2

=

the distance from centre of wheel on 1st axle to centre of wheel on third axle, if fitted

Figure A3.1

Longitudinal position of the centre of gravity

Image 8

| 2.5. | The transverse position (t) of the vehicle’s centre of gravity relative to its longitudinal vertical centre plane (see figure A3.2) is given by,





  where:







  T1 | = | distance between the centres of the footprint of the wheel(s) at each end of the first axle |
| --- | --- | --- | --- |
| T2 | = | distance between the centres of the footprint of the wheel(s) at each end of the second axle |
| T3 | = | distance between the centres of the footprint of the wheel(s) at each end of the third axle |

2.5.

Formula

where:

T1

=

distance between the centres of the footprint of the wheel(s) at each end of the first axle

T2

=

distance between the centres of the footprint of the wheel(s) at each end of the second axle

T3

=

distance between the centres of the footprint of the wheel(s) at each end of the third axle

This equation assumes that a straight line can be drawn through the centre points of T1, T2, T3. If this is not the case then a specialised formula will be required.

If the value of (t) is negative, then the centre of gravity of the vehicle is situated to the right of the centreline of the vehicle.

Figure A3.2

Transverse position of centre of gravity

Image 9

| 2.6. | The height of the centre of gravity (h0) shall be determined by tilting the vehicle longitudinally and using individual load-cells at the wheels of two axles. |
| --- | --- |

2.6.

| 2.6.1. | Two load-cells shall be positioned on a common horizontal plane, to receive the front wheels. The horizontal plane shall be at sufficient height above the surrounding surfaces that the vehicle can be tilted forward to the required angle (see paragraph 2.6.2 below) without its nose touching that surface. |
| --- | --- |

2.6.1.

| 2.6.2. | A second pair of load-cells shall be placed in a common horizontal plane on top of support structures, ready to receive the wheels of the second axle of the vehicle. The support structures shall be sufficiently tall to generate a significant angle of inclination a (> 20°) for the vehicle. The greater the angle, the more accurate will be the calculation — see figure A3.3. The vehicle is repositioned on the four load-cells, with the front wheels chocked to prevent the vehicle rolling forward. Each steered wheel shall be set to its straight-ahead steer position. |
| --- | --- |

2.6.2.

| 2.6.3. | The individual load-cell readings shall be noted simultaneously and shall be used to check the total vehicle mass and centre of gravity position. |
| --- | --- |

2.6.3.

| 2.6.4. | The inclination of the tilting test shell be determined by the equation (see figure A3.3)





  where:







  H | = | height difference between the footprints of the wheels of the first and second axles |
| --- | --- | --- | --- |
| L1 | = | the distance from centre of wheel’s first and second axles |

2.6.4.

Formula

where:

H

=

height difference between the footprints of the wheels of the first and second axles

L1

=

the distance from centre of wheel’s first and second axles

| 2.6.5. | The unladen kerb mass of the vehicle shall be checked as follows:
  Ftotal ≡ F1 + F2 + F3 + F4 ≡ Ptotal ≡ Mk

  where:







  F1 | = | reaction load on the load cell under the left hand wheel of the first axle |
| --- | --- | --- | --- |
| F2 | = | reaction load on the load cell under the right hand wheel of the first axle |
| F3 | = | reaction load on the load cell under the left hand wheel of the second axle |
| F4 | = | reaction load on the load cell under the right hand wheel of the second axle |

2.6.5.

Ftotal ≡ F1 + F2 + F3 + F4 ≡ Ptotal ≡ Mk

where:

F1

=

reaction load on the load cell under the left hand wheel of the first axle

F2

=

reaction load on the load cell under the right hand wheel of the first axle

F3

=

reaction load on the load cell under the left hand wheel of the second axle

F4

=

reaction load on the load cell under the right hand wheel of the second axle

If this equation is not fulfilled the measurement shall be repeated and/or the manufacturer shall be asked to modify the value of the unladen kerb mass in the technical description of the vehicle.

| 2.6.6. | The height (ho) of the vehicle centre of gravity is given by:





  where:







  r | = | height of wheel centre (on first axle) above the load cell top surface |
| --- | --- | --- | --- |

2.6.6.

Formula

where:

r

=

height of wheel centre (on first axle) above the load cell top surface

| 2.6.7. | If the articulated vehicle is tested in separate sections, the centre of gravity position shall be established separately for each section.

  Figure A3.3


  Determination of height of centre of gravity |
| --- | --- |

2.6.7.

Figure A3.3

Determination of height of centre of gravity

Image 10

---

ANNEX 4

VIEWPOINTS ON THE STRUCTURAL DESCRIPTION OF THE SUPERSTRUCTURE

1.   General principles

| 1.1. | The manufacturer shall define unambiguously the superstructure of the bodywork (see figure A4.1, for example) and shall state:






  1.1.1. | which bays contribute to the strength and energy absorption of the superstructure; |
| --- | --- | --- |

1.1.

1.1.1.

which bays contribute to the strength and energy absorption of the superstructure;

| 1.1.2. | which connecting elements between the bays contribute to the torsional stiffness of the superstructure; |
| --- | --- |

1.1.2.

which connecting elements between the bays contribute to the torsional stiffness of the superstructure;

| 1.1.3. | the mass distribution among the nominated bays; |
| --- | --- |

1.1.3.

the mass distribution among the nominated bays;

| 1.1.4. | which elements of the superstructure are assumed as rigid parts. |
| --- | --- |

1.1.4.

which elements of the superstructure are assumed as rigid parts.

Figure A4.1

Derivation of the superstructure from the bodywork

Image 11

BODYWORK

Bays

rigid parts

SUPERSTRUCTURE

connecting elements

| 1.2. | The manufacturer shall supply the following information about the elements of the superstructure:






  1.2.1. | drawings, with all the significant geometrical measurements necessary to produce the elements and to evaluate any change or alteration of the element; |
| --- | --- | --- |

1.2.

The manufacturer shall supply the following information about the elements of the superstructure:

1.2.1.

drawings, with all the significant geometrical measurements necessary to produce the elements and to evaluate any change or alteration of the element;

| 1.2.2. | the material of the elements referred to national, or international standards; |
| --- | --- |

1.2.2.

the material of the elements referred to national, or international standards;

| 1.2.3. | the joint technology between the structural elements (riveted, bolted, glued, welded, type of welding, etc.). |
| --- | --- |

1.2.3.

the joint technology between the structural elements (riveted, bolted, glued, welded, type of welding, etc.).

| 1.3. | Every superstructure shall have at least two bays: one in front of the centre of gravity and one behind the centre of gravity. |
| --- | --- |

1.3.

Every superstructure shall have at least two bays: one in front of the centre of gravity and one behind the centre of gravity.

| 1.4. | No information is required about any elements of the bodywork, which are not parts of the superstructure. |
| --- | --- |

1.4.

No information is required about any elements of the bodywork, which are not parts of the superstructure.

2.   Bays

| 2.1. | A bay is defined as a structural section of the superstructure forming a closed loop between two planes which are perpendicular to the vertical longitudinal centre plane (VLCP) of the vehicle. A bay contains one window (or door) pillar on each side of the vehicle as well as side wall elements, a section of the roof structure and a section of the floor and underfloor structure. Every bay has a transverse centre plane (CP) perpendicular to the VLCP of the vehicle and passing through the centre points (Cp) of the window-pillars (see figure A4.2). |
| --- | --- |

2.1.

A bay is defined as a structural section of the superstructure forming a closed loop between two planes which are perpendicular to the vertical longitudinal centre plane (VLCP) of the vehicle. A bay contains one window (or door) pillar on each side of the vehicle as well as side wall elements, a section of the roof structure and a section of the floor and underfloor structure. Every bay has a transverse centre plane (CP) perpendicular to the VLCP of the vehicle and passing through the centre points (Cp

| 2.2. | The Cp is defined as a point at half window height and halfway across the pillar width. If the Cp of the left-side and right-side pillars of a bay are not in the same transverse plane, the CP of the bay is set halfway between the transverse planes of the two Cp’s. |
| --- | --- |

2.2.

The Cp is defined as a point at half window height and halfway across the pillar width. If the Cp

p

| 2.3. | The length of a bay is measured in the direction of the longitudinal axis of the vehicle, and is determined by the distance between two planes perpendicular to the VLCP of the vehicle. There are two limits which define the length of a bay: the window (door) arrangement, and the shape and construction of the window (door) pillars). |
| --- | --- |

2.3.

The length of a bay is measured in the direction of the longitudinal axis of the vehicle, and is determined by the distance between two planes perpendicular to the VLCP of the vehicle. There are two limits which define the length of a bay: the window (door) arrangement, and the shape and construction of the window (door) pillars).

Figure A4.2

Figure A4.2

Definition of length of bays

Definition of length of bays

Image 12

| 2.3.1. | The maximum length of a bay is defined by the length of the two neighbouring window (door) frames





  where:







  a | = | the length of the window (door) frame behind the jth pillar, and |
| --- | --- | --- | --- |
| b | = | the length of the window (door) frame in front of the jth pillar |

2.3.1.

The maximum length of a bay is defined by the length of the two neighbouring window (door) frames

Formula

where:

a

=

the length of the window (door) frame behind the jth pillar, and

th

b

=

the length of the window (door) frame in front of the jth pillar

th

If the pillars on opposite sides of the bay are not in one transverse plane, or the window frames on each side of the vehicle have different lengths (see figure A4.3), the overall length, Wj of the bay is defined by:

j

Formula

where:

| amin | = | the smaller value of aright side or aleft side |
| --- | --- | --- |
| bmin | = | the smaller value of bright side or bleft side |
| L | = | the longitudinal offset between the centrelines of the pillars on the left and right sides of the vehicle |

amin

min

=

the smaller value of aright side or aleft side

right side

left side

bmin

min

=

the smaller value of bright side or bleft side

right side

left side

L

=

the longitudinal offset between the centrelines of the pillars on the left and right sides of the vehicle

Figure A4.3

Figure A4.3

Definition of bay length when pillars on each side of the bay are not in one transverse plane

Definition of bay length when pillars on each side of the bay are not in one transverse plane

Image 13

| 2.3.2. | The minimum length of a bay shall include the whole window pillar (including its inclination, corner radii, etc.). If the inclination and corner radii exceed half the length of the adjacent window then the next pillar shall be included in the bay. |
| --- | --- |

2.3.2.

The minimum length of a bay shall include the whole window pillar (including its inclination, corner radii, etc.). If the inclination and corner radii exceed half the length of the adjacent window then the next pillar shall be included in the bay.

| 2.4. | The distance between two bays shall be defined as the distance between their CP’s. |
| --- | --- |

2.4.

The distance between two bays shall be defined as the distance between their CP’s.

| 2.5. | The distance of a bay from the centre of gravity of the vehicle shall be defined as the perpendicular distance from its CP to the vehicle centre of gravity. |
| --- | --- |

2.5.

The distance of a bay from the centre of gravity of the vehicle shall be defined as the perpendicular distance from its CP to the vehicle centre of gravity.

3.   Connecting structures between the bays

| 3.1. | The connecting structures between bays shall be clearly defined in the superstructure. These structural elements fall into two distinct categories:






  3.1.1. | The connecting structures which form part of the superstructure. These elements shall be identified by the manufacturer, in this design submission: they include:






  3.1.1.1. | side-wall structure, roof structure, floor structure, which connect several bays, |
| --- | --- | --- | --- |

3.1.

The connecting structures between bays shall be clearly defined in the superstructure. These structural elements fall into two distinct categories:

3.1.1.

The connecting structures which form part of the superstructure. These elements shall be identified by the manufacturer, in this design submission: they include:

3.1.1.1.

side-wall structure, roof structure, floor structure, which connect several bays,

| 3.1.1.2. | structural elements which reinforce one or more bays; for example, boxes under seats, wheel arches, seat structures connecting side-wall to floor, kitchen, wardrobe and toilet structures. |
| --- | --- |

3.1.1.2.

structural elements which reinforce one or more bays; for example, boxes under seats, wheel arches, seat structures connecting side-wall to floor, kitchen, wardrobe and toilet structures.

| 3.1.2. | The additional elements which do not contribute to the structural strength of the vehicle but which may intrude into the residual space, for example: ventilation ducts, hand luggage boxes, heating ducts. |
| --- | --- |

3.1.2.

The additional elements which do not contribute to the structural strength of the vehicle but which may intrude into the residual space, for example: ventilation ducts, hand luggage boxes, heating ducts.

4.   Mass distribution

| 4.1. | The manufacturer shall clearly define the portion of the mass of the vehicle attributed to each of the bays of the superstructure. This mass distribution shall express the energy absorbing capability and load bearing capacity of each bay. The following requirements shall be met when defining the distribution of mass:






  4.1.1. | the sum of the masses attributed to each bay shall be related to the mass M of the complete vehicle:





  where:







  mj | = | the mass attributed to the jth bay |
| --- | --- | --- | --- | --- |
| n | = | the number of bays in the superstructure |
| M | = | Mk, unladen kerb mass; or, |
| | = | Mt, total effective vehicle mass, as appropriate |

4.1.

The manufacturer shall clearly define the portion of the mass of the vehicle attributed to each of the bays of the superstructure. This mass distribution shall express the energy absorbing capability and load bearing capacity of each bay. The following requirements shall be met when defining the distribution of mass:

4.1.1.

the sum of the masses attributed to each bay shall be related to the mass M of the complete vehicle:

Formula

where:

mj

j

=

the mass attributed to the jth bay

th

n

=

the number of bays in the superstructure

M

=

Mk, unladen kerb mass; or,

k

=

Mt, total effective vehicle mass, as appropriate

t

| 4.1.2. | the centre of gravity of the distributed masses shall be in the same position as the centre of gravity of the vehicle:





  where:







  lj | = | the distance of the jth bay from the centre of gravity of the vehicle (see paragraph 2.3).
  lj is positive, if the bay is in front of the centre of gravity and negative if it is behind it. |
| --- | --- | --- | --- |

4.1.2.

the centre of gravity of the distributed masses shall be in the same position as the centre of gravity of the vehicle:

Formula

where:

lj

j

=

the distance of the jth bay from the centre of gravity of the vehicle (see paragraph 2.3).

th

lj is positive, if the bay is in front of the centre of gravity and negative if it is behind it.

j

| 4.2. | The mass ‘mj’ of each bay of the superstructure shall be defined by the manufacturer, as follows:






  4.2.1. | the masses of the components of the ‘jth’ bay shall be related to its mass ‘mj’ by:





  where:







  mjk | = | the mass of each component of the bay |
| --- | --- | --- | --- | --- |
| s | = | the number of individual masses on the bay |

4.2.

The mass ‘mj

4.2.1.

the masses of the components of the ‘jth’ bay shall be related to its mass ‘mj’ by:

th

j

Formula

where:

mjk

jk

=

the mass of each component of the bay

s

=

the number of individual masses on the bay

| 4.2.2. | the centre of gravity of the component masses of a bay shall have the same transverse position inside the bay as the bay’s centre of gravity (see figureA4.4):





  where:







  yk | = | the distance of the kth mass component of the bay from the axis ‘Z’ (see figure A4.4).
  yk will have a positive value on one side of the axis and a negative value on the other side. |
| --- | --- | --- | --- |
| zk | = | the distance of the kth mass component of the bay from the axis ‘Y’,
  zk will have a positive value on one side of the axis and a negative value on the other side. |

4.2.2.

the centre of gravity of the component masses of a bay shall have the same transverse position inside the bay as the bay’s centre of gravity (see figureA4.4):

Formula

where:

yk

k

=

the distance of the kth mass component of the bay from the axis ‘Z’ (see figure A4.4).

th

yk will have a positive value on one side of the axis and a negative value on the other side.

k

zk

k

=

the distance of the kth mass component of the bay from the axis ‘Y’,

th

zk will have a positive value on one side of the axis and a negative value on the other side.

k

| 4.3. | In the case where occupant restraints are part of the vehicle specification, the occupant mass attributed to a bay shall be attached to that part of the superstructure which is designed to absorb seat and occupant loadings. |
| --- | --- |

4.3.

In the case where occupant restraints are part of the vehicle specification, the occupant mass attributed to a bay shall be attached to that part of the superstructure which is designed to absorb seat and occupant loadings.

Figure A4.4

Figure A4.4

Distribution of mass in the cross section of a bay

Distribution of mass in the cross section of a bay

Image 14

---

ANNEX 5

ROLLOVER TEST AS THE BASIC APPROVAL METHOD

1.   The tilting bench

| 1.1. | The tilting platform shall be sufficiently rigid and the rotation sufficiently controlled to ensure simultaneous lifting of the axles of the vehicle with a difference of less than 1° in the platform’s tilt angles measured below the axles. |
| --- | --- |

1.1.

| 1.2. | The height difference between the horizontal lower plane of the ditch (see figure A5.1) and the plane of the tilting platform on which the bus is standing, shall be 800 ± 20 mm. |
| --- | --- |

1.2.

| 1.3. | The tilting platform, related to the ditch, shall be placed as follows (see figure A5.1):






  1.3.1. | the axis of its rotation is max 100 mm from the vertical wall of the ditch; |
| --- | --- | --- |

1.3.

1.3.1.

the axis of its rotation is max 100 mm from the vertical wall of the ditch;

| 1.3.2. | the axis of the rotation is max 100 mm below the plane of the horizontal tilting platform. |
| --- | --- |

1.3.2.

the axis of the rotation is max 100 mm below the plane of the horizontal tilting platform.

Figure A5.1

Geometry of the tilting bench

Image 15

| 1.4. | Wheel supports shall be applied at the wheels being close to the axis of rotation against sliding of the vehicle sideways when tilting it. The main characteristics of the wheel supports (see figure A5.1) shall be:






  1.4.1. | dimensions of the wheel support:







  Height | : | shall not be greater than two-thirds of the distance between the surface on which the vehicle stands before it is tilted and part of the rim of the wheel which is nearest to the surface |
| --- | --- | --- | --- | --- |
| Width | : | 20 mm |
| Edge radius | : | 10 mm |
| Length | : | 500 mm minimum; |

1.4.

1.4.1.

dimensions of the wheel support:

Height

:

shall not be greater than two-thirds of the distance between the surface on which the vehicle stands before it is tilted and part of the rim of the wheel which is nearest to the surface

Width

:

20 mm

Edge radius

:

10 mm

Length

:

500 mm minimum;

| 1.4.2. | the wheel supports at the widest axle shall be placed on the tilting platform so that the side of the tyre is at maximum 100 mm from the axis of rotation; |
| --- | --- |

1.4.2.

the wheel supports at the widest axle shall be placed on the tilting platform so that the side of the tyre is at maximum 100 mm from the axis of rotation;

| 1.4.3. | the wheel supports at the other axles shall be adjusted so that the vertical longitudinal centre plane (VLCP) of the vehicle shall be parallel to the axis of rotation. |
| --- | --- |

1.4.3.

the wheel supports at the other axles shall be adjusted so that the vertical longitudinal centre plane (VLCP) of the vehicle shall be parallel to the axis of rotation.

| 1.5. | The tilting platform shall be constructed to prevent the vehicle moving along its longitudinal axis. |
| --- | --- |

1.5.

| 1.6. | The impact area of the ditch shall have a horizontal, uniform, dry and smooth concrete surface. |
| --- | --- |

1.6.

2.   Preparation of test vehicle

| 2.1. | The vehicle to be tested need not be in a fully finished, ‘ready for operation’ condition. Generally, any alteration from the fully finished condition is acceptable if the basic features and behaviour of the superstructure are not influenced by it. The test vehicle shall be the same as its fully finished version in respect of the following:






  2.1.1. | the position of the centre of gravity, the total value of vehicle mass (unladen kerb mass, or total effective vehicle mass where restraints are fitted) and the distribution and location of masses, as declared by the manufacturer; |
| --- | --- | --- |

2.1.

2.1.1.

the position of the centre of gravity, the total value of vehicle mass (unladen kerb mass, or total effective vehicle mass where restraints are fitted) and the distribution and location of masses, as declared by the manufacturer;

| 2.1.2. | all of those elements which — according to the manufacturer — contribute to the strength of the superstructure shall be installed in their original position (see Annex 4 to this Regulation); |
| --- | --- |

2.1.2.

all of those elements which — according to the manufacturer — contribute to the strength of the superstructure shall be installed in their original position (see Annex 4 to this Regulation);

| 2.1.3. | elements, which do not contribute to the strength of the superstructure and are too valuable to risk damage (e.g. drive chain, dashboard instrumentation, driver’s seat, kitchen equipment, toilet equipment, etc.) can be replaced by additional elements equivalent in mass and method of installation. These additional elements must not have a reinforcing effect on the strength of superstructure; |
| --- | --- |

2.1.3.

elements, which do not contribute to the strength of the superstructure and are too valuable to risk damage (e.g. drive chain, dashboard instrumentation, driver’s seat, kitchen equipment, toilet equipment, etc.) can be replaced by additional elements equivalent in mass and method of installation. These additional elements must not have a reinforcing effect on the strength of superstructure;

| 2.1.4. | fuel, battery acid and other combustible, explosive or corrosive materials may be substituted with other materials provided that the conditions of paragraph 2.1.1 are met; |
| --- | --- |

2.1.4.

fuel, battery acid and other combustible, explosive or corrosive materials may be substituted with other materials provided that the conditions of paragraph 2.1.1 are met;

| 2.1.5. | in the case where occupant restraint devices are part of the vehicle type, a mass shall be attached to each seat fitted with an occupant restraint following one of these two methods, at the choice of the manufacturer:






  2.1.5.1. | First method: That mass shall be:






  2.1.5.1.1. | 50 per cent of the individual occupant mass (Mmi) of 68 kg, |
| --- | --- | --- | --- |

2.1.5.

in the case where occupant restraint devices are part of the vehicle type, a mass shall be attached to each seat fitted with an occupant restraint following one of these two methods, at the choice of the manufacturer:

2.1.5.1.

First method: That mass shall be:

2.1.5.1.1.

50 per cent of the individual occupant mass (Mmi) of 68 kg,

| 2.1.5.1.2. | placed to have its centre of gravity 100 mm above and 100 mm forward of the R point of the seat as defined in Regulation No 21, Annex 5, |
| --- | --- |

2.1.5.1.2.

placed to have its centre of gravity 100 mm above and 100 mm forward of the R point of the seat as defined in Regulation No 21, Annex 5,

| 2.1.5.1.3. | fixed rigidly and securely so that it does not break away during the test; |
| --- | --- |

2.1.5.1.3.

fixed rigidly and securely so that it does not break away during the test;

| 2.1.5.2. | Second method: That mass shall be:






  2.1.5.2.1. | an anthropomorphic ballast with a mass of 68 kg and shall be restrained with a 2-point safety-belt. The ballast must allow guiding and positioning for safety-belts, |
| --- | --- | --- |

2.1.5.2.

Second method: That mass shall be:

2.1.5.2.1.

an anthropomorphic ballast with a mass of 68 kg and shall be restrained with a 2-point safety-belt. The ballast must allow guiding and positioning for safety-belts,

| 2.1.5.2.2. | placed to have its centre of gravity and dimensioning according to figure A5.2, |
| --- | --- |

2.1.5.2.2.

placed to have its centre of gravity and dimensioning according to figure A5.2,

| 2.1.5.2.3. | fixed rigidly and securely so that it does not break away during the test: |
| --- | --- |

2.1.5.2.3.

fixed rigidly and securely so that it does not break away during the test:

Figure A5.2

Dimensions for the anthropomorphic ballast

Image 16

chest breadth ≈ 315-322 mm

waist breadth ≈ 290-310 mm

hip breadth ≈ 325-342 mm

TOTAL MASS: 68 kg

| 2.2. | The test vehicle shall be prepared as follows:






  2.2.1. | tyres shall be inflated to the pressure prescribed by the manufacturer; |
| --- | --- | --- |

2.2.

The test vehicle shall be prepared as follows:

2.2.1.

tyres shall be inflated to the pressure prescribed by the manufacturer;

| 2.2.2. | the suspension system of the vehicle shall be blocked, i.e. the axles, the springs and the suspension elements of the vehicle shall be fixed in relation to the bodywork. The floor height above the horizontal tilting platform shall be according to the manufacturer’s specification for the vehicle, dependent on whether it is loaded to unladen kerb mass or total vehicle mass; |
| --- | --- |

2.2.2.

the suspension system of the vehicle shall be blocked, i.e. the axles, the springs and the suspension elements of the vehicle shall be fixed in relation to the bodywork. The floor height above the horizontal tilting platform shall be according to the manufacturer’s specification for the vehicle, dependent on whether it is loaded to unladen kerb mass or total vehicle mass;

| 2.2.3. | every door and opening window of the vehicle shall be closed but not locked. |
| --- | --- |

2.2.3.

every door and opening window of the vehicle shall be closed but not locked.

| 2.3. | The rigid sections of an articulated vehicle may be tested separately or in combination. |
| --- | --- |

2.3.

The rigid sections of an articulated vehicle may be tested separately or in combination.

| 2.3.1. | For testing the articulated sections as a combination, the sections of the vehicle shall be fixed to each other in such a way that:






  2.3.1.1. | there is no relative movement between them during the rollover process; |
| --- | --- | --- |

2.3.1.

For testing the articulated sections as a combination, the sections of the vehicle shall be fixed to each other in such a way that:

2.3.1.1.

there is no relative movement between them during the rollover process;

| 2.3.1.2. | there is no significant change in mass distribution and centre of gravity positions; |
| --- | --- |

2.3.1.2.

there is no significant change in mass distribution and centre of gravity positions;

| 2.3.1.3. | there is no significant change in the strength and deformation capability of the superstructure. |
| --- | --- |

2.3.1.3.

there is no significant change in the strength and deformation capability of the superstructure.

| 2.3.2. | For testing the articulated sections separately, the single-axle sections shall be attached to an artificial support which keeps them in fixed relation to the tilting platform during its movement from the horizontal to the point of rollover. This support shall meet the following requirements:






  2.3.2.1. | it shall be fixed to the structure in such a way that it does not cause either reinforcement or extra additional load to the superstructure; |
| --- | --- | --- |

2.3.2.

For testing the articulated sections separately, the single-axle sections shall be attached to an artificial support which keeps them in fixed relation to the tilting platform during its movement from the horizontal to the point of rollover. This support shall meet the following requirements:

2.3.2.1.

it shall be fixed to the structure in such a way that it does not cause either reinforcement or extra additional load to the superstructure;

| 2.3.2.2. | it shall be constructed so that it does not suffer any deformation which could change the direction of the rollover of the vehicle; |
| --- | --- |

2.3.2.2.

it shall be constructed so that it does not suffer any deformation which could change the direction of the rollover of the vehicle;

| 2.3.2.3. | its mass shall be equal to the mass of those elements, parts of the articulated joint, which nominally belong to the section being tested, but which are not placed on it (e.g. turntable and its floor, handholds, rubber sealing curtains, etc.); |
| --- | --- |

2.3.2.3.

its mass shall be equal to the mass of those elements, parts of the articulated joint, which nominally belong to the section being tested, but which are not placed on it (e.g. turntable and its floor, handholds, rubber sealing curtains, etc.);

| 2.3.2.4. | its centre of gravity shall have the same height as the common centre of gravity of those parts which are listed in paragraph 2.3.2.3; |
| --- | --- |

2.3.2.4.

its centre of gravity shall have the same height as the common centre of gravity of those parts which are listed in paragraph 2.3.2.3;

| 2.3.2.5. | it shall have an axis of rotation parallel to the longitudinal axis of the multi-axle section of the vehicle, and passing through the points of contact of the tyres of that section. |
| --- | --- |

2.3.2.5.

it shall have an axis of rotation parallel to the longitudinal axis of the multi-axle section of the vehicle, and passing through the points of contact of the tyres of that section.

3.   Test procedure, test process

| 3.1. | The rollover test is a very rapid, dynamic process having distinguishable stages, should be taken into consideration when a rollover test, its instrumentation and measurement are planned. |
| --- | --- |

3.1.

The rollover test is a very rapid, dynamic process having distinguishable stages, should be taken into consideration when a rollover test, its instrumentation and measurement are planned.

| 3.2. | The vehicle shall be tilted without rocking and without dynamic effects until it reaches unstable equilibrium and commences its rollover. The angular velocity of the tilt platform shall not exceed 5 degrees/sec. (0,087 radians/sec). |
| --- | --- |

3.2.

The vehicle shall be tilted without rocking and without dynamic effects until it reaches unstable equilibrium and commences its rollover. The angular velocity of the tilt platform shall not exceed 5 degrees/sec. (0,087 radians/sec).

| 3.3. | For inside observation high-speed photography, video, deformable templates, electrical contact sensors or other suitable means shall be used to determine that the requirements of paragraph 5.1 of this Regulation have been met. This shall be verified at any places of the passenger, driver’s and crew compartment where the residual space seems to be endangered, the exact positions being at the discretion of the technical service. At least two positions, nominally at the front and rear of the passenger compartment(s), shall be used. |
| --- | --- |

3.3.

For inside observation high-speed photography, video, deformable templates, electrical contact sensors or other suitable means shall be used to determine that the requirements of paragraph 5.1 of this Regulation have been met. This shall be verified at any places of the passenger, driver’s and crew compartment where the residual space seems to be endangered, the exact positions being at the discretion of the technical service. At least two positions, nominally at the front and rear of the passenger compartment(s), shall be used.

| 3.4. | Outside observation and recording of the rollover and deformation process is recommended, which means the following:






  3.4.1. | two high-speed cameras — one at the front and another at the rear. They should be located far enough from the front and rear wall of the vehicle to produce a measurable picture, avoiding wide-angle distortion in the shaded area, as shown in figure A5.3a; |
| --- | --- | --- |

3.4.

Outside observation and recording of the rollover and deformation process is recommended, which means the following:

3.4.1.

two high-speed cameras — one at the front and another at the rear. They should be located far enough from the front and rear wall of the vehicle to produce a measurable picture, avoiding wide-angle distortion in the shaded area, as shown in figure A5.3a;

| 3.4.2. | the position of the centre of gravity and the contour of the superstructure (see figure A5.3b), is marked by stripes and bands to ensure correct measurements on the pictures; |
| --- | --- |

3.4.2.

the position of the centre of gravity and the contour of the superstructure (see figure A5.3b), is marked by stripes and bands to ensure correct measurements on the pictures;

Figure A5.3a

Figure A5.3a

Recommended field of view of outside camera

Recommended field of view of outside camera

Image 17

Figure A5.3b

Figure A5.3b

Recommended marking of the centre of gravity position and the contour of the vehicle

Recommended marking of the centre of gravity position and the contour of the vehicle

Image 18

4.   Documentation of the rollover test

| 4.1. | Detailed description of the tested vehicle shall be given by the manufacturer in which:






  4.1.1. | all the deviations between the fully finished vehicle type in running order and the tested vehicle are listed; |
| --- | --- | --- |

4.1.

Detailed description of the tested vehicle shall be given by the manufacturer in which:

4.1.1.

all the deviations between the fully finished vehicle type in running order and the tested vehicle are listed;

| 4.1.2. | the equivalent substitution (in respect of mass, mass distribution and installation) shall be proved in every case, when structural parts, units are substituted by other units or masses; |
| --- | --- |

4.1.2.

the equivalent substitution (in respect of mass, mass distribution and installation) shall be proved in every case, when structural parts, units are substituted by other units or masses;

| 4.1.3. | there is a clear statement of the position of centre of gravity in the tested vehicle which may be based on measurements carried out on the test vehicle when it is ready for test, or a combination of measurement (carried out on the fully finished vehicle type) and calculation based on the mass substitutions. |
| --- | --- |

4.1.3.

there is a clear statement of the position of centre of gravity in the tested vehicle which may be based on measurements carried out on the test vehicle when it is ready for test, or a combination of measurement (carried out on the fully finished vehicle type) and calculation based on the mass substitutions.

| 4.2. | The test report shall contain all the data (pictures, records, drawings, measured values, etc.) which show:






  4.2.1. | that test was carried out according to this Annex; |
| --- | --- | --- |

4.2.

The test report shall contain all the data (pictures, records, drawings, measured values, etc.) which show:

4.2.1.

that test was carried out according to this Annex;

| 4.2.2. | that the requirements given in paragraphs 5.1.1 and 5.1.2 of this Regulation are met (or not); |
| --- | --- |

4.2.2.

that the requirements given in paragraphs 5.1.1 and 5.1.2 of this Regulation are met (or not);

| 4.2.3. | the individual evaluation of inside observations; |
| --- | --- |

4.2.3.

the individual evaluation of inside observations;

| 4.2.4. | all the data and information needed for the identification of the vehicle type, the test vehicle, the test itself, and the personnel responsible for the test and its evaluation. |
| --- | --- |

4.2.4.

all the data and information needed for the identification of the vehicle type, the test vehicle, the test itself, and the personnel responsible for the test and its evaluation.

| 4.3. | It is recommended to document in the test report the centre of gravity’s highest and lowest position related to the ground level of the ditch. |
| --- | --- |

4.3.

It is recommended to document in the test report the centre of gravity’s highest and lowest position related to the ground level of the ditch.

---

ANNEX 6

ROLLOVER TEST USING BODY SECTIONS AS AN EQUIVALENT APPROVAL METHOD

1.   Additional data and information

If the manufacturer chooses this method of testing, the following information shall be given to the technical service in addition to the data, information and drawings listed in paragraph 3 of this Regulation:

| 1.1. | drawings of the body sections to be tested; |
| --- | --- |

1.1.

drawings of the body sections to be tested;

| 1.2. | verification of the validity of the distribution of masses given in Annex 4, paragraph 4, upon successful completion of the body section rollover tests; |
| --- | --- |

1.2.

verification of the validity of the distribution of masses given in Annex 4, paragraph 4, upon successful completion of the body section rollover tests;

| 1.3. | the measured masses of the body sections to be tested, and verification that their centre of gravity positions are the same as that of the vehicle with unladen kerb mass if not fitted with occupant restraints, or with total effective vehicle mass if occupant restraints are fitted. (Presentation of measuring reports) |
| --- | --- |

1.3.

the measured masses of the body sections to be tested, and verification that their centre of gravity positions are the same as that of the vehicle with unladen kerb mass if not fitted with occupant restraints, or with total effective vehicle mass if occupant restraints are fitted. (Presentation of measuring reports)

2.   The tilting bench

The tilting bench shall meet the requirements given in Annex 5, paragraph 1.

3.   Preparation of body sections

| 3.1. | The number of the body sections to be tested shall be determined by the following rules:






  3.1.1. | all the different bay configurations which are part of the superstructure shall be tested in at least one body section; |
| --- | --- | --- |

3.1.

3.1.1.

all the different bay configurations which are part of the superstructure shall be tested in at least one body section;

| 3.1.2. | every body section shall have at least two bays; |
| --- | --- |

3.1.2.

every body section shall have at least two bays;

| 3.1.3. | in an artificial body section (see paragraph 2.28 of this Regulation) the ratio of the mass of any one bay to any other bay shall not exceed 2; |
| --- | --- |

3.1.3.

in an artificial body section (see paragraph 2.28 of this Regulation) the ratio of the mass of any one bay to any other bay shall not exceed 2;

| 3.1.4. | the residual space of the whole vehicle shall be well represented in the body sections, including any peculiar combinations arising from the vehicles bodywork configuration; |
| --- | --- |

3.1.4.

the residual space of the whole vehicle shall be well represented in the body sections, including any peculiar combinations arising from the vehicles bodywork configuration;

| 3.1.5. | the whole roof structure shall be well represented in the body sections if there are local specialities, like changing height, air condition installation, gas tanks, luggage carrier, etc. |
| --- | --- |

3.1.5.

the whole roof structure shall be well represented in the body sections if there are local specialities, like changing height, air condition installation, gas tanks, luggage carrier, etc.

| 3.2. | The bays of the body section shall be exactly the same structurally as they are represented in the superstructure, as regards shape, geometry, material, joints. |
| --- | --- |

3.2.

| 3.3. | The connecting structures between the bays shall represent the manufacturer’s description of the superstructure (see Annex 4, paragraph 3) and the following rules shall be considered:






  3.3.1. | in the case of an original body section taken directly from the actual vehicle layout, the basic and the additional connecting structures (see Annex 4 paragraph 3.1) shall be the same as that of the vehicle superstructure; |
| --- | --- | --- |

3.3.

3.3.1.

in the case of an original body section taken directly from the actual vehicle layout, the basic and the additional connecting structures (see Annex 4 paragraph 3.1) shall be the same as that of the vehicle superstructure;

| 3.3.2. | in the case of an artificial body section, the connecting structures shall be equivalent in terms of strength, stiffness and behaviour to that of the vehicle superstructure; |
| --- | --- |

3.3.2.

in the case of an artificial body section, the connecting structures shall be equivalent in terms of strength, stiffness and behaviour to that of the vehicle superstructure;

| 3.3.3. | those rigid elements which are not part of the superstructure but which can encroach on the residual space during deformation, shall be installed into the body sections; |
| --- | --- |

3.3.3.

those rigid elements which are not part of the superstructure but which can encroach on the residual space during deformation, shall be installed into the body sections;

| 3.3.4. | the mass of the connecting structures shall be included in the mass distribution, in terms of attribution to a particular bay and distribution within that bay. |
| --- | --- |

3.3.4.

the mass of the connecting structures shall be included in the mass distribution, in terms of attribution to a particular bay and distribution within that bay.

| 3.4. | The body sections shall be equipped with artificial supports, to provide the same centre of gravity positions and axis of rotation for them on the tilting platform as that of the complete vehicle. The supports shall meet the following requirements:






  3.4.1. | they shall be fixed to the body section in such a way that they do not provide either reinforcement or extra additional load on the body section; |
| --- | --- | --- |

3.4.

3.4.1.

they shall be fixed to the body section in such a way that they do not provide either reinforcement or extra additional load on the body section;

| 3.4.2. | they shall be sufficiently strong and rigid to resist any deformation which could change the direction of the body section motion during the tilting and rollover process; |
| --- | --- |

3.4.2.

they shall be sufficiently strong and rigid to resist any deformation which could change the direction of the body section motion during the tilting and rollover process;

| 3.4.3. | their mass shall be included in the mass distribution and centre of gravity position of the body section. |
| --- | --- |

3.4.3.

their mass shall be included in the mass distribution and centre of gravity position of the body section.

| 3.5. | The distribution of mass in the body section shall be arranged with the following considerations:






  3.5.1. | The whole body section (bays, connecting structures, additional structural elements, supports) shall be considered when checking the validity of the two equations given in Annex 4, paragraphs 4.2.1 and 4.2.2; |
| --- | --- | --- |

3.5.

3.5.1.

The whole body section (bays, connecting structures, additional structural elements, supports) shall be considered when checking the validity of the two equations given in Annex 4, paragraphs 4.2.1 and 4.2.2;

| 3.5.2. | any masses attached to the bays (see paragraph 4.2.2 and figure 4 of Annex 4) shall be placed and fixed to the body section in such a way that they do not cause reinforcement or additional load or limitation of the deformation. |
| --- | --- |

3.5.2.

any masses attached to the bays (see paragraph 4.2.2 and figure 4 of Annex 4) shall be placed and fixed to the body section in such a way that they do not cause reinforcement or additional load or limitation of the deformation.

| 3.5.3. | In the case where occupant restraints are part of the vehicle type, the occupant masses shall be considered as described in Annex 4 and Annex 5. |
| --- | --- |

3.5.3.

In the case where occupant restraints are part of the vehicle type, the occupant masses shall be considered as described in Annex 4 and Annex 5.

4.   Test procedure

The test procedure shall be the same as described in paragraph 3 of Annex 5 for a complete vehicle.

5.   Evaluation of the tests

| 5.1. | The vehicle type shall be approved if all the body sections pass the rollover test and equations 2 and 3 in paragraph 4 of Annex 4 are fulfilled. |
| --- | --- |

5.1.

| 5.2. | If one of the body sections fails the test, the vehicle type shall not be approved. |
| --- | --- |

5.2.

| 5.3. | If a body section passes the rollover test, each of the bays which form that body section are considered to have passed the rollover test, and the result can be quoted used in future applications for approval, provided that the ratio of their masses remains the same in the subsequent superstructure. |
| --- | --- |

5.3.

| 5.4. | If a body section fails the rollover test, all the bays within that body section shall be considered to have failed the test even if the residual space is invaded in only one of the bays. |
| --- | --- |

5.4.

6.   Documentation of body section rollover tests

The test report shall contain all the data necessary to demonstrate:

| 6.1. | the construction of the tested body sections (dimensions, materials, masses, centre of gravity position, construction methods); |
| --- | --- |

6.1.

the construction of the tested body sections (dimensions, materials, masses, centre of gravity position, construction methods);

| 6.2. | that the tests were carried out according to this Annex; |
| --- | --- |

6.2.

that the tests were carried out according to this Annex;

| 6.3. | whether or not the requirements — given in paragraph 5.1 of this Regulation — are met; |
| --- | --- |

6.3.

whether or not the requirements — given in paragraph 5.1 of this Regulation — are met;

| 6.4. | the individual evaluation of the body sections and their bays; |
| --- | --- |

6.4.

the individual evaluation of the body sections and their bays;

| 6.5. | the identity of the vehicle type, its superstructure, the tested body sections, the tests themselves and the personnel responsible for the tests and their evaluation. |
| --- | --- |

6.5.

the identity of the vehicle type, its superstructure, the tested body sections, the tests themselves and the personnel responsible for the tests and their evaluation.

---

ANNEX 7

QUASI- STATIC LOADING TEST OF BODY SECTIONS AS AN EQUIVALENT APPROVAL METHOD

1.   Additional data and information

This method of testing uses body sections as test units, each one built up from at least two bays of the vehicle under appraisal, connected together with representative structural elements. If the manufacturer chooses this method of testing, the following additional information shall be supplied to the technical service, in addition to the data, and drawings listed in paragraph 3.2 of this Regulation:

| 1.1. | drawings of the body sections to be tested; |
| --- | --- |

1.1.

drawings of the body sections to be tested;

| 1.2. | energy values to be absorbed by the individual bays of the superstructure, as well as the energy values belonging to the body sections to be tested; |
| --- | --- |

1.2.

energy values to be absorbed by the individual bays of the superstructure, as well as the energy values belonging to the body sections to be tested;

| 1.3. | verification of the energy requirement, see paragraph 4.2 below, upon completion of successful quasi-static loading tests of body sections. |
| --- | --- |

1.3.

verification of the energy requirement, see paragraph 4.2 below, upon completion of successful quasi-static loading tests of body sections.

2.   Preparation of body sections

| 2.1. | The manufacturer shall consider the requirements given in Annex 6, paragraphs 3.1, 3.2, and 3.3, when designing and producing the body sections for test. |
| --- | --- |

2.1.

| 2.2. | The body sections shall be equipped with the residual space profile, at positions where it is considered that the pillars or other structural elements are likely to intrude as a result of the expected deformation. |
| --- | --- |

2.2.

3.   Test procedure

| 3.1. | Each body section to be tested shall be firmly and securely attached to the test bench through a rigid underframe structure in such a way that:






  3.1.1. | local plastic deformation shall not occur around the attachment points; |
| --- | --- | --- |

3.1.

3.1.1.

local plastic deformation shall not occur around the attachment points;

| 3.1.2. | the location and method of attachment shall not inhibit the formation and working of expected plastic zones and hinges. |
| --- | --- |

3.1.2.

the location and method of attachment shall not inhibit the formation and working of expected plastic zones and hinges.

| 3.2. | For application of the load to the body section, the following rules shall be considered:






  3.2.1. | the load shall be evenly distributed on the cantrail, through a rigid beam, which is longer than the cantrail to simulate the ground in a rollover test, and which follows the geometry of the cantrail; |
| --- | --- | --- |

3.2.

3.2.1.

the load shall be evenly distributed on the cantrail, through a rigid beam, which is longer than the cantrail to simulate the ground in a rollover test, and which follows the geometry of the cantrail;

| 3.2.2. | the direction of the applied load (see figure A7.1) shall be related to the longitudinal vertical centre plane of the vehicle and its inclination (α) shall be determined as follows:





  where:







  Hc | = | the cantrail height (in mm) of the vehicle measured from the horizontal plane on which it is standing. |
| --- | --- | --- | --- |

3.2.2.

the direction of the applied load (see figure A7.1) shall be related to the longitudinal vertical centre plane of the vehicle and its inclination (α) shall be determined as follows:

Formula

where:

Hc

=

the cantrail height (in mm) of the vehicle measured from the horizontal plane on which it is standing.

Figure A7.1

Application of load to the body section

Image 19

| 3.2.3. | the load shall be applied to the beam at the centre of gravity of the body section derived from the masses of its bays and the structural elements connecting them. Using the symbols of Figure A7.1, the position of the body section can be determined by the following formula:





  where:







  s | = | the number of the bays in the body section |
| --- | --- | --- | --- |
| mi | = | the mass of the ith bay |
| li | = | the distance of the centre of gravity of the ith bay from a selected pivot point (the central plane of Bay(1) in figure A7.1) |
| lCG | = | the distance of the centre of gravity of the body section from the same selected pivot point; |

3.2.3.

the load shall be applied to the beam at the centre of gravity of the body section derived from the masses of its bays and the structural elements connecting them. Using the symbols of Figure A7.1, the position of the body section can be determined by the following formula:

Formula

where:

s

=

the number of the bays in the body section

mi

=

the mass of the ith bay

li

=

the distance of the centre of gravity of the ith bay from a selected pivot point (the central plane of Bay(1) in figure A7.1)

lCG

=

the distance of the centre of gravity of the body section from the same selected pivot point;

| 3.2.4. | the load shall be increased gradually, taking measurements of the associated deformation at discrete intervals until the ultimate deformation (du) when the residual space is invaded by one of the elements of the body section. |
| --- | --- |

3.2.4.

the load shall be increased gradually, taking measurements of the associated deformation at discrete intervals until the ultimate deformation (du) when the residual space is invaded by one of the elements of the body section.

| 3.3. | When plotting the load-deflection curve:






  3.3.1. | the frequency of measurement shall be such as to produce a continuous curve (see figure A7.2); |
| --- | --- | --- |

3.3.

3.3.1.

the frequency of measurement shall be such as to produce a continuous curve (see figure A7.2);

| 3.3.2. | the values of load and deformation shall be measured simultaneously; |
| --- | --- |

3.3.2.

the values of load and deformation shall be measured simultaneously;

| 3.3.3. | the deformation of the loaded cantrail shall be measured in the plane and direction of the applied load; |
| --- | --- |

3.3.3.

the deformation of the loaded cantrail shall be measured in the plane and direction of the applied load;

| 3.3.4. | both load and deformation shall be measured to an accuracy of ± 1 per cent. |
| --- | --- |

3.3.4.

both load and deformation shall be measured to an accuracy of ± 1 per cent.

4.   Evaluation of test results

| 4.1. | From the plotted load-deformation curve the actual energy absorbed by the body section (EBS) shall be expressed as the area below the curve (see figure A7.2).

  Figure A7.2


  Absorbed energy for the body section, derived from the measured load-deformation curve |
| --- | --- |

4.1.

Figure A7.2

Absorbed energy for the body section, derived from the measured load-deformation curve

Image 20

| 4.2. | The minimum energy required to be absorbed by the body section (Emin) shall be determined as follows:






  4.2.1. | the total energy (ET) to be absorbed by the superstructure is:
  ET = 0,75 MgΔh
  where:







  M | = | Mk, unladen kerb mass of the vehicle if there are no occupant restraints; or
  Mt, total effective vehicle mass when occupant restraints are fitted, |
| --- | --- | --- | --- | --- |
| g | = | gravitational constant, |
| Δh | = | the vertical movement (in metres) of the vehicle centre of gravity during a rollover test, as determined in the Appendix to this Annex; |

4.2.

4.2.1.

the total energy (ET) to be absorbed by the superstructure is:

ET = 0,75 MgΔh

where:

M

=

Mk, unladen kerb mass of the vehicle if there are no occupant restraints; or

Mt, total effective vehicle mass when occupant restraints are fitted,

g

=

gravitational constant,

Δh

=

the vertical movement (in metres) of the vehicle centre of gravity during a rollover test, as determined in the Appendix to this Annex;

| 4.2.2. | the total energy ‘ET’ shall be distributed among the bays of the superstructure in the proportions of their masses:





  where:







  Ei | = | the absorbed energy by the ‘ith’ bay |
| --- | --- | --- | --- |
| mI | = | mass of the ‘ith’ bay, as determined in Annex 4, paragraph 4.1; |

4.2.2.

the total energy ‘ET’ shall be distributed among the bays of the superstructure in the proportions of their masses:

Formula

where:

Ei

=

the absorbed energy by the ‘ith’ bay

mI

=

mass of the ‘ith’ bay, as determined in Annex 4, paragraph 4.1;

| 4.2.3. | the minimum energy required to be absorbed by the body section (Emin
  ) is the sum of the energy of the bays comprising the body section: |
| --- | --- |

4.2.3.

the minimum energy required to be absorbed by the body section (Emin
  ) is the sum of the energy of the bays comprising the body section:

Formula

| 4.3. | The body section passes the loading test, if:
  EBS ≥ Emin

  In this case, all the bays which form that body section are considered to have passed the quasi-static loading test and these results can be quoted in future requests for approval provided that the component bays are not expected to carry a greater mass in the subsequent superstructure. |
| --- | --- |

4.3.

EBS ≥ Emin

In this case, all the bays which form that body section are considered to have passed the quasi-static loading test and these results can be quoted in future requests for approval provided that the component bays are not expected to carry a greater mass in the subsequent superstructure.

| 4.4. | The body section fails the loading test if:
  EBS < Emin

  In this case all the bays which form that body section are considered to have failed the test even if the residual space is invaded in only one of the bays. |
| --- | --- |

4.4.

EBS < Emin

In this case all the bays which form that body section are considered to have failed the test even if the residual space is invaded in only one of the bays.

| 4.5. | The vehicle type shall be approved if all the required body sections pass the loading test. |
| --- | --- |

4.5.

5.   Documentation of body section quasi-static loading tests

The test report shall follow the form and content of Annex 6, paragraph 6.

Appendix

Determination of the vertical movement of the centre of gravity during rollover

The vertical movement (Δh) of centre of gravity related to the rollover test may be determined by the graphical method shown below.

| 1. | Using scaled drawings of the cross-section of the vehicle, the initial height (h1) of the centre of gravity (position 1) above the lower plane of the ditch is determined for the vehicle standing at its point of unstable equilibrium on the tilting platform (see Figure A7.A1.1). |
| --- | --- |

1.

| 2. | Using the assumption that the vehicle cross-section rotates around the edge of the wheel supports, (point A in Figure A7.A1.1) the vehicle cross-section is drawn with its cantrail just touching the lower plane of the ditch (see Figure A7.A1.2). In this position the height (h2) of the centre of gravity (position 2) relative to the lower plane of the ditch is determined.

  Figure A7.A1.1







  Figure A7.A1.2


  Determination of the vertical movement of the vehicle centre of gravity |
| --- | --- |

2.

Figure A7.A1.1

Image 21

Figure A7.A1.2

Determination of the vertical movement of the vehicle centre of gravity

Image 22

| 3. | The vertical movement of the centre of gravity (Δh) is:
  Δh = h1 – h2 |
| --- | --- |

3.

Δh = h1 – h2

| 4. | If more than one body section is tested and each body section has a different final deformed shape, the vertical movement of centre of gravity (Δhi) shall be determined for each body section and the combined mean value (Δh) is taken as:





  where:







  Δhi | = | the vertical movement of the centre of gravity of the ith body section, |
| --- | --- | --- | --- |
| k | = | the number of body sections tested. |

4.

Formula

where:

Δhi

=

the vertical movement of the centre of gravity of the ith body section,

k

=

the number of body sections tested.

---

ANNEX 8

QUASI-STATIC CALCULATION BASED ON TESTING OF COMPONENTS AS AN EQUIVALENT APPROVAL METHOD

1.   Additional data and information

If the manufacturer chooses this test method, the following information shall be given to the technical service, in addition to the data and drawings listed in paragraph 3.2 of this Regulation:

| 1.1. | The location of plastic zones (PZ) and plastic hinges (PH) in the superstructure;






  1.1.1. | all the individual PZ’s and PH’s shall be uniquely identified on the drawing of the superstructure in their geometrically defined locations (see figure A8.1); |
| --- | --- | --- |

1.1.

The location of plastic zones (PZ) and plastic hinges (PH) in the superstructure;

1.1.1.

all the individual PZ’s and PH’s shall be uniquely identified on the drawing of the superstructure in their geometrically defined locations (see figure A8.1);

| 1.1.2. | structural elements between the PZ’s and PH’s can be treated as rigid or elastic parts in the calculation, and their length shall be determined by their actual dimensions in the vehicle. |
| --- | --- |

1.1.2.

structural elements between the PZ’s and PH’s can be treated as rigid or elastic parts in the calculation, and their length shall be determined by their actual dimensions in the vehicle.

| 1.2. | The technical parameters of PZ’s and PH’s:






  1.2.1. | the cross-sectional geometry of the structural elements in which the PZ’s and PH’s are located; |
| --- | --- | --- |

1.2.

The technical parameters of PZ’s and PH’s:

1.2.1.

the cross-sectional geometry of the structural elements in which the PZ’s and PH’s are located;

| 1.2.2. | the type and direction of loading applied to each PZ and PH; |
| --- | --- |

1.2.2.

the type and direction of loading applied to each PZ and PH;

| 1.2.3. | the load-deformation curve of each PZ and PH as described in the Appendix to this Annex. The manufacturer may use either the static or the dynamic characteristics of the PZ’s and PH’s for the calculation but shall not mix static and dynamic characteristics in one calculation. |
| --- | --- |

1.2.3.

the load-deformation curve of each PZ and PH as described in the Appendix to this Annex. The manufacturer may use either the static or the dynamic characteristics of the PZ’s and PH’s for the calculation but shall not mix static and dynamic characteristics in one calculation.

Figure A8.1

Geometrical parameters of plastic hinges on a bay

Image 23

| 1.3. | A statement of the total energy (ET) to be absorbed by the superstructure, using the formula stated in paragraph 3.1 below. |
| --- | --- |

1.3.

A statement of the total energy (ET) to be absorbed by the superstructure, using the formula stated in paragraph 3.1 below.

| 1.4. | A brief technical description of the algorithm and computer program which are used for the calculation. |
| --- | --- |

1.4.

A brief technical description of the algorithm and computer program which are used for the calculation.

2.   Requirements for the quasi-static calculation

| 2.1. | For the calculation, the complete superstructure shall be mathematically modelled as a load-bearing and deformable structure, taking account of the following:






  2.1.1. | the superstructure shall be modelled as a single loaded unit containing deformable PZ’s and PH’s, connected by appropriate structural elements; |
| --- | --- | --- |

2.1.

2.1.1.

the superstructure shall be modelled as a single loaded unit containing deformable PZ’s and PH’s, connected by appropriate structural elements;

| 2.1.2. | the superstructure shall have the actual dimensions of the bodywork. The inner contour of the side-wall pillars and roof structure shall be used when checking the residual space; |
| --- | --- |

2.1.2.

the superstructure shall have the actual dimensions of the bodywork. The inner contour of the side-wall pillars and roof structure shall be used when checking the residual space;

| 2.1.3. | the PH’s shall utilise the actual dimensions of the pillars and structural elements on which they are located (see the Appendix to this Annex). |
| --- | --- |

2.1.3.

the PH’s shall utilise the actual dimensions of the pillars and structural elements on which they are located (see the Appendix to this Annex).

| 2.2. | The applied loads in the calculation shall meet the following requirements:






  2.2.1. | the active load shall be applied in the transverse plane containing the centre of gravity of the superstructure (vehicle) which is perpendicular to the vertical longitudinal centre plane (VLCP) of the vehicle. The active load shall be applied on the cantrail of the superstructure through an absolutely rigid load application plane, which extends in both directions beyond the cantrail and any adjacent structure; |
| --- | --- | --- |

2.2.

2.2.1.

the active load shall be applied in the transverse plane containing the centre of gravity of the superstructure (vehicle) which is perpendicular to the vertical longitudinal centre plane (VLCP) of the vehicle. The active load shall be applied on the cantrail of the superstructure through an absolutely rigid load application plane, which extends in both directions beyond the cantrail and any adjacent structure;

| 2.2.2. | at the beginning of the simulation the load application plane shall touch the cantrail at its most distant part from the vertical longitudinal central plane. The contact points between the load application plane and the superstructure shall be defined to ensure an exact load transfer; |
| --- | --- |

2.2.2.

at the beginning of the simulation the load application plane shall touch the cantrail at its most distant part from the vertical longitudinal central plane. The contact points between the load application plane and the superstructure shall be defined to ensure an exact load transfer;

| 2.2.3. | the active load shall have an inclination a related to the vertical longitudinal centre plane of the vehicle (see figure A8.2).





  where:







  Hc | = | the cantrail height (in mm) of the vehicle measured from the horizontal plane on which it is standing. |
| --- | --- | --- | --- |

2.2.3.

the active load shall have an inclination a related to the vertical longitudinal centre plane of the vehicle (see figure A8.2).

Formula

where:

Hc

=

the cantrail height (in mm) of the vehicle measured from the horizontal plane on which it is standing.

The direction of action of the active load shall not be changed during the calculation;

| 2.2.4. | the active load shall be increased by small incremental steps and the whole structural deformation shall be calculated at every loading step. The number of loading steps shall exceed 100 and the steps shall be quasi-equal; |
| --- | --- |

2.2.4.

the active load shall be increased by small incremental steps and the whole structural deformation shall be calculated at every loading step. The number of loading steps shall exceed 100 and the steps shall be quasi-equal;

| 2.2.5. | during the deformation process the load application plane may, in addition to parallel translation, be allowed to rotate around the axis of intersection of the load application plane with the transverse plane containing the centre of gravity, in order to follow the asymmetric deformation of the superstructure; |
| --- | --- |

2.2.5.

during the deformation process the load application plane may, in addition to parallel translation, be allowed to rotate around the axis of intersection of the load application plane with the transverse plane containing the centre of gravity, in order to follow the asymmetric deformation of the superstructure;

| 2.2.6. | the passive (supporting) forces shall be applied on the rigid underfloor structure causing no influence on the structural deformation. |
| --- | --- |

2.2.6.

the passive (supporting) forces shall be applied on the rigid underfloor structure causing no influence on the structural deformation.

Figure A8.2

Load application to the superstructure

Image 24

| 2.3. | The algorithm of the calculation and the computer program shall meet the following requirements:






  2.3.1. | the program shall take account of non-linearities in the PH characteristics and large scale structural deformations; |
| --- | --- | --- |

2.3.

2.3.1.

the program shall take account of non-linearities in the PH characteristics and large scale structural deformations;

| 2.3.2. | the program shall accommodate the working range of PH’s and PZ’s and shall stop the calculation if the deformation of PH’s exceeds the validated working range (see the Appendix to this Annex); |
| --- | --- |

2.3.2.

the program shall accommodate the working range of PH’s and PZ’s and shall stop the calculation if the deformation of PH’s exceeds the validated working range (see the Appendix to this Annex);

| 2.3.3. | the program shall be able to calculate the total energy absorbed by the superstructure at every incremental load step; |
| --- | --- |

2.3.3.

the program shall be able to calculate the total energy absorbed by the superstructure at every incremental load step;

| 2.3.4. | at every incremental load step, the program shall be able to demonstrate the deformed shape of the bays forming the superstructure, and the position of every rigid part which may intrude into the residual space. The program shall identify the incremental load step at which the residual space is first invaded by any of the rigid structural parts; |
| --- | --- |

2.3.4.

at every incremental load step, the program shall be able to demonstrate the deformed shape of the bays forming the superstructure, and the position of every rigid part which may intrude into the residual space. The program shall identify the incremental load step at which the residual space is first invaded by any of the rigid structural parts;

| 2.3.5. | the program shall be able to detect and identify the incremental load step at which overall collapse of the superstructure begins; when the superstructure becomes unstable and deformation continues without an increase of the load. |
| --- | --- |

2.3.5.

the program shall be able to detect and identify the incremental load step at which overall collapse of the superstructure begins; when the superstructure becomes unstable and deformation continues without an increase of the load.

3.   Evaluation of the calculation

| 3.1. | The total energy (ET) to be absorbed by the superstructure shall be determined as follows:
  ET = 0,75 M.g.Δh
  where:







  M | = | | Mk the unladen kerb mass of the vehicle, if there are no restraints, or |
| --- | --- | --- | --- | --- |

3.1.

ET = 0,75 M.g.Δh

where:

M

=

Mk the unladen kerb mass of the vehicle, if there are no restraints, or

| | Mt the total effective vehicle mass when occupant restraints are fitted |
| --- | --- |

Mt the total effective vehicle mass when occupant restraints are fitted

G

=

the gravitational constant

Δh

=

the vertical movement (in metres) of the vehicle centre of gravity during a rollover test, as determined in the Appendix to Annex 7

| 3.2. | The absorbed energy (Ea) of the superstructure is calculated at the incremental load step at which the residual space is first touched by any of the rigid structural parts. |
| --- | --- |

3.2.

| 3.3. | The vehicle type shall be approved if Ea ≥ ET |
| --- | --- |

3.3.

4.   Documentation of quasi-static calculation

The calculation report shall contain the following information:

| 4.1. | detailed mechanical description of the superstructure containing the location of PZ’s and PH’s and defining the rigid and elastic parts, |
| --- | --- |

4.1.

detailed mechanical description of the superstructure containing the location of PZ’s and PH’s and defining the rigid and elastic parts,

| 4.2. | data obtained from the tests and the resultant graphs, |
| --- | --- |

4.2.

data obtained from the tests and the resultant graphs,

| 4.3. | a statement of whether or not the requirement of paragraph 5.1 of this Regulation are met, |
| --- | --- |

4.3.

a statement of whether or not the requirement of paragraph 5.1 of this Regulation are met,

| 4.4. | identification of the vehicle type and the personnel responsible for the tests, the calculations, and the evaluation. |
| --- | --- |

4.4.

identification of the vehicle type and the personnel responsible for the tests, the calculations, and the evaluation.

Appendix

Characteristics of plastic hinges

1.   Characteristic curves

The general form of a plastic zone (PZ) characteristic curve is a non-linear load-deformation relationship measured on structural parts of the vehicle in laboratory tests.

Plastic hinge characteristic curves are a bending moment (M) — rotational angle (φ) relationship. The general form of a PH characteristic curve is shown in figure A8.A1.1.

Figure A8.A1.1

Characteristic curve for a plastic hinge

Image 25

2.   Aspects of deformation ranges

| 2.1. | The ‘measured range’ of the PH characteristic curve is the range of deformation over which measurements have been made. The measured range may contain the fracture, and/or the rapid hardening range. Only values of the PH characteristics which appear in the measured range shall be used in the calculation. |
| --- | --- |

2.1.

| 2.2. | The ‘working range’ of the PH characteristic curve is the range covered by the calculation.
  The working range shall not exceed the measured range, and may contain the fracture, but not the rapid-hardening range. |
| --- | --- |

2.2.

The working range shall not exceed the measured range, and may contain the fracture, but not the rapid-hardening range.

| 2.3. | The PH characteristics to be used in the calculation shall contain the M-φ curve in the measured range. |
| --- | --- |

2.3.

3.   Dynamic characteristics

There are two kinds of PH and PZ characteristics: quasi-static and dynamic. The dynamic characteristics of a PH may be determined in two ways:

| 3.1. | by dynamic impact testing of the component. |
| --- | --- |

3.1.

by dynamic impact testing of the component.

| 3.2. | by using a dynamic factor Kd to transform the quasi-static PH characteristics.
  This transformation means that the values of the quasi-static bending moment may be increased by Kd.

  For steel structural elements Kd = 1,2 may be used without laboratory test. |
| --- | --- |

3.2.

by using a dynamic factor Kd to transform the quasi-static PH characteristics.

This transformation means that the values of the quasi-static bending moment may be increased by Kd.

For steel structural elements Kd = 1,2 may be used without laboratory test.

Figure A.8.A.1.2

Derivation of plastic hinge dynamic characteristics from the static curve

Image 26

---

ANNEX 9

COMPUTER SIMULATION OF ROLLOVER TEST ON COMPLETE VEHICLE AS AN EQUIVALENT APPROVAL METHOD

1.   Additional data and information

The superstructure may be shown to meet the requirements specified in paragraphs 5.1.1 and 5.1.2 of this Regulation by a computer simulation method approved by the technical service.

If the manufacturer chooses this testing method, the following information shall be supplied to the technical service in addition to the data, and drawings listed in paragraph 3.2 of this Regulation;

| 1.1. | A description of the applied simulation and calculation method which has been utilised, and clear precise identification of the analysis software, including at least, its producer, its commercial name, the version used and contact details of the developer. |
| --- | --- |

1.1.

A description of the applied simulation and calculation method which has been utilised, and clear precise identification of the analysis software, including at least, its producer, its commercial name, the version used and contact details of the developer.

| 1.2. | The material models and the input data utilised. |
| --- | --- |

1.2.

The material models and the input data utilised.

| 1.3. | The values for defined masses, centre of gravity and the moments of inertia used in the mathematical model. |
| --- | --- |

1.3.

The values for defined masses, centre of gravity and the moments of inertia used in the mathematical model.

2.   The mathematical model

The model shall be capable of describing the real physical behaviour of the rollover process, in accordance with Annex 5. The mathematical model shall be constructed, and assumptions prescribed, in such a way that the calculation gives conservative results. The model shall be built up with the following considerations:

| 2.1. | the technical service may require tests to be carried out on the actual vehicle structure to prove the validity of the mathematical model and to verify the assumptions made in the model; |
| --- | --- |

2.1.

the technical service may require tests to be carried out on the actual vehicle structure to prove the validity of the mathematical model and to verify the assumptions made in the model;

| 2.2. | the total mass and the centre of gravity position used in the mathematical model shall be identical to those of the vehicle to be approved; |
| --- | --- |

2.2.

the total mass and the centre of gravity position used in the mathematical model shall be identical to those of the vehicle to be approved;

| 2.3. | the mass distribution in the mathematical model shall correspond to the vehicle to be approved. Moments of inertia used in the mathematical model shall be calculated on the basis of this mass distribution. |
| --- | --- |

2.3.

the mass distribution in the mathematical model shall correspond to the vehicle to be approved. Moments of inertia used in the mathematical model shall be calculated on the basis of this mass distribution.

3.   Requirements for the algorithm and simulation program, and for computing equipment

| 3.1. | The position of the vehicle in unstable equilibrium at point of rollover, and the position at first contact with the ground shall be specified. The simulation program may start at the unstable equilibrium position, but shall start, at the latest, at the point of first contact with the ground. |
| --- | --- |

3.1.

| 3.2. | The initial conditions at the point of first contact with the ground shall be defined using the change of potential energy from the unstable equilibrium position. |
| --- | --- |

3.2.

| 3.3. | The simulation program shall run, at least, until the maximum deformation is reached. |
| --- | --- |

3.3.

| 3.4. | The simulation program shall produce a stable solution, in which the result is independent of the incremental time step. |
| --- | --- |

3.4.

| 3.5. | The simulation program shall be able to calculate the energy components for the energy balance at every incremental time step. |
| --- | --- |

3.5.

| 3.6. | Non-physical energy components introduced by the process of mathematical modelling (for example, ‘hourglass’ and internal damping) shall not exceed 5 per cent of the total energy at any time. |
| --- | --- |

3.6.

| 3.7. | The friction coefficient used at the ground contact shall be validated with physical test results, or the calculation shall prove that the friction coefficient chosen produces conservative results. |
| --- | --- |

3.7.

| 3.8. | All the possible physical contacts between parts of the vehicle shall be taken into account in the mathematical model. |
| --- | --- |

3.8.

4.   Evaluation of the simulation

| 4.1. | When the stated requirements for the simulation program are met, the simulation of the changes in geometry of the interior structure and comparison with the geometrical shape of the residual space can be evaluated as defined in the paragraphs 5.1 and 5.2 of this Regulation. |
| --- | --- |

4.1.

| 4.2. | If the residual space is not infringed during the rollover simulation, the approval shall be granted. |
| --- | --- |

4.2.

| 4.3. | If the residual space is infringed during the rollover simulation, the approval shall be refused. |
| --- | --- |

4.3.

5.   Documentation

| 5.1. | The report on the simulation shall contain the following information:






  5.1.1. | all the data and information stated in paragraph 1 of this Annex, |
| --- | --- | --- |

5.1.

5.1.1.

all the data and information stated in paragraph 1 of this Annex,

| 5.1.2. | a drawing showing the mathematical model of the superstructure, |
| --- | --- |

5.1.2.

a drawing showing the mathematical model of the superstructure,

| 5.1.3. | a statement of the values of angle, velocity, and angular velocity at the unstable equilibrium position of the vehicle and at the position of first contact with the ground, |
| --- | --- |

5.1.3.

a statement of the values of angle, velocity, and angular velocity at the unstable equilibrium position of the vehicle and at the position of first contact with the ground,

| 5.1.4. | a table of the value of the total energy and the values of all its components (kinetic energy, internal energy, hourglass energy), at time increments of 1 ms covering, at least, the period from first contact with the ground until the maximum deformation is reached, |
| --- | --- |

5.1.4.

a table of the value of the total energy and the values of all its components (kinetic energy, internal energy, hourglass energy), at time increments of 1 ms covering, at least, the period from first contact with the ground until the maximum deformation is reached,

| 5.1.5. | the assumed ground friction coefficient, |
| --- | --- |

5.1.5.

the assumed ground friction coefficient,

| 5.1.6. | plots or data which show in an appropriate way that the requirements specified in paragraphs 5.1.1 and 5.1.2 of this Regulation are met. This requirement can be satisfied by the provision of a plot, against time, of the distance between the inside contour of the deformed structure and the periphery of the residual space, |
| --- | --- |

5.1.6.

plots or data which show in an appropriate way that the requirements specified in paragraphs 5.1.1 and 5.1.2 of this Regulation are met. This requirement can be satisfied by the provision of a plot, against time, of the distance between the inside contour of the deformed structure and the periphery of the residual space,

| 5.1.7. | a statement of whether, or not, the requirements specified in paragraphs 5.1.1 and 5.1.2 of this Regulation have been met, |
| --- | --- |

5.1.7.

a statement of whether, or not, the requirements specified in paragraphs 5.1.1 and 5.1.2 of this Regulation have been met,

| 5.1.8. | all the data and information necessary for the clear identification of the vehicle type, its superstructure, the mathematical model of the superstructure, and the calculation itself. |
| --- | --- |

5.1.8.

all the data and information necessary for the clear identification of the vehicle type, its superstructure, the mathematical model of the superstructure, and the calculation itself.

| 5.2. | It is recommended that the report also contains plots of the deformed structure at the moment when maximum deformation occurs, giving an overview of the superstructure and regions of large plastic deformation. |
| --- | --- |

5.2.

| 5.3. | At the request of the technical service, further information shall be provided and included in the report. |
| --- | --- |

5.3.

---

| 30.3.2011 | EN | Official Journal of the European Union | L 84/46 |
| --- | --- | --- | --- |

30.3.2011

EN

Official Journal of the European Union

L 84/46

---

Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 75 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for motor cycles and mopeds

Incorporating all valid text up to:

Supplement 13 to the Regulation in its original form — Date of entry into force: 24 October 2009

CONTENTS

REGULATION

| 1. | Scope |
| --- | --- |

1.

| 2. | Definitions |
| --- | --- |

2.

| 3. | Markings |
| --- | --- |

3.

| 4. | Application for approval |
| --- | --- |

4.

| 5. | Approval |
| --- | --- |

5.

| 6. | Requirements |
| --- | --- |

6.

| 7. | Modifications of the type of pneumatic tyre and extension of approval |
| --- | --- |

7.

| 8. | Conformity of production |
| --- | --- |

8.

| 9. | Penalties for non-conformity of production |
| --- | --- |

9.

| 10. | Production definitely discontinued |
| --- | --- |

10.

| 11. | Names and addresses of technical services responsible for conducting approval tests, and of administrative departments |
| --- | --- |

11.

ANNEXES

| Annex 1 — | Communication concerning the approval or extension or refusal or withdraw of approval or production definitely discontinued of a type of pneumatic tyre for motor cycles and mopeds pursuant to Regulation No 75 |
| --- | --- |

Annex 1 —

| Annex 2 — | Arrangement of the approval mark |
| --- | --- |

Annex 2 —

| Annex 3 — | Arrangement of tyre markings — Example of the markings to be borne by types of tyres placed on the market after the entry into force of this Regulation |
| --- | --- |

Annex 3 —

| Annex 4 — | Load capacity index/maximum mass correspondence |
| --- | --- |

Annex 4 —

| Annex 5 — | Tyre size designation and dimensions |
| --- | --- |

Annex 5 —

| Annex 6 — | Method of measuring pneumatic tyres |
| --- | --- |

Annex 6 —

| Annex 7 — | Procedure for load/speed performance tests |
| --- | --- |

Annex 7 —

| Annex 8 — | Tyre load capacities at various speeds |
| --- | --- |

Annex 8 —

| Annex 9 — | Test procedure for the dynamic growth of tyres |
| --- | --- |

Annex 9 —

1.   SCOPE

This Regulation applies to new pneumatic tyres for vehicles of category L1, L2, L3, L4 and L5.

1

2

3

4

5

However, it does not apply to tyre types designed exclusively for the ‘off-road’ use, which are marked ‘NHS’ (Not for Highway Service) and to tyre types designed exclusively for competitions.

2.   DEFINITIONS

For the purpose of this Regulation:

| 2.1. | ‘Type of pneumatic tyre’ means a category of pneumatic tyres which do not differ in such essential respects as:






  2.1.1. | The manufacturer; |
| --- | --- | --- |

2.1.

‘Type of pneumatic tyre’ means a category of pneumatic tyres which do not differ in such essential respects as:

2.1.1.

The manufacturer;

| 2.1.2. | Tyre size designation; |
| --- | --- |

2.1.2.

Tyre size designation;

| 2.1.3. | Category of use (normal: for normal highway service; special: for special applications such as on-and off-the-road, snow, moped); |
| --- | --- |

2.1.3.

Category of use (normal: for normal highway service; special: for special applications such as on-and off-the-road, snow, moped);

| 2.1.4. | Structure (diagonal or bias-ply, bias belted, radial); |
| --- | --- |

2.1.4.

Structure (diagonal or bias-ply, bias belted, radial);

| 2.1.5. | Speed category; |
| --- | --- |

2.1.5.

Speed category;

| 2.1.6. | Load capacity index; |
| --- | --- |

2.1.6.

Load capacity index;

| 2.1.7. | Tyre cross-section. |
| --- | --- |

2.1.7.

Tyre cross-section.

| 2.2. | ‘Structure of a pneumatic tyre’ means the technical characteristics of the tyre’s carcass. The following structures of a pneumatic tyre are distinguished in particular:






  2.2.1. | ‘Diagonal’ or ‘bias ply’ describes a pneumatic tyre structure in which the ply cords extend to the beads and are laid at alternate angles substantially less than 90° to the centre line of the tread (1). |
| --- | --- | --- |

2.2.

‘Structure of a pneumatic tyre’ means the technical characteristics of the tyre’s carcass. The following structures of a pneumatic tyre are distinguished in particular:

2.2.1.

‘Diagonal’ or ‘bias ply’ describes a pneumatic tyre structure in which the ply cords extend to the beads and are laid at alternate angles substantially less than 90° to the centre line of the tread (1).

1

| 2.2.2. | ‘Bias belted’ describes a pneumatic tyre structure of diagonal (bias-ply) type in which the carcass is restricted by a belt comprising two or more layers of substantially inextensible cord material laid at alternate angles close to those of the carcass. |
| --- | --- |

2.2.2.

‘Bias belted’ describes a pneumatic tyre structure of diagonal (bias-ply) type in which the carcass is restricted by a belt comprising two or more layers of substantially inextensible cord material laid at alternate angles close to those of the carcass.

| 2.2.3. | ‘Radial’ describes a pneumatic tyre structure in which the ply cords extend to the beads and are laid substantially at 90° to the centreline of the tread, the carcass being stabilised by an essentially inextensible circumferential belt (1). |
| --- | --- |

2.2.3.

‘Radial’ describes a pneumatic tyre structure in which the ply cords extend to the beads and are laid substantially at 90° to the centreline of the tread, the carcass being stabilised by an essentially inextensible circumferential belt (1).

1

| 2.2.4. | ‘Reinforced’ describes a pneumatic tyre structure in which the carcass is more resistant than that of the corresponding normal tyre. |
| --- | --- |

2.2.4.

‘Reinforced’ describes a pneumatic tyre structure in which the carcass is more resistant than that of the corresponding normal tyre.

| 2.3. | ‘Bead’ means the part of a pneumatic tyre which is of such shape and structure as to fit the rim and hold the tyre on it (2). |
| --- | --- |

2.3.

‘Bead’ means the part of a pneumatic tyre which is of such shape and structure as to fit the rim and hold the tyre on it (2).

2

| 2.4. | ‘Cord’ means the strands forming the fabric of the plies in the pneumatic tyre (2). |
| --- | --- |

2.4.

‘Cord’ means the strands forming the fabric of the plies in the pneumatic tyre (2).

2

| 2.5. | ‘Ply’ means a layer of rubber-coated parallel cords (2). |
| --- | --- |

2.5.

‘Ply’ means a layer of rubber-coated parallel cords (2).

2

| 2.6. | ‘Carcass’ means that part of a pneumatic tyre other than the tread and the rubber side walls which, when inflated, bears the load (2). |
| --- | --- |

2.6.

‘Carcass’ means that part of a pneumatic tyre other than the tread and the rubber side walls which, when inflated, bears the load (2).

2

| 2.7. | ‘Tread’ means that part of a pneumatic tyre which comes into contact with the ground, protects the carcass against mechanical damage and contributes to ground adhesion (2). |
| --- | --- |

2.7.

‘Tread’ means that part of a pneumatic tyre which comes into contact with the ground, protects the carcass against mechanical damage and contributes to ground adhesion (2).

2

| 2.8. | ‘Side wall’ means the part of a pneumatic tyre between the tread and the area designed to be covered by the rim flange (2). |
| --- | --- |

2.8.

‘Side wall’ means the part of a pneumatic tyre between the tread and the area designed to be covered by the rim flange (2).

2

| 2.9. | ‘Tread groove’ means the space between two adjacent ribs or blocks in the tread pattern (2). |
| --- | --- |

2.9.

‘Tread groove’ means the space between two adjacent ribs or blocks in the tread pattern (2).

2

| 2.10. | ‘Principal groove’ means the wide grooves situated in the central zone of the tread. |
| --- | --- |

2.10.

‘Principal groove’ means the wide grooves situated in the central zone of the tread.

| 2.11. | ‘Section width (S)’ means the linear distance between the outsides of the side walls of an inflated pneumatic tyre, excluding elevations due to labelling (marking), decoration or protective bands or ribs (2). |
| --- | --- |

2.11.

‘Section width (S)’ means the linear distance between the outsides of the side walls of an inflated pneumatic tyre, excluding elevations due to labelling (marking), decoration or protective bands or ribs (2).

2

| 2.12. | ‘Overall width’ means the linear distance between the outsides of the side walls of an inflated pneumatic tyre, including labelling (marking), decoration and protective bands or ribs (2); in the case of tyres where the tread is wider than the section width, the overall width corresponds to the tread width. |
| --- | --- |

2.12.

‘Overall width’ means the linear distance between the outsides of the side walls of an inflated pneumatic tyre, including labelling (marking), decoration and protective bands or ribs (2); in the case of tyres where the tread is wider than the section width, the overall width corresponds to the tread width.

2

| 2.13. | ‘Section height (H)’ means a distance equal to half the difference between the outer diameter of the tyre and the nominal rim diameter (2). |
| --- | --- |

2.13.

‘Section height (H)’ means a distance equal to half the difference between the outer diameter of the tyre and the nominal rim diameter (2).

2

| 2.14. | ‘Nominal aspect ratio (Ra)’ means the centuple of the number obtained by dividing the number expressing the section height (H) by the number expressing the nominal section width (S1), both dimensions expressed in the same units. |
| --- | --- |

2.14.

‘Nominal aspect ratio (Ra)’ means the centuple of the number obtained by dividing the number expressing the section height (H) by the number expressing the nominal section width (S1), both dimensions expressed in the same units.

1

| 2.15. | ‘Outer diameter (D)’ means the overall diameter of an inflated new pneumatic tyre (2). |
| --- | --- |

2.15.

‘Outer diameter (D)’ means the overall diameter of an inflated new pneumatic tyre (2).

2

| 2.16. | ‘Tyre-size designation’ is a designation showing:






  2.16.1. | The nominal section width (S1) must be expressed in mm except in the case of types of tyre for which the size designation is shown in the first column of the tables in Annex 5 to this Regulation; |
| --- | --- | --- |

2.16.

‘Tyre-size designation’ is a designation showing:

2.16.1.

The nominal section width (S1) must be expressed in mm except in the case of types of tyre for which the size designation is shown in the first column of the tables in Annex 5 to this Regulation;

1

| 2.16.2. | The nominal aspect ratio, except in the case of certain types of tyre, for which the size designation is shown in the first column of the tables in Annex 5 to this Regulation; |
| --- | --- |

2.16.2.

The nominal aspect ratio, except in the case of certain types of tyre, for which the size designation is shown in the first column of the tables in Annex 5 to this Regulation;

| 2.16.3. | A conventional number ‘d’ denoting the nominal diameter of the rim and corresponding to its diameter expressed either by code (numbers below 100) or in millimetres’ (numbers above 100).






  2.16.3.1. | The values in millimetres of the symbol ‘d’ when indicated by a code are as follows:






  (in mm) |
| --- | --- | --- |
| Symbol ‘d’ indicated by one or two figures according to the nominal rim diameter | Value of ‘d’ |
| 4 | 102 |
| 5 | 127 |
| 6 | 152 |
| 7 | 178 |
| 8 | 203 |
| 9 | 229 |
| 10 | 254 |
| 11 | 279 |
| 12 | 305 |
| 13 | 330 |
| 14 | 356 |
| 15 | 381 |
| 16 | 406 |
| 17 | 432 |
| 18 | 457 |
| 19 | 483 |
| 20 | 508 |
| 21 | 533 |
| 22 | 559 |
| 23 | 584 |

2.16.3.

A conventional number ‘d’ denoting the nominal diameter of the rim and corresponding to its diameter expressed either by code (numbers below 100) or in millimetres’ (numbers above 100).

2.16.3.1.

The values in millimetres of the symbol ‘d’ when indicated by a code are as follows:

(in mm)

Symbol ‘d’ indicated by one or two figures according to the nominal rim diameter

Value of ‘d’

4

102

5

127

6

152

7

178

8

203

9

229

10

254

11

279

12

305

13

330

14

356

15

381

16

406

17

432

18

457

19

483

20

508

21

533

22

559

23

584

| 2.17. | ‘Nominal rim diameter (d)’ means the diameter of the rim on which a tyre is designed to be mounted (2). |
| --- | --- |

2.17.

‘Nominal rim diameter (d)’ means the diameter of the rim on which a tyre is designed to be mounted (2).

2

| 2.18. | ‘Rim’ means the support for a tyre-and-tube assembly, or for a tubeless tyre, on which the tyre beads are seated (2).






  2.18.1. | ‘Tyre to rim fitment configuration’ means the type of rim to which the tyre is designed to be fitted. In the case of non-standard rims this will be identified by a symbol applied to the tyre. |
| --- | --- | --- |

2.18.

‘Rim’ means the support for a tyre-and-tube assembly, or for a tubeless tyre, on which the tyre beads are seated (2).

2

2.18.1.

‘Tyre to rim fitment configuration’ means the type of rim to which the tyre is designed to be fitted. In the case of non-standard rims this will be identified by a symbol applied to the tyre.

| 2.19. | ‘Theoretical rim’ means the rim whose width would be equal to X times the nominal section width of a tyre. The value of X shall be specified by the manufacturer of the tyre. |
| --- | --- |

2.19.

‘Theoretical rim’ means the rim whose width would be equal to X times the nominal section width of a tyre. The value of X shall be specified by the manufacturer of the tyre.

| 2.20. | ‘Measuring rim’ means the rim on which a tyre is required to be fitted for size measurements. |
| --- | --- |

2.20.

‘Measuring rim’ means the rim on which a tyre is required to be fitted for size measurements.

| 2.21. | ‘Test rim’ means the rim on which a tyre is required to be fitted for testing. |
| --- | --- |

2.21.

‘Test rim’ means the rim on which a tyre is required to be fitted for testing.

| 2.22. | ‘Chunking’ means the breaking away of pieces of rubber from the tread. |
| --- | --- |

2.22.

‘Chunking’ means the breaking away of pieces of rubber from the tread.

| 2.23. | ‘Cord separation’ means the parting of the cords from their rubber coating. |
| --- | --- |

2.23.

‘Cord separation’ means the parting of the cords from their rubber coating.

| 2.24. | ‘Ply separation’ means the parting of adjacent plies. |
| --- | --- |

2.24.

‘Ply separation’ means the parting of adjacent plies.

| 2.25. | ‘Tread separation’ means the pulling away of the tread from the carcass. |
| --- | --- |

2.25.

‘Tread separation’ means the pulling away of the tread from the carcass.

| 2.26. | ‘Load capacity index’ means a figure associated with the maximum load a tyre can carry at the speed corresponding to its speed symbol according to the operating conditions specified by the tyre manufacturer. A list of those indices and of the corresponding loads is given in Annex 4 to this Regulation. |
| --- | --- |

2.26.

‘Load capacity index’ means a figure associated with the maximum load a tyre can carry at the speed corresponding to its speed symbol according to the operating conditions specified by the tyre manufacturer. A list of those indices and of the corresponding loads is given in Annex 4 to this Regulation.

| 2.27. | ‘Table of tyre load capacities at various speeds’ means the table in Annex 8 which shows, by reference to indices of load capacity and of capacity at nominal speed, load variations of a tyre if used at speeds other than that corresponding to the index of its nominal speed category. |
| --- | --- |

2.27.

‘Table of tyre load capacities at various speeds’ means the table in Annex 8 which shows, by reference to indices of load capacity and of capacity at nominal speed, load variations of a tyre if used at speeds other than that corresponding to the index of its nominal speed category.

| 2.28. | ‘Speed category’ means:






  2.28.1. | The speeds, expressed by the speed category symbol as shown in the table in paragraph 2.28.2. |
| --- | --- | --- |

2.28.

‘Speed category’ means:

2.28.1.

The speeds, expressed by the speed category symbol as shown in the table in paragraph 2.28.2.

| 2.28.2. | The speed categories are as shown in the table below:






  (km/h) |
| --- | --- |
| Speed category symbol | Corresponding speed |
| B | 50 |
| F | 80 |
| G | 90 |
| J | 100 |
| K | 110 |
| L | 120 |
| M | 130 |
| N | 140 |
| P | 150 |
| Q | 160 |
| R | 170 |
| S | 180 |
| T | 190 |
| U | 200 |
| H | 210 |
| V | 240 |
| W | 270 |

2.28.2.

The speed categories are as shown in the table below:

(km/h)

Speed category symbol

Corresponding speed

B

50

F

80

G

90

J

100

K

110

L

120

M

130

N

140

P

150

Q

160

R

170

S

180

T

190

U

200

H

210

V

240

W

270

| 2.28.3. | Tyres suitable for maximum speeds in excess of 240 km/h are identified by means of letter codes ‘V’ or ‘Z’ (see paragraph 2.33.3) placed within the tyre size designation in front of the indications of the structure (see paragraph 3.1.3). |
| --- | --- |

2.28.3.

Tyres suitable for maximum speeds in excess of 240 km/h are identified by means of letter codes ‘V’ or ‘Z’ (see paragraph 2.33.3) placed within the tyre size designation in front of the indications of the structure (see paragraph 3.1.3).

| 2.29. | ‘Snow tyre’ means a tyre whose tread pattern and whose structure are primarily designed to ensure in mud and fresh or melting snow a performance better than that of an ordinary (road-type) tyre. The tread pattern of a snow tyre generally consists of groove (rib) and/or solid-block elements more widely spaced than on an ordinary (road-type) tyre. |
| --- | --- |

2.29.

‘Snow tyre’ means a tyre whose tread pattern and whose structure are primarily designed to ensure in mud and fresh or melting snow a performance better than that of an ordinary (road-type) tyre. The tread pattern of a snow tyre generally consists of groove (rib) and/or solid-block elements more widely spaced than on an ordinary (road-type) tyre.

| 2.30. | ‘MST’ means ‘multiservice tyre’, suitable both on and off road. |
| --- | --- |

2.30.

‘MST’ means ‘multiservice tyre’, suitable both on and off road.

| 2.31. | ‘Moped tyre’ means a tyre designed for the equipment of mopeds (categories L1 and L2). |
| --- | --- |

2.31.

‘Moped tyre’ means a tyre designed for the equipment of mopeds (categories L1 and L2).

1

2

| 2.32. | ‘Motor cycle tyre’ means a tyre designed primarily for the equipment of motor cycles (categories L3, L4 and L5). However, they may also equip mopeds (categories L1 and L2) and light trailers (category 01). |
| --- | --- |

2.32.

‘Motor cycle tyre’ means a tyre designed primarily for the equipment of motor cycles (categories L3, L4 and L5). However, they may also equip mopeds (categories L1 and L2) and light trailers (category 01).

3

4

5

1

2

| 2.33. | ‘Maximum load rating’ means the maximum mass the tyre is rated to carry.






  2.33.1. | For speeds lower or equal to 130 km/h, the maximum load rating must not exceed the percentage of the value associated with the relevant load capacity index of the tyre as indicated in the table ‘Load capacity variation with speed’ (see paragraph 2.27) with reference to the speed category symbol of the tyre and the speed capability of the vehicle to which the tyre is fitted. |
| --- | --- | --- |

2.33.

‘Maximum load rating’ means the maximum mass the tyre is rated to carry.

2.33.1.

For speeds lower or equal to 130 km/h, the maximum load rating must not exceed the percentage of the value associated with the relevant load capacity index of the tyre as indicated in the table ‘Load capacity variation with speed’ (see paragraph 2.27) with reference to the speed category symbol of the tyre and the speed capability of the vehicle to which the tyre is fitted.

| 2.33.2. | For speeds above 130 km/h but not exceeding 210 km/h, the maximum load rating must not exceed the value of the mass associated with the load capacity index of the tyre. |
| --- | --- |

2.33.2.

For speeds above 130 km/h but not exceeding 210 km/h, the maximum load rating must not exceed the value of the mass associated with the load capacity index of the tyre.

| 2.33.3. | For speeds above 210 km/h but not exceeding 270 km/h, the maximum load rating must not exceed the percentage of the mass, associated with the load capacity index of the tyre, indicated in the table below with reference to the speed category symbol of the tyre and the maximum design speed of the vehicle to which the tyre is to be fitted:







  Maximum speed km/h (*3) | Maximum Load Rating (%) |
| --- | --- | --- |
| Speed Category Symbol V | Speed Category Symbol W (*2) |
| 210 | 100 | 100 |
| 220 | 95 | 100 |
| 230 | 90 | 100 |
| 240 | 85 | 100 |
| 250 | (80) (*1) | 95 |
| 260 | (75) (*1) | 85 |
| 270 | (70) (*1) | 75 |

2.33.3.

For speeds above 210 km/h but not exceeding 270 km/h, the maximum load rating must not exceed the percentage of the mass, associated with the load capacity index of the tyre, indicated in the table below with reference to the speed category symbol of the tyre and the maximum design speed of the vehicle to which the tyre is to be fitted:

Maximum speed km/h (*3)

*3

Maximum Load Rating (%)

Speed Category Symbol V

Speed Category Symbol W (*2)

*2

210

100

100

220

95

100

230

90

100

240

85

100

250

(80) (*1)

*1

95

260

(75) (*1)

*1

85

270

(70) (*1)

*1

75

| 2.33.4. | For speeds in excess of 270 km/h, the maximum load rating must not exceed the mass specified by the tyre manufacturer with reference to the speed capacity of the tyre.
  For intermediate speeds between 270 km/h and the maximum speed permitted by the tyre manufacturer, a linear interpolation of the maximum load rating applies. |
| --- | --- |

2.33.4.

For speeds in excess of 270 km/h, the maximum load rating must not exceed the mass specified by the tyre manufacturer with reference to the speed capacity of the tyre.

For intermediate speeds between 270 km/h and the maximum speed permitted by the tyre manufacturer, a linear interpolation of the maximum load rating applies.

3.   MARKINGS

| 3.1. | Pneumatic tyres submitted for approval shall bear on at least one side wall the following markings:






  3.1.1. | The trade name or mark; |
| --- | --- | --- |

3.1.

Pneumatic tyres submitted for approval shall bear on at least one side wall the following markings:

3.1.1.

The trade name or mark;

| 3.1.2. | The tyre size designation as defined in paragraph 2.16 of this Regulation; |
| --- | --- |

3.1.2.

The tyre size designation as defined in paragraph 2.16 of this Regulation;

| 3.1.3. | An indication of the structure as follows:






  3.1.3.1. | On diagonal (bias-ply) tyres, no marking, or the letter ‘D’, |
| --- | --- | --- |

3.1.3.

An indication of the structure as follows:

3.1.3.1.

On diagonal (bias-ply) tyres, no marking, or the letter ‘D’,

| 3.1.3.2. | On bias-belted tyres, the letter ‘B’ placed in front of the rim-diameter marking, and in addition the words ‘BIAS-BELTED’ can be added, |
| --- | --- |

3.1.3.2.

On bias-belted tyres, the letter ‘B’ placed in front of the rim-diameter marking, and in addition the words ‘BIAS-BELTED’ can be added,

| 3.1.3.3. | On radial-ply tyres, the letter ‘R’ placed in front of the rim-diameter marking, and, the word ‘RADIAL’ can be added. |
| --- | --- |

3.1.3.3.

On radial-ply tyres, the letter ‘R’ placed in front of the rim-diameter marking, and, the word ‘RADIAL’ can be added.

| 3.1.4. | An indication of the tyre’s speed category by means of the symbol shown in paragraph 2.28.2 above; |
| --- | --- |

3.1.4.

An indication of the tyre’s speed category by means of the symbol shown in paragraph 2.28.2 above;

| 3.1.5. | The load-capacity index as defined in paragraph 2.26 above; |
| --- | --- |

3.1.5.

The load-capacity index as defined in paragraph 2.26 above;

| 3.1.6. | The word ‘TUBELESS’ if the tyre is designed for use without an inner tube; |
| --- | --- |

3.1.6.

The word ‘TUBELESS’ if the tyre is designed for use without an inner tube;

| 3.1.7. | The word ‘REINFORCED’ or ‘REINF’ if the tyre is a reinforced tyre; |
| --- | --- |

3.1.7.

The word ‘REINFORCED’ or ‘REINF’ if the tyre is a reinforced tyre;

| 3.1.8. | The date of manufacture in the form of a group of four digits, the first two showing the week and the last two the year of manufacture. This marking, may be affixed to one side wall only. |
| --- | --- |

3.1.8.

The date of manufacture in the form of a group of four digits, the first two showing the week and the last two the year of manufacture. This marking, may be affixed to one side wall only.

| 3.1.9. | The inscription of ‘M + S’ or ‘M.S’ or ‘M & S’ in the case of a snow tyre. The inscription ‘DP’ (I.E. Dual Purpose) is accepted as a permitted alternative. |
| --- | --- |

3.1.9.

The inscription of ‘M + S’ or ‘M.S’ or ‘M & S’ in the case of a snow tyre. The inscription ‘DP’ (I.E. Dual Purpose) is accepted as a permitted alternative.

| 3.1.10. | The inscription MST in the case of multiservice tyres. |
| --- | --- |

3.1.10.

The inscription MST in the case of multiservice tyres.

| 3.1.11. | The inscription ‘MOPED’ (or alternatively ‘CYCLOMOTEUR’ or ‘CICLOMOTORE’) in the case of moped tyres. |
| --- | --- |

3.1.11.

The inscription ‘MOPED’ (or alternatively ‘CYCLOMOTEUR’ or ‘CICLOMOTORE’) in the case of moped tyres.

| 3.1.12. | An identification of the tyre to rim fitment configuration, when it differs from the standard configuration, immediately after the rim diameter marking referred to in paragraph 2.16.3 of this Regulation.
  In the case of tyres intended to be fitted to rims having a diameter equivalent to code 13 (330 mm) or above, this inscription shall be ‘M/C’. This requirement shall not apply to any tyre sizes listed in the tables of Annex 5 to this Regulation. |
| --- | --- |

3.1.12.

An identification of the tyre to rim fitment configuration, when it differs from the standard configuration, immediately after the rim diameter marking referred to in paragraph 2.16.3 of this Regulation.

In the case of tyres intended to be fitted to rims having a diameter equivalent to code 13 (330 mm) or above, this inscription shall be ‘M/C’. This requirement shall not apply to any tyre sizes listed in the tables of Annex 5 to this Regulation.

| 3.1.13. | Tyres suitable for speeds above 240 km/h must be marked with the appropriate letter code ‘V’ or ‘Z’, as applicable (see paragraph 2.33.3) in front of the indication of the structure (see paragraph 3.1.3). |
| --- | --- |

3.1.13.

Tyres suitable for speeds above 240 km/h must be marked with the appropriate letter code ‘V’ or ‘Z’, as applicable (see paragraph 2.33.3) in front of the indication of the structure (see paragraph 3.1.3).

| 3.1.14. | Tyres suitable for speeds above 240 km/h or (270 km/h respectively) must bear, within parenthesis, the marking of the load capacity index (see paragraph 3.1.5) applicable at a speed of 210 km/h (or 240 km/h respectively) and a reference speed category symbol (see paragraph 3.1.4) as follows:

  ‘V’ in case of tyres identified with the letter code ‘V’ within the size designation.

  ‘W’ in case of tyres identified with the letter code ‘Z’ within the size designation. |
| --- | --- |

3.1.14.

Tyres suitable for speeds above 240 km/h or (270 km/h respectively) must bear, within parenthesis, the marking of the load capacity index (see paragraph 3.1.5) applicable at a speed of 210 km/h (or 240 km/h respectively) and a reference speed category symbol (see paragraph 3.1.4) as follows:

‘V’ in case of tyres identified with the letter code ‘V’ within the size designation.

‘W’ in case of tyres identified with the letter code ‘Z’ within the size designation.

| 3.2. | Tyres shall provide adequate space for the approval mark, as shown in Annex 2 to this Regulation. |
| --- | --- |

3.2.

Tyres shall provide adequate space for the approval mark, as shown in Annex 2 to this Regulation.

| 3.3. | Annex 3 to this Regulation gives an example of the tyre markings. |
| --- | --- |

3.3.

Annex 3 to this Regulation gives an example of the tyre markings.

| 3.4. | The markings referred to in paragraph 3.1 and the approval mark prescribed in paragraph 5.4 of this Regulation shall be moulded on, to or into the tyres. They shall be clearly legible. |
| --- | --- |

3.4.

The markings referred to in paragraph 3.1 and the approval mark prescribed in paragraph 5.4 of this Regulation shall be moulded on, to or into the tyres. They shall be clearly legible.

4.   APPLICATION FOR APPROVAL

| 4.1. | The application for approval of a type of pneumatic tyre shall be submitted by the holder of the trade name or mark or by his duly accredited representative. It shall specify:






  4.1.1. | The tyre-size designation as defined in paragraph 2.16 of this Regulation; |
| --- | --- | --- |

4.1.

The application for approval of a type of pneumatic tyre shall be submitted by the holder of the trade name or mark or by his duly accredited representative. It shall specify:

4.1.1.

The tyre-size designation as defined in paragraph 2.16 of this Regulation;

| 4.1.2. | The trade name or mark; |
| --- | --- |

4.1.2.

The trade name or mark;

| 4.1.3. | The category of use (normal, special, snow or moped); |
| --- | --- |

4.1.3.

The category of use (normal, special, snow or moped);

| 4.1.4. | Structure: diagonal (bias ply), bias belted or radial; |
| --- | --- |

4.1.4.

Structure: diagonal (bias ply), bias belted or radial;

| 4.1.5. | The speed category; |
| --- | --- |

4.1.5.

The speed category;

| 4.1.6. | The load-capacity index of the tyre; |
| --- | --- |

4.1.6.

The load-capacity index of the tyre;

| 4.1.7. | Whether the tyre is to be used with or without an inner tube; |
| --- | --- |

4.1.7.

Whether the tyre is to be used with or without an inner tube;

| 4.1.8. | Whether the tyre is ‘normal’ or ‘reinforced’; |
| --- | --- |

4.1.8.

Whether the tyre is ‘normal’ or ‘reinforced’;

| 4.1.9. | The ply-rating number of tyres for motor cycle derivatives (see table 5 of Annex 5 to this Regulation) (3); |
| --- | --- |

4.1.9.

The ply-rating number of tyres for motor cycle derivatives (see table 5 of Annex 5 to this Regulation) (3);

3

| 4.1.10. | The overall dimensions: overall section width, and overall diameter; |
| --- | --- |

4.1.10.

The overall dimensions: overall section width, and overall diameter;

| 4.1.11. | The rims on which the tyre can be mounted; |
| --- | --- |

4.1.11.

The rims on which the tyre can be mounted;

| 4.1.12. | The measuring rim and test rim; |
| --- | --- |

4.1.12.

The measuring rim and test rim;

| 4.1.13. | The test and measurement pressures; |
| --- | --- |

4.1.13.

The test and measurement pressures;

| 4.1.14. | The factor X referred to in paragraph 2.19 above; |
| --- | --- |

4.1.14.

The factor X referred to in paragraph 2.19 above;

| 4.1.15. | For tyres identified by means of letter code ‘V’ within the size designation and suitable for speeds over 240 km/h or for tyres identified by means of letter code ‘Z’ within the size designation and suitable for speeds over 270 km/h, the maximum speed permitted by the tyre manufacturer and the load carrying capacity allowed for that maximum speed. |
| --- | --- |

4.1.15.

For tyres identified by means of letter code ‘V’ within the size designation and suitable for speeds over 240 km/h or for tyres identified by means of letter code ‘Z’ within the size designation and suitable for speeds over 270 km/h, the maximum speed permitted by the tyre manufacturer and the load carrying capacity allowed for that maximum speed.

| 4.2. | The application for approval shall be accompanied (all in triplicate) by a sketch, or a representative photograph, which identify the tyre tread pattern and a sketch of the envelope of the inflated tyre mounted on the measuring rim showing the relevant dimensions (see paragraphs 6.1.1 and 6.1.2) of the type submitted for approval. It shall also be accompanied either by the test report issued by the approved test laboratory or by one or two samples of the tyre type, at the discretion of the competent authority. Drawings or photographs of the side wall and tread of the tyre shall be submitted once production has been established, no later than 1 year after the date of issue of the type approval. |
| --- | --- |

4.2.

The application for approval shall be accompanied (all in triplicate) by a sketch, or a representative photograph, which identify the tyre tread pattern and a sketch of the envelope of the inflated tyre mounted on the measuring rim showing the relevant dimensions (see paragraphs 6.1.1 and 6.1.2) of the type submitted for approval. It shall also be accompanied either by the test report issued by the approved test laboratory or by one or two samples of the tyre type, at the discretion of the competent authority. Drawings or photographs of the side wall and tread of the tyre shall be submitted once production has been established, no later than 1 year after the date of issue of the type approval.

| 4.3. | Where a tyre manufacturer submits application for type approval for a range of tyres, it is not considered necessary to carry out a load/speed test on every type of tyre in the range. Worst case selection may be made at the discretion of the approval authority. |
| --- | --- |

4.3.

Where a tyre manufacturer submits application for type approval for a range of tyres, it is not considered necessary to carry out a load/speed test on every type of tyre in the range. Worst case selection may be made at the discretion of the approval authority.

5.   APPROVAL

| 5.1. | If the pneumatic tyre submitted for approval in pursuance of this Regulation meets the requirements of paragraph 6 below, approval of that type of tyre shall be granted. |
| --- | --- |

5.1.

If the pneumatic tyre submitted for approval in pursuance of this Regulation meets the requirements of paragraph 6 below, approval of that type of tyre shall be granted.

| 5.2. | An approval number shall be assigned to each type approved. Its first two digits (at present 00 for the Regulation in its original form) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The number so assigned shall not be assigned by the same Contracting Party to another type of pneumatic tyre. |
| --- | --- |

5.2.

An approval number shall be assigned to each type approved. Its first two digits (at present 00 for the Regulation in its original form) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The number so assigned shall not be assigned by the same Contracting Party to another type of pneumatic tyre.

| 5.3. | Notice of approval or of extension or of refusal or withdrawal of approval of a type of pneumatic tyre pursuant to this Regulation shall be communicated to the Parties to the Agreement applying this Regulation, by means of a form conforming to the model in Annex 1 to this Regulation. |
| --- | --- |

5.3.

Notice of approval or of extension or of refusal or withdrawal of approval of a type of pneumatic tyre pursuant to this Regulation shall be communicated to the Parties to the Agreement applying this Regulation, by means of a form conforming to the model in Annex 1 to this Regulation.

| 5.3.1. | For tyres suitable for speeds above 240 km/h, the maximum speed permitted and the relevant load rating are specified under item 10 of Annex 1. |
| --- | --- |

5.3.1.

For tyres suitable for speeds above 240 km/h, the maximum speed permitted and the relevant load rating are specified under item 10 of Annex 1.

| 5.4. | There shall be affixed conspicuously to every pneumatic tyre conforming to a type of tyre approved under this Regulation, in the space referred to in paragraph 3.2 above, and in addition to the markings prescribed in paragraph 3.1 above, an international approval mark consisting of:






  5.4.1. | A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (4); |
| --- | --- | --- |

5.4.

There shall be affixed conspicuously to every pneumatic tyre conforming to a type of tyre approved under this Regulation, in the space referred to in paragraph 3.2 above, and in addition to the markings prescribed in paragraph 3.1 above, an international approval mark consisting of:

5.4.1.

A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (4);

4

| 5.4.2. | The number of this Regulation, followed by the letter ‘R’, a dash and the type approval number. |
| --- | --- |

5.4.2.

The number of this Regulation, followed by the letter ‘R’, a dash and the type approval number.

| 5.5. | The approval mark shall be clearly legible and be indelible. |
| --- | --- |

5.5.

The approval mark shall be clearly legible and be indelible.

| 5.6. | Annex 2 to this Regulation gives an example of the arrangement of the approval mark. |
| --- | --- |

5.6.

Annex 2 to this Regulation gives an example of the arrangement of the approval mark.

6.   REQUIREMENTS

6.1.   Dimensions of tyres

6.1.1.   Section width of a tyre

| 6.1.1.1. | The section width is obtained by means of the following formula:
  S = S1 + K (A – A1)
  where:






  S | is the ‘section width’ expressed in millimetres and measured on the measuring rim; |
| --- | --- | --- |
| S1 | is the ‘nominal section width’ (in millimetres) as shown on the side wall of the tyre in the designation of the tyre as prescribed; |
| A | is the width (expressed in millimetres) of the measuring rim, as shown by the manufacturer in the descriptive note; |
| A1 | is the width (expressed in millimetres) of the theoretical rim; |
| A1 | shall be taken to equal S1 multiplied by the Factor X specified by the manufacturer; |
| K | shall be taken to equal 0,4. |

6.1.1.1.

The section width is obtained by means of the following formula:

S = S1 + K (A – A1)

1

1

where:

S

is the ‘section width’ expressed in millimetres and measured on the measuring rim;

S1

1

is the ‘nominal section width’ (in millimetres) as shown on the side wall of the tyre in the designation of the tyre as prescribed;

A

is the width (expressed in millimetres) of the measuring rim, as shown by the manufacturer in the descriptive note;

A1

1

is the width (expressed in millimetres) of the theoretical rim;

A1

1

shall be taken to equal S1 multiplied by the Factor X specified by the manufacturer;

1

K

shall be taken to equal 0,4.

| 6.1.1.2. | However, for types of tyres for which the size designation is shown in the first column of the tables in Annex 5 to this Regulation, the section width shall be allowed to be that given opposite the tyre designation in the tables. |
| --- | --- |

6.1.1.2.

However, for types of tyres for which the size designation is shown in the first column of the tables in Annex 5 to this Regulation, the section width shall be allowed to be that given opposite the tyre designation in the tables.

6.1.2.   Outer diameter of a tyre

| 6.1.2.1. | The outer diameter of a tyre is obtained by means of the following formula:
  D = d + 2H
  where:






  D | is the outer diameter expressed in millimetres; |
| --- | --- | --- |
| d | is the conventional number defined in paragraph 2.16.3 above expressed in millimetres; |
| H | is the nominal section height in millimetres and is equal to:
  H = S1 × 0,01 Ra
  where:






  S1 | is the nominal section width (in millimetres); and |
| Ra | is the nominal aspect ratio; |

6.1.2.1.

The outer diameter of a tyre is obtained by means of the following formula:

D = d + 2H

where:

D

is the outer diameter expressed in millimetres;

d

is the conventional number defined in paragraph 2.16.3 above expressed in millimetres;

H

is the nominal section height in millimetres and is equal to:

H = S1 × 0,01 Ra

1

where:

S1

1

is the nominal section width (in millimetres); and

Ra

is the nominal aspect ratio;

all as shown on the side wall of the tyre in the tyre designation in conformity with the requirements of paragraph 3.4 above.

| 6.1.2.2. | However, for types of tyres for which the size designation is shown in the first column of the tables in Annex 5 to this Regulation, the outer diameter shall be allowed to be that given opposite the tyre designation in the tables. |
| --- | --- |

6.1.2.2.

However, for types of tyres for which the size designation is shown in the first column of the tables in Annex 5 to this Regulation, the outer diameter shall be allowed to be that given opposite the tyre designation in the tables.

6.1.3.   Method of measuring pneumatic tyres

The dimensions of pneumatic tyres shall be measured by the procedure described in Annex 6 to this Regulation.

6.1.4.   Tyre section-width specifications

| 6.1.4.1. | The overall width of a tyre may be less than the section width S determined pursuant to paragraph 6.1.1 above. |
| --- | --- |

6.1.4.1.

The overall width of a tyre may be less than the section width S determined pursuant to paragraph 6.1.1 above.

| 6.1.4.2. | It may exceed that value up to the value shown in Annex 5 or for sizes not included in Annex 5 by the following percentages:






  6.1.4.2.1. | For normal and snow service:






  (a) | rim diameter code 13 and above: + 10 per cent; |
| --- | --- | --- | --- |

6.1.4.2.

It may exceed that value up to the value shown in Annex 5 or for sizes not included in Annex 5 by the following percentages:

6.1.4.2.1.

For normal and snow service:

(a)

rim diameter code 13 and above: + 10 per cent;

| (b) | rim diameter codes up to 12 inclusive: + 8 per cent. |
| --- | --- |

(b)

rim diameter codes up to 12 inclusive: + 8 per cent.

| 6.1.4.2.2. | For special service tyres which are suitable for limited road use and are marked MST: 25 per cent. |
| --- | --- |

6.1.4.2.2.

For special service tyres which are suitable for limited road use and are marked MST: 25 per cent.

6.1.5.   Tyre outer-diameter specifications

| 6.1.5.1. | The outer diameter of a tyre must not be outside the values Dmin and Dmax specified in Annex 5. |
| --- | --- |

6.1.5.1.

The outer diameter of a tyre must not be outside the values Dmin and Dmax specified in Annex 5.

| 6.1.5.2. | For sizes not listed in Annex 5 the outer diameter of a tyre must not be outside the values Dmin and Dmax obtained from the following formulae: | Dmin = d + (2H × a) |
| --- | --- | --- |

6.1.5.2.

For sizes not listed in Annex 5 the outer diameter of a tyre must not be outside the values Dmin and Dmax obtained from the following formulae:

Dmin = d + (2H × a)

| | Dmax = d + (2H × b) |
| --- | --- |

Dmax = d + (2H × b)

where:

H and d are as defined in paragraph 6.1.2.1 and a and b are as specified in paragraphs 6.1.5.2.1 and 6.1.5.2.2 respectively.

| 6.1.5.2.1. | For normal highway service tyres and snow tyres a







  Rim diameter code 13 and above | : | 0,97 |
| --- | --- | --- | --- |
| Rim diameter codes up to 12 inclusive | : | 0,93 |
| For special service tyres | : | 1,00; |

6.1.5.2.1.

For normal highway service tyres and snow tyres a

Rim diameter code 13 and above

:

0,97

Rim diameter codes up to 12 inclusive

:

0,93

For special service tyres

:

1,00;

| 6.1.5.2.2. | For normal highway service tyres b







  Rim diameter code 13 and above | : | 1,07 |
| --- | --- | --- | --- |
| Rim diameter codes up to 12 inclusive | : | 1,10 |
| For snow tyres and special service tyres | : | 1,12. |

6.1.5.2.2.

For normal highway service tyres b

Rim diameter code 13 and above

:

1,07

Rim diameter codes up to 12 inclusive

:

1,10

For snow tyres and special service tyres

:

1,12.

6.2.   Load/speed performance test

| 6.2.1. | The pneumatic tyre shall undergo a load/speed performance test carried out by the procedure described in Annex 7 to this Regulation. |
| --- | --- |

6.2.1.

The pneumatic tyre shall undergo a load/speed performance test carried out by the procedure described in Annex 7 to this Regulation.

| 6.2.1.1. | Where application is made for tyres identified by means of letter code ‘V’ within the size designation and suitable for speeds over 240 km/h or for tyres identified by means of letter code ‘Z’ within the size designation and suitable for speeds over 270 km/h (see paragraph 4.1.15), the above load/speed test is carried out on one tyre at the load and speed conditions marked within parenthesis on the tyre (see paragraph 3.1.14). Another load/speed test must be carried out on a second tyre of the same type at the load and speed conditions, if any, specified as maximum by the tyre manufacturer (see paragraph 4.1.15). |
| --- | --- |

6.2.1.1.

Where application is made for tyres identified by means of letter code ‘V’ within the size designation and suitable for speeds over 240 km/h or for tyres identified by means of letter code ‘Z’ within the size designation and suitable for speeds over 270 km/h (see paragraph 4.1.15), the above load/speed test is carried out on one tyre at the load and speed conditions marked within parenthesis on the tyre (see paragraph 3.1.14). Another load/speed test must be carried out on a second tyre of the same type at the load and speed conditions, if any, specified as maximum by the tyre manufacturer (see paragraph 4.1.15).

| 6.2.2. | A tyre which after undergoing the load/speed test does not exhibit any tread separation, ply separation, cord separation, chunking or broken cords shall be deemed to have passed the test. |
| --- | --- |

6.2.2.

A tyre which after undergoing the load/speed test does not exhibit any tread separation, ply separation, cord separation, chunking or broken cords shall be deemed to have passed the test.

| 6.2.3. | The outer diameter of the tyre, measured at least 6 hours after the load/speed performance test, must not differ by more than ± 3,5 per cent from the outer diameter as measured before the test. |
| --- | --- |

6.2.3.

The outer diameter of the tyre, measured at least 6 hours after the load/speed performance test, must not differ by more than ± 3,5 per cent from the outer diameter as measured before the test.

| 6.2.4. | The overall width of the tyre measured at the end of the load/speed performance test must not exceed the value determined in paragraph 6.1.4.2. |
| --- | --- |

6.2.4.

The overall width of the tyre measured at the end of the load/speed performance test must not exceed the value determined in paragraph 6.1.4.2.

6.3.   Dynamic growth of tyres

The tyres indicated in paragraph 1.1 of Annex 9 to this Regulation, which have passed the test for load/speed performance requirements in accordance with paragraph 6.2 above, shall be submitted to a dynamic growth test to be carried out in accordance with the procedure described in the said Annex.

7.   MODIFICATIONS OF THE TYPE OF PNEUMATIC TYRE AND EXTENSION OF APPROVAL

| 7.1. | Every modification of the type of pneumatic tyre shall be notified to the administrative department which approved the type of pneumatic tyre. The department may then either:






  7.1.1. | Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case, the pneumatic tyre still complies with the requirements; or |
| --- | --- | --- |

7.1.

Every modification of the type of pneumatic tyre shall be notified to the administrative department which approved the type of pneumatic tyre. The department may then either:

7.1.1.

Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case, the pneumatic tyre still complies with the requirements; or

| 7.1.2. | Require a further test report from the technical service responsible for conducting the tests. |
| --- | --- |

7.1.2.

Require a further test report from the technical service responsible for conducting the tests.

| 7.1.3. | A modification of the tread pattern of a tyre is deemed as not necessitating a repetition of the test specified in paragraph 6.2. |
| --- | --- |

7.1.3.

A modification of the tread pattern of a tyre is deemed as not necessitating a repetition of the test specified in paragraph 6.2.

| 7.1.4. | Extensions of approval for tyres suitable for speeds over 240 km/h for tyres identified by means of letter code ‘V’ within the size designation (or 270 km/h for tyres identified by means of letter code ‘Z’ within the size designation), aiming at certification for different maximum speeds and/or loads, are permitted provided that a new test report, related to the new maximum speed and load rating, is supplied by the technical service responsible for carrying out tests.
  Such new load/speed capabilities must be specified in item 9 of Annex 1. |
| --- | --- |

7.1.4.

Extensions of approval for tyres suitable for speeds over 240 km/h for tyres identified by means of letter code ‘V’ within the size designation (or 270 km/h for tyres identified by means of letter code ‘Z’ within the size designation), aiming at certification for different maximum speeds and/or loads, are permitted provided that a new test report, related to the new maximum speed and load rating, is supplied by the technical service responsible for carrying out tests.

Such new load/speed capabilities must be specified in item 9 of Annex 1.

| 7.2. | Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 5.3 above to the Parties to the Agreement which apply this Regulation. |
| --- | --- |

7.2.

Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 5.3 above to the Parties to the Agreement which apply this Regulation.

| 7.3. | The competent authority granting the extension of approval shall assign a series number to each communication form drawn up for such an extension. |
| --- | --- |

7.3.

The competent authority granting the extension of approval shall assign a series number to each communication form drawn up for such an extension.

8.   CONFORMITY OF PRODUCTION

The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements:

| 8.1. | Tyres approved under this Regulation shall be so manufactured as to conform to the type approved, by meeting the requirements set forth in paragraph 6 above. |
| --- | --- |

8.1.

Tyres approved under this Regulation shall be so manufactured as to conform to the type approved, by meeting the requirements set forth in paragraph 6 above.

| 8.2. | The authority which has granted type approval may at any time verify the conformity control methods applied in each production facility. For each production facility the normal frequency of these verifications shall be once every 2 years. |
| --- | --- |

8.2.

The authority which has granted type approval may at any time verify the conformity control methods applied in each production facility. For each production facility the normal frequency of these verifications shall be once every 2 years.

9.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

| 9.1. | The approval granted in respect of a type of pneumatic tyre pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1 above are not complied with or if the tyres taken from the series have failed to pass the tests prescribed in that paragraph. |
| --- | --- |

9.1.

The approval granted in respect of a type of pneumatic tyre pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1 above are not complied with or if the tyres taken from the series have failed to pass the tests prescribed in that paragraph.

| 9.2. | If a Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation. |
| --- | --- |

9.2.

If a Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

10.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of an approval completely ceases to manufacture a type of pneumatic tyre approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication that authority shall inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

11.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS

| 11.1. | The Parties to the Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for approval tests and of the administrative departments which grant approval and to which forms certifying approval, or extension, or refusal or withdrawal of approval, issued in other countries, are to be sent. |
| --- | --- |

11.1.

The Parties to the Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for approval tests and of the administrative departments which grant approval and to which forms certifying approval, or extension, or refusal or withdrawal of approval, issued in other countries, are to be sent.

| 11.2. | The Parties to the Agreement which apply this Regulation may use laboratories of tyre manufacturers and may designate, as approved, test laboratories among those which are situated on their territory or on the territory of another Party to the Agreement, subject to a preliminary agreement to the procedure by the competent administrative department of the latter. |
| --- | --- |

11.2.

The Parties to the Agreement which apply this Regulation may use laboratories of tyre manufacturers and may designate, as approved, test laboratories among those which are situated on their territory or on the territory of another Party to the Agreement, subject to a preliminary agreement to the procedure by the competent administrative department of the latter.

| 11.3. | Where a Party to the Agreement applies paragraph 11.2 above, it may, if it so desires, be represented at the tests by one or more persons of its choice. |
| --- | --- |

11.3.

Where a Party to the Agreement applies paragraph 11.2 above, it may, if it so desires, be represented at the tests by one or more persons of its choice.

---

(1)  Applicable also to Regulation No 54.

1

(2)  See the explanatory figure in the Appendix.

2

(*1)  Applicable only to tyres identified by means of letter code ‘V’ within the size designation and up to the maximum speed specified by the tyre manufacturer.

*1

(*2)  Applicable also to tyres identified by means of letter code ‘Z’ within the size designation.

*2

(*3)  For intermediate speeds linear interpolation of maximum load rating is allowed.

*3

(3)  From the date of entry into force of Supplement 8 to this Regulation no new approvals for these tyres should be issued pursuant to Regulation No 75. These tyre sizes are now included in Regulation No 54.

3

(4)  1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Union (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia, 53 for Thailand, 54 and 55 (vacant), 56 for Montenegro, 57 (vacant) and 58 for Tunisia. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

4

---

Appendix

EXPLANATORY FIGURE

(See paragraph 2 of the Regulation)

Image 27

---

ANNEX 1

COMMUNICATION

(maximum format: A4 (210 x 297 mm))

Image 28

issued by: Name of administration:

concerning (2):

APPROVAL GRANTED,

APPROVAL EXTENDED,

APPROVAL REFUSED,

APPROVAL WITHDRAWN,

PRODUCTION DEFINITELY DISCONTINUED,

of a type of pneumatic tyre for motor cycles and mopeds pursuant to Regulation No 75.

Approval No: ...

Extension No: ...

1. Manufacturer’s name or trade mark(s) on the tyre type: ...

2. Tyre type designation by the manufacturer: ...

3. Manufacturer’s name and address: ...

4. If applicable, name and address of manufacturer’s representative: ...

5. Summarised description: ...

5.1. Tyre size designation: ...

5.2. Category of use: ordinary/snow/special/moped (2): ...

5.3. Structure: Diagonal/bias-belted/radial (2): ...

5.4. Speed category symbol: ...

5.5. Load-capacity index: ...

6. Technical service and, where applicable, test laboratory approved for purposes of approval or of verification of conformity: ...

7. Date of report issued by that service: ...

8. Number of report issued by that service: ...

9. Reason(s) of extension (if applicable): ...

10. Any remarks: ...

11. Place: ...

12. Date: ...

13. Signature: ...

14. Annexed to this communication is a list of documents in the approval file deposited at the Administrative Services having delivered the approval and which can be obtained upon request.

(1) Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see approval provisions in the Regulation).

(2) Strike out what does not apply.

---

ANNEX 2

ARRANGEMENT OF THE APPROVAL MARK

Image 29

  Note:

---

ANNEX 3

ARRANGEMENT OF TYRE MARKINGS

Example of the markings to be borne by types of tyres placed on the market after the entry into force of this Regulation

| b | = | 4 mm min. |
| --- | --- | --- |

b

=

4 mm min.

These markings define a pneumatic tyre:

| — | Having a nominal section width of 100, |
| --- | --- |

—

Having a nominal section width of 100,

| — | Having a nominal aspect ratio of 80, |
| --- | --- |

—

Having a nominal aspect ratio of 80,

| — | Having a bias-belted structure, |
| --- | --- |

—

Having a bias-belted structure,

| — | Having a nominal rim diameter of 457 mm, for which the code is l8, |
| --- | --- |

—

Having a nominal rim diameter of 457 mm, for which the code is l8,

| — | Having a load capacity of 206 kg, corresponding to load index 53 in Annex 4 to this Regulation, |
| --- | --- |

—

Having a load capacity of 206 kg, corresponding to load index 53 in Annex 4 to this Regulation,

| — | Of speed category S (maximum speed 180 km/h), |
| --- | --- |

—

Of speed category S (maximum speed 180 km/h),

| — | For fitting without an inner tube (‘tubeless’), |
| --- | --- |

—

For fitting without an inner tube (‘tubeless’),

| — | Snow tyre manufactured in the 25th week of the year 2003. |
| --- | --- |

—

Snow tyre manufactured in the 25th week of the year 2003.

The positioning and order of the markings constituting the tyre designation shall be the following:

| (a) | The size designation, comprising the nominal section width, the nominal aspect ratio, the type-of-structure symbol (where applicable) and the nominal rim diameter shall be grouped as shown in the above example: 100/80Bl8; |
| --- | --- |

(a)

The size designation, comprising the nominal section width, the nominal aspect ratio, the type-of-structure symbol (where applicable) and the nominal rim diameter shall be grouped as shown in the above example: 100/80Bl8;

| (b) | The load index and the speed-category symbol shall be placed together near the size designation. They may either follow it or be placed above or below it; |
| --- | --- |

(b)

The load index and the speed-category symbol shall be placed together near the size designation. They may either follow it or be placed above or below it;

| (c) | The markings ‘TUBELESS’ and ‘REINFORCED’ or ‘REINF’ and ‘M + S’ and ‘MST’ and/or ‘MOPED’ (or CYCLOMOTEUR or CICLOMOTORE) may be at a distance from the size designation symbol; |
| --- | --- |

(c)

The markings ‘TUBELESS’ and ‘REINFORCED’ or ‘REINF’ and ‘M + S’ and ‘MST’ and/or ‘MOPED’ (or CYCLOMOTEUR or CICLOMOTORE) may be at a distance from the size designation symbol;

| (d) | In case of tyres suitable for speeds above 240 km/h the letter code ‘V’ or ‘Z’ as applicable, must be marked in front of the marking of structure (e.g. 140/60ZR18). The reference load capacity index and speed category symbol must be marked within parenthesis as applicable (see paragraph 3.1.14). |
| --- | --- |

(d)

In case of tyres suitable for speeds above 240 km/h the letter code ‘V’ or ‘Z’ as applicable, must be marked in front of the marking of structure (e.g. 140/60ZR18). The reference load capacity index and speed category symbol must be marked within parenthesis as applicable (see paragraph 3.1.14).

---

ANNEX 4

LOAD CAPACITY INDEX/MAXIMUM MASS CORRESPONDENCE

| A | = | Load capacity index |
| --- | --- | --- |
| B | = | Maximum corresponding mass (kg) |

A

=

Load capacity index

B

=

Maximum corresponding mass (kg)

| A | B |
| --- | --- |
| 16 | 71 |
| 17 | 73 |
| 18 | 75 |
| 19 | 77,5 |
| 20 | 80 |
| 21 | 82,5 |
| 22 | 85 |
| 23 | 87,5 |
| 24 | 90 |
| 25 | 92,5 |
| 26 | 95 |
| 27 | 97 |
| 28 | 100 |
| 29 | 103 |
| 30 | 106 |
| 31 | 109 |
| 32 | 112 |
| 33 | 115 |
| 34 | 118 |
| 35 | 121 |
| 36 | 125 |
| 37 | 128 |
| 38 | 132 |
| 39 | 136 |
| 40 | 140 |
| 41 | 145 |
| 42 | 150 |
| 43 | 155 |
| 44 | 160 |
| 45 | 165 |
| 46 | 170 |
| 47 | 175 |
| 48 | 180 |
| 49 | 185 |
| 50 | 190 |
| 51 | 195 |
| 52 | 200 |
| 53 | 206 |
| 54 | 212 |
| 55 | 218 |
| 56 | 224 |
| 57 | 230 |
| 58 | 236 |
| 59 | 243 |
| 60 | 250 |
| 61 | 257 |
| 62 | 265 |
| 63 | 272 |
| 64 | 280 |
| 65 | 290 |
| 66 | 300 |
| 67 | 307 |
| 68 | 315 |
| 69 | 325 |
| 70 | 335 |
| 71 | 345 |
| 72 | 355 |
| 73 | 365 |
| 74 | 375 |
| 75 | 387 |
| 76 | 400 |
| 77 | 412 |
| 78 | 425 |
| 79 | 437 |
| 80 | 450 |
| 81 | 462 |
| 82 | 475 |
| 83 | 487 |
| 84 | 500 |
| 85 | 515 |
| 86 | 530 |
| 87 | 545 |
| 88 | 560 |
| 89 | 580 |
| 90 | 600 |

A

B

16

71

17

73

18

75

19

77,5

20

80

21

82,5

22

85

23

87,5

24

90

25

92,5

26

95

27

97

28

100

29

103

30

106

31

109

32

112

33

115

34

118

35

121

36

125

37

128

38

132

39

136

40

140

41

145

42

150

43

155

44

160

45

165

46

170

47

175

48

180

49

185

50

190

51

195

52

200

53

206

54

212

55

218

56

224

57

230

58

236

59

243

60

250

61

257

62

265

63

272

64

280

65

290

66

300

67

307

68

315

69

325

70

335

71

345

72

355

73

365

74

375

75

387

76

400

77

412

78

425

79

437

80

450

81

462

82

475

83

487

84

500

85

515

86

530

87

545

88

560

89

580

90

600

---

ANNEX 5

TYRE SIZE DESIGNATION AND DIMENSIONS

Table 1

Tyres for motor cycles

Sizes with rim diameter code 12 and below

| Tyre size | Measuring rim width
  (Code) | Overall diameter
  (mm) | Section width
  (mm) | Maximum overall width
  (mm) |
| --- | --- | --- | --- | --- |
| | | D.min | D | D.max | | |
| 2.50 – 8 | | 328 | 338 | 352 | | |
| 2.50 – 9 | | 354 | 364 | 378 | | |
| 2.50 – 10 | 1.50 | 379 | 389 | 403 | 65 | 70 |
| 2.50 – 12 | | 430 | 440 | 451 | | |
| 2.75 – 8 | | 338 | 348 | 363 | | |
| 2.75 – 9 | 1.75 | 364 | 374 | 383 | 71 | 77 |
| 2.75 – 10 | | 389 | 399 | 408 | | |
| 2.75 – 12 | | 440 | 450 | 462 | | |
| 3.00 – 4 | | 241 | 251 | 264 | | |
| 3.00 – 5 | | 266 | 276 | 291 | | |
| 3.00 – 6 | | 291 | 301 | 314 | | |
| 3.00 – 7 | | 317 | 327 | 342 | | |
| 3.00 – 8 | 2.10 | 352 | 362 | 378 | 80 | 86 |
| 3.00 – 9 | | 378 | 388 | 401 | | |
| 3.00 – 10 | | 403 | 413 | 422 | | |
| 3.00 – 12 | | 454 | 464 | 473 | | |
| 3.25 – 8 | | 362 | 372 | 386 | | |
| 3.25 – 9 | | 388 | 398 | 412 | | |
| 3.25 – 10 | 2.50 | 414 | 424 | 441 | 88 | 95 |
| 3.25 – 12 | | 465 | 475 | 492 | | |
| 3.50 – 4 | | 264 | 274 | 291 | | |
| 3.50 – 5 | | 289 | 299 | 316 | | |
| 3.50 – 6 | | 314 | 324 | 341 | | |
| 3.50 – 7 | 2.50 | 340 | 350 | 367 | 92 | 99 |
| 3.50 – 8 | | 376 | 386 | 397 | | |
| 3.50 – 9 | | 402 | 412 | 430 | | |
| 3.50 – 10 | | 427 | 437 | 448 | | |
| 3.50 – 12 | | 478 | 488 | 506 | | |
| 4.00 – 5 | | 314 | 326 | 346 | | |
| 4.00 – 6 | | 339 | 351 | 368 | | |
| 4.00 – 7 | 2.50 | 365 | 377 | 394 | 105 | 113 |
| 4.00 – 8 | | 401 | 415 | 427 | | |
| 4.00 – 10 | | 452 | 466 | 478 | | |
| 4,00 – 12 | | 505 | 517 | 538 | | |
| 4.50 – 6 | | 364 | 376 | 398 | | |
| 4.50 – 7 | | 390 | 402 | 424 | | |
| 4.50 – 8 | | 430 | 442 | 464 | | |
| 4.50 – 9 | 3.00 | 456 | 468 | 490 | 120 | 130 |
| 4.50 – 10 | | 481 | 493 | 515 | | |
| 4.50 – 12 | | 532 | 544 | 568 | | |
| 5.00 – 8 | | 453 | 465 | 481 | | |
| 5.00 – 10 | 3.50 | 504 | 516 | 532 | 134 | 145 |
| 5.00 – 12 | | 555 | 567 | 583 | | |
| 6.00 – 6 | 4.00 | 424 | 436 | 464 | | |
| 6.00 – 7 | | 450 | 462 | 490 | 154 | 166 |
| 6.00 – 8 | | 494 | 506 | 534 | | |
| 6,00 – 9 | | 520 | 532 | 562 | | |

Tyre size

Measuring rim width

(Code)

Overall diameter

(mm)

Section width

(mm)

Maximum overall width

(mm)

D.min

D

D.max

2.50 – 8

328

338

352

2.50 – 9

354

364

378

2.50 – 10

1.50

379

389

403

65

70

2.50 – 12

430

440

451

2.75 – 8

338

348

363

2.75 – 9

1.75

364

374

383

71

77

2.75 – 10

389

399

408

2.75 – 12

440

450

462

3.00 – 4

241

251

264

3.00 – 5

266

276

291

3.00 – 6

291

301

314

3.00 – 7

317

327

342

3.00 – 8

2.10

352

362

378

80

86

3.00 – 9

378

388

401

3.00 – 10

403

413

422

3.00 – 12

454

464

473

3.25 – 8

362

372

386

3.25 – 9

388

398

412

3.25 – 10

2.50

414

424

441

88

95

3.25 – 12

465

475

492

3.50 – 4

264

274

291

3.50 – 5

289

299

316

3.50 – 6

314

324

341

3.50 – 7

2.50

340

350

367

92

99

3.50 – 8

376

386

397

3.50 – 9

402

412

430

3.50 – 10

427

437

448

3.50 – 12

478

488

506

4.00 – 5

314

326

346

4.00 – 6

339

351

368

4.00 – 7

2.50

365

377

394

105

113

4.00 – 8

401

415

427

4.00 – 10

452

466

478

4,00 – 12

505

517

538

4.50 – 6

364

376

398

4.50 – 7

390

402

424

4.50 – 8

430

442

464

4.50 – 9

3.00

456

468

490

120

130

4.50 – 10

481

493

515

4.50 – 12

532

544

568

5.00 – 8

453

465

481

5.00 – 10

3.50

504

516

532

134

145

5.00 – 12

555

567

583

6.00 – 6

4.00

424

436

464

6.00 – 7

450

462

490

154

166

6.00 – 8

494

506

534

6,00 – 9

520

532

562

Table 1a

Tyres for mopeds

Sizes with rim diameter code 12 and below

| Tyre size | Measuring rim width
  (Code) | Overall diameter
  (mm) | Section width
  (mm) | Maximum overall width
  (mm) (1) |
| --- | --- | --- | --- | --- |
| | | D.min | D | D.max (1) | | |
| 2 – 12 | 1.35 | 413 | 417 | 426 | 55 | 59 |
| 2-1/2 – 12 | 1.50 | 425 | 431 | 441 | 62 | 67 |
| 2-1/2 – 8 | 1.75 | 339 | 345 | 356 | 70 | 76 |
| 2-1/2 – 9 | 1.75 | 365 | 371 | 382 | 70 | 76 |
| 2-3/4 – 9 | 1.75 | 375 | 381 | 393 | 73 | 79 |
| 3 – 10 | 2.10 | 412 | 418 | 431 | 84 | 91 |
| 3 – 12 | 2.10 | 463 | 469 | 482 | 84 | 91 |

Tyre size

Measuring rim width

(Code)

Overall diameter

(mm)

Section width

(mm)

Maximum overall width

(mm) (1)

D.min

D

D.max (1)

2 – 12

1.35

413

417

426

55

59

2-1/2 – 12

1.50

425

431

441

62

67

2-1/2 – 8

1.75

339

345

356

70

76

2-1/2 – 9

1.75

365

371

382

70

76

2-3/4 – 9

1.75

375

381

393

73

79

3 – 10

2.10

412

418

431

84

91

3 – 12

2.10

463

469

482

84

91

Table 2

Tyres for motor cycles

Normal section size

| Tyre size | Measuring rim width
  (Code) | Overall diameter
  (mm) | Section width
  (mm) | Maximum overall width
  (mm) |
| --- | --- | --- | --- | --- |
| | | D.min | D | D.max (2) | D.max (3) | | (2) | (3) |
| 1 3/4 – 19 | 1.20 | 582 | 589 | 597 | 605 | 50 | 54 | 58 |
| 2 – 14 | | 461 | 468 | 477 | 484 | | | |
| 2 – 15 | | 486 | 493 | 501 | 509 | | | |
| 2 – 16 | | 511 | 518 | 526 | 534 | | | |
| 2 – 17 | | 537 | 544 | 552 | 560 | | | |
| 2 – 18 | 1.35 | 562 | 569 | 577 | 585 | 55 | 58 | 63 |
| 2 – 19 | | 588 | 595 | 603 | 611 | | | |
| 2 – 20 | | 613 | 620 | 628 | 636 | | | |
| 2 – 21 | | 638 | 645 | 653 | 661 | | | |
| 2 – 22 | | 663 | 670 | 680 | 686 | | | |
| 2 1/4 – 14 | | 474 | 482 | 492 | 500 | | | |
| 2 1/4 – 15 | | 499 | 507 | 517 | 525 | | | |
| 2 1/4 – 16 | | 524 | 532 | 540 | 550 | | | |
| 2 1/4 – 17 | | 550 | 558 | 566 | 576 | | | |
| 2 1/4 – 18 | 1.50 | 575 | 583 | 591 | 601 | 62 | 66 | 71 |
| 2 1/4 – 19 | | 601 | 609 | 617 | 627 | | | |
| 2 1/4 – 20 | | 626 | 634 | 642 | 652 | | | |
| 2 1/4 – 21 | | 651 | 659 | 667 | 677 | | | |
| 2 1/4 – 22 | | 677 | 685 | 695 | 703 | | | |
| 2 1/2 – 14 | | 489 | 498 | 508 | 520 | | | |
| 2 1/2 – 15 | | 514 | 523 | 533 | 545 | | | |
| 2 1/2 – 16 | | 539 | 548 | 558 | 570 | | | |
| 2 1/2 – 17 | | 565 | 574 | 584 | 596 | | | |
| 2 1/2 – 18 | 1.60 | 590 | 599 | 609 | 621 | 68 | 72 | 78 |
| 2 1/2 – 19 | | 616 | 625 | 635 | 647 | | | |
| 2 1/2 – 20 | | 641 | 650 | 660 | 672 | | | |
| 2 1/2 – 21 | | 666 | 675 | 685 | 697 | | | |
| 2 1/2 – 22 | | 692 | 701 | 711 | 723 | | | |
| 2 3/4 – 14 | | 499 | 508 | 518 | 530 | | | |
| 2 3/4 – 15 | | 524 | 533 | 545 | 555 | | | |
| 2 3/4 – 16 | | 549 | 558 | 568 | 580 | | | |
| 2 3/4 – 17 | | 575 | 584 | 594 | 606 | | | |
| 2 3/4 – 18 | 1.85 | 600 | 609 | 621 | 631 | 75 | 80 | 86 |
| 2 3/4 – 19 | | 626 | 635 | 645 | 657 | | | |
| 2 3/4 – 20 | | 651 | 660 | 670 | 682 | | | |
| 2 3/4 – 21 | | 676 | 685 | 695 | 707 | | | |
| 2 3/4 – 22 | | 702 | 711 | 721 | 733 | | | |
| 3 – 16 | | 560 | 570 | 582 | 594 | | | |
| 3 – 17 | | 586 | 596 | 608 | 620 | | | |
| 3 – 18 | 1.85 | 611 | 621 | 633 | 645 | 81 | 86 | 93 |
| 3 – 19 | | 637 | 647 | 659 | 671 | | | |
| 3 1/4 – 16 | | 575 | 586 | 598 | 614 | | | |
| 3 1/4 – 17 | | 601 | 612 | 624 | 640 | | | |
| 3 1/4 – 18 | 2.15 | 626 | 637 | 651 | 665 | 89 | 94 | 102 |
| 3 1/4 – 19 | | 652 | 663 | 675 | 691 | | | |

Tyre size

Measuring rim width

(Code)

Overall diameter

(mm)

Section width

(mm)

Maximum overall width

(mm)

D.min

D

D.max (2)

D.max (3)

(2)

(3)

1 3/4 – 19

1.20

582

589

597

605

50

54

58

2 – 14

461

468

477

484

2 – 15

486

493

501

509

2 – 16

511

518

526

534

2 – 17

537

544

552

560

2 – 18

1.35

562

569

577

585

55

58

63

2 – 19

588

595

603

611

2 – 20

613

620

628

636

2 – 21

638

645

653

661

2 – 22

663

670

680

686

2 1/4 – 14

474

482

492

500

2 1/4 – 15

499

507

517

525

2 1/4 – 16

524

532

540

550

2 1/4 – 17

550

558

566

576

2 1/4 – 18

1.50

575

583

591

601

62

66

71

2 1/4 – 19

601

609

617

627

2 1/4 – 20

626

634

642

652

2 1/4 – 21

651

659

667

677

2 1/4 – 22

677

685

695

703

2 1/2 – 14

489

498

508

520

2 1/2 – 15

514

523

533

545

2 1/2 – 16

539

548

558

570

2 1/2 – 17

565

574

584

596

2 1/2 – 18

1.60

590

599

609

621

68

72

78

2 1/2 – 19

616

625

635

647

2 1/2 – 20

641

650

660

672

2 1/2 – 21

666

675

685

697

2 1/2 – 22

692

701

711

723

2 3/4 – 14

499

508

518

530

2 3/4 – 15

524

533

545

555

2 3/4 – 16

549

558

568

580

2 3/4 – 17

575

584

594

606

2 3/4 – 18

1.85

600

609

621

631

75

80

86

2 3/4 – 19

626

635

645

657

2 3/4 – 20

651

660

670

682

2 3/4 – 21

676

685

695

707

2 3/4 – 22

702

711

721

733

3 – 16

560

570

582

594

3 – 17

586

596

608

620

3 – 18

1.85

611

621

633

645

81

86

93

3 – 19

637

647

659

671

3 1/4 – 16

575

586

598

614

3 1/4 – 17

601

612

624

640

3 1/4 – 18

2.15

626

637

651

665

89

94

102

3 1/4 – 19

652

663

675

691

Table 3

Tyres for motor cycles

Normal section sizes

| Tyre size | Measuring rim width
  (Code) | Overall diameter
  (mm) | Section width
  (mm) | Maximum overall width
  (mm) |
| --- | --- | --- | --- | --- |
| | | D.min | D | D.max (4) | D.max (5) | | (6) | (7) | (8) |
| 2.00 – 14 | | 460 | 466 | 478 | | | | | |
| 2.00 – 15 | | 485 | 491 | 503 | | | | | |
| 2.00 – 16 | | 510 | 516 | 528 | | | | | |
| 2.00 – 17 | 1.20 | 536 | 542 | 554 | | 52 | 57 | 60 | 65 |
| 2.00 – 18 | | 561 | 567 | 579 | | | | | |
| 2.00 – 19 | | 587 | 593 | 605 | | | | | |
| 2.25 – 14 | | 474 | 480 | 492 | 496 | | | | |
| 2.25 – 15 | | 499 | 505 | 517 | 521 | | | | |
| 2.25 – 16 | | 524 | 530 | 542 | 546 | | | | |
| 2.25 – 17 | 1.60 | 550 | 556 | 568 | 572 | 61 | 67 | 70 | 75 |
| 2.25 – 18 | | 575 | 581 | 593 | 597 | | | | |
| 2.25 – 19 | | 601 | 607 | 619 | 623 | | | | |
| 2.50 – 14 | | 486 | 492 | 506 | 508 | | | | |
| 2.50 – 15 | | 511 | 517 | 531 | 533 | | | | |
| 2.50 – 16 | | 536 | 542 | 556 | 558 | | | | |
| 2.50 – 17 | 1.60 | 562 | 568 | 582 | 584 | 65 | 72 | 75 | 79 |
| 2.50 – 18 | | 587 | 593 | 607 | 609 | | | | |
| 2.50 – 19 | | 613 | 619 | 633 | 635 | | | | |
| 2.50 – 21 | | 663 | 669 | 683 | 685 | | | | |
| 2.75 – 14 | | 505 | 512 | 524 | 530 | | | | |
| 2.75 – 15 | | 530 | 537 | 549 | 555 | | | | |
| 2.75 – 16 | | 555 | 562 | 574 | 580 | | | | |
| 2.75 – 17 | 1.85 | 581 | 588 | 600 | 606 | 75 | 83 | 86 | 91 |
| 2.75 – 18 | | 606 | 613 | 625 | 631 | | | | |
| 2.75 – 19 | | 632 | 639 | 651 | 657 | | | | |
| 2.75 – 21 | | 682 | 689 | 701 | 707 | | | | |
| 3.00 – 14 | | 519 | 526 | 540 | 546 | | | | |
| 3.00 – 15 | | 546 | 551 | 565 | 571 | | | | |
| 3.00 – 16 | | 569 | 576 | 590 | 596 | | | | |
| 3.00 – 17 | 1.85 | 595 | 602 | 616 | 622 | 80 | 88 | 92 | 97 |
| 3.00 – 18 | | 618 | 627 | 641 | 647 | | | | |
| 3.00 – 19 | | 644 | 653 | 667 | 673 | | | | |
| 3.00 – 21 | | 694 | 703 | 717 | 723 | | | | |
| 3.00 – 23 | | 747 | 754 | 768 | 774 | | | | |
| 3.25 – 14 | | 531 | 538 | 552 | 560 | | | | |
| 3.25 – 15 | | 556 | 563 | 577 | 585 | | | | |
| 3.25 – 16 | | 581 | 588 | 602 | 610 | | | | |
| 3.25 – 17 | 2.15 | 607 | 614 | 628 | 636 | 89 | 98 | 102 | 108 |
| 3.25 – 18 | | 630 | 639 | 653 | 661 | | | | |
| 3.25 – 19 | | 656 | 665 | 679 | 687 | | | | |
| 3.25 – 21 | | 708 | 715 | 729 | 737 | | | | |
| 3.50 – 14 | | 539 | 548 | 564 | 572 | | | | |
| 3.50 – 15 | | 564 | 573 | 589 | 597 | | | | |
| 3.50 – 16 | | 591 | 598 | 614 | 622 | | | | |
| 3.50 – 17 | 2.15 | 617 | 624 | 640 | 648 | 93 | 102 | 107 | 113 |
| 3.50 – 18 | | 640 | 649 | 665 | 673 | | | | |
| 3.50 – 19 | | 666 | 675 | 691 | 699 | | | | |
| 3.50 – 21 | | 716 | 725 | 741 | 749 | | | | |
| 3.75 – 16 | | 601 | 610 | 626 | 634 | | | | |
| 3.75 – 17 | | 627 | 636 | 652 | 660 | | | | |
| 3.75 – 18 | 2.15 | 652 | 661 | 677 | 685 | 99 | 109 | 114 | 121 |
| 3.75 – 19 | | 678 | 687 | 703 | 711 | | | | |
| 4.00 – 16 | | 611 | 620 | 638 | 646 | | | | |
| 4.00 – 17 | | 637 | 646 | 664 | 672 | | | | |
| 4.00 – 18 | 2.50 | 662 | 671 | 689 | 697 | 108 | 119 | 124 | 130 |
| 4.00 – 19 | | 688 | 697 | 715 | 723 | | | | |
| 4.25 – 16 | | 623 | 632 | 650 | 660 | | | | |
| 4.25 – 17 | | 649 | 658 | 676 | 686 | | | | |
| 4.25 – 18 | 2.50 | 674 | 683 | 701 | 711 | 112 | 123 | 129 | 137 |
| 4.25 – 19 | | 700 | 709 | 727 | 737 | | | | |
| 4.50 – 16 | | 631 | 640 | 658 | 668 | | | | |
| 4.50 – 17 | | 657 | 666 | 684 | 694 | | | | |
| 4.50 – 18 | 2.75 | 684 | 691 | 709 | 719 | 123 | 135 | 141 | 142 |
| 4.50 – 19 | | 707 | 717 | 734 | 745 | | | | |
| 5.00 – 16 | | 657 | 666 | 686 | 698 | | | | |
| 5.00 – 17 | | 683 | 692 | 710 | 724 | | | | |
| 5.00 – 18 | 3.00 | 708 | 717 | 735 | 749 | 129 | 142 | 148 | 157 |
| 5.00 – 19 | | 734 | 743 | 761 | 775 | | | | |

Tyre size

Measuring rim width

(Code)

Overall diameter

(mm)

Section width

(mm)

Maximum overall width

(mm)

D.min

D

D.max (4)

D.max (5)

(6)

(7)

(8)

2.00 – 14

460

466

478

2.00 – 15

485

491

503

2.00 – 16

510

516

528

2.00 – 17

1.20

536

542

554

52

57

60

65

2.00 – 18

561

567

579

2.00 – 19

587

593

605

2.25 – 14

474

480

492

496

2.25 – 15

499

505

517

521

2.25 – 16

524

530

542

546

2.25 – 17

1.60

550

556

568

572

61

67

70

75

2.25 – 18

575

581

593

597

2.25 – 19

601

607

619

623

2.50 – 14

486

492

506

508

2.50 – 15

511

517

531

533

2.50 – 16

536

542

556

558

2.50 – 17

1.60

562

568

582

584

65

72

75

79

2.50 – 18

587

593

607

609

2.50 – 19

613

619

633

635

2.50 – 21

663

669

683

685

2.75 – 14

505

512

524

530

2.75 – 15

530

537

549

555

2.75 – 16

555

562

574

580

2.75 – 17

1.85

581

588

600

606

75

83

86

91

2.75 – 18

606

613

625

631

2.75 – 19

632

639

651

657

2.75 – 21

682

689

701

707

3.00 – 14

519

526

540

546

3.00 – 15

546

551

565

571

3.00 – 16

569

576

590

596

3.00 – 17

1.85

595

602

616

622

80

88

92

97

3.00 – 18

618

627

641

647

3.00 – 19

644

653

667

673

3.00 – 21

694

703

717

723

3.00 – 23

747

754

768

774

3.25 – 14

531

538

552

560

3.25 – 15

556

563

577

585

3.25 – 16

581

588

602

610

3.25 – 17

2.15

607

614

628

636

89

98

102

108

3.25 – 18

630

639

653

661

3.25 – 19

656

665

679

687

3.25 – 21

708

715

729

737

3.50 – 14

539

548

564

572

3.50 – 15

564

573

589

597

3.50 – 16

591

598

614

622

3.50 – 17

2.15

617

624

640

648

93

102

107

113

3.50 – 18

640

649

665

673

3.50 – 19

666

675

691

699

3.50 – 21

716

725

741

749

3.75 – 16

601

610

626

634

3.75 – 17

627

636

652

660

3.75 – 18

2.15

652

661

677

685

99

109

114

121

3.75 – 19

678

687

703

711

4.00 – 16

611

620

638

646

4.00 – 17

637

646

664

672

4.00 – 18

2.50

662

671

689

697

108

119

124

130

4.00 – 19

688

697

715

723

4.25 – 16

623

632

650

660

4.25 – 17

649

658

676

686

4.25 – 18

2.50

674

683

701

711

112

123

129

137

4.25 – 19

700

709

727

737

4.50 – 16

631

640

658

668

4.50 – 17

657

666

684

694

4.50 – 18

2.75

684

691

709

719

123

135

141

142

4.50 – 19

707

717

734

745

5.00 – 16

657

666

686

698

5.00 – 17

683

692

710

724

5.00 – 18

3.00

708

717

735

749

129

142

148

157

5.00 – 19

734

743

761

775

Table 4

Tyres for motor cycles

Low section sizes

| Tyre size | Measuring rim width
  (Code) | Overall diameter
  (mm) | Section width
  (mm) | Maximum overall width
  (mm) |
| --- | --- | --- | --- | --- |
| | | D.min | D | D.max (9) | D.max (10) | | (11) | (12) | (13) |
| 3.60 – 18 | | 605 | 615 | 628 | 633 | | | | |
| | 2.15 | | | | | 93 | 102 | 108 | 113 |
| 3.60 – 19 | | 631 | 641 | 653 | 658 | | | | |
| 4.10 – 18 | | 629 | 641 | 654 | 663 | | | | |
| | 2.50 | | | | | 108 | 119 | 124 | 130 |
| 4.10 – 19 | | 655 | 667 | 679 | 688 | | | | |
| 5.10 – 16 | | 615 | 625 | 643 | 651 | | | | |
| 5.10 – 17 | 3.00 | 641 | 651 | 670 | 677 | 129 | 142 | 150 | 157 |
| 5.10 – 18 | | 666 | 676 | 694 | 702 | | | | |
| 4.25/85 – 18 | 2.50 | 649 | 659 | 673 | 683 | 112 | 123 | 129 | 137 |
| 4.60 – 16 | | 594 | 604 | 619 | 628 | | | | |
| 4.60 – 17 | 2.75 | 619 | 630 | 642 | 654 | 117 | 129 | 136 | 142 |
| 4.60 – 18 | | 644 | 654 | 670 | 678 | | | | |
| 6.10 – 16 | 4.00 | 646 | 658 | 678 | 688 | 168 | 185 | 195 | 203 |

Tyre size

Measuring rim width

(Code)

Overall diameter

(mm)

Section width

(mm)

Maximum overall width

(mm)

D.min

D

D.max (9)

D.max (10)

(11)

(12)

(13)

3.60 – 18

605

615

628

633

2.15

93

102

108

113

3.60 – 19

631

641

653

658

4.10 – 18

629

641

654

663

2.50

108

119

124

130

4.10 – 19

655

667

679

688

5.10 – 16

615

625

643

651

5.10 – 17

3.00

641

651

670

677

129

142

150

157

5.10 – 18

666

676

694

702

4.25/85 – 18

2.50

649

659

673

683

112

123

129

137

4.60 – 16

594

604

619

628

4.60 – 17

2.75

619

630

642

654

117

129

136

142

4.60 – 18

644

654

670

678

6.10 – 16

4.00

646

658

678

688

168

185

195

203

Table 5

Tyres for motor cycle derivatives
   (14)

| Tyre size | Measuring rim width
  (Code) | Overall diameter
  (mm) | Section width
  (mm) | Maximum overall width
  (mm) |
| --- | --- | --- | --- | --- |
| | | D.min | D | D.max | | |
| 3.00 – 8C | | 359 | 369 | 379 | | |
| 3.00 – 10C | 2.10 | 410 | 420 | 430 | 80 | 86 |
| 3.00 – 12C | | 459 | 471 | 479 | | |
| 3.50 – 8C | | 376 | 386 | 401 | | |
| 3.50 – 10C | 2.50 | 427 | 437 | 452 | 92 | 99 |
| 3.50 – 12C | | 478 | 488 | 503 | | |
| 4.00 – 8C | | 405 | 415 | 427 | | |
| 4.00 – 10C | 3.00 | 456 | 466 | 478 | 108 | 117 |
| 4.00 – 12C | | 507 | 517 | 529 | | |
| 4.50 – 8C | | 429 | 439 | 453 | | |
| 4.50 – 10C | 3.50 | 480 | 490 | 504 | 125 | 135 |
| 4.50 – 12C | | 531 | 541 | 555 | | |
| 5.00 – 8C | | 455 | 465 | 481 | | |
| 5.00 – 10C | 3.50 | 506 | 516 | 532 | 134 | 145 |
| 5.00 – 12C | | 555 | 567 | 581 | | |

Tyre size

Measuring rim width

(Code)

Overall diameter

(mm)

Section width

(mm)

Maximum overall width

(mm)

D.min

D

D.max

3.00 – 8C

359

369

379

3.00 – 10C

2.10

410

420

430

80

86

3.00 – 12C

459

471

479

3.50 – 8C

376

386

401

3.50 – 10C

2.50

427

437

452

92

99

3.50 – 12C

478

488

503

4.00 – 8C

405

415

427

4.00 – 10C

3.00

456

466

478

108

117

4.00 – 12C

507

517

529

4.50 – 8C

429

439

453

4.50 – 10C

3.50

480

490

504

125

135

4.50 – 12C

531

541

555

5.00 – 8C

455

465

481

5.00 – 10C

3.50

506

516

532

134

145

5.00 – 12C

555

567

581

Table 6

Motor cycle tyres

Low pressure sizes

| Tyre size | Measuring rim width
  (Code) | Overall diameter
  (mm) | Section width
  (mm) | Maximum overall width
  (mm) |
| --- | --- | --- | --- | --- |
| | | D.min | D | D.max | | |
| 5.4 – 10 | | 474 | 481 | 487 | | |
| 5.4 – 12 | | 525 | 532 | 547 | | |
| 5.4 – 14 | 4.00 | 575 | 582 | 598 | 135 | 143 |
| 5.4 – 16 | | 626 | 633 | 649 | | |
| 6.7 – 10 | | 532 | 541 | 561 | | |
| 6.7 – 12 | 5.00 | 583 | 592 | 612 | 170 | 180 |
| 6.7 – 14 | | 633 | 642 | 662 | | |

Tyre size

Measuring rim width

(Code)

Overall diameter

(mm)

Section width

(mm)

Maximum overall width

(mm)

D.min

D

D.max

5.4 – 10

474

481

487

5.4 – 12

525

532

547

5.4 – 14

4.00

575

582

598

135

143

5.4 – 16

626

633

649

6.7 – 10

532

541

561

6.7 – 12

5.00

583

592

612

170

180

6.7 – 14

633

642

662

Table 7

Motor cycle tyres

Sizes and dimensions of American tyres

| Tyre size | Measuring rim width
  (Code) | Overall diameter
  (mm) | Section width
  (mm) | Maximum overall width
  (mm) |
| --- | --- | --- | --- | --- |
| | | D.min | D | D.max | | |
| MH90 – 21 | 1.85 | 682 | 686 | 700 | 80 | 89 |
| MJ90 – 18 | 2.15 | 620 | 625 | 640 | | |
| | | | | | 89 | 99 |
| MJ90 – 19 | 2.15 | 645 | 650 | 665 | | |
| ML90 – 18 | 2.15 | 629 | 634 | 650 | | |
| | | | | | 93 | 103 |
| ML90 – 19 | 2.15 | 654 | 659 | 675 | | |
| MM90 – 19 | 2.15 | 663 | 669 | 685 | 95 | 106 |
| MN90 – 18 | 2.15 | 656 | 662 | 681 | 104 | 116 |
| MP90 – 18 | 2.15 | 667 | 673 | 692 | 108 | 120 |
| MR90 – 18 | 2.15 | 680 | 687 | 708 | 114 | 127 |
| MS90 – 17 | 2.50 | 660 | 667 | 688 | 121 | 134 |
| MT90 – 16 | 3.00 | 642 | 650 | 672 | | |
| | | | | | 130 | 144 |
| MT90 – 17 | 3.00 | 668 | 675 | 697 | | |
| MU90 – 15M/C | 3.50 | 634 | 642 | 665 | | |
| | | | | | 142 | 158 |
| MU90 – 16 | 3.50 | 659 | 667 | 690 | | |
| MV90 – 15M/C | 3.50 | 643 | 651 | 675 | 150 | 172 |
| MP85 – 18 | 2.15 | 654 | 660 | 679 | 108 | 120 |
| MR85 – 16 | 2.15 | 617 | 623 | 643 | 114 | 127 |
| MS85 – 18 | 2.50 | 675 | 682 | 702 | 121 | 134 |
| MT85 – 18 | 3.00 | 681 | 688 | 709 | 130 | 144 |
| MU85 – 16M/C | 3.50 | 650 | 658 | 681 | 142 | 158 |
| MV85 – 15M/C | 3.50 | 627 | 635 | 658 | 150 | 172 |

Tyre size

Measuring rim width

(Code)

Overall diameter

(mm)

Section width

(mm)

Maximum overall width

(mm)

D.min

D

D.max

MH90 – 21

1.85

682

686

700

80

89

MJ90 – 18

2.15

620

625

640

89

99

MJ90 – 19

2.15

645

650

665

ML90 – 18

2.15

629

634

650

93

103

ML90 – 19

2.15

654

659

675

MM90 – 19

2.15

663

669

685

95

106

MN90 – 18

2.15

656

662

681

104

116

MP90 – 18

2.15

667

673

692

108

120

MR90 – 18

2.15

680

687

708

114

127

MS90 – 17

2.50

660

667

688

121

134

MT90 – 16

3.00

642

650

672

130

144

MT90 – 17

3.00

668

675

697

MU90 – 15M/C

3.50

634

642

665

142

158

MU90 – 16

3.50

659

667

690

MV90 – 15M/C

3.50

643

651

675

150

172

MP85 – 18

2.15

654

660

679

108

120

MR85 – 16

2.15

617

623

643

114

127

MS85 – 18

2.50

675

682

702

121

134

MT85 – 18

3.00

681

688

709

130

144

MU85 – 16M/C

3.50

650

658

681

142

158

MV85 – 15M/C

3.50

627

635

658

150

172

---

(1)  Normal road (highway) service.

(2)  Normal highway service.

(3)  Special service and snow tyres.

(4)  Tyres for normal highway service.

(5)  Tyres for special service and snow tyres.

(6)  Tyres for normal highway service up to speed category P inclusive.

(7)  Tyres for normal highway service above speed category P and snow tyres.

(8)  Tyres for special service.

(9)  Tyres for normal highway service.

(10)  Tyres for special service and snow tyres.

(11)  Tyres for normal highway service up to speed category P inclusive.

(12)  Tyres for normal highway service above speed category P and snow tyres.

(13)  Tyres for special service.

(14)  From the date of entry into force of Supplement 8 to this Regulation no new approvals for these tyres should be issued pursuant to Regulation No 75. These tyre sizes are now included in Regulation No 54, Annex 5, Part I, Table A.

---

ANNEX 6

METHOD OF MEASURING PNEUMATIC TYRES

| 1. | The tyre is mounted on the measuring rim specified by the manufacturer pursuant to paragraph 4.1.12 of this Regulation and is inflated to a pressure specified by the manufacturer.
  As an alternative, inflation pressures could be specified as follows:









  Tyre version | Speed category | Pressure |
| --- | --- | --- | --- |
| | | bar | kPa |
| Standard | F, G, J, K, L, M, N, P, Q, R, S | 2,25 | 225 |
| T, U, H, V, W | 2,80 | 280 |
| Reinforced | F to P | | |
| | Q, R, S, T, U, H, V | 3,30 | 330 |
| Motorcycle Derivatives (1) | 4PR | F to M | 3,50 | 350 |
| | 6PR | 4,00 | 400 |
| | 8PR | 4,50 | 450 |
| Moped | Standard | B | 2,25 | 225 |
| Reinforced | B | 2,80 | 280 |

1.

As an alternative, inflation pressures could be specified as follows:

Tyre version

Speed category

Pressure

bar

kPa

Standard

F, G, J, K, L, M, N, P, Q, R, S

2,25

225

T, U, H, V, W

2,80

280

Reinforced

F to P

Q, R, S, T, U, H, V

3,30

330

Motorcycle Derivatives (1)

4PR

F to M

3,50

350

6PR

4,00

400

8PR

4,50

450

Moped

Standard

B

2,25

225

Reinforced

B

2,80

280

For other tyre versions, inflate to the pressure specified by the tyre manufacturer.

| 2. | The tyre fitted on its rim is conditioned to the ambient temperature of the laboratory for at least 24 hours. |
| --- | --- |

2.

| 3. | The pressure is readjusted to the value specified in paragraph 1 above. |
| --- | --- |

3.

| 4. | The overall width is measured by calliper at six equally-spaced points, account being taken of the thickness of the protective ribs or bands. The highest measurement so obtained is taken as the overall width. |
| --- | --- |

4.

| 5. | The outer diameter is determined by measuring the maximum circumference and dividing the figure so obtained by π (3,1416). |
| --- | --- |

5.

---

(1)  From the date of entry into force of Supplement 8 to this Regulation no new approvals for these tyres should be issued pursuant to Regulation No 75. These tyre sizes are now included in Regulation No 54.

---

ANNEX 7

PROCEDURE FOR LOAD/SPEED PERFORMANCE TESTS

1.   PREPARATION OF TYRE

| 1.1. | Mount a new tyre on the test rim specified by the manufacturer pursuant to paragraph 4.1.12 of this Regulation. |
| --- | --- |

1.1.

| 1.2. | Inflate the tyre to the appropriate pressure given in the following table:









  Testing inflation pressure (bars) |
| --- | --- |
| Tyre size | Speed Category | Inflation pressure |
| bar | kPa |
| Standard | F, G, J, K | 2,50 | 250 |
| L, M, N, P | 2,50 | 250 |
| Q, R, S | 3,00 | 300 |
| T, U, H, V | 3,50 | 350 |
| Reinforced | F, G, J, K, L, M, N, P | 3,30 | 330 |
| Q, R, S, T, U, H, V | 3,90 | 390 |
| Motorcycle Derivatives (1) | 4PR | F, G, J, K, L, M | 3,70 | 370 |
| 6PR | 4,50 | 450 |
| 8PR | 5,20 | 520 |
| Moped | Standard | B | 2,50 | 250 |
| Reinforced | B | 3,00 | 300 |

1.2.

Testing inflation pressure (bars)

Tyre size

Speed Category

Inflation pressure

bar

kPa

Standard

F, G, J, K

2,50

250

L, M, N, P

2,50

250

Q, R, S

3,00

300

T, U, H, V

3,50

350

Reinforced

F, G, J, K, L, M, N, P

3,30

330

Q, R, S, T, U, H, V

3,90

390

Motorcycle Derivatives (1)

4PR

F, G, J, K, L, M

3,70

370

6PR

4,50

450

8PR

5,20

520

Moped

Standard

B

2,50

250

Reinforced

B

3,00

300

For speeds above 240 km/h, the test pressure is 3,20 bar (320 kPa).

For other types of tyre, inflate to the pressure specified by the manufacturer.

| 1.3. | The manufacturer may request, giving reasons, the use of test-inflation pressures differing from those given under paragraph 1.2 above. In such a case the tyre shall be inflated to that pressure. |
| --- | --- |

1.3.

| 1.4. | Condition the tyre-and-wheel assembly at test room temperature for not less than 3 hours. |
| --- | --- |

1.4.

| 1.5. | Readjust the tyre pressure to that specified in paragraph 1.2 or 1.3 above. |
| --- | --- |

1.5.

2.   TEST PROCEDURE

| 2.1. | Mount the tyre-and-wheel assembly on the test axle and press it against the outer face of a smooth test drum of 1,70 m ± 1 per cent or 2,0 m ± 1 per cent in diameter. |
| --- | --- |

2.1.

| 2.2. | Apply to the test axle a load equal to 65 per cent of:






  2.2.1. | The maximum load rating equated to the Load Capacity Index for tyres with speed symbols up to H inclusive; |
| --- | --- | --- |

2.2.

2.2.1.

The maximum load rating equated to the Load Capacity Index for tyres with speed symbols up to H inclusive;

| 2.2.2. | The maximum load rating associated with a maximum speed of 240 km/h for tyres with speed symbol ‘V’ (see paragraph 2.33.3 of this Regulation); |
| --- | --- |

2.2.2.

The maximum load rating associated with a maximum speed of 240 km/h for tyres with speed symbol ‘V’ (see paragraph 2.33.3 of this Regulation);

| 2.2.3. | The maximum load rating associated with a maximum speed of 270 km/h for tyres with speed symbol ‘W’ (see paragraph 2.33.3); |
| --- | --- |

2.2.3.

The maximum load rating associated with a maximum speed of 270 km/h for tyres with speed symbol ‘W’ (see paragraph 2.33.3);

| 2.2.4. | The maximum load rating associated with the maximum speed specified by the tyre manufacturer for tyres suitable for speeds above 240 km/h (or 270 km/h as applicable) (see paragraph 6.2.1.1). |
| --- | --- |

2.2.4.

The maximum load rating associated with the maximum speed specified by the tyre manufacturer for tyres suitable for speeds above 240 km/h (or 270 km/h as applicable) (see paragraph 6.2.1.1).

| 2.2.5. | In case of moped tyres (speed category symbol B) the test load is 65 per cent on a 1,7 m diameter test drum and 67 per cent on a 2,0 m diameter test drum. |
| --- | --- |

2.2.5.

In case of moped tyres (speed category symbol B) the test load is 65 per cent on a 1,7 m diameter test drum and 67 per cent on a 2,0 m diameter test drum.

| 2.3. | The tyre pressure must not be corrected throughout the test and the test load must be kept constant. |
| --- | --- |

2.3.

| 2.4. | During the test the temperature in the test room must be maintained between 20 °C and 30 °C or at a higher temperature if the manufacturer so agrees. |
| --- | --- |

2.4.

| 2.5. | The test shall be run without interruption, in accordance with the following:






  2.5.1. | Twenty minutes is allowed to build up from zero to the initial test speed; |
| --- | --- | --- |

2.5.

2.5.1.

Twenty minutes is allowed to build up from zero to the initial test speed;

| 2.5.2. | Initial tests speed: 30 km/h less than the speed corresponding to the speed category symbol marked on the tyre (see paragraph 2.28.2 of this Regulation) if a 2,0 m diameter test drum is used, or 40 km/h less if a 1,7 m diameter test drum is used;






  2.5.2.1. | The maximum speed to be considered for the second test in case of tyres suitable for speeds above 240 km/h for tyres identified by means of letter code ‘V’ within the size designation (or 270 km/h for tyres identified by means of letter code ‘Z’ within the size designation) is the maximum speed specified by the tyre manufacturer (see paragraph 4.1.15). |
| --- | --- | --- |

2.5.2.

Initial tests speed: 30 km/h less than the speed corresponding to the speed category symbol marked on the tyre (see paragraph 2.28.2 of this Regulation) if a 2,0 m diameter test drum is used, or 40 km/h less if a 1,7 m diameter test drum is used;

2.5.2.1.

The maximum speed to be considered for the second test in case of tyres suitable for speeds above 240 km/h for tyres identified by means of letter code ‘V’ within the size designation (or 270 km/h for tyres identified by means of letter code ‘Z’ within the size designation) is the maximum speed specified by the tyre manufacturer (see paragraph 4.1.15).

| 2.5.3. | Speed steps of 10 km/h; |
| --- | --- |

2.5.3.

Speed steps of 10 km/h;

| 2.5.4. | Test duration at each speed step: 10 minutes; |
| --- | --- |

2.5.4.

Test duration at each speed step: 10 minutes;

| 2.5.5. | Total duration of the test: 1 hour; |
| --- | --- |

2.5.5.

Total duration of the test: 1 hour;

| 2.5.6. | Maximum test speed: the maximum rated speed of the type of tyre if the test is performed with a 2,0 m diameter test drum; maximum rated speed for the type of tyre less 10 km/h if the test is performed with a 1,7 m diameter test drum. |
| --- | --- |

2.5.6.

Maximum test speed: the maximum rated speed of the type of tyre if the test is performed with a 2,0 m diameter test drum; maximum rated speed for the type of tyre less 10 km/h if the test is performed with a 1,7 m diameter test drum.

| 2.5.7. | In case of moped tyres (speed category symbol B), the test speed is 50 km/h, the build-up from 0 to 50 km/h is 10 minutes, the duration at the speed step is 30 minutes with a total duration of the test of 40 minutes. |
| --- | --- |

2.5.7.

In case of moped tyres (speed category symbol B), the test speed is 50 km/h, the build-up from 0 to 50 km/h is 10 minutes, the duration at the speed step is 30 minutes with a total duration of the test of 40 minutes.

| 2.6. | However, in case a second test is performed to assess the top performances of tyres suitable for speed above 240 km/h, the procedure shall be the following:






  2.6.1. | Twenty minutes to build up from zero to the initial test speed; |
| --- | --- | --- |

2.6.

2.6.1.

Twenty minutes to build up from zero to the initial test speed;

| 2.6.2. | Twenty minutes at the initial test speed; |
| --- | --- |

2.6.2.

Twenty minutes at the initial test speed;

| 2.6.3. | Ten minutes to build up to the maximum test speed; |
| --- | --- |

2.6.3.

Ten minutes to build up to the maximum test speed;

| 2.6.4. | Five minutes at the maximum test speed. |
| --- | --- |

2.6.4.

Five minutes at the maximum test speed.

3.   EQUIVALENT TESTS

If a test other than that described above is used, its equivalence must be proved.

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(1)  From the date of entry into force of Supplement 8 to this Regulation no new approvals for these tyres should be issued pursuant to Regulation No 75. These tyre sizes are now included in Regulation No 54.

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ANNEX 8

TYRE LOAD CAPACITIES AT VARIOUS SPEEDS

Speed

(km/h)

Variation in load carrying capacity (%)

Moped

Rim Diameter Code up to 12 inclusive

Rim Diameter Code 13 and above

Speed Symbol

Speed Symbol

B

J

K

L

J

K

L

M

N

P and above

30

- 30

- 30

See column J

- 30

See column J

50

0

- 30

- 30

60

- 23

- 23

70

- 16

- 16

80

- 10

- 10

- 14

90

- 5

- 7,5

- 5

- 7,5

- 7,5

- 7,5

- 12

100

0

0

- 5

0

0

- 5,0

- 5

- 5

- 10

110

– 7

0

- 2,5

0

- 2,5

- 2,5

- 2,5

- 8

120

– 15

– 6

0

0

0

0

- 6

130

– 25

– 12

– 5

0

0

- 4

140

0

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ANNEX 9

TEST PROCEDURE FOR THE DYNAMIC GROWTH OF TYRES

1.   SCOPE AND RANGE OF APPLICATION

1.1.   This testing procedure is applicable for tyres mentioned in paragraphs 3.4.1 and 4.1 below.

1.2.   It serves to determine the maximum tyre growth under the influence of centrifugal forces at the admissible maximum speed.

2.   DESCRIPTION OF TEST PROCEDURE

2.1.   The test axle and the rim must be controlled in order to assure a radial run-out less than ± 0,5 mm and a lateral run-out less than ± 0,5 mm, when measured at the bead seat of the wheel.

2.2.   Contour outline device

Any device (projecting grid, camera, spot lights and others) which permits the external contour of the tyre cross-section to be outlined distinctly, or to establish an enveloping curve, normal to the tyre equator, at the point of the maximum deformation of the tread.

The device should reduce to a minimum any distortion and assure a constant (known) ratio (K) between the plotted contour and the actual tyre dimensions.

The device shall permit reference of the tyre contour to the wheel axis.

2.3.   The deviation of the tyre tread peripheral speed, measured with a stroboscope, from the corresponding maximum speed of the tyre may not exceed ± 2 per cent.

2.4.   If another test procedure is applied, it must be proved to be equivalent to the present procedure.

3.   EXECUTION OF TEST

3.1.   During the test, the temperature in the test room must be maintained at between 20 °C and 30 °C or at a higher temperature if the tyre manufacturer agrees.

3.2.   The tyres to be tested shall have passed the load speed performance test according to Annex 7 to the Regulation, without showing any defect.

3.3.   The tyre to be tested shall be fitted to a wheel having a rim conforming to the applicable standard.

3.4.   The tyre inflation pressure (testing pressure) shall be adjusted to the values indicated in paragraph 3.4.1 below.

| 3.4.1. | Road tyres in bias and bias/belted construction.








  Speed category | Tyre construction | Testing pressure |
| --- | --- | --- | --- |
| | | bar | kPA |
| P/Q/R/S | standard | 2,5 | 250 |
| T and above | standard | 2,9 | 290 |

3.4.1.

Speed category

Tyre construction

Testing pressure

bar

kPA

P/Q/R/S

standard

2,5

250

T and above

standard

2,9

290

3.5.   The tyre/wheel assembly shall be stored at the temperature of the testing room for a period of at least 3 hours.

3.6.   After this conditioning storage period the inflation pressure shall be readjusted to the value indicated in paragraph 3.4.

3.7.   Mount the tyre and rim assembly on the test axle and ensure the assembly is freely rotating. The tyre can be rotated either by means of a drive motor acting on the tyre axis or by pressing it against a test drum.

3.8.   Accelerate the assembly without interruption to reach within five minutes the maximum speed capability of the tyre.

3.9.   Position the contour outline device and ascertain that it is perpendicular to the rotation of the test tyre tread.

3.10.   Check that the peripheral speed of the tread surface is within ± 2 per cent of the maximum speed capability for the tyre. Maintain the equipment at constant speed for at least five minutes and then portray the tyre cross-section in the area of maximum deformation, or check that the tyre does not exceed the enveloping curve.

4.   EVALUATION

4.1.   The limiting curve (enveloping curve) specified for the mounted tyre/wheel assembly shall be as in the example below):

Enveloping curve for centrifugal growth test

| SG | = | Maximum overall width in service (This changes 1 mm per 0.1 Rim width code change from the measuring rim) |
| --- | --- | --- |
| Hdyn | = | Centrifugal radius – D/2. |

SG

=

Maximum overall width in service (This changes 1 mm per 0.1 Rim width code change from the measuring rim)

Hdyn

=

Centrifugal radius – D/2.

In accordance with paragraphs 6.1.4 and 6.1.5 of the Regulation, the following limit values have been established for the enveloping curve:

| Speed Category | H dyn (mm) |
| --- | --- |
| | Category of Use:
  Normal | Category of Use:
  Snow and special |
| P/Q/R/S | H × 1,10 | H × 1,15 |
| T/U/H | H × 1,13 | H × 1,18 |
| Over 210 km/h | H × 1,16 | — |

Speed Category

H dyn (mm)

Category of Use:

Normal

Category of Use:

Snow and special

P/Q/R/S

H × 1,10

H × 1,15

T/U/H

H × 1,13

H × 1,18

Over 210 km/h

H × 1,16

—

| 4.1.1. | The main dimensions of the enveloping curve must be adjusted, if applicable, taking into account the constant ratio K (see paragraph 2.2 above). |
| --- | --- |

4.1.1.

4.2.   The contour of the tyre portrayed at the maximum speed shall not exceed the enveloping curve, with reference to the tyre axes.

4.3.   The tyre is not subjected to a further test.

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